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10-14-1997 ARC PacketCtTY OF NIENDOTA HEIGNTS AIRPORT RELATIONS COMMISSION AGENDA " October14, 1997 - 7 p.m. - Smail Conference Raom 1. Call to Order - 7 p.m. 2.. Roll Call 3. Approval of August 13 and September 10, 1997 Meeting Minutes. 4. Unfinished and New Business: a. Review Proposed Exhibits for 3rd Parallel Runways b. Environmental Assessment for Propased Extension of Runway 4/22 5. Updates ,, �� � � I f � � � �1`,.,�' � E.� a. MASAC Executive Committee - Representation b. Metropolitan Council Air Noise Zones - Subcommittee Progress Report c. Community Stabilization Working Group 6. Acknov+�ledge Receipt of Various Reports/Correspondence: a. MASAC Agenda for September 23, 1997 and August 26, 1997 Minutes 'b. MAC Legislative Agenda for 1998 c. Ai�port Noise Report for September 2, 1997 d. MASAC Executive Committee Agenda for September 18, 1997 and October 9, 1997 e. MAC Update on Runway Numbering. 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 452-1$50 with requests CITY OF MENDOTA HEIGHTS DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION AUGUST 13, 1997 - MINUTES The regular meeting of the Mendota Heights Airport Relations Commission was held on Wednesday, August 13, 1997 in the City Hall Large Conference Room, 1 101 Victoria Curve. The meeting was calied to order at 7:30 p.m. The foilowing members were present: Beaty, Leuman, May, Des Roches and Gross. Commissioners Fitzer and Stein were excused. Also present were City Administrator Kevin Batchelder and Senior Secretary Kim Blaeser. APPROVAL OF MINUTES Commissioner May moved approval af the July 9, 1997 Minutes. Commissioner Des Roches seconded the motion. AYES: 5 NAYS: 0 MISCELLANEOUS 4Chair Beaty stated that he had attended the NOISE conference and felt that the conference had provided excellent information. He noted that he is interested in inviting Mr. Ahuja, of the Georgia Tech Research Institute, to speak at an upcoming Commission meeting. He stated that Mr. Ahuja indicated that the City should be able to conduct its own tests and get an accurate depiction of sound and develop air noise contours based on these tests. Beaty stated that by the City conducting its awn testing, may help provide some "teeth" in negotiating/discussing changes with the MAC. Beaty indicated that Mayor Mertensotto is also interested in hearing this individual speak. He also suggested that Mr. Ahuja attend an upcoming NDCARC meeting. Commissioner Gross suggested that the City request a resume from Mr: Ahuja. Beaty suggested that staff provide the Mayor with a copy of the Whiley Research analysis. ��. . •.�- . � • . Administrator Batchelder stated that the Commission had discussed updating the Action Plan at their July meeting. He noted that the AUGUST 13, 1997 A/RPORT RELAT/ONS GOMMISS/ON M/NUTES Commission had made several changes to the plan and that they have been � added to the Action Plan for their final review tonight. Administrator Batchelder noted that the Commission has added a new goal to the plan, Revisiting Fanning Options off of 1 1 L. Batchelder stated that fanning of aircraft already occurs to the north and inquired if the Commission intends for their goal to fan aircraft further south. He reminded the Commission that no headings are issued south of the 29 localizer. Chair Beaty referred to the Braslau report where Mr. Braslau suggested air noise relief by fanning airc�aft in all directions from MSP. He stated that Mr. Braslau felt that by spreading aircraft noise, there will be much less noise in one specific area. Commissioner Leuman stated that aircraft cannot be fanned much farther north because of the St. Paul Airport airspace. Chair Beaty stated that the control tower currently fans the aircraft. Batchelder stated that this issue is in conflict with other goals the Commission has established such as narrowing the air noise corridor. Commissioner Des Roches stated that she is concerned that this "goal" will distract other issues the Commission is currently working on within the Action Plan. Chair Beaty stated that the City Council is looking for equity of air noise. He � stated that the Council should consider reviewing this issue as it is tough to not include the northern area of Mendota Heights if the City's intent is to lequitably distribute air noise. Commissioner Gross stated that the reality is that the airport and city are here to stay and that the City should continue to focus on narrowing the corridor. Beaty stated that he agrees. Gross noted that he is concerned that the community may interpret this new "goal" as the Commission unsure of what it wants to accomplish. He stated that this new goal is contrary to what the Commission has been working on over the past few years. Chair Beaty stated that this goal fits into the equity issue of the Action Plan. Commissioner May stated that he believes that the concept of fanning fits within the Action Plan and that it should be considered as a part of noise abatement procedures. Administrator Batchelder explained that the City had reviewed this concept in the past and that the study is available to the Commission. He stated that as a result of this study and the City's persistence in equitable air noise distribution, the MAC developed the now implemented crossing pattern. Batchelder suggested that the Commission request the MAC to report on AUGUST 13, 1997 A/RPORT RELAT/ONS COMM/SS/ON MINUTES 2 how the crossing pattern is being implemented and whether the FAA is using this procedure during non-simultaneous periods. He suggested that the Commission focus on why the City is still experiencing 5:00 a.m. departures over residential neighborhoods. Commissioner Gro.� �agreed with Administrator Batchelder. He stated the Commission/Council should pursue a court injunction since there seems to be a direct violation of a specific tower order. Commissioner Des Roches agreed but added that she would like to see specific data before pursuing court action. Batchelder inquired further about specific changes to the Action Plan. Commissioner Des Roches stated that she does not want to include, within the Action Plan, fanning of aircraft. She stated that she welcomes add+�ional material/education regarding this concept. She noted that by adding this goal to the Action Plan, it may send a message to the Council and community that the Commission is pursuing a goal that is incompatible with the entire Action. Administrator Batchelder inquired about the Commission's priority in fanning aircraft. Commissioner May suggested that the fanning option should be prioritized and that it be included as a noise reduction issue. � Chair Beaty stated that he is looking for equity of the current runway use �_. system. Batchelder stated that with the construction of the north/south runway, 37 percent of the departures will depart off the northlsouth runway and that departures from 1 1 L will drop to 8 percent. Chair Beaty stated that 4he cannot image that the Cities of Bloomington and Richfield will allow 37 percent of the departures to depart over their cities. He stated that operations will increase over the years and that he believes the runways will continue to be used as they are now. He stated that he does not believe that with the new north/south runway, Mendota Heights will experience less noise. Chair Beaty stated that if Mendota Heights receives 8 percent of the departures (with the construction of the north/south runway), why not consider spreading that air noise across the City. Administrator Batchelder inquired if the Action Plan's goal of narrowing the corridor is no longer a priority. Chair Beaty stated that specific neighborhoods within Mendota Heights keep getting "burned" with air noise and that he would like to see these neighborhoods get some relief. Commissioner May stated that he concurs with Chair Beaty and that he believes there are some viable alternatives in distributing air noise. In response to a question from Chair Beaty regarding Commissioners living AUGUST 13, 1997 A/RPORT RELATIONS COMM/SS/ON M/NUTES 3 north of Highway 1 10, Commissioner Gross stated that he does experience some air noise. He stated that he is of the opinion that he would like to see the Commission stay on "track" with their issues and goals related to equitable distribution of air noise. He stated that this Commission needs to maintain its credibility. He stated that he believes revisiting fanning options off of 1 1 L should be kept out of the Action Plan. Commissioner Des Roches stated that she does not get much air noise and that she agrees with Commissioner Gross about maintaining the Commission's credibility. Chair Beaty stated that he would like to see the Commission educated further on Braslau/Collette study. Administrator Batchelder suggested that Page 3 of the Actian Plan be changed to read: Issue: Goal: Action Steps Noise Reduction Through Modified Takeoff Procedures Revisit Fanning Options. 1. Receive outside expertise to educate the Commission on how fanning may affect communities. 2. Research other airports implementation of fanning procedure 3. Explore history with MAC/St. Paul 4 airspace. Who When ARC 1998 ARC/Staff ARC/Staff 4. Explore opportunities and constraints ARC/Staff with FAA traffic control. � Commissioner May stated that he believes that the Commission should revisit the fanning issue. He stated that this may be a political issue but that the Commission has an obligation to pursue other noise abatement procedures. Chair Beaty requested that staff send copies of the Braslau/Collette study in the next Commission agenda packet. The Commission was of the consensus to present the Action Plan to at the September 2, 1997 City Council reguiar meeting. DISCUSS JOINT WORKSHOP FOR AUGUST 13, 1997 A/RPORT RELAT/ONS COMM/SS/ON M/NUTES 4 C C i NORTHERN DAKOTA COUNTY AIRPORT RELATIONS' COMMISSIONERS The Commission discussed topics of interest and planned the bus tour route. The Commission discussed best times to view air traffic within the City of Mendota Heights. Commissioners Stein indicated he would attend the meeting. DISCUSS LETTER AND VIDEO FROM MR. RON FUSSELL The Commission reviewed a letter and video from Mr. Ron Fussell, of 530 Abbey Way. The Commission noted the air traffic patterns and how specific aircraft generate more noise than othe�s. The Commission was interested in noting how Mr. Fussell's interpretation of noisy aircraft changed. The Commission expressed their appreciation in receiving the video and directed staff to send a thank you letter to Mr. Fussell. PRESENTATION ON NOISE - 8 P.M. MR. BRIAN ADDIS - INSTRUCTOR AT � - � INVER HILLS COMMUNITY COLLEGE Administrator Batchelder informed the Commission that Mr. Addis had canceled his presentation earlier in the day. It was noted that Mr. Addis had ,been requested to help investigate a recent aircraft accident. Batchelder stated that he would reschedule Mr. Addis' presentation. UPDATES NOISE ABATEMENT DEPARTURE PROFILES Administrator Batchelder reviewed a letter sent by Mayor Mertensotto to the members of the Planning and Environment Committee - MAC regarding their recent action to table discussion of the MASAC recommendation on Noise Abatement Departure Profiles for one month. The Mayar's letter explains the City's position on how vitally important that a Close-In Departure be adopted for both ends of the parallel runways for the MSP airport. Commissioner May inquired if the City has considered reviewing this issue with the City Attorney. He suggested that the City consider this option because there appears to be a real inconsistency in how the MAC dictates policies and procedures. He stated that by the City challenging MAC's AUGUST 13, 1997 A/RPORT RELAT/ONS COMM/SS/ON M/NUTES 5 inconsistencies, the City will generate publicity that the MAC may not wish r to endure. May stated that it is hard for any court to ignore equal protection �`� of the law. Commissioner Des Roches suggested sending a letter to the MAC regarding Commissioner May's suggestion. Commissione� May stated that the City can only gain more respect in demanding equal protection. He stated that staff/commission/council can tap into specific resources to help generate facts and statistics to help its cause in comparing "apples to apples". . . � � � : •� � � • Administrator Batchelder informed the Commission that he would be attending the Executive Committee meeting on August 14 where the committee will review the possible changes to the MASAC membership roster. COMMUNITY STABILIZATION WORKING GROUP - AUGUST 12, 1997 Administrator Batchelder explained that in 1996 the Noise Mitigation Committee established by the MAC recommended that a Community Stabilization Working group be formed to develop recommendations on noise mitigation programs that could be submitted to the Minnesota Legislature. tHe explained that according to the MAC, with the timing of this adoption of the Committee recommendations and subsequent presentation to the Legislature, action could not be taken for the 1997 session. In essence, the MAC is now looking to develop potential recommendations for the 1998 session. He stated that staff will continue to monitor this warking group's discussions and follow our adopted Noise Mitigation Needs Statement. PART 150 RESPONSE TO MS. RITA HUGHES, 2308 SWAN Batchelder explained that the City had made a request on behalf of Ms. Hughes, on Swan Drive, to insulate her home after seven other homes in her neighborhaod had received sound insulatian. Batchelder explained that the City has received a response from Mr. Steven Vecchi, Manager of the Part 150 Program at MAC, that Ms. Rita Hughes' request to have her home insulated using Part 150 funds has been denied. Mr. Vecchi explained that Ms. Hughes`s property is located on a block that � AUGUST 13, 1997 A/RPORT RELAT/ONS COMM/SS/ON M/NUTES 6 ; does not meet FAA criteria and therefore is not eligible for Part 150 modifications. The reason being that FAA guidelines stated that only blocks that are intersected or completely contained within the outermost contour boundary are eligible for the Part 150 Residential Sound Insulation Program. Batchelder stated that Ms. Hughes' neighboring blocks (Blocks 21 and 22) , are eligible because they are intersected by the outermost DNL contour boundary. Commissioner Des Roches was excused at 9:10 p.m. ACKNOWLEDGE RECEIPT OF VARIOUS REPORTS/CORRESPONDENCE The Commission acknowledged receipt of the MASAC agenda for July 22, 1997 and June 24, 1997 minutes. The Commissian acknowledged receipt of the MASAC abbreviated Technical Advisor's Report for June, 1997. Administrator Batchelder informed the Commission that the ANOMS system is experiencing technical difficulties as it relates to the new installation of equipment at the new control tower. Apparently the new equipment in the control tower is not compatible with the existing ANOMS equipment. The MAC is in the process of upgrading the system so that it is compatible with the FAA's system. The Commission acknowledged receipt of the Airport Noise Report far July. , The Commission acknowledged receipt MASAC Executive Committee Agenda for August 14, 1997 and July 1 1, 1997 Minutes. The Commission acknowledged receipt of the MASAC Operations Committee Agenda for August 14, 1997 and Minutes of July 15, 1997. The Commission acknowledged receipt of the Eagan ARC Agenda for August 12, 1997. AUGUST 13, 1997 A/RPORT RELATIONS COMM/SS/ON M/NUTES 7 r ►_�IZ•I : ►� There being no further business, the Airport Relations Commission moved to adjourn its meeting at 9:15 p.m. Respectfully submitted, Kimberlee K. Blaeser Senior Secretary AUGUST �3, 1997 A/RPORT RELAT/ONS COMM/SS/ON M/NUTES 8 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 Large Conference Room, 1 101 Victoria Curve. The meeting was called to order at 7:00 p.m. The fbllowing members were present L.euman, 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. The August 13, 1997 minutes were carried over until the October meeting due to a lack of quorum. � UNFINISHED AIVD NE�l1/ BUSINESS r� ) 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 F�ank 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 �tated 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 Ai�po�t Re/ations Commission - September 10, 1997 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 Commissioners 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 to 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 Administrator 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. REVIEW OF PROPOSED EXHIBITS FOR THIRD PARALLEL CONTRACT 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 contracfi 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 Minuies 2 j , 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 would experience a 1.5 or greater Ldn 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 REVIEW MAC AND MASAC REPRESENTATION AND MET COUNCIL IVOISE ZOIVE 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 fihe 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 Northe�n Dakota County Airport Relations Commissioners. ADJOURNMEtVT 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 Airport Re/ations Commission - September �D, 1997 Meeting Minutes 4 1 ���.�����1�1� � ���� �� �s�s���l� r�Ppt'S S4,tiTq Miiu�.eapolis-Saint Paul International Airport £2 t°� 6040 - 28th Avenue South • Minneapolis, MN 55450-2799 � z Phone (612) 726-8100 • Fax (612) 726-5296 �t ° p L t N O N O � O' t GO 9�41RPORty August 20, 1997 Kevin Batcheider City Administrator City of Mendota Heights 1 101 Victoria Curve Mendota Heights MN 551 18 Dear Mr. Batchelder: i♦ "'"`.' r-` : Fr..'1.�•�,�.�..,t,�i.a�y ��s�(t �i I j t. jir"....,�� .. 1'� "�....i„ t- j' � , f � "c;,• ,;-:t..,� t; ,t' i�� A t 1 G w r ;t' 1 � n .� �9g� ;a, � � ; i.�_...... ;� � � - .,������ ;..,�� Enclosed for your review are two sample formats for showing the properties in Mendota Heights impacted by a potential third parallel runway at MSP. The graphic shows the two categories of properties identified in the agreement: 1) those which would be brought into the contours as a result of the third parallel runway, and 2) those within the contour who would experience a 1.5 DNL increase due to operations on the third parallel runway. Please review the attached and let me know which approach you prefer. If you ha� e questions, feel free to contact me. Sincere�y, Nigel D. Finney Deputy Executive Director Planning and Environment cc: Tom Anderson, MAC The �fetropolitan Airports Commission is an affirmative action employer. Reliever Airports: AIRLAKE • ANOKA COUNTY/BLAINE � CRYSTAL � FLYING CLOUD • LAKE EL.iv10 � SAINT PAUL D04VNTOWN ; � � .� 7 � � � °"' w, � � ,��, '� �c � � � � � � :? � ° � � cn � cn U�� 9� D ao aoaoo W z �: C 1� � � � � v N ry •� � r � � '` T fA fW►�1 � .71 � � � � � � � � ,� � � q �� � �� �C J O � N N � N b�� � y W z CONTRACT PERT�►INING TO LIl�IITS ON CONSTRUCTION OF A THIRD PAR.ALLEL RUNWAY I. Recitals. 1. The Mi.nnesota Legislature,. at its 1996 session, has enacted Laws of Minnesota, Chapter 464, Art. 3, Sec. 10 (hereinafter "the Runway Statute"), which amends Min.nesota. Statutes 1994, Sec. 473.608 to require the IVletropolitan Airports Commission (hereinafter "the Commission" or "MAC") to enter into certai.n contracts with "affected cities." 2. The Runway Statute defines "affected cit�' as being any city that would experience an increase in the area located within the 60 Ldn noise contour as a result of operations using a third para.11el runway constructed at the Twin Cities International Airport (hereinafter "the Airport"). , 3. The Commission has detemzined that the City of Mendota. Heights (hereinafter "the City") is an affected city within the meaning of the Runway Sta.tute. 4. The Commission and the City have met and negotiated in good faith concerning the terms and conditions of the contra.ct required by the Runway Statute, and have arrived ) at an agreement (hereinafter "the Agreement") which both parties desire to set forth in ___ . . wnt�ng. II. Definitions. , 1. The term. "third para11e1 runway" shall mean any runway used for the arrival or departure of air tra.ffc at the .Airport constructed to the north of and generally parallel to the existing para11e1 runways known as 29L/11R and 29R/11L. 2. T'he term "construct" shall mean physical construction and actions preliminary to construction, including land acquisition, inclusion of funds for construction in the capital improvement program budget or solicitation of bids for performance of physical constructian providec� that the term sha11 not include planning activity. T'he term "construct" shall not include land acquisitions by the Commission which include as a restrictive covenant in the deed of conveyance that the acquired land shall not be used for runway purposes during the period for which this Agreement is effective, provided that such restrictive covenant shall expressly run for the benefit of affected property owners and the City. 3. The term "approval" shall mean a legally binding assent occurring through action by which the city legally binds itself. _ 4. The term "affected property owner" means any owner of real property which � property is within that part of the City which: a) would be brought into the 60 Ldn noise contour as a result of operations on the third parallel runway; or b) is within the 60 Ldn contour as deternuned without the third parallel runway and which would experience a 1.5 or greater Ldn increase as a result of operations on a third parallel runway. The Commission and the City agree that a diagram which designates the area meeting this criteria shall be developed by the Commission not later than ninety days subsequent to execution of this Agreement by the City, which diagram will be subject to the City's review and approval. III Terms 1. The term of this Agreement shall be from the date of approval by the City to December 31, 2020, subject to the provisions of this paragraph. On January 1 of 2021, January 1 of 2031 and January 1 of 2041, this agreement shall be automatically renewed for an additional ten-year term unless both the City and the Commission agree, at an.y time prior to the expira.tion of the previous term, that the agreement shall terminate without such renewal. Commencing on January l, 2021, this Agreement and any renewals thereof may be terminated by statutory enactment which contains an express findi.ng by the Minnesota Legislature that, in its judgment taking into account the welfare of the State of Minnesota, there is no prudent or feasible alternative to construction of a t.�iird parallel runway. 2. During the period for which this Agreement is effective, the Commission promises that it shall not, without the approval of the City, construct a third parallel runway. The Commission promises that prior to December 31, 2020, it shall not affirmatively advocate construction of a third parallel runway, �rovided that nothi.ng in this Agreement shall prevent the Commission from respondi.ng to requests for inforznation and advice made by the legislative or executive branches of state government, or their constituent parts or designees. 3. During the period for which this Agreement is effective, the City promises that it shall take no action to oppose the planning and construction of a North South Runway, as such runway is described in the Ai.rport's 20101ong-tern comprehensive plan, the implementation of which is authorized by Laws of Minnesota 1996, Ch. 464, Art. 3, Subd. 24. Without limiting the generality of the foregoing, the City agrees: a) its approval of this Agreement constitutes a declaration of the City endorsing the construction of the above-described North South Runway; and C C b) it shall not institute, be a party to, financially contribute to or in any other ! manner support any legislation or legal proceedings (whether judicial, administrative or other) which have as a goal or effect the delay or prevention of construction of the above-described North South runway, including without limita.tion, proceedings asserting rights under environmental laws or regulations. 4. It is intended by the Commission and the City that, during the period for which this Agzeement is effective, the affected property owners shall have third party beneficiary rights to enforce this A�eement in the event that a state law changes, supersedes or invalidates this Agreement or if a state law authorizes or enables the Commission to construct a third parallel runway without approval of the City. It is further agreed that this right of enforcement shall include that right to seek specific enforcement and injunctive relief. Said third party beneficiary rights shall cease upon the expiration of this agreement or its termi.nation pursuant to paragra.ph III. 1. of this Agreement. ' 5. This Agreement constitutes the entire understanding of the parties hereto and sha11 not be subject to any alteration, supplement or repeal except as agreed to in writing. This Agreement shall be binding upon the parties and their successors and assigns. 6. This Agreement sha11 be binding upon and inure to the benefit of any other affected city which, by formal action, approves its terms and notifies the Commission of ,' � said approval, nrovided that such affected city gives such notice to the Cominission on or -' before July 1, 1997. Nothing in this Agreement shall prevent the Commission and a.ffected cities other than the City from reachi.ng a separa.te agreement with separate . terms. Dated: December 23 , 1996 Dated: December � 3 �1996 METROPOLITAN AIRPORTS COMI�IISSION ��. � By: w �t, � � : �.,��, .. c- .� . CITY OF MENDOTA HEIGHTS By: �--�~� � G'G�r�:� � Its Mayor ♦TC2: 201362 v06 12/12/96 C, .► �; .1 i► � January 21, 1997 Mr. Thornas Anderson, Generai Counsel Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, MN 55450 Dear Mr. Anderson: � JAr� 3 � 1997 L :_ .. _�_ ;`'�'���'_7""5'':'u On December � 7, 1996, the City Councii of Mendata Neights approved the Contract Pertaining to the Limits on Construction of a Third Parallel Runway. During the discussion Ft�����rg t��s aYpr�ual, th� City CcLr��! expte�sed concern aba�t the possi5le interpratation of several sections of the contract. This )etter is to serve as a statement of mutual understanding regarding these particular sections and their interpretations. First, the North South Runway is not defined in the Definitions section of the Agreement. Section I11 - Terms, Paragraph 3 makes a reference to the North South Runway, as described in the MAC's 2010 long term comprehensive plan. It is understood that this provision refers to tfie plan as referenced in the MAC/Metropoiitan Council Repo�t to the Legislature dated March 1996 regarding the Dual Track Airport Planning Process. (See Page 5-2 and Figure 5-3.) !� ) Second, as described in Section III - Terms, Paragraph 4, the third party beneficiary rights are effective during the period for which this Agreement is effective. This means that through the year 2020, at the least, the third party benefrciary righrts are in farce and are effective,+no matter what the legislature may or may nofi do. Only after the year 2020 may the Legislature terminate the Agreement, as described in Section II) - Terms, Paragraph 1. With no action by the Legislature, the third party beneficiary rights contin�e during the period for which this Agreement is effective. Las�ly, as stated i� tne defiinition of �affected property owners", the diagram which designates the area for affected property owners is subject to the City's review and approval. This letter wiil serve as documentation of our mutual understanding of the above described sections of the Contract Pertaining to the Limits on Construction of a Third Parallel Runway. C(TY OF MENDOTA HEiGHTS METROPO��N AIRPORTS COMMISSION �C~ ��` � �-v..l w�.� ��..�.:Q.,L� GL Kevin Batchelder, City Administrator Thomas Anderson, General Counsel 1101 Victoria Curve • Mendota Heights, MN • 55118 (612) 452-1850 • FAX 452-8940 AG_ METROPOLITAN AiRCRAFT SOUND ABATEMENT COUNCIL Generai �fieetinq September 23,199? 7:30 p.m. to 9:15 p.m. 6040 28th Av�nue South Minneapolis, Nlinnesota 1. Call to Order, Roii Cail � 2.=:' Approval of Minutes of Meeting August 26,1997 - 3. Introduction of Invited Guests Receipt of Communications 4. Technical Advisors Runway System Utilization Report and Complaint Summary 4 5. ANOMS Status - Traci Erickson 6. FAR Part 36 Briefing (Hushkitting) - John Foggia, MAC ?. Update on Air Carrier Hushkitting Activities - Chad Leqve 8. Operaticns Ccmmittee Meeting Update - AAark Saimen 9. Executive Committee Meeting Update - Bob Johnson 10. Report of the MAC Commission Me�ting 11. Persons Wishing to Address the Council 12. Other items Not on the Agenda 13. Adjournment � Ne�ct Meeting: October 28, 1997 0 C � � MINUTES METROPDUTAN AIRCRAFT SOUND ABATEMENT COUNCIL GENERAL MEETING Au�ust 26, 1997 7:30 p.m. 6040�28th Avenue South Minneapolis, tUlinnesota Cail to Order: Roll Call The meeting was called to order by Chairman Bob Johnson at 7:30 p.m. and the Technicai Advisor was ask�d to call the roil. The following members were in attendance. � � Marfc Salmen Brian Bates Robert Johnson Steve Minn Jahn Richter Joe �ee Judith Dodge John Nelson Kristal Stokes Jill Smith Jon Hohenstein Ed Porter Dale Hammons Rue Shibata Manny Camilon Dan Licht Advisors John Aamot Ron Glaub Traci Erickson Chad Leqve John Foggia Visitors David Velde Trevor Hausske Jim Thompson 0 NWA ✓ Airbom � MBAA Minneapolis Minneapolis Minneapolis Minneapolis Btoomington Richfield . Mendota Heights Eagan Bu msville Inver Grove Heights Inver Grove Heights - St. Louis Park . Sunfish Lake FAA FAA-CMO Technical Advisor MAC MAC Edina Minneapolis Citizen Minneapolis Citizen 2. Approval of Minutes The minutes of the July 22, 1997 meeting were approved as distributed. � 3. Introduction of invited quests � Receipt of Communications There were no invited guests. There were no communications. 4. Runway Usaqe and Complaint Summarv Traci Erickson, Technical Advisor, briefed the council on the abbreviated Technical Advisor's Report. She noted the only information available for Juty was: 1. Scheduled fleet mix based on scheduled flights at MSP from the official airline guide. 2. A summary and breakdown of complaints, along with a complaint map, and run-up information. � 3. Available time for runway usage from tower logs. 5. ANOMS Status — John Foggia John Foggia, MAC, briefed the membe�s on the problems with ANOMS and the FAA's switch to an optical disk format. He said staff was in contact with an Optical Disk Reader (ODR) vendor and would be meeting with them this week. He said the ANOMS s}Estem should be up and functional by the end of September. Once the ODR was in place, a new Memorandum of Agreement is signed with the FAA and ANOMS was functioning normally, staff would be able to move ahead with improvements to the �ANOMS program. At that time, all the Technical Adv�sor's reports that have not been complete will be completed and reviewed. Jon Hohenstein, Eagan, asked what ARTS data was not saved. Traci Erickson, MAC, said data from May 21, 1997 through approximately the end of June 1997 was not saved. � Judith Dodge, Minneapolis, asked what type of data was saved on the optical disks from the - FAA. John Foggia, MAC, said flight tracks and all header information that is used to produce the analyses for the Technical Advisor's Report is saved on the disks. Judith Dodge, Minneapolis, asked questions regarding how complaints are logged and how complaint calls corresponded to how the noise impacts in neighborhoods were determined. Traci Erickson, MAC, explained that each complaint call is logged as an overflight complaint unless another reason is given for the complaint. She also explained that noise complaints did not correspond-with actual noise impacts. She said ANOMS determined noise impacts by using the noise to track correlation. John Foggia said flight track data is used for the noise to track correlation but since there was no ANOMS data for July 1997, the July 1997 repoit did not have that information. 2 � Judith Dodge, Minneapolis, asked staff if she could see the computation to determine noise-to -track correlation. John Foggia, MAC, said he would make it available to her. John Richter, Minneapolis, commented that the airlines and pilots needed to have more information about noise issues. He said he didn't believe the airiines were sensitive to the communities regarding aircraft noise. He said the available technical information regarding noise was good, but that it didn't do any good if the airlines didn't know about the noise. Bob Johnson, Chairman, asked Mark Salmen, NWA, about noise training procedures for pilots. MaFfc Salmen, NWA, said that there was an area in their training program that discussed noise in general; what generates it, what can be done to minimize it, what NWA's procedures are as far as minimizing noise, as well as a reminder in the Jeppesen. GPS Update — John Foggia John Foggia, MAC, described the current radar technology being utilized to control aircraft at Minneapolis-St. Paul Intemational Airport. He said, at 10 nautical miles, the ASR 9 radar, at MSP, provides a resolution of 94 meters noting that, as far out as 40 nautical miles, GPS pravides resolution of 1-2 meters. He said the implication of having 1-2 meters of resolution out to 40 miles is that we can have precision placement of airplanes throughout the 40-mile control airspace. , Mr. Foggia emphasized the importance of communities and airports being involved with the air carriers and the FAA in the redesign of the airspace, which will take place within the n�xt 5 1 years. He said specific flight paths can be determined to eliminate wide area impact of aircraft noise over neighborhoods. Mr. Foggia said Bill poli�y to direct the advantage of GPS neighborhoods. Albee, FAA Noise Ombudsman, had asked him to assist in developing a FAA ATC to interface with airports and communities in order to take technology to ultimately provide noise relief over heavily impacted Joe Lee, Minneapolis, asked how GPS would change the current flight patterns at MSP. He said he beiieved that most arrivals and departures would be directed in the same way they are - today. � John Faggia, MAC, said there would always be a 2-3 mile stabilized final approach and that there were some things that would not be able to be changed. He said, however, there was the capabiiity to change flight patterns, but that the comfort level would need to change at the FAA level. He explained that noise further out from the airport could be positively affected. He said with GPS there could be a series of defined departures set up in the ATC computer. The ATC computer would then select the best departure route based on the inputs. He said GPS's precision would allow departure routes to be flown very precisely, unlike taday. He said communities could have input as to how and where the departure routes were defined. Kristal Stokes, Richfield, asked if the flight paths could be randomized within a specific timeframe so that, fo� instance, over the course of an evening 25 different flight paths could be 3 used. John Foggia, MAC, said that the reason for deveioping multiple fiight paths is so that wouldn't �, occur. He said, however, that the destination of an aircraft would be a factor in the „ determination of which path an aircraft should fly. Kristal Stokes, Richfield, asked how much growth the system would be able to accommodate over the current capacity. John Foggia, MAC, said that capacity is determined by the arrival flow at the airport and that because of the system's ability to reduce separation requirements, there wouid be capacity enhancement. � Kristal Stokes, Richfield, asked if it would be difficult to start�planning for land uses when no one really knows what the airport's runway system will look like in 25 years.--John Foggia, MAC, said the runway system would definitely include a 17/35 runway. He said we have to look at the near terrn and plan for that configuration. He said the zoning and other activities a city would engage in would occur after a body such as MASAC addressed the issue of noise and go forward with an overall plan on where to direct the aircraft. He said he would speculate that the cities would be involved in determining where flight paths would be, as well, so that the cities could make some plans. He said he was suggesting this group get involved in those issues at the forefront. Manny Camilon, St. Louis Park, said he had been receiving a lot of complaints regarding continuous overflights. He commented that the potential to have several optional routes for either landings or takeoffs could be used to resolve these types of complaints. John Foggia, MAC, noted that it would be a sticky and complex process. He said he hoped.that the communities could be involved without too much interference from the federal level, at least � in the planning stages. � Jill Smith, Mendota Heights, noted that Mr. Albee stated at the last meeting that he had devq�loped a policy guideline proposal for communities to heip them add�ess noise issues at lower decibel levels by primarily targeting building codes and real estate transactions. She said she felt the policy wouid deprive a property owner of their home's value if the 65 DNL were to then come out and encompass their home after it had been built outside that contour. She said she did not think the policy would accom}�lish anything for the homeowner in that situation. John Foggia, MAC, said he had not seen a draft of the policy and was not sure of what the proposal entailed. He said that when it became available, staff would bring it to MASAC for comment Ji11 Smith, Mendota Heights, said she was happy to hear about the safety and accuracy advantages of GPS,� but the growth of the airport was resuiting in an increase in noise. She noted that the plans are for growth at the airpo�t and that the growth was occuring faster than any sound attenuation measures would hope to diffuse. She said she was concemed about how GPS would impact the airport's growth. Ms. Smith aiso wanted to know if the GPS system would encourage the building of a third runway and whether or not GPS would allow runways not to be lengthend. John Foggia, MAC, said GPS had nothing to do with the building of a third parallel runway. He c� 4 S also said that the length of a runway is deteRnined by the weight of an aircraft, the thrust and the climate conditions. He said the reason why a runway wouid be lengthened was for the aircraft to safely complete departure or, if necessary, to safely abort a departure. Jim Serrin, Minneapolis, said he believed the GPS technology would increase the capacity of the airport and thus would increase the noise over the communities surrounding the airport. John Foggia, MAC, said the GPS system was the next generation of navigation system and that MASAC has the opportunity to be involved in the development of how the new system is used. Jim Serrin, Minneapolis, said he didn't believe getting involved-would do any good. Jill Smith, Mendota Heights, noted that Bill Albee at the last meeting said that because Northwest Airlines had chosen to hush-kit thei� DC-9 fleet, the benefit of noise reduction wouldn't be as great. She requested that information �egarding Northwest's and other airlines' plans for hush-kitting versus buying new Stage III �airplanes be made available at the next meeting. Mark Salmen, NWA, said NWA had made the decision to hush-kit their DC-9 fleet because economically NWA could not afford to get rid of their DC=9 fleet. Joe Lee, Minneapolis, commented that even though hush-kitted DC-9's weren't as quiet as new Stage III aircraft, it wasn't as important as the probable increase in operations at MSP. He said the real problem, in his opinion, was that the airport was still in the city and that the decision to stay was for political and economic reasons with no consideration of the noise affected communities. Mark Salmen, NWA, said Northwest never made any attempt to convince members that the DC-9 hush-kitted fleet would be as quiet as new Stage 111 aircraft. He said there had already been a presentation at MASAC regarding this issue. Mr. Salmen also noted that GPS does not improve an aircraft's stopping distance or the runway occupancy time once an airplane is on the ground. He said it would still take at least a minute to get an airplane off the runway and another airplane would not be able to land until the first airplane was off the runway. John Foggia, MAC, said the ultimate capacity of the airport wouldn't change because of GPS, alth�ough the way they are handled would. John Richter, Minneapolis, said Europe had recently banned hush-kitted aircraft and wanted to see if MASAC could get a copy of the regulation. Pamela Nelms, Minneapolis, asked ifi any other airport in the country had rules regulating the number of hush-kitted aircraft operating out of their airports and whether or not there was anything MASAC could do to influence the use of new Stage III aircraft over hush-kitted aircraft at MSP. John Foggia, MAC; said that since federal law allowed hush-kitted Stage II aircraft to be certified as Stage III ai�craft and that Northwest Airlines would have a number of hush-kitted aircraft, it wouid not be very feasible. He said there would have to be a reasonable way for the carrier to phase out the targeted aircraft. He said the law now prohibits discrimination against any type of Stage III aircraft. Pamela Nelms, Minneapolis, noted that the GPS system would allow automatic pilot controlled landings and wondered ifi those types of landings were at all louder or quieter than pilot controlled landings. John Foggia, MAC, and Ron Glaub, FAA, said if there was a� difference, it would be nominal. 5 Kevin Batcheider, Inver Grove Heights, asked if Narthwest Airlines had purchased any Stage II aircraft recently. Mark Salmen, NWA, said any aircraft coming into the U.S. had to be Stage III aircraft. He said NWA had purchased Stage II aircraft that had been converted into Stage III before coming into the country. � 7. Operations Committee Update Mark Salmen, NWA, reviewed the agenda of the August 14, 1997 meeting and.read the revised Minneapolis Straight-out Departure motion made at the previous meeting. He said contours were being generated to analyze the impacts of the proposal and that once they were completed, a final analysis and decision would be made as to the next steps to take. He said after a discussion regarding shoulder hours, the committee moved to change the nighttime hours from 10:30 to 6:00 rather than 11:00 to 6:00, which was consistent with the MSP Noise Mitigation Committee recommendations. He said there was an update on the status of the ANOMS system and the next meeting was set for September 12, 1997. . MARK SALMEN, NWA, INOVED AND JON HOHENSTEIN, EAGAN, SECONDED, THAT THE CURRENT RESTRiCTED NIGHTf1AAE HOURS BE EXTENDED FROM 10:30 P.M. TO 6:00 A.M. AS RECOiUIMENDED BY THE LEGISLATIVE APPOINTED NOISE RAITIGATION CO�AM9TEE AND ALSO TO DIRECT THE STA►FF TO UPDATE THE SHOULDER HOUR AIVALYSIS OF STAGE II AND STAGE III OPERATIONS. THE VOTE 1NAS UNANIMOUS. MOTION CARRIED. John Nelson, Bloomington, noted that the Operations Committee would also be looking at the �, feasibility of ultimately changing the nighttime hours from 10:00 p.m. to 7:00 a.m, John Nelson, Bloomington, asked staff to update the members as to how quickly the contours would be completed for the Minneapolis Straight-out Departure procedure. Traci Erickson, MAC, said the consultant that would be doing the contours (HNTB) believed they could have them done by the end of September. She said an analysis of the contours would be ready by the October Operations meeting. 8. - Executive Committee Update Bob Johnson, ChaiRnan, briefed the members on the last Executive Committee meeting. He said there was a lengthy discussion regarding MASAC voting distribution. He said a request was made for a legal opinion on the use of parcel counts in the analysis rather than population. He noted that Tom Anderson, MAC Legal, had submitted an opinion and that it would be fonnrarded to the members of the F�cecutive Commites. He said the next Executive Committee meeting would be held either the 2nd or 3rd week of September. Jill Smith, Mendota Heights, asked Chairman Johnson to summarize Tom Anderson's opinion. Chairrnan Johnson read the final opinion that read, "Accordingly, it is my opinion that the members of MASAC are free to use parcel counts if, in their judgement, such counts are useful in determining whether material changes in the population of directly affected govemmental � units warrant a change in public representation." 9. Report of the MAC Commission Meetinq Chairman Johnson briefed members on the most recent Commission meeting. He said MASAC's Noise Abatement Departure Procedures recammendation had been passed and that staff would be working with the FAA and the carriers to advise them of the change. Chairman Johnson also noted that the Commission had approved an increase in parking rates beginning in October. Chairman Johnson also said the Commission voted to spend $34 Million to buy the entire Metro Office Park area. He noted that part of the Metro Office Park was in the runway protection zone for the new 17/35 runway. He said the Park was currently owned by a teachers' organization based out of Texas who were interested in selling the entire park. He said the Commission hoped that some of the businesses that would have to be�relocated because of the new runway could be relocated to areas within the park that were not in the protection zone. 10. Persons Wishinq to Address the Council Trevor Hausske, 4116 York Avenue South, Minneapolis, said he was •one of the people who had complained less over the years because of two reasons: (1)� it had become increasingly difficult to speak with a live person and (2) his complaints were not resulting in changes. He said although �his complaints had gone down, his frustration level had gone up. He said the increase in flights had been dramatic over the past couple of years and the cumulative noise had gone �up rather than down. He commented that he believed Minneapolis was one of the worst noise impacted communities, if not the worst, in the country. He commented that although the noise contour did not reach his home, he was still definitely affected by aircraft noise and expressed sympathy for those closer in to the airport. He noted that even with the voluntary nighttime hours currently in effect, he had experienced many flights between 11 p.m. and+6 a.m. Jim Thompson, Minneapolis, asked if a new North/South runway would be built and would it extend the Part 150 Residential Sound Insu.lation program. Chairman Johnson said the runway would be built at some time. John Foggia, MAC, $aid he had seen the preliminary contours with the new North/South runway, but the way the runway is planned to be used, there would not be much of a change in the contours. Mr. Thompson said he was most annoyed with the types of aircraft being used by Northwest Airlines. Mr. Thompson said he had been told by a noise phone clerk that the reason No�thwest could fly the DC-9 aircraft was because the government had given them an extension to use them because Northwest Airlines had flown in the Gulf War. He was told that it wasn't true. John Foggia, MAC, commented that the MSP Noise Mitigation Committee had recommended to the legislature that the Part 150 Sound Insulation program be extended out to the 60 DNL. He noted, however, that it could be 4 or so years before it happened. He encouraged Mr. Thompson to call Steve Vecchi, Manage� of the Part 150 Program, for more specific information. 11. Other Items Not on the Aqenda � Dale Hammons, Inver Grove Heights, rnoved to have staff do a study to determine which departure procedure, inciuding the close-in, distant, standard and full thrust, places the maximum noise in the corridor and at the same time minimizes noise outside the corridor. (� Chairman Johnson called for a second to the motion. There was no second. Motioned failed. Mark Salmen, NWA, explained that the standard and full thrust procedures were not used at MSP. Rue Shibata, Inver Grove Heights, emphasized that the corridor should be used for noise abatement purposes to the greatest extent possible. He said MASAC should be recommending that aircraft apply full thrust until they are out of the corridor in order to put the most noise in the corridor. John Foggia, MAC, said the airport had two choices, and it is not the community that recommends to the carriers but the airport, as per the Advisory Circular. The airport specifies one of two possible choices off each end of the runway and the carriers' responsibility is to develop both of those procedures for each aircraft and then apply them as per the airport's recommendation. He said although MASAC could study other possibilities, the airpo�t does not have the ability to recommend any other procedure. He said the point of developing the two departure procedures was to get away from the development of individual procedures at particular airports in the interest of safety. � John Nelson, Bloomington, said staff should respond with a letter to the Inver Grove Heights Noise Commission. He also recommended that future motivns regarding operational issues be directed to the Operations Committes, rather than to the full council. . 12. Adjournment Chairman Johnson adjoumed the meeting at 10:30 p.m. Respectfully Submitted, Melissa M. Scovr�anski, MASAC Secretary �; i � qcccapcfl j0 (NAME OFl COMMIT'� �?; � D�TE 97R- o%l' %� REso�uT�or� of ihe • �-• �y Minn, Ci�erryhomes, Dziedzic, Campbell, Biemat, Rainville, Niland, Scott, Thurber, c ona an c u s a Urging the Metropviitan Airports Commission (M�►C) to analyze the mission, structure, membe.rship, and operation of the Metropolitan Aircraft Sound Abatement Councit to ensure that it is fulfilling its role as a noise abatement organizatio�. Whereas, the Metropolitan Aircraft Sound A6atement Council (MASAC) has been in existence fo� neariy thirty years; and Whereas, in the� eariy years of its existence, the MASAC was successful in promoting several highly effective noise abatement strategies, such as the Preferential Runway System, pitot education programs, voluntary nighttime flight restrictions, etc.; and Whereas, these successes made It�tASAG a model for other noise abatement organizations throughout the country; and . � Whereas, in recent years the MASAG organization has experienced low attendance by the members, relative inactivity and disharmony at its meeiings; and j/Vhereas, the MAC has creat�d severai ad hoc committess, such as the Noise Budget Task Force, the Stage Three Working Committ�e, the Projeci Area Committee for the PART 15d program, the Noise Mitigation Committee, etc., to dea! with individuaf noise problems instead af referring the subject to fV�ASAC; and � Whereas, other organizations have been revitatized by a thorough examination of their mission, organization, staffing i�vel, and operations, either through a Strategic P(anning Process or- some other s�(f-evaluation program; and Whereas, the communities surrounding the Minneapolis-St. Paui lntemational Airport need an effective organization to deal with the persist�nt problem of aircraft noise; m COUNCtI. ME�iBER Oziedzic Ca.r.,;�e/l Biemat Rair,villa Nitand Scacf ' Herrcn Now, Ti�erefore, Be It Resa(ved by The City Council of The Ciiy of Minneapolis: That we urge the Metropolitan AirporEs Commission to thorough(y assess the MASAC and rnade the necessary changes to its role, organization, and operations or rep(ace it with an entity that will attack the aircraft noise problem in a creative, effective manner. 0 ��� ' � RECORD OF COUNCI� VOTE INO! AYE NAY NOT I ApgENT VOTE TQ I VOTE TO GOUNCt� VOTING ` � OVEAq10E{ SUSTAIN MEMBEA � � � Thurher i � ( 6lc0onald � � Mead � ( � Schulstad � � � � Mrnn ( � � � Prasident � � _ � � � Cherryh.omes T�S AYE � . NOT .. . • � : ,: • � VOTE TO. �vOTE� NAY ( VOT.NG��SENT�ERFiIDEI SUSTA(h � Pass�o AUG 2 2 i'�47� � App oR �-�... -��,� AUG 2 8 1997 OATE ' oarE � r ; r`•� ��'• - PAESIDEH70F OUnC:I � YOA AT?EST �C-Y�,�\�Q,Q�,}2_ � ,.a� i;;� ��c„��E�KT' DATE: September 8, 1997 TO: Legislative Task Force FROM: David J. Dombrowski, Deputy Executive Director - Labor and Governmental Affairs (726-8124) SUBJECT: PROPOSED 1998 STATE LEGISLATIVE AGENDA At the July 9 meeting of the Management and Operations Commiitee, Commissioners Dowdle (Chairman), D'Aquila and Kahler were appointed to serve on the l.egislative Task Force to discuss and make recommendations on agenda items to present during the 1998 legislative session. The Task Force will report back to the Management and Operations Committee. . Chairman Rehkamp polled committee members regarding issues they wished to have examined and the following two items were referred to the Legislative Task Force: • The potential of reversing the directive to the Commission by the legislature requiring the sale of lottery tickets at the airport ° The feasibility of creating legislation mandating the provision of fire + service by municipaliiies surrounding the reliever airpo�ts I suggest the Task Force also disc�ss taxation at the reliever airports which is an agenda item carried over from last year. MAC staff and consultants have been meeting with reliever airport tenants on a monthly basis throughout 1997 pertaining to this issue. In previous discussion with Commissioners appointed to the Task Force, it appeared the most convenient-time to convene would be prior to a Commission meeting. Therefore, the meeting has besn scneduled for 12:00 p.m. on September 15. If you have questions on any of the above issues or other agenda items to be discussed, please contact me at your convenience prior to the meeting. Itf-issu.os7 a C ;: � ` , , � . ,,` I . I •. � A biweekly update on litigation, regulations, and technotogical developments Volume 9, Number 15 September 2, 1997 Palm Beach Int'Z COUNTY OFFERS CASH INCENTIVE FOR AIRLINES TO ADD STAGE 3 AIRCRAFT By Charles F. Price — Palm Beach International Airport (PBIA) in Florida is one of the quietest airports in the United States — its fleet mix was 86 percent Stage 3 in January of this year — but with the help of a citizens' advisory committee and a team of consultants, PBIA has decided to do even more. It has streamlined an existing prob am offering cash and other incentives to carriers who increase their proportion of Stage 3 planes, and it has ago essively pushed its re�imen of noise abatement operational procedures. PBIA is operated by Palm Beach County and the new actions were approved on Aug. 19 by the Boazd of County Commissioners as part of the county's commit- ment to being "a good neighbor" to surrounding communities and achieving a 100 percent Stage 3 fleet, Lisa Waters, director of Noise Abatement and Technical - Services in the Palm Beach County Department of Airports, told ANR. ( ) The county commissioners made two policy changes. One revised an existing Environmental Operating (EO) Fee program imposed on catriers as an inducement to increase daytime Stage 3 operations. The otd program provided for an annual refund to carriers of 10 percent of EO fees paid; the new policy makes quarterly (Coniinued'on p. 118) Burbank CITY OF BURBANK ENDS MEDIATION WITH AIRPORT OVER EXPANSION PROJECT Mayor Bob Kramer of Burbank, CA, announced Aug. 29 that the city has pulled out of inediation talks with the Burbank-Glendale-Pasadena Airport Authority, ending the current three-month effort to resolve the dispute over expansion of the airport outside of court. The collapse of the mediation process means that the various lawsuits involving the dispute will move forward in court. "The airport authority wanted the convenience of a new, large, 19-gate terminal. We wanted noise constraints to protect our community," Mayor Kramer said in a press release." The basic compromise we offered was to allow a new terminal to be built with 19 jates with no cap on the growth in the number of commercial flights. In return for 19 gates and no caps, we wanted an enforceable curfew, as well as a`noise budget.' A noise budget, which is in place at many airports across the nation, would prevent Burbank Airport from becoming any noisier than it is today." �: In an effort to break the stalemate over the future of the airport, the Burbank __. � representatives discussed numerous approaches to the structuring of an enforceable curfew and a noise budget, according to the press release. (Continued on p. 120) Copyright m 1997 by AirpoR Noise Report, Ashbum, Va. 22011 In fihis Issue. . a Palm Beach... Counry offers cash and other incen- tives to carriers who increase their proportion of Stage 3 aircraft operations - p. 117 Burbank ... City of Bur-. bank pulls out of inediation talks with airport authority over expansion - p. 117 ... Consultant for airport defends makeup of Part 150 advisory committee - p. 119 Co�nmunity Groups ... A dozen grass-roots environ- mental groups form a new organization called Citizens Aviation Watch - p. 120 Los Angeles Int'Z . . . FAA disavows authority to bar L.A. from requiring ease- ments as condition of receiv- ing soundproofing - p. 118 Technology ... Next generation of aircraft naviga- tion systems will a11ow precise flight paths, reducing cost of airport noise miti�a- tion programs - p. 121 Soundproofing ... Indoor air quality, ventilation seen as emerging issues in sound insulation prograzns - p. 122 Internet ... Airport Website allows public direct access to noise data; simpli- iies data presentation - p. 123 C � 11$ . Airport Noise Report Palm Beach, from p. 117 �aybacks of up to 85 percent of fiscal 1996 EO fees, based on fleet mix. The second change in policy was to set up a public recognition proa am promoting carriers operating the Createst proportion of Stage 3 aircraft and who have implemented the noise abatement operational procedures drawn up by PBIA with the help of its citizens' committee. "We want to reward the operators who've consistently operated Stase 3 here," said Waters. PBIA began imposing noise-based fees in 1986 after completin� its Part 150 Noise Compatibility Program study. The prooram was updated and revised in 1989 and conse- quently got in under the wire of the Airport Noise and Capacity Act of 1990, which virtually closed off local noise restrictions. PBIA is grandfathered under the act and "has been very careful since 1990 to make sure we didn't jeopardize our grandfathering," Waters said. The changes were part of a county plan to meet a goal of IQO percent Stage 3 commercial jet operations at the earliest feasible date. Working with the county on the effort are a community b oup — the Citizens' Committee on Airport Noise — and legal consultants Cuder & Stanfield of Wash- ington, DC; acoustical consultants Harris Miller Miller & Hanson Inc. of Burlington, MA; and aviation consultant Simat Helliesen & Eichner, Inc., of Cambridge, MA. In an executive summary of a report submitted to the ( ;oard of Commissioners last July, the committee and �- consultants found that "although the airport has not yet achieved 100 percent phaseout of Stage 2 commercial jet operations, further prob ess toward imQrovement of the noise environment will require a more comprehensive and sophisticated approach to noise abatement which considers not only the fleet mix but also the operational characteristics of the aircraft which use PBIA." Accordingly, the Board of Commissioners at its Aus. 19 meeting enacted a quarterly refund of 1996 EO fees, based on fleet mix as follows: If a carrier operates 79 percent or fewer Stage 3 planes there is no refund; if 80 to 89 percent, a�0 percent payback is due; if 90 to 95 percent, a 75 �� percent refund is paid; and if 95 to 100 percent, the carrier gets back 85 percent of its EO fees. No refund applies if Sta�e 3 operations as a percentage of a carrier's total drops below the (eve( met in the immediate prior quarter, or if its percentage of Sta�e 2 night operations is o eater than in the previous quarter. Fees are calculated on a base of $20 with multipliers reflecting the time of operation, the type of operation, and the stage ciassification of the aircraft. Last Gains Will Be Difficult Progress toward meeting the 100 percenr Stage 3 goal has }en good. According to material provided to ANR by ``-.__:✓aters, PBIA has decreased use of Stage 2 planes from about 29 percent in 1993 to approximately 12 percent today But, said the citizens' group and consultants in their report, "the last incremental gains in phaseout of Stage 2 jet operations will be particulariy difficult," although the pace of che phaseout "is likely to quicken as the federally mandated phaseout date of 2000 approaches. In addition when the airport achieves 100 percent Stage 3... operations, the noise abatement benefits will cease to improve unless the County adopts measures designed to focus not only on the next few years but also on the post-2000 environment." The report recommended a proaram "which integrates a continuation and enhancement of the ago essive" Stage 2 phaseout with "operational changes which have the potential for improvin� the noise environment beyond ... 2000." Through the revised EO fee payback system, the airport will focus on carriers not yet at a 100 percent Stage 3 level and hopefully improve compliance while rewarding carriers who have shown "consistent improvement." What the report calls the public recognition effort bolsters the refund incentive. A system of awards and other types of recogni- tion is being planned "to positively recognize carriers whose Stage 3 fleet is exemplary." PBIA will also "work with carriers to implement agb essive noise abatement departure profiles to improve noise performance by Stage 3 jet aircraft within the limitations imposed by FAA guidelines and safety concerns." Finally, PBIA will "continue to urge the FAA Air Tr�c Conuol Tower to assist actively in advisina pilots that PBIA is a noise sensitive airport and to direct aircraft to use takeoff and landing flight tracks that will minimize noise.� Los Angeles Int't FAA DISAVOWS AUTHORITY TO BAR L.A. EASEMENTS By Charles F. Price — After a delay of neazly two months, a rea onal official of the Federal Aviation Administration has answered appeals by the mayor of El Segundo, CA, for the city to receive Passenger Facility Chazge (PFC) revenue to support its residential sound insularion program without having to meet a condition imposed by the Los Angeles Department of Airports (DOA) that noise easements be granted in exchange. The letter disavowed any FAA authority to restrict an airport sponsor who wants to obtain such easements, . although it ac4cnowledDed that FAA does encourage operators to secure them. "In this specific case for the LAX Noise Mitigation Program, the FAA action will consist of its determination of PFC application completeness, and either approval or disapproval of each of its elements," wrote Herman $iiss, manager of the Airports Division at FAA's Western Pacific Region in Los Angeles. The decision of whether to require noise easements rests with the City of Los Angeles, with input from the local jurisdictions affected," he said. El Segundo Mayor Sandra Jacobs had asked that FAA Airport Noise Report Septiember 2, 1997 119 condition its approval in a way that would restrict DOA from requiring the easements in return for noise insulation funds. Durin� the intervai between the :nayor's request and Bliss's answer, a member of Con�ress from California has afso urged Bliss to respond to El Segundo's request. Rep. Jane Harman (D-CA) wrote B(iss on Aug. 13, almost a month after the June 19 Jacobs' letter. Saying she was "very aware of the city's deep concern that PFCs be used for sound insulation purposes," Rep. Harman noted that Mayor Jacobs had not at that time "received a response from you in rejard to [the] inquiry" and asked to receive a copy of the response when it was forthcoming. In responding to EI Segundo, Jacobs' siaffer Harvey Holden told ANR that Bliss neglected to send a copy of his letter to Rep. Harman as requested. Mayor Jacobs did not have an immediate official reaction to the Bliss communica- tion, but uno�cially Holden termed it "unacceptable." A statement from the mayor is due by Sept. 4. At issue in the dispute is a requirement by DOA which mandates that oiving of easements in return for PFC funds for sound insulation (9 ANR 85). The mayor argued in her initial letter to Bliss that "it is doubtful that Congress would want the residentiai sound insulation pr bQrams of small communities like El Segundo to wither because airport proprietors elected to treat PFC funds as their private accounts." Mayor 7acobs addressed a second letter to Bliss on Aug. 7. "Re�etfully," she wrote, "I have not received a response from you. I am sure you aze working hard on this complex issue, and in the interest of supporting the FAA's policy of increasing community edification and involvement I herewith offer any assistance you think I might provide to help you respond." Jacobs offered to "gladly participate" in any meeting called for the purpose of establishing PFC proo am guidelines. Jacobs wants the DOA applicadon for LAX conditioned so that each community impacted by LAX noise and curcently sponsoring a Part 150 Noise Compatibiliry Program will have the chance to use the funds without being subjected to "restrictive requiremenu."0 Burbank CONSULTANT DEFENDS �'IAKEUP OF COMMITTEE By Charles F. Price — Consultants for the Burbank- Glendale-Pasadena Airport have answered charges by an Encino, CA, anti-noise activist that citizens and local elected o�ciais from noise-affected communities are underrepresented on the airport's Part 150 Study Advisory Committee (SAC). In essence, the response by Coffman Associates of Kansas City and Phoenix, was that the consultation process meets the requirements of the federal Part 150 Noise Mitigation Program and that some of the areas claimin� to be affected by noise from Burbank airport were in fact being subjected to noise from nearby Van Nuys Airport. Gerald A. Silver, president of Homeowners of Encino, wrote to SAC Coordinator Sidney Allen Aua. 4 arguing that the committee as constituted did not include representatives of communities most directly impacted by airport operations and that the Burbank SAC was "unbalanced" and "weighted heavily in favor of the aviation industry" (9, ANR, 113). Coffman Associate Mark R. Johnson replied to Silver by letter on Aug. 19. Coffman is managing the Part 150 study for the airport. Johnson wrote that the process used in Burbank has been employed successfully in nearly 50 other Part 150 studies around the country and that Coffman's "local consultation and coordination" techniques. "comply with the requirements." He conceded the process�differs from that used in the original Part 150 study some years ago and added that nei[her Coffman Associates nor the airport are bound to repeat the previous process. By implication Silver had drawn an invidious comparison between the Coffman approach and that used in the previous study. Johnson wrote that in addition to the SAC there is another. public forum "targeted to all local residents," "rather informal," and "structured to give people a chance to talk with us about their concerns." These public meetings will be held periodically throughout the term of the study. SAC members and airport officials will attend the gatherings, he said. With regazd to SAC membership, Johnson conceded that no local elected o�cials serve — professional staff people aze being used "to ensure that the viewpoints of local government are advocated" — and although elected officials do ultimately set policy, "it is not necessary that they serve on a study �oup." The SAC, said Johnson, consists of 10 government representatives (seven local, one from the State of Califor- nia, two from the Federal Aviation Administration, four from national aviation oraanizations), seven from regular users of the airport, six from local business interests, and 10 local citizens. "We considered your point regarding a need for represen- tation from other areas [than those now represented] further away from the airport" and decided to add two, for the communities of Valley ViIlage and Studio City, Johnson said. "While we recognize that some citizens from areas even further away are concerned about aircraft noise, we want to keep the focus on the close-in neighborhoods with the most significant problems associated directly with Burbank Airport. Encino and Santa Monica Mountains neighborhoods — communities Silver had said should be inciuded —"are much cioser to Van Nuys Airport [two miles away}, Thus, we will not be inviting residents from Encino, the Santa Monica Mountains, or Sherman Oaks" to serve on the SAC, Johnson wrote. Johnson also said Sliver himself couid not be accepted as a committee member representing the North Hollywood Residents Association — a SAC member recently selected — Airport Noise Report 120 Airport Noise Report despite a letter from that group nominatin� him. This was because Silver does not live in North Hollywood, Johnson - -:�:plained.� Community Groups GRASS-ROOTS GROUPS FORM `CITIZENS AVIATION WATCH' By Charles F. Price — A oroup of a dozen grass-roots environmental activists have a�reed to form a national or�anization called Citizens Aviation Watch (CA1� which, accordin� to a news release from the D oup, will implement an action plan "aimed at protecting people from aviation industry abuses." Accordins to its statement, the new advocacy body will protect the public "from adverse environmental impacts that aviation and airport activities have on public health, air/ water/ground/noise pollution, and property issues affecting everyone on our planet." First on CAW's list of priorities is passage of the Quiet Communities Act of 1997 (HR 536 and S 951), which would reauthorize funding for the Environmental Protection Agency's O�ce of Noise Abatement and Control. The legislation, CAW said in its release, "takes the responsibility of monitoring the heaIth effects of noise pollution out of the hands of the agency that promotes the air transport industry, the Federal Aviation Administration, and puts it into the � '�nds of the agency ... that is responsible for protecting the ` -rublic's health and the environment." EPA's Office of Noise Abatement and Control was de- funded early in the Reagan Administration and is now defunct although technically its function remains. In a conversation with �ANR, CAW spokesman Jack Saporito of the Chicago area, said a number of CAW members will be presenting the issue to their communities in an effort to orchestrate pressure on conb essional representatives to co- sponsor the Quiet Communities Act. Saporito issued the CAW release. It said the "guiding principle" of the b oup was to advocate for a"sustainable, equitable, and accountable aviation industry." CAW will link together "hundreds of other organizations and million of citizens world-wide," said che statement, "to educate and lobby others about the consequences of airport expansion" to their health, environment, property, and quality of life. The core group of CAW activists include Saporito, Debi DesMarais of Seattle, Val Cole of Los An�eles, Dick Saunders of Minneapolis/St. Paul, Jane Schneider of Columbus, Arlene Bronzaft of New York, Dr. Frans Verha�en of New York, Ellen TraeQer of Newark, Norman Lederman of Northern Virginia, Stephen F. Debreceny of Baltimore, Dr. Kenneth Hayes of San Jose; Don Mac �lashan of Washington, DC, and Mickey Feitus of At- �� 1ta.� Burbank, from p. II7 "Unfortunately, the airport authority rejected all of Burbank's curfew and noise budget proposals," Kramer said. "Instead, the airport proposed essentially the same curfew provisions as are in effect today, provisions which are frequently violated and have proven to be totally unenforceable. Instead of a noise bud�et, the airport authority proposed limitino the amount of residential land in Burbank severely impacted by airport noise (in excess of 70 CNEL) to 125 acres. Since this severely impacted area currently is 21 acres, the airport's proposal could result in an increase of more than 500 percent in the areas of Burbank strongly affected by airport noise. Consequently, the airport authority's proposal was meaninaless and offers absolutely no protection to Burbank residents from excessive airport noise." The airport authoirty "claims that the airport is quieter today than it has been in the past and that their goal is to make it even quieter in the future," Burbank Vice Mayor Dave Golonski said. "However, when it came to quantifying that objective in writing and doing so in a manner that people could understand and is legally enforceable, the airport representatives were not willing to do so." "If agreement couid have been reached on gates, caps, curfews, and noise, all of the other points could have been eventually ironed out," Mayor Kramer said. "With all the movement coming from Burbank and no movement being shown by the Airport Authority representatives," Kramer said he felt he had no choice but to abandon the mediation effort. The airport authority's unwillingness, "as a policy matter," to support any noise resirictions without endorse- ment by the airlines makes it unlikely that our talks could have produced an a�,reement on basic principles," Mayor Kramer told Joyce Streator, president of the airport authority in an Aug. 291etter. "The airlines apparently are not going to accept any constraints on their business opportunities or establish any precedents which might influence other airports. However, since the Airport Authority is a public agency which has the added responsibility of balancing corporate needs against the community's quality of life concerns, we had hoped that you would have taken a�eater interest in promoting a compromise, rather than simply yielding to the wishes of the airlines." Airport Offered ta Do Studies Followin� Burbank's announcement that it had with- drawal from the mediation talks, the airport authority issued its own press release in which Airport Authority President Streator expressed her regret that the city has ended the mediation process. While commending Burbank Mayor Kramer for his efforts to resolve the dispute over aircraft noise and the airport's replacement terminal project, Streator said local politics in Burbank made it "virtually impossible" for the city and the Aicport Noise Report C September 2, 1997 airport to succeed at finding a middle ground in their ne�otiations. "Mayor Kramer truly did work hard to reach an agree- ment, but the political reality of Burbank at this time compelled the city to ask for things the airport authority is powerless to give, and we couldn't get past that," Sttreator said. The airport authority said it had offered to do "the legally required studies" [under FAA Part 161 regulations on Notice and Approval of Airport Noise and Access Restric- tions] to attempt to achieve noise restrictions advocated by Burbank, but stood firm that it could not guarantee in advance Federal Aviation Administration approval. The airport authority said that it was prepared to press on in the mediation talks, but the city chose not to do so. . Streator said she and other airport mediation team members were surprised by Burbank's announcement thai it was withdrawina from the talks. Dana Peterson, the outside mediator employed by the parties, also expressed "a ave disappointment" at Burbank's withdrawal. In a Sept. 2 letter to all the parties involved in the mediation, she cited two main reasons for the cotlapse of the mediation effort. First, she said, the Burbank representa- tives imposed a Sept. 1 deadline for development of a proposal, "although they knew key individuals were not available, even by telephone, until Sept. 5: ' She said a proposal she advanced last week was only preliminary and did not represent the only solution to the matter. The second reason mediation failed is that the city withdrew "before they could discover the solutions that are available," she said. "As I see it, negotiating a resoIution to this lonb standing and complex dispute will require a b eat deal of give and take by committed representatives who treat one anot'her with respect and refuse to give up without knowing what is possible."� Technology GPS TECHNOLOGY WII�L CUT COST OF NOISE MITIGATION The next generation of aircraft navigation systems will enable pilots to fly much more tightly defined flight paths, thus reducing the cost of noise mitigation proa ams by eliminating the need to "broad brush" them, accordina to John Fogaia, formerly of the noise office at the Minneapo- lis/St. Paul Metropolitan Airports Commission. Fog�ia, who is in the process of launching his own consulting firm, discussed how the Global Positionin� System (GPS) and flight management systems will benefit airport noise mitigation proa ams at an Au?. 28 session of the A.ircraft Noise and Land Use Planning Workshop, sponsored by the American Association of Airport Execu- tives and held in Williamsburg, VA. Foggia said the transition to GPS provides an unprece- dented opportunity for airports and communities to have a 121 voice in the large scale redesign of air space. This has never happened before, he noted. He urged airport operators and communities to "get to the table" when decisions are being made about where GPS "path points" will be placed. Noise mitigation should be one of the criteria used to define such points, he said. Radar is the basis of the current air traffic management system, but the accuracy of the system only allows flight paths to be defined to a width of 100 meters at a point 10 miles from the airport, Foggia said. The GPS system, however, has much D eater accuracy and flight paths can be defined down to a distance of one meter 10 miles from an airport. This greater accuracy will allow for "surgical chan�es" to noise abatement flight paths, tailoring them to fit land use constraints around an aitpon, he said. Noise mitigation programs must cover broader areas today, he said, liecause radar flight headings can only be given in 5 degree incre- ments. With GPS, very discreet fight paths can be used and noise miti?ation can be confined to the land under them, he explained. The Federal Aviation Administration wants airports to transition to the GPS system as soon as possible, Foggia said. He noted that William Albee of the FAA's Office of Environment and Energy is in the process of developing a policy statement on how to include input from airports and communities in the redesign of air space that will be required to transition to GPS. The cost of the transition to G�S is not �eat, he said. To cover one end of runway with an Instrument Landing System costs about $1 million, he said, but noted that it would cost half that to cover all runway ends at an airport with a GPS system. However, Foggia said, the FAA has no means of funding locai area augmentation systems needed to make GPS work. He said some large airports aze considering funding their own systems. Such action would give them a much stronger voice in deciding where to place flight paths, he said. NASA Noise Reduction Program The Nationat Aeronautics and Space Administration is makin� �ood prob ess in iu program to develop new technology by the year 2000 capable of being used in future aircraft designs to reduce aircraft noise impact on the community by 7-10 dB, according to William L.. Willshire, Jr., of NASA's Advanced Subsonic Technology Noise Reduction Program. The 10 year, $204 million program, began in 1990 and is a joint effort between NASA and the FAA. NASA will fund $195.5 million of the total program costs, while FAA wi11 fund $8.6 million. Willshire reported that [he interim milestones of the program have been met and that a program steering commit- tee revalidated the program last March. The interim milestones were a 3 dB reduction in fan noise, a 3 dB reduction in jet noise, and a 25 percent improvement Airport Noise Report C 122 Airport Noise Report in the acoustical engine liner. Such noise reductions would result in a 32 percent decrease in the size of the 80 EPNdB takeoff noise contou� for a small twin-engine jet, according ' o a handout provided by NASA. The final goals of the program are to reduce engine noise by 6 dB (4 dB would be considered minirnum success), to improve the efficiency of the acoustical engine liner by 50 percent (35 percent minimum), to reduce airframe noise by 4 dB (2 dB minimum), to reduce interior noise by 6 dB (4 dB minimurr�), and to find ways to operate aircraft so that their impact on the community is lessened. The Airport Community Noise Impact Model (ACNIM) being developed by NASA will be a tool that can be used by airlines, airport operators, federal agencies, and noise consultants to assess noise impact (annoyance, sleep disturbance, communication interference) of source and operations noise reduction measures. ACIVIM combines operations, noise exposure, and population databases in one computer model. The satellite imajery in the Geographic Information System (GIS) provides improved population exposure and land use estimates.� Soundproofing VENTILATION, AIR QUALITY SEEN AS EMERGING ISSUES ;'"' An emerging issue in resid�ntial sound insulation pro- '., ��ams that recently had to be addressed at the Minneapolis- St. Paul Internationai Airport and wili be faced by other airports in the future is home ventilation and indoor air quality, according to Steve Vecchi of the Minneapolis-St. Paul Metropolitan Airports Commission (MAC). Home ventiladon is a big issue tha[ is not addressed su�ciently in the Federal Aviation Administration's manual on its Part 150 Airport Noise Compatibility Proo am, Vecchi told airport officials attending an Aug. 28 session of the Aircraft Noise and Land Use Planning Workshop, sponsored. by the American Association of Airport Execu- tives. Airports need to look at indoor air quality issues from a liability standpoint, he said. The MAC recently convened a committee of experts on indoor air quality to develop home ventilation standards to be used in conjunction with the extensive residential sound insulation program in prob ess around Minneapolis-St. Paul International Airport. These standards will be a"bench- mark" for other airports, Vecchi told the conference. MSP airport o�cials were forced to act after the Minnea- polis-St. Paui Star Tribune newspaper ran a story last October claiming that five homes soundproofed under the airport's Part 150 program were unsafe because they had hi�h indoor carbon monoxide levels. i j Vecchi said that all five of the hornes referced to in the newspaper article were owned by anti-noise activists who favor moving,the airport to a new site. But, the airport was forced to respond once the story ran in the paper, he said. The airports commission assembled a ventilation standards committee which researched indoor air quality issues and set standards for five areas: carbon monoxide, gas appliance venting, home tightness, moisture, and contamination (molds and mildew). These are things [hat will all get worse if a house is tightened, he said. These standazds are now applied to al1 homes seeking to be included in the airport's residential sound insulation program and no home is allowed in the program that does not meet the standards. Some 80 percent of homes seeking entry into the sound insulation proa am fail to meet these new standards, Vecchi said. The reality is that these houses were unsafe before they were soundproofed, he said. But the only way to know that for certain is to conduct pre-testing. "Now we know exactly what we are doing to a house" in terms of air quality, Vecchi said. Because FAA funds do not cover pre-existing problems, many homeowners must now pay to have their gas appliances cleaned or replaced and their air ducts and mechanical ventilation systems put in working order before they qualify for sound insulation. The airport retests each home after it has been sound- proofed and, if the home fails any of the five indoor air quality standazds, the airport will pay to bring the home into compliance. The residential sound insulation program at MSP has been very successful, Vecchi said. A survey includina half of the homeowners that have received sound insulation showed that 95 percent of them were very pleased with the results of the program, he said. There aze about 9,000 homes in the 65 dB DNL noise contour around MSP Internationat Airport, he said. And, unlike many airports, the high noise contour at MSP includes the hearts of several small cities and many of the nicest properties in these cities. The airport's residential sound insulation proa am began in 1992 and 3,150 homes have been done at a cost of $62.1 million, most of which comes from Passenger Facility Charge revenue. Toledo Express Faced with increased noise impact in 1991 when Burlin� ton Air Express built a cargo hub at Toledo Express Airport and be�an night fliChts, the Toledo-Lucas Counry Airport Authoirty conducted a Part I50 which recommended that 250 homes near the airport be acquired. The airport wanted to be as creative as possible in findin� ways to move or get rid of these homes and to turn a y potential public relations problem into a public rela[ions success, Paul Toth, head of property mana�ement for the airport authority, told the conference. The airport has sold 125 of the homes to people who wanted to move them to other locations. A whole new subdivision has been built from homes moved from the area Airport Noise Report September 2, 1997 123 near the airport, Toth said. He noted that the Toledo area is very roral and there is much vacant land on which to move homes. Habitat for Humanity has moved sevecal homes using contractors who have worked free'of charge. This has resuIted in very positive PR for the airport, tie said. Many of the homes that cannot be moved are bein� demolished, but the airport has found interesting ways to get rid of them. Homes have been demolished in training exercises for firefighters, SWAT teams, Drug Enforcement Administration agents, and bomb squads. Burnina down a houses for fire fightinD training saves the airport $5,000 in demolition costs per house, Toth said. The airport placed ads in local papers announcing that homes near the airport could be bought and relocated. This_ resulted in a"tremendous" response, Toth said. He noted that the airport has developed a list of contractors who can move homes to new areas. The airport requires those bidding on the homes to deposit a$1,000 certified check and to have a contract with a moving contractor at the time of bid so that they understand the moving costs. Those purchasing the homes are given 90 days to remove them during warm months and 120 days in the winter. There are also requirements for cleaning up the site. Before the house is removed, septic tanks and utilities must be marked and disconnected. The home relocation and demolition program is very rime consuming, Toth said, and the airport must be very commit- ted to it. He said airports should make sure they are indem- nified in the removal process and help potential home buyers understand the bidding process.0 Technolbgy INTEF;NET IS NEW TOOL TO PRESENT NOISE DATA The City of Chicago is turning to the Internet to make noise data on operations at O'Hare International Airport and Midway Airport directly available to the public, Paul Dunholter of BCS International, told participants at the American Association of Airport Executives' Aircraft Noise and Land Use Planning Workshop Aug. 28. Airports currently use newsletters, hotlines, public meetings, tours, and repores to present noise data to the public. $ut the problem with noise data, said Dunholter, is there is so much of it. The Internet can be used to manage the data and present it in a simplified fashion. Airport noise data tells a story, he said, and the Internet can be an effec- tive tool for ?etting that story out to the public. It also allows the public to access the data that interest them, he said. On the Internet, a person can find on their own information they seek, such as daily noise levei fluctuations, the loudest aircraft noise events, the number of Stage 2 versus Stage 3 aircraft, the average noise level of each airline flight, which runways are being used, flight track information, weather information, noise monitoring tocations and readings, daily DNL events, where hotline calls are located, and other information. The keys ro success in using the Internet to present noise data are to be informative and educational, entertaining and interesting, and reliable and current, Dunholter said. In setting up a Website, airports must define the purpose of the site, define their audience, decide what types of information wiil be put on the site, and design how the data will be presented, he said. Types of information that can be put on the Website include noise o�ce policies and programs, the status of sound insulation programs, noise monitoring system information and data, airport noise studies, and links to other sources of information. Airports can show that public that most of the loudest noise events are from Stase 2 aircraft that will be phased out of operation soon, he said. They will be able to see in graphic form that the airlines fleet is getting quieter. The airport can also prepare a"report card" for each airline, showing the average noise level of its flights, its fleet mix, and other information, he said. Environmental Justice In October, the Federal Aviation Administration is ezpected to issue guidance on compliance with Execudve Order 12989 on Environmental Justice, Ralph Thompson, and environmental specialist in programming and planning in Ft1A's Airports Office, told the session. Through the execudve order, consideration of social innpacts to low income and minority populations has been added to the NEPA (National Environmental Policy Act) process, he explained. ' The executive order requires each federal agency to include environmental justice in its mission, prob ams, policies, and activities. The language in the order says that low income and minority populations cannot be subject to disproportionately high health and adverse effects. The Department of Transportation issued its guidance on the order in April and FAA has six months to issue a report to DOT on how it will comply with [he order, Thompson said. DOT established procedures to ensure that low income and minority populations will be considered in making transportation decisions. DOT's emphasis is to incorporate such consideration early in the planning process, he said. DOT wants procedures put in place that will provide meaningful public involvement by low income and minority populations. Part 150 Airport Noise Compatibility Proo ams already include procedures for public involvement, he said, but the DOT order says there must be an effort to "reach out" to low income and minority populations to inform them of the impact of transportation projects. It may be necessary for airports to develop outreach program to get information to these populations, he said. Aicport Noise Report C r� � 124 ' ' Airport Noise Report • ' �1 �' . s / •: :�s :1 �vlark Atwood, Esq. Galland. Kharasch, Morse & GarFinkle Washington, D.C. Lee L. Blackman, Esq. McDermott, Will & Emery Los Angeies. Calif. Dr. Cliffora R. Bragdon, AICP Dean, School of Aviarion & Transportaaon Dowling College Eliot Cutler, Esq. Cuder & StanFeld Washington, D.C. J. Spencer Dickerson Senior Vice President American Association of Aitport Execudves Edward J. DiPolvere Administrator, Nationa! Associario� of Noise Control Officials Richard G. "Dick" Dyer Airport Envimnmental Specialist, Division of Aero�autics, Calif. Dept. of Transportation E. Tazeweii Ellett, Esq. Hogan & Hartson `Washington. D.C. i � 7ulie H. Ellis, Esq. Managing Director Federal Express Corporation Angel M. Garcia 1 Co-Chairman Citizens Against Newark Noise E.H. "Mce" Iiaupt Manager, Airport and Environmental Services. National Business Aircraft Association Robert P. Silverberg, Esq. Bagileo, Silverberg & Goldman Washington, D.C. Joanne W. Young, Esq. Baker & Hosteder LLP Washington. D.C. It is pretty routine to provide results of studies to the public, but it may be necessary to go further to make sure the resulu are reaching low income and minority populations, Thompson said. Airport may have to think a second time about where to reroute some ttaffic at an airport, he said. Some corridors that seem like a natural choice wiil have to be looked at more cazefully. It may not be as easy to reroute aircraft over low income and minority populations as it has in the past. A member of the audience said that when he learned of the new Executive Order it "scared" him because he knows that some bureaucrats have a tendency to "go wild" in interpreting such orders. "Things like noise abatement aze blind," he said. "You go by the numbers" of people impacted. He said he feared that low income and minority populations "will become untouchable" as a result of the order. Thomspon, however, did not share this fear. He confided that his initial reaction. But, he said, the DOT order "represents a reasonable approach." It does not make rerouting over minority and low income populations "insurmountable."� ON TI� AGENDA... Sept 22-24 Training Course on Version 5.1 of the Integrated Noise Model, Burlington, MA; sponsored by Harris Miller Miller & Hanson Inc. (Contact Kate Larson; tel: (617) 229-0707); Fax: (617) 229-7939; E-Mail: Klarson@hmmh.c4m; Web site: www.hmmh.com). � Sept 28-Oct 1 6th ACI-NA Regional Conference & Exhibition, `�_ Detroit, MI (contact ACI-NA; 1775 K St., NW, Suite 500, Washington, DC 20006; tel: (202) 293-8500; fax (202) 331-1362). Oct. 2-3 Airport Noise Agatement & Community Affairs Seminaz, Radisson Hotel Orlando Resort; seminar sponsored by the Florida Airpon Mangers Association (contaci Clara Bennett, Ft. Lauderdale Executive Airport; tei: (954) 938-49�4). Dec. 1-� Semi-annual meeting of the Acoustical Society of America, San Diego (contact ASA at tel: (212) 248- '0373). AZRPORT NOISE REPORT Anne H. Kohut, Publisher Mar�erite Lambert, Production Coordinator Charles F. Price, Contributin� Editor; Anne Jacobs, Circulation Editor; Maria T. Norton, Production Editor Pubfished 25 times a year at 43978 Urbancrest Ct., Ashburn, Va. 22011; Phone: (703) 729-4867; FAX: (703) 729-4528. Price �495. ' Authorization to photocopy items for internal or personal use, or the internal or personal use of specific clients, ` is eranted by Airport Noise Report, provided'that the base fee of US$1.03 per page per copy Iis paid directly to Copyright Clearance Center, 27 Congress Street, Salem, MA 01970. USA. Airport Noise Report C�-� .a;,,. • , � ;� - =,,.h,;,,' _. :.,;.., . y� "^�s�,��.��;�; {`I;,;%�.. f ��� � „ `��;! /' +. �: '/ �:. .� ��� � �:,�� ..�` i� � + . y `1 ` ���'� Metropolitan Aircraft Sound Abatement Council (MASAC�` �.,�� 6040 28th Avenue South • Minneapolis, Minnesota 55450 •(612j 726-9411 \ Chairman: Robert P. Johnson Past Chairs: Scott Bunin, 1990-1995 Walter Rockenstein, II, 1982-1990 Jan Del Caizo, 1979-1982 Stanley W. Olson, 1969-1979 Technicai Advisor: John Foggia �Ii�E � i�+iG �i�iiC� MASAC EXECUTIVE C011771MITTEE A meeting of the MASAC EXECUTIVE COMMITTEE will be held Thursday, October 9, 1997, 9:30 a.m. in Conference Room W201 at the West Terminal of the Metropolitan Airports Commission, 6301 34th Avenue South, Minneapolis AGENDA MASAC Membership IF YOU ARE UNABLE TO ATTEND, PLEASE CALL MELISSA SCOVRONSKI (726-8141) WITH THE NAME.OF YOUR DESIGNATED ALTERNATE. Members: Advisorv: Bob Johnson Chad Lsqve Tom Hueg Jennifer Sayre John Richter Mayor Mertensotto (cc: Kevin Batchelder) Dick Keinz Distribution: Joe Lee John Nelson FiECYCLED PAPEF C-�-) Metropolitan Aircraft Sound Abatement Council (MASAC� 6040 28th Avenue Soufih • Minneapolis, Minnesota 55450 •(6•12� 726-9411 Chairman: Robert P. Johnson Past Chairs: Scott Bunin, 1990-1995 Walter Rockenstein, ii, 1982-1990 Jan Dei Caizo, 1979-1982 Stanley W. Oison, 1969-1979 Technical Advisor: John Foggia fI.•�j;;3 ,,:, _: ; � � �"� � a ��� .i i _. , —�a _�y�� ..._„ �. � MEETING NOTICE MASAC EXECUTIVE CfJN1MITTEE A meeting of the MASAC EXECUTiVE COMMITTEE wiil be held Thursday, September 18, 1997, 9:30 a.m. in Conference Room W201 at the West Terminai of the Metropolitan Airports Commission, 6301 34`h Avenue South, Minneapolis . � , MASAC Membership � IF YOU ARE UNABLE TO ATi'END, P�EASE CALL MEUSSA SCOVRONSKi (726-8141) WITH THE NAME OF YOUA DESIGNATED A�TERNATE. Members: Advisorv: Bob Johnson Traci Erickson Tom Hueg Jennifer Sayre John Richter Mayor Mertensotto (cc: Kevin Batchelder) Dick Keinz Distribution: Joe Lee ��� - . -�- - r=UG-�b-199 � �� � Lb I'1HC Gi._ �_., �..:�i.iC '- Ja• _�:. ����� ' �� � �1�1 � �egal Department TO: Melissa Scovronsk�, E:v.;;�nm�r� Depar�m�nt Secretary FROM: Thomas W. Andersor_, G�:,�r�1 Counse? (726-8178} SUgJECT; MASAC Membership DATE: Augus� 25, 1997 � � The MR5AC operations com�-��t��e h�� ci:ected 5taf:: to per=orm an analysis ef runway usage and ir:cc����cwa':e "parcel co�:nts" into t��e analysis in order to d�r�rmine how nP.�-�nership representa�ion in MASAC may be changed to re�lect t: e c'r.a�.ge ir_ aircratt nois� impact . A member of MASAC has �,ue� �:i onec the val� dity oL' �.his approach to deLermining membersh;p. Public 'te�resentation in Nt�S: C�= .staa? ished in the �!�SAC bylaws. Curr�ntly 17 bub�ic memb�z•s :ire aleCted by 10 seA�r�t� communities near the air�ort . Thr �_::�GIS �rovide : "Changes in the compos_t�er. cf �::e Cauncil or in tre us�r ( and/or public representacicn �.�Yeo�., �h_ough amer.dm�nt o� the Articles oL :nca�ora�ic�:: xnc/o�- tre By-I.aws, shai? be entertained to permit �ctiv= nz:::�c�pa�ion o� a�d��ior_al members in �he`USER or PU�L?C ca�egcries o, as may be reauir�d �o re�lect material c�::�.:��es in tre population o� directly [al�£ected gove�r.me��.=_ un�ts or cha��e in thz impact on governmental un_�s :�1% r�asor o� cra:-!gGci flig: t patterns." As stated in th� s provisior., a c^��:� �� n public represent��,icn ca.n on?y be made through ar. amerr.'m�^t co �he Bylaws a: d chang�s I��1 '�@ "er.ter�air_ed° l��i i�!=�.��.0 �tt'_^_�� t0 �J@�itllt ���C�`,1V-'�v , particinacio� oi addi�iozal me:nbzr�:" �r "as mp, j be r�quz,-�d to reilect materia? ch«nges ir. �he po�ula�ior_ ��r directly [a] frected governm�n�al ur_i�s...." . Uncier this provision Mt?S�C has 'c-r�a;; �._scr�tion to es�ab � ish i`- �s °pub? ic reoresentatior." �o r��=��- .:.� b«lance o= m�it1}J2Y5�"iin wh.:ch the �nembers o� i�I�S�C �:�:r�=�.. f�. �=e� a�pro�riat� . T'�e 1��OL@C�? OTl t0 existl.ng M=$.��.0 „�.T'; �� __ �c -h�t SUC�'1 CY:d??C,�ES C:_,. or.ly be made througn a �orma' �:��ar �-_ _;_ �_c the �vZaws ial? cu��.�g tre pYocedurzs set =o�tL in _=- .-.� :�. : =���coYdi�gly, �� ia m�r Or,,."��:?10:? t�l.�,� tPc� IT'i�.^-eri�'iC-:�5 OL ln�„�•'tL -' --�� �Q US2 ���7cz.Z"C�? CCLl`?t, �t i f' 1P_ �'C?E.'ir judg�i�c11� 5'.iC!2 C�t.:: ''a _'c US2LL1 i n Ct�`.r?'"til? P_=PG w�'1@`�"?2Y' iTlc�.�`.41'idl Cti?dl?g'�5 '.n �!?� �.^.:0.�...,. �l lii O� C1.1r�Ci !:I r��i�C�?u. g'OV�?^I1rt1�:7i.d� L1ri1tS T�varrar.� d C•^_.�::•�� �:r �L'.�.r'.� 1C 2'21�Y'.�SvritaLlOP_. maaac.m�� TOTAL P.�d2 Egecutive Meeting M�ki.ng MASAC 1V1ore Representative I am attachin.g the letter I wrote using the sugaestions coming from the IYlinueapolis Plaunin� Commission along with a copy of the "Runway Use Percentage" showing how it has so drastically changed. In addition it had to be noted that in the past 10 years the additional noise over Minneapolis is equivalent to all the flights of Kan.sas City InternationaL There is however a big difference. Kansas City is on some 10,000 acres and there are very few single family homes near that facility. � ``, We feel that both Eagan and Mendota Heights should be gettinj more representation than such communities as St. Louis Park, Sunfish Lake and Bwrnsville. I am attaching the analysis from MAC and making chan;es to reflect this. Since Richfield shows 2 members we should increase the membership by one and �vin� an additional membership to North.west. � _ I have felt we should just stick to the subject of proper representation, however, the representatives from the city ofBloomin�on wanted to bring up other subjects I believe it is only lo�cal to then look at some of the other facts. The chai,-r�►a„ could only be a resident m a]ugb impact area near Minneapolis, Mendota Heights or Eagan. One of the vice chairman should be a representative of an operatin� airline and the other vice chairman should be from an �mpacted area but not from the same com�r,,,nity as the chairman. If in fact we want to show MAC that MA.SAC is representative of the airline and the citizens, the cha;rman should s3iare the seat at MAC with an airiine official but we must be sure tllat-a citizen representative be at every MAC meeting not an employee of some city. 08/21/9'7 1 � ,�� � y.,. i�,rr -. ,.. .�;, _ -:,�ti:. '•,s: - r' I�`�S[A�.�A1.0 lE���cuti�r�e C�mmit�te�e �(urlyr 1i, x��7' When MASAC wa� started in iq6g the idea was co have ec�ual cepre9entation beCween airline9 and comnnunitie� Chac were affecCed by aircrafc noise. At that cime, MinneaPoli.s and SC. ��zl received about the Qame amou�n� of noise Potlution. ., Obviousty it has chan�red, dramaticatly since that time. 1From ►q�8 co �q�� che increase in traffic over MinneaPolis citizen� ha� ri::en q�.c�a"/a. �('haC increase is Che same at Che total enP[anement� ac Chc Ihdi13dt3 Cicy Airporr. An airport bu�itt in the 60'� with abou�t to,00v acre� cornpared �o oucr smatl �,20o facili��y. �['he Percentage of inembershiP in �q6g was q. ouC of i�y, or �o.�b`%4. IPre�encly it i� q. ouc of �7, or �,3.�/a a droP of �.�%. � lE3a�ed on the Present Poltucion, the member�hiP �houLd be `? froii� I�tendo�a W[ei�hts, 2 from IEa�an and t from St. JPau1. �("he rea�on being �i% of the noi�e i� over the coxrtmunities of 1Ea�an and Wtendoc.� IH(ei�hcs a�d i-,�,�/o is over �t. 1Paul. MinneaPoli9 sho�sld �o from q. co 6�nernber� as che Poltu�Cion is at �o%. ][Z.ichfield and IBloomin�Con should be rr.d►i<:ecl from � co x. �['he�e Pereenta�es �hould be review�d e�ery cti�r> y�•,,r;; c�> inqure a balan�e. � �['he t0�[ecroPolican 1'�.iz-Porr.s Commi��i�n in ch�: dectaration of PurPo9e ��aces "minim�tm environmencal im�acc, ecc." .�r�: tl/ �p'7 :ti(ETiZOPOLITA.`� AIRPURTS COt1rLtiII5SIOti 473.601 DEFI`+iTIO�oS. Subdi�i<ion l. ' Thc Eollo�ine Words. tcrms and phrases sh.�tl. for chc pur- poscs uf src:tions 4?3.601 w 4�3.679 be gi�•en the mc�ninsts subjoinai to thcm. Subd. '_ 'Commission" and 'corporaaon" cacit means a metropolican air- po�u comm»sioa or�nizcd �nd rxisting undcr the pro�isions of scctions 473.601 to 473.679. Sub�i. 3. .'Cic� council" or "council" mcans thc sovcrnin¢ b�d�� of cach of the cicies of v(inncs�lis znd Sc. Paul. Subd. -t. 'Commissioner" means a per<oa appointcci or otherwisr scltctcd as, and afttr his qu�lifir�tion. actinQ as. a mcmbcr uf chc corporaaon. Subd. 5. 'Tht commissiontrs" means a quorum oF che corpocation, actinst i� the governing bod� of the c�cpc�rsaon. Subci. 6.� 'Gc�" or '�ach cin�' mcans one of �he civa of St. P�ul. � . Hlston': 1975 r!3 s 94 i 473.502 DECL�►R�TIO:� OF PLRPOSFS. mr.nben of chz 1�tinnzapoiis and It is the purpose of srctions 4�3.601 to 473.679 to promote che. pubiic welfare �nd nation�l securin: ser« pub(ic interat� �on�•znicncc and n�ccss�tv: promoce aic na�-iQ�cion and•irsnsportaaon. intcrnationaI. nationaL st�t�. and local. in anci �hrough this state: prom�ce the efficienc. safe. znd cconomicat handling of air commcrce: assure thc inciusion oE this state in nstionaI and inccrnacrons! pro- grams of air transporcation; and to those rnds to.dcti-ciop [hc Eull goccncialicia of the metropolitan ares in this stace as sn aviaaon ccaccr_ and co corr�lact cha� area �ith aIl a�i�cion faciliaa in che entire siate 4.� ss co pro��de for che mosc cconumic�I snd effccti�e iue oi zcranautic fsciiicirs aa: sen•ic:s' in thac zrea: �assure tht residasu af t�e metropolitan area c+f the minimum en�ironmcnc3l impact from air navigation and trsnspottatiun. an.i to that end Frro�ide for noise abatemcnG conuol of airgort area lnnd �ue. and ochtr prutccti�•z me��ures: and co this tnd the corporation shall cnaFerste uich and :►ssi5t che mca����licsn �ounciI_. ih� �Fcderal go.•ernm�nt� the commissioner uF trzns�x�rcarian of this .;�ce anci och�rs tng.aQcd in acronautics or the promocion �n�f r��u(au�n of strun.�utics and shall scck to coordinace ics acti.'icics with the 3zr��nsutic�l acci�-icic: of chrst bc�dics. HIstorr: 19�5 c l3 �s 9S: l97b c 166 s 7 a73.6d3 ME'iROPOLITA'V AIRPORTS CO?vL�tIS5I0`t: CR.E�TIOti. Subdi�ision 1. For the purposrs provid�c3 in srctions 473.601 to 473.679 che metropoiitan airpoc�ts commission hss becn cresctci s.< a pubiic corporacion. Eac�ept as pro�7ded othcrw•is� ►n L.aKs 19�4, Ch�pcer �55, the e.Yisttnce and thc powers. raponsib�idrs. ci�ts. and obiirzrations of this corporauon are confirm�cf and extcndeci in a.ccord�nca with the pro•isions o[ those sections is �he�• nuw• �xist and as they are now and m��' hrrcifter he amcnded and supplemenccd. Subd_ ? The commission shall be or¢anizcd. �tructured and adminiscrrcd as pro�'ided in scruons 473.6at to 47:t.679. HisYan: 1975 c 13 s 96 4T3.b84 MF11'IBERS�� ����M��'T. ' Subciivision 1- 7he foIIowing persans and chcr rap�cvvc succasors shall conscituu the membezs �d g°Ycrn�ng bod` of thc corporauon.. nam�iy: (1) A.11 of the me�nbezs and commiss-ioncrs in o�ct January 1. 1973. for che ccmaindcr of the unns [or ..which they wcrc appointcd or ochcr�isc sriecccd. r�Ccnveiy; ' (7) The mayor d c� of the arics, ar a quaii�'icd vocer a�pc�incai by him. far n� � of �a � �y�: �3� p��. �{ �e �ouncil o{ tsr.� ot the'dtics, appoine� by thr counciI for a term of four yc�.rs ����ng in July. 19?7: C� � ;� F � September 5, 1997 Metropolitan Aircraft Sound Abatement Council Attn: Melissa Scovronski 6040 28t" Avenue South Minneapolis, MN 55450 Dear Chair Johnson: THOMAS EGAN Mayor - PA7RICIA AWADA BEA BLOfv19UIST SANDRA A. MASIN THEODORE WACHTER w Co�ncii Members THOMAS-HED6ES City Administrator E. J. VAN ��VERBEKE City Cierk � , At the most recent MASAC Executive Committee meeting, you asked that cities review the information provided and submit specific suggestions to the Committee for revisions in MASAC's membership. 1 will be unable to attend the next Committee meeting, but the Eagan Airport Relations Commission reviewed the staff analysis and community comments and has asked that the following be passed on for the Committee's consideration: e The Commission reiterates the City's previous comments outlined in the letter dated July 28. � The Commission appreciates the efforts by MAC staff to anafyze impact using a variety of ineans including parcel counts, over flights, average DNL's and mther data. The Commission believes that this data does not reflect all aspects of community noise exposure and endorses none of the scenarios outlined in the staff data. Specifically the data presented makes no allowance for communities that have purposely limited the number of residential parcels by providing noise compatible land uses within the noise impact area. As was requested ai the last Committee meetina, a me�sure of that effo�t, such as an analysis of acreage within the contours in each community, would be meaningful. This would show the potential for residential impact that has been avoided through the City's actions. While it is understood that MASAC intends to review its membership more frequently than it has in the past, the City aiso believes that, for planning purposes, current membership should reflect the potential impacts of the planned north-south runway. If not, MASAC should commit itself to reapportion its membership again when the north-south runway is buiit. MUNICIPAL CENTER 3830 PILOT KNOB ROAD EAGAN. MINNESOTA 55122-1897 PHONE: (b12) 681-d600 FAX: (612) 681-4612 iDD: (812) a5a-8535 THE LONE OAK TREE THE SYMBOL OF STREi'�lGTH AND GROWTH IN OUR COMMUf�11TY Equal Opporfunity/ARirmative Action Employer MAINTENANCE FACIUTY 3501 COACHMAN POINT EA6AN, MINNESOTA 55122 PHONE. (612) 681-d300 FAX: (612) 681-d360 iDD (b12)a5�-8535 It would appear that a substantial portion of the opposition to a realignmeni arises from comrriunities which currently receive relatively little noise impact, but prefer not to have their representation reduced. While St. Paul clearly has very little impact and practically is unlikely to have more in the future, Richfield and Bloomington are among the larger cities adjacent to the airport and they have specific concerns regarding not only current operations, but the pfanned north-south runway as well. It may be reasonable to consider an option that combines realignment with expansion of inembership to reach an acceptable scenario. Based on the considerations above, the City of Eagan endorses a plan which would reallocate two St. Paul positions to Minneapolis, add one �'�.., representative each for Eagan and Mendota Heights, add two representatives for the industry, Northwest Airlines ;n particular, and leave all other members at their current levels. The alterntive would give additional represeniation to Minneapolis, Eagan and Mendota Heights to recognize the current concentrations on the parallels and will give comparable represeniation to the suburbs immediately adjacent to the airport. The only decrease adjacent to the airport is for St. Pual that enjoys very little noise impact due to airport layout, operations levels and meteorology. (f the addition of industry representatives is not acceptable to the group, then the City endorses the realignment plan proposed by the City of Minneapolis, reallocating current positions such that Minneapolis would have six rnembers, �agan and Mendota Heights would have two each and all other cities would have one, Minneapolis Eagan Mendota Heights Bloomington Richfield St Paul Inver Grove Burnsville St. Louis Park Sunfish Lake Current 4 1 1 2 2 3 Minneapolis Plan 6 2 2 1 Northwest 2 2 Alternative Plan 6 2 2 2 2 n � �� ' C Thank you again for the opportunity to comment in this regard. Pfease feel free to call me if you have questions about any of these comments. Sincerely, l�r�C��--� n Hohenstein As�istarrt to the City Administrator Cc: John Richter and Jan DelCalzo, C+#� of Minneapolis Kevin Batchelder, City of Mendota Heights John Neison, City of Bloomington Dawn Weitzel, City of Richfield Tom Hueg, City of St. Paul Jennifer Sayre and Mark Salmen, Northwest Airlines ...------'� A weekly update from MAC Public Relations/Commurrications to keep MAC Commissiorrers and Employees abreast of timely issues Volz�me 2 No 36— September 12, 1997 Airnort Develonment • Parallel Runways Renumbered at MSP: As of 0600 local time, September 11, 1997, Runways 11 and 29 no longer exist at MSP. They have been relabelled as Runways 12 and 30. This was necessary due to the change in the magnetic declination. Although the runways are still in the same spacial orientation, magnetically they appear dif�erent from the air. Runways are identif ed by their magnetic bearing and rounding up or down to the nearest 10 degrees. The zero is then dropped. For example, a runway with a heading of 112 de�rees becomes Runway 11 when labelled. In our case, the magnetic bearin; for the parallel runways is currently 119 degrees thus prompting the change to Runway 12 and Runway 30. (+180 dejrees). MAC staff has been busy communicating and coordinatin� this change to the FAA and users which was implemented by an $82,000 construction project. The airport will have a Notice to Airman (NOTANI� in effect until all the airfield signs have been changed out over the next two weeks, but the runway numerals have been physically changed and as of September 11, 1997, they exist as Runways 12/30, Left and Ri�ht as appropriate for the parallel configuration. Gary Warren, Airport Engineer -726-8131 Crystal Obstruction Removal Update: All property appraisals for tree removal have now been completed and are in for final review. The average value of a healthy tree assigned by the appraisers has been $1200. Dead trees go for $'35Q. Quotes have also been received for relocating a fence which was identified in the "primary" runway surface, and for installing obstruction lights in areas that the FAA indicated were acceptable for marking runway obstructions. Three of the 52 offending trees have been removed. We are currently solicitin� a quotation from NSP for relocation of a power line and poles requested by the tenants. Gary Warren, Airport Engineer - 726-8131 Commerci�t M�naQement and Airline Affairs • Eric Johnson and I were interviewed by KSTP-TV for a report shown on Wednesday, September 10 and Thursday, September 11 concerning the upcoming concessions changes at MSP. Made a brief presentation to a Minneapolis Chamber of Commerce meeting held on September 10 concerning the upcoming concessions changes at MSP. • Discussions continue with Sun Country Airlines regarding a new hangar facility at MSP. • Several MAC staff members attended a meeting of the Airport Affairs Committee, convened at the airlines request, to discuss the 2010 Plan, the 1998 budget and issues related to the expiring