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11-12-1997 ARC PacketCITY OF MEiVDOTA HEIGHTS AIRPORT RELATIONS COMMISSION AGENDA November 12, 1997 - 7 p.m. - Large Conference Room 1. Call to Order - 7 p.m. 2. Roll Call 3. Approval of October 14, 1997 Meeting Minutes. 4. Unfinished and New Business: a. MASAC Representation - Proposed By-Law Changes b. Metropolitan Council Air Noise Zones - Progress Report 5. Updates a. Letter to MAC on 3rd Parallel Runway Exhibits b. Letter to MAC on Environmental Assessment for Proposed Extension of Runway 4/22 c. Community Stabilization Working Group d. Miscellaneous Information on Runways and Operations Provided by Mr. Jim Serrin, Minneapolis MASAC Representative 6. Acknowledge Receipt of Various Reports/Correspondence� a. MASAC Agenda for October 28, 1997 and September 23, 1997 Minutes b. MASAC Executive Committee Minutes of October 9, 1997 c. Airport Noise Report for October 24, 1997 d. MASAC Operations Committee Minutes of October 17, 1997 e. MASAC Technical Advisor's Report (Abbreviated) for Sept., 1997 f. Eagan ARC Agenda for November 13, 1997 7. Other Comments or Concerns. 8. Adjourn. Auxiliary aids for disabled persons are available 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 OCTOBER 14, 1997 - MINUTES The regular meeting of the Mendota Heights Airport Relations Commission was held on Wednesday, October 14, 1997 in the City Hall Smali Conference Room, 1 101 Victoria Curve. The meeting was called to order at 7:00 p.m. The following members were present: Beaty, May, Des Roches and Stein. Commissioner Gross was excused. Commissioners Leuman and Fitzer were absent. Also present were City Administrator Kevin Batchelder and Senior Secretary Kim Blaeser. APPROVAL OF MINUTES Commissioner May moved approval of the August 13, 1997 and September 10, 1997 minutes. Commissioner Des Roches seconded the motion. AYES: 4 NAYS: 0 REVIEW PROPOSED EXHIBITS FOR 3RD PARAL�EL RUNWAY CONTRACT Administrator Batchelder reviewed two maps, submitted by the Metropolitan Airports Commission, which show properties in Mendota Heights impacted by potential third parallel runway at MSP. Batchelder stated MAC has proposed these maps as exhibits to the 3rd Parallel Runway Contract. Batchelder reviewed a color rnap which indicates that the l.dn 60 contour with the parallel runway is smaller than the existing Ldn 60 contour. He stated that the MAC has either made a mistake or that the contour on the map is really the 2005 Ldn contour. Chair Beaty stated that the existing Ldn 65 contour extends into the Bridgeview Shores neighborhood and that the map does not show this contour extending into this neighborhood. Batchelder reviewed a colored map which indicates homes that are within the contour who would experience a 1.5 DNL increase due to operations on the OCTOBER 14, 1997 - A/RPORT RELAT/ONS COMMISS/ON M/NUTES 1 third paraliel runway. Commissioner May suggested that the Commission invite a MAC representative ta a future meeting to address the discrepancies and other items of interest. Batchelder explained that the Metropolitan Council and the Metropolitan Airports Commission disagree with each other about the Ldn contours. He stated that the MAC has used their GIS system to establish the contours and that the Met Council did not use the MAC's disks to generate their contours. He stated that the Met Council did not transpose their contours accurately for their Air Noise Zone Area maps. Batchelder stated that if the MAC's contours are based on the 2405 Ldn contours, then the City's work on updating its Land Use Plan, using the 1996 Ldn contours, will already be considered out-of-date when it is adopted. The Commission discussed why specific areas of Mendota Heights developed as residential when the City was aware of air noise constraints. The Commission discussed a request to develop a portion of Resurrection Cemetery as submitted by Hoffman Homes. Administrator Batchelder stated that the City Council is withholding its judgment on the proposal until Met Council review. Batchelder stated that Hoffman Homes would need to apply for a Comprehensive Land Use Amendment because the property is guided cemetery. He stated that under the new Met Council land use compatibility guidelines, the Hoffman Home proposal is not compatible. . Administrator Batchelder stated that he would send a letter to MAC requesting that Mr. Nigel Finney attend an upcoming Commission meeting to discuss this issue further. � ENVIRONMENTAL ASSESSMENT FOR PROPOSED EXTENSION OF RUNWAY 4/22 Administrator Batchelder explained that on Friday, October 3, staff received a notice from Ms. Kimberly Hughes, of HNTB consultants, notifying the City of a comment period for the preparation of an Environmental Assessment for the proposed extension of Runway 4/22. He stated that HNTB is requesting a response from the City by October 20, 1997. Batchelder stated that due to the urgency of this request, the City Council OCTOBER 14, 1997 - A/RPORT RELAT/ONS COM/VI/SS/ON M/NUTES 2 ; has reviewed this document. He stated the Council wishes to express their opposition to lengthening Runway 12U30R and the Council wants to know why the redistribution of aircraft traffic on Runway 4/22 has not occurred. Chair Beaty suggested that the City put some "teeth" into their comments regarding the extension of Runway 4/22. He stated that if Northwest Airlines asks for the extension of Runway 4/22, the City should inform the MAC that in order for Northwest Airlines to request the extension, they must comply with the Year 2000 Stage III fleet conversation mandate. Administrator Batchelder noted his displeasure with the consultant expecting the City to comment on this document by October 20, 1997. He stated that it is difficult for local governments to respond appropriately in such a short time period. Batchelder suggested that if any Commission members have additional comments regarding this issue, to please phone him as soon as possible. UPDATES MASAC EXECUTIVE COMMITTEE - REPRESENTATION Administrator Batchelder explained that the City Council had recently adopted a resolution designating the City's official representatives and altemates on the Metropolitan Aircraft Sound Abatement CounciL He informed the Commission of the following: Metropolitan Aircraft Sound Abatement Council Jill Smith, Councilmember Charles Mertensotto, Mayor Kevin Batchelder, City Administrator Scott Beaty, Chair of Advisory Com. Joe Leuman, Vice Chair of Adv. Com. MASAC Operations Committee Charles Mertensotto, Mayor Jill Smith, Councilmember Kevin Batchelder, City Administrator Public Representative Alternate Alternate Alternate Alternate Member Alternate Alternate OCTOBER 14, 7997 - A/RPORT RELAT/ONS COMM/SS/ON M/NUTES 3 r � CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION SEPTEMBER 10, 1997 - MINUTES The regular meeting of the Mendota Heights Airport Relations Commission was held on Wednesday, September 10, 1997 in the City Hall L.arge Conference Room, 1 101 Victoria Curve. The meeting was called to order at 7:00 p.m. The following members were present Leuman, Stein and May. Commissioner Fitzer was excused. Commissioners Beaty, Gross and Des Roches were absent. Also present were City Administrator Kevin Batchelder. Also in attendance were City Planners Meg McMonigal and Marc Wiegle. APPROVAL OF MINUTES The August 13, 1997 minutes were carried over until the October meeting due to a lack of quorum. UNFINISHED AND NEW BUSINESS Due to a lack of quorum, those members of the Commission present decided to review each item on the agenda but to take no action this evening. COMPREHENSIVE PLAN - ISSUES IDENTIFICATION City Administrator Batchelder introduced Meg McMonigal and Marc Wiegle of McCombs Frank Roos Associates, Inc. who were present to discuss the City's upcoming work on its Comprehensive Plan. Batchelder stated that the two Planners are present to discuss any issues related to the Comprehensive Plan with the Airport Relations Commission. Ms. McMonigal stated that they have been interviewing large property owners and surrounding communities and jurisdictions to identify key issues and concerns. McMonigal stated that as part of the issue identification process, they desire to discuss issues related to the airport and airport noise with the Commissioners this evening. McMonigal stated that they would like to discuss the Commission's role in the past, present and future and what are the City's most important policies in relation to the airport. She also stated that they desire to know if there are ways the City can deal more effectively with airport issues including possible staged land use development within noise zones and the potential Airport Re/ations Cammission - September 10, 7997 Meeting Minutes 1 that existing noise zone areas may be decreased in the future with the implementation of the north/south runway and Stage III aircraft. Administrator Batchelder described the changes in the Met Council's Noise Zone Policy areas and how it affects certain parcels within the City. The Commission discussed whether the City would lose credibility on airport relations if we ignored the land use compatibility guidelines. The Commission discussed office as a possible land use at the Garron Site and the western portion of the Resurrection site. The Commission felt the Sound Attenuation Ordinance should be continued, but not necessarily extended out to the one mile buffer beyond Noise Zone 4. The Commission discussed the potential of the Noise Zones shrinking with the advent of Stage III aircraft and the implementation of the north/south runway. Some Comrnissioners felt that even with Stage III aircraft there would be more aircraft plans and that the noise would be different, however, would still be present in many respects. The Commission discussed stage development plans fo account for changing contours and air noise conditions. The Commissioners discussed potential park uses or multi-family uses at the western Resurrection site. Commissioner Leuman stated he would never consider building a home in this location. Commissioner Stein stated it is a nice site' for housing, if not for air noise. CITY COUNCIL ACTION ON AIRPORT PLAN OF ACTION City AcJministrator Batchelder reported to the Commission the changes made by the City Council on the Airport Plan of Action at their September 2, 1997 meeting. The Commission reviewed the change in priorities of the plan. � ..••• � : �- •� �• -• � -. Administrator Batchelder outlined proposed exhibits that had been received by the City from MAC regarding maps that would depict affected property owners. Batchelder stated that MAC had asked the City to review these proposed exhibits depicting affected property owners. Batchelder stated these would eventually become exhibits to the existing contract prohibiting construction of a third parallel runway. The Commission reviewed the contract and the definitions of affected property owners as follows: Airport Relations Commission - September 10, 1997 Meeting Minutes 2 a. Property owners that would be brought into the 60 Ldn Noise Contour � as a result of operations on the third parallel runway; or b. Within the 60 Ldn Contour as determined without the third parallel runway and which wo�ld experience a 1.5 or greater �dn increase as a result of operations on the third parallel. The Commission carried the review of these proposed exhibits over until their October meeting when all members of the Commission are expected to be present. APPOINT MEMBER TO SUBCOMMITTEE TO -fiiEV1EW MAC AND MASAC REPRESENTATIUN AND MET COUNCIL NOISE ZONE POLICY AREAS Administrator Batchelder informed the Commission that the City Council desires to form a subcommittee to review the pending Met Council Noise Zone Policy area issue as well as to discuss issues related to MAC and MASAC representation and City strategy for airport relation issues in the coming year. Those members of the Commission felt that it would be most appropriate if Chair Scott Beaty serve on this subcommittee with Joe Leuman as a designated alternate. REVIEW MET COUNCIL NOISE ZONE POLICY AREAS Administrator Batchelder updated the Commission on the recent adoption by the Met Council of Noise Zone policy areas. The Commission reviewed the impact on land use policies created by these expanded noise zones and the stricter land use compatibility guidelines. COMMISSION UPDATES The Commission directed staff that they would like to have as future speakers at their Airport Relations Commission meetings as follows: Bruce Wagoner, Tower Chief and Kevin Howe, Metropolitan Council Representative. Other speakers desired by the Commission include a technical expert on Global Positioning Satellites. The Commission also discussed potential speakers for the group of cities in the Northern Dakota County Airport Relations Coalition could be William Albee ombudsman of the FAA and Dr. Kirshan Ahuja, whom representatives of Mendota Heights met at the recent NOISE conference. Airport Re/ations Commission - September 10, 1997 Meeting Minutes 3 � Administrator Batchelder updated the Commission on the progress at the MASAC Executive Committee where there are on-going discussions about issues of representation and on the Community Stabilization Working Group that is discussing the Community Protection Concept package. Batchelder also updated the Commission on a recent joint workshop involving a bus tour with the Northern Dakota County Airport Relations Commissioners. There being no further business, the Airport Relations Commission moved to adjourn its meeting at 9:00 p.m. Respectfully submitted, Kevin Batchelder City Administrator Ai�po�t Re/ations Commission - Septembe� 10, 1997 Meeting Minutes 4 CITY OF MENDOTA HEIGHTS November 7, 1997 To: Airport Relations Commission . From: Kevin Batchelder, City Admini � Subject: MASAC Representation - Proposed Change to Bylaws DISCUSSION The MASAC Executive Committee has been discussing changes to the composition of the MASAC board, at the urging of the communities on both ends of the parallel runways. Minneapolis and Mendota Heights, in particular, have felt that the amount of representation on the MASAC board did not reflect the actual conditions, or operations, at the airport. On October 9, 1997; the MASAC Executive Committee made a recommendation to the MASAC board to consider a by-laws change that would increase the size of MASAC from 34 to 38 members. This change would give Minneapolis two additional representa.tives for a tota.l of six. Mendota. Heights would increase from one member to two, as would the City of Eagan. The City of St. Paul would lose two members and all other cities would keep their current levels of inembership. The industry side of the table would increase by two members from certified airlines using MSP. (Please see attached October 9, 1997 minutes of the MASAC Executive Committee meeting and the attached Proposed Amendments to the by-laws of MASAC.) This proposed by-law amendment was presented to the MASAC board at their October 28, 1997 meeting. It wi11 be voted on at the November/December meeting. Traditionally, MASAC combines its .November and December meetings on the first Tuesday evening of the month. Because this coincides with the City Council's regular meeting, our representative, Councilmember Jill Smith, and our altemates, Mayor Mertensotto and myself, are not able to make this meeting. Therefore, the Coinmission should�consider a recommendation to City Council to vote on this by-law amendment by resolution so that our proxy vote may be sent in to be officially recorded. As an additional note, on October 7, 1997, the City Council did pass a resolution designa.ting the City's representa.tives on MASAC and its committees. (Please see attached Resolution No. 97-63.) Scott Beaty and Joe Leuman were appointed as alternates to MASAC, and if they could attend the November/December MASAC meeting, a proxy vote will not be necessary. This meeting is at 7:30 p.m. on December 2, 1997. ACTION REQUIRED Consider the proposed Amendment to the MASAC By-Laws and make a recommendation to City Council to direct our representatives vote on the proposed amendment. � - {;. 11f07f1997 09:50 6127256310 �1�C ��S�T Pr�E 02 . MINUTES 1VIASAC EXECUTiVE COMNtITfEE OCTtJSER 9, 9 99? The meeting was held at the Metropolitan Airports Comrnission V1/est Terminal Conference Room and calfed to order at 9:35 a.m. The folfowing members were in attendance: Bab Johnsan- Chairman Torn Nueg — Vice Chair .lennifer Sayre - NWA Dick Keinz — MAC Jahn Richter - Minneapolis Mayor Charles Mertensotto - Mendata Haights Guests John Nelson — Bloomington Representative Joe Lee — Mir,neapolis Representative Mark Salmen — NWA Representative Kevin Batcheider — Mendata Heights Aliernate Advisorv: Chad Leqve — MAC . #. Before the firs# i#em afi the agenda was discussed, Dick Ke'inz, MAC, noted that Traci Erickson, John Foggia and Joe Harris had left the Aviation Naise Programs office to begin their own business and tha# Roy Fuhrmann (who had previously been with the noise office} would be taking over as manager of the office. He said Roy would act as the Technical Advisor to MASAC beginning October i3, 1997. He noted thai MAC hed no contract with Mr. Foggia's new company but would be able, to continue to consult with Mr. Foggia on an infarmal basis during this transition, as necessary. MASAC MEMBERSNIP Chad Leqve, tv1AC, explained that the handout was a prdposed attachment to the bylaws. He explained the process staff developed to weight the three noise variables (DNL level, number of parcels, and fiight tracks}. He said thai since the emphasis from the previous meeting was on the nurnber of peopls (ears} affected by airc�aft noise, the parcel counts were weighted heaviest with 7Q%, whife the DNL level and the flight tracks were both weighted at 15% each. 1116?/1997 09:50 6127256�10 MAC �VS�T P�GE 0� He said a definition of each variable and how they were determined had been documanted for � future analysis_ He said a program in Lotus had been written so that in the future the variables � could be input and the program would automatically calculate ihe number of inembers for each community, accorrlingly. He also noted that two members were added to each o# the PUBI.IC and USER groups before the analysis was run, which wilt give both groups 19 members. He then displayed an overhead thai showed the outcome a# the analysis. {See attachment.) A discussion ensued regarding where the two additional USER group members wouid come from. Chad Leqve, MAC, said the two new USER members would rnost likely corn�, from the scheduled, certified airlines. Chad also noted that a membership analysis would be done every four years with the current representatives and a�ternates being either reappointed or replaced. Joe l.ee, Ntinneapolis, mentioned that if a major change to the flight patterns occurred within 4 year time period, MASAC would be able to evaluate membership at ihat time �ather than waiting. Kevin Batchelder, Mendota Heights, asked how representatives were currently being reappointed, Chad Leqve, MAC, read the pertinent section of ihe by(aws saying that the bylaws, as they are now, leave reappointment open-ended. If a representative is not officiaify reappointed, their appointment is continued until another appointment is made. Mr. Leqve said the purpose o# the proposed change in the bylaws was to make sure the appointing au#horities were addressing their membe�ship for MASAC every four years. Kevin Batchelder,. Mendota Heights, said his concern was that every member would be up for reappointme�t at the same time. He said every four years it cautd be conceivable that a whole new council wauld be appointed. There was a discussion on the likelihood of that scenario. It was decided that such an occurrence would be highfy unlikely_ John Nelson, Bloaming#on, noted that a parallel amendment for �the USER addi#ions would need to be included in the proposed amendment to the bylaws. JENNIFER SAYRE, NWA, N'IOV�D AND JOHN RICHTER, MINNEAPOLIS, SECONDED TO FORWARD STAFF'S PRtJPOSED CHANGES TO THE BYLAWS TO THE FULL MASAC COUNCIL FOR CONSIDERATIQN WtTH THE ADDITIQN O� A LIST OF THE USER MEMBERS THAT NOTED THE ADDITION OF TWO MEMBERS TO THE SCHEDULED, CERTIFIED AIRLINES USlNG MSP AND THE REQUIREMEf�lT THAT EVERY TWO YEARS THE APPOINTING AUTHORITIES VERIFY THEIR MEMBERSHIP. THE MOTION CARRIED BY UPJANIMOUS VOTE. Kevin Batchefder, Mendota Heights, asked Chairman Johnson what the P&E committee had decided to do in response to Minneapo(is' recornmendation for MAC to evaluate MASAC. Chairman Johnson said the P�E Cammiitee directed staff to conduct a survey of MASAC _ _ � 11/0711997 09:50 612?256310 M�C ��SrT P�GE 64 i members regarding their perceptians of the Council, its membership and activities and report back their findings for further consideration. Mayor Mertensotta, Mendo#a Heights, commented that he didn't think it was #air for additional PUBLIC representatives to have to wait to become rnembars untii there were available USER represantatives to balance the council. J�nnifer Sayre, NWA, said tha# if no other airline is interested in adding members, Northwest Airiines would be abfe and wilEing to do so. Kevin Batchelder, Mendota Heights, said ihat if MASAC approved the changes to the membership, it would be the responsibility of the airlines to add the two members, �egardless of the appointrnent of the two additional PUBLIC representatives. Chairman Johnson asked the secretary to drafit a letter to the fi other scheduled, certified airlines asking about iheir interest in adding members to MASAC to be mailed as sQon as passible. Chairman Johnson said the (etter should include a timeline for a response, There was a discussion regarding the process of how this recommendation would go to vote at the full MASAC council and how membecs would be reappointed, repiaced and/or newly appointed. It was decided that Staff and the chairman would brief the fu{I councii at the Octobe� 28, 199i meeting with a vote scheduled for Decernber 2, 1997. lf passed by MASAC, the bylaws and new membership changes would go inta effect beginning in January 1998. Chairman Johnson ad}'ourned the meeting at 1 i:05 a.m. Respectfully submitted: Rllelissa Scovrvnski Commit#ee Secretary � 11/0711997 09:50 6127256910 h1�C �tIS�,T P�6E 05 �', � ! � ' 1' � ' 1 '; i ' . ' � , .A►rticle II - Mernbership Paragraph 3 Changed to read: Representatives and alternate representatives shall be appointed ro serve for four (4) year terms, whereupon that representattve will be up for reappointment or replacernent. Failure by tlte appointing authority tn not�fy �n writing tivrll result in the loss of voting pr1v11eges for that posirian untif an appointment is made. Every two (2) years in February, sta,ff shall mail out a copy of the current membership rnster ta each of the appointittg authorities, representatives, and alternates for validatlon. Yacancy, arisrng by reason of death, resignatton, dtsability to act for the member by wh�m appo�nted, or for any otleer r�ason, shall be filled by the appointing authority for the remainder af the terrn of the member being replaced, Paragraph 4 � Usez representation is changed to reflect the addition of two (2) r�presentatives of the schedulcd cerYified airlines u5ing the Minneapaiis/St.Paul Internatir�nal Airport. bringing the total to 19, reflecting th� following: 10 Representatives frocn the certified airlines using the MinneapalislSt. Paul International Airport. .1 Representative from the Minnesota Business Aircraft Association (MBAA). 1 Representative from the Air Line Pilots Association (ALPA.). 1 Representative from the Minneapolis/St. Paul Metropolitan Airports Comznission {MAC). 1 Repres�ntative from. the St. Paul Area Chamber of Commerce. I Representative from the Greater Minneapolis Ar�a Chamber of Commerce. ( 1 Representative from the Air ExpzesslOvcrnight �xpress Air Carriexs. 1 12epresentative from the Charter Air Carriers. • 2 Representatives from'the Cargo Air Carriers. Publxc representation• is changed to reflect the addition of two (2} cepresentativcsbcinging the total to 19, as we11 as a redistribution of the membership. Public represen�ation changed to �flect the fol�owing distribution: 6 Minneapolis 214lendata Heights 2 Eagan 2 Bloomington 2 Richfield t St. Paul i Burns�ille 1 St. Louis Park 1 Sunfish Lake 1 Inv�r Grove Heighcs (2nd Sentence) Reevaluation of rnernbership composrtian thereon, through amendment of the Art[cles of Incorporat�on and/�r the By-laws, shall occur every four (4) years by the ftrst of January, considering material changes in the popularion or directly affected governmental units or change in the impact on gavernmental units by reason of changed ffight patrerns. Quarctification of such determinates slzall occur via the method oacttined ita Attachment 1. � 11I0711997 09:50 6127256a10 MRC �VS�T P�GE 66 Attachmen� #� : MASAC mcmbership composition will be determined as a function of three weighced variables. DNL 65 pareeI counts, aireraft overfiiahts, and comrnunity DNL levels are the designated determinates in the evaluation. In an effort to quantify accurately the exisiing impact tv each eommuniey che following weighting scheme shall be used: DNL 65 parcel eounts = 70°To, aireraft overfiights = 15%. and community DNL lcvels = 15%. The criteria used to define these factors is as follows: �NL 65 parcel count� Vis�. ArcView 1ot parcel data and the approved DNL 65 contour, a caunt of garcels within the DNL 65 per community is conducted. Aircraft Over i hts Staff will select a representative saznple of flight tracks, anz week frorrt each quarter. Usin� ANQMS flight track data an over fli�ht anaiysis wili then be conducted using the followin; operations consideration per community: _ - • Minnea�olis- RWY 30L & 30R dcpartures, RWY t2L & 12R arrivals • �t,,,itendota Hcia �- RW� 12L & 12R departures, RWY 30L & 30R arrivals • Eagan- RWY 12L & 12R deparcures, R�NY 30L & 30R arrivais • Bloom's_n„oton- RWY 22 d�partures, RW.Y 04 arri�als • Ric�- R��'Y 30L & 30R departures, RWY 22 departures, RWY Q4 arci�als •�,aul- Rwy 04 departures, RWY 22 arrivals • 13urnsvillc- RWY 22 departur�s, RWY 04 anivals • St. Louis Park- RWY 3QL & 30R departures, RWY 12L & 12R arrivaIs • Inver Grove eag,�►ts- RWY 12L & 12R departures, R�VY 30L & 30R arrival� •�unfish T ake- RWY I2L & 12R departures, RWY 30L & 30R arrivals Commuz��tv UN� Level Coznmunzty DNL level is Qn au�rage of the parcel DNL �alucs of those parcels falling within the DNL 6� contour per cornmunity, the parccl DNL values are the sam� as those used for th� PART 150 prioritization program. Those communitizs not included in the DNL b5 contour were assianed a DNL value of 60. Weighting the above inputs as specified earIi�r, the vot�s are dis[ributed. The distribution of community votes is accomplished by first assingino one member ta each represented community. The r�maining positions are then distributzd using the above methodolagy. The assignment of the additional representatives is a direct function of cach community°s valuc for zach of the detectninates, the weightin� given to thosc determinates, and the nurnb�r of vote to be distributed. CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, NIIN1�tESOTA RESOLUTION NO. 97- 63 A RESOLUTION DESIGNATING THE CITY'S OFFICIAL REPRESENTATIVES AND ALTERNATES ON THE METROPOLITAN AIRCRAFT SOUND ABATEMENT COUNCIL WFTEREAS, the City of Mendota Heights has one public representative on the Metropolitan Aircraft Sound Abatement Council (MASAC); and WFiEREAS, the City of Mendota Heights has one public representative on the MASAC Operations Committee and the MASAC Executive Cominittee; and WI�REAS, the City of Mendota Heights, as the appointing authority, shall file with MASAC a notice of appointment of our designated representatives on the MASAC and its various committees. NOW THEREFORE, BE IT HEREBY RESOLVED by the City Council of the City of Mendota Heights that the following persons are duly appointed to represent the City of Mendota Heights at all, or any, MASAC meetings or committees: � Metropolitan Aircraft Sound Abatement Council Jill Smith, Councilmember Charles Mertensotto, Mayor Kevin Batchelder, City Administrator Scott Beaty, Chair of Advisory Commission Joe Leuman, Vice Chair of Advisory Commission MASAC O.�erations Committee Charles E. Mertensotto, Mayor Jill Smith, City Councilmember Kevin Batchelder, City Administrator Public Representa.tive Alternate Alternate Altemate Alternate Member Alternate Altemate � 3. MASAC Executive Committee Charles E. Mertensotto, Mayor Member Jill Smith, City Councilmember Alternate Kevin Batchelder, City Admizustrator Alternate Adopted by the City Council of the City of Mendota Heights this 7th day of October, 1997. CITY COUNCIL CITY OF MENDOTA HEIGHTS By �^'-�, �" • ��-z'8" Charles E. Mertensotto, Mayor ATTEST: ��....�'�/I u�..��.....�...i �en Swanson, City Clerk � ;� CITY OF MENDOTA HEIGHTS November 7, 1997 To: Airport Relations Commission From: Kevin Batchelder, City Administrator Subject: Progzess Report on Metropolitan Airports Commission Air Noise Zones On October 21, 1997, the City Council adopted Resolution No. 97-74, A RESOLUTION REQUESTING INSTRUCTIONS AND INFORMATIONAL GUIDELINES FOR COMPREHENSIVE PLAN AMENDMENT TO FACILITATE AN PROPOSED RESIDENTIAL HOUSING DEVELOPMENT. (Please see attached cover letter and resolution.) In approving this resolution, the City Council requested 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. Those of you that attended the October 14, 1997 Joint Workshop on the Comprehensive Plan will recall that this issue received the highest priority from the Council and Commissioners. Hoffman Homes has met with the Mefropolitan Council. Mr. Peter Coyle, their attorney, has reported to me that the Metropolitan Council has indicated that they are not likely to be flexible with their newly adopted Aviation Guide Plan polic�es. The requirement under sta.te statutes is that each community submit a Comprehensive Plan to the Metropolitan Council by December 31, 1997. The Met Council then reviews the plan for consistency with respect to its regional plans, the Aviation Guidelines being one of those regional plans, or systems. They have indicated they do not wish to waiver on these guidelines so early in the process. On Monday, November 10, 1997, representatives of the Metropolitan Council will be meeting with City staff to discuss the background of this issue and we will have more to report to the Commission on Wednesday evening. ACTION REQUIRED Acknowledge the progress report on Wednesday evening and consider appropriate actions or directioris for staff and City Council. II ' ' � ' � � s � '' � : ... October 24, 1997 Mr. Craig Rapp Metropolitan Councii Mears Park Center' 230 East Fifth Street St. Paul, MN 55101-1634 Dear Mr. Rapp: � This letter is to forward you a certified copy ofi Resolution No. 97-74, A- RESOLUTION REQUESTING INSTRUCTI�NS AND INFORMATIONAL GUlDEL1NES FOR COMPREHENSIVE PLAN AMENDMENT TO FACILITATE'A PftOPOSED . RESIDENTlAL HOUSING DEVELOPMENT. In appraving this Resolution on October 21, 1997, the City of Mendota Heights is formaiiy requesting that the Metropolitan Council provide specific information to representatives of Hoffman Homes regarding a propos�d Comprehensive Plan Amendmer�t..: . .. Hoffman Homes, lnc., has undergone a pre-application conference w�ith the City of --- ��-� �� Mendota Heights regarding a proposed townhome develapment on prope!-ty tha� � ' has reeently been incorporated into the new Aviation Guide Plan Noise Zone areas. '. C Neither the City of Mendota Heights or Hofifman Homes desires to expend pubiic -� �� and private resources associated with further development proposal applications ' until such time as the Mstropolitan Council has had the opportunity to provide Hoffman Hornes with instructions and informationai guidelines for the proposed--�: � ..� Comprehensive Land Use Plan Amendment. Should you have any questions or concerns; please contact me at 452-1850, Sincerely, CITY OF MENDOTA HElGHT5 C�-�-,- ��,�.�.. Kevin Batchelder City Administrator KLB:k!cb cc: Kevin Howe, Metropolitan Councii Chauncy Case, Metropolitan Council Pat Hoffman, President - Hoffman Homes 1101 Victoria Curve • Nlendota Heights; NIN • 55118 (612) 452-1850 • FAX 452-8940 STATE OF MiNNESOTA ) COUN i Y OF DAKOTA )s.s. ClTY OF MENDOTA HEIGHTS) I, Kathleen M. Swanson, being the duiy appointed and acting City Cierk of the City of Mendota Heights, do hereby CERTIFY that the attached Resolution No. , 97-74, "A RESOLUTION REQUESTING INSTRUCTiUNS AND INFORMATIONAL GUIDELINES FOR COMPREHENSIVE PIAN AMENDMENT TO FACILITATE A PROPOSED RESIDENTIAL HOUSING DEVELOPMENT", is a true an�! exact copy of said Resolution on file in my office. Signed and sealed by my hand on this 24th day of October, 1997. ��-�-t..� /'/I .�1�.,.� :�---� Kathleen M. Swanson City Clerk (SEAL) CITY OF I�LEiYDOTA HEIGHTS DAKOT:� COUiYTY, iti1l�iV�SOTA RESOLUTIO`i NO. 97- 74 A RESOLI�'TION REQUESTI�i iG li�iSTRUCTIONS A.N�D INFOR:l�1�TIONAL Gi�TDELI�i 'ES FOR A COI�II'REHENSIVE PLAI�i A1tiLEN�i�SEiV�'I' TO FACILITATE A PROPOSED RESIDE�'TIAL HOUSING DEVELOPI��"I' ti�i�EREAS, Hofhnan Homes, Inc. has under?one a pre-application conferences with the Ciry of Mendota HeiQhts' PlanninQ Commission and Ciry Council for a 60 unit town home project, said proposed development to be located at the southeast corner of the State Hwy. SS and State Hwy 110 intersection on excess ceme[ery property; and y�REAS, the Ciry of l�iendota HeiQhts' Comprehensive Plan would need to be amended from Cemetery to Residendal to accommodate the proposed development; and ��SEREA,S, the proposed development would potentially address �ietropolitan Council Qoals for the Livable Communides Act for life cycle housinQ and densiry benchmarks; and , � � � WFIEREAS, the proposed development appeazs to be in conflict wirh the �ietropolitan Council's Aviation Guide Plan's land us� eompau`biliry Quidelines adopted in December 1996; �a W�iEREAS, both the City of ivlendota Hei�hts and Hofiman Homes desire to avoid costly expenditures of public and private rzsources associated with further reviews of the proposed development until the l�ietropolitan Council has had the ooporcuniry to provide instructions and informational �uidelines for a proposed Comprehensive Land Use Plan amendment from Cemetery to Residential as appropriate for the development. NOtiV, THEREFORE BE IT HEREBY RESOLVED that the City of �Iendota HeiQhts makes a formal request or li'�e �fetropoiitan Council to provide specific infornation for a proposed Comprenensive Plan amenement tha� would be necessary to accommodate the developmenc. � BE IT FURTHER RESOLVED tha� Hoffrnan Homes is hereby au�horized to independently meet with Nletropolitan Council representatives and to provide all requested � back�round information. Adopted by the City Council of the Ciry of vlendota Heiahts this 21st dav of October, 1997. ATTEST: Kathleen M. Swanson/s/ Kathleen �i. Swanson City Clerk CITY' COUNCIZ CITY OF �IENDOTA HEIGHTS $y Charles E. Mertensotto/s/ Charles E. i�lertensoao, iviayor � '��5� 1�1.� 1��.�i� '�.+�i'�'.��1� �,�PP j-"5 5q�'�tq Minneapolis-Saint Paul International Airport ' F� t � 6040 - 28th Avenue South a Minneagr�lis, MN 55450-2799 � � z Phone (612) 726-8100 � Fax (�5 2� 2fi-5296 ' Q ` + � ; �' �""'�--` ...._. "/y'�` f , �• ° o ; 1�.: �_ . '9�'4iRPOpSSG '�;�� `��•" , .i-�/ )V�11 +`j�_.. �'� ;, �: � ��, :- ; �.. �..�� November 10, 1997 K-evin Batcheider City of Mendota Heights � 1101 Victoria Curve Mendota Heights, MN 55118 Dear Kevin: As a followup to your letter of October 23, 1997, and our recent conversation, I am assuming that your suggestion related to the noise contours for the third parallel runway will be followed. As I indicated, we 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 (newly impacted and those experiencing an increase in noise levels). A common approach to identifying the impacted areas in each community makes a great deal of sense and is the direction we should follow. 1 will keep you informed regarding progress with Minneapolis, and as we get closer to completing the ag�eement, will contact you with additional information regarding the manner in which the contours are shown. Sincerely, �� Nigel D. Finney Deputy Executive Director Planning and Environment cc: Tom Anderson The Metropotitan Airports Commission is an affirmative action employer. Reliever Airports: AIRLAKE � ANOKA COUNTY/BLAI:�1E � CRYSTAL � FLYING CLOUD • LAKE EI.i�10 � SAINT PAUL D04VNTOWN � � �'� ► � � � � � `� �, • < . ..► October 23, 1997 Mr. Nigei Finney Deputy Executive Director Metropolitan Airports Commission Minneapolis St. Paul International Airport 6040 28th Avenue South Minneapolis, MN 55450-2799 Dear Mr. Finney: This letter is in response to your August 20, 1997 letter that enclosed two sample formats showing graphics of those properties in Mendota Neights that would be impacted by a potential third parallel runway at MSP. You had forwarded these graphics to the City of Mendota Heights for our review regarding maps that would eventually become exhibits to our Third Parallel Runway Contract. On October 14, 1997, our Airport Relations Commission reviewed these two sample formats. The Commission has a number of questions regarding the � � assumptions upon which these maps are based and requested that ! invitE yourself �_ ._._... � to attend our Novem�ber 12, 1997 Airport Relations Gommission meeting to address ... their questions. Since our Commission meeting, I fiad the opportunity to talk to Mr. Jeff Hamiel at the Dakota County Mayors/Administrators Breakfast and during this discussion, he informed me that MAC is very close to signing contracts w ith the Cities of Minneapolis and Eagan regarding the third parallel runway. If this is true, it occurs to me 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 this contract. Please advise me how you woufd like to proceed with finalizing the exhibits for the Mendota Heights Third Parallel Runway Contract. I can be reached at 452-1850. Thank you. Sincerely, C1TY OF MENDOTA HEIGHTS - `C�� . � Kevin Batchelder City Administrator : . 1101 Victoria Curve • Mendota Heights, MN • 55118 (612) 452-1850 • FAX 452-8940 f. � _ ��'T�.i�Pi�L�'��'�i ��...��.�P+O�T,� 'C� ��'�� °;.-" '° ti, Minneapolis-Saint Paul International Airport �`' • '� � 6040 - 28th Avenue South • Minneapolis, MN 55�50-2799 � !� Phone (612) 726-8100 • Fax (612) 726-5296 � - " n r. :� ��' + �r 44 RapA�y� 1. 2. 3. 4. 5. tVIEETING NOTICE Community Stabilization Working Group Thursday, October 30, '1997. 2:30 p.m. MASAC Room MAC -General Offices 6040 28th Avenue South Minneapolis, MN . ,. Report on Meetings with individual Community Representatives Report on the Analysis of Community Indices Review of OutGne of the Working Group Report Discussion of Proposed Stabilization Measures Next Steps and Schedule The Ivfetropolitan Airports Commission is an affirmative action employer. Reliever Airparts: AIRLAKE •�UOKA COUNTYiBLAIivB • CRYSTAL • FLYING CLOUD • t.AKE EI.�btO • SAI�TI" PAUL D04VNTOWN ��. m ? . �: Outline of Re�ort - Communit�Stabilization Program 1. The Assi�nment a.� Description of MAC directions to staff and statement of purpose of the Working Group. � 2 Measurin� Ne�ative Consec�uences of the Air�ort a. Discussion of Community Stability - • Meaning, "Community Stabilization" or "Mitigation"? • Potential indices of stability considered by Work Group. • Indices selected for examination. b. Noise Impacts on Real Estate Values and Saleability of Residential Property • Review, National Studies • Previous Studies, Twin Cities Metropolitan Area. • Current investigations - Results. _ 1. Rate of change in residential property values, airport vicinity. 2. Rate of turnover in residential properties, airport vicinity. 3. Changes in Homestead status of homes in the airport vicinity. e Conclusions c. Other Factors • W. Group concerns with ground traffic and iand acquisition. • Amendment of scope of assignment to incorporate these factors. d. Airport Impacts e Aircraft Noise - Quantify impacts in terms of residents and dwelling units within noise zones. •�'rround Traffic - Quantify the arnount of airport-generat�d traffic on key highways. (Cedar Avenue, Crosstown, Route 5, Others?) Conclude that this is minor factor and do not consider in more detail with the possible exception of Cedaz Avenue as potential blighting factor on areas on east side of Richfield. (To pull together traffic data.) • Land Acquisition. Quantify potentially disrupfive, destabilizing impacts, to include: 1. Homes and residents removed. 2. Impact on schools, demand for other public services. 3. Loss of regional recreational facilities. 4. Fiscal impacts. I OUTLINEO.DOC 3 Current Mitigation Activities a. General b. FAR Part 150 Noise Abatement Plan c. MSP Noise Mitigation Program, 1996 d. Status of Residential Sound Insulation Program e. Status of Operational Measures and Runway Use Program. f. Programmed and Committed Mitigation Activities 4 Community Stabilization Measures (Discussl a. Compensatory Programs in Noise Zones � Purchase Guarantee Program Describe/Experience elsewhere in U.S./Implementation Assess Value. s Property Value Guarantee Program Describe/Experience elsewhere in U.S./Implementation Assess Value. • Preferential Tax Program (Tax credits new residents) Describe 1995-96 record at MSP/Implementation Assess Value. b. Redevelopment Programs (Housing and Commercial Properties) (Discuss) , o Tax Increment Financing. ) Describe, with amendments proposed in MSP Communities Mitigation Package. • Community Development Bank/1Zevolving Fund. Describe/Experience elsewhere/Implementation. Discuss State/MAC contribution to revolving fund. Discuss use in conjunction with TIF. • Tax credits for Property Improvement. Describe/Implementation. c. Redevelopment Assistance (Discuss) • MAC assistance in relocation of commercial establishments from the airport to proposed redevelopment areas. d. Public Facilities (Discuss) • MAC assistance in replacement of lost regional recreational facilities • State assistance in restoring balance between demand and capacity, public service systems (schools/utilities). Describe/discuss. 2 OUTLINEO.DOC e. Block Grants (Discuss) %' s One-time financial payment by State to affected communities for mitigation �� measures to be determined by individual communities, from established list of ineasures. Allocation between communities to be based on number of persons directly affected by airport actions/activities (noise, land acquisition). • Annual block grants, similar purposes, similar allocation mechanisms. f. Matrix Summary of Community Stabilization Measures & Characteristics 5. Implementation Res�onsibilities a. Program Definition by Individual Communities • Individual communities develop program to address specific problems/issues, drawing from approved list of mitigation measures. s Identify suitable demonstration projects. b. Coordination Function by Metropolitan Council • Describe role of MC in monitoring, administration, coordination of program. c. Actions Required to Incorporate Program into Pt. 150 ' 6. Summary of State Le�islative Actions Rec�uired a: Authorization Actions ��(To be determined after program is finalized). b. Funding Actions (To be determined after program is finalized). 7. Summary of Working Group Activities a. Meetings, with Agenda, Minutes, Notes $. Minority/Dissentin�Statements 3 OUTLMEO.DOC �� ' . UNIG'-of-Ml� N1RTH-VH105 UNIVERSIT'Y OE�` jV.�tIYNF,SpTA Twin C'ities C$mp��s `•hool of Mathematfcs ,�titute o{ Techx�ology IZT Vinc�±nt I3't�.tl ?06 Churrli SEteet S,E. Minn�apoJjs, MN 55455 612 626 2Gi1? TEL� 612-626-2017 Oct 29,37 16�20 Nr�.006 P.01 1; �. ir: �. �° � leas� I�eliv�r Imxn�dia�tei� � �JA.�['�: � � . � 9 t � � � �`t�: .J t ��, S'r� c �r t� � U.S.FA��,t�.: 7� � -� �ns y . L('�TT'I., FAX �CI.: (Ca�it�Ery Code) ,�}- (City �7ode) -f-' �Num6cr) F�.t�M: F'�..a r. _a a' ��,�: f�1 F.AX Ni.?M.B�I�.: 612/626,2U1T �� '' �,�l.�r��► (inctuding r.over p��e): � ,_.. 0 �IF � � .A►. t� � `'1: � Q -�..� -.� ,� -- �..-.c.,. � s -� � 4 � . . . —�' � �' fi�n,!n,.�. .�...��,.,��+. g i s c�49A -- ��..��, -- _ �`�' 'r-�.,►�rr �-�..�� rr, s � �-e �.�,�-w�a c�,u,.�, �.� � ��' ��-� " � � �� 6�i�, �,�.�� .u�-�I"` ---��----v-- -�' � �-,eti,,�t r,�.�.�'..�-�,. , . � c�-Q.l'� ,��v''�,c.�,� �,ti� C�i,�. ¢ � . , _.��_�� st..r�.9-,.� • Tf you fail to receive ail the pages or have any c�ther �rc�blein receiviaig theiYz, please caIl til�/(i26-0230. UNIV–of–MPl �1RTH–VH105 TEL� 612-626-2017 O�t 29,97 16�20 No.006 P.03 http://2p4.108. J p.43/Untinc_Databasc/MSp pat�.ht; . in��pQ�Ys-St. �'�uY Ini�x��ti�n�I ` .��'�►or� ��i�i�� , �� _ �� onsiructiUn: , � Runway D�tta �� Runway Len�th (#�.) Width (ft.) ----�,�� 11L/�9k 8200 1S0 1 ] R/25�T� 10000 200 4/22 8256 1 �0 12unway S�parations � '�.uriway Pair Separatic>n {f�.) �� 11L/2�1R & 11RI29L � 33$0 Air�ori Statistics Tirne Frdme Ei��lanemcnis C}�i�raiic}iLs — _ .��– .�'Y201 Q.� 220SH0t�0 � � FY94: 1I410274 4 4�� _. FY93: 108C�5387 442341� 7FY92; � 10639116 4��243 .An exi�nsion af Runway 4/22, 2,ry50 fe4�i to the FY91: �770403 ( southwcst, is proposed, w}Yich woutd hring the runw�y I�:n�t1z ta 11,Opp f�et. Canstru�:tion be�an in l�.te 1995, and th� extension s��cyt�id be opc:r�►tianal CrrQwih in: LnPlanett�cnts in 199�. The estimatec� cost of cotistruetit�n is $40.2 �°�Q} �%Ixrations �%) millic�n, ir��Iaciing assaciatcd taxiway improverne:nts —' �-� --.,�,_'^°°'��---�----- at�c� naiwe miti�atioi� fbr the riu�,way. ,a� new air FYS�.��FY2f114: 93.32 � carri�r riinway, Itut�way 171�5, is ptaiined for 2002, FY93-T'Y94: S.�t S2.S at an esti��iat�c� cust of $120 mil�ic�n. - Z•��' FY92-�'Y�3; 2.1� 9,42 �— — — �'Y�l-FY92: 8.9 5.6 Nutcs: " �.—.. _ _-..--�� _ ��— _ _ . _ Capacity I7e�i�n Team Stuc�y ct>n�pte.ted with report Time Fzam� 17c;tay Per l,OQO C)ps isst��.�ci llecel��h�r 1993. _ --.� — _ _ �;Y94; � — � 3,52 �— = -- . —: ----, CY93: 7.1 fi CY92: �,.3 fi CY91: 7.$7 � . —_ — -- -�— � 1 nf T �.� �.e��t �' ' �ni,^ r,i c.n, �,.. _ . UI� I lJ—o f—�IN MATH—VH 105 TEL � 612-626-2017 l�c t 29 , 92 16 � 20 No . 006 P. 04 �'"� a�ected to Comprise 240 reta� ively npisy "hush-ki�ted" 2�ircraft {29 per�ent of tt�e air carrier flee2f. By � 2 Q� 4, the number of hus�h-Tii�t �rcra e ase �� daily operations (less than t percent af the air �arriet fleetf. Tebfes A.3-3 and A.3-4 in the Appendix A,3 list the avera�e daily�8rrivais and departures by aircraft type for 2005. •``-•:. Under the No Action Aiternative, it is a$sumed that year 2005 operations wouid be about 2.3 percent iower than under the MSP and New Airport Alternatives due to increasir�g capacity constraints, Mast of the decrease woutd be �mong gsnera�l �viation aircraft. The ffeet mix wauld efso chanQe, with fewer hush-kitted eircraft under the �to Action Alternative, compared to the MSP and New Air�,a�t Altern�tives {See Appendix A.3, iebt�s ,4.3•5 and A.3-B}. The y�ar 2045 is the ��riiest th�t e new airpart would likety be ap�n, The MSP Aliernative's north-$vuth runway wauld alsa I+ke1y be aperational within this timeframe.. Using the same year for aIt alternatives �llaws for a direct camparisan of alternatives. Tak�aff and tanding profiies (the v�rtical path aircraft iollow wh8n departing frorn �nd arrivin� �t an eirportl were b$sed on airline aperating procedures, aircrak type and air�raft aper�ting weight. Actuat prd�tes obtained frorrt the MAC's Airport No►s� �nd Operations MonitarinQ System {ANQMS) compared well with the computer•generated �rofiies. Runway use is based on wea#her canditions tbath wind and �isibility), direction of itighx, noise impacts . �nd aperat�onal effciency. Runway use for the thre� att�rnatives is shawn in Tables A.�-T through �►.3•9 �'" in Appendix A.3, �t�r the M$P Alt�rn�tive, fOr�C�St rUnWBy US8 If1C0�pOr8ted th8 n�W IVo�th-SOuth F�unway, with de�artures to the souih �nd arrivals irom th� Soutli. Th� optirr�um opera#ing modes identif�ed by ATC p�rsonne! w�s batanced with anvironmenta! considerations, �pr the New Ai�rort, all . six runw�ys were used as much as f�asible for optirnum capacity. Runway use und�r the No Actian Altemat�ve reflects the extension �f Runwsy 4-22, Sep�rate runway use pr�cedures were devefoped f�,r � nighttime operatipns, For tt�e MS� Alternative, these consisted af heaci-to•head operatiQns and use of � the north-south runway whsn neCessary'. ��r the New Airpart Afte�native, the inboard runways wers us�d at night. Fti�rht �'racks Flight ttacks far the MSP and No Action �iternatives were bssed upon data provid�d by th8 MAC's A�rpoR f�oise and pperations Monitoring 5ystem {ANOMS?, which details existing flight tracks, in con�uncti�n with wind �nd w�ather consider�tions f+or the future utilization �f 2he faciiity. Wth the utifization of ANOM�a data to modei flight tracks for the !NM runs� afl existing ebatem�nt prt��edures �includir�g th� votuntary nighttime fimits pn ffightsl are accounted for within the modelled traaks. ihe mod�lled fligt�t tracks were reviewed by FAA ATCT personnel, For a descript;on of flight tr�cks and Qverflights, see th� "�?verflights" section for each aftern�tive, For tfie r�ew airport, flight iracks were based on the Minnesota Stafe Airspace �tudy Phase A, Relncated Minneapotfs/�r, P�u! lr�tern��ionsl Aitpor� Finsl l��port (J�nu�ry 1994I. These traCks wers refined to tit ; tfie new airport comprehgnsive pfan leyout and to avo�d naise-sensitive �and u�es. The flight track„s wera prepaned by HNTB in consultation with FAA. However, FAA has not approyed those fligi�t tracicslprocedures and they should be treated as raasonable for the purpose of assessing impacts iri the DEIS. Aircraft headings are e�ressed tn terrns af magnetic compass directions assigned ta pitats. Since aircraft are flyin� through moving eir masses, � qiven heading wfli resuli in different;aircraft psths over the ground (dr "tracks"I under differ�nt wind co�dit+ons. 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Y ,� '�9t '„': �; � ::'#i:K; . � , � , :'•:� Q/ ;>;`: ��;�x� 11l � � !Q � ;<:,: ;;•<. ;'>,� >:xI t7 �i1R ... ;>:.,`�.'s`."`°�j. �9R - . 't::;k,'� ::::: �S 29l �::� � :<�'�°.,:�> �r �;� _ .,.: ....: .,.:>,.. „ •,:..,.. .:.�...4 _ . �: ..•Sk:Y .. . .. ., .. ... . .. . . . . . . . .. .. . . . . . .. . . . . . `��.t��10; v:yiF �`�;�. :vY.n. nbv.:�::f.:iii'kN � i �1 ( �Y{�.. :v.tn; <.}:: v ifin it�},�'•: ( , •`w�� .;.�;K ri�S?% � f �V? i7R�:� .::�� 1 :;`.�i�;= ...L •. )::�t�. >..` ;: ii(: •�EY :..A..: :v�i: :i'R. :�ti^ ..�� . 'JVAa'.N }A•::;:Vi$�CiEf��i 'i�t � n.�� w C. . -- -- _ • ._. ��I' .. . . . � �_-'� . By ,Ae-thur �:eed O�BD011�—The fumre for Chapter II airlin- ers quieted widl hush kits ro IC.�O Chapter III standards looks incre.�singl}� cloud}� in Europe, as the industry moves to�vard implementation oF Chapter Ill rules, due ro come into force on April 1, 2002. First, no more ht�sh-kitted aircr�t't are likelv to be allowed on dle registers of the 36 nations within the Paris-b��tied Euro- pean Civil Avi<uion Conference (EC.-1C) after April l, 1999, three years before the implementation date. This in spite oi the fact dlat such aircraft meet all the noise requirements laid do�cn bv ICAO. Second, a proposal to set the noise tar;et that Chapter lII 72 ,lir "1'rrtir.y�url tt'i�r(i! 11/): �ircraft �cill have to meet in Europe, 5 EPNdB lower than that set bv IC.�10, remains up for discussion. The proposal originat- ed earlier this year �vith the Dutch, �vhose dmsterdam Schiphol .�irport is fast gainin� the reputation for being tou�hest on the continent for noise. :llthough finding little favor �vith most other ECAC members, the proposal remains on the table and �vill be decided at nett mondi's meeting of the EC,-1C directors general of civil aviation. The number of aircraft that �vould be affected varies de- pending on �vhom �ou talk �vith, but according to figures from the Airclaims C,�SE database via ER.�1, around 7� aircraft in Europe are fitted n�ith Chapter llI hush ki[s, mainly Boeing ; 37s and 737s, and btcDonnell Douglas DC-Ss and DG9s. The biggest operator is 5:1S, �vith 19 DC-9-21/41s in service. follo�ved by Lu�thansa Cargo Airlines, and Huntin� Car�o Air- lines (Ireland) �vith seven each. ,•\n additional 1='t0 Chapter II aircrat't potentially could be hush kitted to Chapter ItI ce�mpliance; all are i37-ZOO�Db�s• The biggest opercitor• in tllis �i•oup is British .4invays, �vith 33, C C� _____..__ �! �� .......vv ��v�� ..�+.. (13), and Olympic (11). Airliners fitted with hush kits that satisfy Chapter II requirements number some 65. These mainly are Boeing 707s, Douglas DC-Ss and BACl-1 is. From ATW's inquiries, the bigger tir- lines involved appear.to have no inten- tion of hush kitting their aging aircraft to conform with Chapter III, and are in the process oF selecting replacements ti��ith engines well �vithin the Chapter III lim- its. One European airline CEO to(d.-�7'tC!• "ECAC, the EU and the rest oF these re�u- latory bodies are using a sledgehammer to crack a nut. Fleets oF elderlv aircraft are being run do�vn, anyway, by the rule [hat 10% must go each year." Said an- other: "ICAO is not at all pleased at Eur- ..t... ....... ...."..""'"""� ..�""� '� �".' '... target by five decibels, because it �vants everrbody to be singing to the same hymn sheet. But one thing is sure: If it goes through, this is going to be a really bi� bonanza for Boeing and Airbus." The moves are seen bv the airline sec- tor as a nod to the increasingly vocifer- ous European antinoise lobby anci its gro«•ing impact on airport o�vners and operators, and are ��orrying airlines and engine equipment manufacturers, par- ticularly those that are investing heavily in S�age 3 hush-kit technology. Some of the airlines that would be atfected are taking legal opinion on whe- ther ECAC and [he EU Commission, whose legislation �vould have to cover any such mo��es, �vould be justified in discriminat- ...J ...� .. ..... ...... ......�...,. ... .........,... ....,.. said: "What is the point in setting limits and then bending them to exclude cer- tain types, even though ther come within those limits?" ECAC is a�vare of the pos- sible lejal pitf��lls and in fact, has asked its legal advisers: "Would discrimination against hush-kitted and/or recertificated aircraft, �vhich migllt perform better than originally certificateci aircraft, be leg.�lly acceptable?" The :�ssn. of European :lirlines (r1EA) said from Brussels that it could agree to the EC,�1C nonaddition rule for hush-kit- ted aircr:lFt only if a lengthy list oP condi- tions is fulfilled. These are: • Hush-kitted <urcr�il't are de�ned as those originally certified as Chapter lI, �vith a bypass ratio of less than III. "�ny odler 1 I/J � .-1 ir '1'r�ut.�/�r��•/ !i"iu•(c! 73 _ _ . _ _ _. . _ _ _ _ (;. C definition �vill not be acceptable—for example, the definition of an�ircraft ini- tially cerdfied as Chapter II and recerti- fied as Chapter III could be misle<<ding, since the Boeing 747-200 and the Airbus A300 were certified originally as Chapter II and recertified as Chapter III at a later stage without any technical cliange." • The nonaddition rule does not apply to nonhush-kitted aircraFt. • The nonaddition rule should not pre- vent Chapter II aircraft that are in Euro- pean airlines' Ileets from being hush kit- ted before April 1, 2002. • The nonaddition rule should not pre- clude the transfer oF aircraft between registers of ECr1C member states. • ECAC hush-kitted aircraft should be. allowed to operate ne�v services. • If a nonoperation rule is contemplat- ed, this should be discussed �vithin ICr10 at the �vorid�vide level. • Any nonaddition rule should not be used by airports to restrict operations or discriminate benveen Chapter III aircraft. Barbara Ambrose, ERr1 assistant di- rector-infrastructure and environment, said: "Revised proposals for the treat- ment of aircr.lFi tlSlii� hush kits to meet Chapter ItI noise limits cause problems, as they introduce new timescales and restrictions at a time �vhen several air- lines alreadv have committed themselves to equipment investments on the b��sis oF previous rules. In addition, the propos- als introduce what is effectivelv a sub- cl�usification �vithin Chapter ITI, �vhich is something that should onlv be intro- duced on a worldwide b•asis." ECAC's noise advisers, a bod� radler disturbingly called the Abatement of Nui- sances Caused By Air Transport (.�vCAT), has advised that the incidence of Chapter II aircrah being hush kitted or modified in some other way, and recertificated to Chapter III, is "very lo�v." It noted: "Only very rarely have Euro- pean operators disposed of Cliapter II aircraft and replaced those with hush- kitted Chapter III aircraft." A1vCr1T said its concern was that fu- ture market conditions in the ECAC area might lead to the import of hush-kitted airplanes from other countries, which would lead to a reduction in the bene- fi�s, in terms of aircraft noise reduction ��L�1��i4�F�L1[�«(��I�[�s � �} �.�`�� i�.-� .: . �...;::: r 5`' 4�.� ,.�-:, .:_._- � � s[�' I — t � � � . ..�� . s-'fy � , '� �^ �; � -�� Qtl ��i�'�Ut�O�� : � � ''' '� � � �-i-S� � -�... �G't� FF�..��,'� �..s>J-.^ . �'`��'� � r. :kFv �' s : �'— z-,�. :-'�'"'�_, -�-,<,��, ' �i°�� ?��- -- � _�'� �� ,a�-�T''�. � a� �'�?'`.. .:�`�, �*rv '��`i� - �,t�, -- - � � � . � ��.*- r'-2.*� T,.L,'z' � '"��i�'��-��" -.�.��_-_-�.: _ - - � �= — ' �- --_ � _-_ _ �`:--� -- - - -.�. - -____� t _s. � �. i,�; _ ^ R� _ ur 1 . 1 .�^�' : `�'�,�'. •.. ��' �.o-.-... �. � �� '` ��.,`` ''1'43 ' �'`'Gy34' .: _1,�. ...,��; v�'J -c � ^'+,.r"'� 'a'o:`. � � � ' � � 5 i.��t �3'�"'�,-?� ,� �r`:� 'G'�- �: '-.. ��'. J �� .s"`�� ..,. �.,.--,�''.$+n��vaca'�g' r'�'�} . « .r .��@3��z:� "g,. . � �—� � '.t+-� �`�'`�+sra`�":3'��.�`"-. :. -� � �. +�.� '._E'+��''>; � �s.�'�'�.?��r'"k'�`° '�' .'� .. ,_. .. . . . , ..4"3-. _._ �.cn•.,:.a'*r'a�,,;,,< _ ._ .. ..., �, ,.. 1i� • Erected in short lead times • Clear spans to over 260 Ft. by any length • Fully relocatable, or extendable at any time • Mechonical c,� services as sophisticated as you demand • Daylight :��o';� internal working conditions � Turnkey service � High quality - � virtually maintenance free � Warehouses, stores and CEAtiFICAiENo.95/6243 WOfk5hOp5 t00. predicted from the Chapter lI phaseout. "�Vith air passenger traffic expected to double by 2015, this could lead to a de- terioration in the noise climate around airports." EC:�C clait�a-its plans are not aimed specifically at hush-kitted aircraft and says that any that can meet the propos- als—that is, Chapter III minus 5db— �vill be allo�ved to tly on after the Staje III deadline. But opinion in the industry is that rery few will qualify and that the smaller carriers, who have been espect- in� to pick up the "fallout" aircraft from die majors, or to gtin a new lease on life for the BAC1-11, with its notably tough, lon;-life airfrune, will suffer most. At Bournemouth rlirport in southern England, European Aviation Air Charter has 20 1-11-SOOs, 15 of which are in ser- vice, five in storage. Er1r�,C's Terry Fox said the company has a project �vith Qui- et vacelle of the U.S., to produce a hush kit that will meet Chapter III. "We are financin� this on our own to the extent of about $30 million and we hope by November, that the proof-oE-concept en;�ine �vill be available to put on an air- a;; , " :..`^;'.....� "�:,.�. . ,. �,": �...:...w a TOP: Unifed Airiine's service hongor at Bosfon A80VE: Middle Easf sunshode hangar LEfi 23,576 sq.h. mainlenonce hangar LA:lly l�1Vt�ti �0 Lil(t$.V.f 'LL°So� Ps' s r D � . o � ' n+ a e ,' ' BUILDING SYSTEMS �� — �.�.-� �� AN INTERNATIONAI. COMPANY RUBB INC. P,O. BOX 711, SANFORD AIRPORT, SANFORD, MAINE 04073, USA, TEL: 1�207�324•2877 FAX: 1-207-324•2347 TOLLFREE 1�800•289•1822 RUBB RUBB BUILDINGS LTD, (UK) TEL: 0191 482 2211 RU88 INTEANAT�ONAL AIS (NORWAY) TEL: 47 53 42 74 32 A150 REPRESENTED IN FRANCE AND ITALY 7 � -�' I d� � 1 1 tS � ' �.. ai � il'1': �I: :I rl� :7a"�t ��I' i. . (i ;t ,� ; I i �a ,y .�� , Indicate No. 93 on Reader Inquiry Card 7�it ,�irr 7ru�i.�nort tfui•!d ! I/97 iseout. :ted to > a de- round air: � .ft ana •opos- �db— Stage dustry iat the spect- 't from on life :ou�h, �thern narter :n ser- -y Fos h Qui- � hush %e are �rtent pe by ncept .n air- plane for� static test. We hope that the planes �vith a ma.�imum takeoff weight ol regulatory bodies in Europe will not Find 34,000 kg or more, or tivith 20-plus pas- it necessary to try to move the go<il posts." senger seats and with engines �vith a Brian Beal, chairman and CEO of rlir bypass ratio of less tlian 3 are affected, Bristol, which leases up ro four oF the �vith no new esemptions granted after EAAC 1-1 ls to operate a net�vork oF April 1, 2002, other than for airplanes scheduled and charter "of historic interest " services around the U.K. and Europe, said his team already is talking with Boeing and Airbus about new aircraft, although with the boom in sales, delivery posi- tions are a long way off. He hopes to continue to operate hush-kitted i- l ls alongside new equip- ment but the environ- mental situation already is tough—and getting tougher. "We are under pres- regulatory hammer to crack , or those �vhose opera- tions are "of such an exceptional nature that it would be unreason- able� to withhold a tem- porary esemption." The proposal still has a long way to go. At this writin;, it re- mained a draft. The neYt stage is for it to be adopted by the ECAC noise task force. rlfter that, it �vill go for ap- proval to the ECAC di- rectors general of civil sure by the Br�r1 and we aviation, a 2>-strong get penalized. There is a whole raFt of group that includes those from a number European airports where we can't go— of East Bloc countries—which �vould be Amsterdam, the Swiss airports, Stuttgart, expected to be interested in pickin� up Vienna. But fortunately, there are still good-quality Chapter II airplanes from some that remain relaYed." the major Western airlines, having them In Geneva, IATA said its members hush kitted to ICAO Chapter III standards should be able to use their e:cisting fleets and flyin� them around Europe. of certiFcated aircraft "for their intended rlfter approval by the ECAC DGC�s, it economic lives." Registration or opera- �vould become a formal ECAC recom- tion of current and future fleets of air- mendation and finally, would be enacted craft certificated in accordance �vith Vol- by EtiC le�islation or by individual states ume i, Chapter III of rinnes XVI, should outside the EU but �;rithin ECr1C. not be constrained by state or local envi- "Our overall environmental policy ob- ronmental regulations, restrictions or jecave is to reduce the level of noise emis- other limitations that are more stringent sions from aircrat't," EC�+,C said. "By the than, or inconsistent with, those estab- year 3002, the number of people affect- lished by ICAO. ed by noise, particularly around airports, "Ir1TA opposes imposition by states or should have decreased. ECAC will take airports of local environmental re�ula- all necessary steps thereafter to stabilize tions, restrictions or other penalties on the level achieved and to decrease it even aircraft which meet the levels of compli- . further. "Noise emissions from certain ance in Volume 1, Chapter III, of rinnex aircrah that meet only the minimum re- XVI. Ir1TA supports reconsideration of quirements of Chapter III standards have Annex YVI noise and emissions certifica- a disproportionate eFfect on the noise tion limits, if such changes meet the cri- burden around �irports. Therefore. EC�-1C, teria of technical feasibility, economic having regard to ICAO rules, intends to reasonableness, and environmental ben- limit the addition of such aircraft to the eFit. Ho�vever, any increased stringency EC.�1C Ileet after �pril 1, 1999." of these standards must be accompanied :lndre Auer, the Swiss president o� by a guarantee from states and airports EC:1C, commented: "This sends a clear that they will not impose further environ- signal to current and future operators mental regulations, operating restric- that they should not increase the noise tions or other limitations on aircrat't characteristics of their fleets by adding which meet the certification standards of hush-kitted aircraft and demonstrates Volume 1, Chapter III of AnneY ?CVI." EC�C's commitment to the environmen- EC,�Cs propos��l is to limit, from .�1pri1 tal policc statement, signed in January, 1, 1999, the addition oF aircraft to the 1996. that the number oi people affected fleets oF its member countries that meet b�� noise should be stabilized or prefer- what it is calling the "minimum require- ably reduced, after Chapter II aircraft are ments" of Chapter III standards. Air- ph.ueci out in 2002." :`; ��° AIRLINEuMARKEi'ING :� �ua�o aa�uwcna �: �' l"oinaaoore Airlinas'�ha tickef through Nov;'16.;,The.drawing wiil be held Dec. 6. The winner and 100 friends�wiii receive round-trip tickets from any:air- port served by Southwest to either of the three Sea World Park cities, hotei accommodations for three days/two nights, $100 spending money per per- son, admission to Sea Worid Park and ground transportation. Travel period for the winner and friends is April 29 through June 8, 1998. ! 1/>. .air Ti•uuanori it'i�r/cl 7> . _ ......; I METROPOLITAN AIRCRAFT SOU(VD A��i,TEMENT COUNCIL Generai Meeting October 28, 1997 7:30 p.m. to 9:15 p.m. 6040 28th Avenue South Minneapolis, Minnesota �. - Call to Order, Roll Cali 2. Approval of Minutes of IVleeting September 23, 1997 3. Introduction of Invited Guests Receipt of Communications 4. Technical Advisor's Runway System Utilization Report and Compiaint Summary 5. Jeff Hamiel, Executive Director of MAC 6. Executive Committee Membership Change and Implementation Schedule Proposai — Chairman Johnson and Chad Leqve, MAC 7. ANOMS Update � 9. 10. 11. 12. Operations Committee Mesting Update — Mark Salmen - Minneapolis Straight Out Departure Procedure Report of the MAC Commission Mesting Persons Wishing to Address the Council Other Items Not on the Agenda Adjournment � ) Ne� Mesting: `� Dec�mber 2, 1997 1 2. MINUTES METROPO�ITAN AIRCRAFT SOUND ABATEMENT COUNCi� GENERAL MEETING September 23, 1997 7:30 p.m. 6040 28th Avenue South Minneapolis, Minnesota Call to Order Roll Cail The meeting was called to order by Chairman Aobert Johnson at 7:30 p.m. and the Secretary was asked to cail the roll. The following members were in attendance. Mark Salmen - NWA Jennifer Sayre NWA Brian Bates Airbome Ro6ert Johnson MBAA Pamela Nelms Minneapolis Jim Serrin Minneapolis John Richter Minneapolis Scott Bunin St, Paui John Nelson Bioomington Kristal Stokes Richfield Dawn Weitzel Richfield Lance Staricha Eagan Ed Porter Bumsville Dale Hammons Inver Grove Heights Dick Keinz MAC Advisors John Aamot Traci Erickson Chad Leqve Approval of Minutes FAA Technical Advisor MAC The minutes of the August 26, 1997 meeting were approved wiih the following changes: . Steye Minn, Minneapolis, will be deleted from the roll call and Pamela Nelms, Minneapolis, will be incfuded. . Comments attributed to Kristal Stokes, f�ichfield, in the second and tf�ird paragraph on page 4 should have been attributed to Pamela Nelms, Minneapolis. . Comments attributed to Kevin Batchelder in the first paragraph on page 6 should have been attributed to Manny Camilon, St. Louis Park. 1 3. 4. 5 � . Tom Hueg, St. Paul, will be added to the roil call. Introduction of invited guests Receipt of Communications There were no invited guests. There were no communications. Runway Usaqe and Complaint Summary Traci Erickson, Technicai Advisor, briefed the council on the abbreviated Technical Advisor's Report. She noted the only information available for August was: 1. Scheduled fleet mix based on scheduled fiights at MSP from ttie official airline guide. She said the percentage of scheduled Stage Iil aircraft was 59.7%. 2. A summary and breakdown of compiaints, along with a compiaint map, and run-up information. She noted that there were 275 complaints logged from one address in inver Grove Heights forthe month. 3. Available time for runway usage from tower logs. She noted that there was an increase in the nighttime corridor use. There was also a decrease in the crosswind runway use over the past couple of months. She noted that Runway 04/22's associated taxiways were under construction much of the summer. ANOMS Status-Traci Erickson Traci Ericfcson, MAC, explained that HMMH, the producers of ANOMS, were going to'install an Optical Disk Reader here so that ANOMS would be able to read the optical disks from the FAA. She said staff believed they would have ANOMS up and running by the end' of October. She said the missing reports would be run at that time. FAR Part 36 Briefinq (Hushkittin�� — Chad Leqve Chad Leqve, MAC; noted on an overhead map at what points the FAA monitors aircraft for both a departure and an arrival for the purpose of aircraft stage level certification. He said for a departure, the monitoring is done 21,300 feet from brake release. For an arrival; the measuremenf is taken 6,50D feet from the approach end of the arrival runway. This procedure is used to standardize the way aircraft are certified. Chad Leqve, MAC, showed an overhead that depicted the differences in decibels between four different manufactured Stage If and Stage II hushkitted (Stage III certified) aircraft at different takeoff weights. The overhead also showed the decibel levels for newly manufactured Stage III aircraft. Mr. Leqve noted that there was a definite difference betwesn the manufactured Stage II aircraft and the hushkitted Stage II aircraft. He also noted that there was a difference between the hushkitted Stage ll aircraft (Stage Ilf certified) and newly' manufactured Stage III - aircraft. . � � ; Lance Staricha, Eagan, asked why the departure decibel leveis were lower than the arrival levels. Chad Leqve, MAC, explained that ii was a function of both airframe noise on arrivais and that arrivais are measured closer to the runway and thus lower to the ground. There was a discussian aboui at what point a person could discern a difference in noise levels. Dale Hammons, Inver Grove Heights, said a reduction of 3 decibeis is the point where a person could discern a difference. There was a short recess while copies of the overhead were made. John Nelson, Bloomington, briefly explained how decibel levels were calculated. ..�: . - He also noted that since the decibel levels shown were in EPN levels, they would not be reproducible in the field. James Serrin, Minneapolis, said he believed the difference between hushkitted Stage II aircraft and newly manufactured Stage 111 aircraft would be even greater if the takeoff weights were equal. He asked staff to provide him with information on the F100 5tage III aircraft, which would have a more similar takeoff weight to the Stage II hushkitted aircraft used in the comparison. Ed Porter, Burnsville, asked if the hushkitted Stage II aircraft were tested after hushkitting was complete to be sure they met the guidelines. Traci Erickson, MAC, said they were. Scott Bunin, St. Paul.,.-noted..that the �alsan'-t�ushkitting system appeared .to do a better job of lowering the noise levels compared to Federal E,Ypress' system. 7. Update on Air Carrier Hushkiitinq Activities — Joe Harris Joe Harris, MAC, reviewed his research into what each MSP air carrier's plans were for replacing or hushkitting their Stage Il fleets (See attachments). John Richter, Minneapolis, said it would be interesting to see what the break even point was for buying newly manufactured Stage III aircraft versus hushkitting Stage II aircraft and see how many years it would take to buy new aircraft as opposed to hushkitting. Joe Harris said it could be difficult to obtain that type of information from a carrier. Jennifer Sayre, NWA, said it cost approximately $30 million for a newly manufactured Stage III ,, _ _ aircraft. She said Northwest Airlines was spending $1.6 million to hushkit one aircraft. She y said she would look into providing the financial analysis done by NWA for the next meeting. Jennifer Sayre, NWA, also noted that NWA would not be hushkitting all of their B727's. She said most of the DC9's would be hushed. She said approximately 10 of the 20 lower cycle DC9-10's would be retired. Scott Bunin, St. Paul, asked Jennifer Sayre, NWA, which af the twa hushkitting packages Northwest Airlines used. Jennifer Sayre, NWA, said she was not sure which package they 3 used. Dawn Weitzel, Richfield, asked who the carriers would be able to sell their Stage II aircraft to come January 1, 2000. Traci Erickson, MAC, said they would seil them to other countries and that some of them would go to scrap or be parked. Jim Serrin, Minneapolis, asked what the cargo carriers were planning. It was noted that UPS was all Stage III (757's) and Federal Express was fairly high. Brian Bates, Airborne, said the one flight that comes into Minneapolis was a hushkitted Stage II aircraft. Jim Serrin, Minneapolis, noted that Northwest Airlines would have the largest number of hushkitted aircraft compared to the other airiines listed. Mr. Serrin said Northwest Airlines was the worst airline for hushkitting and was thus responsible for more noise than was necessary in the Minneapolis area. There was a general discussion regarding Northwest's decision to hush-kit their aircraft rather than buy new aircraft in terms of a business decision versus a"moral" decisit�n. Jennifer Sayre, NWA, asked staff to find out the real difference between an F-100 and a hushkitted DC9-30 for the next meeting. She also said that since 1970 Northwest Airlines had been involved with ' noise issues at MSP. She said she didn't believe that numerous other airlines were involved in noise issues at O'Hare Airport and many other airports`throughout the country. She reiterated a number of areas where No�thwest Airlines had been involved in noise abatement issues at MSP. She also noted that No�thwest Airlines employs 20,000 people from the area and have an economic impact of over $2.3 biilion in the state of Minnesota. Jennifer Sayre, NWA, noted that Northwest Airiines would begin phasing out the hushkitted DC9-30's beginning between 2003 and 2005. James Serrin, Minneapolis, asked Ms. Sayre if she would be able to fumish the council wiih information regarding that phase out. Ms. Sayre said she would look into what information may be available: Pamela Nelms, Minneapolis; asked if a program similar to Northwest's limiting the number of Stage II aircraft to no more than their aggregate usage in' the system could be used for hus#�kitted aircraft. " There was a discussion of whether or not that could be done. Chairman� Johnson noted that federal law prohibifs airports from discriminating against any one type of certified Stage III aircraft, including hushkitted Stage II aircraft. ' Scott Bunin, St. Paul, noted that No�thwest Airiines 'would be paying approximately $1.3 billion to hush-kit and refurbish the DC9, Stage II aircraft. And, the cost of paying for 220 new Stage III aircrafit would be approximately $6.6 billion. John Richter, Minneapolis, noted that the cost over time should be looked at, not the total cost. 8. Operations Committee Update Mark Salmen; NWA, reviewed #fie minutes of"the Operations meeting of September 12; 1997. H 'd th M' I' St ' ht-out De arture Procedure was u dafed and that contours were C e sai e inneapo is raig p p , � � being generated by HNTB and are supposed to be finished by the end of October. He said the update to the shoulder hour analysis showed an increase in the percentage of use of Stage III aircraft during the shoulder hours. He noted that the total number of operations increased between the hours of 22:00 and 24:00. He also noted that the total number of operations between 06:00 and 07:00 decreased. Lance Staricha, Eagan, asked what the word "dispersed" meant in the Operations minutes as it referred to the Minneapolis Straight-out Departure Procedure. Traci Erickson, MAC, explained it to him. 9. Executive Committee Update Chairman Johnson said committee members discussed at length possible changes in the MASAC membership. He said staff would be completing additional analysis before the ne� committee meeting. He reminded members that the full MASAC council would have to vote on any proposal and that a 10-day notice would be given before a vote would be taken. 10. Report of the MAC Commission Meetinq Chairman Johnson said the Commission dealt mainfy with on-going airline lease negotiations and the plans for new tenants and physical changes in the concession areas at the terminal. 11. Persons Wishinq to Address the Council '� Frank Ario, Minneapolis Resident, asked what the life expectancy was for a hushkitted DC9 or a �'--- 727. Mark Salmen, NWA, said it depended upon a number of factors including the number of cycles it has gone through. He noted that Northwest Airlines will not have expended the useful life of the hushkitted aircraft when they begin to phase them out. Mr. Ario also wanted to know if there was any meaningful use for the complaint system and the corresponding reports. Traci Ericfcson, MAC, said staff did not use the complaint information for any analysis but provided ii to the communities as a picture of what was going on in the communities. Mark Salmen, NWA, noted that specifie complaint information. regarding ce�t�in aircraft have helped identify specific problems. John Nelson, Bloomington, said his community analyzed the complaint information for different trends from. year to year, for instance the nature of the complaints. He said their analyses are incorpo�ated into their overall policy- making decisions regarding the airport and airport naise. Traci Erickson, MAC, said the complaint line would be changing in the following 8 weeks to incorporate more options for callers, including a runway construction update and access to the ATIS line. Scott Bunin, St. Paul, said the complaint summaries helped him to identify anomalies in what is happening at the airport. �7 Jim Serrin, Minneapolis, said he felt specific complaints about aircraft had not been followed up on. He also said the noise complaints give MASAC representatives proof that there is an aircraft noise problem and incentive to do something about it. 12. Other Items Not on the Aqenda There were no additionai items. 13. Adiournment Chairman Johnson adjoumed the meeting at 9:30 p.m. Respecifully Submit#ed, ' Melissa M. Scovronski, MASAC Secretary 0 (� ; C � ��ity Analysis ►Iacin� Aircraft with New Sta�e III with Hushkit Schedule nuing DC9 Fl�et, Beginnin� B727 Fleet ;�otiating Leases, C�ontinuing Schedule DC9 F1eet, Finaxicial Analysis B72.7's �`B727 �I.eet,. Seliin� to Meet D�adline� �h�ts on I�oic�,. Considerin� l�t�w Aircraft , 0 MINUTES MASAC EXECUTiVE COMMITTEE OCTOBER 9, 1997 The meeting was held at the Metropolitan Airports Commission West Terminai Conference Room and called to order at 9:35 a.m. The following members were in attendance: Bob Johnson- Chairman Tom Hueg — Vice Chair Jennifer Sayre - NWA Dick Keinz — MAC John Richter - Minneapolis Mayor Charles Mertensotto - Mendota Heights Guests: John Nelson — Bloomington Representative Joe �ee - Minneapolis Representative Mark Salmen — NWA Representative Kevin Batchelder — Mendota Heights Alternate Adviso : Chad Leqve — MAC AGENDA Before the first item of the agenda was discussed, Dick Keinz, MAC, noted that Traci Erickson, John Foggia and Joe Harris had left the Aviation Noise Programs office to begin their own business and that Roy Fuhrmann (who had previously been with the noise office) would be taking over as manager of the office. He said Roy would act as the Technical Advisor to MASAC beginning October 13, 1997. He noted that MAC had no contract with Mr. Foggia's new company but would be able to continue to consult with Mr. Foggia on an informal basis during this transition, as necessary. MA�AC MEMBERSHIP Chad Leqve, MAC, explained that the handout was a proposed attachment to the bylaws. He explained the process staff developed to weight the three noise variables (DN� level, number of parcels, and flight tracks). He said that since the emphasis frorrj-the previous meeting was on the number of people (ears) affected by aircraft noise, the parcel counts were weighted heauiest with 70%, while the DNL level and the flight tracks were both weighted at 15% each. � A.ttachrnent #l: MASAC membership composition will be determined as a function of three weighted variables. DNL 65 parcel counts, aircraft overflights, and community DNL levels ar.e the designated determinates in the evaluation. In an effort to quantify accurately the existing impaet to each community the following weighting scheme shall be �tsed: DNL 65 parcel courits. = 7D%, aircraft overflights = 15%, and community DNL levels = 15%. The criteria used to define these factors is-�s follows: ��' '� � DNL 65 parcel counts Via AreView lot parcel data and the approved DNL 65 contour, a count of parcels within the DNL 65 per community is conducted. Aircraft Overflights Staff will select a representative sample of flight tracks, one week from each�quarter. Using ANOMS flight track data an over flight analysis will then be conducted using the following operations consideration per community: • Minneapolis- RWY 30L & 30R departures, RWY 12L & 12R arrivals • Mendota Hei�hts- RWY 12L & 12R departures, RWY 30L & 3QR arrivals • EaQ..,an- RWY 12L & 12R departures, RWY 30L & 30R arrivals � • Bloomington- RWY 22 departures, RWY 04 arrivals • Richfield- RWY 30L & 30R departures, RWY 22 departures, RWY 04 arrivals • St. Paul- Rwy 04 departures, RWY 22 arrivals • Burnsville- RWY 22 departures, RWY 04 arrivals • St. Louis Park- RWY 30L & 30R departures, RWY 12L & 12R arrivals • Inver Grove Heights- RWY 12L & 12R departures, RWY 30L & 30R arrivals • Sunfish Lake- RWY 12L & 12R departures, RWY 30L & 30R arrivals Coinmunitv DNL Level Community DNL level is an average of the parcel DNL values of those parcels falling within the DNL 65 contour per community, the parcel DNL values are the same as those used for the PART 150 prioritization program. Those communities not included in the DNL 65 contour were assigned a DNL value of 60. Weighting the above inputs as specified earlier, the votes are distributed. The distribution of community votes is accomplished by first assinging one member to each represented community. The remaining positions are then distributed using the above methodolo;y. The assignment of the additional representatives is a direct function of each community's value for each of the determinates, the weighting given to those determinates, and the numbec of vote to be. distributed. r � � � . � � , � . � ' . . : � � Article II - Membership Paragraph 3 ( Changed to read: Representatives and alternate representatives shall be appointed to serve for four (4) year terms, whereupon that representative will be up for reappointment or replacement. Failure by the appointing authority to notify in writing will result in the loss of voting privileges for that position until an appointment is rr�ade. Every two (2) years in February, staff shall mail out a copy of the current membership roster to each of the appointing authorities, representatives, and alternates for validation. vacancy, arising by reason of aeath, resignation, disability to act for the member by whom appointed, or for any other reason, shall be filled by the appointing authority for the remainder of the term of the member being replaced. Paragraph 4 User representation is changed to reflect the addition of two (2) representatives of the scheduled certified airlines using the Minneapolis/St.Paul International Airport, bringing the total to 19, reflecting the following: 10 Representatives from the certified airlines using the Minneapolis/St Paul International Airport. 1 Representative from the Minnesota Business Aircraft Association (MBAA). 1 Representative from the Air Line Pilots Association (ALPA). 1 Representative from the Minneapolis/St. Paul Metropolitan Airports Commission (MAC). 1 Representative from the St. Paul Area Chamber of Commerce. 1 Representative from the Greater Minneapolis Area Chamber of Commerce. 1 Representative from the Air Express/Overnight Express Air Carriers. 1 Representa.tive from the Charter Air Carriers. 2 Representatives from the Cargo Air Carriers. Public representation. is changed to reflect the addition of two (2) representatives bringing the total to 19, as well as a redistribution of the membership. Public representation changed to reflect the following distribution: 6 Minneapolis � 2 Mendota Heights 2 Eagan 2 Bloomington 2 Richfield 1 St. Paul 1 Burnsville 1 St. Louis Park 1 Sunfish Lake 1 Inver Grove Heights (2nd Sentence) Reevaluation of inembership composition thereon, throa�gh amendment of the Articles of Incorporation and/or the By-laws, shall occur every four (4) years by the first of January, considering material changes irz the population or directly affected governmental units or change in the impact on governmental ccnits by reasnn of changed flight patterns. Quantification of such determiriates shall occur yia the method outlined in Attachment 1. MASAC Membership Changes Implementation Timeline Proposal I. Prior to October 28, Y997 MASAC Meeting � Staff prepares and mails letter to each of the scheduled certified airline representative's appointing authority (excluding Northwest Airlines) explaining the possible membership changes and inquiring of their interest in having additional representation on MASAC (see attached letter). The appointing authorities are asked to respond by November 7, 1997. � If there is interest from the airiines, the Executive Committee will meet in November to decide how to allocate the two additional representatives. II. October 28, 199'7 MASAC Meeting �- Staff and Chairman give Executive Committee briefing on proposed changes to the MASAC bylaws and implementation. • � To provide enough time for members to bring the proposal to their communities, a vote is scheduled for the December 2, 1997 MASAC meeting. � Notice of the vote is sent to all representatives by November I5, 1997. III. December 2, 1997 MASAC Meeting 3- MASAC votes on changes to the bylaws. If passed... � A notification letter is mailed to each PUBI.IC and USER appointing authority explaining the changes in the bylaws, including the revised membership allocation, the changes in the process for determining and appointing representatives and the appointing authority's responsibilities. The notification will also include a current MASAC membership roster and a revised copy of the bylaws. Each appointing authority will be asked to provide the following information to the MASAC secretary no later than one week prior to the regularly scheduled January 2�, 1998 MASAC meeting: ... �- Provide in writing the name, title, address and"phon� number of the appointing authority for the community or organization. �#- Provide in writing the name, address and phone number of their MASAC representative(s). � Provide in writing the name, address and phone number of their alternate(s). IV. January 1998 MASAC Meeting � Staff will mail out with the agenda for the January 1998 meeting a copy of the revised bylaws and the December 2, 1997 meeting minutes. �"The Chairman will brief inembers on who the additional and/or new representatives are to MASAC. The new membership roster will go into effect as of February 1, 1998. V. Februray 1998 I�IASAC Meeting a- Staff will mail out with the agenda for the Februasy 1998 meeting an updated membership roster along with the minutes of the January 1998 meetinQ. �- All new members will be provided with a membership information package to be prepared by staff and approved by the Executive Committee and a certificate of inembership at the � February 1998 regularly scheduled meeting. VI. Future Administration Every odd fourth year in September staff will conduct a membership analysis using the methodology outlined in Attachment 1 of the bylaws. By October 15` of the same year, staff shall mail out a notice to each representative's appointing authority on record of their updated number of representatives. The appointing authority on record will have until one week prior to the next regularly scheduled January meeting to either reappoint or replace the existing representatives and appoint additional representatives as needed. Failure to appoint in writing a representative (or alternate) for any position will result in the loss of voting privi�eges for that position until a representative is appointed. � Staff shall mail out every even year in February a copy of the current membership roster to each of the appointing authorities and each representative and alternate. October 13, 1997 Mr. Kevin Black United Airlines Sr. Staff Representative Environmental Safety P.O. Box 66100 Chicago, IL 60666 Dear Mr. Black: Over the past few months, the Metropolitan Aircraft Sound Abatement Council's (MASAC's) Executive Committee has been meeting to discuss possible changes in MASAC's membership. As a result, the Executive Committee will be presenting a recommendation to the full MASAC body at its October 28, 1997 meeting. The recommendation, if approved at the December 2, 1997 meeting, would add two � representatives each to the PUBLIC and USER groups beginning in January 1998. The two new USER group representatives would be added to the scheduled certified airline members. Although the committee has deternuned the two additional PUBLIC representatives, the committee is seeking information about which of the scheduled certified airlines may be interested in adding membership to MASAC. It should be noted that Northwest Airlines has indicated their willingness and ability to add the additional members given there is no interest from the other carriers. If your airline is interested in possibly adding a mernber to MASAC, please contact Melissa Scovronski, MASAC Secretary, at 612-'726-$141 by November 7, 1997. Sincerely, Robert P. Johnson MASAC Chair P.S. If you aze not the "appointing authority" for this council; please pass this letter on to the correct person. Thank you. .` I' � �,� ' ,.. nr,, I`` � 1 � �� `- � `' ' , ;� �' � A biweekly update on litigation, regulations, and technological developments Volume 9, Number 17 Louisville Int'l i� . .. . � .. i ''i' ' � • � ''� Louisville International Airport was one of five airports selected by the Federal Aviation Administration to receive a b ant under the newly authorized Innovadve Financing Demonstration Proo am, which is desianed to use small amounts of Airport Improvement Program (AIP) funds as leverage for debt issues and to reduce the time and costs associated with financing airport infrastructure develop- ment. Louisville received a$10 million �ant, which it will have to match equally with a local contribution, according to Doug Stern, airport expansion spokesperson. He said that it has not yet been determined who wiil provide the matching money; but said it could be the airport. The airport authority plans to use the $20 million to fund a noise mitiaation project under which 300 residents in the 65 dB DNL noise contour will be relo- cated to comparable homes that will be built for them in a new development. Having already relocated 1,800 homeowners in high noise zones around the airport, it is getting more and more difficult to find comparable homes, especially in the $60,000-$80,Q00 starter mazket, Stern explained. The price of comparable (Coniinued on p. 140) Chicago O'Hare Int'Z ., �� ,� , � �. � .. � ' � � i • � ' � � The City of Chicago and 12 of the airlines operatin� at O'Hare Internarional Airpon announced that they will embark next year on a$1 biIlion, five-year project to overhaul O'Hare's aging ternunals, roadways, and infrastructure. ' The project, they say, is meant to keep the airport competitive with other re�ional hubs by remodeling passenger areas that have not been upgraded since the airport opened in 1962 and to untangle traffic conQestion at the airport's entrance. The remodeling project is not an attempt to increase operatin� capaciry at O'Hare or to pave the way for the addition of new runways at the airport, they insist. "What we're proposing is not an expansion of the airpon," Chuck Henschel, a United Airlines o�cial who chairs the Chicago Airline Airport Affairs Committee, told Crain's Chicago Business Oct. 13. "It's an update of existing facilities to make the airport more e�cient, more user-friendly. It's just worn-out in some locauons." The face-lift will be funded with $613 million in PassenQer Facility Charges .� (PFCs), $199 million in general airport revenue bonds backed by PFCs, $45 million in FAA grants, and an undetermined amount by the airlines operating at the facilities to be upgraded. (Continued on p. 140) Copyright � 1997 by Airport Noise Repott. Ashburn, Va. 22011 � October 24, 1997 In �'his Issue... Louisville ... FAA awards one of five new Innovative Financing Demonstration Program grants to a.irport to speed up relocation of 300 homeowners - p. 139 O'Hare ... Airport to get $1 billion face-lift funded mostlg by PFCs; Reps. Hyde, Jackson fear it means end of new third airport - p. 139 LAX ... El Segunda mayor asks FAA to site basis for easements being tied to soundproofmg funded by PFC revenue - p. 141 New Jersey .. . FAA agrees to provide citizens groups with technical data to help find best routes - p. 142 Washington National ... GAO report on slot rules concerns COG noise comrrLit- tee - p. 143 San Francisco ... Airport Roundtable studying runup enclosures to reduce impact of engine noise - p. 144 Sea-Tac... FAA says it did not divert flight paths over low-income, minoriry nei�h- borhood - p. 145 Hushkits ... AvAero announces new contracts for 737-100, 200 kits - p. 145 11�ews Briefs ... - p. 146 140 Aarport Nozse Report � ouisville, from p. 139 s�arter homes is goin� up faster than the rest of the housin� market in the Louisville area because they are in such demand, he said. Building new homes, instead of trying to find existino comparable homes, will save time and money, accordinQ to S[ern. He said the 300 residents could be relocated in two to three years under the grant program, wheceas it would take 10-15 years to relocate them without the grant. Some 1,200 homeowners in the 65 dB DNL contour must still be relocated, Stern said, noting that if Conb ess decides to continue the new o ant program beyond its two-year life, the airport may be able to receive addition grants to build more homes for relocating residents. He said the airport had originally requested $30 million for the grant. It initially received a gcant of $3 miliion, but that was increased to $10 million at the beginning of the new fiscal year: By the time its relocation program is compieted,,the airport will have moved appro�cimately 3,000 homeowners to accommodate its expansion. Two independenrparallel runways are being added; one is already open, the other is set to open at the end of the yeaz. Louisville is the interna- tional hub for cargo carrier UPS. Innovative Financing FAA Associate Administrator for Airports Susan Kurland said that the new innovative financing program "has the potentiai to allow us to continue to provide the necessary development and upgrades to airport infrastructure nation- wide well into the next century." It is expected that innovative financing mechanisms will broaden financing options available to airports at a time when direct federal b ant funding is constrained by effotts to balance the budget. In 1996, Conb ess gave FAA the authority to finance 10 projects under this new pro�am through fiscal year 1998. Sen. Wendell Ford (D-KY) said, `By being chosen to participate in this program, Louisville International Airport has shown that it has what iCtaKes to develop innovative proposals to spur development: Using this new financin� mechanism through FAA wiil allow us to achieve noise mitigation benefits in a fraction of the time it would nornnaily take " interest rates on bonds for airport development and reduce financing costs; and • Flexible non-federal share matchins requirements, which will allow airport sponsors to contribute a larger share of costs for projects that might otherwise be delayed. Some 17 airport sponsors have formally expressed interest in the new program. Of these, 12 were described in suffi- cient detail to permit evaluation by the reviewing team: The selected proposals will be developed throuQh further consultacion between FAA and the airports. Current and future projects will be selected based on the fo�lowing criteria developed by the team: • Applicants for the piogram must be eligible to receive airport development o ants; • Proposed airport development must be included in the FAA's Capital Improvement Plan; • Applicants must demonstrate that the proposal will accelerate development, or generatemore local or private financing for the project and result in construction cost savings; • The innovative financing actions related to:the project must be completed by Sept. 30, 1998; • Proposals must be feasibie only through participapon in the demonstradon pro�ams. Grants Awarded In addition to the p ant to Louisville, the following b ants were awarded: •$1 million �ant to the 5tate of Texas to help fund projecis at 19 �eneral aviation, reliever, and non-primary commercial service airports; •$1 million to the State of Norrh Caroline to help fund a parallel taxiway at Albermarle, NC, airport and to continue the construction of a newly aligned runway at Lexington Blue Grass Airport; •$1.36 million to the State of Indiana for the reconstruc- tion of a general aviation runway at Delaware County Air�ort in Muncie and a new parallel taxiway at Columbus; •$900,000 to Lewis Universiry Airport in Romeoville, IL, to begin construction of a new runway at the reliever airport for Chica�o.� Chicago O'Hare, from p. 139 Selection criteria for the program was developed by a Chicago also plans to spend another billion dollars team ofexperts from the FAA, the Depar[ment of Transpor- refurbishing Midway Airport. The two projects will require tation, the-Federal Highway Administration, and an outside almost $2 billion in PFCs, make it highly unlikely that there economist and financial consulfant. would be a viable fundina source for a third Chicago area By law, the temporarily authorized innovative financing �rPort at a site in_Peotone, IL. mechanisms for new projects must fall into one of the Fearing such an outcome, two proponents of the new ° following categories: airport, Reps. Henry 7. Hyde (R-IL) and Jesse Jackson, Jr. • Payment of interest, which will allow airports to issue iD-IL.), have formed a regional alliance of politicians to bonds to expedite airport developmen['and use AIP funds to promote fast-track construction of a third Chicago-area pay bond interest; _ _ _ airport. • Commercial bond insurance and other credit enhance- The two congressmen wrote five federal a�encies asking � ments associated with airport bonds. This will reduce them to place a moratorium on funding of any new on-field AirpoR Noise Report ,, =:;�� , :::>; ,..:_ _ � � . October 24, 1997 construction at O'Hare and to bar any air traffic control changes that wouid allow operations to increase at O'Hare until future funding issues are resolved. They noted that PFCs were ori�inally intended to fund the development of a new airport in the Chicaao area and contended that the infrastructure improvements at O'Hare are meant to increase the operational capacity of the airport. Jay R. Franke, assistant director of Northwestern Univer- sity Transportation Center, told Crain's that i[ is ironic that PFCs were created by Conb ess in 1991 as the resuit of arm- twistin� by former U.S. Rep. Dan Rostenkowski to support construction of new airports. But the proposed new airport in the Chica�o azea has already been dropped from the FAA's planning list, making it ineligible to receive federal funds. "PFCs were sold to Con�ress as a way to support new airports, new runways — not rehabbing concourses," he told the paper. Chicago's plan for updatin� O'Hare calls for the oldest sections of the airport to be refurbished, beginning in 1999, to look like the modern United Airlines and international terminals. Concourses E, F, and G at the airport will get a new decor and new food concessions, and terminals 2 and 3 will be extended to curbside and will get additional escalators and elevators to connect ticketing, areas to the baggage cIaim area. The project also calls for updated heating and cooling systems, a new bus transportation center, replacement of old gates around terminals 2 and 3, and better access to skyrail transportation. The city also hopes to widen exits and roads leading to O'Hare and to add more exists to remote pazking lots at some point in the future. Let#er to Agency Heads Reps. Hyde and Jackson sent their Oct. 1 letter to Attorney General Janet Reno, Secretary of Transportation Rodney 5later, Environmental Protection Agency Administrator Carol M. Browner, FAA Administrator Jane Garvey, and Kathleen A. McGinty, chairwoman of the Council on Environmental Quality. They noted that O'Hare, operating at over 900,000 take- offs and landings per year, has been acknowledged by the Illinois Environmental Protection A?ency as one of the largest sources of toxic air pollution in the State of Illinois. "Residential communities near the airport experience ambient concentrations of toxic air polludon — e.Q. benzene and formaldehyde — that anecdotal evidence sug�ests is several hundred time higher than would be allowed in the air emissions for a toxic 5uperfund site," the con�essman said. "Unless you take action now to address this problem, it is going to oek much worse," they asserted. There is currently pending as an integral component of the Metropolitan Chicago Regional 2020 Transportation Plan a proposal to increase O'Hare operations by an additional one million or 141 more flights per year, they told the federal officials. "Yet no one at the federal or the state governmentat levels has evaluated or disclosed to the public what the impacts as to toxic air quality will be in the communities surrounding O'Hare," Hyde and Jackson wrote. "The dangerous fantasy" of this proposal to add an addiaonal one million flights per year at O'Hare, they said, "is being fueled by development and funding policies of the federal government — especially th� FAA — through a variety of regulatory and fundin� proorams." These include a�rmative FAA policies to incrementally expand the capacity of O'Hare by funding constrvctian projects and by makin� changes in air tra�c procedures designed to expand capacity, and by "the failure of the federal government to use its regulatory and funding authority to encourage and support a much less environmen- tally destructive alternative to a vast O'Hare expansion — namely construction of a south suburban regional airport for metropolitan Chicago." "By acdvely supporting the vast O'Haze expansion option through these incremental expansion actions, the federal government is becomin� a major force in making the vast O'Hare expansion option — and its associated toxic air pollution impacts — a fait accompli while necessarily hazming the potential for development of the new south suburban airport," Hyde and Jackson wrote. They also accused the FAA of "deliberately reducing the e�cisting margins of safety" at O'Hare by making changes in air traffic control procedures. And they accusect the Clinton Administration of actin� to serve ttie interests of American and United Airlines, which have fortress hubs at O'Fiare. "Rather than encourage the pro-competitive benefits of a third airports, the Administration takes numerous steps, inciuding PFC approvals, AIP grants, and [air tr�c] capacity increases, that enconra�e a larger O'Hare and discourage a third airport," the conb essmen said.� Los Angeles Int'l EL SEGUNDO MAY0�2 ASKS FAA TO SITE BASIS FOR EASEM[ENTS By Charfes F. Price — The mayor of El Segundo, CA, has taken strong issue with the assertion, expressed by a regional o�cial of the Federal Aviation Administration, that FAA has no authority to restrict an airport sponsor who wishes to secure noise easements in return for residential sound insulation funded by Passenger Facility Charge (PFC) revenue. Mayor Sandra Jacobs told Herman C. Bliss, manager of the airport'�s division of FAA's Western-Pacific Region, in a Sept. 3 letter that said she was "extremely disappointed" at his interpretation of FAA policy. She asked Biiss to refer hezto the FAA regulation upon which his interpretation was based. Jacobs cited a provision of an FAA manual which she said AirpoR Noise Report 142 Airport Noise Report �� supports El Segundo's contention that the FAA does have jVeW ,]el'Sey the authority to restrict the Los Angeles Department of Airports from requirin� that avigation easements be granted FAA, CITIZENS GROUP in exchange for residentiat soundproofing. AGj�+ �+ To WORK T�GET�R Jacobs asked Bliss to specify "what FAA regulation permits a public a�ency with an approved PFC program the The Federal Aviation Administration, New Jersey specific authority to attach mandates like easements to the conQressional representatives, and anti-noise activists granting of PFC funds." a�reed at an Oct. 15 private meetin� in Union Township, Bliss had outlined the FAA position in a letter to 7acobs NJ, to stop fiQhtin� each other and try to wolk together to (9, ANR, 118), answering — after almost a two-month delay find a solution to the decade-lon� battle over aircraft noise — letters from the mayor and from Rep. Jane'Harman (D- caused when FAA rerouted aircraft under its Expanded East CA urQin� a statement ciari m� FAA olic . ��„ Coast Plan. �� " p y '�"�� The FAA agreed to allow technical people on both sides EI Segundo is resisting a requirement by the Los Angeles Deparcment of Airports that residents of Ei Segundo who of the issue to continue to meet and look at FA:A technical participate in the residential sound insulation program for data in an effort to try to find new air routes that will impact Los Angeles International Airport sign avigation easements in exchange for soundproofing. El Segundo is the only city rin�ing LAX that has objected to the easement requirement, but, unlike the other cities, El Segundo has taken no matching funds from the airport. Nothing in Regulations Mayor Jacobs told Bliss that she had been advised that there is nothing in the relevant FAA rejulations (14 CFR :- Part 158} "that precludes the [FAAJ administrator from adding such a caveat [requiring easements] to the FAA's _ approval of LAX's request to collect PFCs, nor is there anythina in 14 CFR 158 that �ives the City of Los Angeles the authority to demand easements from homeowners in other jurisdictions in exchange for a ants of public funds: ' Jacobs did applaud Bliss for recoanizinD "the obvious � relationship" between the PFC and Airport Improvement (AIP) Prob ams and noted that the goals of the two pro- grams were "identical." She quoted from the FAA's own AII' handbook which, she contended "specifically pre- cludes" the exchange for o ant funding." "A �rant under the AiP may not include a requirement that a property owner donate an easement (or their property interest) to the airport sponsor in exchange for noise insulation," she asserted. "If the LAX apptication was submitted nothin� that the airport proprietor intends to demand easements in exchange ' for the public funds collected as PFCs and this application is approved, then the FAA is violating its own easement policy," Jacobs wrote. The issue of easements may not be addressed in the LAX application. If this is the case and the FAA subsequently permits the city of Los Angeles to condition the gran[ing of public funds for residendal sound insulation on the basis of acquisition of easements, then i[ is �rantinQ the ciry powers well beyond any provided by Part 158." Failure by FAA to prohibit such action, she said, would be "diametrically opposed" to the guidance in the manual.0 fewer people. " In 1987, FAA chanced commeccial flight routes in an effort to reduce congestion and delay at Nev�rark, LaGuardia, and JFK International airports. The route changes directed aircraft over suburban and rural areas of New Jersey that had never experienced overflights. FAA spokeswoman Arlene Salac calle� the meeting "very positive" and said the agency will look at its data to see what it can do to change air routes to minimize impact over , land. Michael Schatzki, president of New Jersey Citizens for Environmental Research, said the meetina is somethin� that has been needed, but was cautious about what it will bring noting that past promises by the FAA did not result in any real improvement. Pamela Barsam-Brown, executive director of New Jersey Ciuzens Against Aircraft Noise, called the meetinp "a posiuve beainning," but said it has still not been decided what kind of data the FAA will share with the citizens a oups, which want to see flights departin� Newazk routed over tl�e Adan[ic Ocean to gain altitude and reduce noise impact before being turned back over land. The FAA and the airlines have said such a procedure would not be safe. Rep. Bob Franks (R-NJ), who called the meeting, said that public meetin�s on the noise problem had not helped. In fact; NJCAAN had refused to attend any more pubiic meetings. Reps. Franks and Rodney'Frelin�huysen (R-N7) said there is no �uarantee thac the outcome of these meet- inas wiil piease all the parties involved. Ocean Routing Study NJ Gov. Christie Whitman announced Sept. 16 that she has made funding available for a concract to run a computer model of the NJCAAN's ocean routin� plan. The request for proposai wilI seek an analysis of the plan. "'The new analysis.will take into account airport safety and air traffic delays, payina particular attention to whether previous models of the NJCAAN proposal accurately reflect the noise impact on the-New Jersey shore and look at whether ocean routin�' can be accomplished without creatin� another noise problem alona the shore," according to a press AirpoR Noise Report C.- Oc�ober 24, 1997 release from the governor's office. Although not refened to specifically, the previous ocean routing modei was done by a consuttant for the PoR Authority of New York and New Jersey and concluded that there would be si�nificant noise impact alon� some shore- line communities. NJCAAN strongly criticized this study, even Coing so far as to rent an aircraft and fly the route collecting its own noise data, which it said showed no such increased noise impact. "This study is in the interest of all New Jerseyans because it will allow us to find the best possible commercial air traffic routes while creating the least disturbance to those who live near the airports and under aircraft fli�ht paths," said Gov. Whitman. She said she supported Rep. Frank's effort to work with FAA technical experts to finds a solution to the air route noise problem. "Rep. Franks and I share a common goal — we are both very anxious to avoid merely shiftin� the aircraft noise problem to other parts of the state, such as to our urban centers or the shore areas. Our goal in resolving this issue is and should be to genuinely reduce the noise generated by aircraft flying in and out of Newark Airport." Moynihan Supports Bill Sen. Robert G. Torricelli (D-Nn announced Sept. 29 that S. 951, The Quiet Communities Act, has aained the support of Sen. Daniel Patrick Moynihan (D-1V�, the second most senior Democrat on the Senate Environment and Public Works Committee, which is considering the legislation. Sen. Moynihan ab eed to become a co-sponsor of the bill and Torricelli said Moynihan will be instrumental in moving the bill through the legislative process. The Quiet Communities Act would shift responsibility for air noise control fram the FAA to the Environmental Protection Agency. Under the legislation, the EPA would re-open its Office of Noise Abatement and Control, which would conduct a study on airport noise, evaluate the impact of air noise on surrounding communities, and recommend improvements to current noise abatement programs. Sen. Tomcelli in[roduced the legislation on June 24. New Jersey congressmen have made several attempts to pass biIls to refund the EPA's dormant noise o�ce, but so far none have passed.� Washington National GAO REPORT ON SLOT RULES CONCERNS NOISE COIYIIYIITTEE By Charles F. Price - Concerned that a recent repon by the General Accounting Office appears to propose a weakening of the slot and perimeter rules in effect at Washington National Airport — which serve as noise mitigation measures — the Committee on Noise Abatement At National and Dulles Airports (CONANDA), an arm of the Metropolitan Washin�ton Council of Governments 143 (COG), will meet next month with a GAO official to discuss the report. John H. Anderson, Jr., director ofTransportation and Telecommunications Issues at GAO, will attend the Nov. 12 meetin� of CONANDA, staffer GeorQe Nichols told ANR. In an exchanae of letters with Anderson this summer, COG Board Chairman Roben D. Dix, Jr., and CONANDA Chair Betty Ann Krahnke took issue with the content of the report while Anderson defended it. Dix and Krahnke were not satisfied with the GAO response so Anderson has agreed to air the mattet before CONANDA. At issue are GAO recommendations that a periodic slot lottery by instituted wherein some slots are withdrawn from the major incumbent air carriers and reallocated in a manner that increases competition; that the federal airport grant process be tied to a measure of an airport's efforts to make gates accessible to new entrants; and that Con�ress consider legislating revised standards for the b anting of additional slots to accommodate new entrants. The slot rules were put in effect in 1968 and apply to four airports: Washin;ton National, Chicago O'Hare Interna- tional, and New York's LaGnazdia and John F. Kennedy Intemational Airports.Tfie rules were imposed to address congestion and delay at these airports. They restrict the numbez of operations that can occur per hour at each airport. The GAO report aiso suggested that the Secretary of Transgortation be aiven authority on a"case-by-case basis" to "allow exemptions� to the perimeter rule" at National, where non-stop flights exceeding 1,250 miles are now prohibited, "when the proposed service will substandally inerease comperirion." 'Tt�e proposals were contained in a GAO document entided Repon on Airline Dere; ulation: Barriers to Entry Continue to Limit Competition in Several Domestic Markets (October 1996). They were desi�ned to address report findings that slot and Fzi�h density rules and the perimeter rule at Na- tional, as well as exclusive lon;-term gate leases, were "major barriers to free access." COG Letter In their letter to Anderson of June 11, Dix and Krahnke expressed the opposition of COG and CONANDA to "any chan�es in the slot and high density rules that would increase the number of slots or shift flight activity." Opposi- tion also was expressed to "any relaxation of the perimeter rule" at National. Dix and Krahnke took issue with the GAO characteriza- tion of the rules as economic barriers. Instead, they wrote, the rules are "lons-standing positive protections to the communities that we represent," arrived at by means of a political consensus which should rightly be regarded as a compact among federal, regional, local, and airport officials. The rules also are part of the basis for capital improvement planning at the airports and allocation of service among them, the letter argued. What the GAO repon' labels as barriers, they said, are in Airport Noise Report 144 Airport Noise RepQrt fact measures that "complement existing local government economic and development policies and contribute to the long-term health of the regional airport system." The measures, said the COG-CONANDA letter, play a"con- structive role" in "controlling congestion, enhancing air safety, distributing fli�ht activity to facilities best able to accommodate a owth," and promotion of support of airport facili[ies and expanded air service through "mitigation of adverse environmental impacts." Case-by-Case Exemptions In a letter to Dix and Krahnke dated Aug. 15, Anderson replied that GAO has not recommended increasing the number of flights at National. The proposed case-by-case exemption, he explained, would not increase flights at National "because it would not affect the limits on the number of available takeoff and landing slots established by federal law. As a result, in those cases where exemptions to the perimeter rule are b anted, airlines would either have, or would need to purchase from other airlines, existing slots to operate the service." Anderson wrote that GAO staff "fully appreciate your concerns about the potential for increased noise and congestion at National and for negative unpacts on Dulles." He disagreed, however, with Dix and Krahnke that the analysis in the report was unbaIanced by placing more weight on barriers to expansion than on the benefit of the rules to the connmunity. He said the report "provided a balanced cansideration of these issues with the need for increased competition at National: ' He pointed out that, contrary to the COG-CONANDA assertion, GAO had addressed the role of slots and perime- ter rules in mitigating congestion and noise for local communities. But the passage of the report he quoted in defense of this statement seemed instead to mention the issue mainly as a throwaway: `"The Congress may wish to revise the legislative standard governing DOT's a andng of additional slots to accommodate new entrants. Specifically, the Congress may want to make the consideration of competitive benefits a key criterion, taking into account the need to balance the benefits of increased competition with the possible costs from increased congestion and communi- ues' concern about aircraft noise." The suggestion that consideration of competitive benefits should be "a key criterion" seems to imply that worries over noise and congestion are less important than "the benefits of increased competition." Dix and Krahnke had argued that the GAO report had not taken account of the likely effect of the proposals on the relationship between Dulles and National. Anderson contended, however, that GAO had considered that role and relationship. "Our consideration of the potential unintended consequences that completely eliminating the perimeter rules might have on Dulles as well as on air service alon� the Easr Coast led us to conclude that a case-by-case approach to increasing competition at National would be more prudent." On another front. CONANDA staffer Nichols said the FAA's much-touted Potomac Project — a comprehensive study of air service n the National Capital region — remains on hold pending resolution of several congressional inquir- ies into the way FAA plans to expend funds for the project. At present [here is no estimate of when the study effort will actually commence. FAA had made much of the public involvement tech- niques it intended to use in planning and implementinD the Potomac Project, and CONANDA was to have had a leading role in coordinating the outreach efforts.� San Francisco Int'l ENGINE RUN-UP PEN BEING STUDIED FOR SF� �" By Charles F. Price — The subregional body that advises San Francisco International Airport (SFO) is looking for ways to reduce aircraft noise from engine runups at SFO, and as part of the effort has smdied the benefits and disad- vantages of a new runup pen recendy built at Chicajo's O'Hare International Airport. The staff of the San Francisco AirpoNCom�nunity Roundtabie was directed last November to track progress of the runup facility then under construction at O'Hare for its possible application to SFO. The pen is an unroofed three- sided struciure built on an e�sting pazkin� apron and is ':�./ large enouah to accommodate a Boeing 747. Engine runups aze done periodically for maintenance, tune-ups, and to check components following overhaul. There is a major aircraft maintenance and repair facility at SFO where nmups are routinely done. The United Airlines Maintenance and Operations Center at SFO services not only United's fleet - which is among the world's largest — but also subcontracts to other carriers. The facility is sound- insulated and runups are done there on test stands. But, aecording to Roundtable's fall newsletter, "other situations frequently occur where the engines must be run up while still attached to the airframe ... Runups are done, whenever possible, at two `pads' located on remote parts of the airport property. The pads are up to two miles from the nearest residential neighbor, but the sound they generate extends over a wide area. Coasta] canyons west and south of SFO trap reverberations. When atmospheric conditions are right, runups can even be heard many miles from the airport.,, The newsletter outlines staff findin�s as a result of examining the O'Haze runup pen. First, sound attenuation "under the best conditions" could be only one or two decibels, whereas three decibels is the point at which most people can detect a change in noise levei and 10 decibels is the point at which noise is perceived to have doubled. The � question, accordin� io the.Roundtable article "is whether the__ _ amount of �ain is justified in light of the price ta� - in Airport tVoise Report October 24, 1997 excess of $1 million per pen." Second, the Chicago area is physically quite different from the Bay Area — it is flat, while there are hills on three sides of SFO thick with homes — so noise improvements experienced at O'Hare may not necessarily occur at SFO. "An open-topped pen ... may not reduce noise in homes on the slopes above SFO," said the article. Third, "it is unknown what effect the pen will have on reducing noise emanating from the front of new jet en- gines." To use the O'Haze facility, pianes face butward on the openside. "Studies have shown that newer ensines are producing more front-end low-frequency noise than their predecessors," the Roundtable newsletter reported. The Roundtable has directed consultant Walter Gillfillan to explore other options inctuding the possibility of moving the existing SFO runup pads to other locations, perhaps on the water side of a large 747 hangar called the Super Bay at the far northern end of the airport, usin' the structure of the hangar as a noise shield. "However," noted the article, "noise has the ability to pass over and around solid objects and the noise insulating qualities of the Super Bay structure remain to be tested." AIso, the pavement on the north side of the Super Bay likely cannot withstand the weight of 800,000-pound airlinezs. Gillfillan is also checking out various runup pen designs used by the military and at civilian facilities in Portland and Denver.0 Seattle-Tacoma Int't • i ' ' 1 i ' i 1 ,•, , •' , By Charles F. Price — Complaints by Sen. Patty Murray (D-WA) that the impact of aircraft noise from Seattle- Tacoma International Airport on residents of a low-income and minority neighborhood in the southeast Seattle commu- nity of Ranier Va11ey may constitute a violation of civil rights have been brushed aside by the administrator of the Northwest Mountain Region of the Federal Aviation Administradon. Sen. Murray wrote to the FAA regionai office last 7uly expressing concern that FAA appeared not to take seriously the complaints of southeast Seattle residents that fliQht tracks have been altered without consultation and that nighttime noise mitigation routes "have been vastly under- utilized." Also writing to express concern were two state le�islators and a citizen activist (9 ANR 1'11). In his answer by letter Aug. 8, the FAA's Lawrence Andriesen told Sen. Murray that fli;ht paths in the vicinity of Ranier Valley have not changed since early 1990, when the present arrival and departure procedures became effective. Minor deviations in flight paths of departing aircraft are normal, the FAA o�cial said, "and can be attributed to winds, other aircraft in the vicinity, and many other variables." Andriesen also assured Murray that the 145 current flight paths will not chanbe as a result of operation of the planned third runway at Sea-Tac. [FAA would not release to ANR a copy of the Andriesen response without a Freedom of Information Act request; a copy was finally provided by Akers.) Upon reading the Andriesen reply, Ray Akers, a Ranier Valley citizen activist, wrote Sen. Murray accusin� the FAA of "]ying" and said, "it is disheartening to discover that the FAA demonstrates the same lack of respect for a United States Senator that it has shown toward the good citizens of my community." Akers believes the noise reportedly imposed on his area by the Port of Seattle — which operates Sea-Tac — is a violation of Tide VI of the Civil R.iahts Act. "Prior to 1994, " Akers wrote, "the Ranier Valley of southeast Seattle experienced virtually zero impacts from Sea-Tac." Now, he said, ` jets roar over us day and ni�ht." He characterized the health and environmental effects of the noise as "overwhelming" and the noise itself as "intoler- able." Property values are bein� de� aded, he contended, and "our fragile economy" is "suffering." He contended that flight paths have been changed by the Port of 5eattle to impose the noise on less affluent areas. Akers has attempted without success to interest the U.S. Department of Jastice in what he contends is the discrimina- tory policy of the Port. Instead the Justice Department has referred his complaint to the FAA's Office of Civil Rights. The bulk of the Andriesen letter was devoted to a rela- tively mazginal issue. Sen. Murray had mentioned in her letter the misgivings some citizens have about the metric used by the FAA to determine noise impacts. Andriesen defended the DNL (day-night average noise level) metric and said it showed existing noise "at a Iocation close to Ranier Valley" to be DNL 54.8 dB, "which is well below the federally established level of significant impact of DNL 65," where the FA.A concentrates its noise analysis and mitigation. Akers asserted that there are no noise monitors "near the Ranier Valley." His community, he wrote Sen. Murray, is "well east of any noise monitors." Also, he claimed, the community's location in a valley makes it subject to noise contours that are "dramatically different" than those at higher elevations, where monitors are located.� Hushkits SOU'.THWEST EXERCISES OPTIONS FOR HUSI�KIT AvAero, the supplier of Stase 3 hushkits for Boein� 737- 100, 200 series aircraft, announced that it has received notice from Southwest Airlines exercisin� an option for 13 additional AvAero hushkits. This additional order brinQs the Southwest firm order to 33 shipsets. � Southwest has begun installin� the hushkits at its mainte- nance base in Dallas, Texas. Accompanied by AvAero engineering, three hushkits have been installed to date with AirpoR Noise Report 146 Airport Noise Rep�rt ANR EDIZ,O�AL the balance of the order to be accomplished over a two year span. ADVISORY BOARD Royal Aviation Inc. of Montreal, Canada, also has contracted with AvAero to supply two firm and two optiona1737-200' Stage 3 hushkits. Mark Atwood, Esq. Galland, Kharasch, Morse & Garfinkle Washington, D.C. Lee L. Blackman, Esq. McDetmott, Wiil & Emery Los Angeles, Calif. Dr. Clifford R. Bragdon, AICP Dean, School of Aviation & Transportation Dowling College Eliot Cufler, Esq. Cuder & Stanfield Washington, D.C. J. Spencer Dickerson Senior Vice President American Association of Airport Executives Edward J. DiPolvere Administrator, National Association of Noise Control Officials Richard G. "Dick" Dyer Airporc Environmental Specialist, Division of Aeronautics, Calif. Dept. of Transportadon E. Tazewell Ellett, Esq. Hogan & Hartson Washington, D.C. Julie H. Ellis, Esq. Managing Director Federal Express Corporation Angel M. Garraa Co-Chairman Citizens Against Newark Noise E.H. "Moe" Haupt Manager, Airport and Environmental Services, National Business Aircraft Associadon Robert P. Silverberg, Esq. Bagileo, Silverberg & Goldman Washington, D.C. Joanne W. Young, Esq. Baker & Hosteder LLP Washington, D.C. Royal Aviauon Inc. is the parent company of Royal Airlines of Montreai and CanAir Cargo. The two firm orders are for installation durin� 1997 on 737-200's operated by the CanAir unit, while the option hushkits are to be consid- ered for 1998 instaliations in the CanAir Cargo fleet of six 737-200's. Interlease Aviation Investors also have ordered four AvAero hushkits and options on additional kits, the company announced.� IN BRIEF ... Air National Guard Site The Airport Authority of Washoe County Board of Trustees unani- mously approved the southwest quadrant of the Reno/Tahoe Intemational Airport as the best site for the Nevada Air National Guard. The approval comes followin� an 11-month site selection and feasibil- ity sti�dy conducted by GRW En�neers. The airport anticipates that it will need the azea cusently occupied by the guazd for a concourse in the next three to seven years given its double-digit passenger a owth. The airport board also approved resolutions to accept more than $2.6 million worth of FAA b ants. including one for $400,000 to soundproof 16 more homes in the Huffaker Hills and Persimmon Alder neighbor- hoods located south of the airport. To date, 56 homes have been sound insulated through the program. New Austin Runway Workers in mid-October began placing concrete on the new 9,000 foot East Runway at Austin-Bergstrom International Airport, paving the way for simultaneous takeoffs and landings at the airport. The $31.5 million new runway is long enough to aIlow fully-loaded, commercial aircraft non-stop departures to either coast. The FAA will6e installing the latest Instrument Landing System technology on the runway to allow aircraft landings in ic�vv visibility conditions.� AIRPORT NOISE REPORT Anne H. Kohut, Publisher Marguerite Lambert, Production Coordinator Charles F. Price, Contributing Editor; Anne Jacobs, Circulation Editor; Maria T. i�iorton, Production Editor Published 25 times a year at 43978 Urbancrest Ct., Ashbum, Va. 22011; Phone: (703) 729-4867; FAX: (703) 729-4528. Price �495. Authorization to photocopy items for internai or personal use, or the internai or personal use of specific clients, is granted by Airport Noise Report, provided that the base fee of US$1.03 per pa'e per copy is paid directly to Copyright Clearance Center, 27 Congress Street, Salem, MA 01970. USA. Copyright OO 1997 by �c{,*`�'�e �g�t. Ashburn, Va. 22011 � � _... , ,. .Kv�u��::::liu'�r.i-�ti'i�=.Y+3ns.i.��.� �-r...1...�V,.�. ��v^. r..n.. '.f.':... . .,.: .r, . �..:'.. ., ".: : '. ' ,... , e .:�,-:: ":�-j MINUTES MASAC OPER�lTIONS COMMITTEE October 17, 1997 � The meeting was held at the Metropolitan Airports Commission West Terminal Building Conference Room and called to order at 10:05 a.m. The following members were in attendance: Mark Salmen — NWA - Chairman Bob Johnson - MBAA Kevin Batchelder - Mendota Heights James Serrin — Minneapolis John Nelson — Bloomington Jon Hohenstein - Eagan AdviSoN- Roy Fuhrmann — MAC Chad L.eqve-- MAC Ron Glaub — FAA-CMO , � • G M/NNEAPOLIS STRAIGHT-OUT DEPARTURE PROCEDURE UPDATE Chad Leqve, MAG briefed the Minneapolis Straight Out departure dispersion parameters HNTB used to develop-the contours for the analysis (see attachment). He said the analysis showed minor changes � no greater than a 0.9 decibel increase in any one area of the 65 DNL contour and no greate� #han a 1.0 decibel increase in any one area of the 60 DNL contour. He said ifiese minor changes in the overall shape of the contour are well below the parameters necessary to warrant an Environmental Assessment. Mr. Leqve said the next step would be to contact the FAA and have them analyze the resutts. He said due to the minimal changes in the contours, the FAA could declare a Finding of No Significant Impact (FONSI), which wouid eliminate the need for an EA. Mr. �eqve reiterated that the data used for #he analysis was from 1996 and the contour used was the FAA certified 1996 65 DNL contour. It was also noted that the relatively small impacts of this new procedure could be even less with an all Stage III fleet. JOHN NELSON, BLOOMINGTON, MOVED AND �OB JOHNSON, MBAA, SECONDED TO AKNOW�EDGE THE RECEiPT OF THE DATA FROM HNTB, TO FORWARD THE INFORMATION TO THE FULL MASAC BODY FOR CONSIDERATION AND APPROVAL, AND TO DIRECT STAFF TO BRING THE APPROVED RECOMMENDATION TO THE COMMISSION Fi�R APPROVAL AND DIRECTION IN ORDER FOR THE AMENDED MINNEAPOLlS STRAIGHT OUT DEPARTURE PROCEDURE TO BE BROUGHT TO THE FAA FOR APPROVA�. THE VOTE WAS UNANIMOUS. MOTION CARRIED. PART 150 CONTDUR GENERATION Roy Fuhrmann, MAC, said there had been a motion from MASAC for the Operations Committee to begin discussing how future Part 150 noise contours could incorporate real noise values rather than modeled noise values. He noted that the Part 150 regulations allow for certain modifications or variables as far as how a contour could be generated. He said most airports in the United States uses the standard INM generated contours for consistency. Mr. Fuhrmann asked the members if they would like to pursue using actual noise levels gathered from the Remote Monitoring Towers (RMTs) and tracking them� to specific aircraft or if they thought using actual flight tracks rather than modeled flight paths in the INM was sufficient. Chairman Salmen asked what the differences were between the currently used modeled flight paths versus using actual flight tracks. Roy Fuhrmann, MAC, explained that the current model predetermines a certain number of flight paths off of each end of fhe runways. A percentage of flights would then be assigned to each flight path. He said a typical fleet mix would be developed and noise values would be assigned for each type of aircraft per FAA Part.36 noise values. Mr. Fuhrmann said it could be possible, using ANOMS flight tracking data, to use actuai flight tracks rather than assigned flight paths. He-said this would allow the airport to develop a model that incorparated real traffic patterns into the INM. He said unless there was a mass installation of Remote Monitoring Towers, the final contour would have to use some modeled data. Jon Hohenstein, Eagan, noted that modeled data would also have to be used because the contours are projected out for 5 years. Roy Fuhrmann, MAC, agreed. He noted that the FAA required the method for generating a noise contour to be reproducible. Mr. Hohenstein said he felt everyone wanted as accurate a contour as possible, which would involve using as much ANOMS data as ( possible in the model. John Nelson, Bloomington, proposed a possible method. He said the flight tracks could be bundled in . gates at a specified distance from the airport so thaf each of the thousands of flight tracks wbuldn't .. need to be counted individually. He also noted that day andnight noise impacts should be examined because the current 10db penaliy for night flights is one of the main determinates for the size of the contour. He said an initial analysis could be completed and the resulting contour could be compared with the actual noise levels at the RMTs. ' Jon Hohenstein, Eagan, agreed with Mr. Nelson thaf newly generated contours should be compared to the actual noise levels being monitored at the towers. He suggested that an analysis comparing monitored noise levels at the RMTs to fhe current contour be completed first to shaw how a new INM method could be developed. Kevin Batcheider, Mendota Heights; agreed that using real data would lend legitimacy to and confidence in the contours. Bob Johnson, MBAA, said with; more airports purchasing ANOMS systems there will be more of a demand across the country #or using actual data. _ John Nelson, Bloomington, noted that the purpose of the Part 150 contour was to delineate eligibility for"the residential sound insulation program. He said he was concerned that a new-contour generated in a more, precise manner would shrink, due to a number of factors, and could thus eliminate uncompleted homes currently eligible for the program: \ ' z _ Jon Hohenstein, Eagan, ciarified that the Noise Mitigation Committee recommended that the MAC guarantee those eligibie people in the 1996 DNL contour to be completed and that the MAC had agreed to that. Jon Hohenstein, Eagan, asked if the Policy Advisory Committee (PAC) should be looking at this question, rather than the MASAC Operafions Committee. Bob Johnson, MBAA, said, as chairman of the PAC, he felt the city representatives were most concerned that the current program be completed as it is today. He also noted that the average cost of insulating a home is approaching $25,000. He said either the Commission will have to provide additional money to continue on schedule or the program will not be compieted as scheduled. John Nelson, Bloomington, asked if the FAA had an expiration date for the current contour. Roy Fuhrmann, MAC, said he did not know the answer, but would find out and report back to the Committee. Jon Hohenstein, Eagan, said he felt, from a policy standpoint, that the current certified contour be used as long as possible. He also noted that the program is very successful for those who are includeci in the contour, but that the problems come with those people just outside the contour. Bob Johnson, MBAA, noted that the Noise Mitigation Committee had recommended that future contours have "natural boundaries.° He emphasized that the Committee should use those recommendations as a foundation for the MASAC objectives for next year. John Nelson, Bloomington, asked if MAC staff could do an inquiry that would compare the current noise levels recorded at the RMT's to the current certified 65 DNL contour to establish the validity of the contour. He said that if the inquiry were to show a difference between the modeled contour and the monitored noise levels, staff could look at possible reasons for this difference. Ron Glaub, FAA, noted that it could be difficult to compare the contour to monitored noise levels because the contour was developed using forecasted data from 1991. He also noted that if the FAA FAR Part 150 regulations allowed fo� seasonal differences in operations for the generation of the contour, seasonal differences should be accounted for. Jon Hohenstein, Eagan, said ifi using seasonal differences was allowable, the largest conto�tr for each season should be used to give the most coverage. There was a discussion about how a validity check could be done. It was noted that an actual 1996 contour had been developed for the Noise Mitigation Committee and that it had been larger than the certified contour. Roy Fuhrmann, MAC, said staff would develop a"confidence report" on the contour, would check on the longevity of the current Part 150 contour and check with HNTB on how the INM model may have changed since the current contour was generated by the next meeting. ANCIMS UPDATE Chad Leqve, MAC, said staff had been in contact with HMMH about the ANOMS system. He told the committee that staff wa� hoping to have a direct-connect capability to the FAA's ARTS data. He said software from HMMH will be used to convert the data into an ANOMS readable format. He said staff would be speaking with HMMH and the FAA that day regarding the architecture of how the whole system will operate. He said staff was also negotiating a proposal submitted by HMMH. Mr. �eqve said it would take about 6 weeks from the go ahead to complete the installation of the necessary hardware and software. He said staff hoped to have the June 1997 through December 1997 Technical Advisor's Reports completed for the January 1998 meeting. Roy Fuhrmann, MAC, said staff had also been in contact with the Seattle airport because it was the only other airport that has an ODR system. He said the Seattle peopie had shared some of the glitches of the new system with him so that staff would be able to avoid some of the same problems. Chad Leqve, MAC, said the FAA in Seattle had indicated that they were very happy with the new system, as well. Chad Leqve, MAC, verified that all the data since the end of June had been saved on optical disks. He also verified that an optical disk reader had been procured and will be used in the new system. EXAMPLE LETTER REGARDING NADP'S TO FAA AND AlR CARRIERS Chad Leqve, MAC, distributed example letters regarding the change in NADPs to be mailed to the FAA and the air carriers. � C Chairman Salmen explained that Northwest pilots have instructions for each runway end as to which NADP procedure should be used. He reiterated that each air carrier develops their particular distant and close-in procedure and will use the apprt�priate procedures for a s.pecific airport's runways. He said the letter serves as official notice to the air carriers that the airport authority has made a decision on which procedures shoultl be used for each runway. � Ron Glaub, FAA, said MAC should advise the FAA of their intention to change the NADPs, advise the NOA so that every piiot has access to the information, and that the airlines are obligated to use the (: NADP procedures decided by the airport authority. Ron Glaub, FAA, said the only exception would be aircraft that are equipped with Flight Management Systems (FMS). He said these are computer generated departure procedures that are more effective in reducing noise on takeoff than pilots can accomplish manually. It was suggested that a briefing on FMS be given to MASAC. Chairman Salmen said he would add the FMS topic to his list of possible educational presentations to MASAC. He said that since the num6er of aircraft equipped with FMS was so low at MSP, he didn't think it was a topic that needed briefing right away. There was additional discussion regarding how the FMS, distant and close-in procedures differed and how the distant and close-in procedures were developed. Chairman Salmen reminded members to think about objectives for the next year before the next meeting on Decernber 5, 1997. The meeting was adjourned at 11:40 a.m. Respectfully submitted: Melissa Scovronski -- Committee Secretary 4 TOPICS FOR THE DECEMBER 5,1997_MEETING 1998 Objectives Part 150 Contour Generation F .: �- C � � ---�;�'�, Nlinneapolis / St. Paul International Airport �� `� MONTHLY iYfEETING - Metropolitan Aircraft Sound Abatement Courzcil Clwinmm: Robcrt P. Johaw�n v,<•r cn�,t�,u„�: Th�kna�: Hue� Trrhnirul Adrixnr: Rny Fuhrtnann Acrin,k Sri•rriun•: Yteitsw �mvrnaskl Airbome Erpnss: BI'I7lfl BLICi A;. rrurcvport.4ss�x•iurian: Paui �1cGraw A1PA: Charles W. Curry ,Ir. Cirv oj8(n�+minkrnn: Petrona l.ee Vern Wilmx c,h� of a�mr•;ur: Ed Pbrter Cin• ojEuxmr: Tom Egan Cin• nf Inrer Gnn•e Nri,Khts: Daie Hammons Cin• nf.Ntivlmu Hri,Khn: Iilt Smith Ciry ojMinnrap��lis: James 8. Serrin John Rlchter Joe Gee Judlth DndRe Cirv ajRirhfrrld: KrsstaiStnkes Dawn We{tzel Ciry afSr. Lr�uis Park: Robert Adrews Cirv ajSt. Puu1: c. sron aw,m 'CMmas H. Hueg Caroi .tnn :1tcGuire Drlru Air [lnrs lnr.: Rlch Kidwe�I FrJerul Ecprrss: Deu DeBord Federsfl Ariutintt �idminix�nrtion: Bruce Wagoner Rooaki Glau6 �NAC Stajf.• Dick Keinz MBM: Robert P.Johnsao Mernba Narthwrst Airlrnk: Daniei Sheehan Mrtrapnlirun Aimans Cunrmiaarun: Cammt�ioner Alton Casper MN Air Natronal GuunC Major Roy J. Shetka Nonhwrs� Airlinrs: Mnrk Sulmen Jennffer 5avre Sc Pau! Chumhrr uf Cnmmrrt•r: CraiR Wruck Sun Countn•.�lirlinrn': DWe Kariva Unitrd Arrlinr.r !n<•.: Bm v:,��ns Uttited Pun•rl Srn•irr: Mllce Gever U.S. Air Fnn•r Resrn�r: Captafn David J. Gerken Metropolitan Airports Commission Declaration of Purposes l.) Promote public welfare and national security: serve public interest, convenience, and necessity; promote air navigation and transportation, international, national, state, and local, in and through this state; promote the efficient, safe, and economical handling of air commerce; assure the inclusion of this state in national and international programs 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 [he most economical and eFFective use of aeronautic facilities and services in that area; 2.) Assure the residents of the metropolitan area of the minimum environmental impact From air navigation and [ransportation, and to that end provide for noise abatement, control of airport area land use, and other protective measures; and 3.) Promote the overall goals of the state's environmental policies and minimize the public's exposure to noise and safety hazazds around airports. Metropolitan Aircraft Sound Abatement Council Statement of Purpose This corporation was formed in furtherance of the general welfare of the communities adjoining Minneapolis-St. Paul International Airport - Wold-Chamberlain Field, a public airport 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 continuing basis of the problem and of suggestion for the alleviation 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 suggestions made and actions initiated and taken to alleviate the problem. Metropolitan Aircraft Sound Abatement Council Representadon The membership shall inciude representatives appointed by agencies, corporations, associations 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 Pubfic Representatives, provided that the User Representatives and Public Representatives shall at all times be equal in number. . . _.........— The AirpoR 24-hour Noise Hotline is 726-94/!. Cnmpluinrs to the hotline do not resuit in chun�,>es in Airport uctivity, but provide a public sounding board and airport intormation oudet. The hodine is staFFed during husiness hour.s, Monduy - Fridar: This report is prepared and printed in house by Chad Leqve, ANOMS Speci�ilist Questions or comments may be directed to: MAC - Aviation Noise Programs Minneapolis / St. Paul International Airport 6040 28th Avenue South Minneapolis. MN 55450 Tel: (612) 725-6331, Fax: (612) 725-631Q ANP Home Paee: http://www.macavsat.org 1�Ietropolitan Airports Commission Aviation Noise Programs F Metropolitan Airports Commission Operations and Complaint Summary September 1997 Operations 5ummary - All Aircraft Runway Arrival % Use Departure °Io Use 04 N/A N/A N/A N/A 22 N/A N/A N/A N/A 12 N/A N/A N/A N/A 30 N/A N/A N/A N/A M5P SeptemberFleet MiY Percentage Stage Scheduled Scheduled ANONIS ANOMS 1996 1997 Count 1996 Count 1997 Stage 2 47.8% 39.9% 48.8% N/A Stage 3 52.2% 60. I% 5 L2% N/A Airport September Complaint Summary Airport 1996 1997 MSP 2061 1280 Airiake 2 0 Anoka 5 4 Crystal 0 0 Flying Cloud 13 9 Lake Elmo 0 3 St. Paul 0 6 Misc. 5 5 � TOTAL 2086 1307 September Average Daily Operations Summary - FAA Airport Traffic Record Avia[ion Noise Prob ams Paae 1 Metropolitan Airports Commission ^ � Minneapolis -�t. Paul Imternational Airport Complaint Summary ; Page 2 September 1997 Comptaint Summary by City City Arrival Departure Total Percentage A le Valle 1 5 6 0.5°Io Bloomin ton 2 18 20 1.6% B urnsville 0 13 13 l.0% Eaaan 34 82 116 9.2% Eden Prairie 1 7 8 _ 0.6°Io Edina 2 20 22 1.7% � Elko 0 1 1 0. I% Falcon HeiQhts 0 2 2 0.2% Ho kins 1. 0 1 0.1 % Inver Grove HeiQhts 8 139 147 l 1.6% Mendota Heiehts 12 159 171 13.5% Minnea olis 180 309 489 38.8% Minnetonka 5 1 6 0.5% Pl mouth 0 1 1 0.1 °Io Richfield 3 70 73 5.8% Rosemount 0 2 2 0.2°l0 Roseville 0 1 1 0. i% Shorewood 1 0 1 0.1% South St. Paul 0 6 6 0.5°Io St. Louis Park 27 8 3S 2.8%a St. Paul 93 23 116 9.2°% Sunfish Lake 0 19 19 1.5°Io West St. Paul 1 1 2 0.2% White Be e °�� Total 371 888 1259 100% Time of Day Nature of Compiaint Time Total Nature of Complaint Total 00:00 - 05:59 76 Excessive Noise 1126 06:00 - 06:59 42 Early/Late 106 07:00 - 11:59 2$0 Low Flying 17 12:00 - 15:59 156 Structural Disturbance 5 16:00 - 19:59 246 Helicopter 0 20:00 - 21:59 258 Ground Noise 18 22:00 - 22:59 164 Engine Run-up ' 3 23:00 - 23:59 58 Fre uenc 5 Total 1280 Total 1280 Aviation Noise Programs � �' ; Available Time for �2unway Use Tower Log Reports - September 1997 All Hours 1% 34% � 31% 4% 9% 5% 17% 2% �� Nighttime Hours 4% 5% �� 22 � � � '°/!�°.� � ; � �J- ��o �� o�� 1 � o�'v�� oJ/' � �� tetropolitan Airports Commission 60% 56 % 04 �C� 87% 73% 6% % � 6% Aviation Noise Programs Pa�e 3 �T T .. � � � .^ � O O G�, v'1 � V'� r; �i �i _, ,� _ S.LI�II�'IdIii1I0� �[O 2I��I�11.�1�I � y ft3 � O � N N � U� � � � Z� c 0 . ; Q r L AGENDA � REGULAR MEETING EAGAN AIRPORT RELATIONS C011ZNIISSI()11 EAGAN, MCJ[N1�TESOTA EACrAN CITY COUNCIL GBAMBERS November 13,1997 7:00 P.M. � L ROLL CALL AND ADOP'TION OF AGENDA II. APPROVAL OF MIl�TITTES III. VLSITORS TO BE HEARD IV. UrTFIIYISHED BUSINESS V. NEW BUSINESS A. Request for Variance —15 Degree Parallel Runway Separations B. MAC 1998-2004 Capital Improvements Program Comments ��" � �� VL WORKSHOP REPORT VIL STAFF REPORT . A. Eagan/Mendota Heights Corridor B. MA.SAC Update C. Northern Dakota County Airport Relations Coalition VIII. INFORMATIVE IX. FUTURE AGENDA X. TfEXT CONIlYIISSION MEETING - 7:00 p.m. Tuesday, December 9 TfEXT COIVIlVIiSSION WORKSHOP - 7:00 p.m. Thursday, November 20 rfEXT MASAC MEE3'ING - 7:30 p.m. Tuesday, December 2 XL ADJOIfRNMENT Au�aliary aids for persons with disabilities will be provided upon advcmce notice of at least 96 hours. IJa notice of less than 96 hours is receivec� fhe City ofEagcm will atter�spt to provide such aid ,.:is.y :::i, �:.... 1 • ' ' � • • • • //�7l'i.3 /i�l!1�\\\S\\ inaR��, i�i.:c�►��.�� . . . . •. ..w,::.",� . � . • • � � .::.:.. .:..:>:.... . �:>M:::.... r ; �i9I'�l'K'o:::::: � � • • � ♦ I . ' • • • • 1/I/ \'�9U \I�►/ \\\Yfl llri �:11 !:�i: :�S:�I .�:: .,.. ..:, ....� • • � • REGULAR MEETING NORTHERN DAKOTA COUNTY AIRPORT RELATIONS COAL.ITION NOVEMBER 18,1997 �:00 A.M. E S 1 ; ` f a,r._.._ . � t EAGAN CITY HALL ` �` � CITY COUNCIL CHAMBERS � ,�� o� �- � ��7 3830 PILf,�T KRl�B ��AD � ��.�rt��:.-��;-� ;;�:��: �,�....mp a_ „_r., _.� ., ._a �,_w � m_eaam ; . �. I. CALL TO ORDER 11. ADOPTION OF AGENDA � -• � • IV. UNFINISHED BUSINESS A. Request for Variance —15 Degree Parallel Runway Separation B. MASAC/MAC Representation C. Coalition Common Issues D. Environmental Assessment for Runway 4/22 Extension VI. OTHER BUSINESS Vil. FUTURE MEETING A. December 16, 1997 Inver Grove Heights January 19, 1998 Mendota Heights B. Agenda Topics/Assignments VIII. ADJOURNMENT