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33-735-Ordinance No. PL-20 (Amendment) Recorded 2/7/1980t r l BEFORE THE BOARD OF COUNTY COMMISSIONERS OF THE STATE OF OREGON FOR DESCHUTES COUNTY In the Matter of Deschutes ) County Year 2000 Comprehensive ) AMENDMENT TO Plan ) ORDINANCE PL-20 FAGE7.35 WHEREAS, the Deschutes County Year 2000 Comprehensive Plan Transportation Policy 24, contained on page 104 of the Plan, provides for subsequent adoption of the land use element of the Bend Airport Master Plan; and WHEREAS, the Board of County Commissioners having adopted the findings attached hereto as Exhibit 11A," 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of Deschutes County ordains that Deschutes County Year 2000 Comprehensive Plan Transportation Policy 24 be superseded as follows: "24.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 element of the Bend Municipal Airport Master Plan is a part of this comprehensive plan and is attached as an addendum. The land use element 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." The Board of Commissioners of Deschutes County further ordains that the Bend Airport Plan, attached hereto and identified as Addendum 1, and the accompanying maps, be added to the Deschutes County Year 2000 Comprehensive Plan. DATED this =day of February, 1980. AT ST: r RO EMA Y PATTERSO County Clerk First Reading: December 21, 1979 Second Reading: January 18, 1980 BOARD OF COUNTY COMMISSIONERS ALBERT A. I-OUNG, Chairman CLAY C. 6`HEPARD, C omnon s ion e r CZ R BERT C. AULSON, JR., Commis sio PAGE -I- AMENDMENT TO PL-20 VOL 33 FACE 736 EXHIBIT A FINDINGS 1. The Land Use Element of the Bend Municipal Airport Master Plan is contained in pages 41 through 55, and include figures!.5through 8; of the Plan's Technical Report (also gages 26-34 and figures 5 through 8 of the Plan Summary). 2. The Bend Municipal Airport is an essential component of the county's transportation system. Its growth reflects experiences by the county and its growth can be expected to continue as the county grows. 3. The airport makes a contribution to the area's economy, and if the airport does not grow to meet the needs of the economy, the area will suffer. 4. Effective utilization of the Bend Airport can be adversely affected by conflicting or incompatible land uses surrounding the Airport. The County's 1970 Comprehensive Plan re- cognized the need to protect the airport from encroachment by incompatible land uses. Existing land uses and zoning in the area around the airport are compatible with the airport use. 5. The airport is used for general aviation purposes and not used for agricultural purposes. The agricultural uses in the areas around the airport are compatible with the air- port use and will not be adversely affected by the air- port development contemplated by the Master Plan Land Use Elements. 6. The Bend Municipal Airport Master Plan addresses both the airport lands and the lands surrounding the airport which will be affected by the airport and does provide an effective means for planned and orderly development of the airport in a manner compatible with the surrounding lands. 7. Adoption of the Land Use Element of the Bend Municipal Airport Master Plan is consistent with the Deschutes County Year 2000 Comprehensive Plan, particularly as regards Transportation Policies 8, 24, 25, 26, 27 and 30. 8. The Bend Municipal Airport Master Plan is consistent with the County Comprehensive Plan's finding that most County commercial airport activities will be near the Redmond Airport, while the Bend Airport will concentrate on its general aviation abilities. Page 2. Exhibit A Findings va 33 rAcE 737 9. Adequate provision for including both the Bend and Redmond Airport Master Plans in the County Comprehensive Plan, without a plan amendment hearing, has been made by Comprehensive Plan Transportation Policy 24. 10. Citizen involvement and land use planning consistent with State Land Use Planning Goals has occurred in the pre- paration of, and adoption procedures relating to, the Bend Municipal Airport Master Plan. Specifically, the Bend Municipal Airport Master Plan was prepared after public hearings within the City of Bend administrative process; the Plan was studied and acknowledged by the Transportation Subcommittee of the Deschutes County Planning Commission; and the Plan was approved by the Aeronautics Division of the State Department of Trans- portation and by the Federal Aviation Agency. Both the State and Federal Agencies have indicated that the plan is a good plan and will effectively guide development of the Bend Municipal Airport. 11. To assure adequate citizen involvement in the adoption of the Land Use Element of the Bend Airport Master Plan, the County required additional citizen involvement and opportunity for review and changed by the adoption of Transportation Policy 24 of the Deschutes County Comprehensive Plan which states, "The land use elements of both the Roberts Field and the Bend Airport Master Plan shall become part of this plan and guide land use decision-making in the vicinity of these two facilities after public hearing, review and acceptance by the County governing body." This resulted in a public hearing December 21, 1979. 12. The airport lands were not contained Exceptions Statement, although County Agricultural Policy 6 does permit Farm Use Zoning for public lands with uses, which probably satisfies our le requirements. in the County Comprehensive Plan Non-Exclusive non-farm public gal policy wL 33 PACE 738 ADDENDUM I BEND AIRPORT PLAN ADDED February 7, 1980 VOL 33 FACE 739 -1- Addendum I Bend Airport Plan (1) AIRPORT LAYOUT PLAN The Airport Layout Plan (ALP), Figure 5, depicts the future development of the Bend Municipal Airport as determined by the demand forecasts, demand/capacity analysis and financial plan contained in the Bend Airport Plan. The objective of the ALP is to provide for the best utilization of available land to meet the future aviation needs of the Bend Airport throughout the 22 year planning period. As discussed in the Facility Requirements and Alternatives section, present usage of the airport requires early develop- ment to a 5,000 foot General Utility (GU) runway length capable of handling all propeller aircraft under 12,500 pound MGW. Demand forecasts justify an additional extension to Basic Transport length in the near future. However, the proximity of Roberts Field in Redmond and the opinions ob- tained from the public at Master Plan Advisory Committee meetings led to the decision to constrain the ultimate runway length to 5,300 feet, obtainable on land presently in airport ownership. This constraint will keep the Bend Airport at a slightly extended General Utility design type. Runway 16/34 will continue to be the primary runway, with dimensions of 5,300 feet by 75 feet. It will be equipped with medium intensity runway lights (MIRL's) and a VASI on end 16. When the MIRL's are installed, runway end 34 should be re-marked as shown on the ALP. The parallel taxiway for runway 16/34 will also be extended to 5,300 feet by 40 feet. The taxiway will be unlighted. A crosswind runway (13/31) is shown to be constructed late in the planning period. Justification for this runway and final alignment are dependent on completion of the wind analysis for the airport in 1980. Connecting and stub taxiways will be constructed to provide access from the expanded terminal area to both runways. Gibson Pond will be filled and the lower southeast portion of airport property reserved for non-aeronautical uses. The clear zone to runway 34 should be purchased to assist in providing needed land use protection beti.een the airport and private lands to the south. Easements should be obtained for the other clear zones. -2- Addendum I Bend Airport Plan P ve, 31, The new terminal area provides adequate space for parking aprons and hangars, additional FBO building, and auto parking. Terminal facilities are discussed in more detail in the Terminal Area Plan section of the text. VOL 33 rA£E t 1 Addendum I Bend Airport Plan -3- (2) APPROACH AND CLEAR ZONE PLAN An Approach and Clear Zone Plan (Figure 6) based on Federal Aviation Regulations Part 77 was prepared for the Bend Airport. The plan shows the imaginary surfaces required for protection of the airport. Since runway 16/34 will be extended to 5,300 feet during the planning period and a crosswind runway (13/31) constructed, these changes are shown on the Approach and Clear Zone Plan. The approach slope to run straight-in non-precision other approach slopes are slope for each runway end slope to runway end 34 is are no other penetrations way 16 is 34:1 because of the approach to that runway. All at 20:1. A profile of the approach appears on Figure 6. The approach penetrated by Nelson Road. There of the approach slopes. The penetration of the approach slope for runway end 34 requires the use of a threshold location plane to determine threshold location as outlined in FAA Advisory Circular 150/5320-13. A plan view and a profile sketch of the threshold location plane for runway 34 is shown,on Figure Six. There are no penetrations of the transitional, horizontal or conical surfaces. The only penetration of any approach surface is that created by Nelson Road on runway end 34 as previously discussed. VOL 33 PACE 742 -4- Addendum I Bend Airport Plan (3) TERMINAL AREA PLAN The Terminal Area Plan, Figure 7, was developed in conjunction with the Airport Layout Plan and is shown separately in order to provide a clearer depiction of planned development in the terminal area. The Facility Requirements and Alternatives section discussed the specific terminal area needs throughout the planning period and the decision process for placement of the terminal expansion area. That section also gives background to the decision not to provide for continuing growth of based air- craft demand past the planning period. The runway system will be over capacity if more than 245 based aircraft are accommodated. Construction of a third runway parallel to existing runway 16/34 would provide additional capacity for aircraft operations. However, this alternative was discarded because of safety factors, site limitations and potential noise impacts on existing housing development to the east of the airport. Because of these policy decisions, an upper limit must be placed on the number of aircraft to be based at the Bend Airport. This upper limit should be approximately 245 based aircraft, and this number can be easily accommodated if this Terminal Area Plan is implemented. Space has been provided north of the existing T-hangars to allow adequate development of a second full-service FBO. Additional aircraft tiedown aprons, T-hangars and auto parking areas have been laid out to allow flexibility and staged development. As the terminal expands,four additional stub taxiways will be built to allow for efficient aircraft movement. Three areas have been set aside fo This would include single-service paint shop, propeller repair shop, addition, the area on the airport with Butler Market Road could prov ment substation. r aviation-related business. operators such as aircraft or radio shop. In just east of the intersection ide space for a fire depart- VOL 33 PAGE 743 -5- Addendum I Bend Airport Plan The southeast portion of airport property has been designated as the non-aeronautical use lease area. This represents 70 acres of land that could provide needed revenues fort of airport operation and development in the future. As par this development and for airport security and safety, Gibson Pond should be drained and filled. The existence of the pond attracts birds and as such'is a hazard to safe aircraft operation. It also attracts people and especially children during the summertime and poses a potential security, problem. -6- VOL 33 %E 744 Addendum I Bend Airport Plan (4) LAND USE PLAN Introduction and Purvose Nearly every airport in existence faces the possibility of coming into conflict with the populace it is intended to serve. The Bend Municipal Airport is no exception to this general rule. Although it is presently located in an area zoned as Exclusive Farm Use and Multiple Use Agricultural with 10 and 20 acre minimum lot sizes. Development pressure in the entire Bend area is extreme due to the rapidly expanding population. The potential for the airport to be surrounded by conflicting uses is a very real one. The land use element of this master plan is intended to minimize that type of land use that has adverse effects on airport use and development. The land use element, in order to effectively serve as the basis for a sound and supportive airport environment, must be the primary base of understanding and information for the proper development of land use compatability in the airport environs. The objectives of this element of the master plan are to: -Provide an understanding of the nature and extent of the airport-related noise and potential safety problems and depict them graphically. -Identify and describe existing circumstances. -Identify compatible land uses. -Identify conflicting land use. -Identify airport noise and safety impact areas. -Provide an Airport Area Land Use Development Plan. -Set forth policies and guidelines for the development of the airport environs. -Identify ways to prevent, resolve or minimize conflicts. -Set forth methods for implementation and compliance with the airport area land use plan. vot 33 PAGE 745 -7- Addendum I Bend Airport Plan Background and Problems The Bend Airport is constructed on land some distance from the urbanized area of the community it serves. There is one housing development approximately one mile northeast of the airport. Other housing is scattered on relatively large tracts of land to the south and west of the airport.. Land to the north is in public ownership (Bureau of Land Management and Deschutes County). The growth of neither the airport nor the community has encroached upon the other to date. This has considerable importance for the future of the airport because there is an opportunity to prevent the use conflicts common to many airports that have resulted from airport and urban uses in close proximity. Noise and safety conflicts are uniformly recognized as the two major compatability problems affecting airports and surrounding land uses. As noted previously, the facility is not yet faced with such problems and there is the opportunity to minimize such .conflicts. Safety issues have long been recognized, and can easily be addressed through the application of carefully defined standard "imaginary surfaces" which identify the area above which fixed objects constitute obstructions to navigable airspace. Noise problems are intensified as noise-sensitive uses are permitted to move nearer the airport and air traffic volumes increase. Again, the opportunity to minimize these potential conflicts at the facility is still evident. Jurisdictional Issues The effects of airports extend over a substantial area, not just the few acres in the immediate vicinity of the facility. The airport is owned by the City of Bend, but the area affected by the airport is outside of the city and within Deschutes County planning and zoning jurisdiction. The courts have ruled that the airport owner is responsible for resolving conflicts arising from airport impacts on incompatible surrounding uses. However, when the owner has no jurisdiction in the zoning and resulting development in the area surrounding the facility an untenable situation can be created. VOL 33 PAGE 746 -8- Addendum I Bend Airport Plan The airport owner, the City of Bend, has taken several steps to minimize the impact of the airport on surrounding land: 1. This plan has recommended limiting the growth of the airport to a maximum of 245 based aircraft. Additional usage would require con- struction of a parallel runway to the east of the existing runway. This has been dropped from consideration partially because of potential noise impact on the housing development to the east of the airport. 2. The airport will be developed to an extent less than demand forecasts indicate is justifiable. The runway will be lengthened to a maximum of 5,300 feet primarily to serve light aircraft of 12,500 pounds or less, although forecasts suggest a greater length would be justified. This decision was based on a desire to limit the size and noise levels of aircraft using the facility. 3. The initial recommendation to purchase land to the south, relocate Nelson Road and extend the runway in that direction was discarded because of the negative comments by area residents and because the alternative of extension to the north would extend noise impacts primarily in that direction, away from private lands to the south. The north.extension was recommended largely for this reason. 4. The City is attempting to purchase the most heavily impacted land directI to the south of the runway within the clear zone. In addition to these actions, it is of great importance that the area impacted by the airport be zoned by the County to assist in assuring compatability in the future. -9n VOL 33 FAcE 747 Addendum I Bend Airport Plan Airport Noise vs. Community Impact The use of the facility is similar to many airports. The predominant use is business-related and this use is expected to increase. In fact, one of the key prerequisites for new company locations for many major firms is an adequate airport. Such a factor has substantial weight in the balancing of impacts and benefits, particularly when economic growth and stability rare primary local objective. Therefore, adequate land use provisions are essential. Although the airport is owned by the City of Bend, examination of based aircraft ownership indicates that over 50 percent of the owners live within the County but outside the City of Bend. The facility serves the entire Bend area, with based aircraft owners living as far away as Redmond and LaPine. Community and Aviation Safety Although safety issues are more complex than those associated with noise, it is evident that it is in the best interest of all concerned to have the airspace clear of obstructions and a reasonable amount of clear land at either end of a runway. The basis for such is the fact that about 30 percent of airplane-related fatalities occur during landing, take-off, or in the immediate vicinity of the airport. Existing Planning Regulations and Guidelines The context for land use planning in airport environs is formed by developments in aviation and by applicable land use planning programs; federal, state and local. While the pre- ferred methods of handling airport/community conflicts are far from detailed, the safety issue has been addressed at all levels of government and the growing noise problems have been the subject of many efforts. The documents and actions out- lined here provide the avaition context in which current air- port land use planning efforts occur. Safety Federal Aviation Regulations Part 77 is the long-established FAA document which defines the size and shape of "imaginary surfaces" associated with any airport. These imaginary surfaces, _10- VOL 33 PAGE t 4O Addendum I Bend Airport Plan which are very real to most airport operators, define the area above which objects on the ground cannot protrude without constituting an obstruction--in effect, these surfaces are the earth's surface for aviation. Part 152 of the Federal Aviation Regulations defines clear zones: the areas at runway ends where the imaginary surface nears the ground. These areas should be kept clear of all objects, not only because the aircraft are near the ground, but because mishaps occur more frequently in this area, and clear land can preclude a major disaster. Pursuant thereto, the FAA recommends that height controls relative to these surfaces be incorporated into local zoning regulations applicable to airports and surrounding areas:. In Oregon, the Airport Zoning Act (ORS 492.510-492.990)' provides long-established but little-used enabling legislation dealing exclusively with aviation hazards. The Act gives authority to every political subdivision having an airport hazard area to adopt, administer, and enforce airport zoning regulations for the area. It also discusses easements, air rights, the taking issue, enforcement, variances, and other related issues. However, the Act deals with only a portion of the current problem. The key factor noted here is that the land use element must deal directly with both noise and safety issues. Noise The FAA noise abatement policy indicates that "state and local governments are directly and uniquely responsible for ensuring that land use planning, zoning and land development activities in areas surrounding airports are compatible with present and projected aircraft noise exposure in the area." State and local governments are also encouraged to require appropriate sound insulation in new construction, to consider insulation of affected existing structures and "require that notice of airport noise exposure be given to the purchasers of real estate and prospective residents near airports." Land Use Planning Context At the state level, the Land Conservation and Development Commission (LCDC) sets a standard for comprehensive planning requiring local plans to be consistent with LCDC land use goals. The goals have the force of lacy. Further, a series of judicial. proceedings have established comprehensive plans as the controlling document over local zoning. LCDC's transportation goal, "to provide and encourage a safe, con- venient and economic transportation system" also requires efforts to "minimize adverse social, economic and environmental VOL 33 PACE 749 -11- Addendum I Bend Airport Plan impacts and costs," and conformance with local and regional comprehensive plans. The accompanying LCDC implementation guidelines suggest that land adjacent to airports be managed and controlled consistent with the comprehensive plan and that transportation plans provide "a detailed management program and assign respective implementation roles and responsibilities to those governmental bodies operating in the planning area and having interests in carrying out the goal." Locally, the importance of land use planning relative to the future use and development of the Bend Airport is recognized and set forth in the Year 2000 Comprehensive Plan for Deschutes County. The inclusion of land use goals and policies concerning the airport and surrounding area is supported by state planning law and relevant court decisions. Recommendations relative to the airport set forth in the referenced ` Comprehensive Plan are contained in the Transportation Section. The most directly applicable include the following: "Adopt and enforce land use regulations around airports to protect both the public interest in the airport and the surrounding property owners' interests. 1. Adopt recently completed Redmond Airport Master Plan - especially land use section to ensure future compatability. 2. For all publicly owned airports no residential development should be allowed within critical noise and safety impact areas. 3. Any future land use decisions affecting publicly owned airports in Deschutes County without a master plan should be based on Airport Compatability Planning Recommended Guidelines and Procedures for Airport Land Use Planning and Zoning: Oregon Aeronautics Division,1978. All avenues of :federal, state and local funding should be thoroughly explored to assist in development and improvements of publicly , owned airports. Encourage county participation in hearings which affect commercial and general aviation service to county citizens. Encourage the development of commercial and general aviation facilities consistent with other governmental policies, plans, and actions." VOL 33 FacE 750 -12- Addendum I Bend Airport Plan To indicate the long-standing recognition by the County of the importance of land use planning for areas around airports in the (county, the following statement from the 1970 County Comprehensive Plan, is included: "Five airports within the county, located at Redmond, Sisters, Bend, Sunriver, and LaPine,are included in the Comprehensive Plan. The new Sunriver airstrip was located initially as part of the Sunriver community design and, therefore, is assured protection from encroachment by incompatible land use. In the case of the other four airports, however, protection from such encroac ment will be necessary to assure continued use o the air aacilities. Additional private and-semi-private facilities are likely to develop in various portions of the county, particularly in areas of recreation and recreation-residential activity. In such event, it is proposed that they be located carefully with respect to surrounding lands and flight patterns of existing airports in the vicinity." Zoning Recommendations Existing land uses in the general area are considered com- patible and use conflicts are minimal. Therefore, the key to the proper development of the area is the application of comprehensive use regulations that will insure continued compatibility with projected airport facility use and development. The basis for this action has been established by recommendations in the Deschutes County Year 2000 Comp- rehensive Plan. In order to insure future use compatibility and minimize the potential of use conflict, it is necessary to establish the following zones to be applied to the airport area: 1. Airport Development Zone. 2. Airport Area Overlay Zone. The Airport Development Zone shall consist of the airport property owned by the City of Bend. The components of the Airport Area Overlay Zone shall include: 1. An obstruction zone. 2. An approach safety zone. 3. A clear zone. 4. A noise corridor zone. No use shall be approved in these zones unless found to be in -13- Addendum I Bend Airport Plan VOL 33 FACE 751 compliance with the Land Use Section of the Bend Airport Master Plan. The Land Use Matrix set forth as Appendix B of this Master Plan shall be used as a guide in determining such compliance. A brief discussion of the Airport Develop- ment Zone and the components of the Airport Overlay Zone is set forth here as a general basis of understanding and a guide to development of related zoning ordinance by Deschutes County. The boundaries of these zones are shown on the Future Land Use Drawing, Figure 8, and, in the case of the Obstruction Zone, Figure 6, the Approach and Clear Zone Plan. An area located in more than one zone will be governed by that zone with the more restrictive limitations. Airport Development Zone This zone is not a.part of the overlay zone. It is a separate zone classification that should be made part of the Deschutes County Zoning Ordinance. The area is outlined in Figure 8 and consists of the airport site and property. If the Airport Development Zone expands over time it should be extended into areas impacted by the airport rather than along access routes or other features. It should serve as an airport buffer and include areas receiving severe noise impacts (LDN 70+). Usesand their accessory uses permitted outright in this zone should include only: 1. Airport and related buildings. 2. Airport-related commercial. 3. Farm use. Conditional uses in this zone should include only: 1. Service establishements. 2. Public use. 3. Commercial. In the consideration of the granting of a conditional use, the following criteria should be included: 1. That the proposal is in compliance with this Land Use Element of the Airport Master Plan and with the County Comprehensive Plan. 2. That the proposed use is related to present land use patterns in the area. 3. That the use will not create electrical interference with navigational signals or radio communications between the airport and aircraft, make it difficult for pilots to distinguish between airport lights and others, result in glare in the eyes of pilots using the airport, impair visibility, create bird - VOL 33 PAcE 752 -14- Addendum I Bend 'Airport Plan strike hazards or otherwise endanger or interfere with the landing, take-off, or maneuvering of aircraft intending to use the airport. 4. That the use will not include high concentrations of people. Airport Overlay Zone This zone is intended to place additional land use conditions on lands impacted by the airport regardless of the underlying zone. It is made up of the following components. 1. Obstruction Zone While virtually no land use is categorically prohibited in the airport obstruction area, all structures which penetrate the imaginary surfaces are prohibited. Typical concerns are radio or television transmission towers and industrial smokestacks. Office and apartment buildings and trees are generally of little concern unless they are located in the approach, transitional surfaces, or areas where the terrain rises near or through the surfaces. The area comprising this zone is shown on the Approach and Clear Zone drawing, Figure 6. This zone deals primarily with the height of structures, not the uses permitted. 2. Clear Zone Clear zones should be kept essentially clear. Undeveloped land is the best use. Agriculture which does not attract birds is compatible unless it includes structures. Park and recreational uses are satisfactory if they don't attract large groups of people. Transportation facilities are not a serious problem as long as height restrictions are heeded. Most other uses should be excluded. Power- lines are a serious danger. Unless publicly necessary, the clear zone should be free of any construction or obstacle and should be minimally used by people. . , VOL 33 tacE 753 -15- Addendum I Bend Airport Plan 3. Approach Safety Zone To sassure public safety, uses in the approach safety zone should not attract large groups of people. Residential uses should be discouraged. If this is not possible, low density is preferred with re- tirement homes or other residential institutions being excluded. While manufacturing is generally quite compatible, such uses should be considered "conditional and watched for potential operations hazards: electrical interference, high-intensity lighting, bird-attractions, smoke, glare, or other interferences. Transportation is generally compatible, as are communications (except radio and television transmission) and utilities (except petroleum storage, electric power plants and lines, and solid waste disposal). Commercial uses are generally com- patible,although retail establishments such as res- taurants or concentrated retail areas which attract people should be avoided. Offices and services are compatible except hospitals and rest homes. Most recreational uses are conditionally acceptable ex- cluding public assembly and other high-intensity uses. Resource production, including agriculture, and undeveloped land is generally compatible (aggregate extraction, if it will result in ponding and other uses posing a bird strike hazard, should be excluded). As indicated above, the land use under the approach surface can be dealt with in a variety of ways. Those uses which are reasonably compatible with the airport and with the surrounding area would appear to be: a. Low density residential (10 acre minimums). b. Agriculture and grazing. The area included in the approach safety zone for Bend Airport is shown on Figure 8. 4. Noise corridor Zone The noise corridor zones for the Bend Airport are shown on Figure 8. As discussed earlier, the area with noise exposure of LDN 70+ should be in public ownership. Over time the City should purchase that portion of the LDN 70 contour area southerly of the clear zone to runway 34. The clear zone area is presently in purchase proceedings. p -16- Vol 33 SAGE 754 Addendum I Bend Airport Plan Those portions of the LDN 65 noise corridor lying off airport property are, to the north, almost entirely within the approach safety zone. The recommendation for low density residential (10 acre minimum) and agriculture as uses permitted outright in the approach safety zone should apply to this noise corridor also. The noise corridor represented by the LDN 60 to 65 contour is a moderate noise impact and does not require special zoning treatment. It is not a part of the recommended Airport Overlay Zone. Implementation The basis for implementation of this plan and the considerations, policies, and zones set forth thereby has already been established and is supported by existing local comprehensive plans, state statute,., planning goals, and relevant judicial decision.