An Airport Master Plan is a study used to determine the long-term development plans for an airport.

The primary goal of a master plan is to provide guidelines for future development of the airport, which provides the facilities necessary to satisfy aviation demand, while balancing airport improvements with local issues.

Twenty (20) years is the typical time period covered for an Airport Master Plan; however, the plan should be updated every 10 years. The previous Master Plan for Waterbury-Oxford Airport was completed in 1995.

The components include inventory, surveys, and data collection; aviation forecasts; demand capacity and analysis; determination of facility requirements; identification of issues; development of alternatives and concepts; financial plan; environmental overview/analysis; an implementation plan; and the updating of Airport Layout Plan documents in accordance with Federal airport operating and design standards.

The Federal Aviation Administration (FAA) recommends that Airport Master Plan Updates be completed every 10 years. ConnDOT initiated this update to properly plan for the safe and efficient operation of Waterbury-Oxford Airport, while addressing airport needs and the concerns of the community.

The Master Plan Update was completed in 2007.

The Airport Master Plan Update for Waterbury-Oxford considers:

• A review of the best functional location and/or adequacy of existing airport facilities, such as hangars, parking aprons, navigational aids, lighting and equipment.
• Consideration of all types of potential new airport facilities.
• A review of fuel storage management procedures at the Airport.
• A framework for a wildlife management program.
• A review existing security regulations and procedures, with an investigation into recent changes in regulations and their effect on airport operations (e.g., operations by aircraft over 30 seats).
• An investigation into possible alternative non-aviation uses of available land, which may include industrial use, business/corporate development, and recreation use.

The FAA recommends that the area within the RPZ be owned or controlled by the Airport. The AMPU (and Noise Study) address this issue. Voluntary property acquisition may be considered.

An analysis of existing facilities and forecast demand determined several facility requirements for OXC, including additional taxiways, hangars, a service road, and an approach lighting system. Several alternatives were created depicting various layouts and locations for development. The goal of the recommended actions is to maximize safety and operational efficiency, while minimizing costs and environmental impacts. No new or expanded runway facilities are under consideration.

A few of the proposed developments would impact wetlands. Due to the size and terrain of the Airport property, wetland impacts may be unavoidable with new development. However, any impacts to wetlands will be mitigated following all permit requirements.

The Airport is and always has been open and available for 24-hour use. At night, the Air Traffic Control Tower is closed (from 9 p.m. to 7 a.m.), but there are no nighttime flight restrictions.

Currently, the Gulfstream V and Global Express jets are the largest aircraft that operate at OXC. However, these jets do not create the highest noise output. These modern aircraft are used for corporate/business activity, and have wingspans of approximately 90 feet. Larger aircraft are not anticipated at the Airport in the future.

A study that evaluates airport noise impacts and identifies potential operational and land use measures that could reduce noise impacts and encourage development compatibility.

The primary goal of the Noise Study is to prepare a Noise Compatibility Plan (NCP) for the Airport, which will incorporate both aircraft operational procedures and/or land use development strategies to reduce the overall long-range impacts of aircraft noise to surrounding sensitive areas (homes, schools, etc.).

The Noise Study will evaluate existing and short-term future noise levels (5 years). However, the study may be updated as needed based on changes at the Airport or surrounding community. This is the first Part 150 Airport Noise Study to be prepared for Waterbury-Oxford Airport.

The components include review of existing conditions, noise monitoring, assessment of noise levels, development of noise abatement and land use compatibility alternatives, and preparation of a Noise Compatibility Program.

Previous environmental studies have determined that airport noise currently impacts surrounding residential areas. The Federal Aviation Administration (FAA) and ConnDOT committed to the local towns that a detailed Noise Study would be conducted in an effort to assess and mitigate airport noise exposure.

The Noise Study is scheduled for completion, including FAA required review periods, in 2008. Subsequent studies will be required before the recommendations of the Noise Study can be implemented.

Measures under consideration may include:

• Aircraft climb-out procedures
• Landing procedures
• Turn locations from each runway end
• Altered climb profiles
• Zoning district changes
• Development regulations (i.e., building codes)
• Density restrictions
• Purchase/transfer of development rights
• Noise insulation programs
• Purchase of property (in fee or easements)

Jets certified under previous federal standards (Stage II), such as the Gulfstream II, create the highest noise output and appear to be the cause of most noise complaints. In the future, it is anticipated that many Stage II jets will be phased out and replaced with newer, quieter jets, as the Stage II jets are no longer in production. As such, noise exposure levels should decrease, even with increased activity. Note that Stage II jets cannot be restricted from operating at the Airport, per the 1990 Airport Noise and Capacity Act.

DNL is the total accumulation of aircraft noise spread out uniformly throughout the day (i.e., over a 24-hour period). DNL is an annualized metric representing the noise of a typical day of the year. To compensate for the added annoyance created by nighttime aircraft activity, DNL adds a 10-decibel weighting (i.e., a “penalty”) to night operations (between 10 pm and 7 am). The weighting effectively incorporates 10 nighttime operations for each actual operation between 10 p.m. and 7 a.m.

Federal regulations require the use of DNL, rather than other noise metrics, to determine if aircraft noise impacts are “significant”. The FAA uses a DNL of 65 decibels to determine if non-compatible activities exist in the vicinity of an airport.

INM evaluates noise exposure based on several inputs, including operations, fleet mix, flight tracks, time of day, runway geometry, etc. From these inputs, noise contours are generated for different DNL levels. This detailed approach provides more comprehensive and standardized results than sample ground measurements. Additionally, the INM can be used to examine future conditions or scenarios.

Since OXC is a public-use airport, mandatory curfews and fines are prohibited by the 1990 Airport Noise and Capacity Act. Voluntary curfews can be implemented, but would be up to the discretion of the operator/pilot. For on-demand charter services, such as those based at OXC, voluntary curfews may not fit their business model, and therefore, compliance may be limited.

At OXC, Runway 36 is the preferred runway for takeoffs and landings for the following reasons:

• Runway 36 is equipped with an Instrument Landing System (ILS). This allows landings on Runway 36 to occur under lower-visibility conditions. Runway 18 is not equipped with an ILS.
• OXC airspace is under New York Traffic Control, which requires specific takeoff and landing procedures. With landings occurring on Runway 36, the preferred runway for takeoff is also Runway 36.
• The Noise Study will investigate potential changes to runway use under certain conditions.

A limited number of ground monitoring sites were used for comparison to INM data and to collect sample peak noise levels. The locations were identified using the comments received from the public. However, as discussed above, the FAA relies upon the Integrated Noise Model (INM) for all noise determinations.

The public is invited to express their views throughout the study process. Opportunities include public meetings, a web site comment form to submit questions and comments to the study team, and an email address where people can learn more about the project and make comments. In addition, there will be oversight by an Advisory Committee comprised of town officials, regional planners and state and federal agencies concerned with environmental, transportation, and community development.