Laserfiche WebLink
f _ __ f _�ptedtbIOthe/Countiest <br /> 9.A. - Page 152 <br /> However, state law provides that ALUCs,while required to be guided by the Handbook, may <br /> develop height restrictions on buildings, specify use of land, and determine building standards, <br /> including soundproofing adjacent to airports within the AIA(per PUC §21675(a)). The ALUC <br /> will also take into consideration the type of and location of proposed land uses apart from aircraft <br /> accident distribution patterns within the AIA, in order to minimize exposure to excessive noise <br /> and safety hazards within areas around HWD to the extent that the areas are not already devoted <br /> to incompatible uses, and to safeguard against safety problems related to airport use. <br /> 3.3.2.4T a cto rs'D ete r m i n i n g∎S afetyCC r i to r i av <br /> In determining criteria for each safety zone and the overall approach to this compatibility factor, <br /> the following issues were considered: <br /> a f Locations, delineated in respect to the runway,where aircraft accidents near general <br /> aviation airports typically occur. The most stringent land use controls should be applied to <br /> the areas where the greatest risk of aircraft accidents is likely to occur(as delineated by the <br /> Caltrans Handbook),or where land uses put vulnerable populations at an intolerable risk <br /> from potential aircraft accidents. <br /> bf Runway length and approach categories for each runway at HWD. These factors are <br /> reflected in the safety zone shapes and sizes, and are based upon zones suggested in the <br /> Caltrans Handbook. <br /> cf Encroachment of incompatible land uses. The Caltrans Handbook suggests that, "because <br /> many general aviation airports are located on the fringes of urban areas,both the threat of <br /> new incompatible development and the opportunity for ALUCs to help preserve a <br /> compatible airport land use relationship are great."The location of HWD in a dense urban <br /> setting amplifies the need to strike a balance between making land use decisions that will <br /> benefit both local jurisdictions and the public airport serving them,while preserving the <br /> safety of the general public. <br /> di The ALUC recognizes buildings with higher and/or vulnerable populations present an <br /> added risk and are therefore,restricted within some safety zones.Where not restricted,the <br /> California Building Code (CBC)requires additional safety measures for these types of <br /> buildings. <br /> 3.3.2.5'AirportISafety Zonesv <br /> A total of seven different safety zones were identified as shown in Figure 3-4(from the ALUCP). <br /> As described above,the choice of safety zone criteria appropriate for a particular zone is largely a <br /> function of risk acceptability. Land uses (e.g., schools and hospitals)which, for a given proximity <br /> to the airport, are judged to represent intolerable risks must be prohibited. Where the risks of a <br /> particular land use are considered significant but tolerable, establishment of restrictions may <br /> reduce the risk to an acceptable level.Uses which are basically acceptable generally require no <br /> limitations (see Table 3-2 for a list of compatible land uses within each safety zone). <br /> In certain situations,the perceived risk of an aircraft accident occurring in a location where large <br /> numbers of people assemble or have restricted mobility, such as sports stadiums, amphitheaters, <br /> etc.,may be perceived as an intolerable risk no matter where it may be located within an AIA. <br /> SanfCarlosfAirportV C-6 ESAfAirportsf/130753f <br /> ALUCPf W hitef Pape/ Junef2014f <br />