SR-11-A (6)
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AP:HED: LJS:mh
council Meeting 4/12/88
APR 1 2 1988
Santa Monica, California
TO: Mayor and City Council
FROM: City staff
SUBJECT: Recommendation to Authorize the City Manager to Execute
Lease No. DTFAOB-88-L-12146 with the Federal Aviation
Administration for Installation of a visual Approach
Slope Indicator (VASI) on Runway 3 at Santa Monica
Airport
INTRODUCTION
This report recommends that the City Council adopt a resolution
authorizing
the
city
Manager
to
execute
Lease
No.
DTFAOB-8B-L-12146 with the united States of America acting
through the US Department of Transportation, Federal Aviation
Administration.
BACKGROUND
The Airport receives many complaints from the residents of homes
directly west of the runway concerning low flying airplanes
approaching the airport from the west during Santa Ana wind
conditions. Landings from the west are called Runway 3 landings.
The low altitude and noise generated by these airplanes is
especially disturbing to residents at night and during days of
low visibility. Compounding the problem is the hilly terrain of
the residential area which lines the approach path.
- 1 -
\ \... t::.
APR 1 2 1988
Installation of a Visual Approach Slope Indicator (VASI) on
Runway 3 will allow pilots to begin their final approach at a
higher altitude and maintain lower power settings in a controlled
descent to touchdown. The VASI provides vertical visual approach
slope guidance to aircraft during approach to landing by
radiating a directional pattern of high intensity red and white
focused light beams. consequently, the VASI installation will
reduce noise and enhance flight safety.
Lease number DTFA08-88-L-l2146 conveys use of .046 acres for
installation of VASI equipment, .30 acres for the power run
easement and includes vertical and horizontal obstruction planes
to ensure proper operation. The VASI will be set at the steepest
possible angle for noise abatement purposes, consistent with
safety.
The FAA will operate and maintain the VASI in consideration for
use of the premises. There will be no cost to the Airport for
the system.
The lease term is renewable annually at the federal government's
option. The renewable option does not extend beyond the year
2008 and is therefore consistent with the santa Monica Airport
Agreement which requires the city to operate the Airport until
2015.
BUDGETARY/FISCAL IMPACT
No budgetary or financial impact results from this item.
- 2 -
RECOMMENDATIONS
Staff respectfully recommends that the city Council approve the
attached Resolution authorizing the City Manager to execute the
necessary documents pursuant to the Lease agreement.
Prepared by: Hank Dittmar, Airport Director
Linda Sullivan, Sr. Administrative Analyst
Attachments: Lease Number DTFA08-88-L-12146
Corporate Certificate
cc41288
- 3 -
AP:HED:LJS:mh
Council Meeting 4/12/88
Santa Monica, California
RESOLUTION NO.
A RESOLUTION OF THE CITY
COUNCIL OF THE CITY OF SANTA
MONICA AUTHORIZING THE CITY
MANAGER TO EXECUTE LEASE NO.
DTFA08-88-L-12146 (# CCS)
WITH THE UNITED STATES OF
AMERICA FEDERAL AVIATION
ADMINISTRATION TO PERMIT
INSTALLATION OF A VISUAL
APPROACH SLOPE INDICATOR (VASI)
ON RUNWAY 3 AT SANTA MONICA
AIRPORT
WHEREAS, the Unites States of America, the Federal Aviation
Administration and the City of Santa Monica agree that a Visual
Approach Slope Indicator (VASI) on Runway 3 will reduce noise and
enhance flight safety over neighborhoods to the west of Santa
Monica Airport; and
WHEREAS, installation of the proposed VASI on Runway 3 will
allow pilots to begin their final approach at a higher altitude
and maintain lower power settings in a controlled descent to
touchdown,
NOW, THEREFORE, THE CITY COUNCIL OF THE CITY OF SANTA MONICA
DOES RESOLVE AS FOLLOWS:
SECTION
1.
The
City
Council
approves
Lease
No.
DTFA08-88-L-12l46 (#
CCS) and authorizes the City Manager as
- 1 -
agent of the City to execute all documents pursuant to the lease
agreement.
SECTION 2. The City Clerk shall certify to the adoption of
this Resolution, and thenceforth and thereafter the same shall be
in full force and effect.
APPROVED AS TO FORM:
~M.
~~
ROBERT M. MYERS
CITY ATTORNEY
- 2 -
-
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~~ =O~ 4660-1 (11/i6)
Lease No.: OTP~~8-B8-~-12146
V~SI, Runway 03
Sa~~a ~onlc3( Ca.
=EP~~~~E~T Of ~~~NS?0P~~~ION
~E:~RAL AVI~~r~~ AJ~I~IS~?A~IGN
?~~~ EST~~~ 'N~ [TILITIES B~~~CH, AWP-56
P.0. BOX 92g~7, WORLDw~Y ?aS~~L CENTER
LOS A~GELES, C~LI?CR~I~ 9JJ~9-2~~7
LE~SE
tletwee'1
CI~Y or S~N7~ ~ON:C~
and
~~E :;NI'I''::D
-C::r'f'I~"'Ci"C::
_ J.._ ... L......
'"':;'
v.
A.~ER.IC.~
~~lS :93S~, .ace and entered ln~o t~:s cay ~f
l~ t~e year one-t1ousand nl'e-hundr~d and e~~hty e:s~t by
a.,=, =r2tH2-?-- ~~-e ::-:{ c: s~.sr:'~ '-AO"i~-::;, a ~~~n:C1.?3~ ccr?Cr3.~l,)1"'I ~.,.[:1'Jse
add=ess 15:
320~ A:r~or~ A~e~ue
Sa~t3 ~0'11~a, :allEo(~la 9J~05
for ltse:f ar.c. 1':5 successors 3:1d aS51g:15, hO?re1na:ter ::a11ed the
Less'")( an.e the i..!'E~::~ STATES OF A'-4::~I-:~, hereinafter c3ll.ec. t':1e
Go-r-.ter.,Lle,t:
WIT~ESSETH: 7ne ~artles hereto for tne conSl~eratlon herelna=ter
me~tIoned covena~t and agree as fo~lows:
1. Fer the teen beglnoInS Apol 1, 1988 and endIng Septemoe:- 33,
1988 the Lessor hereby leases to the Gover~ment the followIng descrIbed
real property, herelnafter called the premIses, viz:
See page lA and 1B for legal deSCrl?tIon
Prcperj(. D~~-lptl:;""
Vls~al ~ppr~~ch Slo~e !ndl=a~cr
, iAS: )
~:JS ~r"C;E'~e~ C::o..;n';.
e~""'''Ja! - ~
~3~ta ~c-~~a~ Ca~:~~~~l~
L~':'~~ ;:~I:"'"
~€,RCE;.L A
.:!... 1 S oJ a: A ~~:: .. 5::; ;:; e I r u : :: ~ ": C r "... ~ =: I j L EO a s ~
Eeglnnlnq at a CCl~t on centerlire o~ t~e runwa/ erd a": :~e
;~L:n~Es~ e-o C? r~~Wat C3 (~~l~: a~sc kncwn as ~~e t--e5-C~= ~f
ru~wa/ 03,. ~rcceed ~ ~~ 32'50' E IT~LE) al=~c t~e ru-~a.
=e..--ter-lll-'E- a .jls~a"c=::;f 2o~ fee,,:; t!'"'leid:e N -.502~Lll:'..... =r =- ~:'-'e
pe-;:.er'1cl'.:'Jla,- to tre runway centerllne. a dlstal,ce ::;~ 115.': 4'"ee:.
T~lS po]n~ establlsres the pOlnt O~ beglrni~g (PCB' ~:;r t~~
fo:1G~lng Cescrlbed parcel.
p a .- C e ~
,"
.....
~~cm POEt p~o~~ed:
_ ....../. 38' SC
N w.~2~~:(,)'
lu ":"40 3= ' =C'
IN a dlstance
Wad 1 s t a..,c e
c-f
2'),0' ;
04'"
50.8 ;
the"-.:::e
thence
-:he-:::e
c = ~:'s~3."',=e
2<"" A"
.... - .
- w= 2 ~ J 1 = ,.
ro- a d 1 s~a1"""-ce ==~
=.'\ r'\'.
-.J... _' ..
t,....,e~c e
containinc:;
.023 acres more
~~
'...J
=(.8
~ess.
Parcel A
aw.-:E'C by
15 locate~ on Sa~~d MC~lca Mwnl~lPa: Al~PO-~ ane &3
t~e C1Cy of 5a~ta Monlca. Sarta Monlca, Call+~rnla.
PJ~RCEL_~
'~~ual ':'t:::'icac'"'"' Sl.::.r;e !nd~~;'':2- I JC:r.f$I
L.=~5e
8eglnnlng at a ~oInt on centerlIne of tMe runway end at the
Southwest end of runway 03 (also known as tne threshold of rwnwa;
03), proce<:d N 440 38' 50" E (TRUE) a 1 onq the runwa -I center 1: ne a
distance of 765 feet; thence N '+5021'10" W On a lIne
perpendIcular to the runway centerline. a dIstance of 115.0 feet.
ThiS paint estacllshes the DOlnt of beglnnIng (POBl ~~i t~e
fOllOWIng descrlbeo parcel.
i-A
e~-;:eL-B
~i~~ cJ3. ~=~~l~~~:
S 4......:1 36 p 50" W del s:.a~-'ce
N ~5021 '10' W a dls~a~ce
1'~ ...~~ 3c.SC.' E a d;,s'ta-ce
_ .....S.:r 21
, ,~
. ..;
E a
o.s<;arcE'
-~ -~ , ! -.€-.- ~ e
-' c''') . -
~+ 'SO. 0' ; ~""i e-c e
c'" 2C. , , ; ~:-e~ce
- .~
-+ 50 /'. , ; t-er-;c-= .. - .....--
- . J - - ,
cc~~a:~l~g ).023 a=~=s ~cre c~
~a~~2l 9 ~- locat~d ~n Sa~~a ~crlca ~un~Cl~d: ~l~pc-t a~~ 1S
cwre~ bv t~e Cltl or Sa~ta ~G~l=a, Sa~ta ~crl=a. Ca~:fcrr:a.
~:ta=~e~ 15 5ke~=~ -1 VAS:
C~~t31~ O.0-~ acres mere or
leas~ pr=J:'er<;f.'
less.
::C ':1"",
;:a-Cf?:s
t~~e':"".:r
I;~?ement c;,
V~s! Fewer ?u~ Easeme~t Des~-:p~:on
8E~:~n.~~ a~ a pc:~t or ce~ter~."e cf the r~~wa, e~d ~t t~e
3c~r~wes~ ~~C of r~nway 03 (als~ knOwn as t~e t~res~c:~ =7 r~~wal
.... =--:::=e~:: t'J .....=...2: 1) ~ .....~uE'.3. =:...s~a-=2 =-~ :1- --:=~. _'='
~~.-. 1S t~e center of d steel D~:"~O~ l1d and estaO:lsnes ~-e
pCl~~ of ~eglr.n:n~ (PCS) for tne cer.terllne o~ t~e fO~:O~l~y
deSCrlOed ease~en~.
Edsemert C
F-om t~e pcs. procee=:
N 29027''-01'' E a Cl 1 S t a '>c e :)f 72.5' ; tr,ence
N ,+,+!l 38' 50" E a d 1 stance cf 78 1 . 0 ' ; thence
r .J 4=o21~lC" ;..J a c1staC1ce cor 3Q0. '"':'.. . t"e:-ce
,
I\j scro 23 120 II W a dlstal1ce -.. 82.5' ; ';~lS 15 o;-,e ;:O~-~ ~f
....
the caDle easement where the cable enters the RT power bU1l:11nq.
The power ru~ easement shall lnclude an area 5' on bctn Slces of
the center of tne easement 11ne. ThlS lncludes an area of O.3C
ac~es more or less.
SketCh _2 shows the locatlon of the ~ower run e3sement ar.d lts
relatlon to the VASI lease plots.
1-8
Page 2 of 7
Lease ~o.: DT?A33-g9-L-12~46
a. Toge~her ~:~~ a tlgh~-of-way for Ingress to and egress from ~he
pre~lses; a rIght-of-way or r:g~ts-of-way for esta~llshln~ a,d
~al~talnlng a ?oie ll.2 or po:e lInes for exte~dl~S el~ctrlc ~ower, ar-c
t e : e c c mm un 1 c 3. ~ ~ 0 n 5 f :l C 1 ~ 1 :, 1 c :; t J t (-.L e t:' r e'1l 1 s e s; and r 1 -; , t - .'} f - VI 3 1 for
su1;:s...lI::ac:e ~cwer, c:;mmu:il:::3':l~n anj water lInes to t:-:e prerrIses, all.
rl-3hts-of-Nai to oe over t....e sale. lands and adJolnlng la:ids of the
lessor, a'1G t,;r::es5 '1e::21'1 de;:;.::rlt:ec by l'letes aild bounds, to be by
ro~tas reaso~a~:y ~~t2r~1.~~ to be the ~cst cO~7e,ie't to the
Go '/ '= r n'TI e '1 t .
b. ~~d the rlg~t 0: gr3dl,g, condltlc'l~g, and i,sta1~lng dralna~e
facl~l~ies, a~~-l se-=c:~:-; t.~e so11 0: the pre"TllSeS, anc t,e re'l1cF.Ja: 0:
a:1 oostr~ctlcns f:~~ the ~r=~lses wh:ch ~ay C?nst1tute a h:ndrance to
the estab1ls~~e~t a~d ~a~nte:ia~ce of aIr ~a~lg3tlon and
te:ecommun1catlcns faCll1tl~S.
c. Anc. t~e rl;ht to iLa'-<e a:t~ratlons, attach EIX:'.;!:~S, and er~ct
acdl:lo~S, structures. or s~g~s, l' or ~pon the ?re~lSes here~y leased,
"Il"'llch alteratlc~s, :IKtures, add1tlcns, stn.:.ctl.lres or 51:;ns so ?:3ced
HI or u~on, or attac~ej t:) toe sa:j ;:re'llises shall ;:'E 3:id rel1aiCl the
!' r :l ? e r t yo: t ., e C 0 "l e r !"\:n e .1 t, a 1') d 11 a y b ere'" 0 "; e ~ ,) 00 ;: t ... e d a ': ~ 0 f
eX?lr3t:on or t-::!r-n:'J.3.':lCr: 8: t'l.lS lease, or wlt""';l;") ~llety (9~n days
t"1ere"!::e::-, ':;; 0::- ~., be..;;;'..: :::f tne GC'JerniT'e~t, or lts grantees, or
p.~'!:=~a5ers 8= s~:.:: alt.:::3.-::'J'1S, E::.'(~ures, a.::=-:l+::C"'1S, s~~"'::~J.r~s, --;r
s..gns.
2. ~rllS lease ma.f, at the o~tlon of t~e Co.,--=::nme'1t, be re,e'.ved
f::o'il year to yea:: an~ ot1erWlse U?Oi! the terms a"ld conditIons 1e::el'1
s~eclf1ed. ~he GOJer,~e'~'s O~tIcn sha:l be dee~8d exer~lsed anc t~~
lease rene'Ned eac":l ye~r f-:lt one (l) year unless the Gover~[Tlent g..'Jes
the Lessor t!"llr-ty (3;J) days wrItten notIce that It wlll not exercise
Its optIon befo~e thIS lease or ani renewa~ thereof expIres: PFOVr~ED,
that no rene~3~ t~ereof s1alL extend the perloe cf occupancy 0: t1e
premIses beyond the 30th day of Septem~er, 2C~8.
3. The Government s~all pay the Lessor no monetary conSIderation
in the form of rental, It being mutually agreed that the rIghts
ext.?nded to the GO'ilern.11ent hereIn are In conSlderatIon of the
oblIgations assumed by the Government In Its establishment, operation
and maIntenance of facIl1~les upon the premises he~eby leased for the
term set forth In t\rtlcle 1 above, and no monetary conS1deratIon for
each annual renewal exercIsed by the Govern~ent hereafter.
i?age 3 of -;
Lease No.: :TFAJS-S9-L-12l46
4. The Gover'1:ne"1t :na:r ter'lllnate thlS lease, In whole or In part,
at any tl~e ~y glll'1g a': least 6J days not1ce In ~rItIn~ to t~e Lessor,
a,c no re~tal shall 3ccr~e aft~r t~e ef:ectl~e dat~ of the ter~lna~:on.
5a:3 notlce sha:~ ~e 5en~ 0: certIfled or reglste:ec ~all.
5. The Gcver'1me~t sha:~ surrender possessIon of t~e pre~ises upo~
t~e date of eX?lratlon or ter~lnatlon of t~IS lease. If the Lessor by
wrItten notIce at leas: 33 days before the da~e 0: eXplratlC'1 or
ter~lna:10~ req~est5 rest~ratlon of the ?remlSes, t'e Gover~rnent at It;
O?tlon sha2.1 Wl'::11n rllnety (9iiJ) days after suel-a eX;;llreitIO:1 or
ter:~lneitlo~, or w:t~ln 5UC~ addltlona: tl~e as may be ~utually ag:ee~
upon, elt~er: (:) res':.or-? t"le ~He-nlses to as g::;od condltlon as t:1a~
.;'(lstlng at the tlrne 0: t~e Gover:1ment's Inl':13l e'1try U90:1 t'''l-=
?re-nlses u,der t'lS lease or any ?reCeclng lease (c~anses t8 the
prerrllses In acc'jraance ....lth 9dragraph 1. (a), 1. (:)] and 1. (e) above,
o~dlnary wea: and teat, daffiage by nature e~ements and by C1r~urnstances
O'ler w~~'::~ the GO'iernmen: has 1"\0 control, exce?ted) or (2) ~a'-{e an
equ:t3b~e adJus~ment 1, the lease amou,t fer t~e cost of suc~
restora~:or. of ~~e ?re~13es or t~e clmlnut~on 0: t~e value 0: tne
;:re'TllSe3 1: '.lnrestored, w:llC3ever lS less. Shou:'d a m;Jt".1al.ly
a~~e?taD:e set~:eme~: be ~ace her2u~der, t~e ~art:es shall enter li~O a
su?~le~e~~al a;reement ~ereto effectlng such agreernen:. Fallure to
a~~ae cc 3~! 5~C' equl~a=:e 3dJ~5~~e~~ snal: be a d:5?~~e concqr,:,g a
questIon 0: :act ~l~'l' t~c ~e~nl~g of =lause 6 0: t~ls lease.
6. (ai 1:'115 lease IS sl:bJect to the Contract D1S?utes ?-oct of :9'3
(?Ub:'lC Law 95-~63).
(b)
or relatlng
clause.
Ex~e?t as P::O"llded In the ~ct,
to th15 lease shall be resolved
a~l CIS?utes arlsln9
l~ accordalce w1th
u,der
thlS
(c) (1) As use~ hereln, "claIm" means a wrItten demar.d or
assertIon by one of the part1es seek1ng, as a legal rIght, the payment
of money, adJustme~t or Interpretatlon of lease terms, or other rellef,
arislng under or relatlng to thls lease.
(i1) A voucher, inv01ce, or request for pay:nent that is not
In dIspute when submltted IS not a claIm for the purposes of the Act.
However, where such submlsslon IS subseque~tly not acted upon 10 a
reasonable time, 0 r d I s!:,uted e 1 ther as to 1 iab 111 ty or amount, it may
be converted to a claIm pursuant to the Act.
Page 4 c: 7
Lease So.: DTFA38-8S-L-12146
(111) a. cla~Tl by t"le Lessor sha:l be ~ade l' wr1tIng a:--c:
submItted tG t"1e CO'1':~a::':lng OffIcer fer cec~sl:)'1. A ClalTl ':;;1 t"1~
Gover1me~t a;al:1st t~e Lessor shall be subJec,: to a dec151o~ C~ t~e
Co~tra~tlng C::lc~r.
(d) :;:lr Lessor cla11ls of <nore than S5J,0tl", the Lesso= s::.a:::'
Sl..:bml~ .,..nt, t;,e C131'n a certlflcatlon that the clalm 15 made 1:' good
f31':~; t:'e s':P?Crtl'1g da':.3 ar: accurate and comr:e'.:e t,:) the best :)f t~e
Lesscrts <:-,c',o/ledge and oe:lef; and the a110U'1t requested acc:.:r3~el,!
refle::t5 t'2 lease adJust:nent for w:-lch t'1e Lessor belle'les the
Gover'1~e'1'.: 15 ll3ble. The certl:lca'.:lon s~all be executed by the
Lesser If an l'1dl'1H~tla:. Wl1e'1 t'te Lesser is not ail Indl.l:c~a:, t:1e
ce~tl:lc3tlon s'tall be exec~ted by a Se'110r com~a'1Y of:lc1a: 1'1 c~3orse
at t~e Lessor ?la'1t or locatIon 1nvolved, or ~y an offIcer or ge~era~
partner 0: t~e LessQr h311ng overaLl reS?CnSIOlllty Ear t1e conduct ~:
the Lessor's affalrs.
(e) For Lessc:rs clalLls of 553 I~LHl or less, the ':ont:rac~lng
OffIce: 'nust renGer a decIsIon wl~~ln 6J days. F~r Lessor c:al~s In
excess of $53,~~3, t~e ContractIng OffIcer must decIde the clal~ W:t~lil
6J days or Dctl:Y the Lessor of t~e ca:e when t,e decIsion ~I:~ 02
mace.
(f) :'n2 CO;"lt;::3C':.1'~ O:rlce:'s ceC1SI0:1 5;:30':1 be fl;"lal ur.:ess
t~e Lessor a?~ea:s or fIles a SU1~ as pr~llded 10 t~e Act.
(;l T~e aut~C(lty cf the Cont~actlng Of:lcer u~der t~e ~C~ does
not extend t~ =lal~s or Clsputes W'lC~ by 5tatJte or regu13~lon ot~er
agencles of t~e Fxe=utlve 3ranch of the FeGer~l Coverr.me,c are
e~?rassLy aut~or:zed to declde.
(h) Interest on the a~ount found due on a Lessor claim sha~l be
paid from t~e date the claim 15 receIved by the Contractlng OffIce:
untll the G3te oE oayment. Interest on t,e a~ount found due en a
Gover~ment claIm shall be paid from the date the claIm IS receIvea by
the Lessor unt1l the date of payment. Interest shall be computed at
ten percent (HJ%) oer annUM on the bas1s of a 365 or 366 day year,
whIchever applles.
(i) Except as the partIes may otherWIse agree, pendlng floal
resolutIon of a clai~ by the Lessor arlslng under the lease, the Lessor
shall proceed dlligently wIth the perfor~ance of the lease and Its
ter~s in accordance wIth the ContractIng OffIcer's decision.
?age 5 of 7
Lease No.: D~:~~9-88-~-12~46
7. ~ 0
~e~=er of Congress or
any sha~e or part of t'IS
Reslde~t Commissioner shall ~e
lease, or to any beneflt to a~lSe
adiTI 1 t :.ed to
~"1e::efrorr.
8. The Lessor W3rr~~:s t~at ~c person or selllng agency ~as ~ee~
eTI?:oyed or retalne~ to sollclt or sec~re th15 lease u?on an agree~e~t
or understanding fer a ccmrnlSStO', ~ro~er3ge, per~entaJe or ccntl'1se~t
fe~, exce~t bona fIde e~9:oyees or bona :l~e estao~lshed commercIal or
5elll~g agencles rnal~talned by the Lessor for t~e pur?ose of 5ec~~1~g
busIness. For breach or v::.olatlon 0: t'lS warra')ty, the Government
s:"a::'l ~a're t:.e rl~~t: to annul t'1is lease 'rll':~cut ll:ibILlty, or In Its
dlscretlon to deduct from amou,ts ot''''Ierwlse dele u~der th::.s :'ease or
vt~e' consl.:::eratlon, tt,e f'J.l: .3:ncun~ ()f s~c., cOtnrrllSS1()n, br.jker3ge,
?ercentage, or co~tl~ge~t fee.
9. ~ll jotlces S2~t to tne partles ~~der the lease s~a::'l be
addressed as fallows:
':'0 t'1e Lessor:
ex:! OF SA~~~ ~C~I:~
3233 ~:=?C~t ~l~~:]e
Sa~ta ~O~IC3, C3:1:~r~la 9J4JS
To the Government:
Depart~e~t of Transport3tlo~
Federal AJlatlcn Adml~15trat:on
Real Estate and JtIllties Branch, AXP-S6
P.O. Box 92~J7, Worldway Postal Center
Los ~ngeles, CalIfornIa 9Ja~q
10. 1'h15 lease IS s:.lbJect to the add~tlona~ !;lro'Jls1cns set :ort,
below, or attached hereto and Incorporated hereln. These addltlonal
prOVIsIons are IdentIfied as follows in paragraph 10.a and 10.0.
and sketches 1 and 2.
See followIng page for addItIonal provisions
Page 6 of 7
Lease No.: D~FAG9-88-L-12146
3. T~e alrport owner agr~es that any relocatlon, replacement, or
modl:lca~lon of the Visual Approach S:ope Indlcator (VASI) syste~ C:i
Runway ~3 or components thereof covered by t~ls lease durIng Its ter~
or any re~ewal thereof ~ad2 necessary by aIrport 1~?r~~e~2,ts or
chanses W~lC' lm?alr or Inte:rupt the t~chnlcal and/or ope:a~10na:
chara2terlstlcs of the faclll~les, WIll be at the ex?e~se 0: t~e
alrport owner; except, w~e~ such l~~rovements or chan~es are made at
the speclflc request of the Government.
In the e?e,t such relocatIons or ~odlflcatlons are necessItated due to
causes nct attrlbutable to eIther the aIr?Ort owner or the Gover,ment,
fundlng responslblllty shall be deter~lned by the Govern~ent.
b. The Lessor s,all be res?o~sl~le for t~e restrlctl~e area o~
al~?Ort property as set forth In At~3ch~ent 1 to tnls lease.
I~ ~:~~ESS W~~REO~,
~a~es as of t~e da~e
P'3.ge 7 of 7
Lease ~o.: ~TFrl29-88-L-12146
t~e pa:~les he:2~o ha~e
flr5~ above written.
~e:eun~J s~bsc~~bed ~jel:
CI~Y C2 S~~T~ ~CNICA
2y:
(Less:):)
TItle:
Dat2:
T~2 J~ITEO S~~T2S OF ~~ERI~A
:~?~F7~Er: OF ~~ANS?O?TArIJN
~E:SPAL ~7I~~:a'J A~v~~Is~~~~r~N
By:
J A.J.\lNETT P. GI5....~
Contracting Offlcer
Re~l Estate and Utilltles
Branch, ANP-56
'I'ltle:
Date:
I I
~
_ _ 1 _, _ _ --"YI
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.~ ~ 700'
v,:/,? L ?V'=<V E Y -p~
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-
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-
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. :?CAL.E , "::: ZOO'
.J
J Plf'lo.tfO ..,
B. 6AJ2ANows~'
SutJICT
I CHfeuo. IT
?At-J~ MONIt:.A VI\~1
..
FU F_ 6000-4 ,t-7I1 ,.o_t:"L.Y ........ 1"0"" 21)67
-;----
"'
. .
f
''h. ~ ~
"
u~vJnJO /
"AI. I
1U'r
L.E~~ So
~.~
10' WID€"
"Po'IJe:e... ~
CA...J;T'2..0 I...-
~~NTC
.#
r
~W'N1P
VMI
1=la"r
L.E~ A
PAa, 4ft,. 1
~ ~\
~
'"""
" r6B z-,,'
~ ~aJT~
o...n
I'Z-/ 110 /2>7
F'~f NO
rEf
\
\ OF
SHEET
CALCULATION SHEET i::rU! G" 0 "U-773-'
SIL~1C...H =tF 2-
. ,
-
-
OBSTRUCTIONS, Obstructions in the approach area shall be removed or
-- -- controlled. - - The approach area is a 'triangular plane established by-
the lo=atlon ot the downwind VASI bar. The vertex of the plane 18 the
runway centerline opposite the downwind VASI bar and extends outward
four (4) nautical miles at an angle ot 2.0" vertically and lO~ hori-
~ontally on both sides of the runway centerline.
/.
}:
Runway 19
,/
,/
.L:;;T
L7
Downwind
VASI Bar
---
---
--- ----
I
L
f-,
,"
---
I
--- --- __ ___ I
VERTICAL AND HORIZONTAL DIMENSIONS OF ~
--- ---
OBSTRUCTION PLANE
---- ---
---
Downwind
Bar
Threshold
--- ---
.--------
___ J.
_____ I
J --___ · ·
[J ---
.
[J
,
---
.
.
r.
,q,AlID ,,- I CHlCUD IT
13.~ACA~r
IUlJICT OBSTRUCTION CLEAR AHe E
D" TI
SKETCH
,." NO . I
-J en... -r 0 0 ~ ~
1 1
SHIfT 01 _ .. - SltUT S
AIR 'OAT: ~...L.J.T,tlo.. r-\o}..J Ie::' A
LOCATION. ~,,)o.J-r:... MoN leA.
PM f._ ~.... J"'7)) lro_cJlt\.y ,It,,, ~O_ ..,
CALCULATION SHEET
.
. .
-, -
Layout Upwind Bar
in same fashion
~ - I
-.1_
~ --.
>a
ca-
s
~g
a::
QJ
"0
or1
.
,- --l
I ~yp . I- :
\' I
i."Dj !
l I
+~ Gravel I
l Jt
~ t. DO :
. I l
I ~5' ~
I '" Approx. 14' _I ,
L______:2.J
Calculated dist~ce
to VASI rr~m threshold,
minus 5' tor lease plot
.'
.
o
V'\
~
o
~
p..
IV
lQ
cd
II)
H
L6
.....
Lease Plot
20'
"\
Light Path
)
.....
Downwind Bar Lease Plot
....I
I
NOTES, 1. Reference all drawings to ~ront face of VASI units.
2. Lease plot area for downwind bar begins at the
calculated distance minus S teet.
"'AlIO '1' f CMfCUD '1'
'uaJ'ct~TY-PICAL -V ASI-" LEASE PLOT
(LEASE PLOT ORIENTATION SKETCH)
. I
PM F",. 6000-44""" '0'......"., ,u 1'0"'" .., CALCULATION SHEET
r
D""I
_ "LI HO,_
SHUT
1 Of'__1
, ~lnJ
.
.
fft?ttJ" I/O 9' - t7/
-....
I~:~IA~ STCDY CHECKLlS:
(See also Inltlal Study SUb7-1ttec here~lt~)
.
.
.
.
APPENDIX H
-
F~VIFO~~f~TAl I~FOFMA~IO~ FOF~
Da ~e h J E~ Septer,ber 25, 1979
r"\HDr'''entai IT':0rra~L)r r~T':-
(T" BE: CD:;-p~ete'1 B} ADf:lCCirr)
C~~.~:!L J'\~-~~L-::~
1. fScE and scdress of developer or projEct 8pon~0r'
Santa 110nl ca
C~tv of
2. Ac:ress of proJect:
San ta l10nlca Alrport
}.s~esso~1s Blo:\c an:: Let NurbET
3. ~a~e, acdress, 8n~ telephone nu~her of person to be contacted conCernlT',
trlS prCJHt _.n/a
L. .
1....: lC a te nv:-:c:-
forr" pertaIns-
oft 1, {' pe rr- :: t
n/a
a~~l1catlon for the project to whiLh thu:
5. L1st a~lc descnhe any other relatec p€:rr.:lts and other publIc arorovids
reo'':1.rec for t~15 prOJect, 1.ncluc:nF those reOU1.re<l by Clty. reflonal.
state an~ federal afencIES none
-.
6. E>:l.!;t1~.f ZO:1H'g clstnct. M-2 (Alrport)
7. PropC'sEc ose of SItE (prOject for \O+lc1-, t}-,lS forr IS flIed)
nja
PCEC rEc..("~ ;.~:IC~ - A City ordlnance \..hlCh W:111 reduce perm:lss:lble
nOlse levels at the alrport from 100 to 85
f,. flte SHE. SENEL wh:lch w~ll create CNEL of 55 as recormnended
by the EPA.
,. Scuare focta~e.
)!'. J;urrber 0: floors of constructIon.
AI. Amount of off-strpet parkInF prOVided.
12. }ttach plans.
(ord~nance attached)
A,$. PToposed schedul1n~.
At. Associated project.
A}. Intlcipated lnCTemental development.
-
...
r
,
.
.
.
flfi.
If resIdential, include
ra"',te of sale pnces or
the number of units, schedule of unlt 5u:es.
rentf, ana type of household size expected.
.-
j!J.
If com=ercial, indiCAte the type. whether nei~hborhood, city or re-
~lonally oTlented. square foots~e of ssles area. and 10Bdin~ facl1itles.
AI. 1= incust~lal, Indlcate type. estluated erp:o}~ent per 8~ift. ane loadln~
fanlitles.
M. If Instltt:tlonal. lnCIcat€' the 1!la]or ft.H"CtlO". er;t11'"2~eC e'"'plCYTr.ert per
S~l;:, pS:l~at~~ occupancy, loa~lrg faCIlItIes. sn= co~urlty benefIts to
bE C€rlVeC fr~~ the proJect.
12f. If tre p.cJe:t H"..c:ves B V6.~lSnCe, concltionel use or re:or,lflF B?P~l-
c2t~~r, sta:e tbls a~~ lr~lcate clearl) ~~) the a?Fllc~tlo~ 1S requIre~.
Are tr-e fo:lo..'l!'"E itE!'"! apFl1cable to thE project or Hs effects?
be:o~ ~:l Ite~s crecke= yes (sttacr addItIonal sheets as necesary).
DISCUSS
YfS NC
X 21. Chanfe in existinf features of any beys. tidelands. beaches.
la~es or 1'11lE, or substantial alteration of ground contours.
X 22. Change in scer:lC Views or vistas froI"" existln~ residential
areas or p~bl1C la~ds or roads.
--
,X 23. Change In patterr. scale or character of general ares of
proJect.
...x.. 24.
Sl~n~flcant a~ounts of 601i~ waste or litter.
X 25.
C~ange In dust, as~. snoke. fures or odors in vicinity.
X 26.
Chan~e in ocear:. bay, la~e. st rearr or ground 1018 tel' qual i ty or
quartlty, or altera~lor of e~lstlng dralnafe patterns.
X 27.
Substantial cha~ge in existi~g nCl~e or ~~bration levels In the
vlcinlt}. See attached Inltla~ Stu j.
X 2F.
Site or filled land or on slope of In percent or more.
X 29. PEe of disposal of potentially hazardous materials. such as
toxic substances, flsmrrables Or explOSives.
--Y
30. Substaht i41 change in demand for municipal serv ices (police)
fire. water. sewage. etc.).
_x 31. Substantially increased fossil fuel consutrption (electndty.
oil. natural gas. etc.).
-
X 32. ~elationship to . larger project Or ~eries of projects.
.
..-
2-~
n:\'IR01WEl\~AL SETTItIt
.
('
33.
..--
3' .
Descrl~e the project lite as it elllSts before the .
ln forrrat 10n on topography .oi 1 atab 1 t 1 proJec t I tnc 1 udlnF
'It 1 L · 1 1 Y. P ants and .nurals and al'lv
CI.) ura . rolstorlC81 or sceniC aspects r b . I -
h . escrl e any eXIst In? structures
01". ~ e lllte, and t'he use of the 'truc'ures. Att8!"'~..
- S h - photo~raphs of tl-Je
Sl~e. raps Ot5 or polarold photoE wll be acceptec.
Describe the st:rroun~lf:g p"~"'ertles ',.l'
B:~ _, -' .....1'. If''r::...U...lr.~ IT'fonr.aC:ICl'" or. plants ar.r'
"lLa.5 an~ ar, c\..ltural historical .
...... . I or .cerac aepec-ts. Indicate the
t"~e o. lard USE (reodertlllJ. COI!'FF'TC' a 1 ete) In' t ~ 1 d
( 0:; f' - fa -. I\'- h .. .. '. L ~ n 5 1 yo... an u 0:; €:
... ... .partlte. t ouses. s"OFS departrte-t stoTes etc) .. .
Of develop- .. (h h f"' " . anu scale
to '"er.. €lg t., . rontage. set-back. rear yard, etc.). Attacro
p,oto~rap~s of the V1Clnlty. ~napshots or rOlarOlC pr.otos ~ill be
ac:e~tec.
CEF7n-:CA7IQ>,
I here~:. certIfy that the Hatell'ents furnished al:ove an~ in the attachec
exhlblt~ present troe data ann lnforrratlon reculred for thl t 1
tot h b r - 6 un 1 a ev a 1 u a t ion
e est o~ my at-lhty, and that the hcts statements .
preser:tec are true and correct to the best of "k d ,end lnforr.ratior
my no e ge and bellef.
__ i
lil'na ture! - ~
For Clty Attorney
-
September 25, 1979
Date
rl
(Ko t e
thelr
TnlS 15 only a luggestec forT'".
oW';": forlTat for inlt181 atudles.)
Put-he agenCles are free to devise
33. The U.S. Dlstrlct Court recently lnvalldated the Santa
Monlca "Jet Ban". As a result the airport currently
accomodates Jets and all alrcraft up to 100 SE~LL.
Thlrty-flve percent of the people nearby are hlghly
annoyed and 55% are d15turbed on a dally basls by the
alrcraft nOlse.
34. The Santa r!onlca alrport is an alrport owned and operated
by the Clty of Santa Monlca and located with~n its boundarles.
The alrport cannot accommodate COmMercial alrllnes because of
its short runways. Santa ~1onlca has a population of approxi-
mately 100.000. It lS located ln what 15 called the
"Greater Los Angeles Area", a densely populated urban commun1ty.
The alrport 15 surrounded on three sldes by resldentlal
nelghborhoods. On the fourth side (the North side) there are
some new condoIDlnlums, some commerclal developments and
some vacant land..
-.
..
.-.
3
'"
.
.
.
APPENDIX 1
-
.
fN\.lR(\K~r:qAl CHECYUSl FOPH
fn~lronLe~tB: ChecklIst Forrr
(To Ee C~Flete~ By Lead Age~cy)
1. :s a c\tp r C' L:" :
t'a-E 0 ~
-p....,--- "')....::,.-..
_._~~ -,-
C~ty of Santa Monlca
Adcress ar.d Phone lwu!::er of Proponent .EI~
3. Date of Checkl1st SubrdsSlon 9/25/79
L.. Age'1cy Fec.lirir~ Checkl1st
5. t'are.... Qt Propo~a~. if 'Bl11icable ~ ~~ty~ <?:dlnan~:~ ~~~1he:
APle..dlng Se_tlons 1 100, lO~v.:l, J.vJ.OSE, J.uJ.vJ...... UL LiH;~ Sc:wi..a
11. End!"~11-~g: ~~~~al Code.
(EJo-r:1a,-at:cns of 8:1 "ye~" an': tlr:;ay~e" answers are required 01' attached
s~ee::5.)
-
YES
MJ.YBE
NJ
]. Eart". \.;'il1 the proposal result if'.
s. tnstatle eart~ conditions or 1n
cha~fe5 lr geo1of1c substructures'
x
b. Plsrurtlons. clspla:emeit5. co..-
paction or overcoverlng of the &011'
x
c. Chanpe in topography or ground
surface rellef features?
x
d. The destruction. coverIng or modi-
f1cation of any unique geologlc or
phys1cal features?
x
e. Any increase in wind or vater erosion
of 80ils. elther on or off the 81te?
.
x
-
f. Changes in deposition or erosion of
~each 5ands~ or c~anges 1n slltation.
deposition or erOSlon which may modify
the channel of a river or Itrearo or the
bed of the ocean or any bay. inlet or
la 1re ?
x
...
(
.
.5
g. Exposure of people or property to
geologIcal hatards such af earth-
quakes, landslIdes, mudslides, ground
fallure, or sImIlar hazards'
2. Alr. ~lll tne proposal result lr.
a. St.:~staT'tlal alr erlS!!lOns or lJeteri-
oratl~~ of arn~lent alT quallt~?
b. Tne crea~IOr. of obJectionarle odors?
c. AlteratIon of alr movement, m~istuTe
or te~?erBtp.e, or sPy change 1n
cll....ae, elt~er 10:all) or regIonally?'
J. ~ater. ~111 the proposal result 1n:
a. ar.a~ges 1n currents, or the Course or
dIrectloP of water movements, 1n elther
mdr1ne or fresr waters?
b. Changes In a~sorptlon rates, draInage
patterns, or t~e rate and anount of
surface runoff?
c. Alterations to the course of flow of
flood waters'
d. Charge In the a~ount of surface water
1n a"y water body'
e. DIscharge Into surface waters or In
ary alteratIon of surface water
quallty, includlng but not limIted
tc te~perature, dlssolved oxy~en or
turbIdity'
f. Alteration of the dIrection Or rate
o! flow of ground waters?
g. Change in the quantity of ground
waters, either through dIrect add1-
tlons or withdra.als. or through
interception of an aquifer by cuts
or excavations'
h. Su~5tantial teductior. in the amount
of water otherwise available for
public water supplies?
i. Exposure of people or property to
water related hazards such .s
floodlng or tidal waves?
....
,.
5
KA i1i E
lK
"
x
x
x
x
x
x
x
x
x
x
...
-
x
x
-
x
.. I. ... -.. 1'\... ... ""
, .
.
~
4. Plart Life. Will t~e proposal result in:
a. C~arfe in t~e dlversity of 8pe~ie6.
O~ n~r~Er of 8~Y species of plan~s
(lrcluclnF trees, shrubs, grass,
cr:;s, aLc ~s~a~lC F:ar~s)~
b. Fe~~ctlOt of the numbers of an)
cr:CUE. rare or endangered spec1es
of plants'
c. In~roc:!uctlDr of oe\. species of
p:ants Into an area. or 1n a barrIer
to t~e nor~al replenlshment of
eXistlng specIes?
d. Reduction In acreage of any
8~rlcultural crop?
5. Anl~al LIfe. WIll the proposal result In.
,.......
a. Change in the diversity of species. or
ou~~ers of any speCIES of arirraIs
(bIres. lare anlrals IncludIng reptiles.
flSr arc shellfIsh, be~th1c or~anis~s.
or i fI S e C t s )?
b. Redu:tior of the nurr-bers of ery unique,
rare or endangered species of an1mals'
c. Introduction of ne... 6peCles of anI-
mals into an area, or result in a
barrier t~ the mlgration or rnove~ert
of anlwals"
d. Deterloratlon to existing fISh or
w1ldllfe habitat?
It
YES
K4 YBr
6. NOlse. Wlll the proposal TPsult 10:
*See attached Inltlal Study for detalled analysis.
a. Increases in existing noise levels'
b. Expoture of people to severe noise
levels?
7. !iPht and Clare. ~ill the proposal produce
ne~ light or ~lar~?
,-
8. Land Use. Vill the proposal result in .
substantlal alteration of the present or
planned land use of an area?
...
,
6
-
..
1('1
x
x
x
x
x
x
x
x
x
x
x
x
I
I
J
.
.
9. lJatural Resources. "'111 the proposal
resul t In:
8. Increase In the rate of use nf ary
natura} resources?
b. Su~st8nt181 depletlon of an} nor-
rere.atle natur~l resource~
10. Risk of Upset. Does the proposal involve
a rlSY of a~ eXrlOslor or the releaSE of
hazzrcows substa~ces (includlng, but not _
ll~~te: to, OIl, pestlcldes, che~icals or
radlatlor) l~ the event of an accldent or
ueset condltlons~
11. Populotlon. Will the proposal .Iter the
IOc8tlor, dIstribution, density, or gro~t~
rate of the burr-an populatlon of an area?
l2.
~OW51~C. ~111 the proposal
eXIstln~ houslng, or create
for adcltlonal houslrf?
affect
a demand
13.
Tra~sportatlOI'/Clrculat:o~.
proposal result In.
\.'111 the
a. Ge~eratlon of substantia! adcltiona1
ve~lcu18r tl1ove~e~t?
b. Effects on eXlstln~ parklnf facilities,
or de~a~d for new parklng?
c. S~bst8ntIa~ lrrract upon eXIsting
transportatIon systens?
d. AlteratIons to present patterns of
clrcu1atlo~ cr move~ent of people
and lor food s? See Addendurn
e. Jlterations to waterborne. rail or
au traf hc? See Addendum
f. Increase ln traffiC hazardous to
~otor vehicles, bicycllsts or
pedes tr lans?
14. Public ~ervice~. ~ill the proposal have an
effect upon. or result in 8 need for new or
altered governrental serVlces in any of the
following areas:
-..-
7
YH
",,AYEF
x
x
x
. ,
...
fle'
x
x
x
x
x
-
x
x
x
-
,"')
...
~,
-
,-.
.
a. fire protectlon~
b. Pollce protectlon~
c. Sc~ocls?
C. p~:~" 0: ct-E: recrestlo,~~ f8:1:1tie~?
e. ~~lrt~na~ce of p~~llC faCllltle~,
ir.cl'.idHt. roads"
f. O:~c; gover~en~a! servIces"
, C
.i......
~~ll thE prc~:sa: res~:t In
t'"........--_,....
- ~ 0; ~ t-.- ,
a. Use of sub6tan~lBl B~ourt6 of fuel or
energ) 'l
b. Su~sta~tial increase in demand upon
eXIstIng sources of energy, or requIre
the develop~ent of new sources of
energy?
16. ttllltlES. wll1 the prop~sal result in a
need for ne. &Y5te~6. or substantIal
a:teratlons to the following utllitIes:
B. Power or natural gas?
b. COI:::lI".ln::' cat lons 8ysten:s?
c. Water?
d. Se....er or sept 1C tanks?
e. Storr \Water drainage?
f. So 1 id waste and duposal?
17. Hu~an Health. WIll the proposal result in:
a. CreatIon of any health hazard or
potentIal health hazard (excluding
menul heal th)?
b. Exposure of people to potential
heal th hazards'1
18. AesthetIcs. Will the proposal result in the
obstructton of any .cenlC vista or view open
to the publIC, or ~ill the proposal re~ult
in the ereation of an aesthetically
offenslve site open to public view?
I
I
8
-.rp.....
.
YES
,
KA YB E NO
X
X
X
X
X
X
X
x
x
x
x
X
x
x
x
x
X
J
J'"
t't'_,-"'1 ,l)
.
.
YE~
19. Pe~reatior. WIll the pro~o.al result
In ar ~upact upon the QualIty or QUantIty
of e~16tlnf recreatlonal opporturl~le5~ X
See Addendum
20. ~rc~ecloFlcal/Ulstorlcal. Wlll t~,
P~C?cse.: r~El.:: lr ar a:tera:lcr c; a
Sltrlflcant archeolO~lC81 ~ historical
sIte, Etru~ture, otject or b~lldlnf~
21. ~Bndatory rLndln~~ ~f Si,riflcance.
B. Does the project have the potenoal to,
degrade the quallt) of the env1ronme~t,
substantially reduce t~e ha~itat of a
f1Sh or wlldllfe species, cauSe a flSh
or WIldlife populatIon to drop below
self-sustalninE levels. threaten to
ell~lnate a pla~t or anlrel co-rrunlty.
reduce the number or restrict the
ranre of a rare or endangered plant
or anl~al or ellrlnate i~portant
examples of the major per~ods of
CalIfornla hIstory or prehlstory'
b. Does the project have the potential to
achIeve s~ort-ter~, to the disadvantage
of long-ter~. env1ron~ental goals? (A
short-terr i~pact on the environment 1S
one whlch occurs in a relatively brief
de!i~ltlve perloe of tlr.e wr.lle long-
ter~ impacts ~lll endure well Into the
future. )
c. Does the project have Impacts w~lch
aTe individually llrlted. but cu~u-
latively considerable? (A project
may impact on two or ~ore separate
resources w~ere the impact on each
resource is relatIvely small. but
where the effect of the total of
those impacts on the environment is
SlFnificant. )
d. Does "the project have environmental
effects which will cause substantial
adverse effects on human be~ngs,
either dIrectly or indirectly?
III. Discussion of Environmental Evaluation
IV. ~terminatlon
(To be completed by the Lead A,ency)
..-
J
9
}lI;YE
,
f",
.
K'
--.
x
x
-
x
x
-
~._--- --
.
.
ADDENDU!~
,
13d. There w1ll poss1bly be a sh1ft of so~e a1rcraft and
alrcraft operatIons from Santa Mon1ca to other Southern
Cal1fornIa a1rports that allow operatIons In excess of 85
se\E L .
13e.
There wIll be an effectIve 7% decrease 1n the number of
a1rp~r~ O?era~IOns beca~se there would be no reFlacenent
a1rcra:t for aIrcraft operatIng 1n the hIghest SE~EL
ranges.
19. The decrease In community nOIse exposure WIll make It
possIble for aIrport neIghbors to use theIr yards for
recrea~lO~ WIth less dIsruptIon and annovance iron nOlSV
aIrplane flyovers. Sl~lla~ly, people may have an 1ncreased
abilIty to use parks In the a1rport enVIrons. It 15 possible
that the reductIon of aIrport operatIons WIll 1nclude
recreat10nal flyers.
1 0
~ .J'.
.
:~~~-=-l;:" ~-=-~~"~- 0-:-- E:}.~.. IR.0:~]?~T~..~ Il>.~ :'..CT ~I"'--.
TE:J-.';:c;.=- 1_.'-.Sl~ FOR l AS O!OI~~.';;::::: TO lI~~::::L
~o:::s::: FROY AIRCRAFI OPE~~TIO~S AT SA:uA
?-~.:r..~IC;' ~~~ 1.. :CI?..':-~ P+IH....':>DS:
~ I_~ SE~.-:-E':=;:?
1 r. -,:::
,., ,
S;:,TA MQXICA, CALIFOFSIA
.
.I '''-,
.....0-'-
_~_';-.-_-.-.A "'-
..
r 1 J
.
.
II\' J: ':'1 A:.. S TU~Y or E!~i?: "R01';~'1E~~ThL
IM?!l.CT OF, Al\'D TECW,ICJ..1... BASIS
F:?, A~: O?~I~~~_";C~- ':'{) LI~~I ':' l~O: S~
FR2I~.: J..::l RCRJ.~T OPE ?J..~: o:~ s 1-. ~ 5;':'~':"_:'_
~:y-~ Ch Mt~:~I CI?J..L ltIF.PO?'7
Pre?ared B~:
Ya~: D. Kryte~, ?~.D
Consultant ~n Psychoacoust1cs
Los hI tOE I -2;.
TABLE OF CO~;T~!:TS
ABS~~;CT ---------------------------------------------- ~
CO~:~VSIO~5 ------------------------------------------- 11
IKTRJDl::C': 10:; ---- ----- --- ----- -------------- ----------- 1
Charter- 1
Measureme~t of A~rcra~t No~se ------------ 3
Chapter 2
The Effects o! N01se on people ----------- 14
Char:;ter- 3
~te DEte~~~r.atlo~ of SE~:L and CK~L
~alues at Sa"ta MO~lca A~rport ----------- 35
Cha::te!" ~ -- T:-~e Ir-:;.a:::-r of Vc !"lO;;S SI:~;::::' an~ C;=L
Ll~lts on ReSldentlal Areas, Alrcraft
Operatlons and A~rcra:t at Sa~ta Monlca
A~rDCYt ---------------------------------- 45
SU~tM~RY ----------------------------------------------- 61
RErERENCES -------------------------------------------- 65
APPEr;:HX A
Estlmated dBA AC-36-3 Takeo!f ----------- A-I
APPENDIX B
Est1mated dBA AC-36-3 Approach ---------- B-1
~
.
.
A~?~~~CT
T~c b~5~S fc~ a ~e~~~~ fo~ meas~y~~g an= est~mat~Lg a1~craft
no~s~ n~~r t~e ScO:2 ~o~~ca A~~pcrt a~d the effects of the no~s~ on
pec?le are descrlbec. The ~D?~~t of sett~ng 1~~it5 on the no~se to
be pe~ltteC (at cert8~r nO~5e moultor sites near the airport) of 80,85,
87, 90 or 100 SENEL (S1ngle Event ~oise Exposure Level) upo~ aircra:t
models and operations at the airport, and the effects of the ensuing
aircraft noise on people in nearby residential areas are presented.
It is found that remov1ng the present ban on jet aircraft operations
an~ se:t1~g a 1~1t of 60,8S,S7,cr9= SI~~L for aircra:t noise at the
n01se moniter sltes w~ll result in less aircraft noise in residential
areas surround~ng the airport tha~ is no~ present in the same areas,
ever though some ne~ mocels 0: jet alrera:t ~~ll be able to operate
under the 87 or 9~ SE!~L l~ri~ anc probably, ~n the near future, under
85 SE~E~_
i
)
.
.
CONCLUSIOl~S
It 15 cc~cluaec that settln~ 0= SEK~L IlFlts for aircraft
operatlons at Sa~~~ ~~~lC~ Alrport wD~ld have the followlns
cor:sequ€:--:::es.
( L ';
, ..
I '.
,~ ,
~~~rease, fc~~ p~es;~t CC~Clt~c~S, In
.... --"---
a:~cr~:~ ro:se because cf t~e aacltlo~ c: so~e Je~
a-,r-r-:~
_.... _... c... .....
O?eratlO::'S.
(2~ 9G SE~E~. A s~all, bu~ probably slgnlflca~~ reductlo~,
:ro- ?~ese~t con~.tlons, l~ alrcra:t no~se. So~e Jet
alrcra:t operatlons. Equlvalent to Ilffilt speclfled ln
Fh? 3E fo~ COr?~la~Ce to nOlse standards for small
propeller alrcraft Certlflcatec after 1 Ja~uary 1975.
( '< \
~ .
o~ ~ea~ctlO~ lD pro?eller alrcraft, FAA data; 9i,
Sa~ta MOp.lca data.
87 SE~~L. A slgnlflCa~t reauctlon, froIT present
condltlons, l~ alrcraft nOlse. Equivalent to 11rrit
recoT".r.'ence~ by E?A (1974) for FAR 36 noise COr.1pllanCe
stan6ards for all srall propeller and jet drlven
a~rcra:t. 7% reauctlon lTI propeller alrcraft, FAA data~
23%, Santa Monlca cata.
85 S~~~L. A red~ctlon fron present corcltlons lr. alrcra:t
DOlse to a con?osite nelse level, CKEL 55, recoMmended
by EFA for resldentlal areas. 23% reduction 1D propeller
alrcra:t, Fk~ da~a; 32%, Santa Monlca data.
80 SLKEL. A reductlon, frorr present condltlons, In
alrcraft nOlse to a COm?Oslte nnlse level, CNEL 50,
that would be acceptable to nearly all resldents near
alrport wlth no slgniflcant complaints to authoritles
expected. 56% recuctlon in propeller aircraft, fAA data;
65%, Santa Mon1ca data.
( - )
:J .
ii
~
.
.
I'\:? ::J-. CT::: c'
Tr.E Cc~rt D~~~s:c~- lssuec 2~ August 1979 struck rio~~ the so-called
II J €-:
l-.~--"
....~L
0: Sc:-:E ~~c-:- ~::2
C1 t), O:-c::..na:icE:. SE:ct~();:". 101C3;"'. IiI>:: court
orde7 af:lrmEr t~e rlb~t of the Clty to set a 'lblt on aircraft D01se
as c ~~a~5 cf co~t~C::l~E thE nc~se ~r~act O~ CD==~~ltle5 neGT the
a:.:-::~:.
S~~~~ :s: l~-:~) ~t ce~tal- spec:~1E~ ~ClSE ~2~:tcr sta:1c~s,
0: Clt, Orc::..~a~ce Se:tlcn 101053 ~as n2t i~va!idatec by t~e Court.
There eXlst a nu~ber of s~al1 jet alrcraft that could operate
at the Santa MOTI1Ca Municipal alrport and WhlCh would not generate.
at t~e ~Olse Monltor Stations.nolse in excess of 100 SEKEL. Openlng
up the airport to these Jet alrcraft, Wh1Ch were prevlously banned,
wo~ld res~:t 1n ar- overall increas~ i~ the amount of higb intensity
alrcra~t nOlse lr. the environs of the alrport.
In adcition to t~e aeverse effects on the people living near
the alrport that would ensue from thlS jet aircraft noise, it is know~
thc~ the noise fraIT a r.u~~er 0: clder,s~cl1 propeller aircraft operatin~
at the a~rport is a source of annoyance anc d1sturbance to the co~unlty.
(SEE Santa ~on~ca CJ~J~lty Al~2ra:t ~C~SE A~tlt~c~ SUr\.€;S-.)
Since the ti::-e of manufacture of nany of these "nolsier" aircraft,
both propeller anc jet, there have bee~ technologlcal advances that
have resulted 10 aircraft engines considerably qU1eter. for a g1ven
amount of propulslon power, than were prev10usly ava1lable. Indeed,
since 1975 the FAA (Federal Aviation Administration, ~.S. Department
o! Transportation) has set Ncise Co~?liar.ce Limits for small propeller
aircraft that must be met before a given aircraft model car. be certif1-
cated and allowed to operate 1U the United States.~ These FAA Noise
Compliance Limits are considerably below the equivalent level of 100
1
.
.
SE~~L a: the Sa~tE HJ~ica Noise MOulter stations. In addition, as
repcrted (Ref. 5t FlgS. 16b anc 16:) by tPE EPA (r.s. Epv1ronme~tal
Pretectlon Agen2Yl aVGlla~~e te2~~2Iog: has resulte~ in the ~nufacture
of s~a:l (at le2s: U7 tc 2: .0~~ l~~ or so) Jet al~cra:t t~at generate
rClse ttE: ~~ t~:~; t~~ r2~S~ c~~~:la~~e l~~~:s fc~ 1:,50~-1: prc~c:ler
aJ.rcra:t a:-..: 010':0'.- t:--e ec'.:n-51e~: 0: IOC sr;;:-i... G~ t:-1E Sar.ta Mo:nca
~~~se ~~~~~t:~ St6:ic~~.
Fa~a:le: ~~:~ t~E a~va~ces noce ~~ a~rcra~t and a~Tcraft o?eratio~s
~--~ reS?2:: tc r.':lSE rec~'::J.a~, tnere has bee~ an ~ncrease in kno~ledge,
as ~lll ~e dlscussec bElo~. c~ncernl~b the adverse effects of alrcra:t
nCJ.se on Deo~le a~G the establls~ent of quantitatlve, validated relations
between physical measures of the aircraft noise ane its effects on inci-
v~duals ane populations of people. Thusly, it appears that nov is an
ap?rO?~late t~e for the governmeJ~ of the City of Santa Monica to con-
s~der the pre?arat~o~ of a ne~ Ordlna~ce concerned with the control
0: alrcraf~ n~~SE.
The re?c~t to follo~ pro~ldes a~ analysls of the environmental
icpa=t of 8lrcra:t nDlse sne the tech~lcal lnformatlon that would be
of aS5ista~ce i~ the pre?a~atlor. c: such an Ordinance.
2
.
.
C~2~te~ I--T~E ~€aS~Te~e~t cf AlTCyaft ~clse
In oTde~ tc TccC::V ir:Er~rE: thE 1~~~:t 0: a2rc~aft no~se on
CC':~-'..:~::ie~, 2-~ t'L--2 t€:--=--r....~c:-~ :- c VE.:-:E.t..~ Df tE':~""i:-l.CE.: s::d::J.es CO:l-
cu:te~ C~ t~lS F~~:~e~, :t IS ne:ess~ry to ce:l~~ ar: unCE~5ta~c t~Q
bas~c C~lts a~c o~= gerera~ procec~rE that are recst generally usee for
the p~yslca2 measure~ent of the nOISE. The~e basic unIts and related
Droce:!'..:r€: ....erE: d es:.g-'E:c tc gl,a€ si"'.:::.le. o';antl.tatlve measure:Jents t:.at
CC~ ~t us~~ tc precl=r t~erc:To~ th€ gE~eral Bunoyance reactlon of people
to alrcra:t nOlSc l~ real ll:e.
One basic unIt is used prImarily for acoustical engineering pur-
poses and the certIfication by the FAA~ of the compliance of individual
D8jelsof aircraft to certai~ nOIse standards. Tnis unIt of nOIse measure-
ment is called the t'EP:';cB" (Effective Perceived Noise Level) and takes
lotO account~ In a rather detailed an~ prec~se way~ the effects on people
0: var1atlo~s In the fre;ue~cy and duratlonal characteristIcs of a given
noise.
The second co~~~ basIc un~t of n01Se measurement is used fer
the general assess=ent of envlro~e~tal noise anc for the measurement
of speclf1c n01ses w1thout~ presuma~lYt unusual frequency and temporal
propert1Es. For th~s basic unlt a so~~c level rreter w~th a so-called
ttA" wE:tghtlng freque::lcy fIlter IS useG for measurIng the intensitYt or
sound pressure levelt of the noise.
Four steps for measuring and describing noise events and the total
nOlse environment are involved:
(1) The sound pressure level (in A-weighted decibels. dBt commonly
called "dBA") that J.5 registered about every second on a sound
3
.
.
.
level meter ....-:i.th a "slm.'" meter actl.or:. The so-called A-wel.ghtl.ng filter
1.S usee be~ause 1.t approx~ates the relative response of the human auditory
syste~, ~lt~ resoect tc loud~ess, tc cl.f:erer.t frequen~y co~ponents contained
in a braae s~e2tru~ S0~~~, su:~ as alTera:: nOlse;
''"'\
l-
-E.. ~---'- c:S~ Y21...i~ (c':'....-..:--:--:v 1~~E::.~f:C Itc5~ ~...'. or "c~~~~ln)
thGt ~s rE;~s~E~e: o~ t~~ rrE~e, d~,l"~ th~ occurre~:€ c: a noise suc~
as th~: f~2~ a- a~~cre:t fly-~~;
C^.j ~-~j'::: s,r, 0::-. a;-. "e:1€rgy basls". of the cE:. vGlue5 that are
pr~sc~t G~~~~; 5~:~25S~\C se:o~~) or SO~
l.nter\"als d~rl.ng the tl.me
ar. colTcraft nc::s.::: occ-.:rrence is "i thE: 10 dE of maXlr.luIt dBA level (dBN~)
rea:hec b~ the no~se. This SU= 15 called the SE~~L (5l.ngle Event ~olse
Exposure Level). It can be appTox~ated, for aircraft noise, by adding
to dBk~ a dB correction factor related to one-half the t~e in seconds
tl.,e nOl.se ~s bet....Teer. the 1110 dB" doo.-:woints. (It is to be noted that
the E?~c3 unit ~s eau~valent to the SE~~L and can be converted to SE~LL,
or V1CE VE~Sa, by the ap?ll.catl.or. of certaln constants anc calculations.);
a~ci (4) T~e su~, on an energy basis, of the SE~ELs occuring during
ar average day, ~.dth a 5 dB "per.alty" assigned to each SE~,EL occurripg
bet~eer. the hours of 7 PIT' to 10 p'!l:., and a 10 dB "penalty" to each SE~E.L
Dccurrlrgbet~een the hours of 10 p~ to 7~. Th~s SUD is called the
C'LL (Coillposite ~oise Exposure Level). The SENEL and ~~L units were
deve10~eG fOT the Scate of Cal~fornla€ for the purpose of measurlng and
assesslng the 1TI?act of a~Tcraft nOlse.
1'O:E: A s11ghtly dl.ffere:1t conposlte noise unit is the "Ldn" (Level~
day-night) developed for the U.S. Environmental Protection Agency7.
It is the same as the o."1:L except that SENEL is called "Leq" and
no penalty is given to SE~ELs (Leqs) occurring between the hours
of 7 po: and 10 pm. A n01se unH supposedly ident~cal to Ldn (except
that EPKdBs rather than Leqs or their equivalent are used) was
developed for the FAAc. This composite unit is called the NEF
(Noise Exposure Forecast).
4
.
.
5e:t~o~ (1) of Flgure 1 sche~at~cally sho~s the relative dB levels
dl:fere~t 1/3 octavE ba~2s 0: so~nd, fro- very lo~ to very h~g~ frequencies,
~~st tY~lcally have 1~ oree: for eacr ban~ to bE }ucgec eQual In loud~ess
OT r.~~s~n~ss to a re:ere,:e 1/3 octa_e ba~c of sound centere~ at 1000 Hz.
~~ ~s SEe, t~~: tr.e A-~~~;~tl~g cur,e a~7cCX1,,~:eE f~~T:Y well the sha~e
0: e~~5: lOUG~e5S or n0~Sl~ess levels of the olfferen: freqnency banes.
SE:.:~:'C":":-::: (:) t~::--::,-;'L (-) c: r=--~...1!"E- 1 ~llt.:=t:-c.t€ or GE:S.:T:'~c thE \.~a:-1.0t;S
parts a:-::,:: 'PTo.:e:::.-re.3 l:",",:TC':Y02C :1.:' thE: dE.t€:r-:.~atl8r
of i?. C:;:::::" c: L
G:'
cop--
pcsite value for ar. alrcraft neise enviro~ent.
In esse~ce. the SEKEL unit measures the frequen~y-s?ectr~m and
d~ratior.Q~ e:fects of a noise on lts percelved loudness and nOlsiness
(indepe~de~t of ary meanlng the neise me) have), and the C~LL relates
the aversge call} "dosa;;e" c: t:-,ese n::nse events on feellngs of a:1noyance
and distu~ba~ce fro~ the no~se as expe~lenced by the average persor in
hlS regulaT,fa~lliar ho~e en\lTOTIrCLt. As shall be dlscu5sec later,
these no~se measurement procedures provide a reasonable, prover. method
for asse5s1~g the adverse effects of aircraft noise on ~ople.
5
E~~)< Ife ~.
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Ot~er E~,iro,~e~~a: ~~~~~s.--It has bee~ a ~atter c: sc~e cO~Je=t~re as
to whether ot~er nOIses 1n o~esf IlVl~g e~~irorwe~t lessens or enhances
t~E pEr~e~:~:- 0:, 2~: a~~2~a-:~ :rc=, a S~E:~:lC r~lS~, Su2~ ~s t~a:
f~o~ aircra:t. Tr.~SE ct~ET no~ses havE bee:- socet~~es lavEllec as
"a=:l€,.t" OT "backgrou:lc." nOIse. In reallty~ the specIfic noise of iI'te-
rest is also part of the ambIent noise environroent~ and often "background"
nOISE m.a\" lo::lude nOIses tl-Je SO".lTCeS 0:: w~~cr are lce::''tlfJ.able by the
lJ.ster-.er.
fra~ a speech 1nterference ar sleep arousal p01Dt 0: vIe~~ at
least to people faclliar ~th~ and not epot1onally aroused by. the nOIses~
the adverse effects of the noises are additive; that is, the presence
of. say, automobile noise plus aircraft nDise in a yard or living rOOE
~Ill cause more clsturbance and annoyance. If of sufflcient intenslty,
thaI' will eIther one alone. It iSt of courset a fact that if they occur
s~rnultaneously in timEt the mere iptense n01se may mask the other n01se
s~ t~a~ the listener is unaware of the presence Df the second. But
generally, thIS need not happen and during the per10ds one noiSE 15 not
caus1ng interference ~~tt s?eec~ co~unications~ a second noise may occur.
In short~ adding alrcraft noise to hig~~ay noisEt for example, or vice
verse, Yll1 increase the interference effects of ncise.
There are, however, some physical acoustical factors that make
alrcraft nOIse somewhat more pervasive and troubleso~e than the noise
fro~ a number of other sources in a community. One~ for example, is
the so-called inverse-square 1a~ which states that the intensity level
of a sound or noise is attenuated, or reduced in intensity, during transmission
through air at the rate of 6 dB for each doubling of distance. ~here
are s11ght d1fferences in this regard for different parts of the frequency
spectrum, but for practical purposes this rule is valid.)
7
.
.
The 1m?ortance of th~s factor ~s that the B1!Craft on takeoff ofter
~~ll be 50J to lOJO ft or more a~a: fro~ c hO~SE or ne~g~~oThooc as ~t
f11es Dverheac. A2corc~rgly. the 1ntersit) level of the neisE o~ t~e
grou~~ (s~: fo~ 111ustrat1on a level of 85 dB~~) ~~11 be relat~vely u~i-
. .
fere OVEr, SE). ar area 0: one c~ty block, and ca~ ha,e a~o~: the sa~~
level ~" the front, s1de, anc backyard of each house.
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auo~~er lOJJ ft or 50 before the nO~SE level
Cl:-:':::S.ES: h t d5, to a Ie.."€..: c1' 79 d3.~v fer ct.:- exa-:<lc.
On the ether hane, if a car dr1ves by a hOUSE the neise level
at the front of the house, a dlstance of, say, 50 ft fro~ the car, may
be about 70 dEA:~, ~t w~ll be only 64 d~~ in the side yard, 100 it from
the car, and may be nearly 1naud~ble in the backyard due to the acoust1cal
shleldln~ by the hOUSe structure. F~rther, when the car has travelled
do~~ the s~reet by onl} 75 feet or sc~ tP€ noise level at the front of
the blven house ~~ll have dro??ec~ lr. our example to 64 dB~1.
For these reasons, the noiSE fro~ aircraft has a longer duratlon
and can penetrate to many more rooes in a house than can the noise from
a C2T or ot:~'er !rOTe local:1.zed so;,;rce (i.e., la-....E mOwer, etc.) anc "quJ..et"
areas are co~on In many homes eve~ when street noise ir. front of the
house ~ay be relatlvel: irtE~5E. A~ atte=~t is made to 111ustrate the
general nature of the acoustlcal factors under discussion in Figure 2.
It is not here ~plied that there are not generally more street
noise events than aircraft noise events in a given neighborhood, or even
that the street nOlse can not be equal to or exceed aircraft noise as
a source of annoyance in a given location or area. It is also to be
understood that flight paths of different dlrections will impact the
sa~e and different houses some~hat differently, and that some houses
and some roans in a house will be more shielded and imperv10us to aircraft
flyover noise than are other houses and rooms. It is maintained, however.
that: (a) the adverse effects of several noises can be expected to be
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worse tha0 an; one alone; and (b) for a g~ven noise level whether the
no~se source is close by~ and therefore relatively localized, or at a
great d~sta~ce (suet aE w~t~ aircraft) and therefore covers a broad area
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i~~a~t of 3lYCra:t pc~se O~ co~~nltles.
10
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Descr~ptior of A-~~en~ ~c~se.--It ~s bel~eved that some confusion and
m~sunde"stan~~~~s in tbe eValuat~o~ of en,~ronruental no~se 1S caused
by the indls~"~~lnate use of cotposite noise measurements such as CKIl
and ldr. ~ot oLi: ar~ there d~fferences In the effectlveness ~~th ~hlCh
5o~"ds O~ nc~ses froz d~ffeTe~t sou"ces are tra~srlttec lnto houses anj
areas, as descr1bec above, but sounds belo~ certain levels of inte~slt}
s~~_~~ n:: be co~s~dere: as n~isE.
Speciflcally it follo~s that: (a) if conversational speech indoors
is typlcal at a level of 45 dBA, anc raclo, teleVls~on anc telephone
speech at a level of 60 to 65 dB, and (b) if a house w~th windo~5 anc
doors ope~ typically prov~des 15 dE sound attenuatlon from outdoor sounds,
the~ nOlses mace outdoors ~ill not 1n general have any interference e!fects
o~ s?eech com=unicatio~s, rad~o, tele~~s~o~, or telephone usage until
the no~se exceeds ar outdoor level of 60 to 65 dBA, this is especially
true ~f the no~ses rlse and fall in level such as the noise from aircraft,
automobiles and the like.
. ,
However, the practice of the E?A~" has been to measure and integrate
noise 0: all levels in the preparatlor of de5cr~ptions of environmental
lIa~b~ent" nOlse in communities. Thus, it is founc that a o.'TL of 65
fro~ more or less stead: sta~E noiSE, such as at a distan~e fro,- hea\~'
trafflc, can eXlst ~ithout causing the annoyance that is caused by C~EL
of 65 from 31rcraft noise. The obvious reasons being that many street
noises fall belay a level capable of causing any appreciable adverse
effects, at least indoors during the daytime. Whereas the aircraft noise,
when it does occur, may even greatly exceed this "threshold" level of
outdoor noise for causlng annoyance indoors.
Figure 3 from a~ EPA report11 illustrates a general picture of
environmental nOlse and the "integration" method used by the EPA to measure
this noise. nThreshold" lines have been added belo~ which, it is herein
proposed~ the sound or noise should not be integrated if one wishes to
describe the annoyance and interference effects of the sound environment
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on people at least wne~ in a house ~~th winco~s ane doors open (65 dBA)
and ~itp ~ndow5 closed (75 c5~). IT. brlef, in:luclng as noise.ene~gy
rnea5'';Te-:~r:s c: e:oc-::..:-.:;-:i:.-:'E.: S;)\;::l::'~- t:--a: de n::: bO:\-.2:- pe:)yl~ u~ the.l.T
hQ~ES b€~2~SE c: t~~~~ rE:c:lv~l~- lo~ 1~:ers1t: (a~c th:s ~0L:C 1n~lu:E
t~ose pCTt~o~s of alrcra:~, truck, car. etc., noise t~a! falls belo~
t~E t~:-ESJ~:d levE:) C2r gl,e a rr~sleadlr.g, l~~lated co~posite no:se
level.
fo~ :~~: T~ES~~~ ~t 1S T€~O==~~~2~ tha: a~) a~rcrcft nc~sc IDOrr1tcr
svste= no~ =eas~re lev~:s belo~ 65 d5~ or so. It is also unreallstlc
to atte-~t to ~o~ltcr alrcraft nClse to a lo~ leve: of intenslty because
sources of soune but a fe~ to 50 feet or so from the noise monitor mlcro-
phone (bl.Tds, dogs, cars, people, etc.) on occasion make sounds or noises
excee=lng this level. ~o: only may these sounds net be unwanted by the
people (and therefore are not considered as noise) but being from points
close to t~e ~icropbon~ they have lo~ power and will not, as d~scussed
prev~ous:y. be tra~s=~tteG over great dlstances.
13
.
.
C~a7:e~ 2--:~~ E::c~~s c~ \c~~€ o~ Pe2~lE
S?e~:- :~:2::~~~~:~--:t lS fo~u=, as ~~ll be s~a~7 bElo~, one
~~ tre ~~:2r ca~s~s C1 a~~~va~:E fro~ n~~se 1~ 1tS 1nte~fe~er~e ~ltt,
cr ~as~~~; c:. s~ce~t. rr~SlC 0: other sou~ds a perS0p. ~~shes to hear.
The Teas:'!', 0: courSE. is th2t tr.e :1oJ.se energ;" u" cJ.ffeTe:1': freoC:;E:1cy ba::'~5
c:te'-' e, :eec=, t'J~ e:-.e::-g:- c: t,'c s;.ee:...r sigr:.al i7' t~e -sa::>e freq".Jency ba::::.o;.
ThlS is lllustrated ~n Figure 4. where it is seen that even thougn. for
the~e le_e:s of alrera:: no~se anc speecr. sorre of the energy In the
speech signal a~ t1mes exceeds the nOlse energy. sufficient parts of
the s?ee~~ coc?~ne~ts are less th~:1 the nOlEe and cause the speech to
be ina~d~ble or ~lsuncerstooG.
A general rule of thu,.~ is that ~~e~ever the noise and the speech
have the sa~e dEA level, for th~t perioe 0: t~~ speech understanding
~ill be s~gn~f~cantly reduced. In fact, quiet conversational speech
often has a level of but 45 dBA at the l~stener's ears.
F~gure 5 sho~s tyT~cal levels of s?eecp. as present about 3 fee~
fro~ a talker ins~de and outs~de ho~es. Figure 6 shows the range of
levels 0: speec~ fro- a televiEio~ se~ at ar average distance of abo~t
9 feet fro= the set.
It is seen in these f1gures that, on the average. aircraft noise
at a level of 5C to 65 dBA inside or outs~de the houe can be expected
to s1gnif~ca~tly interfere vith hearing of conversational speech and
televis10n. It might be noted that the masking of speech by noise is
not a "psycholog1cal" phenomenon but occurs directly in the inner ear
and cannot be compensated for by the listener. {As noted earlier, because
of sound attenuation by the house, an outdoor level of 65 dBA vith vin-
dows open. or 75 dBA with windows closed is requirec to achieve an indoor
noise of 50 dBA.
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~ bSllau~p ZOOO 0 3H 8P NJ
13^31 3HnSS3t;jd QNnOS QNV8 3Nvl:>D Ell
15
.
.
TELEVISION
10
'"
tl
0-
E
o
V'l
o
5
'-
.....
~
...D
E
:l
Z
o
45
L
50
I
55
Mean
1+
60
I
65
70
L e q 0 f 5 pee chi n dBA
F1g~~E 6 D1str1~ut1o~ of Television Speech Levels at Various Distances,
Fro~ Pearsons, et al. 13
17
.
.
Slee:- I:'.~e~fe~e:C':E-5ctr. labJra~on: ane 11re21 l~f€f1 stud1es of
. .
t~e aro~scl ale ::L:,~e~f€~encE effects of noise or slee~ revea! that, inde-
pendent of the meanl~g:ul or emotional aspects of th~ noise, ~~enever
the level of thE r.Clse exceecs a steady state level, or its energy equlva-
lent, of 35 dBA, there is SOIDe loss in sleep quality. This general finding
15 lllustrated ln Flgure 7. These f1nd::Lngs, lt is 1mportar.t to note,
arE: for ye.:Jt=,le ",'be are "a-=a?:ei" tc thelr er\.-lTomrert a7".::: t'1e no:.ses
no~al1y prese~t.
The effects of n01se on sleep and their relation to health and
well-being are obviously complex and not well understood. One well
established trend (see Figure B) is that the sleep of older people is
more €aslly dlsturbed by DOlse tha~ it 1S for younger people.
In any event, attitude surveys of the annoyance and complaints
about aircraft noise demonstrate that the "10 dB penalty" asslgned to
these noises when they occur at nightt~e is justified; this also seems
reasonable in that, as discussed above, the average threshold for the
mask1ng of some conversational speech is about 45 dBA and the average
threshold for sleep interference is about 35 dBA.
The night t1me curfe~s imposec on alrcraft operations in a number of
localit1es, includlng Santa Monica, is, of course, predicated on the sleep
arousal effect of aircraft noise. In that regard. attention is invited to
the fact that the des1gnatioD of 7~1 as the start of normal daytime
act~vities for most people is probably not generally true for Saturdays
and Sundays, trad1tional days of rest. It would be consistent with the
concept of the tllO dB" night time penalty in the assessment of aircraft
noise to extend that penalty to later hours on tbose days, or to extend
a curfew on night time aircraft operations to somewhat later hours on
Saturdays and Sundays.
18
.
.
~Ol~E LE-.~:' '~;S:'"F.r::. Ol.-:-:>OO? ~ (2::: dE hOUSE s~t€~':"'c:::1O::-} l~ L , C\-:E:~
c:-
30 50 60 70 80 90 100 110
~ 0 0
I 1 t1
I >
>. -10 ., 10 (ll
~ r -0.896 c
-.-4 '.. C,)
rl -20 " Slope ::::: -1.057 20 t,j
nS
==' '0- -----0 C
0' ---- -r(
-30 Geneva 30
Po "0
cv -40 e 40 cv
Q) ;t
r-"l Q)
CI) -50 50 .....
>
Q) H
~ -60 60 G.I
-I""l +-'
If.I C
0 70 H
r::l. -70
E Q)
0 80 rl
u -80 Co
0
c -90 90 C>
-,..( ~
Q) -100 t.,...l
t..O 0
@ -110 , ! f I J f r ~
...c:
(.) -10 0 10 20 30 40 50 60 70
Noise Level-N~I-Indoors
(After Lukas and Grandjean et aI)
Figure 7 Relative SUb]ect1ve Disturbance of Sleep in Laboratories
and in Geneva. Outdoor Level; 20 ~ Indoor Levelt Fr~ Lukas. 14
19
-
52
II>
~
<.r
2
r C 4:;
Cl.
en
C u:
II:
u..
la!
<:
~
<(
~ 3(;
z
~
c..:
c:
u..
Co.
2:
.
SUBS:)'~'C A'RCRt...l'T "'OIS~
AlJe-a~':: D2-a TO' Leip"e ~ I nc:-.::--"~ Rc'1= .....~ ..ro...... 77-9-f.
pr,:::s <65-8; dSA' Ave' Be ;;r..c~ (74 dEk
7:
6:
I
69-75
.
SOr,,;(: B:JO':S
A"e'ii~ D~t~ fer le_e ~ Rrg "= f-o'T" 0 E3 to 50 ps'
IAve- ~.. 1 7 psf ra"g< 18 dE,
1
10
5-a
21-22
69-75
o
I
I
41-57
AGE - years
Figure 8 Sho~~ng Trend of Increased Arousability from Sleep by Noise
as a Function of Age or subject. From Lukas and 'Kryter.1S
e
~ .
5-2
21-22
41-57
AGE - yeil~
20
Health Eff~S -- There are dlrect waY~n which noise of
suff~c~e~t ~ntens~ty ana durat10n can poss~bly have adverse
effects on the phYS1olog1cal health of nan. The first way ~5
through da,cSE to the receptor cells and relatec nerve flbers In
the ~nper ear, or "coc~lea" as It 1S called.
N01se Indu2ed hear~nG loss 1S qererally a perrranent,
~rrevers:ble da~~qE to the hearln; mec~an1s7. However, Its relat~o~
to ~0~5e dOS29c IS Su~flc:e~tly well understood to co~clude that
t~e a:rcra:t flyove~ nClses ~r. reslde~tlal areas arour.d Santa
MonIca are not o~ sufflc~ent duratlo~, at the IntenSIt1es present,
7 9
to be a cause of any nOIse Induced hear1ng loss. '
A second dIrect effect of nOIse that could conceivably have
adve~se Irrplicatlon to health In man 15 the response of the so
called autono~:c nervous syste~ to very Intense sounds or noises,
especIally ~f unexpected. Autono~~c system responses ~ay result
In 1ncreased heart rate and blood pressure, reduced gastro-
Intest~nal actlv~ty, constr~ctlon of perlpheral blood vessels,
etc. -- responses generally assoc~ated w~th so called phys~o-
loglcal stress and ?resumed to be potentIally, 1f repeated
16 17 18
sufflclently often, a source of 111 health. ' ,
Respo~ses of th~s type are corr~8nly exper~enced froM sudden
unexpected nOlses -- the so called startle response. ThlS response
may be advantageous In that It prepares the organIsm for qUIck
react~ons to dangerous sltuatlons. However, lt is generally found,
wlth a noise such as that fron aircraft, that once a person has
become accustomed to its presence as a normal part of the environment,
the startle response does not occur, at least noise at expected
levels of intensity.19, 20, 21
21
~
.
.
There ~s another autono~~c systerr response to even
ex?ected bu~s~s 0: brDa~ spe=tru~ nOlse that exceed a level of
about 8e to 90 d3;.
T~~s respDnse, a constr1ctlO~ of the
perlpheral blaDe vesse:s,
is presu!re~ b:....'
18
Ja::se:--
to be
In-
d:catlve o~ a pote~t:ally har~fu: stress U?Dn the body.
However,
t:-e re.::: pc:: 5 e (....':-,1 ct 15 relatl vel}" Sr'",all cO!T1pared to vaso-
cc~s~~:ct~ve r€SpO~5ES tc changes ~~ alr tenperature a~G var~ous
1-. ... I} f' b K t .... 1 21 b
OLler 5...1['".1': was OU:-,G y. ry er e... a. to e not assoc latea
~lt:- cha~ges l~ heart rate or blood pressure. T~ese authors
concluded that the vaso-constrlct~ve response to broad spectrUI"'1
noise at levels above 80 - 90 dBA is not necessarlly an
lndlcator of any Sl~::lflca::t con~.:tlo~ of phYSlolog1cal stress.
T~~s concluslo~ 1S also sUFPorted by the research of Borg and
.. 11 2 2
Me er.
To s~~'arlze, lt lS bel1evec that there are no slgn~f~cant
dlrect, harmful stress effects fro~ the aircraft nOlse near
Santa Mon~ca alrport, or most othe~ a~r?orts for that matter,
on pe:::,?1e's a:Jc::..tory or no~-audlto~y phys:clo::;ical syste::-:.
-22-
,
.
.
.
~';'';:~:',0-lC ~:o:e- Re2.:::tlC;'>~ tC' E::'2tl0":'--It is to be e=.phaElzec, ho."ever,
tba: physlolo~:~81 stress reactions copt rolled by the autono~lC nervous
s:5te~ occ~~ ~~€, pec~:e becooe emotlonally aroused fro= fear, anger,
.~
a-':':"2~.::" e::::. - .. r;-.eSE: e::-'D~lOr. lndt;~ec pr.yslolog:lcal stress responses
a~E: u,,=oubtecly, wnet. lnter.se ane sufflclpntly often repeated, conduClve
t~ C2-~~:~2~~ c: ?~:5~o:~~lcal a~c ps:ct:::log1cal 111 healtt.
Ac:::orc~ng~y. the 8nnQyance fro= speec~ and sleep irterference
a~~ ttE liKE: ca~ ca~5e so~e pr.ys101aglcal stress, the respa~se being
lnGlrecrly due to the noise. ~~ether th1.s stress response fro~ even
hlg~ anuoyance is sufflclent to eventually cause some ill health in some
pcO~:E lS a matter of cor]ecture ane controversy at the present tlffiE.
Re:erence 23 1S a rev~e~ of research up to 1976 on these matters.
Rece~~ pa?ers 0: Meecha~ and S~~th2~, Ando and Hattori2S, Jones and
T . ")~ ~'. h ld?":"
auscner~-, ~,~?SC 1. ~,report an apparent increase in var~ous phys1cal
anc ~ertal de:ects in po~~lat~ons exposed to intense aircraft noise near
larg~ CO~ErClal a1rports.
Eo~ever, studies reporting adverse health effects can usually,
~f n~~ al~ays, be cr1t1c1ze~ as posslbly inval1d because the involved
stat1st~cs an~ measures of ill health can be signif~cantly influenced
by no~-no~se factors su~h as soclo-econo~ic conditions, population selec-
tion lnfluences, air pollution, and the like, that may be also associated
~ith living areas near some airports. In addition, the levels of noise
present in these airport studies are generally much higher than those
present near the Santa Monica Airport.
The fact remalns. ho~ever. that some people rea~t more emotlonally
th~~ others to being d1sturbed. McLean and Tarnopolsky23 estimate, from
the results of some laboratory experiments, that there are some 2% to 4%
of the general population who are especially susceptible to annoyance
reactions suffieient to cause harmful physiologica~-psychological stress.
23
'.
.
.
A~t~tud€ Surveys of Anncyanc~--The roost valid measures of the
effects 0: enY~roru~e~tal nOlse 00 pec~le are presu~~ly sur.'eys of the
effects of eY~E~lep2es a~: attltudes of people ex~ose2 to s~ch DOlse
:;.n ape near t:-",:..r h:J:::,;,s" S~:::... stuc::..es r.",Y12 been conducted 1n n:a..1Y countries
c\~e!" a
rE::-1;:-'': :::
\ c:2~5. ~o=: c:
t~e~E ~~ve~::gE:IC~=
ha'.-c;. bEe:: C01'.-
c€r~e2 prl~~,~l' ~l:~ the effects of alTere:t nOlSE.
~2rly on, it ~a~ recognized that feelings of fear of aircraft
cr2S~ES (see "lg. 9) was a scurce of conSlde~ablE disturbance aSSOc1atec
~~:f a~r2ra:~ nOlse. ~ne5€ feellngs, ho~ever, are Obvlously not due
tc t~e nelSe per se and are accordlngly to be discountec 1:1 attenpts
to asseSE anG qua.n:l.fy the relatJ.on bet....een exposure to aircraft nOlse
ane. annoyance.
These 5tuc~es have typ~cal1: asked re1at1vely large sazp1es of
resldents to rate th€ir annoyance on a scale from "no annoyance" to
"h1.g~E:st annoyance" and to inC1.cate the d::.sturbing effects of the aircraft
n01.5e. Find1.ogs of meJor invest1.gatlons (Refs. 30-36) sho~ remarkable
*
cons1.stency. The general senSE: of t~ese results are sho).'n ~n 'f~Sure 10.
Flgure 10 sho~s that t~ere is gene~ally an orderly and understandable
relat1cr bet~ee~ the amaun~ or level, of co~pDsite n01se and the percentage
of peo?le exper1.enc1.ng certalD d1sturbances anc degree of annoyance.
*
It rrig~t be noted that T.J. Schultz 37,38 first plotted the results of, amcng
others,
thE seven stu;bes represer.ted in Figure 10 "
Unfortunately, it appears that Schultz made serious errors in converting the
compos1.te n01se measures used in the d1.fferent stud1es to one common unit,
the Ldn" The errors caused.for the levels of 50 to about 70 Ldn, a mis-
plott1ng of the data about 8 - 10 dBtoo far to the right,i.e.. showed
less annoyance and dlsturbance than ~as truly the case39 for a given Ldn'
24
.
.
.
10:
FE E LS AF PArD
E.~
IS FREOL:n,TL'I'
DISTURBED IN
c CONVERSA TtONS
\,1J
.... 60
<
c>
0
c:
C!:
UJ
.... IS FAEOUENTl. Y
~ O'STALJHD IN
l- SLE EP
z 4:
...., I
L;
C!: IS FREOUENTL Y
u.
Q. DISTURBED 11-;
OCCUPATIONS
:;>0
o
43
~6
I
68
Leln eNE L
I
79
I
90
fig. 9 Percentage of People D~sturbed in Various Ways by Aircraft Noise. The
Equivalent Noise Exposure is B~~ed on Analysis by Galloway and Bishop26
of a study conductec by B~tterL~ ~n the Netherlands.
25
. .
(
100 100
Rar;Cle
D"-~-'~
9: - ~ ~ "\.) ..&"'---= 90
80 / 80
,It' / .
~ .::::.~ / -0
Q.; r\.~ode~atE: t:J Q.;
..c IC j / .D
'- 70 ~C:l / 70 '-
~ ~O~ / ~
- -
u; --
III
0 V / I, 0
'- ~ 'I ....
0 60 .((:f;lJ ,/ "- 0
"0 0C1// 60 "0
(t) CD
>- >-
0 0
c: c:
c: 50 50 c:
<( <
(1) <lJ
Q. c..
6 0 0
Q;; 40 40 Q)
II CL a..
- -
0 0
-- -
c: c
Q} 30 30 Q;
u ()
....
Q) High ....
0... Q)
An-noyance, a..
20 Top 3/7 of Scales 20
10 Highest Annoyance, 10.
-top 2lith- of Scales
- ------
Ra"ge of H.g...es' Anno~'ance Curves
Of 7 O'fj".",,' Sh.lC!les
0 I I ] 0
40 50 60 70 80 Ldn, CN,EL-
Figure 10
Show1ng, as a Function of Average Daily Composite
Level of A1rcra~t Noise and the Percentages of
People Rat1ng Degrees of Annoyance and Experiencing
D1sturbance due to Var10US Effects of the Aircraft
Noise. The Curves are based on Data from Seven
MaJor Stud1es (Ref. 30-36).
26
.
.
It is ~ort~: of note t,at the relatio~s sho~7- i~ F~WJre 10 are
conce~~e= ~:t~ the e:ie:ts of o..ly alrcrc:t nO~SE on pe~?le and co~unltles.
ThE COC?~slte nOlse level Vcl~ES ref eo to thE nOlSE fro~ the alrcraft
Delse alene, tre nC~5E, 1: a-}. fro~ other so~rce5 In the e~vlron3e~t.
S~:~ af stret: t~a::l:, etc., are net 1nc~uc~~. I: ~5 alsc tc bE notej
t~2t these ~n~e~:e~e~:t e::e~ts ara f€e:1ngs 0: h~gr annoya~Ct reflect
a broo: cross-sectic- c: socio-econO=lC areas and peTso~allty types
i~ the pO?~latlor. That is to say. that the ~~terruption of normal speech
CO=:~-lca~lC~~ a~j
0....----
. _ - J= ~
a~:::~~: functlO~S an:
sleEr.d~c reactloPS to
hOUSE vlbrat10ns ~s a =ause 0: :eeiH::;s of a:mc:, a:--ce ~n Dorrial
peo~le i:-, al: ..alh.s of 11:e
There lS, however. a small range among the trenc curves for each
level of degree of a-:lnoyance. as is indicated by the "thin" lines on
e1.thel" side 0: the "hig:tes: annoyance" curve sho\oltl on the lower part
of t~€ fJ.gure. The relatively large range among the data for "disturbances".
sho~~ by the grey area of the figure is partly, no doubt, due to differe~t
types of house structures, c11mate. a~d sucr conditions in the various
countrles where the seven different studies were conducted. and partly
be~ausE the data for several types of d:tsturbances are encompassed
:tTI thlS da~kened area of Figure 10. In ge~eral. the highest percentage
of disturba~ces occurrec for speech, rad1.o and TV listenlng. ~~th sleep
arousal a~d hO;Jse vJ.bratJ.on belr:g 1n the lower part of the "D1sturbec"
area of f:tg. Ie.
27
.
.
Varla~ll:i t;. Be'::>;..:ee:' Ine: ,:iduE.ls--ThE dif f ereT'ces fou::.c a:o-'o:ig J.n:::::. V1.:::-.:; E:: 2
In a nelgr~crpo~~, as d~stlnct fro~ tpe stat~s'::lca1 d~t2 as glven ir
F~~~n€: Ie,
r='-::;:'="::::
~ -...... ~~ ~
a:-
.., T""".....~...-+::__'".--
- - ~ ~ ........... ~ ....
C::~,j~ ~:: -=- ::!'":". .
r::-:-=: -: l f: ,
\0,':-::: ,
~c.-;- exar;:le,
de' cn~'- a:.~"-l: 3J~ 0; ::~< ~i2':'::~E: J.~ G. C";:::: c: 6[: r€-:::.~~ yr;:--TE: tJ-2:' -:J:::<~ercte
ann::>:a:--ce. ~'-.,- nC:: 10:::- or O~. n
Several reaso~s for thlS var~abll~ty among indlvlduals ~th reS-
P - - .
<::'--
t2 Gl~:~~~c~:E ai~~Ya~:e re~o~tec 1~ s~rveY3
0: alrer?:t nOl~e e:reets
c==.- =-_ ~_'.t:
(1) T~E no~se WOJlc have to bE unifo~, ever a relatlv~ly large
area and about the same wlthln each house if there was to be
a slmilar reactlon of all the people in the neighborhood. Such
1S Obvlously not the case beca~se of differences in house structure,
orle~tatlo~ cf the houses to olfferent fllght tracks, ete;
(2) Sorr;i:: people spen::: more tl!:.e ~n the yare of their
homes, or kee~ the ~lndo~s or tnelr ho~es open, than do others.
a~~ are there:ore more ex?osec to the n01S~
( -,
5)
T~ere are dlf:erences lr. the degree tc w~~c~ dlfferent peop~e
engage In speech co~~unlcatlons. raclo and T\" listening. and the
11.,<2; ,
th2t un~ou~teGly leacs tc d~fferences In the
nu~~er an~ degree of noise dlstur~aaces experlencec;
and (~) Personallty d1fferen:es and attitudes to~ards the persons
or agencies believed to be respons1ble for the noise, or some
special interest in, or antlpathy towards, aVlatlon can influence,
40 4'
to some extent, annoyance scale scores. ,.l.
28
.
.
lp any eve~~. It 15 clear fro- the CO~Slstency of the res~lts
0: rnEJ~r s~:v~\s of t~f €~:ect5 c: c~~c~a:~ nCls~, tt2~ hc~sir~ and behavior
pa:te~n~ of p~~se~:-cG~ reslcer~la: 11\l~~ are scc~ tta: t~E stat~stical
revresen:a:1C~~ 1, Flg~~E 10 aTE re:la~:E a~c Valla.
l~ is alsc Derna~s
~- :'f er:::-......:::..s:..Zt:: ~ "Jt a::,=,ya-,c E a!:~ . . sca:€:s uU~...lpc':aT tt
~L ~ , - . C-lstL.~Da.:-i~e a~2
1TI soclal \.T alue; tha~ 1S. 'When 5 O~. . fOT exa:n;;le, of tbE: people are dlS-
tL~:e~ 2~ a~~~:c~ t
tr~ 2~~:~a:I ~~~SC, tJt re~a~c~ng 50: are DC: th€Tebv
~~~~ t~~-~~~l ~~~ r~~~~__:~~:'~ t~c ~Cl=~ ~~c~~-: ~: bE-~:~~~ t2 ~~2S~
peo~l€ nc: a~oye~.
29
.
.
G~idf:l:l1:es :00 l:~.'-:Ls--5Elt'::t~nb a glve:-> C~EL DT L. as a, "a::::eptatle'l
([-
OT "~oleTajlt" a::"o'..:r,t 0: a1.Tcraft nClse for res:l.den~lal areas depends
v~ a cr~:e~::- c: iC CJC- a-~~~~~:~ ~~ n~~ ta~: pe~~lt ~s to be cons~derec
~nC~C2:l\E 0: a loss c: r1g~::ul us~ a~~ e::C)Ler~ of r€SlC~~~e=.
One approacb is to consider C~~:2~,tS a~d legal actions bTOUg~t
to go,er~~e-t a~tL2rltleE as a illf:aSJTe of t~e desree of a~n~:a~::e or
unaccepta~leness of a~rCTaft no~se. Unfortunately, for a varlety of
cor:.;:le:-. sc::;.1.al and eeonO::;lC reasons, this measurE of dlssatls:aetlon
is t~g~l: varlable among cOmffiunlties exposed to co~parable anounts of
alTcra:t nO~SE. One or the oajor aFpare~t reasons for the varlab11lty
being that many local cOIIIi'IiUnitles and c1tlzens groups "give un" co~plainl.ng
arG brlngl~g legal actlo~5 aga2:.st t~f: noise because the~r past efforts
have cone to nought, often for reasons related to legal preero?tions,
In brlef, co~?laints are usuall) ind1cat1ve of advers~ noise con~it1ons~
but a lack of co~pla~nts does not necessarily mean people are not be1ng
dlsturbec and 3LDoyed by the n01se.
A ~CTe Tel1281e, sensitlve ap~ re2list1c (in teres of the effects
of the nO~St on people) yardst1ck 1S that of the measured feelings of
an~0yance due to the dlsturbing effects c: t~e noise D~ behavior, as
dlscusse~ above.
LSlng the data or parts thereof~ sho~~ in F~gure lOt various govern-
mental, and other agencies, have selectee certaln composite noise levels
as li~ltS that should, in general, not be exceeded. Sooe of the lUl.ts
pro?osec are sho~~ in F1gure 11 with respect to the curve taken from
Fl.gure 10 la.belled "R1gh Annoyance". This curve 'Presumably represents
those persons cons1dered to be "highly annoyed" (those ratings themselves
in the top 3/7 of a scale rang1ng from "not annoyed" to "extremely annoyed").
30
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(
31
.
.
In Tev~e~ln~ thesE reco~enGations It is 1mportant to consider
the fact that the FA;t hL? (l.5. Houslng and lrbac Development Adw~nlstration)
and an: the Ca:lfcr~la De?aitrre,,~ c: Ae~o~autlCS, eacn ]olntly conSldered
t~e ec~ro~:c a,: SO:lal as~ects 0: trans?CrtatloD anc/er hO~Sl~~. anc
t~e ec~no~:cs 0: th~ tra~SJ:ita::on an~ hous1ng 1nd~s:rles lnvcl~ec,
21:-; ~:t~ :~~ e::e::s c~ the nClse or t~€ peorle ey?cse~ to spe::fl:
nOlses. As suc'''. the:.r CTl ter~on for "acceptable" ",'as not strlctly adcr€s-
5.----=1 -...... +1.... ~
~..... PI..- ....
q~eS:10~ c~ acce7~a:le ll'ln~ cO~~lticns to t\e pe~;:e to
bt ex~ose~ tc thE a~rc~a:t n~lSE.
The C.S. E?A ide,,::.flec In 1974 co=pos:.te noise levels. L 's
di,
(genera:'ly equ1valent to C~t.Ls) that they considered "requisite to protect
and publlC health anG welfare ",'i.th at' adequate margin of safety." ThE:
phrase "healt1-, and \olelfare" ....as def~necl as "complete physical, mentalt
a~c soc~al ~€ll-belhg a~~ not merel: the abse~ce of disease and infirmlty"
(?age 7~ Ref. 7). The levels s~e~ifled by the EPA can harcly be just~fled
as prOY1Clng "mental anc social \olell being". at least in so far as alr-
craft nOlse 1S concerned. Th~s follo\olSt from the fact that some 28k
of the people eAposed to aircraft noise at an Ld of 55, the limit iden-
n
tlfled~ are clsturbed by the nOlse and li% are highly annoyec.
(Parenthetical to the present proble~, it can be noted that an
1. cf 55 fer "close by" nOlse sou~::es. cars. etc., for reaso~s referred
c.r - ~
to prev~ously~ may be a l~it conslstent with the mandate to EPA to iden-
tify noise linits that would protect uhealth and welfarell. However,
the EPA does not dlstinguls~ in adequate fashion these possible differences
in nOlse impact frOTh different sources.)
In any eventt considering the general relations between: (1) uno
co~~aints". past or presentt as a measure of an apparent tolerability
of normal people to so~e degree of disturbances from environmental noise.
and (2) the basic relations of noise level to speech masKlng and sleep
arousal, it appears that an Ldn or ChLL of 45 to 50 from aircraft noise
is consistent with "complete physical~ mental, and social well being".
32
.
.
It ~s tc be note2 th~c at t~lE leve: of eX~05ure so~e 25~ of the peoFle
coule be d~stur~e= b~ the e:fects of the al~c~aft DDise and 10% hig~ly
a~~~,E:. T~~s 18 not S~~?~151~& lr Vle~ of the fact that a C~EL of 50
\..::-..~:.: e",,:..st f~o~ 5C--~ 10: c.;"'-~:i:"'":~ E:-;:-s:;:-es to a::..~:rc:.:: !1-:-l.SE:, e~::~. at
B leyel of 8: S~~~~--2 le,el ca?a~le 0: causi~; iDte~iere~2€ ~~t[ speecr
CO~~J~~C~:~~~S outS1C€ a ho~se, a~G l~Slde a hOUSE ~lth wl~do~s open.
One rrlg~c SUrrr.15€ that this amou~t of aircraft noise is equivalent, ir
ef~ e: t. tc' \,,'--,:0: t:-ec -Yera;~ peosor:. equa~es to a "noTI!:al", tolerable,
~~=~~: c: l~:t~:erer(t or G~5t~ro~n2e fro~ env~ro~~~ta: nOlS€ such as
fro~ a1.r;:~a:t.
That alrcraft noise at an 1. or CNE1 of about 50 is perceived as
en .
being baTely compatible with a condition of uwell being" by a measurable
pe~centa~€ of a populatlor:. of tYPlcal people is also sho~~ in F~gure
11. It is seen in Flg. 12 that some 5% or so of the people exposed to
what m~sc be conslaerec negligltle amounts of aircraft nOlse to the average
perso~ (les5 tha. 45 C~E~). cite 81Tcra:t noise as a reason for wishing
to change the~r l~,~ng e~vlronnent; however, at a ~EL of 50 this percentage
increases to lO~ anc beco~es larger at higher levels of exposure to air-
cra:f~ n01.se.
As dlscussed wlth respect to the dlsturbing and annoying effects
of alrcr2:t nOlse, the increase fro~ 5k to hlgher percentages as the
C~EL increases, could be due pr~arily to the fact that differences in
acoustlC COnGlt1ons of the houses and outdoor-liv1ng Ilfe-styles of
dlfferent people are such that different people in the saDe neighborhood
receive differing amounts of aircraft noise, even though the same CNEL
value is assigned to the whole neig~borhood. As a result, as the noise
levels are increased, a progressively greater percentage of people become
exposed to noise above a "threshold" of acceptabi11ty as well as there
being an increase in the degree of annoyance felt by those Whose thres-
hold has already been exceeded.
33
F~gL.:r€ 12
.
.
PL:PCf\"7 >i.GL: OF PEOPLE \HSH I '\c TO CFL-l.>.;n Tlli: IF
Ll\l~G CO~uITIO~S
.
-
,
50 --------. V.oL:lc chan1;E s.o"'.e:'"l:'.fi:
.' ,~oth€r thar elrcr~::
, ~nCl.SE
I~;..
I ;~
/
20. I~
; ~o;,.:lc cran~e / ;
1 al:c:~f~
oi/, : :
-
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40 I
II.>
b!
c
i:
32 42 52 62 72
Ld" , C!\l: :.
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16 20 30 40 50
~-,.-~
.'.Ie
ShO~lr~ that as the amount of alrcraft nOlse increases
above a C~~L or Ldn of 45 to 50 the percentage of
p~op1e w~sh~ng to change theIr l~v~ng cond~t~on5
because of the no~se increase. After FIgS, Appendlx XI,
Ref. 30
34
.
.
Ch2~:€r 3--The De:er~lr.ation of SI~Il and CKIl Values at Santa
M':'~lca A1rport
SE~~~ a~= C\E~ l~-::~--The bas:: ~e:hoc for alrcra:t nOlse control to
rE U5~= 2: :-e 52-:2 ~~~JC& ~J~:~~~~~ A~Y~c~t is to se: 2 1~~~: for
t~E rr~Xl~~~ S~'~:~ ~or a~~ aircraft suc~ tha~ the C~EL~ on a dally av€~age~
~:~: r~t e}:ee~ a gIvEn value. In oreer to calculate or est~at€ what
SE:'~:::::::" 1 rIll :. ,,'~ll r'rovlde a gl vcn CKEL value, for present or an ticipa ted
f~:~re ODera:~0~~ at t~e San:a MO~lca Alrport, it ~s necessarv to knc~
.:::- ~=::-::-2:E: t>.. r"':'::::'E:~S of c?for2.:::"o:-lS 0: alrcriOoft at glyen no::~uc.l SC~L
,'a::':.:€:"
FP~ Certlf~catlo~--In 1969 FAA publlshed4a a Regulatlon prescriblng
nOlS€ ll~lts anc nOIse measure=ent pro~edures for piston englned (pro-
pelle::-) tra~5port aircraft havlug a max~u~ gross welght in excess of
0: l2,58C Its, and rer turbojEt (Jet) eng~nec a~rcraft regarcless 0:
welg~t. T~~s Reg~la:~on, with its a~endroents is variously called "fAR
36" and "Part 36". 0:1 1 Jan. 1975 FP-t,. amended FAR 364C, establJ.sh~ng
nOlse l~~its anc noise measuremepts procedures for all small (less than
12,500 lbs max~u~ gross weight) propeller driven aircraft.
C~~~ Calculat~cTI5--Give~ thE no~se certification data obtainec for toe
FAA an~ kno~lng the approximate average number of da~ly operatlons,
by a~rcraft
tV:lE
- - ,
ane weiglot,
and the norri~al operating FTocedures fer
an a~rp~rt, it is poss1ble to calculate the C~E: that w~ll be present
at all points on the ground near the airport.
However, tbis procedure can be s~?lified, for practical noise
control pUT?OSeS, by determining the C~:EL values to be expected at only
one or two points in the residential areas near the airport, that will
be exposed to the maximum amount of aircraft noise. :-he City of Santa
Monica ha3 establ1shao no~se ~onitor stations at a distance of 1500
ft from each end. of the active 5000 ::t runwa~. at tile lv:iunj;c~pal
A1~?Ort. ~~e SENELs, Mca~ured at these stat1on~, C~~ ~~ u~cC
dircctl~ in the calcul~tion o! C1reLs present at these pointb.
35
.
.
ConverslC~ of ~:ise Certi;lca~~o~ Levels to SE\~L.--FAF 36, Appendlx
C, req~~res tha: E?~~3 levels be measure~ at po~nt5 on the groun~ dlrectly
uJde~ a1: Je: ar: 12~~= (g~e~:eT tr2~ 12,50: It~) Fro~E:l€~
3.5 na~:lcal rlles (r:) fTo~ the start of takecf: rell, a~d
-;.....-....-~t-
=-......L.\....L~..:-I.,
1 nrr. frot"
to~c~co~~ or. ap~~cach to landing. FAR-36, Ap?end~x F provides thc~
the dB~~ level 0: the nOlse f~om small propeller aircraft be measured
a: a clsta~cE 0: 100" it fro~ alreraft flYlTIg or. a stralght an~ level
eo~"sE ~lt~ ~&~~~= Cor.tlnuo~s e~b~nE pO~Er.
However, in order to use the F&~ noise cert1flcation data for
varlOUS mocels of aircraft, it is necessary to convert the reportec EP~j3
and dB.~~ data for dlfferent aircraft to the SE~~ values that would
be eXDectec fro~ these aircraft at the Sa~ta Monica Airport. The measured
or estimated no~se Cert~ficat~on data have been, and presumably will
cont~nue to be, reported for all nOlse certificatec aircraft in a series
of adv~sory cireulars~ see Ref. 45(a), (b) and (c). These circulars
glve, for different aircraft models, noise data in terms of the EP~clB
for jet alrcraft at the 3.5 ntt for takeoff and 1 nm for approach to
L.5a~b
landlng points; the dB0~ of propeller aircraft at a d~stRnce o~ Innc
ft and operat2ng with contlOUOUS po~er; 4Sa,b and dBA~ for botr. jet and small
propeller alTeraft at the 3.5 nIT for takeo:f and 1 n~ for approacn to
. L.
lanclns pOlnts.~c
This conversion can be accomplished, wlth reasonable accuracy,
by applying "corrections" to measured or estimated Certif~cation noise
36
---""-...
- -- ....,..... ----....--..--~. -
.
.
da~a tnat take ~~to accou~t the ge~eral effects of d~fferences among
the va~~o~s procecures a~~ cDncltlons prescribe~ ~~th respect to: (1)
dlsta~cE bet~ee, th~ alrcra:t a~c gro~~c rEaSUrem€~t pD~rts; (2) duratlons
b€t~~€, the 10 dE dD~~~c~nts fro~ EaX~C~~ levE~ of the flyover noises;
(:' ~E~g~:~-~~ ~~~L: t: ~~L :~e~~e~~: SJEC:~~~ 0: :b~ n01Sc, ~.e., p~~~
vs c5~, 2~~ (-) ~~E~e a~~~c~r~atet engl-e nD~eT settl~gE.
To ald 1~ t~lS process, Flgures 13, 14, and 15 have been pre~arec.
Fl~~rE 13, base~ pa~tly o~ In:o.~a:lor glve, 1, he:. L4, s~ovs for several
classes 0: a~:cra:t.thelr nO~lnal altltudes follo~lng takeoff and during
ap?rDaCr to la~jlng ~he~ at the meas~re~ent POlr.ts useG near the Sajta
Monlca Alrport anc in FAR-36, Appenc1h C, for Jet alrcraft. The dlfferences
bet~een the altltuces for s~all prope:1er alrcraft ShO"7 l~ Flg. 14
and the 1000 ft measurement dlstance specified in FAR 36, Appendix F,
must also be deterrr~necl. The a?~rox~~ate effects of these altitude
d~ffere~ces upon the intensity level to be expected at the Santa Monica
nO~5e measure~e~ts sltes can be found by reference to Flg. 14.
The effect of the d~stance of the alreraft from the pOlnt of noise
measuce~e~~ upon the duratlon, between the 10 dE d~~points. of a noise
can be eS:lmated fro~ Flg. 15 for s~all jet and propeller aircraft.
ThlS correctlon lS requ~red to co~vert dB.~~ values to SI~~L values for
a given flycv€r noise.
To convert EP~cE levels, as measurec 1n accordance with FAR 36,
Ap?enC1X C, to the relevant SE~[~ values, lt is necessary to correct
for: (1) the aircraft altitude dlfferences at the respectlve nOlse
monltOr and measurement points (FlgS. 13 and 14), (2) differences to
be expected in the duration of the flyover noise (including the effects
of a nO~lnal 10 second reference duratloD for EPNdB versus the 1 second
reference for SE~EL. This amounts to 3 dB for small jet alrcraft 1n
the present sltuation); and (3) a nom1Dal 13 dB, to be subtracted from
the EPNdB, because of differences in the way the frequency spectrum
of the noise is weighted in PNdB as compared to dBA.
37
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. 38
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'0
Distance from Source in Feet
F~g. 14
Decibel D~fference in Sound Pressure Level (SPL) at Different
D~stances from a Source at Different Reference Distances.
Interpolations and Decimal Divisions can be Applied for
Intermed~ate Reference D~stances.
39
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40
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For small propeller aircraf~ the maximUIT continuous power setting
usee in FAR 36. A?pendlX F procedures, is assumed to be a?;roY~mate::
the same as that v~ich would be used by s~a!l propeller Q~rcraft at
trot Sarta M2n~c2 ~o~se Mo~itcr Sta:Io~s follo~i~g takecff. for est~~a:ir.g
thE ap?roac~ to la~2~ng OPE~atl~r of s~all p~oPEller alrera:t, It ~s
assumed that thE po~er sett~ng ~lll be su~h as to cause the nOlse level
tc be 1: d~ dO~7 fro~ that prese~t ~Itt ITahImc= co~tlnuous po~er.
TaC:E ~ s~o~s, rrore o~ less ste? by step, the develcp~eJt 0:
"co:-!"e::tlc~~H tc :'c t:5~: tc CO:1",:E-:r: thE: A:v"l.s:r) C1Tt.:..l:a:-, O~ sl=.:.la:-,
noiSE data, tc thE SE~~Ls to be ex?ected at the Sa~t2 MonIca Air?ort.
Table 2 presepts thE overall correctlons useG to dete~lr.e the SE~~Ls
of different classes of aircraft as required to calculate composIte
average daily dosages of a~rcraft noise in CNEL.
F~~ Integrate~ NOIse Mocie:.--Befor= present1ng the results of the C~LL
calculation, ~t is a?~~o?~iat€ to nention the availability of a co~puter
program frorr the U.S. Department of ira~sportatlon that caD be usee
to dete~lne the SE~~Ls for indIvldual aircraft models ~~th greater
preclsl:Jr thar. the methods develo?Ec for this report. This greater accu-
racy~ and ease of calculations wlth cOID?uter-aided techniques, ar1se
frD~ ~nfo~atloP ava~lable to, and from. the FAA as to the operatIng
characterIstics of each speclflc aircraft model.
It is believed that the FA~ Kay have. or will soon have, avaIlable
more rletalled operatIng performan~e data O~ a ~ide range of general
aV1atIon aircraft, both noise Certified ar.e non-n01se Certified (pre-
1975 aircraft). It would be helpful to the determination of the impact
of the setting of possible SE1~ limitations at Santa Monica Airport
to apply thlS informat1on as and when it becomes available in conjunc-
tion with the FAA Integratec Noise Model Computer Program.
At the same time, it is belIeved that for the purposes of assessing
the recent C~EL near the Santa Monica Airport,and that to be expected
with various possible S~LL limIts, the procedures used herein are appro-
priate and sufficiently accurate.
41
.
.
.
Table 1 CO'\LRSIO~ OF NOISE CERTIFICATIO~ VALt~S FOR SMALL JET
Ah~ PROP~LLER DRIVE, AIRC~~FT TO THE SEKIL's TO BE EXPECTED AT ~{E
PRIY~~l NOISE MJ~IrOF SI~TIO~5 A: S&~TA MJ~ICA K~:~ICIPAL AIF20RT
A. dBA2~ values as estLca~e~ ~p ArlvL50r} Clrcular AC 36-3, 29 Ma, 1979,
L.S. Dept. cf TTa~S?Ortat~o~, ~as~L,g~Oj, D.C.
(1) Follo~~~; Iakecff--Swall Propeller ALTcraft
d5F_v_ 5 ~ + If dE = SE\~l at Sa~ta M2~lca
.J . n::
(10 dE f~r Decr~~se: r~s:a-2e, 6 dB for DuratlC~).
*at 3.5 nalj~i~a! t~les frc~ pa~rt 0: brate release.
(2) Fo11ow~ng Takeoff--Small Jet Aircraft
dBAM3.5 nm + 19 dB a SENEL at Santa Monica
(14 dB for Decreased DLstance, 5 dB for Duration).
(3) Approach to Lancing--Sma!l Propeller A1rcraft
dB~~l * + 11 dB E SEKEL at Sarta Mon1ca
nrr.
(6 dE for Decreased D~stance, 5 dB for Duration).
*at 1 nautlcal ml1e fro~ pOlnt of touchdown.
(4) Approach to Lanclng--Small Jet Aircraft
dBA~f + 9 dB = SE~'T:' at Sa",ta X:-:l:;.CE;
1 m::
(6 dB for Decreasec Distance, 3 dE for Duration).
B. dB~~ values as Measured in Accordance wLth FAR 36, Part 36, Appendix F
(Small Propeller Aircraft) and as Reported in Advlsory Circular AC-36-2t
U.S. Dept. of Transportation, Washington, D.C.
(I) Follo~ing Takeoff--Small Propeller Aircraft
dB~~1000 ft* + 10 dB = SEXEL at Santa Monica
(4 dB for Decreased Distance, 6 dB for Duration).
*1000 ft from aircraft operating at Maximum Continuous Po~er.
42
~
.
Table 1 Conclude~
.
(2) Ap~roacr tc La~~~ng--S~all Propeller A~rcraft
.~ ",\, ~ 7 -
ap~-lOJ0 ~t C~ E
SE~~L a~ Sa~ta ~Q~~Ca
(.14 dE fer Decrease: Dls:a-ce,-5 dE :o~ D~rctlo~. a~d
1 ~.
- ...
c..=-
:or Rec.;Jcec. Po....er).
C. IP~~5 values as Mpas~rec In Accordance wlth FAR 36, Part 36,
Ap~enCl} C, ape as Repoctec ~r Acvlsorv C~rculars AC-3E-L~ and 2,
r~s~ Der:~ cf :~a~S~2~!a::~~, ~a~~l~g::~! D.C.
(1) FollO\"'l~g Tatec:ff--Srr..a::"l Jet AJ.Tcra:t:
EPXdE3.S n= + 3 dB = SEK~~ at Santa MonJ.ca
(-13 dB fOT dBA frequency weighting correction, +14 dB fOT
Dlstance, and +2 dB for Duratlo~).
(2j Ap?TOaC~ to Lanclng
EPKc51 nw= SI~~~ a~ Sa~ta MQ~ica
(-13 dE for dBA correctlo~ ,+6 dB for Dlstence, end +7 dB
for DuraclD,-)
43
...
.
.
Tatlt 2 l'o-l:-al CorreC!:10:^ \'alues for COn\iertInb Measured
or EstIrre~ec CertIfIcatIon NOIse Levels to SI\~L's
tc B~ r~:-~~:~~ 2- S~-'c ~~M:CC ~01SE Y~~:.or S:a-IOM~
S~~L PRJP~LLER AIRCRA?T
Follo~~ng Ta~ecff
Approach to landIng
I
*
dB.~~~ _ + 16 c S[~L
.j.:J nr:;
*
dBAY. + 11 = SEKE~
Iron
II
**
dBA:! 1000 ft + 10 c SESEL
**
dBAM + 7 E SIKEL
1000 ft
S~~;Ll JET AIRCRA~T
Fol1o~lrb Takeoff
Approach to Landing
I
*
dB'v + 19 : SE~EL
-""'3.5
*
dBAM + 9 SE~EL
'~lnm =
II
*"""...
E~... ,.:l T + 3 = S;"";"T
...wL3.5 n~ -"--
***
EPNdBl mr : SEKEL
*
dB'V and dBA}11 as gIven in Advisorv Circular AC 36-3, 29 May 1979,
n..:~3. 5 no m: -
U.S. Dept. of Transportation, Washington, D.C.
*'1-
dBA~~[lOOO ft as given in Advisory Circular AC-36-1B Bnd 2A.
***
EPKdB~ 5
..1.
n::::i.
anc EP~cBl rum as given in Advisory Circulars AC-36- 1B and 2A
44
C~2~:Er L--~~t I~~
: ~c.l0US SE~IL ane CKE: L~~~tIIln Re5~cientlal
Areas, A1rcraft Operatlons and Aircraft at Santa Mon1ca Alrport
The E:fect of VarIOUS SEKEL Lim1ts on CKEl. Tables 3 through 6 gIve in some
Geta~l the basls for C~EL values no~ present or to be expected at the Santa
~C~~Cc AITcra:t ~C~SE M~'ltLr Stations. Ta~le 7 Su~a~lzes these data. It
1S to be nc~ej trat the calculat~cns of these CKELs depe.c u~o~ aS5us~ticns
ret.ar~ :":-.E; tiif=: re::,:a:.e:r.e7' t of eX1.st l.ng 'Ino~sytl a~Tcraft wltri qlliete~ a1..Tcraft.
;-:"':5" aSSi..--,::lC':1S are JU::i;t::: t:' be reaso~c:,le for l::.=.:,~s c: 90 anc 8' SEl;EL,
b~: ~l:b 11~lts set at 85 ane, especIal:) 80, SEKEL the effects on flee: size
us:~~ tbe a:~t~r:, et leas: 1n t~e near fut~~e, are made ~ltr consldera~le
t.-':e~:.2:-!"':- .
~~e CKELs presentee In Ta~le 7 ca~ be referred to
F15Jre 10 In creer to est~ate what the impact of the aircraft nOlse 15, or
~ouiG b~, U?or. people 11vlng near the K01se Monltor Stat1o~s.
Larc A~tc C~'-E~e:--Fo~ purposes 0: lan~ ZC~ln6 near alrports. it is, of
courSE, i~pocta~~ to co~slder the a7QUn~ of land impactec by alrcraft no~se.
TrlS 15 lll~stratec for the Santa Mon1ca Airport in F1g. 16. using as a crI-
terlOC' 6:: "acce?table alreraft noise e}..l'05ure" that of about 17% of the people
be1ng h1g~ly annoyed and 28~ dlsturbec by the nO~5e. Th15 corresponds to a
C~~: 0: 55, the level reco~endec by the EPA.
As 15 seen in FIg. 16. sett1ng an SE~EL limit on aircraft allowed to
c~erc~e at tne c~rport at 85 re5~lts 10 pract~cally no res1dentla~ areas 1~
a C~~l of 55. SE~EL 1irelts progresslvely hIgher than 85 results in the impact
of a CKEL 55 nOlse cO~clt10n on larger and larger areas of housing.
Changlng the criter~on of "acceptable" exposure to that of about 10%
hIghly annoyed and 15% dlsturbed (a CKEL of 50, and the level consistent with
negligible comr1aints) would require a llm1t of 80 5ESLL and would place, to a
first appTox~ffiation, the CNEL contours at the position sho~~ fOT the (5)
contours (negligible amount of residential areas impacted by aircraft noise).
Translatlons and interpolations of the 55 CNEL contours sho~~ in
Fig. 16 to the positions to be occup1ed for other CNEL values, with appro-
priate SE~EL limitations, can be made. It is to be noted that these contours
are derived from the data presented in Table 7 and from generalized noise
contours given in Ref. 47.
.(5
J
~~=- -...._-~ I"II!""""'S-""....... ~""'___-.....-- - _...~~--.-.--.-~~~--=-_ -=-=-_ -.:...::~~ -..:. -z.. -= ~--"':":I!:....";;~ -=- ~_ =~:!:::
Tsble 3.
s~~,:::. Range
.
.
C,"ILs FOR TAKECi}=T OPE~_.e._T10'.;S AT SA.!:':"A MQ'\ICA. NOISE MO'\liOR
ST;7IO~ 12, WITY SE~E~ lIYITS 0: 87, 90. and 100.
*
Df;::,-e, lO~ E.e~~~g (7-11 p~) 90~
**
3E~ D~':~ O~~r2tlc~~ (10 JEt~)
3E.; OFs
(15 JE::O::)
362 ODS
38':' Ops
(3~ Jets)
(~~ c J E ~ S )
<.72
73-77 78 -8 :2 83-87
~ - Be 8~
i:Y
50i. 201. 20'-
164 65 50
91-108
9f
9f
83-9j 9.J.-lC~'
B3-90
8-
87
[;::.:. ~'..::2:-
'" ,,,,
% Takeoffs (362) 154
~c . Dayti"':E
(7 aE to 7 p::r.)
No. Evening
(7 - 11 pc:)
l.
2.
3.
4.
Note 1.
~ote 2.
~ote 3.
50
70
25
25
55
5
7
16
7
5
3
2
5
Li~:t
C~'::-l
,,_.:...
87 S[~~l (Jets ~ncluce6) 56
90 SE~EL (Jets included)
<OJ:::
..J~
100 SE~~L (No Jets)
(Present Operat~ons)
63
100 S~~IL (Jet~ lDcluded) 65
Proper pilot and operational pro~edures are presuilied for all
O?erctlolS ~~vo:veG lG these cclcul2tlOrs.
Tne C~ELs fro~ takeoff nOlse car. be expectec to average 2 dB or so
lo~er than calculate~ fro= F~; ce,tificated nClse levels due to less
than mExL~u~ gross ~elght operatio~s.
The C~ELs from takeoff noise will be 2 dB or so higher in the V1Clnity
of ~avy to De~ey and 23rd to 21st streets than at the Koise Monitor
Station.
11:
Sample of 12 days. August 1979. FAA Operations Off~cer. Santa M0~ica ~un1cipal
Airport.
**
Letter to Mr. P.C. van den Steenhoven. Mayor of Santa Monica. frore L.C. Daugherty.
Director. Western Regions. Department of Transportation. Federal Aviation
Administration, received Agusut 13. 1979.
***
Estimated from declaration of Colleen J. Clement. May 8. 1979; Santa Monica
Airport Association vs. City of Santa Monica.
46
..
.
.
TEble 4
Cl'.T;,..s FOt.. LA!C'~~G OPEF_o\TlOKS AT SA1,'TA MO!\ICA NOISE MONITOR
SIATIO~ P2, ~~~ri S[~EL LIMITS OF 87, 90, and 100.
*-
Da;'t::,ct, 10~ [ve!":ir~ (7-11 p=) 90~:
** 367 Ops 38':' Ops 3r") O?5
3~: DSl]'\.- Operatl.O~S (10 Jets) D_
(15 Je~s) (32 Jets) (~C' Jets)
5 E:;;:~ Racf" < :"') 73-i7 78-8: 83-87 83-90 91-100 83-90 91-10:':
1 "-
Es':.. Mes:' 75 80 85 87 96 87 96
0 ***
LEn-=:r=~~ (36:) . .. c 4~ ~~ 5~, S;c;
1< ..... 3% 2~~
Ko. Daytu::e
1,,-2 1':'3 16 25 .,,, 15 Ii 8
(7 arr tc ; p-' ..)J
~I
Kc. Ever.l;' 2 16 16
(7 - 11 p~) 2 3 3 2 2 1
1.
L:ll:.l t eXIL
-
87 SE~Il (Jets include': ) 55
90 SE~El (Jets mcluded) 57
lOa SE~iEl (No Jets) 59
IOC srs~:... (Jet~ ~ncludec ) 63
(Present Operations)
2.
3.
4.
Note 1.
Proper pilot and operational procedures are presumed for all
operatlons lnvolved in these calculatlons
~ote 2.
The ~ELs fro~ land1ng nOlse can be expected to average 2 dB or so
lo~er than calculated fro~ FAA certificated noise levels due to less
than max~um gross ~€lght operations.
""J.
For tables 3 - JJ ~n th~s report CNEL = 1, (SENEL7A."i to 7PM
+ 10 lo910N) + II (SENEL 7PM _ 11PM + 5 + 10 l09ION), where
S~EL ~s mean for each range and N is nurober of operat~ons
i;ote 3.
.t:. ... __ ---.- -,- - - - ..... ""'-
*' ............. -,.,;;..J,..I.........l.... ..L~.I..&-",::,_.
Sample of 12 days, August 1979. FAA Operations Officer, Santa Monica Municipal
A1.rport.
**
Letter to Mr. P.C. van den Steenhoven, Mayor of Santa Monica, from L.C. Daugherty,
Director, Western Re~ions. Department of Transportation, Federal Aviation
Arlm~nistration, received Agusut 13. 1979.
***
Estimated from declaration of Colleen J. Clement, May 8. 1979; Santa Honlea
Airport Association vs. City of Santa Monica.
4.7
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I r ~]~~\ I'. oJ:O \ ~S,~~ ~ ~Aa- RIC LA~ND r 0
\ ~ p-n r\~, \ \ ~o \,,"'~/,,^",I.I'. \ \) I.y;.
JH~L~~ \J~~ \ \ r-f FOLLOWING TA ... ~ AHAM
'~O~;~E , ~ \ \1 ~5 Cm;r. CONTOURS WITH: O)lC . - ~
11\,1, \ 11 r- ~ I k\' \ I 28% ' - ('l )>
1!I'j 't:1'l~./>." SAgO~ -----J '- _ _ _ DJ.sturbed by (3) L < Stl. I
'\\J ,i) t \ ...., UT "'; Aucraft NOJ.se. (4) . : -<" J ~
hit \q _ \~6E.p.,C~ L: ' IE Z I L
'1\;\ G\l~.Q~ ~ 0 i ~~ _ _ __ ~ (5) 0' ~ r1 [I. - __.--1 _R
\\\1.\\ ~ f@~' \ I-\l~t. ~:ll \~ CHIL~ '2~ ~ ~~I ~' OISE MONITOR STATION #2 1
\hi,i\ \U \v n n \ ~' i U1LJ _J . - ~1"1 LJ LJ T l' rn r T 1
L.":'I ~~ I, \_ ~~\\rr-(il \ ~ ~~ NATIONAL - BLVD
\~I'r' ' U(fl~}- , ill L ~ II LO-.J 'A\JE' \' )N~""U F I [ I r l
S~ 'l~f3E!-g"U\-a:~At-lD 1 -y~ck1~J -- ~~CLOVE~ I I r-"flnnu: I '~ A.VmE<:Lov~q
( L~ no . ~n~\~~~Yf~~ 1:~~fD~ i \ )> I~ ? J>~~~ ~
" rb\lliPll<tolE.';' \ I,' " r- ,,$ .0..-1 Z 1:" ~. --:1 '~JJ ~ ~l - <:: Xl -
~l\ (\J;>~' _' \ " --=-/~ r- M \oolA.VV lJ1 - -( 1)>.1 8
~ ,I~~c:=b A(tV5-7' l-~\ 1'\' t~:~~~~ c~o;R~ ~ IrUmOR STANWOOD
__. -1-j~ "oJ ~~ ,jANWOOO- r Z u~ ~ r
\ 1. ~ 5J~ \. \.' ~~, .;' ~~~,' ,< "C5~~~ ~ OR ~ ~,c ~
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, \"1 ~ __ ~~ o::.F1 _ _~. .. L. '~! 10 ~ '.J;I J1: "L T \
I \', - '-., ~~.3'"~~-----'~ -. ~= ~ aU 5T . (1\
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l'\\i , 11 t:: =:J ," ,,'-~:: "'":.. n -..-OWAy.... =.J j \ t
\11' II'. I us~c~ ^~J .......-- .,,~ "~fTI- _~~9~ ==.--1~ WEbTlw'lINSTER~ wES M NS E
1\\III<IH'; ..i I IIv.J@-~~3 C~~( 0...~ES~-~S~R~__~VE,[< UIJ>~ )> ('l ~~ij [
'U !:l" \ !] L-~b. =>--AVt. ."c.. ~~ ''9 L..-..--i LSA~ < <: ~ ~4 < -
>11 li,;1 CI-U8HO~~::" n c:s!' o-~~ SAN .JUAl'-.. AVE - ~r'1 [Tl!ll ~~ [
<n I' 1 n ~f1 A.'!J:-, ~~. ('~ I 1 - f ID -<~.
[}r<\I\' I ' ~t:C5l~1 ~';~:W~~'@- ~,~"'LA~ AV~~JlK rj~aPiO"IAflRt-.lOCK .J ~ J.l:I'tM' \
\ ! Ii: ~ nO~3"2-, ~,.~ 1~'-d~~~05~" ,I$'[ ~ to1QOJU % PL)> (1 F~CI ~Pt. ~
., I "I - ~ - ~l!l.:<rf('1 ST ~~..... ~(.:r)~" I I I OW RD vE)) )> f -l~
! 1:.1\;:1 tPHv"~rb'!,}..~~~~,,- .,$~~<;l:\.. I 1 N,~/~Y7 , 'E'
l 11\,1), WINW"tJ'l[lO 1..':'(~';&~A"E ~'f?€ ~ ' '-~<::?/( C; F1gure 16. Showing CNEL 55 Contours
1\1111 -=1 u t!>?.., /;JJ R~J.li>'};, \\,'\ 'o'S;:.'
ll, \\' __ -- ni~QE. ~J .cti::'1ty ~..........~~~~ Follow1ng Takeoff and During Approach :
\It''oEM ~ O~-... ~~ :'I~~ to LandJ.ng at Santa Monica MUfiJ.cipal
\~\ \i JT~~~1:. >I:-fDo~ -........b>,J'E.~.CE. BLVD _ _ Imposed. BasJ.c Map from CJ.ty of Santa
, .., 1i u L-l~ ('1 NO>l,.r\ .c:::= ..J ~ vt . .' "
\.\ '~ =' 6<:!lo;P'r~ Jl.< ~ Monlca, Santa MonJ.ca MunJ.clpal AJ.rport ,
\ l\ \ \\"~"HER ~=-VENICE. J> ~ f"\aJ~~ \. 'TJ. November, 1966
I , . r-TL__ . '-~,L u.JW.,~rd \~i'-...-"ic.r....... ~.v... ...&l.l', l...n I \\~ff ! U _U ~&. ~'-I ,.,....
.
~
L")
.
.
I~?act of SE~[~ L1mlts on Operations and Alreraft Models at Santa Monica
A~rport.--The immediate impact of var~ous SEND~ limltations placed upon
operatlons at the Santa Monlca Airport can be found from an examlnation
of the noise measurement date collecte~ at the Santa Monica Noise Monitor
Stat2o~5. T~o s~2h analyses that have bee~ mad~B,49, anc are reasonably
eonSls~er:.t ,,":..~r, e2:h o~h~ ~r: theJ.r fJ.ncJ.ngs.
TDe top sectlon of Table 8 reveals the number of takeoff opera~ions
tl---
. c_
\..+.:'..: ~c. ,
\..-1~" the
pre~e~: alrcra:t no~ u51ng
the: al.rpcrt,
excee-:: the
se~.'e:-c: S~~:;:::=- ll-ltE s~e:l:lec. As rre:-:io:lec es.!'lier, 1t 15 cu:.te DToba:-le
that the 9% or so reductlor that would l~ediately occur ~~th a limit of
87 SE!~~~ ~ould be transltory because newer, s~llar performan~e, but quieter
alreraft could replace those aircraft banned because of the limit on noise.
(Tne 94 of operat~ons over an 87 SE~EL 15 an 1nterpolatioD between the
data fo" ll~~tS of 85 and 90 SI~EL. Kc~se l~~t violations, the bas~s
for the data at hane, were not tabulatec for 87 SEK~L. It m1ght also be
ncte~ tna~ takec:f, rather than lanc:.Z'g operations, were chosen for assessing
the ~m?aet of possible noise lirrlts because in general the takeoff noise
levels exceed the landing nC1se levels.)
Measurec or estimated noise cert1flcatlon data were obtained for
a~oct 50~_ 0: the present "tledov."!l" fleet of aircraft at the Santa Monlca
Airport. These data were converted into SEhLLs at the Santa Monica Noise
Y.0~~tor Sta:~o~s in accorcaioce ~lth the factors provlcec in Ta~le 2. Fro~
these data the percentages of the present fleet (415 aircraft) that would
!p'
be excludec with various SE~~l limlts were dete~ined. It was assumed that
the nOlse of 50~ or so of alreraft for which no noise data were found would
have about the same distributlon in levels as were the 1dentifLed levels
of the noise from the other 50% of the aircraft involved.
The results of this analysis are shown in Table 8. It is seen
that apparently significant percentages of the present tiedown fleet would
be probably unable to operate, at least at max~um gross weight, at Santa
Mon1ca Airport without violating a given SENEL limit. As ind1cated above with
respect to reduction of number of operations, it is probable that most of the
aircraft could be replaced by quiete~ equal performance aircraft with S~~L
limits of 87 Dr 90, but a limit of 85 SENEL would probably result in some net
loss even in the near future.
52
.
.
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53
..
.
.
Jet Alr~~aft .--FAR 36 set, in 1969, the no~se compliance 1imlt for Jet aircraft
ha'ln~ max~~= W€lgr:s less t~an 75,00: lbs at 93 EP~cE follo~lr6 takeo:f
(~h1Ch 15 e~u~valent to an SE~E~ Df 96 at tb~ SEr~2 M~rlCc N~lse MC~ltor Statlo~s)
a"c 10~ E?~j3 on a~?rcac\ to 1a~dlng (e~ulvale~t to an S~~~~ 01 102). Ho~ever.
c:= S.~jD...~ t
c...~
~ :f..: c::..:::::rE:t
{- ~
\'" ~
1!i~ ~~ :.;:...... -
"'Ec :.g'-':5 c: less
t\~~ a~c~: 22,OQC
l~s~ are bElr: ~a~_!~:t~rE~ t,at ~ould ~2~E, at t~e Sa~ta ~~c~lca ~=~s~ M0~1tnr
Stat:O:lE, ar 8 i SE'~:::L c:: less follO\.:ing takeoff a:"c 91 S~~,::::::", or .i.es~. du!"in~
ap~roach to lancln~,
Measured or est~ate= nOlse cert2f1catlon data have been pub11shed
b: the FAA that are cO~51de~abl; lo~er tha~ the 11llilts allo~ec by F.~~ 36 ror
these alrcraft. In adcltlon, f11gh! tests were conducted at Santa Mon1ca
Alrport in 1978 ~it~ small propeller aue Jet aircra~t for tbe prL~c~; purpose
of measur1ng the noise at VarLOUS points on the ground, lncludlng the Monltor
52
Statlcns es:a,1:s1ed by t~€ C1tv,
Table 9 su~arizes the data froc the Santa MonLca Tests and the FJL;
C1rculars for three relatlvel; ne~ mocels of small jet aircraft. Except for
takeoff ~~~sereporteG by the FJL~ for the Gates LearJet 35A and the lAI Westw~nd
1124 ~~lC~ It 25 bellevec, are overestlmatec by the FAN~ it is seen that
the dat2 fro= the dlffere~t sources are falrlv consistent.
It als0 a~pears that these paTtlcular mocels of jet alrcraft (partic-
ularly if Dperated at less than max~~ gross w€lgh!. the cond1t1on presumably
present for the operatlons reported 1n Table 8) wlll be able to meet an 87
SEKEL 1101t at the Santa Monica Alrport. As ment10ned above, and as will
be briefly dlscussed galn later~ it is likely that as a class, small (less
than 20,000 Ibs) jet engined aircraft will not necessarl1y be a greater source
of noise around airports thap piston engined, propeller aircraft.
54
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"":l z: W 0 en 0
C" a:: ::E l.J..J -
<<=> oct 3: l- I- l-
I- L.f"\ W I- OJ <( <( <(
LL .....J (/') (/) t- ::E .....J
c:( <( UJ - fl::: ..... ~
0:: z: en 3: 0 0 t- U
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55
.
.
FA~ Data.-- F~~ Adv~sory Clrcu~ar 36-3, May 291 197945C, llsts fer
a large n~ber e: alTcra:t dE~~ levels that ITlght occur dur~ng type
cert~f1ca~lo~ tests (See Ap?end~x A a~c B). The alrcra!t lnclude
bc~~ nOlse cer~:f:catec a~c a~rcraft for ~h~ch DC such requlrement
ex~st5
~a~:e l~ F~ese~~s a ta~~la~lcr of the s~a:l propeller a~d
s~a:l Jet a:rcraft t~at would not exceed a~d that wo_ld exceec by
nc more tha~ 1 dBI SENEL ll~ltS of 90, 87, 85 and 80. The FAA
l~S~l~;S :ro7 ~t:ct Ta~le 10 1S der~vec are ?rese~ted 1n A??e~dlX A
to the report. Attentlon lS lnvlted to the fac~ that the percentages
cf alrcraft t~at WO~~G exceed the varlOUS 11~lts are conslderably
less than those fo~nc 1n a sample of Santa Mcnlca tle-down a1rcraft
(See 7a=le S). ~~e pe~ce,,~a;es belns:
SE~E~ SA~:A MO~IC~ FA~
90 9% vs O~
87 23~ vs 7~
85 32% vs 23%
80 65% vs 56%
There appears to be nc Ob\T10US expla~at~on for the d~fferences.
56
.
.
'1']..3:"':::: 10, N["=-:3~? O~ AIRCN..FT Tn;,T h'8CL::l EXCEED THE:; INDICATED
SE~:E:'S A: 'l'H:r: SA~'::,~, P..T~ICh 1";OISE MCH~:70R STA7IO!\S. THE DA'l'A
A~r
A?,~ B.c.,SELl 01: L:"':' ES~::'~:'.'='IS" J~ (SEL J..??E~':~D. J.,} TRh.~";SLA';I:D TO
S E'\ELS A'": S;',::-:;-':_ 1': ::;:~= :;.. E ~~. t>~ :::..;.,:~ s or
F ^ .:-? =:..=--~?
(less t~a~ 12,~OJ p8~~ds)
c-,....-...
_.~ ....:..-
c- -::-::
!....~,;=;~?
ThE:"E 2.
~--
.......:.......
(less t~an 25,000 po~~ds;
S==~~E:'
C:\:)E?
0, -~ p
\, .........
9.:
!~:..-.:::::::=:
~
....
1
~ PE?-:::.;":"
1
~
E:
0'\
-'~
~-;-_:~~3~?
0%
2i
[9]
12
PERcn.:~
64:r
8 -; NvI>~p~R
?ER:EX:
8 S NtJ~!BE?
IpE:R2ENT
8 n I' "'T'''- ~-
CO I "C_'.~~"
I FE""' --,-.-
^.~ .t.~" .
I
4 5~
[3J
~
....'
7'-E
l~ 42
[ ~ ]
4,
2 3:;~
3~ 25
r ') 1
l ~-'
27
56%
87 NUMBER 25 2
[f]
--S
PERCEN':' 76%
85 t-.~J!~BER 31 2
P::;;RCE!H
9~%
6 G K7]~~BER
32 [1]
I ?EK:E:~T
97%
NU~3ER IN BR~CKETS AFE AIRCRAFT NOISE laB OR LESS IN EXCESS OF TEE
SE~EL SPECIFIED. THESL ARE I~CL~DED AS BEI~S PROB.~LY CAPABLE OF
MEETING Ln~I 'I .
57
.
.
NOlse Certlfleatlo~ an: Ne~ Teehrology--The Federal Noise Control Aet of 197~3
requires tha~ as ne~ techr.olog: capable of recucl~g alreraft nOlse is developec
a~~ beco~es eco~Q~~cal:' feaslble~ It m~st be ap~lle~. Accord~~g2y, it is
a~~ropr1ate that co~slderatlo~ be given to the state of such techcology and
:: t5 ?-:-~:'a~:E: f a,;t ..1rE .5-"\"aJ..:a::.:.l:lt:: .
Lne ~~~ has the reS?O~sltlllty of advlslng, a~d recD~ending to. the
F~~ ~ra~ It CC~Slcers pro?€r n81se stancards a~j certiflcation procedures.
To ttat e~~ the F~~ in 1974 outlinej the general state of the qU1et alreraft
tec~n:lcg, and future trends. Flgure 17 sho~s the noise compliance I1mits
that have bee~. are no~, and appear likely ~n the near future (from 1974)
for 5~a:l propeller aircraft. (Added to the Figure are ordinates relating
to SI~sl at Sa~ta Mo~ica Alrport~ and as reported in FAA C~rculars.) It
1S seer fro~ F1g. 17 that a DClse compllance limit of 87 SE1tL at Santa Monica
Airpc~t. or lts eculvalent, should be feasible for propeller aircraft at least
up to 20.000 Ibs in we~ght.
W~ether qU1et englne and related technology has advanced by 1979 to
the stage ~here a sODe~hat lower limit is no~ feasible, is beyond the scope
of t~~s studv ane report. Ho~ever, that this might be the case, for small
propeller alrcraft, is perhaps revealed in Fig. 18. In Fig. 18, which also
g:ves t~E cur;es shD~~ 10 F~g. 17. the noise levels of a sample of some 32
alrcraf~ are chosen. Tnls sample included both non-noise certif~cated (older)
aircraft and FAA noise certificated aircraft. It is seen that for almost
all welghts of aircraft. some models are being manufactured that make less
no~se than that allowed for FAA Certification and are equal to or below the
advanced (1974) technology estimate of the EPA.
58
. .
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1. The se;.:::::.. CS:.r;IE he,.: !'C:'SE [Y?OS..JH: Level) an:! the C~E::' (24
houY CO=~CS~t~ '21St E'~0s~r~ Le~~:) ar~ reasona~L~ accurate and acceFtable
rne:"ocs, a-.crt" otrE:Ts. of ql.:aitl.fYl.ng al.r.:rs.:t nCl.SE: 1.n CD~:r..1Cll.tl.eS ane.
pre~l~:lnb thE:TE:fro- thE: ef:ects of the nOl.SE o~ people.
2. .1..:'~::'lC2:::'O-. 01: thE' s:::'~;::=-- an::! C~::l. :r:et;...ocs to t~E. a:.rcra:t n01.5€
fro~ ~resent O?eratlo~S an~ fTO~ futu~e operations, under VaTl.O~S possible
nOlse li-ltat:.ors, at the Sa~ta MOTI1Ca ~Olse Monitor Statlons reveals
the follo;.,'ing:
(c) Ll.=.lt c: 1 DC' 5['::::l an:' !.c Jet Bar.. It 1.S estlffic.ted that
ir t~s v~cl.n::: 0: thE ~cl.se ~~ritor Statl.ons. a~out 35h
of tPt: pee?l€: would be hlstly annoyec and about 55% dis-
turbed (speecr, 71', radlo, sleep interference, and house
vl.bratl.cr.) or. a daily basl.s by the aircraft noise. CNEl
of abcut 65, at Sta~io~ fl.
(b) l1.1.:' ~ 0: lOCi SE~~:::l ane Jet Ba- (Preseu Orc!.nance). About
30~ of the people a~e hlgh~y annoyec anc about 45~ G1sturbec
b, the alrcraft ncise. C~~L of about 63 at Statlor- ul.
(c) llrit of 90 SI~Il. About 22~ of the peo~le would be highly
annoyed anc 35~ d1sturbec by the a1rcraft noise. C~EL
of about 58 at Stat~on #1.
A reductl.on of about 6~ in aircraft operat10ns and 9% in
"tieclo....,." aircraft (O'i est~!"ated. froI"" FAA data) would result.
(d) Limit of 87 SE~IL. About 17% of the people would be highly
annoyed and about 28~ disturbed by the aircraft noise.
C~~l of about 56 at Station #1.
61
.
.
h redu2tIo~ or abo~t 9i ~n a~rcraft operatlons and 23%
~n "tle:5:o...-;-," aIrcraft (23% est~rr,ated iron FAA data) would
res.~l t.
Sc~e s-a:l Je~ alrc=a:~ wo~lc pratatly be able to operate
a~ c:- "'::-::2:
....... --,---
~ . ~
...._ ,__ i.,...
(e ~ S ., Csss:--~~ ~~:.::e l 5:- ~ 2.::c. pcss~::':)"
1..::'_:1::';1.
(e) L:uut 0: 85 SE!~EL. About 12% uf the people would be hlghly
a~~~:e~ a~~ abo~~ 2C~ dlsturnei by the alrc~a:t nOlSE.
C~=~ c: a~:~~ 5~ a~ S~2~10~ *:, a reju~t~c~ c: ab~ut ll~
1I; a1rcra:-t o?erc.tl.o;;,s a:1c 33% lr, "tIedo'...'::" al.rcra:t (23';
est10~te~ fro~ F~; aa~a) would res~lt. Because of the
reductlo~ In the number of present day alrcraft that
would ensue wlth a 12ffi2t of 85 SENEL, and the IlM2tec
ava1lab1l1ty of replace~e~t alrcraft, at least unt11
acva~ce6 tectnolosy aIrcraft becomes more prevalent, the
C~I:" 0: 5'; m:.:s": be estl.,ated for Statl.on :#1 w~th some
uncerta1nty. In actual operat~ons the level may, at
leas~ for a fe~ yea=s, be of the order of but 51 or so.
(=) L~r~t of 80 S~~EL. About 10% or less of the people would
be h~Shly a~ncyed a~~ 1St c~sturbea by the a1rcraft no~se.
CKEL of abo~t 51 at Stat~on #1. A reductlon of about 25%
~r.. a1rc:::-a:-: o?erat:.cns anc 65;" l.r;. the "t~edo"'m" alrcra::t
(56'i estl.l,atec fro;; FhA _data) 'it'o~lc result.__ For tbe S~'Tle
reaS0::S noted 1~ (e) a~o\'e, the estJ.m=.tec Cl::::L of 51 cm.:lc be
some~hat lo~er 1n actual operat1ons w~th al1ffiJ.t of SEKE~ of 80.
3. It 15 to be noted that there are some res1dences 2-3 c1ty blocks
closer to the a1rport than 15 NOJ.se Stat10n #1. At these closer-in
houses the CNEL can be expected to be about 2dB h1gher than the values
calculated for Stat~on il and as g~ven 2n paragraph 2 above. On the
other hand, the CNELs given above could, in.~ctual operations,
62
.
.
be 2 dE lower thQ~ those glven in paragra?~ 2 above In that the bas~c
data fOi t~e cal~ulatlD~s ir.volve~ were F~; Kelse Certlficatior. test
cate bese~ o~ ~lr:r&f~ c~e~2:1rs, ?res~~a:l:, at maxicu~ gross wElg~:,
a CO~~l:lcr to be ex~e~tec for o~:} so~e 0: a~tual day-to-day Opeya:lons
a: ~~~ G~r~~~:.
~. It was fou~c t~e C~E~s to be eXDe:te~ at ~o15e ~G~l:C~
Statlo~ f2 (under ttetY?lcal ap?roa~h-to-laneir~ flight pa~h) are one
to sEvEral d~ ~ess, :or O~€~atlo~~ u~~er t~e several 5E>'~~ nOlse 11~l:S
spe~lflec, tha~ are the C~~~ valuEs to be expected at Stat~on tl (under
t~e tY~l~a: ta~eo:: fll~~t path).
5. The re~~ir~ents of FAA Regulation FA? 36 (Part 36) related
F~~ Adv152ry Clrculars AC 36-, the FA~ Integrated Noise Model, ane
procec~res glve~ i~ thlS re?or~ p~cvlee a basis for the determ~natlo~
or estl~a~lon by all ~nte~este~ par:ies of the SEXIL values to be expectec
at the Sarta Mo~ica ~oise Monitor Statio~s for most. if not all, a1r-
craf: cert1ficatec to ODerate in the fnltec States since 1 Jan. 1974.
6. It is notec that all mode:s of s~all (less tha~ 12,500
1~5) propeller aircra:: ~U5t be FA~ certl:lec,after I Jan. 1975. to
not exceed a n01se level equlvale~t to ar. SE~~l of 90 at the Santa
M0~ica ~cise MDTI1tor Stations. Ke~ te~hnolog: pe~its, or m2Y permit,
t~is ~a^lmU= noise li~it for t~?e certification to be reducec by 3
dB or so, as a ~inlnJ~ (i.e.. to ar. equivalent SE~3L of 87). Some
jet aircraft, up to weights of at least 20,000 lbs, are being manufactured
that ~ill meet, or be under, a SENEL of 87. I~ the near future small
jet aircraft viII probably be available that can operate at even SD~ewhat
lower SE~~Ls.especially follow~ng takeoff.
7. The U.S. Envlronmental Protection Agency recomoended an
Ldn of 55 (~hich is equlvalent to a C~El of 55) as a guideline for the
maximum exposure to noise in residential areas in orde~ to protect "health
and welfare with an adequate margin of safety,l1 This recommendation can
hardly be justif~ed as protective of people exposed to aircraft noise,
63
.
.
ina~U2~ as at that level of exposure to a~rcraft noise, about 17% are
h~grly annoyed and SOZE 28- have var~ous actlvlties disturbed on a da~ly
bas~s. Further, in so~e CO~~~lties. g~our a~~eals
to reduce thE: E.:..r;::ra:t PC:;"SE car C1CCCT
a.. a- T 0" c~'r- of a'L.o"+- 5~
.. .. "- .J ,.... - ~"'.i.....~ ~ iJ w. 10.- ~ .
0.;...
f.
S2-~ ~~--~~~:YC:: nC1S2=
t....,,-
. C.
02~~~ ~- re5:=e-t~~: areas
ge.e~a~l, h2cE ~e~s adveT~E er:ects Cr pe0~:~ tha~ ~lg~t be exve:tec
f r 0-: t be:. 0 (' o~- 2 5::' : Eo 1 E:"-e ~. A-::.:-;-.g t'1E r eE. 501'15 be :..ng thE. t these nCJl 5 es
are:
:)
LS\;E..L.) :::0= r~2.~::\ E.l~. loca::"l.zed sources and herce, U!-.ll"'E
alrcrart nOlses fro= a re:atively fa~ clsta~:e,are not trans-
~lttec througha~t a large area, and are more readlly shieldec.
2)
The n01ses may not reach peak levels high enough to be above
the threshcld leve! 0: annoyance, and
3)
ThE: nO~5e ffiC: be no~-regulc~ly recurring and even be wanted
sounes rathe~ tha~ nc~se.
Ir a~: eve~t, the presence of ot~e! sounds or nOlses in an environment
tbat cont21r.s aircra:t ncis~ can~ot be ex?€ctec to reduce the adverse
effects, ~f any, of the a~rcraft noise on peo?le.
9. The ~'resel:"c c1:r:.. nOJ.se assessr..e:>t p!'ocectl!.'es presurles that
norffial a~a~e-hour5 fo!' the po?~la~e 1.S 7 k~ to 10 PX. AdJust~ng
the end o~ the n1Sht curfe~ fro7 7 ~,~ to a somewhat later tlme on
Saturdays and Sundays ~oulc probably be consistent wlth sleep hab~ts
of the general populace for those days and, ~f truel the CNEL
assessment calculatlOr. procecures.
64
.
.
RE:Ft:R~!\C=:S
1. Sarta M0~1=2 Al~p~-: A~s~=ia~l~~ V5. City.of Sa~t6 MC~lca, U.S.
Dlstrlct CC'..1rt. Ce.;nrc.:l.. Dlstr:l-ct of Callforn:.a, Ke.,,~er CV 77-2852-IH,
2- A;.,:~ 197::-
2. OrGl~a--'=e 1C'::!.C~_~_, ..'8-:: ]..l~::~~:": :rrc}-.~:::..":e::, C~ty 0:: Santa Mon~ca, C~.
3.
1975 2~= 19~55c~;e- 0: A~r~crt ~e~g~~QTr~0ds a~c SJ:r-G~v Thereof.
S~~~e: Pc.~' YTC?e.~t~ ~~~~~S ASS0::2::~h, De:e~de~rs Ex~:..blts A apc
Sc.~:~ ~~-::3 r.:r~~~t ASS~c12tlC- Y. CLt, cf SaJ:a NOi.lca. Case ~~
2ES2-lp. l.S. Dlstrl~t Court, Central Dlstrltt of Callfornla.
B.
77-
~(a) 1t:~:lSE- :::a-.-.:.::......:s~ }..~:.TcrG.~t T"'-~E: Ce~tl.fl~atlor".. Fecer.::;.l ..4'YJ.atl0:!1
Re~~lz::cn~ Pa": 3t, F€=era~ ~e~lster (3~ r~ 1836~), IE ~o,~~er
1965,.
(b) "Acoust:u::c.l Cna,~E Apprcvals", Fe::eral AVl.atlor: Reg~latlons Part 36,
Ame~ded, Federal Reglster (39 FR 43830),19 fee. 1974.
(c) "NDlse Stancards for Propeller Driye~ Small Airplanes". Federal
A,~at~Dn RE~~:atlc~S Pa~t 21 a~c Pa~t 36 ~~enced. Federal Reglster
(40 FP IJ29), 6 JalJa~y 19~5.
5. "K~:l5e S~a,,:'a:-ds fc:- A:.rc:ra:t Type Cet'tif1.cation (~oGlfitatlons to FA-T{
pa:-t 36)," [.5, InYlrO:1.rne:"'~a: Pro~e:::tlon Agency, Washington. D.C.
20~60 (AUb~st 19'6).
6(a) Callfo:-nla ~8:lSe Stapdards, Subcha~ter 6, Calif. Dept. of Aeronautlcs,
10 ~3~' 197Q.
Cc) S~p~o:-t~p~ In:orrratlo~ for the A3cptec KoisE Reg~1ations for California
alr?Crts, ~~lE LaboratorlES. F€?crt ~O. ~CR 70-3(R) Jan. 1971.
i. "I"1:C'T:'la::'0n on Leye18 of En"ircn-,e.,tal ~Dise Requlsite to Protect
P~jl1c Healtb anc ~e:fare ~lt~ a~ Adcuat€ Ma~g:lr. of Safety". Rep.
5S0!9-i4-00~ (March 19(3), U.S. Envlro~~ental Protection Agency,
~ashing~on, D.C. 20460.
B. D. E. BH hop, and R. C. Horon] e:f. "Procecures for Developlng Koise
Exposure Fo:-e::ast Areas for Aircraft Fllght Operat~ons, ,. FAA Report
DS-67-10. August 1967.
9. K.D. Kryter. The Effe~ts of ~oise on Mar:, Academic Press, Ne~ York, 1970.
10. K.D. Kryter, The Effects of NOlse on Man - Revislon 1979.(in preparation).
11. Protective Noise Levels, Condensed Version of EPA Levels Document.
[PA 550/9 79-100. Nev. 1978. U.S. Environmental Protection Agency
Washington, D.C. 20~60
65
.
.
Re:ere~ces Co~:~n~e~
12. ~e:n2cs fc~ the C2:culatio~ of t~€ Aot1c~1at10r Ince^. ~~51 53.5-
1C<~C
Ar-~"'!:lC:2.-' !\GtlC....a.~ Stc:1ca-=-cs InEt~tu:e, :Ke1i 'Yor'i~1
13
~.s. FE::"~s::-.~, ~.L EE-......~;:::.......t a......~ c:. '[""-:c-11 "_C::-..':::"'F=:--_ ....~T.._'t'=
\"'_ ._~;:: ~__"':__""-_-'....,..._-.._" T"-':-- ....-oI....,.....L.!;::"~ f -""----~-- .LJt:'\.-c__
crl-..L ---'''_'-'0' ,=.,_5 Er'r. ~FC)crt 60C,/1-77-02, May 1979.
l.n
,
-- ,
J. S.. ~t..~...2~.. II~...;: :se ar.: :>.;.ee::., an~ So~e Effects c-, S~hC'Dl Ch:.lcre:,"
Ca2.::..:. Dep:. c.: ~t:.21th. Off1ce of N01se Contrcl.
1 .
_J
:.5, l'J"_2~ 2"l.: l~.!) KT'-te~. "A\.:"akeri:1g E:~e::ts 0: S~r-u:!.atE~ So!':'c
B:-:--~ a~: t.1-::-'.::rs:~ \':-:'5-2 0- 'tc--' a:1: io.',:t:--er.. 11 In P'-":"=::l::"':o:-:.c.s:' ~:-Je.::s
0: ~C~5c, (E~. ~t:c~ a~~ ~~::r), Plenun~ Ke~ Ycrk~ 19;~+
Ie. L. Le,~. S~ress. D~stress a:1c Ps~chosc~1al S~1w~:1. Occep. Xen:a~
n~21t\, 3,3.2-10 (1973).
17. K.J. Kryter. t~t~aa~cltcr, Effect of No~se, ~n Effects of ~G1Se
on Hearlng, D. Henderson, R. Ha~err1ck. D. Dosanjh. and J. M111s. Eds.
Ra~e~ Press, K.Y. 1976.
18. G. Ja~se~, Extra Aud~tory Effects of ~Dise, Zentr. Arbeitsmed.
A~j~ltss~h~tz, Sup~:. 9, 196~. (In Ger~an: translatlon ~o, 26,
Beltone Institute fer Hear~ng ReSEarch Ch1cago 1972).
19. J .C. JackscD, "&'lp11tUGe and Ha-:>itua:ion of the On.entlng Reflex as a
Furct1o~ o~ St~m~lus Intensity~ Psych~phys1olog;, 11:647-659. (1974).
20. F.K. Grahar::.. "Eabituatic::1 a'1c D::.sha!ntuatl.on of Responses Innervatec.
tv thE AutonJ~~c tervous S,stE~. Chep. 5 i~ Habltuat1or. H. Pee~e
arj ~ Herz, Ids. A~ader~c Press. ~e~ York and London.
21. K.D. Kryte~. F. Poza and D. Peeler, "E:"fects of Noise on Autono::.ic
Syste- A.Ct~"lty ar.c Per:omal'ce on a Ps:;. ChDI:Jotor Task." F1nal
Re?ort. Contract 68-01-2273. Healtr. Effects D~vis10n, r,s. Env~ron-
mertal Protection Agency. Wasr.~ng:on, D.C. 1976.
22. E. Borg. '~er~pheral VasocODstrlct1oD lD the Rat in Response to Sound.
Acta. Otolaryn. Goloc~ca (Stockholr) 85, 5-6. 332-335. May-June 1978.
23. E.K. McLean and A. Tarnopolsky. "No:Lse D:Lscomfort and Mental Health.
Psychc10g1ca1 Medicine. 7. 19-62, 1977.
24. i-:.C. Meecha!1 and H.G. SlL.1th. "Effects of Jet Aircraft Noise on Mental
Hospital Adzissions", Br1t1sh Journal of ~udiology, 11, 81-85, 1977.
25. Y. Ando and H. Hattori I'Effects of Noise on Hunan Placental Lactogen
(HPi) Levels in Maternal Plasma" Brltish J. of Obstetrics and
Gynacology. Vol. 84. pp. 115-118, 1977.
66
.
.
Re:erences Co~t~nuec
26 F.~. Jones, J. TauS2ner, "Residerte Under an A1T?Ort La~dlng Pa~tern
a~ a Factor i'!" Teratls-," Ar~+i\'es of IT'Yl!"oIT7ental HE:Elth, 33,
~C. 1, 10-12 (1978).
""7
Fa..!: Y-l:-s:'-,l.lc. "rI.."'e:::::al L"fects of A.lrcr2:t !,:-::..se. Ge::eT21
Pra:tlcE SUTYE::" I"r. .!..r(:L Occu- E'1'.-lro:r. Bea:::'rt, i.e, 19:-196 (1977).
25 J. Ga:l:"~'a=- ar~ D. E. E::.sl-:o?, "KC'l.se Iy::.:-~t:.re ~:Jre~asts. EvolutlO!l
E\2~~2::2~_ E}te~~:o~5, a~G Lan~ LSE In:Er?reta:l~~s, F~; he~c~t
~~-70-~ De~r, c: Tra~s~orta:::.o~ Fe~. A,12t~a~ Ad~::..~. O:flce of
NOlse Abotement. August 1970.
2~- .
C. 51 ttcT, "~'-:-:SE !'~J: Sc.:'"lce
C : =-:..:: :::'_ -;:: 5 ~ ~ 1 ~ Co 1;::: :..r- 1: 12:-J
DuE:
de=:
tc Alrcraft," Pa~E::r ?!"ese"">tec at
eXlgence=: h~~~l~es a l'ega~~ Ct:. brult,
Paris, Nov. 1968.
3C "r;Clse - Flna~ Re:;0r~", Cm::....c. 2056, Ju2.y 1963, Her Ha.::est~'s
5tatlDnery Offlce, London, Appenclx XI (The so-ca:1ei F1rst Heathro~
St:.:-:E~, ) .
3:. "Sec:o;)c Su.n.'ey of Aircra:t ~olse Anncyanc:e around Lancon (Heathro..,)
AJ.~port,1r Re~. 55 39': (Her Ma~esty's Statlonery Off1.ce~London 1971).
3'::. A"ieJ. Alex<in::re. "pre",-isiow ce 1a Gene due au B;-u1t Autour des
Aercports et Perspectlves sur les Noyens d'y ReQedier" (Predict1on
of Annoyance due to KCl5e araune Alrports and Speculat10ns on the
Mea~s for Controlling It), Anthro?ol, Appl" Doc, A.A. 28/70 (April
1970).
33. R. Rylander, S. Sorense:" and A. Kajland, "Annoyance Reactions fron::
A:.rcrc.:t ~ois; b-jJos....re" J. of So...nd ane Vlbratlcn (1972) 24 (4)
L.19-~~~.
34(a) Etienne Grandjean, Peter Gra:, Anselm Lauber, Hans Peter Meier and
Rl~h<i"d Huller, "A 5U1\:ey or Alrcraft ~OlSt:. lTI 5-.a tzerland," Ul Pro-
ceedlP2s of the Internatlonal Congress or- KOlse as a PubllC Health
~Sle; (DubroVDlK, Yugos1avla 13~15 Moy 1973) pp. 645-659.
(b) "50zio-p=:ycholog1.sche Fluglarmuntersuchung In Gebiet der drei
Schwe1zer Flug~afen: Zurich, Genf. Basel (SOC1.opsycho1og1.cal Inves-
tigation of Aircraft N01.se ~n the Vicin~ties of Three Swiss Airports;
Zurich, Geneva, and Basel)" no report number, Arbe1tsgeme1nschaft
fur SDZ1.opsychologische Fulglarmuntesuchu~g€n. Bern (June 1973).
35(a) B. Roh~anr. R. Schumer,A. Schu~er-Korst R. Guski. and H.O.Finke,
"An Interdlsciplinary Study on the Effects of Aircraft Noise on Man"
in Proceed~ngs or the International Congress on Noise as a Public
Healt~ Problew (Dubrov~ik. Yugoslavia. 13-18 May 1973) pp. 765-776.
67
References Co~t1nu~
.
35 (:.) "Fluglarrm.;irkunge~. f:1ne lr:terCiszl:Jlinare Untersuchu:l;: uber die
Aus~lrku~ge~ des F1ug1arrs 5U: dep Mensc~en." (Effects-of A1rcraft
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Bc~~-~c~ G~desber~, 197~
T~c:::-:-. lr.:
c..-- --~, Fe2::::--
;':'~;-::'::-t 1t.~~=--s~, \ - ~ T~ ~~;S~ c!\
111316. SE~t. 1979
3-:-. T.], SchLItz. "S\"r::resls 0: Seele.: Surve\s or I'OOlSE ATJ.!1oya:lce,"
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Wasl"nngt on, D. C.
(b) Advisory Circula~ AC NO. 36-2A, 2/6/78. Measured or Estimated
(Vncertificated) Airp1a~e NOlse Levels, U.S. Department of Trans-
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68
.,.
.
.
R€:ere~ces Co~tln~e~
46. "FAA Inte~rateG r';01se Model, Vers1or. l--Basic User's GUl.de"
~.S. De~3r~~e~t c: Tra~sFcrtat~or Re?crt FAA-E~-7E-Ol, Federa:
AVl.at~c;. A~-l.;.l.stratlon, Of:lce of En\lronmenta1 Quallty,
K~s~:n~tc~, 0.C. 2-591 (:a~~ary 1976).
~:. C:ty o~ S2-~a ~=~l~a, tlSan~a Mc~~=a ~;~lclpal A~rportl't
E. ~ - C - f - : ~, :: -..-:2 - .... '- _ 1 So c -; ;
~:. L~~~~ F25-~~~1 Redu=tlc~ c: ~8~se ~1~ltS at Sa~~a MO~lC~
J..:.rf-c:::-t, Cj.t~ c: Santa Ho""-:c:a, (6 July 19"77).
~ '? C::.l::'ee:-::. C:e-e:-t, Declaratl.o~;, 8 r'~a:' lS79, Sa:1.ta r~::r-.:'c<:.
hlr?~r~ ~SS~~la~l.O- v. Clt: 0: Sa-ta ~C~l.C~1 L.S. Dlstr:.ct
Cc~r~, Ce~tra: ~lstrj.C~ of Ca~l~Ornl.a, C1V11 ~c. 77-26S2-In.
50. Sa~c~5 He~rYI A~a!ysls 0: C1ty Tiedow~s, Ap?enClX h, Report
0: Clty Sta:i, "Alrpcrt-Effect of Lowerl.ng the SE~EL Ll.mlt,"
9 Se?te;.ber 1979, Clty of Santa Monlca.
51. "Noise CertifJ.catJ.on Rule for Propeller Driven Small
A1rrlar;.es", t:. S. EnYl.ro.~~,enta1 ProtectlOD. Agency (2S
t-~c.\:re:-~e~ 1974).
52. "r:=:l. se Me 5.S\.Jre:"le"-ts at Santa Mcnlca MUnlC~?al Airport"
D.S. De?arL~e~t 0: Tra~s?Ortatlo~, Federal AVl.atl.on Ac-
rl~l.stratlOr. (Ko,e~er 1978; .
53 ~c:!.se Cc~tro1 Act 0= 1972, Pub11.c Law 920574, 90 Congress,
H~:102~, Oct. 27, 1972.
69
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REPORT ~ro THE' CC.L\TGh.~ESS
B}~ THE COjIPTROLLEJ? GEi\rER,AL
Ol.~ TI!11; Ul\TITED ST.A.TES
Noise Pollution--Federa! Prograrn
To Control It Has Been Slav,.'
And Jneffective
Envlronmer:tZ!1 Protect:on Aeency
Department of Transportatlcn
Although some ~;!'r,s fJa....e been m~de Since
pa~ 3!JC of the fl~st cOIT'prehe'~\e 'C9!s!atlon
to control nOI$( Tr-e 1>.Jo',e CC"t'ol Act .,)f
1972 Imp[e."cntl~; ma.,y or Its provIsIons
has been slow a'1O som..t"n~s mc1'ectlve
The CO'1g#f.'SS ):'ould r.olo Mf'i:rl"~ or; the
effectiveness thL$ .oar of rh~ Fec""al progra[Y1
WhKh was. es!ao! s~ed lC CQ'itrol c'1d ;;;>SS<ln
nOise pollut1ofl The tw",O malor agencIes In-
volvt:d il~ree that hean.,gs are ap;>ropna!e and
timely
CfO-77-42
MARCH 7.1977
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