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12-10-1997 ARC PacketCITY OF MENDOTA HElGHTS AIRPORT RELATIONS COMMISSION AGENDA December 10, 1997 - 7 p.m. - Large Canference Room 1. Call to Order - 7 p.m. 2. Roll Call 3. Approval of November 12, 1997 Meeting Minutes. 4. Unfinished and New Business: � Environmental Assessment for Proposed Extension of Runway 4/22 � Request for Variance - 15 Degree Separation for Parallel Runway Operations �,.c:''`, Schedule FAATower Tour .. 5. Updates a. MASAC Representation - Proposed By-Law Changes b. Metropolitan Council Air Noise Zones 6. Acicnowledge Receipt of Various Reports/Correspondence: a. MASAC Agenda for Decembe� 2, 1997 and October 28, 1997 Minufies b. Various MAC Committee Agendas for November, 1997 c. Airport Noise Report for November 7, and November 21, 1997 d. MASAC Operations Committee Agenda fior December 5, 1997 e. MASAC Technical Advisor's Report (Abbreviated) for Oct., 1997 f. Eagan ARC Agenda for December 9, 1997 g. Part 150 Policy Advisory Committee Agenda for October 30, 1997 and June 17, 1997 Minutes. 7. Othe'r Comments or Concerns. 8. Adjourn. Auxiliary aids for disabled persons are avaiiable upon request at least 120 hours in advance. If a notice of less than 120 hours is received, the City of Mendota Heights will make every attempt to provide the aids, however, this may not be possible on short notice. Please contact City Administration at 452-1850 with requests � CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION NOVEMBER 12, 1997 - MIIVUTES The regular meeting of fihe Mendota Heights Airport Relations Commission was held on Wednesday, November 12, 1997 in the City Hall Large Conference Room, 1101 Victoria Curve. The meeting was called to order at 7:02 p.m. The following members were present: Beaty, Des Roches, Fitzer, �euman, Stein, Gross and May. Also present were Cifiy Administrator Kevin Batchelder and Senior Secretary Kim Blaeser. '•� •�_ . Chair Beaty acknowledged several residents present for the meeting. IVIr. Pat Randall, of 902 Cheri Lane, informed the Commission that he has been a resident since February of 1991. He stated that fihe City's newsletter has indicated the City's positive progress related to air noise issues. He informed the Commission that he believes this past summer to be a terrible summer related to air noise. He further noted his concerns with the inequity of Part 150 Noise Attenuation procedures and he inquired how homes are picked to participate in the program. He stated that he does call the MAC Air Noise Hotline on a regular basis. Steve and Julie Hannig, of 909 Bluebill, informed the Commission that they have been residents for one year. They noted their concerns with the amount of air noise and they inquired about the Part 150 program. City Administrator Batchelder explained the Federal standards of the Part 150 Program and informed the residents how the FAA regulates the Part 150 program. Batchelder explained that Part 150 Contaur Map, the boundary block additions and how the contours had originally been established. MASAC REPRESENTATIOIV - PROPOSED BY-LAW CHANGES Administrator Batchelder explained that the MASAC Executive Committee k�as been discussing changes to the composition of the MASAC .board, at the .• �urging of the �communities on both ends of fihe parallel runways. He explained that the MASAC Executive Committee has made a AIRPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 1997 � C ,,, ..,,, . _..r � recommendation to the MASAC board to consider a by-laws change that would increase the size of MASAC from 34 to 38 members. Batchelder stated that the change would give Minneapolis two additional representatives for a total of six and Mendota Heights representation would increase from one member to two, as would the City of Eagan. He stated the City of St. Paul would lose two of their three members and all ofiher cities would keep their current levels of inembership. The industry side of fihe table would increase by two members from certified airlines using MSP. Batchelder explained that the proposed amendments had been presented to the MASAC board at fheir October 28, 1997 meeting and that it will be voted on at their November/December meeting. Batchelder stated that because this meeting coincides with the Gity Council's regular meeting, our representative, Councilmember Jill Smith, and our alternates, Mayor Mertensotto and staff (City Administrator Batchelder) are not able to attend this meeting. Batchelder explained that the Commission should consider a recommendation to the City Council to vote on this by-law amendment. He informed the Commission that the Council can send a proxy vote by resolution or Chair Beaty or Vice Chair Leuman may attend fihe December 2 meeting as alternates. Chair Beaty stated that he would not be able to attend the meeting. Commissioner �euman stated he would check his schedule and call staff on Thursday, December 13. The Commission discussed their concern for adding additional industry representation, especially if Northwest Airline adds more representation. Commissioner Gross suggested that since the St. Paul Area Chamber of Commerce and the Greater Minneapolis Chamber ofi Commerce have representation on the IVIASAC, maybe the City should recommend that the Northern Dakota County Chamber of Commerce be represented on the MASAC. Other Commission members concurred with this suggestion. Commissioner Gross moved to recommend that the City Council vote in favor of the MASAC By-Law Amendments. Commissioner May offered a friendly amendment to add representation from the Northern Dakota County Chamber of Commerce on the industry side of MASAC. Commissioner Stein seconded the motion. AYES: 7 NAYS: 0 A/RPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 1997 2 The Commission noted that John Foggia is no longer the ANOMS Technical Advisor. It was noted that Mr. Roy Fuhrman has replaced Mr. Foggia. METROPOLITAN COUNCIL AIR NOISE ZONES - PROGRESS REPORT Administrator Batchelder reported that on October 21, 1997, the City Council adopted Resolution No. 97-74, A RESOLUTION REQUESTING INSTRUCTIONS AND INFORMATION GUIDE�INES FOR COMPREHENSIVE PLAN AMENDMENT OT FACIL.ITATE A PROPOSED RESIDENTIAL HOUSING DEVELOPMENT. He noted that in approving this resolution, the City Council requesfied that the Metropolitan Council provide instructions and informational guidelines to Hoffman Homes regarding land use compatibility issues with residential housing in the air noise zones. Batchelder explained that at the October 14, 1997 workshop on the Comprehensive Plan, the issue of land use compatibility/air noise received the highest priority from the Council and Commissioners. He stated that Hoffman Hames has met with the Met Council and that Hoffman Homes' attorney reports that the Metropolitan Council has indicated fihat they are not likely to be flexible with their newly adopted Aviation Guide Plan policies. Batchelder explained that on Monday, November 10, 1997, City staff inet with representatives from the Metropolitan Council. He stated that at this meeting, staff informed Met Council representatives that the City has not benefiitted from many years of cooperation on land use compatibility with the Metropolitan Council. Batchelder explained that staff pointed out that Mendota Heights was the only City to adopt a Noise Attenuation Ordinance and that our reward for zoning an commercial/industrial corridor has been ever increasing air traffic that has spilled out of the originally designed corridor into our residential neighborhoods. Batchelder explained that the Met Council was infiormed that acceptance of the corridor has been interpreted and used by MAC as acceptance of an unlimited volume of air traffic in our direction. Batchelder stated that the Preferential Runway Use System (PRUS) is predicated on land use compatibility and indicates that the Eagan/Mendota Heights corridor will be used first and foremost for aircraft departures at MSP, given weather conditions. Batchelder explained that the Met Council realizes the significance of the property the City is concerned about and that they realize taking the parcel of land off of the City's tax roll would be a detriment� to the City. Batchelder stated the Met Council representatives inquired what the City of Mendota Heights desired to see this parcel, and ofiher parcels in the noise zones, A/RPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 1997 3 ' i become. Batchelder stated it is becoming increasingly evident that the City needs to consider how this parcel of land can be used. Batchelder stated that the Mr. Tom McElveen, of the Met Council, had requested that the staff of Met Council visit the Resurrection Cemetery site, the Garron site, and the Wenzel site at L.exington and Wagon Wheel, to determine how the Aviation Guide Plan guidelines work on these particular sites and report back to Mendota Heights in early December. Chair Beaty stated that he has a difficult time seeing residential homes being constructed in this area. He stated that if homes are constructed, he knows that significant air noise complaints will be documented. Batchelder stated that the City Council has not judged, or ruled on, the merits of Hoffman Homes' townhouse proposal. Beaty stated that the City should pressure the MAC to move the corridor further south. Batchelder explained how the Community Stabilization Working Group should address these issues. . . � . � , � �\'/{ .��'ll3ti� . . . . - � ` �- . ► � e , . . - . Administrator. Batchelder explained that at the October 14 Airport Relations Commission meeting, he was asked to invite Mr. Nigel Finney to discuss graphics sent by the MAC regarding properties in Mendota Heights that would be impacted by a potential third parallel runway at MSP. Batchelder explained that at a recent Dakota County Mayors/Administrafiors Breakfast, he spoke with Mr. Jeffrey Hamiel who informed him that the MAC is very close to signing contracts with the Cities of Minneapolis and Eagan regarding the third parallel runway. Batchelder informed the Commission that as a result of this conversation, he suggested to Mr. Finney that it might be more appropriate for all three cities to decide on appropriate exhibits for defining affected property owners that would be attached to the contract. Batchelder informed the Commission that he had received a letter from Mr. Finney confirmed that they are continuing to discuss the terms of the contract with the City of Minneapolis and have done a preliminary analysis of the areas impacted by the runway. Batchelder stated that Mr. Finney agrees that a common approach to identifying the impacted areas in each community makes a great deal of sense and is the direction the MAC should follow. A/RPORT RELATIONS COMM/SSION M/NUTES - NOVEMBER 12, 1997 4 �. C� , Commissioner May suggested that the Commission receive an update on the Minneapolis/Eagan negotiations with MAC. Commissioner Des Roches concurred. Commissioner May felt that the City of Mendota Heights wauld benefit by being informed of the progress of the negotiations. Commissioner Stein agreed and also suggested that the Commission consider inviting representatives from the Met Council to discuss noise zone contours. The Commission requesfied fihat staff contact Minneapolis, Eagan and MAC representatives about the progress on the Third Parallel Runway contract negotiations and to invite Mr. Nigel Finney to discuss the concepts and assumptions that would produce a map of affected property owners. LETTER TO MAC ON ENVIRONMENTAL ASSESSMENT FOR PROPOSED EXTENSION OF RUNWAY 4/22 The Commission was of the consensus that the letter sent by Administrator Batchelder to Ms. Kimberly C. Hughes, of HNTB Corporation, regarding the Environmental Assessment of the proposed 1,000 foot extension ofi Runway 4-22 at MSP Airport was a good summary of the City's sentiments. The Commission acknowledged the City Council's concerns regarding Hubbing Operation, Related Airport Development, Increase in Enplanements, Project Alfiernatives and Environmental Analysis. COMMUNITY STABILIZATION WORKING GROUP Administrator Batchelder informed the Commission that this group has been meeting once a month. He briefly reviewed an outline regarding topics the Commission will be discussing. MISCELLANEOUS IIVFORMATIOIV ON RUNWAYS AND OPERATIONS PROVIDED BY MR. JIM SERRIN, MINNEAPOLIS MASAC REPRESENTATIVES The Commission acknowledged receipt of information regarding runway use at MSP. The Commission noted that it appears thafi airlines are hushkitting aircraft as opposed to purchasing Stage III aircraft. Chair Beaty felt fihat incentives should be placed on airlines who fly Stage III aircraft as opposed to those who fly hushkitted aircraft: Commissioner Stein submitted an article regarding hushkitting in Europe and how fihey view hushkitting to not be effective in the reduction of noise. A/RPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 1997 5 C� ACKNOWLEDGE RECEIPT OF VARIOUS REPORTS/CORRESPONDENCE The Commission acknowledged receipt of the MASAC Agenda for October 28, 1997 and September 23, 1997 Minutes. Chair Beaty noted that the new shoulder hours will go into effect after the first of the year. It was noted that the ANOMS will be up and running in January 1998. The Commission acknowledged receipt of the MASAC Executive Committee Minutes of October 9, 1997. The Commission acknowledged receipt of the Airport Noise Report for October 24, 1997. Commissioner Stein discussed an article regarding O'Hare Airport being acknowledged by the Illinois Environmental Protection Agency as one of the largest sources of toxic air pollution in the State of Illinois. Stein wondered if the City of Mendofia Heights should be concerned. Chair Beaty inquired if St. Thomas Academy would be willing to conduct additional tests, when they conduct their annual testing in the spring, to determine if the lakes are polluted with chemicals from aircraft, ie., benzene and formaldehyde. The Commission direcfied Administrator Batchelder to inquire with St. �_� Thomas Academy to find out if their annual lake testing could include testing for chemicals such a benzene. Ms. Hannig, 909 Bluebill Drive, inquired about Close-In procedures and why they have not be implemented. She stated that she had read about this procedure in the City's newsletter and has not seen much regarding this procedure recently. Administrator Batchelder explained that the MAC overruled the City's request to implement this procedure off our end of the parallel runways. He stated that this procedure will be used over the City of Minneapolis. He informed Ms. Hannig that the City Council feels very strongly about this issue and that the City intends to pursue this issue further. Mr. Randall, of 902 Cheri Lane, stated that he does not understand why the MAC will not allow this procedure to be implemented. He stated that this is not an unusual situation and that other airports implement this procedure (Orange County). Commissioner Fitzer stated that the ANOMS report could collect dafia about how effective this procedure will be when it is implemented on the Minneapolis side. The Commission acknowledged receipfi of the MASAC Technical Advisor's Report (Abbreviated) for September 1997. A/RPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 1997 6 C ;' , Mr. Randall inquired about the effectiveness of the MAC Air Noise Hotline. Chair Beaty discussed the Commission's effort in informing the community about the hotline using refrigerator magnets. He stated that it is better to be vocal because if a community is silenfi, it is assumed there is no problem. �� • The Commission acknowledged receipt of the MASAC Operations Committee Minutes of October 17, 1997. The Commission acknowledged receipt of the Eagan ARC Agenda for November 13, 1997. Commissioner �euman inquired about an item under new business regarding Request for Variance - 15 Degree Parallel Runway Separations. Administrator Batchelder informed the Commission that this item was discussed at a recent Northern Dakota County Airport Relations Coalition meeting and that he believes Mr. Hohenstein to be updating his Commission regarding this issue. Batchelder briefly explained that the NDCARC believes that their respective City Council's should request this variance if it will allow the aircraft to fly more towards the center of the designafied corridor. Chair Beaty explained that simultaneously departing aircraft must maintain a fifteen degree separation because the parallel runways are not far enough apart for safety standards to allow simultaneous runway headings. Batchelder stated that this item will be placed on an upcoming NDCARC meeting agenda and that our ARC and Council will consider this request in the near future. Commissioner Gross inquired if the City of Minneapolis would agree with this request. He felt that the City of Minneapolis should be involved and that it would help the effort. There being no further business, the Airport Relations Commission moved to adjourn its meeting at 9:26 p.m. Respectfully submitted, Kimberlee K. Blaeser Senior Secretary A/RPORT RELAT/ONS COMM/SS/ON M/NUTES - NOVEMBER 12, 199� 7 C CITY OF MENDOTA HEIGHTS 1 • December 4, 1997 To: Airport Relations Comrnission . From: Kevin Batchelder, City Ad �s't�at� Subject: Unfinished and New Business for December 10, 1997 Meeting DISCUSSION � This memo is to provide information on those items scheduled under Unfinished and New Business on the agenda for the December 10, 1997 meeting. Item 4.a Environmental Assessment for Proposed E�rtension of Runwa�4/22 - The Commission is aware of the letter sent by Mendota Heights to comment during the Environmental Assessment (EA) process for the proposed extension of Runway 4/22. Our comments were included in the Environmental Assessment document with MA.C's response to each point made in our letter. (Please see attached letter and pages from the EA document with MAC's response.) Action Rec�uested The Commission should review our comments and MAC's response and provide any appropriate direction to sta.ff. Item 4.b Rec�uest for Variance - 15 Degree Se�aration for Parallel Runwav Operations - An initiative has been presented to the Northem Dakota Couniy Airport Relations Coalition (NDCARC) by the City of Inver Grove Heights to request a variance from FAA procedures for the 15 degree parallel runway separation requirement. In theory, a variance would allow for smaller separation requirements that would provide an opportunity to better concentrate traffic within the air corridor where more compatible land uses exist. The FAA considers runways spaced less than 4,300 feet apart to be too close for independent operations. FAA policy is to issue operations using such runway headings 15 compass degrees apart during simultaneous operations to avoid aircraft converging or drifting into one another. Runways at MSP are approximately 3,400 feet apart and, therefore, require this separation. Item 4. c This request was once uutiated in the past by the City of Eagan, however, there was no progress made at that time. The Northern Dakota County Airport Relations Coalition has requested that each rnember community consider whether they would support a joint effort to appeal to the FAA for a variance. Please note that any variance to FAA's standard procedure will take some time to achieve. Action Rec�uested Discuss this request and consider a recommendation to City Council. Schedule Tower Tour The Commission has requested that they would like a tour of the new FAA Air Traffic Control Tower at MSP. Mr. Bruce Wagoner, FAA, has indicated that if we choose a time, he will make the necessary arrangements and accommodations for us. Please note that City Council members may wish to join us for this tour. Action Requested Consider a date and time to conduct the FAA Tower tour and provide direction to staff. :�x C C __ C _ ��.��,�'�'ri1� .t�i��.�'� ��l�l�� '" �- Minneapolis-Saint Paul International r'�irport .. � , 60-40 - 'LHth ��•enue Suuth • �(intleapo(is. �f\ 5�-450-''"y9 - _ Phone (61'?) 72ti-3tQ0 • F'ax (61'Z) �'_'6-529ti �,('��,�� --- , _.�. . � � ..._� __.:.�! _ . ' � -� ; � �- _ � ; .. �r i ^ �,�;y? i � -�- - -� - �. J Y }J _ �L.J :_.J To: Intzrested Persons and Aaencies From: Mark Ryan Date: November 1 �, 1997 Re: Environmental Assessment for E;ctension of Runway �-22 to 12,000 Feet Enclosed is an Environmental Assessment (EA) prepared by HNTB' Corporation for the Ytetropolitan Airports Commission (y1t�C) for the proposed eYtension of Runway 4-22 at Minneapolis-St. Paul International Airport (y1SP). The EA discloses the environmental consequences of the proposed eYtension of Runwav ( j 4-22 from 11,000 feet to 12,000 feet at i�ISP by e:ctending the runway by 1,000 feet at the northeast end. The purpose of the project is to provide cost effective non-stop service between the Twin Cities 1�Ietropolitan Area and Hona KonQ. The service is projected to � add one arrival and one departure per day by the year 200�. The EA �vas prepared in accordance with Federal Aviation Administration Order �0�0.=�A issued October 8, 1935. A public hearina is scheduled for December 18, 1997 at 7:00 p.m., at the Yletropolitan Airports Commission general offices. 6040 ?3`h Avenue South. tilinneapolis, �Iinnesota. Comments on the EA are due by December 31, 1997. Please direct all comments to tilark Ryan, Airport Planner, Metropolitan Airports Commission, 6040 23`h Avenue South, Minneapolis, YN 5�4�Q. Mr. Rvan's telephone number is (612) 7?6-8129 and his faY number is (612) 726-�296. Ti�e �.1e�opolitan Ais?ocs G:m:r.iss;a;: ::. an aifir-:a:r:�� .ir,:��r. �::iplo��:. k�:lir.�:irr Air;u�rt.,: .y(Ki.:i�;: • A\O�.1 CC�('\"I"i P.L�:�:= ' C4'i �i?.!. � FLl'IX(1 !_! i); I) �..l.�E F.L:.1(i •:.'�.:.':T i':\l'L (;Ul`:�."i'OtC\ �#' ; ;4 8. i�Iichael N1ac�fullen/ Manager Federal Facilities Proeram r . 9. J• k. li.S.E.P.A. a Office of Strategic Environmental Analysis, Reeion 5 b. c. d. e f. Kevin Bacchelderi City of a. Ciry Administrator �fendota Heights will some of this demand shift from other ori��ination points which cunendy provide service with intermediate stops. What will be the cost on The estimated construction cost for the the typical passenger proposed extension is ��.4 million is part of over the next ten years a 31.1 billion capital improvement program to support this that I�L�C has undertaken throuah the year improvement? 2004. The effect on passengers for the estension "increment" will be verv smati. Is it appropriate to Run�vay 17-3� must be considered as a consider Runway 17-3� cumulative impact as it is a reasonably as a cumulative impact foreseeable airport action. The e:ctension of or would it modify Runtivay 4-22 is analyzed for two s'cenario some ihe impacu of this years in effon to isolate individual as well im rovement. as cumularir•e otential im acts. Environmental imoacts The Alternatives and Environmental of each altemative Consequences chapters provide the imoact should be presented and of each altemative. analyzed. No Build alternative The No Acrion alternative is analyzed to the shouId be thorouQhly same depth as the practicable alternarives. analvzed. Alternarive that meet ' None of the altemarives considered impact purpose and with least wetlands. potential for adverse � impacu on wetlands should be the selected altemarive. EA should idenrify the State mandated erosion control procedures types of water quality wiil be used during construction and Best measures that will be � ManagementPracrices will be utilized for imptemented, durina permanent protecrion of nearby water and after construction, bodies, see Secaon 4.1 � for details.. to m�n�m»e soil erosion and contaminants ~ entering nearby wacer bodies. EA should include Commenu aedressed in Section =�.5. anacipated traffic levels along with anticipated air aualiN impacts. EA should include a voise impacs for the proposed project are proposed mitigation not significant. plan to minimize noise impacts if noise impaccs aooear to be sienificant. Economic benefits of The benefi[s ot North�vest's hub operation the MSP Airport are at titSP are not addressed in this inappropriately lini:ed environment document. to the hub operations without a discount for C C 1Q. James Solerrv' Vfetropolitan Reaional Counci] Administrator 0 d. the eeternalities created bv such hub traftic. If Runway =1-23 is e:ctended to a len��h of 12,000 feet it should be used to increase operationai flexibiliry and permit the redistribution of air traffic for noise considerations. Run�vay 17-3� must be built as soon as possible to relieve the overuse of the yfendota-Eaean corridor and the cumulative effect of any additionaI international traffic. Oppose any e:ctension alternarive for Runway 12L-30R. EA should consider the temporary impact of aircraft operarions and aircraft noise on Runway 12L-30R during the temporary extension to Runway 12R-30L. EA should consider more than the immediate construcrion ( impact area. b. Run�vay alternarives analysis should address possible effecu on regional systems and local land use. c. EA should address Planning and Safery issues associaCed �vi�h airport development plans, off-site land uses and development. runway design rPm�iremenu. and S Due to litiga�ion by the City of Richfield and the unl:nown outcome redistribution �vas not considered for the year 2001 analysis. Cumulative impacts �vere considered for the year 200� with a north south rumvay in place which precludes the potential redistribution benefits of Run�vay �}_��, . Section �.23 considers Runway 17-3�. Alternarives to e:ttend Rumvay 12L-30R were not considered in detail due to environmental imnacts.. The temporary e:ctension �vill be constructed I in the Summer of 1998 along with reconstruction of a 4,000-foot section of Runway 12R-30L. Due to the reconstrucrion, and not the temporary extension, some aircrafr departures and arrivals on Runway 12R will be shifted to i other runways. These will involve tonger j stage length fliQhts. Nlost of this shift will be to Runway 22, while the remainder will use Runwayl2L. Heavier aircraft and some DC9 and B727 will necessarily use Runway 4-22. In effort to minimize capacity impacts some commuter aircraft may be taken off Runway 12L-30R and assi�ned to Runway 12R-30L to more equally distribute operations durina the construcrion period. Cornments addressed in Secrion 4.1�. :�dditional comments addressed in Environmental Consequences. See response to comment 6.b. The 2020 LTCP identified that a B-7�7-�t00 operatin� at maximum weieht requires a runway length of 12,000 feet. Since no carrier had expressed any need for a length �reater than 11,000 feet for service in the foreseeable future, no e�ctension was shown on the plan: tio�v that a need esists, detailed plannin� and en�ineerina is beina _ � t�i �!��" .,� L�.� �� _ ._.._,__.::....:_.�.,,._�:;,,,. .�4::�u . ::�..-,�.�..::�:,��:r-..��,-,..�... ,..: �-.... ,:�. .::.-.:_,�_�:.:.��-,-<:.>._ _- ..4;... a:•,... �� ; . a ��' � � � ;s �` � .� October 20, 1997 Ms. Kimberly C. Hughes, P.E. HI�1TB Corporation 99 Cana1 Center Plaza, Suite 100 Alexandria, VA 22314-1538 Re: Environmental Assessment of a Proposed 1,000' Extension of Runway 4-22 at M�P Airport Deaz Ms. Hughes: This letter is to serve as the City of Mendota. Heights comments on the Environmental � Assessment of a Proposed 1,000' extension of Runway 4-22 at Minneapolis Saint Paul Intemational Airport and is also to serve to ex�ress our concerns abaut related airport - - development. C' 1: Hubbing Operation - This proposed increase ip hub traffic. to MSP to serve a c3ir�ct connection to Hong Kong, and other international markets, was not effectively studied in the 1995 study entitled The Local and Regional Economic Minneapolis - Saint Paul International Airport, �vhich touts the economie benefits provided by I�orthwest Air1_in�� ... .. __ ... (NWA) and associated industries through employment and purchases. Hub traffic may provide additional employment, however, the passengers routed through the MSP Airport � . do not directly benefit the Twin Cities economy in any manner. The noise pollution from such increased air traffic that results from fiub operations was not measured, or factored, as an e:�ternality in any of the studies done as part of the Dual Track EIS in 1995. In the description of the proposed project, provided by your cover letter, the economic benefits of the MSP Airport are inappropriately linked to the hub operations without a discount fof the externalities created by such hub traffic. 2. Related Airport Development - Because of the inadequacy of the Environmental Impact _ Statement produced for the e:ctension of Runway 4-22 to its current length of 11,006 feet, this runway has never been used for its intended purpose of increasing operational flexibility and to redistribute aircraft tr�c for noise considerations. Litigation filed by the City of Richfield has prevented this runway e.�ctension from being used for its original purpose, to the detriment of the communities at both ends of the parallel runways. During the Dual Track Study process, the City of Richfield is on record as supporting the _ �, _' current, existing location of the airport, howev�r, they are using litigation to stop all 1101 Victoria Curve • Mendota Heights, MN • 55118 (612) 452-1850 • FAX 452-8940 Ms.Kimberly Hughes October 20, 1997 Page two proposed runway expansions and e:ctensions necessary to continue to keep MSP Airport at an operationallevel. Four out of the six alternatives listed in the preliminary planning studies consider extensions to Runway 4-22 to a length of 12,000 feet. If Runway 4-22 is lengthened to 12,000 feet for facilitating direct flights to international markets;, it should be used for the original purposes of its first extension - to increase operational flexibility and to permit the redistribut'ion of aircraft traffic for noise considerations. Each adjoining comrnunity is enjoying the benefit and convenience of the location of a major airport facility and each adjoining community should share in the burden of the noise generated by the facility. Cunently, an inequitable situation exists because of the failure to redistribute the air tr�c together with the cornpletaon of the extension of Runway 4-22. 3. Increase in Enplanements - The High "combination 2" forecast for international air traffic projects an increase in air traffic that simply adds to an already overburdened a:ir traffic corridor�. t�e cities of Mendota Heights and Eagan. The recently released Metropolitan Council Air Noise Zone Policy areas incorporate more residential neighborhoods than e�er before envisioned in any studies for land use compatibility azound MSP. The Mendota Heights - Eagan corridor is not sufficient to handle the amount of traffic now being pushed ot�t of MSP and the addition of international traffic only adds to the existing problem. Now that the Legislature has mandated that the airport sta.y in its present location, the North-South runway (17-35) must be built as soon as possible to relieve the overuse of the Mendota. Heights - Eajan corridor and the cumulative effect of any additional international traffic. 4. Project Alternatives - The City of Mendota. Heights opposes any extension alternative for Run.way 12L-30R as an unacceptable addition of noise impact in e;�isting residential neighborhoods. Any extension of Runway 4-22 should be provided to Northwest Ai�lines only with the condition that Northwest Airli.nes increase its transition from Stage II to real (non hush-kitted) Stage III aircraft on an accelerated basis. 5. Environmental Analysis - The environmental analysis should consider the temporary impact of ai.rcraft operations and aircraft noise on Runway 12L-30R during the temporary extension to Runway 12R-30L. While this runway is closed for temporary reconstruction, a heavier burden of aircraft traffic will be placed on Runway 12L-30R, thereby increasing the already inequitable burden of aircraft noise in Mendota Heights. It is imperative that Runway 12R-30L and Runway 4-22 be used to the greatest extent possible during the construction periods. The operations during construction must be studied to the greatest e.ctent possible in order to provide an equitable distribution of air traffic during and after any runway e.ctensions. , Ms. Kimberly Hughes ; October 20, 1997 " �� Page three The City of Mendota Heights appreciates the opportunity to comment on the Environmental Assessment of the Proposed 1,000 foot E;ctension of Runway 4-22 at MSP Airport. We eagerly await your reply and response to our comments and concerns. Sincerely, _'- CITY OF MENDOTA HEIGHTS ` �c.�./^��/�C..�./w�--,. Kevin Batchelder � City Administrator _ C' facsimile TRANSMITTAL to: Ms. Kimberly C. Hughes, P.E. fiax #: 703-548-9593 re: City of Mendota Heights Comments regarding Environmental Assessment of Proposed 1,000' Extension of Runway 4-22 at MSP International Airport date: October 20, 1997 pages: �., including this cover sheet. As you requested in your letter dated October 2, 1997, please find attached the City of Mendota. Heights cornments regarding the proposed 1,000' e�ension of Runway 4-22 at MSP International Airport. If you have any questions regarding our comments, please feel free to contact City Administrator Kevin Batchelder at 612-452-1850. Thank you. From the desk of... Kim Blaeser Senior Secretary City of Mendota Heights 1101 Victoria Curve Mendota Heights, MN 55118 612-452-1850 Fax: 612-452-8940 10/29/97 16:31 FAX 612 452 8940 hIENDOTA HEIGHTS :k :k :k :k :{::Y• :i; :n :g :Y.:Y' :E: :g :k :}::E: :Y :y.:Y• :i: :E: :i: :& :Y. :Y :y. :k :N:k:�: ACTIVITY REPORT x:r:E: :k :B :k :k :k :B :B :f::i� :k -k �Y. �Y :k :{::Y• :N• :k �Y Y: :I::S :g :k :i: :!: :k TRANSIIISSION OR TY/R� N0. 5564 CONNECTION TEL CONNECTION ID START TIb1E 10/20 16:28 USAGE TI141E 03' Ol PAGES 4 RESULT OK 0 � � lQ.j 0 O l . �. METROPOLITAiV AIRCRAFT SOUND ABATEMENT COUNCIL General Meeting December 2, 1997 7:30 p.m. to 9:15 p.m. 6040 28th Avenue South Minneapolis, Minnesota - 1. Call to Order, Roll Call 2. Approval of Minutes of Meeting October 28, 1997 3. Introduction of Invitetl Guests _ ! Receipt of Communications r,,, ,, 4. �.� Technical Adv�sor s Runway System, Utilizat�on Report and Complaint . . -x=" �::�'" Summary�and.ANOMS Update�~� ��"�'� � • 5. Part ,150 Residential Sound Insulation Program Update — Steve Vecchi �,,. 6. Membership Vote 7. Approval of the 1998 MASAC Mesting Dates . 8. Report of the MAC Commission Meeting 9. Persons Wishing to Address the Council 10. Other Items Not on the Agenda 11. Adjournment Ne�ct Meeting: January 27, 1997 i j �. � � �� - ��- � � �, .� , ,�, , "^' h.:; �` , �`` - ;�..r �:.:;,,�. �._ ka• . . � .. . . .. .. . ,... . . .., . . � . . . � 4 . "�.. ..,� . . . . . . . . . � . nnd�e'. .i: w � � � . . . . . . . C, �' _ ' . .. ... .... ... ..... .. .. ........ .... ... .. .., .... .... ... ....... . .......... � . � MINUTES , METROPOLITAN AIRCRAFT SOUND ABATEMENT COUNCIL GENERAL MEETING October 28, 1997 7:30 p.m. . 6040 28th Avenue South Minneapolis, Minnesota 1. Call to Order Roll Call The meeting was calied to order by Chairman Robe�t Johnson at 7:30 p.m. and the Secretary was asked to call the roli. The following members were in attendance. � Mark Salmen � NWA Jennifer Sayre NWA Brian Bates Airborne Robert Johnson MBAA Brian Simonson . DHL Airways Jim Serrin Minneapolis Joe Lee . Minneapolis John Richter Minneapolis __ Tom Hueg St. Paul ) Carol Ann McGuire St. Paul John Nelsan Bloomington Vern Wilcox Bloomington , Kr�stal Stokes � �:- Richfield ,�,.. �:�� `�` _ �Dawn�Weitzel =�"`; � Richfield . . . . .- �,h�Y..' , . ...._e.,. .�'� . ._.,.. ..,.., ''.; :. ,. � �ance Staricha - Eagan Ed, Porter Burnsville "' }�y ��'�� `�'� J II``Smith �'�` n'�'' Mendota Heights Mayor Charles Mertensotto Mendota Heights Dale Hammons Inver Grove Heights Dick Keinz MAC Advisors John Aamot F� Alton Gasper MAC Commissioner Roy Fuhrmann Technical Advisor Chad Leqve MAC 1 ,. 2. Approval of Minutes The minutes of the September 23, 1997 meeting were approved as distributed. 3. Introduction of invited quests Receipt of Communications There were no invited guests. A letter was received from the City of Mendota Heights reconfirming their MASAC representatives and alternates. 4. Runway Usaqe and Complaint SummaN Dick Keinz, MAC, introduced Roy Fuhrmann, Manager of the Aviation Noise Programs, as the new Technical Advisor to MASAC. Roy Fuhrmann, Technical Advisor, briefed the council on the abbreviated Technical Advisor's Report. e The Stage III fleet mix is at 60%, up from 1996, based on scheduled operations. . Complaints were down slightly from last year, aithough stiil a significant number. . The average daily operations are up approximately 2.5% to 3% from last year, mostly from the air carriers and a few from General Aircraft and Military operations, as welL , e The tower log reports showed an increase in utilization of runway 04722; both in depa�tures and arrivals, with more arrivals than departures. e There was an increase in nighttime utilization on runway 04/22, as well. �. It was nated that the runway designation numbers changed� in September 1997 to runways 12 and 30R and 12 and 30L. �-�•�� 5: ��Jeff Hamiel �,Executive Directo.r�of MAC .�;:. .;.. �,�:, ��;, �� Y�Jeff Namiel, Executive Director, welcomed Roy Fuhrmann to the Auiation Noise Programs at ' a,.�, ;. �� :: . , �,,m ,;,-�, , ; the MAC. He noted'that Roy had worked with the Aviation Noise Program office for 5 years under John Foggia. Mr. Hamiel said the program's philosophy and direction would be changing from emphasizing technological advancements to communicating and working more with the public. He said he felt Mr. Fuhrmann had the knowledge and the personal attributes to blend both technological capabilities and communications with the public. Mr. Hamiel then discussed the upcoming construction plans for the airport. He said the projected cost for construction through the year 2010 is between $1.5 and $1.7 billion. He noted that the MAC is planning to move away from general obligation bonds, which are backed by taxpayers, and toward revenue bonds. He said this would take the airport from a AAA bond rating to approximately an A or A+ rating. He said the Metropolitan Airports Commission had not exercised their public taxing authority since 1969 and did not ses a need for it over the ne� 15 to 20 years. _ e 2 � _ °' � Mr. Hamiel noted that plans for the year 2020 call for constr�ction of a new terminal building located between the two parallel runways and the facility, scheduled for construction between i 2010 and�2020, would cost approximately $1.5 biilion. The New North/South Runway: ��. a Approximately parallel to Cedar Avenue. . Will be 8,000 ft long by 150 feet wide. . MAC wiil acquire the Doubletree, Sheraton, Excelinn, VFW, Fairfield Inn, Office Park, Amoco and other buildings. . MAC has acquired the Metro Office Park just east of the intersection of Highway 494 and 24`h Avenue for $33.5 million. The Metropolitan Airports Commission will be landlord of the office park until it is demolished to make room for the hotels and other businesses that will be demolished to the west. . . The runway will be fully operational by the end of 2003 and will completely change airport operations. The new runway will increase the airport's capacity by 2�-%. The FAA is currently looking at how the runway will be used. .' The` noise impact will increase over Bloomington, Eagan and other southeastern communities. The fact that the runway end will be farther away from residential areas, that there will be an all Stage III fleet, that conversion af hush-kitted aircraft to manufactured Stage III aircraft will begin, and taking advantage of some operational oppo�tunities will hopefully result in a smaller impact on those communities. . The MAC is working with the City of Minneapolis on an agreement to limit operations to the North off of the new runway, although there may be times when the runway would be used due to weather conditions. . Mr. Hamiel said he believed there would be a decrease in activity in the corridor due to an increase in activity to the south off the North/South runway. . Some initial construction work for the runway will begin in the summer of 1998. ..�,-e S th P II I R • 1998 ..�`�,� .;' ` ou _aca e unwav. . �r �� + .; <:n.� " f.,t ., . .�The reconstruction of the°'northwest:;end,;of the,ssouth paraHel runway will take place the . ,., �r, ..� -r�I ' ,.�T,,::'. ' _. .:.. �.-.:� � .:. ... . . summer of 1 �98. . The runway length will be reduced to about 7,000 feet. . If an agreement can be reached with the City of Minneapolis, an additional 1,000 feet will be added to the south parallel runway during construction in order for that runway to be used during the reconstruction of runway 04/22 for long haul flights. The agreement would allow MAC to use the additional length until runway 04/22 was completed. The mayor of Minneapolis would then have the authority to decide if the additional length was being used as agreed to. Mr. Hamiel said the extra 1,000 feet would be used only as overrun after the reconstruction of 04/22 was complete: He said if the additional 1,000 feet would need to be used for operations at sometime in the future, it would only be used with the agreement of the city of Minneapolis: . The southeast portion of the runway will also be reconstructed in 1999 or 2000. 3 �i Reconstruction and addition to RunwaV 04/22: 1999 or 2000 �� . The north end of runway 04/22 will be reconstructed and an additional 1,000 feet will be �, added to make it 12,000 feet total. s The south parailel runway wiil be used for long-haul fiights during the reconstruction of 04/22 if an agreement with the City of Minneapolis can be reached. . The extra 1,000 feet is needed for the non-stop international �service. Tom Hueg, St. Paul, asked if there were plans to pursue an agreement, similar to the one with Minneapolis, with St. Paul due to the additional 1,000 feet being added to runway 04/22. Mr. Hamiel said because it is expected that runway 04/22 would be used less than it is now with the addition of the North/South runway, the Commission had no plans to pursue an agreement with St. PauL Ne said he believed St. Paul would eventually see only international actiyity. Mr. Hamiel said the Commission was also negotiating with the City of Richfield regarding noise attenuation possibilities along Cedar Avenue for when the North/South runway is built. JiII Smith, Mendota Heights, asked if Mr. Hamiel had said that if non-simultaneoous departures occur they would most likely be off of the north parallel runway. Mr. Hamiel said that was one possibility, but thafi there were many possibilities for runway usage to be studied. Dawn Weitzel, Richfield, asked when the EIS for runway 17/35 would be completed. Mr. Hamiel said it was scheduled for completion by January 1998. John Nelson, Bloomington, asked Mr. Hamiel i# the construction of the south parallel runway could be delayed until the North/South runway was built. Mr. Hamiel said it could not wait for reconstruction. � � Mr. Nelson also asked Mr. Hamiel if the MAC would work with the cities on a communications plan to educate community members about how the construction at the airport will affect �,� ;-. operations. Mr Hamiel said the Commission was prepared to communicate the construction ��:'` ,� changes�occurmg$at the;�airport.,�and how operatidns may affect communities. s � x �.�.. � _ ,;�, , � ;: ;�„ ,, , . : ' "�� .� �., ' '�� ,M,. �� . .�. . .. . ... . . �'�'a�r , .� � . . . Mr. Nelson also asked a6out the acquisition of th�e �Met Center property: Mr. Hamiel said the Commission has offered to pay the Sports Facilities Commission $25 million for the property. He said the Commission was waiting for the Sports Facilities Commission to agree to the proposal. He said one member wants to put restrictions on how the property could be used. He said, in his opinion, if the Commission and the Sports Facilities Commission couldn't work out an agreement in a relatively short period of time, the Commission would take legal action to acquire the property through the court system. Commissioner Gasper asked Mr. Hamiel if landing on the center section of the south parallel runway would exacerbate the deterioration problem. Mr. Hamiel said using the center portion of the runway for touchdowns for a short period of time would not have a negative material effect. � James Serrin, Minneapolis, said he felt the No�th/South runway would impact South Minneapolis more than what Mr. Hamiel was representing and that by the year 2010 Minneapolis would have worse noise conditions than it has today. _ _ _ _ _ , _ ( '_ 0 Mr. Hamiel said if tlae North/South runway was not built, Minneapolis would experience a very large increase in traffic. He offered to have Nigel Finney, Deputy Executive Director of Pianning � and Environrnent, meet with the Minneapolis representatives to discuss future operations projections over Minneapolis. . �„ ��,;; 6. James Serrin, Minneapoiis, said he was very upset that Northwest Airlines had such a high percentage of hush-kitted aircraft relative to manufactured Stage III aircraft. He asked Mr. Hamiel if the Commission was negotiating with Northwest to reduce their percentage of hush- kitted aircraft. Mr. Hamiel said legally the airport authority could not impose any sanctions on Northwest Airlines because they were complying with federal law. He said, though, that he has had discussions with Northwest Airlines about their schedule for phasing out the hush-kitted aircraft. He said he thought Northwest Airlines would have to begin phasing out their older hush-kitted aircraft within 10-15 years. He also clarified that the North/South runway was not being built for the airlines but because the community was demanding increased air services to be part of the world community. Jennifer Sayre, NWA, mentioned that she had briefed the council about Northwest's plans for hush-kitting and their plans to phase out the older hush-kitted planes at the last MASAC meeting. John Nelson, Bloomington, asked about the diminished funding for the Part 150 Residential Sound Insulation Program. Mr. Hamiel said the Commission is preparing a financial plan on how to pay for the program with MAC generated funds only. He said the Commission would . continue to strive toward completing 1,200 homes per year, but that it would be difficult to accomplish given the increased cost per home and the complexity of the designs. Lance Staricha, Eagan, asked if MASAC could look at drawing a southern boundary for the corridor. Mr. Hamiel said he felt MASAC should feel free to investigate any noise abatement possibility. He noted that Chairman Johnson had requested him to talk with the MAC staff regarding giving more noise-related assignments to MASAC rather than creating special task forces. He said he had spoken with Nigel Finney,;about giving MASAC mare projects for corrsiderat on and �r�.ecommer�tlatiorls,�y"He�noted that MASAQ.would be challenged on timelines. - : • - -�� Executive �Committee Membershiq Chanqe and Implementation Schedule Proposal Chairman Johnson noted the items included in the package from the Executive Committee. He also explained the proposed changes in membership representation for both the public and user groups. � Chad Leqve, MAC, explained the formula staff used to calculate the new membership representation. He noted that an additional two members for each group were added before the formula was applied. He also explained the three variables used in the formula, which included the average DNL level for each city, the number of parcels in each city, and the number of overflights over each city. He explained that the number of parcels in each city was weighted most heavily, at 70%, because it represented the number of affected people. He said the DNL level and the overflights were both weighted evenly at 15% each. Mr. Leqve then displayed an overhead that showed each city's variables and the number of representatives for each city after applying the new formula. He noted that each city began with � one representative and the remaining 9 representatives were distributed as per the formula. Chairman Johnson told the members that a vote would be taken at the December 2, 1997 4 meeting on the proposai. �. Jiil Smith, Mendota Heights, asked what the specific proposal was. Chad �eqve, MAC, noted that the proposal was inciuded in the Executive Committee minutes package. He said the proposal cailed for a change in the term limits from 2 years to 4 years. He said the proposal aiso changes the bylaws in that the appointing authority for each user or public member must either reappoint or replace the existing representatives when their term is complete. He said until a representative was reappointed or replaced, that position would lose its voting privileges. Jill Smith, Mendota Heights, noted that their city council meeting was the same night as the December 2, 1997 MASAC meeting. Chairman Johnson said that the city would be allowed to mail in their vote. Dawn Weitzel, Richfield, requested that a copy of the overhead be distributed to all members, as�welL Lanee Staricha, Eagan, asked staff to review the changes in actual representation for each city. Chad �eqve, MAC, said Minneapolis wo�ald gain two, Mendota Heights and Eagan would ,each gain one and St: Paul would lose two. Dawn Weitzel, Richfield, asked if the Executive Committee had also discussed how MASAC could be changed in order to meet the deadlines Mr. Hamiel had discussed. Chairman Johnson said the Operations Committee would be meeting to discuss possible objectives for 1998. He said he would be asking each member to send in ideas on what MASAC should be working on for the coming year so that a timeline of objectives could be completed by the January 1998 meeting. _ 7. ANOMS Update . ;' � �, x. � �.�k.� � .;�;, .�. .:...''r.�. '�«..,.�. ��.rh�' =�-,�rG- Chad �eqve, MAC, b�iefed the council on the stafus of the ANOMS system. He displayed an overhead that showed how the ANOMS system would work with the tower's ARTS data (see attachment). He said ANOMS' developers (HMMH) have developed a software program to enable the ANOMS system to interface wiih the optical disk data. The FAA staff will have to take the disks with the ARTS data on it and transfer it to a computer resident at the tower so that it can be downloaded to the ANOMS system in the noise office. Mr. Leqve said HMMH indicatad it would take about 6 weeks from the go ahead to have the system up and running. He said staff expected to have the past Technical Advisor's reports available at the January 1998 meeting. Commissioner Gasper asked about the time it took for the tower to transfer data to the noise department. He noted that at one time there was a three-day delay. Chad �eqve, MAC, said he had been in contact with other airports that have ANOMS systems and found out that the delay was more a function of how each FAA tower staff worked with their respective airport. He noted that the Seattle airport was getting their ARTS data within a day. He noted that part of tMe discussions between staff, the tower and HMMH was how data could be extracted from an _ _ _ _ .; �_ , 0 � �'�� 0 optical disk at the same time it is recording data in order to obtain data more quickly. Roy Fuhrmann, MAC, aiso noted that a letter of agreement wouid need to be executed before data could be exchanged between the FAA and MAC. John Nelson, Bloomington, asked if the RMT's were still operating and whether or not their data was being archived. Chad Leqve, MAC, said that the noise data had been continuously recorded and downloaded into a database for each month and will be available for the noise-to- track correlations. Operations Committee Meetinq Update Mark Salmen, NWA, briefed the council on the agenda of the October 17, 1997 Operations Meeting. L.etters regarding the change in nighttime hours and the NADP procedures have been mailed to the FAA and carriers. The discussion of the Part 150 Contour Generation will be continued at the next meeting. The next Operations meeting will be on December 5, 1997 at the West Terminal Building. The agenda items will be a continuation of the discussion regarding the P�rt 150 Contour Generation and development of the 1998 MASAC Objectives. Mr. Salme,n aiso briefed the Minneapolis Straight out Departure Procedure analysis findings. He said the analysis found no more than a.9 decibel increase at any one point in the 65 DNL contour. It also found no more than a 1.0 decibel increase at any one point in the 60 DNL contour. He said these levels were weli below the levels that would require an Environmental Assessment. He said the FAA would need to review the analysis and would have the final authority to irnplement the procedure. MARK SALMEN, NWA, MOTIONED AND JONN NELSON, BLOOMINGTOPI, SECONDED TO PROPOSE TO THE MAC'S PLANNING AND ENViRONMENT COMMITTEE THAT IT RECOMMEND TO THE FAA THAT AIRCRAFT NORN9A�LY GIVEN A RUNWAY HEADING �OFF 30R:rAND�30L BE�'GIVEN A HE�4DIN��OTHER�THAN�'RUNWAY HEADING WHENEVER CONDITIONS AND FAA STAFF WORKl.OAD PERMIT. THE VOTE WAS UNANIMOUS. MOTiON CARRIED. Report af the MAC Commission Meetinq Vice Chairman Hueg briefed the council on the October 20, 1997 Commission Meeting. . The Commission approved the change in the officially designated nighttime hours, as recommended by MASAC. The change will go into effect first quarter , 1998. . The Commission's Washington consultant gave an update on congressional action for 1997 and the upcoming year. . Most AIP funds were going to mid-size airports rather than large airports, such as MSP. . it is expected that the budget bill wili be approved, which has money allocated for the North/South runway. e Congress is looking at ways to raise money for the aviation trust fund. One option they are looking at is. raising PFCs from $3.00 per ticket to $5.00. . Congress is looking at revamping the FAA to make it more future-oriented, more user � friendly and technologicaliy advanced. " . It was noted that aviation is competing against surface transportation for funding. Chairman Johnson said Nigel Finney, at the Commission meeting, said queing taxiways for � � runway 04/22 would not be included in any construction schedule until 2001 and that the use of the North/South runway may rule out the need for a queing taxiway completely. 10. Persons Wishinq to Address the Council There were no persons wishing to address the Councii. 12. Other Items Not on the Agenda Chad Leqve, MAC, displayed an 'overhead that depicted the noise values for an F-100 from Federal Aviation Regulations Part 36 values. This information was made availabie for members to compare the noise values of Stage II hushkitted aircraft to manufactured Stage iii aircraft. 13. Adiournment • Chairman Johnson adjourned the meeting at 9:45 p.m. Respectfully Submitted, � Melissa M. Scovronski, MASAC Secretary : . ,. , . , � . , � � ; �,x "`�iR�s . � ' "`,�',— ... .. . �sase, ._ . yaui�., �m �:��w • .. .._.... . ._ .__. . __,.. . . . ... . ,-_ . . ... .. ..... .. . . . . ._...... . �� `. . s` :. � c <, r � �d1 . � . ' : : ' `:� . -- . � , y .., _ �"}� � ' . , : � . �.;.� F� _ �.':. , . • . � � '.. . � .� � . . . •� � � � � .y. � � � . . . _ '� •.w � � C tC '�"�1 � � . � . � +� ' � • y � C y . . �e .� �� pA � O ,� CG .y.� y . � r� �" .0 � � C y � � y� z.r ' � _, L--.- :�, _ i�.. . C 'CJ C% '-y4 G. 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' .--`: � ..': � __,_ , ,;,� , RESCNEDULED REGUI.AR MEETiNG � �i��' � � � :��j�� METROPOLITAN AIRPORTS C�MMISSION . �_:��-�-� `� �� 'q�'' ' -=r �.:-«..�''„i_ 1.,7jrif ± ... .y:.lj� 1:00 P.M. ��- �'��._ � �_�7 MONDAY, NOVEM8ER 24, 1997 �` ' Room 3040 - Mezzanine - Lindbe�qh Terminal Buiiding (Located above Chili's Too at the Red Concourse Entrance) (Consent ltems can be brought down to Discussion) APPROVAL OF MINUTES a- Rescheduled Regular - October 20, 1997 LEASE ACTIONS a) Recommendation Re: Airport Leases ACCOUNTS a- Approvai of Biiis, Expenses, Payrolls, Transfers of Funds, etc. Pianninq and Environment Committee A1 Public Hearing - Runway 17-35 Property Acquisition A2 Public Hearing - Environmental Assessment - 1998-2004 Capital Improvement Program A3 Final Payments - MAC Contracts !� ) a) Elecfrical Service Modifications - West Terminal Area b) 1996-97 Glycol Recovery Operations c) 1996-97 Part 150 Sound Insulation Program A4 Semi-Final Payment - MAC Contract a) Keewaydin School Sound Attenuaiion A5 Change Orders - MAC Contracfs . a) EcanoloUEmployee Par4cing Relocation b) Wetland Mitigation - Pickere! Lake � c) Part 150 Residentia) Sound Insulation Program A6 Bids Received - MAC Contracts a) Lindbergh Terminal Cancessions Area Modification - Phases 2& 3 b) Green Concourse Moving Waiks c) Trades 8uilding - MSP d) Part 150 Sound Insulation Program - October Sid Cycle A7 Review of Upcoming Construction Bids A8 1997 Capita! Improvement Projects Amendment A9 Change Management Policy Report . A10 Part 150 Sound Insulation Program a) Program Completion/CostsNentilation Results/Acoustic Stds. Update b) Part 150 Policy Advisory Committee Request -'True Divided Light" Replacement Windows & Sashes A11 Parfcing F�pansion Update Al2 Coon Creek Watershed District Easament - Anoka County-8laine Airport - Continued on Next Page - I' . Ftescheduled Regular Commiss�on Meet�ng November 24, 1997 - Page Z t A13 Hearing Officers Report/Findings, Conciusions and Order - Property Acquisition a) St. Paul Downtown Airpork b) Airiake Airport A14 Minneapalis Straight Out Departure Procedure A15 Runway 4-22 Extension Environmental Assessment - Request for Pubiic Hearing Manaqemen# and Operations Committee B1 Personnel Policy Guide Revision B2 Credit Card Processing Bids Received B3 Review of Previous Action Conceming Airpo�t Medicai Clinic Ground Rent Rate B� AI('aCi'C Nil^OI`l�� f:�y€s_r; Ga�n�i� tio�f�r4n�a 85 Auto Rentai Shuttie Contract Extension Request B6 DISCUSSION ITEM - l.egislative Task Force Report B7 Marlceting and Congressional Update B8 Safety Update Finance Committes C1 Reports a) Quar#erly and Monthly Operating Results . b) Summary of Investment Portfolio c) Summary of Air Carriers Passenger Facility Charges (' C2 Intemal and Concessionaire Audits � C3 DISCUSSION ITEM - Underwriter Interviews and Selection C4 Recommendation on Short Term Borrowing Program �� Manaqement and Operations Committee B6 Legislative Task Force Report S,�ecial Mana4ement and Operations Committee S81 Reasonable Costs for Reliever Airport Fire Protection Services Finance Committee C3 Underwriter Interviews and Selection NEW BUSINESS a) MAC Public Safety Personnel/NWA Recognition b) MASAC Update PUBLIC APPEARANCES � MANAGEMENT AND OPERATIONS COMMITTEE ' Paul Rehkamp - Chair John Dowdle - Vice Chair Steve Cramer Cari D'Aquila Ed Fiore Darcy Hitesman John Kahler METROPOLITAN AIRPORTS COMMISSION NOTICE OF SPECIAL MEETING OF THE MANAGEMENT AND OPERATIONS COMMITTEE 12:15 p.m. - Monday, November 24, 1997 Room 3040, West Meuanine - Lindbergh Terminal, Woid-Chamberiain Field 1. MOTiONS RE: a) TAXATION AT RELIEVER AIRPORTS b) FIRE SERVIGE AT RELIEVER AIRPORTS Chairman Rehkamp 2. DISCUSSION - PROYISION FOR FIRE SERV(CE AT RELIEVER AiRPORTS Gary Schmidt, Director of Reliever Airports PLANNING AND ENVIRONMENT COMMITTEE John Himle, Chair Alton Gasper, Vice Chair Steve Cramer Dick Long Louis Miller Jr. Darwin Reedy Georgiann Stenerson METROPOLITAN AIRPORTS COMMISSION NOTICE OF REGULAR MEETING OF THE PLANNING AND EIVVIRONMENT COMMITTEE Tuesday, December 2, 1997 2:00 p.m. Room 3040 Mezzanine Level �indbergh Terminai, Wold-Chamberlain Field AGENDA CONSENT (Consent items listed are subject to discussion at the request of any Commissioner) FINAL PAYMENTS - MAC CONTRACTS a. Lindbergh Terminai Elevator Installation/Modifications b. Employee Parking Lot Modifications c. Parking Ramp Rehabilitation-1997 d. 1996/97 Park 150 Sound Insulation Program Ron Tadsen, Facilities Architect Robert J. Vorpahl, Progam Development Engineer Gary G. Warren, Airport Engineer Steve Vecchi, Part 150 Program Manager 2. SEMI-FINAL PAYMENTS - MAC CONTRACTS a. Administration Building Modifications - St. Paul Downtown Airport b. 1997 Pavement Rehab./Airfield Signage - Crystal Airport c. Taxiway B Reloc./Tower Road Constr. - St. Paul Downtown Airport Robert J. Vorpahl, Program Development Engirieer Gary G. Warren, Airport Engineer 3. BIDS RECEIVED - MAC CONTRACTS a. Runway 12R/30� Reconstruction/Taxiway W Construction - Segment 1 b. Run-up Pad B►ast Fence Modifications c. Part 150 Sound Insulation Program - November Bid Cycle Gary G. Warren, Airport Engineer � Steve Vecchi, Part 150 Program Manager 4. REVIEW OF UPCOMING CONSTRUCTION BIDS Robert J. Vorpahl, Program Development Engineer PLEASE TURN PAGE 5. NSP AGREEMENT - CRYSTAL AIRPORT - Gary G. Warren, Airport Engineer 6. �GOLD AND RED CONCOURSE CARPETING REP�ACEMENT UPDATE `. Dennis Probst, Building Construction Manager 7. CHANGE MANAGEMENT POLICY REPORT R. James Thorne, Director of Airport Development 8. RUNWAY 4/22 EXTENSION ENVIRONMENTAL ASSESSMENT Nigel D. Finney, Deputy Executive Director - Planning and Environment DISCUSSION 9. ADDITiONAL TRANSPORTATION/PARKING CONSULTANT R. James Thorne, Director of Airport Development 10. MASAC REORGANIZATION Roy Fuhrmann, Aviation Noise Programs Manager 1 T. PARKING EXPANS�ON UPDATE Dennis Probst, Buiiding Construction Manager 12. HEARING OFFICER'5 REPORT/FINDINGS CONCLUSIONS AND ORDER - RUNWAY 17/35 PROPERTY ACQUISITfON Nigel D. Finney, Deputy Executive Director - Planning and Environment � 13. 1998-2004 CAPITAL IMPROVEMENT PROGRAM a. Environmental Review b. Program Financing c. Program Approval � d. Project Labor Agreements Nigel D. Finney, Deputy Executive Director - Planning and Environment �' � MANAGEMENT AND OPERATiONS COMMITTEE Paui Rehkamp - Chair John Dowdle - Vice Chair Steve Cramer Car1 D'Aquila Ed Fiore Darcy Hitesman John Kahier METROPOLITAN AIRPORTS COMMISSION NOTICE OF REGULAR MEETING OF THE MANAGEMENT AND OPERATIONS COMMITTEE 1:00 p.m. - Wednesday, December 3, 1997 Room 3040, West Meuanine - Lindbergh Terminal, Woid-Chamberlain Field CONSENT* 1. UPDATE: ANNUAL COMMERCIAL VEHICLE TRIP FEES - ORDINANCE #79 Jeff Courteau, Asst. Mgr. Landside Operations 2. REQUEST AUTHORIZATION TO ISSUE AN RFP FOR PUBLIC PAYPHONE-LOCAL AND LONG DISTANCE PHONE SERVICES Kurt Marka, Administrato� - Commercial Mgmt. and Airiine Affairs 3. PERSONNEL POLICY GUIDE REV1S10NS James Kosta, Manager Employee Reiations 4. 1998 EMPLOYEE HEALTH INSURANCE PLAN - CORRECTiON James Kosta, Manager Empioyee Relations 5. MSP LIQUOR LlCENSE RENEWAL Gordon Wennerstrom, Director Commercial Mgmt � Airline Affairs *Any consent item may be brought down for discussion by Comrnissioners DISCUSSION 6. 1998 GENERAL ADJUSTMENT TO MAC COMPENSATION PLAN FOR NON- ORGANIZED EMPLOYEES James Kosta, Manager Employee Relations 7. ANOKA FLIGHT CHARTER PUBLIC APPEARANCE Tim Anderson, Deputy Exe�utive Di�ector-Operations 8. 1996 APCOA INCENTIVE AWARD Greg Leean, Manager Landside Operations GENERAL DISCUSSiON 9. PROPOSED SOUTH METRO PUBLIC SAFETY TRAINING FACILITY UPDATE James Welna, Chief of Police 10. CONGRESSIONAL UPDATE Robert Stassen, Asst. Exec. Dir - Marketing C FINANCE COMMiTTEE �' i Dan Johnson, Chairman Ed Fiore, Vice Chairman Carl D'Aquila John Dowdle John Kahler Dick Long Georgiann Stenerson METROPOLITAN AIRPORTS COMMISSION NOTICE OF REGULAR MEETiNG OF THE FINANCE COMMITfEE 11:00 a.m. - Wednesday, December 3, 1997 Room 3040, West Mezzanine - Lindbergh Terminal Buiiding AGENDA CONSENT 1. REPORTS � . a) Monthiy Operating Results � b) Suinmary of investment Portfolio ( j c) Summary of Air Carriers Passenger Facility Charges Theresa Cooper, Senior Financial Analyst 2. INTERNAL AND CONCESSIONAIRE AUDITS a) Budget Rent A Car Systems, Inc. b) Universal Outdoor, inc. Mary Salonek, Audit Supervisor and Barbara Hiil, Auditor DISCUSSION . 3. 1997 AUDIT PLAN a) Audit Plan Presentation by Deloitte & Touche b) Status of 1996 Management Letter Camments Steve Susch, Director of Financ� 4. 1998-2000 CAPITAL IMPROVEMENT PROGRAM FINANCING Steve Busch, Director of Finance 1 < ;k . � � ;'� � ;» f , ;, ` -. � ,�; ._ ;. �`` ;'� � ,;° ;' 4 A biweekly update on litigation, re�ulations, and technological developments Volume 9. Number 13 Burbank � • • � • � . . � __t � . .., � , . � � . .. � . . In a rulina that is a major victory for the City of Burbank and could have far- reachina implications for airports uying to expand beyond their boundaries, a Los Angeles Superior Court judQe ruled Oct. 31 that cities in California have a legal right to approve plans to expand airports within their city limits. Judae Carl West rejected a request by the Burbank-Glendale-Pasadena A.irport Authority to declare Section 21661.6 of the California Public Utilities Code unconstitutional. That state law, which applies to all airports in California, requires the approval of local cities before an airport can purchase land for expansion. The airport authority ar�ued that the state law is preempted by federal law, but Judae West rejected that araument. "There is no evidence before this court indicatin� that Congress intended to deprive local �overnments of the rijht to control the use of land in their communities when it passed the Federal .�viation Act or any of the noise control le¢islation," Judge West stated in his opinion in Citv of Burbank v. Burbank-Glendale-Pasadena Airport Authority (Case No. 022341). The State of California intervened in the suit on the city's side. "It appears clear to this court that the goals of the statute constitute a legitimate (Continued on p. 148) Outagamie County Airport COUR'�'��STRIKES ZONING ORDINANCE LIMITING DEVELOPMENT BEYOND 65 DNL By Charles F. Price — In a blow to the Federal Aviation Adminisuation's efforts to encourage communities to limit housina beyond the 6� dB DNL noise contour, a circuit court judQe has ruled invalid a provision of the airport zoning ordinance of Outasamie County, WI, which limits development beyond the 6� dB DNL contour, callins its minimum lot size restriction unconstitutional. The decision�on Sept. 10 by Judge John A. Des lardins seemed to fly in the face of current understandinas about the ability of communities to zone for noise- compatible development. In effect, it upheld a contention by a developer that the restrictions exceeded the powers aiven to the locality under Wisconsin law. Ou[aaamie County Corporation Counsel Joseph P. Guido[e told ANR the rulin� will be appealed. He said he felt the judge "didn't sive adequate weiaht to the � developer's standard of proof." Under Wisconsin law, he ecplained, it was necessary for the developer, Northwest Properties. Inc., to prove beyond a reason- able doubt that the ordinance was not constitutional. Guidote felt this had not been done. ChicaQo attorney Steven F. Ptlaum of McDermott, Will & Emery, who assisted Guidote on the FAA aspect of the case, toid ANR that the Office of the Wisconsin (Contincied on p. 1.52) Copyri�ht �O 1997 by Airport Noise Report. Ashburn, Va. 2201 I November 7, 19y7 In Thzs Issue... Noise Policy ... State court upholds right of California cities to approve plans to expand airports within their city limits. Ruling is a major victory for the City of Bur- bank - p. 147 Outagamie County ... Wisconsin circuit court jud�e rules invalid a county zoning ordinance limiting housing development beyond the 65 dB DI�1L, contour - p. 147 Van Nuy3� ... FAA accepts grandfathered status of Los Angeles proposal to e,ctend curfew and impose non- addition rule at Van Nuys Airport aft€r city a�rees noise rules will not apply to Stage 3 aircraft - p. 149 Research ... FAA, industry representatives tell House committee not to stifle aircraft noise reduction gains by imposing premature regulations; community gro�ps call f�or imposition of StaQe 4 standards - p. 1�0 Public Forum ... FAA plans fo hold a forum to �ive the public an opportunity to identify aviation-related environmental issues the aQency should include in a research agenda - p. 152 C � i�8 iurbank, from p. 147 :xercise of the police power by the state and Burbank which °ias not been preempted by any federal laws or re�ulations. 'Che FAA's re�ulations and the Supreme Court's interpreta- iuns of the laws specifically acknowled�e the fact that locai _overnments retain the rights to local land use," Jud�e West wrote in his opinion. y Implications Beyond Burbank Burbank officials hailed the decision as a victory for cities throughout California to maintain control over local land use and zoninQ matters. Peter Kirsch, special counsel on airport matters for the City of Burbank, said the ruling is "a major setback" for the airport authority, but also thinks it has implications for airports around the country. Richard Simon, caunsel for the airport authority, doubts that the rulin� will have national implications because it was only at the state court level. The rulins "absolutely has implications beyond Califor- nia," Kirsch told ANR. "Most states have laws that either explicitly or implicitly make airports subject to local land use laws," he explained. "The issue squarely presented here says that just because a project has something to do with safety, it doesn't mean that the airport is exempted from land use laws." Judge West's decision is important, Kirsch said, because �in recent years there has been an effort by airports to get around similar court rulinas by contendin� that the only reason they are expandin� is for safety. "Because the federal �overnment has exclusive authority over safety, this approach was based on the assumption that a safety based project would be exempt from local land use and, so lonQ as there existed a safery justification, the other purposes for a project would not be relevant," Kirsch said. He stressed that this is just a IeQal theory that airports have asserted. The theory is that the closer a project comes to safety, the more likely it would be found to be preempted, he said, but added that no case has held that squarely. Some courts have implied that, however, he said, notins that the U.S. Court of Appeals for the Ninth Circuit came closest to accepting the theory when it said the Ci[y of Los AnQeles was preempted from usin� its zonine authority to block a taxiway extension at Burbank Airport because it was beina extended solely for safety reasons. (The Burbank airport authority tried [o bring this case before the Ninth Circuit, 5ut was found to lack standinQ before the court because of a -:rocedural rule). Leverage for Part 161 Studies Kirsch also thinks Judge West's rulina will Qive levera�e to communities tryinQ to oet airports to impose noise �estrictions under Federal Aviation Administration Part 161 `� ��ulations. That is [he case in Burbank, he said. The citv is demandin� [hat the airport oet FAA approval of a cap on operations and a mandatory curfew at Burbank airport Airport Noise Report before it will consider whether to approve the new terminal project. Other cities into which airports want to expand can make similar demands, he said. Kirsch said there is a fundamental distinction in the law about who can impose airport restrictions. The City of Burbank could not impose its own curfew on Burbank airport as a condition of approval of the new terminal project, he said. But, it can demand that the airport get FP.A approval of a cap on operations and a mandatory curfew before it will consider whether to approve the new terminal project. The distinction is that the airport has the right to say it will not undertake the project under those conditions, he said, notin� that is very different from a local government sayina the airport has no choice in whether a curfew or caps will be imposed. T'he ability to neaotiate over airport expansion plans is the key to the relationship between airports and local zonin� authorities, he asserted. Kirsch said that the counsei for the State of California noted in Judge West's hearin� that any lar�e land developer that comes to a local zoning authority for project approval understands that it must negotiate with that zoning authority over the terms of the project. It cannot dictate them. Kirsch said that is what the airport is tryin� to do with the City of Burbank. "The matter gets down to a public policy issue," he said. Should there be growth limits at the airport or not? The city feels there should be, and the airport feels there should not be. Until one party changes iu position, nothing wil] move forward, he said. Noise is Issue Richard Simon, counsel for the airport, agreed that the issue gets down to a power struggle between the airport and the city, but he contended the strug�le is not over aood land use. "Be cautious about the principles involved here," he said. "It is not as thou�h good land use plannin� is not bein; done." T'he land in Burbank on which the airport wants to built the new terminal has been zoned for airport use, he said:. "Land use in not the issue, nor is airpor[ capacity. Noise is the issue," Simon said, asserting that both noise and safety are federally preempted issues. "The truth is that what is poin� on here is a fiQht over political power." Simon said, "It is legitimate to raise the question of �vhether an airport can cry safety to expand willy nilly." $ut, he stressed, that is not the case a[ Burbank. The airport has been trying to build a new terminal for 18 years, he said. When Lockheed decided to move from Burbank in 1990 and its land become available for the new terminal, the City of Burbank did not raise objections. In 1992, when an Environ- mental Impact Statement on the project contemplated the use of the property, the city was in favor of that, he said. "It was only in 1995, when there was a chanae on the City Council, that they chanaed their minds. The city had endorsed the project for 18 years. There was a political chan�e in Burbank, but that is bein� hidden behind the shield of.land use plannino," he said. The City of Burbank has demonstrated that an airport Airpott Noise Report C November 7, 1997 expansion project can be derailed by a chan�e in Ciry Council. Simon said. How does that tit wi[h the federal interest in expnndin�? the air transport system? he asked. "It is clear that any municipality can prevent an airpon from bein�* constructed there." But once the airport is there, the accident of Qeouraphy that has the airport borderin� other jurisdictions does not determine what happens in the areas of safety and noise, he said. FollowinQ Judge West's rulinQ, the Ciry of Burbank said it hoped the airport authority would "enter into meaniflpful discussions" to settle the terminal dispute out of court. But Simon contended that such neaotiations, which have failed in the past, would be fruitless. Burbank is "unrealistic" in what it is trying to get in the negotiations, he said, contend- ina that the Fr�.A would never approve a Part 161 study callinQ for a cap on operations and mandatory curfew at the airport. But Kirsch says the airport will not know what the FAA will do un]ess it submits the proposal to the aaency. And, he said, it may be very di�cult for the FAA to deny it. Under the Airport Noise and Capacity Act (ANCA), he noted, the FAA must assume liability for noise dama�es if it rejects a Part 161 study. The a�ency has discouraeed airporrs from conducting Part 161 studies in the past, he said, but has never rejected a study. Kirsch noted that the FAA recently stated in correspon- dence with the City of Los An�eles that it would take a very liberai interpretation of its Part 161 regulations in consider- ing a request by the city to extend a curfew which was �andfathered under ANCA at Van iVuys airport (see related story in this issue). "The FAA can either interpret Part 161 narrowly or liberally," Kirsch said. In this case, after Los An�els put some pressure on the aaency, FAA decided to take a liberal interpretation of PartV161. The a�ency could take the same approach at Burbank, he said. Burbank had a voluntary curfew in place prior to passa�e of ANCA. It now wants to make that curfew mandatory. Kirsch would not comment on whether or when the City of Burbank miQht ask the FAA if it would approve a cap and curfew at Burbank airport. Another Day in Court Thomas E. Greer, e:cecutive director oF the airport authority, said the authority was "very disappointed that the court did not aive more weiQht to the federal interests we raised," but stressed that the airport Authoiny will have another dav in court on Dec. 12. Havinv already ruled there are no federal laws preemptino the City of Burbank from approvin� the airport s land purchase, Judge West will consider on Dec. 12 whether there are any state law issues which nullify the process adopted by the City of Burbank under the Public litilities Code for approving the new airport terminal. "We are confident that the remaining state issues are compellin�, and we look forward to a second round in a few weeks," Greer said. He noted that the primary state issue for 149 court examination in December "is whether Burbank dele�ated away its right of approval over airpon land acquisitions when it conveyed the riaht to acquire land and the power oti eminent domain to the airport authority by sianina the Joint Powers A�reement formino the authoriry in 1977." ` y Until [he matter is settled. "the authority's attempt ro acquire the proposed terminal site faces an uncertain future," accordins to Greer. The airport authority obtained possession of the land last June, but must still go to trial next sprin; to determine the price that will be paid to Locl:heed Martin Corp. before assuminQ full ownership. If the City of Burbank's riQht of approval of the land purchase is upheld, Greer said that more litigation is likely. The airport authority already has filec� an action a1leQing it was denied due process durin� the city's approval procedure in the fall of 1996. In the meantime, the airport authority currently is overseeing the conceptual desi�n of the new terminal buildinJ and expects to continue refinin� plans throuahout1998-1999. Burbank airport is trying to build a new terminal because the current terminal buildine is over 400 feet closer to the runways than allowed by current Federal Aviation Admini- stration desisn standards. Kirsch said that should the airport authority ultimately choose to appeal Jud�e West's decision, he is confident the appellate court will uphold the rulina. Kirsch feels the case could ultimately end up before the U.S. Supreme Court, and predicted the Hish Court would take it because of the bedrock issue it presents in_ terms of the relationship between airports and the communities surrounding them. Simon feeis the case would go no further than the Califor- nia Supreme Court.� Van Nuys GRAI�ZDFATHERED STATUS OF L.A. PROP�SALACCEPTED After the City of Los Angeles agreed to a Federnl Aviation Administration demand that a proposed extension of a niahttime curfew and imposition of a non-addition rule at Van Nuys Airport not apply to Stage 3 aircraft, the avency accepted the city's position that the proposal is grandfath- ered under the Airport Noise and Capacity Act and thus exempt from the FAA's Part 161 reaulations. "The approach that you have outlined to address opera- tions by Stage 3 aircraft would satisfactorily resolve the concerns expressed in the FAA's (etter to the President of the Ciry Council, John Ferraro, dated July 17, 1996," Susan L. Kurland, FAA's associat� administrator for airports, told Breton K. Lobner, senior assistant city attorney for Los Angeles, in an Au�. 28 letter . The noise rule amendmen[ for Van Nuys was proposed prior to passaoe of the Airport Noise and Capacity Act, but Airpott Noise Report C� l�p Airport Noise Report �he FAA had resisted acknowledving its grandfathered i�us for the past seven years and instead demanded that the v reanalyze its position, complete an economic study of .: impact of the proposed regulation, and drop pans of the �posed rule pertainin�r to Stase 3 aircraft. Los An�*eles has asserted that [he proposed amendment to Van Nuvs noise rules was srandfathered under the Airport Noise and Capacity Act (ANCA) because it was introduced prior to passaQe of [he act and because ANCA and Part 161 include specifc exemption lanauage that related to Van Nuys Airport. Section 161.7(d)(2) of the Part 161 re�ulations states that "except to the extent required by the application of the provisions of the AcG nothins in this part eliminates, invalidates, or supersedes ... any proposed airport noise or access reQulation at a general aviation airport where the airport proprietor has formally initiated a re�ulatory or le�islative process on or before October 1, 1990." Durin� a meetina with Los AnQeles representatives last sprina, an FAA representative contended that the introduc- tory phrase, "Except to the extent required by the applica- tion of this section," aave FAA the legal authority to require that Los AnQeles' proposed restrictions be subjected to analysis and approval by the FAA under Part 161. L.A.'s Lobner asserted in correspondence to the aQency that the exemption lan�uase is "clear and unambiQuous." Lobner told ANR that he helped write ANCA and that the 1 exemption languaQe was added specifically so that the proposed amendments to the Van Nuys noise rules would not be cauQht by the act. Fear of Court Test Lobner said that Los Anseles decided that, if the FAA was goina to take a very conservative interpretation of the exemptions under ANCA, then the city also would take a very conservative interpretation of them and construe them to mean Sta�e 3 aireraft would not be exempted from the proposed curfew extension and non-addition rule, which Lobner stronsly believes is the case. ApplyinQ the proposed noise rule amendments to Stage 3 aircraft would most likely lead to a court test of the act, which the FAA did not want to be involved in. Lobner said. The city's position is that, because the homeowners around Van Nuys Airport don't mind Stage 3 aircraft being exempted from the proposed curfew extension and non- addition rules, the city didn't either, Lobner explained. The city aiso Qave up on another part of its original proposal that would have required all StaQe 2 aircraft operatin�, at Van Nuys to be phased out. Lobner said he feels such a provision would be found to be grandfathered under the act, but said an issue arose as to whether some operntors at the airport would be put out of business by the ( � requirement. which could spur litioation over damaees. So, --'" the airport board made n policy decision not to require [he phaseout, he said. On Oct. 21, the Board of Airport Commissioners adopted the proposed amendments to the Van Nuys airport noise ordinance extendins the curfew from 11 p.m. to l0 p.m. and imposina a non-addition rule. The proposal will Qo to the Los AnQeles City Council for consideration in December and Lobner said it is likely they may change it to allow S[aae 2 aircraft comins to the airport for refurbishinQ and repairs to be exempt from the non-addition rule, or send the proposal back to the airport board for such revision. Many of the airport tenants are seeking a loosening of the non-addition rule, he said. None of the aircraft operators at Van Nuys oppose the curfew extension, Lobner said.� Research STATUS OF RESEARCH DISCUSSED AT HEARING By Charles F. Price — At a conQressional hearing last month on the status of aviation noise reduction research, witnesses from government and industry pointed with pride to past accomplishments and predicted similar advances for the future — unless pro�ress is stifled by what they regard as premature and excessive reDulation — while an academic and two community activists branded the same efforts insu�- cient and called for new and different approaches. The prediciable outcomes came at a hearing of the House Subcommittee on Technolosy chaired by Rep. Constance A. Morella (R-MD) Oct. 21 in Washington, DC. Morella's district is impacted by noise from airports in the National Capital area and she has become an outspoken voice in Congress for a more effective noise policy. The hearing, subcommittee staffer Jeff Grove told ANR, reflected Morella's "strong interest" in the subject and her desire to inform other members of the panel about it. The subcommittee oversees FAA's research budQet and the full House Science Committee, of which it is a part, has over- sight responsibility for the National Aeronautics and Space Administraaon. ivioreila, said Grove, wanted to provide "an information effort to educate the members" on how Federal Aviation Administration and NASA research funds are bein� spent, how much has been accomplished, and what may be done in the future. James Erickson, director of the FAA's O�ce of Environ- ment and Energy, pointed to the great strides in noise reduction already achieved through the phase out of Sta�e 1 aircraft and now beinQ attained by phasing out Sta�e 2 equipment. "By every quantitative measure," he said, "we are makins siQnificant proQress," notins that far fewer people are siQnificantly affected by aircraft noise now than in the past. However, Donald W. MacGlashan of Chevy Chase, MD, representing Citizens for the Abatement of Aircraft Noise (CAP.I�i), took issue with this conclusion by questioning the validity of the DNL (Day-Ni�ht Averaae Noise Level) noise metric�used by FAA to measure noise impact, arguins that the averasina aspect of DNL yields an inadequate measure Airport Noise Report C� _ _ _ _ _ __ �" November 7, 1997 of noise exposure. He also contended aircraft noise within the DNL 6� dB contour habitually exceeds that level around the nation's major airports. The same points were stressed in written testimony presented by Jack Saporito, head of the newly formed anti-noise orQanization US-Citizens Aviation Watch of ArlinQton, Heiahts, IL. CAW is a coalition of community anti-noise aroups from around the country. On the Threshold of Change F.AA's Erickson said the nation is "on the threshold oE a major change in the noise environment." S(iahtly more than 7� percent of aircraft in current operation are quieter 5tase 3 planes, however "it is important to recoQnize ... that the y remainina 25 percent of noisier Staoe 2 aircraft are respon- sible for more than 60 percent of the remaining noise contribution at airports. These aircraft and this noise will be Qone in just over two years and our nation's airpons will become sianificantly quieter," the FA.A o�cial assened. He conceded, however, that increased operations after 2000 may erode some of the �ains made. But he cautioned that a recent study by the International Civil Aviation Or�anization (ICAO) showed that, in the absence of further regulatory action, "noise may not increase with traffic �rowth in the short term." Erickson told the committee that noise contours mi�ht remain on averaQe relatively constant over the next 20 years "with no regu]ation and in spite of projected tr�c in- creases." Anti-noise activists Saporito and MacGlashan, on the other hand, predicted that increased operations would surely cause more noise after the turn of the century. Robert E. Robeson, vice president of civil aviation for the Aerospace Industries Association, said that aircraft noise standards must be "based on sound technical, scientific, and economic principles before any are implemented." He warned, "We must be mindful that the application of ... technologies is a lon�-term process and should not be used to establish premature or inappropriate regulations." NASAJFAA Program Erickson and Dr. Robert E. Whitehead, NASA' associate administrator for aeronautics and space transporcation technolo�y, devoted the bulk of their remarks to a summary of the Advanced Subsonic Technoloey (AST) pro�ram, the aQencies' joint effort to find new noise reduction technolo- vies in the short term. � In the absence of advanced noise reduction technolosy, Whitehead said, total nose exposure "will increase �vith the projected arowth in air traffic and population" — a statement that seems to ciash with Erickson's view, at least as reQards the relatively near future. � The objective of the AST proaram an overall 10 dB reduction in community noise impact with each sub-element of the pro�ram contributins a portion of the reduction: 6 dB from enQine noise reduction, a 50 percent increase in nacelle suppression effectiveness, a 4 dB airframe noise reduction. and a 6 dB interior noise reduction. 1s1 "To date," Whitehead said, "all major milestones have been achieved on time and within bud,et." Concepts have been validated Eor a 3 dB noise reduction for I.�-6 bypass ratio en�ines and 3 dB fan noise reduction, and a 25 percent improvement in nacelle duct treatmen� effectiveness. The pro�ram beaan in 1994 and will continue throu�h 2000 with a rotnl expenditure, said Erickson, of more than $1 billion. A(thouah appfauding advances made to date, Dr. Wesley L. Harris, professor of Aeronautics and Astronautics at the Massachusetts Institute of Technology and chair of an FAA advisory committee on environment and enecQy, ur�ed that more be done. A lon�-term, technolooy-based noise reduction policy should be adopted, he said. He aiso expressed concern about radical cuts in FAA fundin� for noise and air quality simulation (modelinQ and analysis), which he claimed would hamstrine needed environmental studies. y Stage 4 Sought CAAN's MacGiashan also proposed that more dollars be funneled into designin� quieter aircraft; that a timetable be set for introducing StaQe 4 aircraft, and that an enforceable cap be imposed on the level of noise that communides near airports must endure, with penalties and required opera- tional changes involved for violations. Saporito, on behalf of US-Citizen Aviation Watch, blasted FAA for its contention that the number af noise-impacted people in the country has been significantly cut as a result of poli�ies pursued since the Staae 1 phaseout. "Throughout the country," he wrote, "there have been tricks employed to Cive the appearance that the numbers of affected people h��e been reduced: narrowing the=:t,Iight pa,ths; thereby runnins the aircraft continuously over the same people, buyin� up property, playing `beat the box' (maneuvering fliQht paths to avoid the monitor), turning off the monitor, manipulating the data, nannin' multiple aircraft events over the same monitor simultaneously, buryin� the monitor in a cluster of krees or another sound-absorbing material, etc." "A new, fair way to measure aircraft noise is needed, " he contended, "to take [these operational ploys] into account" and to provide relieve for those afFected by noise. Funding Priority GoinQ into the Oct. 21 hearina, subcommittee staff had prepared a list of noise-related issues they hoped to air. However, only one witness, Harris of MIT, directly ad- dressed the issues in testimony. To the question of what priority FAA and NASA place on funding for development of quieter aircraft, Erickson and Whitehead �ave only �eneral assurances that the program rates highly with the two aQencies but failed to say how high compared to other priority items. Harris called for the asencies to "greatiy incrense" their budget allocations for noise-related research and development. �� Subcommittee staff also had noted that funding for noise research and development is much ]ess thnn the amount Airport tiuise Report 152 spen� for noise mitination; they asked what the ri�ht balance should be. Harris recommended a 75-25 split, with the Iar�7est portion �oin� to noise R&D but neither Erickson nor Whitehead responded directly ro this question in [heir prepared testimony. In his testimony, FAA's Erichson said that althou�*h NASA provides most of the t'undin� for the noise reduction program, "the FAA, as the certitication and regulatory oversivht authority, play a sianificant role in pro�ram manasement." He called the AST program "an excellen[ example of the effective IeveraQin� of limited FAA research and development dollars." Of $241 million earmarked for the noise reduction element of the $1 billion AST program, FAA will contribute a total of $3.6 million for noise reduction research, Erickson reported. CAAN's MacGlashan said, `Because it took enormous sums of money to arrive at the present situation, we will need to invest larae sums of money to extricate ourselves from the probiem. CAAN feels that more emphasis should be placed on research to quiet the turbojet en�ine and its supporting nacelle structures."� � NOISE OFFICE TO HOLD FORUM ON RESEARCH AGEND�. The Federal Aviation Administration's Office of Environ- ment and Enersy will hold a forum on Nov. 20 to �ive the public an opportunity to identify aviation-related environ- mental issues tfie office should consider in developins a research asenda called Environmental Research Beti•ond 2000. v Aviation environmental issues include but are not limited to noise and emissions, the aoency said in a press release. The Office of Environment and Enersy will present its preliminary environmenta] research agenda at the forum to obtain input from the public, which be used to refine the agenda. The public forum is the first step of the "a�enda buildine process." accordino to the press release. Follo�vin� the forum, an "issues workshop" will be held and that �vill y lead [o a"tindinas report" which will be used to euide the oftice's research stra[eaies. The Nov. 20 public forum will besin with a presentation of [he Environmental Research Be��ond 2000 program, outlinins objectives and soals for research activities undertaken by the Office�of Environment and EnerQv. Recent and on��oinQ environmental research beino conducted by FAA and other federal aeencies and the Federal Inter-avency Committee on Aviation Noise (FI- CAN) will also be presented. Followins that, public comment and discussion of aviation-related environmental ( ) issues will commence. "Commercial aviation provides �rent economic benefi�s to the United States, and with the Environmental Research Bc ��c»td 2000 projec[, (the FAA Office of Environment and Airport Noise R EnerQy) is seekin� to identify Research and Development (R&D) strateaies that can resolve or remediate environ- mental impediments to aviation activities and fulfill [the ofFce's] environmental obliQa�ions. These objectives can best be realized by obtainins participation and information from all interested par[ies," the press release stated. It noted that the Office of Environment and Energy is seekin�� public comment and informacion on the followina six questions: � • What aviation environmental issues concern you most and ho�v does each affect you? • How successful have existinQ aviation remediation and mitisation policies been in responding to the impact of aviation activities on the environment? • What is beina done to address your concerns and how effective is it? y • What should be done to address your concerns? • What role does research have in addressinQ your concerns? y • Are important effects of aviation activities on environ- mental quality currently not addressed in �overnment policy and scientific research? The press release noted that ``input from the public and other aviation stakeholders on these questions will serve as guidance for the Office of Environment and EnerCy as it develops an aviation-related environmental research strateay that best addresses the concerns and needs of those affected by aviacion activities." T'he forum will be held from 9:30 a.m. to noon in Room 7332 at the Deparunent of Transportation, 400 F St., SW, WashinQton, DC. To make arransements to attend the meetins, contact James Littleton at tel: (202) 267-3579; fax (202) 267->j94. For those who cannot attend the forum, Littleton said he will be glad to provide written copies of the presentaaons the o�ce will make and wiil accept written commenu on them from the pubiic.� Dutagamie, from p. X47 Attorney General is expected to file an amicus brief in suppon of the county's position on appeai. 7udge Des Jardins ruled that the county's minimum lot size restriction for duplex housing in the airport overlay zone is "arbitrary and lacks sufficient rational basis in vie�v of the fact that "residential housing and occupancy and use" are permitted in the zone. He declat-ed the provision of the ordinance "invalid and unenforceable." The decision implies that if local governments try to protect land from certain kinds of housing development beyond the 6� dB DNL line they cannot do so constitution- ally when any types of residential use are permitted. Outaaamie County's code permits housina in the zone but only of a low-density type. The restriction is one dwellino unit per acre. Yet protecting the area between the 65 dB y DNL contour and the �� dB DNL ]ine is an action many believe essential ro lons-term protection of airports from , Airport Noise Report November 7, 1997 encroachinR non-compatible development, and doing this by � means of low-de�sity residential zoning is not unusual. OutaQamie Counry is located near Appeleton in east- centra] Wisconsin and is the operator of OutaQamie County Airport. County Authority Challenged In 1991, Northwest, a local developer, bought a 20-acre tract of land nenr the Outasamie County airport, a portion of which lay within the county's airport overlay zoninQ district. Northwest intended to construct duplex housin� on the entire tract but at a platting conference the zonina adminis- trator learned that residential use on the 5.4 acres which lay within the overlay district was restricted to only one dwelling unit per acre. Althoujh the county maintains Northwest ofFcials knew of the restriction at the time of purchase and also had an opportunity to le�ally manipulate densities on the bulk of its property, and to present a sewer service plan so as to conform to zonin� regulation, earlier this year Northwest sued the county instead, challen�inQ its authority to impose the airport overlay restrictions. The land at issue is situated less than three miles from the end of the airpor['s main runway and lies within the 60 dB DNL contour. In a�davits and briefs filed in answer to the suit, nationally known noise expert Sanford Fidell of BBN Systems and Technolob es of Los Angeles and state and county officials asserted that the county was within its ri�hts to impose the restrictions even though the property lay beyond the 6� dB DNL contour which FAA policy defines as the point at which residential uses are not compatible with airport noise. Northwest had maintained that imposing restrictions beyond the 65 dB DNL line was contrary to -�: FAA policy. FAA Affadavit But FAA refuted this in an affidavit submitted by William Albee, director of policy and regulations within the FAA Office of Environment and Ener�y. Albee stated that applicable FAA regulations contain only "general euid- ance," not hard and fast proscriptions, "regarding che compatibitity of various land uses with different DNL levels." Albee, who also functions as FAA's noise ombuds- man, went on to restate an asency position first enunciated in a March 241etter to officials of Fairfax County. VA, encouraains local jurisdictions to "take full advantaQe of the shrinkina noise contours around airports .. by using their authority to capture a`buffer zone' beyond the Di�+`I_. 65 contour to the extent feasible." The land Northwest wants to develop is actualiy within the zonin� purview of the Town of Grand Chute buc Outasamie County's overlay ordinance takes precedence over the town code. Countv officials also maintain that neither ordinance permits two-family residential uses in the area at issue. But in its complaint, Northwest argued that "in conflict with the Grand Chute Zonina Ordinance, the Outa�amie 153 County Airport Overlay Zoning Ordinance restric[s the plaintiff s property ..." and asserted that the restriction exceeded the powers granted to counties by Wisconsin law on three grounds: • That the acrea�e restriction applicable to d�plexes "does not serve in any manner to protect the aerial approach to the airport." State law �ives counties the riQht to take such action; � • That the restriction "which in essence prohibits the construction of duplex residences" in the district is "a density resuiction which is not authorized" by state law; and • That the ordinance "as drafted lacks a rational le�al basis for the restriction imposed" and consequently is "unconsti- tutionally overbroad." Operations Growing In its response, the county noted that the Outasamie Airport "is a vital transportation link to the Fox Cities and Northeastern Wisconsin" and has experienced "tremendous a owth" over the past 30 years, registering an increase in total passenaers from 21,140 in 1966 to 431,097 in 1996. The current airport, said the county, was moved to its present site in 196� after the orieinal site was shut down "due to its proximity to residential development." In an effort to assure that the new airport would not suffer a similar fate, the county enacted its airport overlay zone, which was desisned to "provide protection to the airport and its approaches, thronQh height limitation and land-use controls." y Northwest claimed the overlay ordinance "lacks a rational basis" not only because it restricts development beyond the 65 dB DNL cont6ur but also because it already allows residential uses and high-density o�ce complexes and industrial parks. County officials countered that industrial, certain commercial, and low-density residential uses are traditionally permitted in noise-impacted areas. The developer also maintained that its propeny is about a mile from the 6� dB DNL contour and that, by the year 2001, "even with increased airport usage," the proper[y will "even be further beyond" the 6� dB DNL• line. However, no evidence was offered in support of this contention. Communities Differ in Tolerance In his affidavit supportinQ the county's position, Fideli noted that "different communities can vary greatly in their tolerance for aircraft noise" and that "it is thus clear that the selection of any particular value of DNL as a noise exposure level compatible with residential land reflects a policy preference rather than any absolute technical requirement." Because of this variability, FAA "does not assert that any particular value of aircraft noise exposure is universally acceptable.." The FAA benchmark of DNL 6� dB, said Fidell, is offered to communities "for informational pur- poses only, and expressly avoids any preemption of local authority...' Fidell pointed out the importance of distinsuishinQ Airport Noise Report C 154 ANR EDITORIAL ADVISORY BOARD 1�tark Atwood, Esq. Galland. Khara.ech. Morse S Gartinkle Washingron, D.C. Lee L. Blackman, Esq. McDermott, Wili & Emerv Los Aneeles. Calif. Dr. Clifford R. Bragdon, AICP Dean, School of Avintion 3: Transportation Dowline College Eliot Cutler, Esq. Cutler & Stanfield Washington. D.C. ,T. Spencer Dickerson 5enior Vice President American Association of Airport Executives Edward J. DiPolvere Administrator, Na[ional Association of Noise Control Officials Richard G. "Diek" Dyer Airport Environmental Specialist. Division of Aeronautics, Calif. Dept. of Transportation E. Tazewell Eilett, Esq. Hogan & Hartson Washington. D.C. Julie H. Ellis, Esq. Iviana�ing Director Federal Express Corporation Angei M. Garcia Co-Chairman Citizens Against Newark Noise �:H. °`11�ioe" Haupt Manager, Airport and Environmental Services, Nationai Business Aircraft Association Robert P. Silverberg, Esq. Bagileo. Silverberg & Goldman Washington. D.C. Joanne W. Young, Esq. Baker & Hosteder LLP Wa�hington. D.C. Noise Report between annoyance (a long-[erm adverse attitude toward aircraft noise) and complaints (a behaviorai response, such as a telephone call). "The bulk of complaints about aircraft noise at most airports originate in areas well outside" the 6� dB DNL contour, he said. "Complaints are more closely associated with individual aircraft noise intrusions than with long- term averaae noise leveis, as measured by DNL." Use of the DNL noise metric by FAA has lona been a subject of debate and of criticism from community anti-noise activists because it averaQes noise over a 24-hour period, includinQ nighttime hours when fli�hts are usually fewer or non-existent. � Fidell echoed Albee in notinQ that FAA "clearly recoanizes" that the environmental impacts of aircraft noise at levels lower than 6� dB DNL "can be sianificant in particular localities" and "expressly recognizes that local authorities have the ability — and, indeed the responsibili[y — to determine what land uses are compatible with particular noise levels in their communities." Both Fideli and Albee noted that FAA's Part 150 reaulations state that "responsibility for determining the acceptable and permissibie land uses and the relationship between specific properties and specific noise contours rests with the local authorities." Outa�amie County asserted in its brief that Northwest is in error when it contends the state law confines airport authorities to hei�ht limitations alone in protectin' aerial approaches. "A readin� of the statutory lan- �uaQe expressly negates that contention," the county said, quoting a section of the law which says a community may protect aerial approaches "by ordinance reoulaan�, restricting, and deternuning the use, location, height, number of stories, and size of buildinas" among other thin�s "for the purpose of promocin� the public safety, welfare, and convenience." Also filin� afFdavits in favor of the county's position were Timothy Roach, county zonins administrator; Debra Giuffre, manajer of the Outa�amie County Airport; Robert W. Stadel, county pianning director; and the Wisconsin Department of Transportation.� �. AIRPORT NOISE REPORT Anne H. KohuY, Publisher :�Iarguerite Lambert, Production Coordinator Charles F. Price, Contributins Editor; Anne Jacobs, Circulation Editor; Niaria T. Norton, Production Editor Published 25 times a year at 43978 Urbancrest Ct.. .�.shburn, Va. 22011; Phone: (703) 729-�-�867; F.�X: (703) 729-4�28. Price ��9�. Authorization to phorocopy items for internal or personal use, or the internal or personal use of specific clients, i� �*ranted by Airport Noise Report, provided that the b'ase fee of USS 1.03 per page per copy is paid directly to Copyright Clearance Center. 27 Conaress Street, Salem, MA 01970. USA. Copyri�ht O 1947 by Airpott Noise Repon. Ashburn, Va. 22011 F � r..• C� 156 Research, frorn p. l�� FAA ofticials explained that they were embarkins on a process that wil] beQin with the public forum in which they were seekin� assistance in identifyina and prioritizin� research needs to address aviation environmenta( problems and concerns that are national in scope. The forum will be foilowed by a"findings report." probably next spring, and then several "tindinQs workshops" at which the developin� research agenda will be further discussed. Once the aQenda is complete, it will be submitted to the FAA's RE&D Advisorv Cornmittee. FAA's Office of Environment at Enersy is faced with a dwindling research bud�et. It reached a hei�ht at just over $� miilion in fiscal 199�, but has dropped to around �3 million. But, James Erickson, head of the office, said that $3-� million can be leveraged by working with the National Aeronautics and Space Administration, at least on issues of technology. • Object Is to Establish Process "The object is to estabiish a process through which we can set a stron� research agenda," Erickson said. The FAA is not abdicatin� its decision-makinQ, he explained, notinQ that the aQenda puts Ft1A in a stron�er position to advocate for increased fundin� for research. "We are tryinj to make the research aaenda as stron� and defensible as possible," he said. Environmental research is �, ) only 2 percent of the FAA's RE&D budaet. With such a small research budaet, some industry repre- sentatives at the forum questioned privately whether F.�:1 was wise to initiate such a public process, given that it would raise public expectations that substantive research could be carried out with such limited fundinQ. Handouts at the forum noted that the National Science & TechnoloQy Council, in Auoust 1995, stated that "Past research investments in technolooies to reduce enQine noise and emissions are payin� dividends today. But more needs to be done. Environmental issues are likely to impose the fundamental limi[ation on air transponation growth in the 21st century." The Airports Council Interna[ional - North rimerica expressed similar concerns. "Our bi�,est concern is tha� airport environmental issues may lead to a restriction of airport operations." Bonnie Wilson, the trade �roup's director of airport facilities and services. told FA�,. ,ACI-NA is "very happy" that FAA is movins ro coordi- nate its research a�enda internally as well as externally, she said. •Noise has alwavs been a concern oF airport operarors. Wilson noted. But said that aircraft emissions is a arowinQ issue and is bein� looked at in the upper atmosphere as well as around airports. Airports are in a position where they cannot expand �without doin� a conformity analysis under the Clean Air ''` ._-. Act. she said. Airpori Noise Re Noise at Lower Levels Mary Ellen Eaaan, senior consultant at Harris Miller Nliller & Hanson, Inc., an acousticnl consultin� firm based in Burlin�ton, MA, suQgested topics for research in the areas of Day-Night Averaae Sound Levels below 6� d$, changes in noise exposure, and supplemental noise metrics. She noted that the tirm has over 16 years experience in dealin� with noise problems at more than 100 airports. HNINIH works at many airpons tha� experience serious noise complaints below DNI. 6� dB, she said. "These are airports, for example, where dense residential neishbor- hoods are located in lower exposure areas, but residents are active in complaininQ to the airpons and in trying to find some way tt�ey can receive relief," she said. While 6� dB represents the FAA-recommended threshold of incompatibility with residential land use, "it certainly does not limit the extent of potential noise problems: the `updated Schultz curve' reported in FICAN's [Federal Intera�ency Committee on Aviation Noise] 1992 Federa! Agency Review of Selected Airport Noise Issues still indicates 12 to 13 percent of the population will be hishly annoyed at these levels," Easan told the FAA. y Yet, she said, "little research has been conducted to understand the nature of noise problems at lower levels, whether they be in rural areas with very low ambient noise levels, or urban or suburban neiahborhoods, where exposure levels as low as 50 d$ continue to produce material opposi- tion to aircraft noise." "As noise environments around airports clearly �et quieter with conversion to a Stage 3 fleet, FAA should seek to better understand the relationship between lower noise leveis and human or community response, and develop mechanisms for predicting those responses," Eaoan stressed. TurninQ to chanQes in noise exposure, Ea�an noted that many of HN1i�IH's projects deal with that issue: a new airport, such as Denver International; runway expansion, such as that at 1�linneapolis-St. Paui Internationat; or airspace chanees, such as those in New Jersey after the implementation of the FAa's E;cpanded East Coast Plan. But, she said, "little research has been done to quantify the amount of chanQe that is si�nificant: is a 3 dB chanse in DNL noticeable or not? Isn't there some deQree of increase that represents 'signiiicant impacts' by NEpA (National Environmental Policy Act] standards, even when the exposure remains belo�v 6� dB? FTCOI�1 asserts that chanaes of 3 dB at noise levels sreater than DNL 60 dB are sisnifi- cant, but the research supportino this recommendation is not conclusive." Ea_an noted. Equal Energy Hypothesis Questioned Also, she continued. "more and more communities are questionin� the equal ener�y hypothesis at low exposure levels." In FIC�'�1's public forum presentations, officials of the National Aeronautics and Space Administration have pointed out that "a 10 dB reduction in aircraft noise relative to 1992'technoloQy will allow an increase in the number of .�irport Nuise Report ) November 21, 1997 operations (capacity) of over 500 percent without increasin� community impact." But, Eagan said that "almost no one believes such statements, and we are concerned that such tradeoffs between noise levels and numbers of events are npt supportable by current research." "Ivtore research is needed to understand the nature of human response to chanaes in exposure — both increases and decreases — as well as criteria that should be used to identify when chanQes are siQniticant," she told FAA. Regarding supplemental noise metrics, HMIbIH believes that enerQy-based metrics (and in particular DNL) are the best predictors of long term community annoyance, Ea�an said. Nevertheless, she added, "many groups feel that more intuitive metrics, such as Time Above (TA), are better suited to addressin� their particular noise situations, and indeed, FAA often encourages the use of such supplemental metrics as part of routine noise analyses. As analysts, we can provide data describinQ noise environments in [erms of these metrics, but there is limited suidance as to the sisnificance of the reported levels, or chanQes in levels," Eagan said. HMNIH is pleased, she said, that FICAN has recently published a position paper on percent awakeninss from sleep based on indoor Sound Exposure Level. But, she added, "if FAA is going to continue to recommend, and even require, supplemental noise metrics such as TA, more research on the accuracy and significance of predicted values, [he relationships between TA and community response, and the sijnificance of chan�es in those values, is needed, as well as criteria for definin' impact." Low Frequency Noise Finally, Eagan said, more research is also needed on the followins topics: • Turbojet airpianes weiQhin� less than 75,000 pounds. These aircraft are exempt from the Sta�e 2 phaseout required by FAR Part 91. As a result, at many of HbIMH's client airports, �eneral aviation aircraft now dominate the noise environment. Research is needed to understand the long term implications of continued operacion of noisier Stage 2 business jets,,.EaQan said. • Low-frequency noise from stan of takeoff roll or maintenance runups poses problems for a� number of airpons. ivTore research is needed to understand the nature of low-frequency aircraft noise, human response to such noise. and possible mitisation. Criteria for impacts and mitigation should be developed, Eaaan said. Effective sound insulation treatments have been desisned but are quite expensive, she �noted, addins tha[ more work is needed ro identify potential cost-effective tren[ments. • Research should be conducted [o determine whether human response correlates to sinale event noise metrics. such as the Sound Exposure Level (SEL), or Maximum Sound Level (Lmax). If so, Eagan said, criteria migh[ be developed based on levels at which common activity interference, such as sleep and/or speech, is observed. 157 Local Governments are Stakeholders Barbara Paley of the law firm Cutler & Stantield told the FAA that one of the stakeholders in the aircraft noise issue that has been "severely underrepresented" is local govern- ments. They have a responsibility to protect the health and welfare of their citizens, she said, ursin� [he FAA to solicit their views on what shou(d be included in [he agency's research aQenda. She especially urQed the FA.A to solicit input from local oovernments which are no proprie[ors of airports but are located near them. Cuder & Stanfield represents several cities in such a position. There is a feelin� among local aovernment, she said, that the Ftl.�. is not really interested in environmental concerns except to eliminate them as an impediment to airport �rowth. Paley said the FAA should tind ways in its research a�enda to work with communities in a"pro-active" way and to not just view local governments as impediments. Aircraft emissions is becomina more of a concern to local governments, she told the FAA. The agency needs to �ive emissions more attention, Paley said, and should look at the interaction between aircraft emissions and noise. Quieter aircraft engines produce more oxides of nitro�en, she said. And, she asked, what happens after Stage 3? There is not a lot of confidence that an all-StaQe 3 fleet will reduce noise levels, she told the FAA. "FAA needs to look at the post- StaQe 3 environment," she said. NOISE Comments 'The National Oraanization to Insure a Sound-controlled Environment (NOISE) identified five priority areas of need for research and policy-makina. NOISE is an association of local government o�cials and others concerned about the impact of commercial air operations on communities adjacent to airports. First, NOISE ar;ued that due to the shift to such non- federal airport funding sources as Passenger Facility Charses (PFCs), other user fees, and privatization, a potential exists for noise-impacted communities to be "further disenfranchised" even as "environmental accounta- bility" is "eroded" to the local level. Without the restrictive condition attached [o federal Airport Improvement Program (AIP) grants — noise compatibility measures, soundproofin�?, buyouts, etc. — Congress and the FAA will lose [he abili[y to ensure that nationa] noise objective are met throuUh the appropriations and Qran� makinQ process, said GeorRe Nichols, secretary of NOISE. Nichols also is the principal environmental planner for the Nfetropolitan Washington Councii of Governments. "N4ISE is particularly concerned that current law allows airports to use PFC revenue for noise compatibility meas- ures whether or no[ a pro�ram for [hose measures has been approved," Nichols said in a prepared statement. This exemption "allows airpons with approved Part I50 plans to use PFC revenue wi[hout respectin� Part 1�0 plans, even thouQh the communi[ies surroundina [he airport rely on those plans when making their own land use decisions." It �irport Noise Report November 21, 1997 failure to widely publicize i[s forum. The agency only announced the forum in the Federal Reuister and made no efforts to contact community groups to seek their atten- dance. You can't Qet public input on your research aaenda until you reach the public, Landfield said. "and this is a perfect example of how not to do it." He warned the FAA to make sure the research avenda it tinally develops "is above suspicion." � The FAA should find out whether the hubbina svstem used by airlines exacerbated environmental problems, he said. When should an airport be moved or its operations capped? he asked. What shouid the noise metric be? As aviation standards rise and old aircraft are retired, should old airports be retried also? he asked. And reQardinQ the US position [hat International Civil Aviation Organization (ICAO) aircraft noise standards should not be ti�htened, he questioned whether the United States was "in the vanguard or the rear '? Six Questions The F.4A O�ce of Environment and Energy will still accept comments from the public on its research agenda. The o�ce is seeking comments on the followina six questions: y • What aviation environmental issues concern you most and how does each affect you? • How successful have existing aviation remediation and miti�ation policies been in respondin� to the impact of aviation activities on the environment? • What is being done to address your concerns and how effective is it? • What should be done to address your concerns? • What role does research have in addressins your concerns? • Are important effects of aviation activities on environ- mental quality currently not addressed in government policy and scientific research? Comments shou]d be submitted to James Littleton, AEE- 120, FAA Office of Environment and Ener�y, 800 Inde- pendence Ave, SW, Washin�ton, DC 20�91; fax (202) 267- 5�94; tel: (202) 267-3�79.dy Slots, from p. IJJ CONANDA is an arm of the ivletropolitan Washinston Council of Governments (COG). y A[ CONANDA's Nov. 12 meetins, John H. Anderson, Jr GAO's director of transportation and communications issues, conceded that in the earlier study GAO had viewed National Airport "as a sinQle high-density airport" and [hat this view had colored the office's conclusion, GeorQe Nichols, principal environmental planner for COG, told ANR. In mal:ing its request to members of the WashinQton-area 159 delegation to mount an effort to require a new study, CONANDA also will ask that no action be tahen in Con- gress on any leoislation possibly affectina the slot and perimeter rules pending the conclusion of the second GAO study, Nichols said. The ori�inal GAO proposals were contnined in a docu- ment entitled Report o�t Airli�te Deregcilatioic: Barriers to Entn� Contiitue to Limit Contpetitioit i�i Several Domestic Markets. Anderson appeared before CONANDA to explain the study findings. Washin�ton COG Board Chairman Robert D. Dix, Jr., and CON��tDA Chair Betty Ann I{rahnke had publicly taken issue with the findinas (9 ANR 143), maintainine that the rules at National were part and parcel of a regional political consensus about air tra�c volume and noise. The 1996 study sugeested that the Secretary of Transpor- tation be given authority on a case-by-case basis to aliow exempaons to the perimeter rule at National, which prohib- its flights lonQer than 1,2�0 miles. It also proposed a periodic slot lottery at the four hi�h density airport (Chicago O'Hare, New York LaGuardia and JFK International, and Washington National) where siot rules are in effect to address congestion, delay, and noise concerns. It recom- mended that Cona ess consider new le�islation revisin� standards for the grantina of additional siots to new entrants and that the federal airport �rant process be linked to a measure of an airport's efforts to make �ates accessible to new entrants.� Hushkits NATO TO STUDY �USHKIT TO QITIET AWACS AIRCRA.FT NATO's Airborne Early Warning Force Command has announced a proof-of-concept study to quiet its Boein� NE- 3A AWACS aircraft which are po�vered by Pratt & Whit- ney's'I'F33-PW-IOOA enQines, ac�ording to hushkit manufacturer Burbank Aeronautical Corp. "Although military operations are exempt from the International Civil Aviation Or�anization's (ICAO) world- wide Chapter 3 noise reduction standards, NATO elected to ❑ndertake this project in order ro be responsive to environ- mental concerns." Burbank Aeronautical, which is based in Burbank, CA, explained in a press release. The Boeins Company will leacl the proof-of-concept hushkit study, it said. Boein`� has tielected Burbank Aero- nautieal [o participate in the project. Pratt & Whitney, the orisinal enQine manufac�urer. ��ill assist in the desisn of the hushkit. y y Production, if approved, is expected to be:in in 1999.� Airport Noise Report i 160 Cola�mbus ANIBITIOUS EXPANSION PLANS CONCERN AIRPORT NEIGHBORS B�� Charles F. Price — Citizens concerned about aircraft noise in and around Columbus, OH, are keepin� a wary eye on the expansion plans of two area airpores whose ambitions for �rowth may greatly increase the number of operations and hence worsen noise levels imposed on airport neiah- bors. Early this year the authority in charge of Rickenbacker International Airport — a fast-orowin� former military base near Cotumbus now devoted exclusively to air car�o — announced lona-range plans for a mammoth expansion. The plans for making Rickenbacker a major cargo hub came on top of a recent boom that saw the facility hnndle more than 147 million pounds of car�o and provide over 6,000 jobs in 1996, with an annual impact on the tocal economy of $400 miilion. On the other side of town, the Port Columbus Airport Authority has recently opened a 2,000-foot runway exten- sion at a cost of �20 million which officials say will reduce takeoff delays and allow �reater and more e�cient move- ment of people and �oods. The expanded runway —�0 8.�0 feet — parallels an existina 10;000-foot south runway. This confi�uration, airport officials say, wi11 allow more and big�er airplanes to take off and land simultaneously. The improvement is part of a plan determined upon in the early 1980's to provide two full-service runways to accom- modate �rowi�� traffic volume and allow Port Columbus to remain c�mpeticive in air carrier and carQo service. The expansion puts Port Columbus in a posidon to ouutrip the busier Cleveland Hopkins International Airpon, wich its 9,000-foot longest and 7,000-foot second-longest runways. The big plans at Rickenbacker are very much lonQ term — "Just a Qleam in the eye," Janie Schneider of Airport Neighbors Decide (AND) told ANR. But the chanaes at Port Columbus, she said, are "more than a gleam." ProPzrtY Was recently acquired that could be used for further expansion. Schneider and her colleaaues at AND woiTY �hat Port Columbus officials nre considerinQ �rowth scenarios, all involvinv criplin�= or quadruplin� the number of operations. Seven Runways The Rickenbacker plan would involve seven rumvays, buildin�Ts, and buffer zones covering 6� square miles. The current airport covecs about ei�ht square miles. Ricken- bac:ker Airport Authority otticials has said that at full expansion in 2046, [he airport would generate more than 4?,000 jobs and lend an annual boost of �2.7 billion to the local economy. The five new runways in [he plan would be built in northern Pickaway Counry, and in consequence the ineiustrial zones of Groveport. Obetz. and Columbus would thrive, authority planner have told the Columbus Dispatch. thanks to tax advanta�zes in the federally designa�ed forei�n ort Noise Report trade zones there. Large-scale rail, hiahway, and telecom- munications infrastructure improvement will be required to support the expansion. Such major changes — althouah they may not occur for another 30 to 50 years — wiil threaten to produce all kinds of impacts across at least 40 political jurisdictions. Those impacts should be;in to be anticipated now, officials have said. There is evidence the authority plans to consult widely with the public in refining the development plan. N. Victor Goodman, chairman of the Rickenbacker airport authority, told the Dispatch earlier this year that turning the projec- tions into "a real plan" can be done only with the support of those who will be affected. "This is something all the jurisdictions need to come tosether on," Bruce Miller, executive director of the authoriry, afFirmed. "Very much, we need consensus- buildinQ and not one or two major players dominatina.' Schneider said Rickenbacker is "surrounded by farms and bedroom c�mmunities filled with people who think they've moved far enough out to escape noise." Other communities to the north will be affected by increased operations at Port Columbus, she predicted. Citizens of these and other communities in the Columbus area need fo inform them- selves about the expansion plans of the two airports.� Emissions CAEP DEVELOPING PROPOSAL LESS STRINGENT ON NOX A new proposal is under development by the International Civil Aviation Organization's Committee on Aviation Environmental Protection (CAEP) that would require a 10 percent increase in the strin�ency of aircraft emission standards for oxides of nitrogen (NOx), less than the 16 percent tiahtenina of the standards that CAEP failed to reach consensus on in December 199�. Two years aQo, 10 CAEP members voted in favor of the l6 percent increase in the strinaency of ICAO's NOx standard; while four countries inctuding the United States voted aQainst the proposed increase. CAEP noted this lack of consensus in its committee recommendation to the ICAO Council in the sprinv of 1996. The council sent [he recommendation to all 18� member states for their appraisal. But, reactions ro the CAEP's inac[ion on the standard also came back mixed. The major industria] nations were generally opposed to increased strin�ency. Their opposition crystallized around the U.S. position that [he analysis used to evalua[e the emissions proposal was deticien[ in that certain issues required further study. The United S[ates felt that there needed to be further ICAO study of the tradeoFfs bet�veen emissions of NOx and carbon dioxide. NOx is primarily a local air quality concern. but carbon dioxide is linked to the greater global �varminU concern. Aircraft engine develepment is movin�T toward Airport Noise Repurt November 21, 1997 bisser and hotter ensines and higher bypass engine ratios. Such increases result in (ess fuel consumption but increase ensine core temperatures and thus NOx emissions. The U.S. fears that if an unduly severe NOx standard is set, it will inhibit increases in fuel efficiency. It ar�ued that all emis- sion products, includino NOx, would be reduced in less fuel is burned. y The U.S. also wants ICAO to study the potential benetits of air traffic control modernization, especially in Europe. The introduction of free fli�ht and the elimination of national ATC boundaries in Europe could increase the e�ciency of the air trafFc system there, the U.S. araues. U.S. airlines also fear that ti�hter ICAO emission stan- dards would devalue the existins fleet. The ICAO Council directed CAEP to keep worl:ina on the matter of tiQhtenin� emission standards. CAEP established a four personyemissions planning �roup to accelerate the committee's review of emissions issues. Included on the �roup are the United Stated and Canada, which opposed the oriQinal proposal to ti�hten the standard by 16 percent, and The Netherlands and the United Kingdom, which supported the ori�inal proposal. The �roup has met several times and in October developed a proposal that includes an increase in Nox stringency of about 10 percent (althoujh at a different pressure ratio than the original proposal) and addresses air tra�c control modernization. The proposal makes the case that there are limits to increases in NOx stringency that should be observed for fear of jeopardizin; future fuel efficiency. The proposal is being assessed by CAEP member, whose comments on it were due in late November in anticipation of a meetins of the Environmental Plannin� Group in Australia the first week in December. The group will modify and refine the proposai in li�ht of the comments it receives on it and is expected to present the updated proposal to the full CAEP committee in April 1998. Protest Days Set On Dec. 5 and 6, environmental Qroups in 17 European countries, Australia, the United 5tates, and Canada. as well as Friends of the Earth Netherlands, will launch "The Right Price for Air Travel Campaian." desianed to "raise aware- ness of global aircraft pollution problems that affect everyone on the planet," according to a press release. The days of protest were set to coincide with the Kyoto Japan Climate Conference. "Aviation pollution not only poses serious environmental risks to communities and the environment adjacent to airports, but also contribu[es siQnificantly to �lobal warminv as well," US Citizens Aviation Watch said in its press release. It went on to assert, "It has been quantified that due to the mode of delivery, aircraft emissions are responsible for one-half of the atmospheric man-made nitrosen oxides burden. Accordin; to the European Commission, carbon dioxide emissions from aircraft are arowinc more than twice as fast as the �lobal averaae by 3-4 percent per year." 161 US-CAW said that airpons and aviation operations "are probably one of the larsest, if not the lardest, sinQle, man- made source polluters in the world." CAW charQed that, in addition to dama�e to the upper atmosphere, "aviation operations release massive amounts of unre�ulated hazard- ous and toxic emissions. It is important to know that air traffic pollution is not j�st an issue for people IivinQ near airports. It is a major threat to our environment that con- cerns people worldwide and that our �overnments need to take seriously." Orsanizations in Greece, Italy, Spain, France, Japan, Sweden, Switzerland, Austria, Bei�ium, Poland, The Netherlands, Australia, Germany, Canada, and the United States aze planning to participate with a variety of protest tactics, accordina to US-CAW, These include buyin� billboard space, passing out aifts to train travelers for not going by plane, letter writin� campaigns, a mock opening of a new runway (CAW did not say where), roundtable discussions, press conferences, and street protests. Most of the protests will occur in Europe. Very little oraanized activity is set for the United States.0 IN B.RIEF ... Orlando Liaison Proaram The Greater Orlando Aviation Authority Board �ave approval recently to further study a� liaison program in which Orlando International Airport and Orlando Sanford Airport would work cooperatively in preparin� for the future transportation needs of the Central Fiorida resion. "There are tremendous opportunities for the two airports to combine forces in marketin`* pro�rams, environment and noise issues, intra- and inter-st:ite raadways access, siQnaoe and lobbyinQ on issues of national scope," said Sanford y Airport Authority Chairwoman Sandra Glenn. The plan calls for a joint marketin`� eFfort for Central Florida with bo[h airports promotin�� the resion in aviation related activities. � "Althoush these are clearly times when airports find [hemselves in competition, w•hich is usually health for all concerned, it is equally imponant that we constandy strive to find ways in which we can complement each other and better serve our communities." s:iid Orlando Ntayor Glendn Hood. Communitv Outreach Committee The Airport Authoriry of Washoe County, which opera[es the Reno-Tahoe International Airport, announced a pro- posed timeline and recruitment process fior a newly-formed Community Outreach Committee which will provide public input and feedback from citizens on airport authority plans and initiatives. The formation of a volunteer-baseel advisory committee Airport Noise Report m _ __ .._ _ _. _ � 162 Airport Noise Report ; ANR EDITORIAL j ADVISORY BOARD _ i [� 1 1�1ark Atwood, Esq. Gailand, Kharasch, Morse & Ga�nkle Wa.ehing[on. D.C. �� . � � Lee L. Blackman, Esq. McDermott. Will & Emery Los An�eles, CaliF. Dr. Clifford R. Bragdon, AICP Dean. 5chool oFAviation & Transpottation Dowlin� Colleae ` Eliot Cutler, Esq. Cutler & Stanfieid Wa�shineton, D.C. J. Spencer Dickerson Senior Vice President American Association of Airport Execu[ives Edward J. DiPolvere Administrator, National Association of Noise Contro! Officials Richard G. "Dick" Dyer Airpoa Environmental 5pecialist. Division of Aeronautics, Calif. Dept, of Transponation E. Tazewell E(lett, Esq. Hogan & Hanson Washina on. D.C: Julie H. Ellis, Esq. Manaein� Director Federal Express Cocporation Angel M. Garcia Co-Chairman Citizens Aeainst Newark Noise E.H. °°Nloe" Haupt Mana�er, Airport and Environmental Services, National Business Aircraft Association Robert P. Silverberg, Esq. Bagileo. Silverber� & Goidman Washinston. D.C. ,Joanne W. Young, Esq. I3aker &. Hosteder LLP Washin�ton. D.C. was a recommendation from audit done for the airport. The airport board apreed to limit the committee to nine members representin� a broad cross section of the communities served by the airport. Changes at Larson-Davis A major change in leadership has taken place Nov. 14 a[ Larson-Davis, Inc. a manufacturer of acousiical measurement equipment based in Provo, �. Gone are the former CEO and president of the company, Brian Larson, as well as Vice Presidents Larry Davis and Dan Johnson, who all resiQned their positions. Larson and Johnson wiil remain active in the company as consultants. Davis will rejoin the company as its "Chief Technolo�ist." Andrew Bebbington wil] serve as the new CEO and president of the company, and also will be a member of the company's Board of Direc- tors. He was most recently the president of Neslab Instruments, a subsid- iary of Thermo Electron Corp. In 1987, he co-founded Life Sciences International PLC, which was acquired by Thermo Electron earlier this year. Prior ro that, he held various positions with KPMB Peat Marwick durina his six years with the firm. "Formost on Bebbington's aaenda will be to refocus Larson-Davis onto a a owth profile centered around new technoloaies currently under devel- opment," accordin� to a company announcement. ARTS Data Sought Nlembers of the New Jersey con�ressional delegation wrote Jane Garvey, the new FAA administrator, Nov. I9 asking her to release ARTS data to a technical working �roup comprised of representatives of the FAA and community groups which is seekin� ways to reroute aircraft over New Jersey to reduce noise impact. On Oct. i�, members of the New Jersey deleQation and technical air route experts from the Northern New Jersey and Staten Island re�ion met with members of the FA.A technical staff to examine potential solutions to the noise problem. "Durine the meetins, all parties aQreed that a technical workin� �roup includine representatives of the FAA should be estab- lished as soon as possible to design a workino air route solution. In addition, we discussed ways in which the-FAA could share its technical ARTS data with us and other technicai e,cperts in the effort [o expedite tesu of possible solutions," the deleQation told Garvey. "In order to move this process forward quickly, we would like to meet with you when Congress reconvenes this January and, in advance of that meetina, we ask you to release ARTS data requested by the New 7ersey anti-noise groups. We believe that this data is a critical link to the abilitv of the New Jersey deleaation to help the Fr� in f ndina new solutions to reducing aircraft noise." they said.J AIRPORT IVOISE REPORT Anne H. kohut, Publisher 1�Iarguerite Lambert, Production Coordinator • Charies F. Price, Contributin� Editor, Anne Jacobs, Circulation Editor, Maria T. Norton, Production Editor Published 25 times a year at �397$`Urbancrest Ct., Ashburn. Va. ?201 l; Phone: (703) 729-4867; FAX: (703) 729-��?8. Price �-�9�. Authorization to pho[ocopy items for internal or personal use. or the internal or personai use of specific clients, is ��ran�ed by Airport Noise Repon, pro��ided �ha� the base fee of US51.03 per paQe per copy is paid directly to Copyriah[ Clearance Czn[er, 27 Congress Street, Salem. MA 01970. USA. Copyright �O 1997 by Airport Noise Repon. Ashburn, Va. 32011 :; � t i �� l� 2�P°t'S 5q��r Minneapolis-Saint Paul International Airport ? t°c 6040 - 28th Avenue South • Minneapolis, MN 55450-2799 F � 3 z Phone (612) 726-8100 a Fax (612) 726-5296 0 nt t y o � � o � qry�} GO 41RppRtS ' ' ' ' . . • • �� •• � wll1L t . 4 The Operations Committee wili meet Fridav, December 5, 1997 — 10:00 a.m. at the West Terminal Building of the Metropolitan Airports Commission, CONFERENCE ROOM W201, 6301 34th Avenue South, Minneapolis. If you are unable to attend, please notify the committee secretary (Melissa Scovronski 726- 8141) with the name of your designated altemate. AGENDA 1998 MASAC Objectives Part 150 Contour Generation Discussion Continuation MEMBER DISTRIBUTION Mark Salmen, Chairman, NWA Bob Johnson, MBAA Mayor Tom Egan, Eagan CharlesW Curry, ALPA 'b T'om Hueg,'Sf: Paul " _; '�' John Nelson, Bloomington Jim Serrin, Minneapolis Mayor Charles Mertensotto, (Vlendota Heights Dick Keinz, MAC cc: Kevin Batchelder, Mendota Heights Jon Hohenstein, Eagan Advisorv: Bnace Wagoner, FAA Ron Glaub, FAA Roy Fuhrmann, MAC Chad Leqve, MAC The Metropolitan Airports Commission is an affirmative action employer. Reliever Airports: AII2LAICE . ANOKA COtJNTY/BLAINE . CRYSTAL . FLYING CLOUD . LAKE EI,�bfO • Se;INT PAUL DOWNT�WN ; 1 ,� Minneapolis / St. Paul International Airport ,;��_. ��.�:=n-'�' MONTHLY�YtEETING -�Yletropolitan Aircra,ft Sound Abatement Council cr�,;,,,,�,: Rnbert P.,Iahrttinn v,�� n�m�,�,n: Tham�t4 HucR Terhnicvl.Lhimr: Ror fudrtnunn Aevrng Seerrtanr NelL¢aa Jcormnski airbarne Ecpns: s� s�� Air Trmcrpan rlsrrximinn: Paul S1cCraw AlPA: C6ariee W. Curry Jr. Citv oJBI�N�ninXMn: Penann Lee v�m wnrox Cirv oj8umaiAr: Ed Pbrter Gn• ojEu�erc�: 'iY�m ERan Gty ojfm�er Grtnr Hti,qlur. Dak finmmom CityafMen/nm Neighu: 71D Smllh Gry ojS�inneaprdi:: a�� s. s�� Joha Rlchter Joe Lsc Judith DodQe Gh ojRichfirld: Krtsfal Stok�s Dawn WelRel Gn•ajSt Ilmisf}+lk: Rabert.ldrcws cn ols�. tti��: c.s�« a�i� TMmas H. Hueg Gcol Ann McGutn Drlta Air Linr.r lna: fuce xta,.a� FeJerul Ecpniz Dan DeBord Fedard A�irtfim �idminixrm�inn: arnce wapuoer RocaW Glaub MAC Smjj.• Dltk Kelnz M&1.1: R.obert P. Joh�o Mesaba Nnrthwut Airlink: Danfel5deehan Mdmp�liu�n �lirporls Grmmixsirm: Cammisboer AIWa Gasper MN AirN�uinwl Guuid; Na}or Roy J. She(ka Narthwr.tt Airtinex Mark Jalmen � lennifer 5ayrc St Prml Qrumhrr njCammrn•e: c,��Q wrn�x Sun Counrn�.irrliner. Dale Karlya Unire�.iirJines lnr.: B1� YantLv UnireJ Pmrrl Srndrr: �11ke Gcrer US Air fi+rrr Renme: C�ptnln Dcvkl J. Gerken Nletropolitan Airports Commission Deciaration of Purposes 1.) Promote public welfare and national security; serve public interest, convenience, and necessity; promote air navigation and [ransportation, international, national, state, and local, in and through this state; promote the efficient, safe, and economical handlin� of air commerce; assure the inclusion of this state in national and intemational pragrams of air transportation; and to those ends to develop the full potentialities of the metropolitan area in this state as an aviation center, and to correlate that area with all aviation facilities in the entire state so as to provide for the mosi economical and effective use of aeronautic facilities and services in that area; 2.) Assure the residents of the meuopolitan area of the minimum environmental impact from air navi�ation and [ransportation, and to that end provide for noise abatement, control of airport area land use, and other protective measures; and 3J Promote the overall goals of the state's environmental policies and minimize the public's exposure to noise and-safety hazazds around airports. Nietropolitan Aircraft Sound Abatement Council Statement of Purpose This corporation was formed in furtherance of the general welfare of the communities adjoining Minneapolis-St. Paul Intemational Airport - Wold-Chamberlain Field, a public airpon in the County of Hennepin, State of Minnesota, through the alleviation of the problems created by the sound of aircraft using the airport; through study and evaluation on a condnuing basis of the problem and of suggestion for the alieviation of the same; through initiation, coordination and promotion of reasonable and effective procedures, control and regulations, consistent with the safe operation of the airport and of aircraft using the same; and through dissemination of information to the affected communities, their affected residents, and the users of the airport respecting the problem of aircraft noise nuisance and in respect to sugoestions made and actions initiated and taken to alleviate the problem. � Metropolitan Aircraft Sound Abatement Council Representation The membership shail inciude representatives appointed by agencies, corporations, associadons and governmental bodies which by reason of their statutory authority and responsibility or control over the airport, or by reason of their status as airport users, have a direct interest in the operation of the airport. Such members will be called User Representatives and Pubtic Representatives, provided that the User Representatives and Pubiic Representatives shall at all times be equal in number. The Airport 24-hourNoise Hotline is 726-94//. Cnmplaints to the hotline do not rrsult in chonges in Airporr uctivin�, but provide a public sounding board and airport inFortnation outlet. The hodine i� stat�ed during business hvur.r, Mvnday - Fridav This report is prepared and printed in house by Chad Leqve, ANOMS Speci�ilist Questions or comments may be direcced to: MAC - Aviation Noise Programs MinneaQolis / St. Paul International Airport 6040 28th Avenue South , Minneapolis, MN 55450 Tel: (612) 725-6331, Fax: (612) 725-6310 ANP Home Page: http://www.macavsat.org I�Ietropolitan Airports Commission Aviation Noise Programs F Metropolitan Airports Commission / fl ' . 1 . 1 1 1. .. � 1 1', �'� Operations Summary - All Aircraft Runway Arrival % Use Departure % Use 04 N/A N/A N/A N/A 22 N/A N/A N/A I�tlA 12 N/A N/A N/A N/A 30 N/A N/A N/A N/A MSP October Fleet Mix Percentage Stage Scheduled Scheduled ANOMS ANOMS 1996 199� Count 1996 Count 1997 Stage 2 46.8% 41.0% 48.2% N/A Stage 3 53.2% 59.0% 51.8% N/A Airport OctoberComplaint Summary Airport 1996 1997 MSP 1349 742 Airlake 0 1 Anoka 0 7 Crystal 0 0 Flying Cloud - 3 1 Lake Elmo 0 2 St Paul 0 1 Misc. 1 0 TOTAL 1353 754 October Average Daily Operations Summary - FAA Airport Traffic Record Aviation Noise & Satellite Programs Page 1 Metropolitan Airports Commission IVlir�neapolis - St. Paul Internat�onal t�irport Complaint �unnmary ; October 1997 Complaint Summary by City City Arrivai Departure Total Percentage Apple Valley 0 1 1 0.1% Bloomington 2 7 9 1.3% Burnsville 1 22 23 3.3°Io Columbia Heights 0 2 2 0.3°% Eagan 13 37 50 7.0°Io Eden Prairie 4 0 4 0.6% Edina 1 17 18 2.6% Inver Grove Heights 7 59 66 9.4% ' Mendota Heights 8 90 98 13.9°Io Minneapolis 152 127 279 39.6% Minnetonka 2 2 4 0.6% Richfield 1 13 14 2.0% South St. Paul 0 3 3 0.4°Io St. Louis Park 15 5 20 2.$% St Paul 94 7 1Q1 14.3% Sunfish Lake 0 13 13 1.8% Total 300 405 705 100% Time of Day Nature of Complaint Time � Total Nature of Complaint Total 00:00 - 05:59 49 Excessive Noise 632 06:00 - 06:59 50 Early/Late 54 07:00 - 11:59 159 Low Flying 12 12:00 - 15:59 . 81 Structural Disturbance 2 16:00 - 19:59 148 Helicopter 1 20:00 - 21:59 143 Ground Noise 33 22:00 - 22:59 86 Engine Run-up 4 23:00 - 23:59 26 Frequency 4 Totai 742 Total �42 Page 2 Aviation Noise & Satellite Programs � � Metropolitan Airports Commission Available Time for Runway Use Tower Log Reports - October 1997 All Hours 3% 51% 8% 66% � O %O 6% �4% 77 va Nighttime Hours 1% 6% o a Zz 12� o� ��n >�p ov . ,_ � � 0 � Aviation Noise & Satetlite Programs 26% �% 17 °10 15% Paae 3 o � � � � � M N N . ^ S�I�II�'Id]UIO� �O 2I�gli�tCi�1 � 9 Nc G (0 � O CL. � � � � 02$ � Z c O � .� d T L _ C. �� ,�}�r--.:�,:� ' ' t`j ' � ' �'.,r7 � �`-~�--�-�c�� {� ' .. : . ) • i t t��J �`- �+ � 1 �1 i AGENDA `-`��--' = _ � �� ,'"` _ ��.:i' , REGULAR MEETING � - � ' -- L...:1 i �,;�� EAGAN AIl2PORT RELATIONS CONiMISSION - EAGAN, MINNESOTA EAGAN CITY COUNCII., CHAIVIBERS - December 9,1997 7:00 P.M. L ROLL CALL AND ADOP'TION OF AGENDA � . ••• � • t 11 11 _� • ;_ • : __ Ct : � 1� N. UNFIl�TISHED BUSINESS A. MAC Community Stabilization Program V. NEW BUSINESS A. Environmental Assessment Comments Regarding Eztension of Runway 4/22 to 12,000 Fee# B. Comprehensive Guide Plan Issues - Communities Proposing New Residential Development in Metropolitan Council Noise Zones VI. WORKSHOP REPORT - VII. STAFF REPORT A. Eagan/Mendota I�eights Corridor B. Part 150 Program C. MASAC Update D. Northern Dakota County Airport Relations Coalition ►Iil 1►1 • : u - Y►I IX. FUT�JRE AGENDA X. TfEXT C0112IVfT�S�ION MEETING - 7:00 p.m. Tuesday, January 13 NEX'i CONLM��[SSION WORKSHOP - 7:00 p.m. Thursday, December 18 TfEXT MASAC MEETING - 7:30 p.m. Tuesday, January 27 Auxiliary aids for persons with disabilities wi!! be provided upon advance notice of at least 96 hours. If a notice of less than 96 hours is received, the City of Eagan will nttempt to provfde such aid. �_ ' :Y, .. t j"� ,� .. � l.1LJ 3 11'V 3�.i.��l 31 � �� V� 1 V ��J��/�L171�� >,;-"5 S°,ti Minneapolis-Saint Paul International Airport I� 9 r t � 6040 - 28th Avenue South � Minneapolis, ;�IN 55-�50-2799 � �z Phone (612) 726-8100 • Fax (612) 7''6-5296 ; ,—; ,?"�- � o _ � + �, .7 � N ° F 0 o` V�+ � �'4oOA�� NIEEi11VG NOi'10E Ociober 30, 1997 POLICY ADVISORY COIUIMli-iEE ;1f�,!1��i M1 ?�' �j'�'� J � � � � ��7J � �!I . ��,JY`'Y`t_ J� �+� t.! � . f ' , l. _ "`.,~'J t,l ��rtJ A MEETiNG of the Policy Advisory Committee will be held at the General Office of the Metropolitan Airports Commission MASAC ROOM, 6040 28th Ave. South, Minneapolis, Thursdav. October 30. 1997 at 12:00 q.m: Lunch will be provided for PAC votinq members and the consultant team. 1 PAC Members •� � � Bob Johnson, Chair.a • �=L Tom Hueg; Vice Chair Scott Bunin, Vice Chair Kevin Batchelder vd;irli �YVCIiLCi Jon Hohenstein Carol Kummer �arry Lee Allen Love�oy Dore Mead Richard Keinz . � . Part 150 Program Status Review — Steve Vechhi, MAC A. Completion Status B. Projected Future Program Costs (1998-2002) C. Update on Ventilation Pre-Test- Resuits and Nomeowner Costs Review . D. "True Divided �ite" Window Cost Projection Advisorv/Consult�nts Clen O�uit,;,FAA — Steve Vecchi - MAC ' Sheldon Strom - C�E Mary Raasch - CEE Chuck Rogers - CEE Pat Goodwin, Goodvvin Communications if you cannot attend the meeting, piease notify Melissa Scovronski (726-St 41) with the name of your designated altemate. The �[etrepulitan Airpor.s Commissiun is an aiiirma[ive artion employer. Reliever Airports: A[RLA[:E • ANUKrl COU\TTlBLrV�E • CRY'ST.�L • FLY[\G C:LOUD • LAkE EL�tO � Sr11NT P.4U[. D04VNT06VN ..� - _ � . ...r ;�� ., � . � ;�`� �-.•' . _ �' . ^ .. -.g... - %'I'..yr�. . ....... �� -- � �` �� MEETING SUMMARY PART 150 LAND USE COMPATI8ILITY IMPLEMENTATION DESIGN POLICY ADVISORY COMMITTEE June 17, 199� The meeting was held at the Generai Office of the Metropolitan Airports Commission, North Viking Room. The following voting members were in attendance: Bob Johnson, Jon Hohenstein, Kevin Batchelder, Dore Mead, Thomas Hueg, Regina Harris, Dicic Keinz and Dawn Weitzel. Consuitants: Sheldon Strom-CEE, Chuck Rogers-CEE, Mary Raasch-CEE, Pat Goodwin — Goodwin Communications. Adviso : Steve Vecchi-MAC, Tom Brown-MAC Chairriafl Johnson ca�lec� the mAeting to arder at 12:20 p.m. A repo�t pacicage was distributed to all members that incfuded: r Part 150 Program Cost Update Chairman Johnson asked SteVe Vecchi, MAC, to overview how the Part 150 DNL contours are generated for the benefit of the members and the Richfield residents in attendance. A summary follows: Y The FAA establishes eligibiliiy rules for the Part 150 program. The FAA also defines how the cantours are modeled and gene�ated. � Each airport must submii a contour (based on the FAA's criteria) to the FAA for c�rtification before they are able to receive federal funds for a Part 150 insulation program. �� ,�> '�t MSP the current certnied contour�must touch a blocic for that block to be eligible for the program. := There are currently 80 blocics surrounded by boundary blocks. % A biocic is defined by each respective city. % Eventually a new contouc will be generated. A draft copy of the forecasted 2005 DNL 60 contour was displayed at the meeting. On that draft copy, the Richfield blocic in question was included in the contour. % The eariiest date for beginning insulation outside th� current 1996 DNL 65 contour is the year 2000. It c6uld be as late as 2002, depending on the level of funding for 1 �• �:a:i��''' ..r the current program. Homes within the 65 DNL contour must be completed before any homes in a new contour are begun. r The Commission wili be asking the FRA to consider using natural boundaries for the generation of the next contour, rather than blocks. Glen Orcutt, FAA, added that ail airports are subject to the same FAA.rules. He reiterated that the contours are generated to inciude those homes rriost impacted by aircraft noisa. Dawn Weitzel, Richfield, asked how accurate the forecasted contours were. Steve Vecchi, MAC, said the current contour was generated in 1990 as the best projection possible. He said it was cleariy outdated. Dawn Weitzel, Richfield, asked if it was possible to submit a new contour each year. Steve Vecchi; MA.C, said i� took ��/2 years to get the current contour certifiied by the FAA. He said the process is very long. Dawr�. Weitzel, Richfield, asked whether a new contour would be generated ifi a new runway were to be built. Steve Vecchi, MAC, said ifi rnajor changes occur at any airport, an updated contour would most likely be generated. Glen Orcutt, F�4A, said the FAA recommends 5-year inteirvals for the DNL 65 contour generation. He said a substantial effort is put into generating and certifying contours. He said the program needs to be stable over time to make ii easier to plan for the program. Dawn Weitzel, Richfield; aslced if the noise moniiors currently outside the- 65 DNL contour � wouid be used in the genera#ion of the ne� contour. Dick Keinz, MAC, said the actual monitored noise levels are not used in generating contours. �isy��• "� . ... � � Dore Mead, Minneapolis, �asked how a�urate the data was being used in developing the contour, specifically the ANOMS data. StcJB V@CCi'tI, %�r"-�C, Sal� iii2 �'vV0 f1lG�t li'iij�GiiBili CfitZilri i0i iii@ COiliOUi' ycfl@fauafi WE:�B i��i: tracfcs and the type of aircraft that fly out of an airport. He said for the current contour, ANOM5 information was not available. He said the next contaur will have the benefit of ANOMS data and should be more accurate. Dore Mead emphasized that the ANOMS data-should be looked at closely for accuracy: Glen Orcutt, FAA, said the model for the contour is always being looked at for possible changes. A Richfield resident clarified that naiural geographic boundaries are not currently being used. �'. _ . _ _. _ _ _ 2 ' Dore Mead, Minneapolis, said there are a number of compeiling situations such as this one that give good reasons to use "natural" boundaries. PART 150 PROGRAM COST UPDATE A. Review of Comple#ion Status: 1992-7996 ♦ Total number of homes compieted as of year-end 1996 was 2,826. � e There remains 4,556 homes (excluding the 1440 homes that may be insulated after a resolution to the 4/22 mitigation is compiete, which will use fund,s from another source) in the 1996 65 DNI. Contour. s Of those 4,556 homes, the majority are in Minneapolis. 8. Summar-y of Current 1997 Costs - �♦ Average costs for January through April, 1997 for a small home (< 1,500 sq ft) was $15,000. The average cost €or a large home (> 1,500 sq ft) was $21,100. ♦ The majority of small homes were between $10,000 and $2Q,000, although a smail po�tion of these homes were over $20,000. e$46,930 was the highest bid for any home. • Air Conditioning costs for a home with forced air heai is $2,050. The average cost for homes with graviiy/water heat is $8,150. o Ninety percent of� the homes with gravity/water heating had air conditioning costs of between $�,000 and $10,000. e The highest amount spent on air conditioning was $14,800. e Approximately 60% of the homes with forced air heating had pre-existing air conditioning. None of the homes with gravity/water heating had pre-existing air � conditioning. ..:::�w�- �' C. Forecast of Future Changes in Remaining 4,556 Homes �- o The best data available:was used to forecast the changes. ♦ Of ttie past horr'ies, 82% were small (<1,500 sq ft), 1 S% were large. ♦ Of the future homes, 53% are small and 47% are large (most likely with an error on the side of the larger homes). � �.if ti!� �?St i?Ol7l8S, �j % h?� fCCC�d a�r heat�ny an�+ 1 g�i ha� nravity/water heat�ne. ♦ Of the future homes, 60% will have forced air and 40% will have gravity/water heating. D. Revised Part 150 Program Proje�#ions o The average cost for a past home was $17,900 ($15,600 of which is construction cost). Basad on current information, the average cost for a future home is projected to be approximately $25,700 ($21,200 for construction, $3,000 for administration, and $1,500 for ventilation modifications). ♦ Of the increase of $5,600 for constn.�ction costs, �4,200 is because of house size. � � ♦ If the projected costs for future homes are multiplied by the number of remaining homes in the current program, the program will need an additional $35,662,100 by the year 2000. ♦ The current funding will pay for 808 homes per year and the timeline would have to be extended 2 more years. ♦ If the commission wants to fund the program for 1,200 homes per year, an additional $11 Miilion per year will be needed. The staff will also- nesd to be increased to keep up with the demands of the program. ♦ The estimated cost of insulating the remaining 4,556 homes is $120 million. Impacts to Part 150 Cast Forecasts s Change to data assumptions o Inflation and market costs ♦ Contractor competition levels ♦ Product and s�pplier comoetition . , � Chuck Rogers, CEE, said the program is on tracSc to finish at Ieast 808 homes this year. Tom Brown, MAC, said staffi had two orientations each for the months of May and June, orienting over 100 homeowners at each orientation. Jon Hahenstein, Eagan, asked Steve Vecchi to clarify what the remediation costs in the � projected cost analysis was for. 5teve Vecchi said it was for correcting any Indoor Air Quality problems for past homes. PROGRESS REPORT: PART 150 VENTII_ATION AND INDOOR AIR �UALITY PROGRAM Tom Brown, MAC, reviewed the progress of fhe ventilation and indoor air quality program since ' y�� the Star Tribune artici�e, October 5, 1996. Some items �oted include: • Staff advertised for remediation contractors in April and May and is ce�tifying those contractors now. � Stafi� was c�ntinuing to mE�t with ��tinnegasco. ■ The finalized homeowner notification process is going welL ■ As of the previous wesk, 440 pre-tests were performed since January 1997, as well as 270 post-tests. Of the pre-tests, about 85% of the homes failed. ■ A majonty of the problems are due to water heaters: ■ Homeowners have been very responsive to correcting problems. • Homeowners will still be responsible for fixing ventilation problems even if the work scope ' for that home will probably require fixing the problem. This is because the FAA does not allow the program to fix pre-existing code deficiences or maintenance problems. ■. A spillage monitor can be installed in a home for 2 months if it does not pass the: initial pre- test to see if it will pass over time. Of the 77 homes that could have used the monitor, � : about half opted not to wait the 2 months. • CEE currently has 9 testers. • 50% of gas ovens fail the Carbon Monoxide test. OTHEA ITEMS Chairman Johnson mentioned the FAA's "notice to propose final policy" dated May 28, 1997, which says, "The FAA will not approve remedial noise mitigation measures for new, non- compatible development that is allowed to occur in the vicinity of airports after the effective date of this policy." Tom Brown, MAC, said in Minneapolis tfiere is a tri-plex that is zoned as a tripiex but only has one source for heating. He said it should have three separate heating sources. He said if tne program were to insulate the tri-plex, it would have to install three separate heating sources. Tom said, as far as he knew, they were not in violation of the code because it was a preexisting condition, but once it is modified it has to be brought up to code. He said there are also two tri-plexes that are zoned as duplexes, sfl they are illegal tri- plexes. Each ot them have two heat sources. After discussion it was decided that, in order for these three tri-plexes, to be insulaied by the ' ) program, they would have to be o�er-ated as or rez�or�ed as duplexes. The meeting was adjoumed at 1:50 p.m. Respectfully Submitted: Melissa Scovronski, PAC Secretary �:� ,. -�:� � �w;� � � , s � r' �