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34-301-Ordinance Recorded 3/25/1980BEFORE THE BOARD OF COUNTY COMMISSIONERS OF THE STATE OF OREGON In the Matter of the ) Redmond Airport Master ) Plan ) FOR DESCHUTES COUNTY AMENDMENT TO COUNTY ORDINANCE PL -20 WHEREAS, Deschutes County Year 2000 Comprehensive Plan Transportation Policy 24, con- tained on page 104 of the plan, provides for subsequent adoption of the land use element of the Redmond Airport Master Plan; and WHEREAS, the Board of County Commissioners has adopted the findings attached hereto as Exhibit "B," NOW, THEREFORE, the Board of Commissioners of Deschutes County ordains that Deschutes County Year 2000 Comprehensive Plan Transportation Policy 24 be superseded as follows: 24. The land use elements of the Bend and Redmond Municipal Airport Master Plans are a part of this Comprehensive Plan and are attached as addenda. The Board of Commissioners further ordains that the Redmond Airport Master Plan attached hereto as Exhibit "A," and the accompanying maps, be added to the Deschutes County Year 2000 Comprehensive Plan. DATED this 25th day of March, 1980. ATTEST: ROSEMARY RATTERSON Ccunty C erk Distribution: Planning Department City of Redmond BOARD OF COUNTY COMMISSIONERS c. ROBERT C. PAULSON, JR., Commissiotrer e PAGE -1- AMENDMENT TO COUNTY ORDINANCE PL -20 H_YT.TT2T*P A ADDENDUM II REDMOND AIRPORT PLAN ADDED March 25, 1980 VOL 34 PACE 332 -1- VOL 34 FACE 303 Addendum II Redmond Airport Plan (1) AIRPORT LAYOUT PLAN The Airport Layout Plan (ALP) , Map F- ;.gure 2, depicts the future development of facility requirements as determined by the. fore- casts and the demand capacity analyst The objective of the ALP is to provide the best utilizatio)i of available land to meet the future general aviation and air carrier. needs. The total environment of the airport was ana.11,77ed. to ensure the highest degree of compatibility with surrouA,di.n.g land. uses. Century West Engineering Corporation conducted an industrial park master plan for all lands lying west of the airport to U.S. highway 97. This plan was jointly sponsored by the City of Redmond, Deschutes County, and the Central Oregon Intergovernmental Council. This industrial plan also provides for future runway extensions future clear zone requirements, and future terminal access. KEY POINT; A new terminal for use by the airlines and the commuter airlines is proposed for the area north of Runway 4. This location would provide the airlines direct access t:o the primary instrument runway (4/22).. This area would allow for expansion of the terminal area to meet the forecasted demands throughout. the planning period. Terminal area is also reserved to meet. possible requirements for air cargo, The proposed location would also be compatible with future runway and taxiway extensions. A new general aviation area is to be located south of runway 10 directly across the runway from existing facilities. This area will provide space for additional FBO's, a new flight. service station and other aviation -related act:ivi.ti.es. The new general aviation area will also provide ample room for construction of T- hangars and executive hangars to meet. the forecasted demand for the planning period. The existing terminal area will continue to be used by the current fixed base operation and also for maintenance of the United States. Forest: Service fire suppression bombers. Runway configuration will remain the same, with runway 4/22 being the primary runway designed to be the air carrier runway and to handle all basic and general transport aircraft. The runway will include high intensity runway lighting (HIRL) and a full instrument landing system. The pavement will be designed to accommodate 110,000 pound dual -wheel loading. A 1700 foot extension is planned for the 1985 -1990 period. Runway 10/28 is being designed as a general utility runway. Ultimate design would be 100 feet x 4900 feet, with pavements: to handle 12,500 pound wheel. loadings. -2- Addendum II Redmond Airport Plan VOL 34 PAGE X704 The taxiway system will include a full length taxiway parallel to runway 4/22. The taxiway will be 50 feet wide and pavement design will accommodate 110,000 pound aircraft. A partial parallel taxiway will be constructed at the west end of runway 10/28. The taxiway will be designed to general utility standards, 40 feet in width and single wheel loading of 12,500 pounds. This taxiway will provide access to the new general aviation area. (2) APPROACIi AND CLEAR ZONE PLAN The valley location of the Redmond Municipal Airport provides the airport with excellent approaches. Runway 4/22 will be the primary runway with full ILS capability. This runway will be extended to an ultimate length of 8,700 feet. The Approach and Clear Zone Plan (Map Figures 3 and 4) shows both existing and the future 50:1 approach surfaces. A portion of the east approach surface for this runway is located on BUM property. An easement or land trade for this portion should be acquired. The west approach to runway 4/22 has an actual clear approach slope of 70:1. The east approach is unrestricted.. Runway 10/28 is a generally utility runway with non - precision approaches and approach slopes of 34:1. The dimensions for this runway or its approach or clear zone configuration are not expected to be altered during this planning period. Both ends of runway 10/28 require easements for protection of the Approach and Clear Zones. The west end includes the city owned Juniper Golf Course land. An easement at this location should be easily acquired, since both properties are under the same ownership. The actual clear approach slopes for runway 10/28 are virtually unrestricted. (3) TERMINAL AREA PLAN The planning effort determined that the existing terminal facilities were inadequate. It was resolved that taxiway E should be abandoned, allowing for developments of the western section of the airport to accommodate air carrier and general aviation termianl activities. (Map Figure 5). The new air carrier terminal building would be located north of the threshhold of runway 4. This location would provide direct access from the primary air carrier runway. The area allows ample room for future expansion of the apron area and terminal building for both passengers and air cargo well beyond this planning period. The automobile parking provides for both short -term, long- term, and rental car parking well beyond this planning period. Road design within the terminal area provides for smooth flow of automobile traffic. -3- VOL 34 PACE 305 Addendum II Redmond Airport Plan The general aviation area is designed to provide maximum flexbility for future growth and compatability between the aricraft operations and facilities. The area has ample space for additional fixed base operations (FBO's) and other aviation oriented business. A new hangar area is located directly west of the new fixed base operators. The area is designed for both T- hangars and executive hangars with ample room to meet the demand of this planning period. A site has been reserved within this new area for relocation of the FAA's flight service station. This site could also be used as a tower location-in the future. The existing terminal area will remain as a maintenance facility for the United States Forest Service borate bombers, and also used for expansion of existing fixed base operations. The crash fire rescue building will remain at its present location throughout the planning period. The city should lease the large parking aprons to the United States Forest Service. This would allow them direct access to runway 22 via taxiway B. Taxiway B should also be leased to the Forest Service after the parallel taxiway to runway 22 is constructed. (4) ACCESS PLAN Proposed access would allow development of the west end of the airport and also Redmond Industrial Park (Map Figure 6). The new access would connect U.S. Highway 97 at Deschutes Avenue east through the Industrial Park, terminal area, general aviation area, and northward to Sisters Avenue. The Redmond Industrial Complex plan also proposed a Redmond bypass which will circle the airport to the south and the east. This routing will pro- vide future access and allow development of revenue producing airport property. The access routing proposed here should be included in city and county Comprehensive Plans. (5) LAND USE PLAN The basis of the Land Use Plan on and adjacent to the airport is shown on the Approach and Clear Zone Plan (Map Figures 3 and 4), and by the 1995 Noise Contours depicted on the Land Use Plan (Map Figure 8). Existing and interim noise contours are shown on Map Figure 7. One of the principal land use problems experienced between an airport and its neighbors is aircraft noise. The procedure used for developing the noise contours surrounding Redmond Municipal Airport was based on the day /night level method (LDN). LDN measures are determined by the number of peak annual operations at the airport. -4- . Vol 34 FAGS 306 Addendum II Redmond Airport Plan For the purpose of this study, the contours shown start at LDN 55 (least noise) and extend to LDN 70 (most noise). Most noise exposure experts agree that LDN 65 is the break -off point where living patterns are severely disturbed. The critical LDN 65 contour off runways 22 and 28 presents no problem because it covers unoccupied land in public ownership. Off runway end 10, industrial and open space zoning lies beneath the LDN contour and this is also compatible. The LDN contours off runway end 4 and west of the highway include some commercial and multi - family dwelling zones that could be impacted. Zoning should be changed in this area to be more compatible with future airport noise levels. To insure land use compatibilty, zoning should be used to protect against incompatible changes, such as residential and commercial development. Two types of zoning should be employed to reach this objective: 1. A revised height limit zoning ordinance should be adopted to control the height and placement of structures in the approach and clear zone area (Map Figures 3 and 4). 2. Land Use zoning should be accomplished through the Comprehensive Plan to exclude incompatible uses from the LDN 65 zone. .In addition, airport policy should discourage use of runway 10/28 by transport type aircraft. Their use of this runway would extend the critical LDN 65 noise contour out over the City of Redmond. FINDINGS 1. The Deschutes County Year 2000 Comprehensive Plan finds as follows on page 99: "Although most goods produced locally do not lend themselves to economical air transport there are some businesses which require a location near an airport, and much of the type of industry the County wishes to attract are of that nature. Currently aircraft operations are increasing at a 20 percent annual rate at the Bend and Redmond airports, with Redmond recording a 75 percent increase in passengers during 1977. Redmond's Roberts Field is expected to remain the major commercial aviation facility while Bend Municipal Airport will continue and expand its general aviation abilities. "Because residential, and most commercial, uses are incompatible with airport use (noise and hazard from aircraft flight paths), planning to prevent conflict- ing uses and hazards is important at the two major airports as well as the other airports and landing fields. At Bend and Redmond where master plans have been recently prepared this protection will be much easier to provide than the other aircraft facilities." 2. The County Comprehensive Plan, page 101, identifies as a goal, "To provide air transportation opportunities for General Aviation and Air Carrier Aviation within a balanced transportation network." 3. The County Comprehensive Plan states on page 104 that, "The land use elements of the Roberts Field Airport Master Plan shall become a part of this comprehensive plan and guide land use decision- making in the vicinity of that facility after public hearing, review and acceptance by the County Governing body." 4. The Redmond Urban Area Plan states on page 93 that, "The Redmond Airport Master Plan and Redmond Industrial Complex Plan are adopted by reference as a part of this plan and shall act as the guiding land use plans for the areas covered by each plan except to the extent that they may be inconsistent with these policies." 5. The Redmond Municipal Airport lies within the Redmond Urban Boundary, although some of the approach, conical and horizontal zones do extend beyond the urban boundary. 6. The forecasts for the Redmond Airport on page 13 of the Master Plan Summary indicate aircraft operations will increase from 32,281 in 1977 to 103,736 in 1995. 7. The land use element of the Redmond Municipal Airport Master Plan deals with the future growth of the airport and establishes a plan to regulate that growth and to ensure its compatibility with the environmental, economic, social and energy concerns of the City of Redmond and Deschutes County. 8. No testimony has been received to this time in opposition to the Redmond Airport Plan or to adoption of that plan as part of the County Comprehensive Plan. EXHIBIT "B ", PAGE -1- AND FINAL jj} �O voj 34 PAGE 338 �SCHUrF� _ eic" a "Ody llo COURTHOUSE ANNEX, ROOM 102 a PHONE 382 -4000, EXT 207 & 208 BEND, OREGON 97701 COU N,y M E M O R A N D U M TO: BOARD OF COUNTY COMMISSIONERS FROM: DESCHUTES COUNTY PLANNING DEPARTMENT DATE: MARCH 11, 1980 SUBJ: ADOPTION OF THE REDMOND MUNICIPAL AIRPORT MASTER PLAN FINDINGS 1. The Deschutes County Year 2000 Comprehensive Plan finds as follows on page 99: "Although most goods produced locally do not lend themselves to economical air transport there are some businesses which require a location near an airport, and much of the type of industry the County wishes to attract are of that nature. Currently aircraft operations are increasing at a 20 percent annual rate at the Bend and Redmond airports,with Redmond recording a 75 percent increase in passengers during 1977. Redmond's Roberts Field is expected to remain the major commercial aviation facility while Bend Municipal Airport will continue and expand its general aviation abilities. Because residential, and most commerical, uses are incompat- ible with airport use (noise and hazard from aircraft flight paths), planning to prevent conflicting uses and hazards is important at the two major airpots as well as the other airports and landing fields. At Bend and Redmond where master plans have been recently prepared this protection will be much easier to provide than the other aircraft facil- ities." 2. The County Comprehensive Plan, page 101, identifies as a goal, "To provide air transportation opportunities for General Aviation and Air Carrier Aviation within a balanced transportation network." BOCC Page 2 VOL 34 FACE 309 3. The County Comprehensive Plan states on Page 104 that, "The land use elements of the Roberts Field Airport Master Plan shall become a part of this comprehensive plan and guide land use decision - making in the vicinity of that facility after public hearing, review and accep- tance by the County Governing body." 4. The Redmond Urban Area Plan states on page 93 that, "The Redmond Airport Master Plan and Redmond Industrial Complex Plan are adopted by reference as a part of this plan and shall act as the guiding land use plans for the areas covered by each plan except to the extent that they may be inconsistent with these policies." 5. The Redmond Municipal Airport lies within the Redmond Urban Boundary, although some of the approach, conical and horizontal zones do extend beyond the urban boundary. 6. The forecasts for the Redmond Airport on page 13 of the Master Plan Summary indicate aircraft operations will increase from 32,281 in 1977 to 103,736 in 1995. 7. The Land Use Element of the Redmond Municipal Airport Master Plan deals with the future growth of the airport and establishes a plan to regulate that growth and to ensure its compatibility with the environmental, economic, social and energy concerns of the City of Redmond and Deschutes County. 8. No testimony has been received to this time in opposition to the Redmond Airport Plan or to adoption of that plan as part of the County Comprehensive Plan. RECOMMENDATION Adopt the Redmond Municipal Airport Master Plan as an amendment tothe Deschutes County Year 2000 Comprehensive Plan, utilizing the preceding findings as part of that adoption. JEA /ep cc: Jill Thompson Carole Wells- Connell