HomeMy WebLinkAboutM-03-0097CITY OF MIAMI, FLORIDA
INTER -OFFICE MEMORANDUM
TO: The Honorable Mayor and
Members of the City Commission
5
DATE: JAN - 9 M FILE:
SUBJECT: Discussion Item on the
Miami International Airport Noise Abatement
Program
REFERENCES:
1/23/03 City Commission Meeting
ENCLOSURES:
This memorandum is for the purpose of adding a discussion item to the Miami City Commission
meeting of January 23, 2003 concerning the Miami International Airport Noise Abatement
Program. The consultants who prepared the draft report on the program will present the findings of
the report at the commission meeting.
411-
03-
97
Acentech Incorporated Wiphone 805-379-5774--A-
1429 .,. Thousand Oaks Blvd., Suite 200 imile 805-379.1797 C/ , lr
Thousand Oaks, CA 91362 !;mail: postbox@acentech.com
23 December, 2002
Mr. Frank Rollason
Assistant City Manager
City of Miami
444 SW 2nd Avenue, 10th Floor
Miami, FL 33130
Subject: Status Report: Noise Issues Related to Miami Internatioilal Airport
Dear Mr. Rollison:
Acente&
Submitted Into the public
record in connectio v,,'t
item ` ``
PriSGiiia A. Tilm„ . 0,
on
City Clerk
Based upon your fax regarding the "Briefing of the Noise Abatement Task Force," the FAA and the
Airport have agreed upon the content of the Final Draft Airport's Noise Abatement EA and it will be
sent to the FAA in early January. The NATF in their December 181' meeting approved the EA with
some recommended revisions in the wording and the expected final decision is expected to occur in the
spring. This has been a long ordeal for the members of the task force and I know that they are feeling a
sense of accomplishment. These noise abatement procedures will reduce the population that is exposed
to above 65 DNL and above by approximately 1900 when implemented but reducing to 900 by 2010.
There will still be over 60,000 people exposed to 65 DNL in 2010, most of them in the City of Miami.
Now that implementation of the Noise Abatement Procedures is within site, the City and the NATF
should start to focus on how to reduce noise exposure to the remaining 60,000 residence that will
continue to be within the 65 DNL contour.
Zoning. Since the Airport will continue to operate and fly over the City, there needs to be a program
that helps achieve what the FAA calls "Land Use Compatibility." The FAA (and other Federal
Agencies) considers land that has noise exposures above DNL 65 as not compatible for residential use
without mitigation to the building to reduce noise exposures inside. The County is in the process of
promulgating "Zoning Ordinance Providing Land Use Compatibility between Miami International
Airport and Off -Airport Development." From a noise standpoint, Section 33-336 is the crux of the
matter. It establishes two noise zones:
• Inner District (ILZ) includes areas that are within the 75 DNL noise contour. New residential
construction and educational facilities are prohibited in this area.
• Outer District (OLZ) includes areas lying between the 65 DNL and 75 DNL contours. New
residential and new educational facilities would be required to incorporate at least 25 dB noise level
reduction (NLR) into the design and construction of the structure.
The ordinance is not very restrictive. First of all, assuming the 2010 noise contours for the Proposed
Action in the EA, there is a very small residential that would by within the 75 DNL contour and where
no future residential development would be permitted. This residential area is bounded between NW 31"
St on the North, NW 31 s` Ave on the East and NW 29`x' St on the South as shown in a partial copy of the
2010 noise contours from the EA, attached.
h.`.LA Commirial Projectsi616916 City of MiamilNoveinber Status Letum.doc 03— 097
Audiovisual and Sound System Design Noise and Vibration Control Architectural Acoustics Environmental and Industrial Acoustics
Mr. Frank Rollason
23 December 2002 SU Mitje::d Into the I'll NC
Page 2 record `lr!
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Second of all, the 25 dB NLR is very simple to achieve and would have minimal cost implications to
builders and developers. However, there is one caveat. The 25 dB reduction is insufficient within the
70 dB contour to achieve Federal requirement of 45 interior DNL (>70 exterior DNL 25 dB NLR > 45
interior DNL). I would recommend that the City offer to implement an OLZ1 district (between 70
DNL and 75 DNL contours) and OLZ2 district (between 65 DNL and 70 DNL contours). OLZ1 would
require that at least a 30 dB NLR and OLZ2 would require that at least a 25 dB NLR in new
construction. This would be implemented and enforced through the City Planning and Building
Department. The City could specify minimum requirements of building components, request a noise
study report from a qualified acoustics firm showing that interior noise levels do not exceed DNL 45, or
request both.
Part 150 — Airport Noise Compatibility Planning. The process that the FAA has developed to fund
programs to help airports and communities around airports to achieve "compatibility" is the Part 150 -
Airport Noise Compatibility Planning. To a large extend the process to date with the EA would be part
of the Part 150 program. The completion of the Part 150 process would provide Federal funding that
provides 80% of the cost (the remaining is split by the Airport and the State) for:
• The analysis and implementation of noise abatement alternatives(including modifications of
flight tracks as described in the EA)
• Acquisition of land,
• Construction of barriers
• Implementation of preferential runway system
• Sound insulation of public buildings such as schools
• Sound insulation of houses to reduce interior noise by at least 5 dB
The goal of the Part 150 process is to make those areas that do not meet FAA noise compatibility
guidelines (residential areas within the 65 DNL contour) compatible. The City should actively lobby to
get the Airport to start the Part 150 process. This is the only meaningful method of providing relief to
noise impacted communities around the Airport. It also provides a mechanism for the Airport to fund
much of the noise mitigation that the NATF has been lobbying for over the past six years.
I know that there is concern by the City and the County of there being a potential downside to the City
and the Airport. I have considered this and with the help of my colleagues have come up with the
following table of Pros and Cons for the City and the Airport in implementing a Part 150.
Pros
Cons
Funding
The FAA provides Airports grants to
The Airport must provide matching
prepare a Part 150 Study. Larger Airports
funds (10%) for planning and
typically receive between $0.5 and $1.5
mitigation.
million to prepare the planning study.
Some of the PFC's now earmarked by
Federal funding for program studies in the
the Airport to develop Airport facilities
US is about $50 million per year. Over $3
would be funneled into a noise
billion in Airport Improvement (AIP) grants
mitigation program for schools and
have been spent on implementation since
residential dwellings. This may leave
1979. Over $1 billion of the Passenger
the Airport strapped for funds to
Facility Charges (PFCs) collected by
complete and pay for their current
airports have been earmarked for noise
expansion and safety programs.
mitigation projects.
Mr. Frank Rollason
23 December 2002
Page 3
Housing All residential housing inside the DNL 65
contour that was developed before Oct. 1,
1998 may be eligible to participate,
receiving typically between $10,000 to
$30,000 in sound insulation improvements
that include acoustical windows, doors and
central AC.
Opportunity to encourage substandard
housing to be improved by requiring code
deficiencies to be remedied before
participation.
"Zoning The County is proceeding with noise zoning
and the City should be working with the
Airport to make sure that the zoning
recommended by the Airport is in the best
interest of the City's future plans.
Mandatory
Land Use
Change
Duration
Residential areas that are within the 75
DNL Contour may be condemned and
converted to compatible
commercial/institutional/ industrial use
resulting in a higher tax base. This is
negotiable and some Cities have requested
that housing not be condemned but be
treated.
The EA and older EIS should give the
Airport a head start on the Part 150 Study.
Many of the mitigation that is normally
recommended in a Part 150 have been
implemented: NATF, noise monitoring, and
noise abatement procedures.
Once the program is implemented and
funded, 30 to over 1000 units per year can
be treated (depending upon availability of
funding).
1 E dstiula A.
.
City Uerk
Some housing may be substandard and
not meet the FAA and Airport's
minimum requirements to be treated.
Existing Code violations would need to
be fixed before a property is eligible to
participate.
City may require changes to zoning
within the DNL 65 noise contour,
restricting types of development and
requiring implementation of building
code changes that will improve sound
isolation of new residential and school
structures.
Residential areas that are within the 75
DNL Contour may be condemned and
converted to compatible use resulting in
a loss of low-income housing.
Future residential development would
be prohibited inside the 75 DNL
contour and construction/ design
requirements would be placed on
residential development between the 65
DNL and 75 DNL contour.
The Part 150 Study normally take at
least 1 year and probably over 2 years
to complete and get approved by the
FAA. The EA should be approved and
implemented before a Part 150 study
formally begins. Therefore, 2006 is a
realistic goal to begin sound insulation.
Assuming 54,600 residents and a
population density of 4 per unit there
are 13,640 dwellings to be treated. At
an average of 500 per year (—$12.5
million/year).. it will take over 27 years
to complete!
Of course a certain percentage of
eligible properties will not take
advantage of the Droeram.
A(4 1/1��,_-,)�,il,�,,, I _1� - -, """ -,
03- 09
Mr. Frank Rollason
23 December 2002
Page 4
Avigation
This would prohibit citizens from suing the
A homeowner will normally be required
Easement
Airport over noise as long as noise levels do
to sign an avigation easement. This
not increase by more than 1.5 dB
acknowledges that the property is
'
within a noise -impacted area and that
by allowing the Airport to sound
insulate the dwelling that the Airport
considers the property to be compatible
as long as the Airport noise does not
increase by more than 1.5 dB.
Homeowner/
The Part 150 Study includes solicitation of
Homeowner must address code
Community
public and CAN, input as to the forms that
dzfi,oiencies first and may not have the
noise mitigation should entail. The Part 150
funding to correct problem.
then makes recommendations on methods to
Occupant must put up with the
improve land use compatibility as a result of
inconvenience caused by construction,
these inputs and the findings of technical
similar to any home improvement
noise mitigation studies on flight tracks,
construction project.
flight procedures and curfews.
During the mitigation program, the
homeowner receives improvements in the
form of windows, doors, attic insulation and
AC at no cost.
Opportunity to rejuvenate rundown areas.
Please call me at 805-379-3449 to discuss the recommendations or other relevant matters.
Sincerely yours,
ACENTE C
:a n t . rNlaVIn
Drector
TED
city Clerk
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TABLE 1
OPERATIONAL NOISE MITIGATION PROCEDURES
ENVIRONMENTAL ASSESSMENT FACTS
Category
1999 Condition
2003 No -Action
2003 Proposed
2010 No -Action
2010 Proposed
Action
Action
Daily Air Carrier/
1,220
1,440
1,440
1,812
1,812
Cargo Operations
Area in the 65
22.75
15.12
15.69
16.67
17.27
DNL (Sq. Miles)
Total Population
110,881
55,783
53,892
61,571
60,656
in the 65 DNL
Minority
--------
15,794
14,904
17,647
17,095
Population in the
65 DNL
Churches in the 65
28
19
19
22
22
DNL
Parks in the 65
12
9
7
9
8
DNL
Schools in the 65
9
6
5
6
6
DNL
Residential Land
2,562
1,436
1,352
1,586
1,545
Use in the 65DNL
(Acres)
e
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