04-08-1998 ARC PacketCITY OF MENDOTA HEIGHTS
AIRPORT RELATIONS COMMISSION
AGENDA
April 8, 1998 - 7 p.m. - Large Conference Room
1. Call to Order - 7 p.m.
2. Roll Call
3. Approval of March 11, 1998 Meeting Minutes.
4. Unfinished and New Business:
a. Discussion of MASAC Assessment
b. Discussion of Proposal on Parallel Runway Separation Requirements
c. Selection of Date for FAA Tower Tour
d. Report on Testing Rogers Lake for Airplane Emissions
e. Discussion of Draft NDCARC Collaborative Issues
5. Updates
a. Letter to MASAC on Monitoring Non-Simultaneous Departures
' b. Notice of Corrections - Aviation Guide Plan
- c. April 28, 1998 MASAC Briefing - Noise Contout� Modeling
d. May 26, 1998 MASAC Briefing - FAA Airspace Usage and Control
e. Update on Discussions with Metropolitan Council on Air Noise Zones
f. FAA - Final Policy on Part 150 Land Use Compatibility
6. Acknowledye Receipt of Various Reports/Correspondence:
a. Airport Noise Reports for February 27, 1998 and March 13, 1998
b. MASAC Agenda for March 31, 1998 and March 2, 1998 Minutes
c. MASAC Abbreviated Technical Advisor's Report for February 1998
d. MASAC Operations Committee Minutes for March 20, 1998
e. NDCARC Agenda for March 19, 1998
f. Airport Fact Sheet 106 - MASAC
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
( j Administration at 452-1850 with requests.
.............. . � ..
The Commission discussed the above goals and determined to revise the
goals as follows: �
1. To reduce negative airport impacts in Mendota Heights.
2. To reduce air noise through equitable distribution of flights.
3. To work diligently with all noise issues and agencies to ensure that
aircraft noise decreases in volume.
The Commission reviewed the following Air Noise Policies as submitted by
Planner McMonigal:
A. • Public participation and representation:
1. Continue to be represented on the Metropolitan Aircraft Sound
Abatement Council (MASAC).
2. Propose new structure and representation an MASAC.
3. Pursue appointing a city resident to the Metropolitan Airports
Commission (MAC).
4. Continue to inform the community about air noise concerns and
the work of the City.
5. Continue to work with the Northern Dakota County Airports
Relations Committee.
6. Continue to keep abreast of other communities' issues and
actions. ���
B. Noise reduction through advocating modified takeoff procedures
including:
1. Promote implementation of non-simultaneous take-off
procedures to minimize Mendota Heights Air Noise Exposure.
2. Pursue adoption of "close-in" vs. "Distant" departure procedures
to reduce noise generation over Mendota Heights.
3. Urge adoption of mandatory nighttime takeoff regulations.
4. Advocate implementation of narrowed air traffic corridor.
5. Monitor conformance with three mile heading procedure.
C. Advocate a more equitable runway use system.
1. Prevent construction of a third parallel runway.
2. Monitor contract with MAC on not building third parallel
runway.
3. Monitor EIS process for N/S runway.
4. Monitor EIS process for 12,000 foot runway.
A/RPORT RELAT/ONS COMM/SS/ON - MARCN l 9, 9997 M/NUTES Z
5. Monitor Runway Use System (RUS) for conformance to MAC
policies.
D. Minneapolis/St. Paul (MSP) Airport Comprehensive Plan
1. Implement noise mitigation requirements in Mitigation
Committee's Plan.
E. Specific Noise Control Measures
• 1. Promote conversion to Stage III quieter aircraft by 2000
deadline.
2. Expand eligibility for Part 150 Sound Insulation Program is areas
affected by air noise exposure.
3. Reduce aircraft engine run-up noise and aircraft ground noise
during periods of departure over Minneapolis.
4. Implement Global Positioning Satellite Technology to control
departure headings in corridor.
F. Metropolitan Council "Noise Zone Map" and related land use controls
1. Advocate that the Metropolitan Council revise its land use zones
and controls to the previous land use zones.
Commissioner Stein stated that the City should pursue appointing a City
resident to the Metropolitan Council. It was noted that the City's Met
Council Representative is Kevin Howe and that he is a Mendota Heights
resident. It was noted that Mr. Howe's District includes cities other than
Mendota Heights. Commissioner May suggested that the City consider
sending a City representative to Met Council meetings on a regular basis. He
stated that the City should improve its direct contact with the Met Council
regarding air noise issues.
The Commission was of the consensus to revise the Air Noise Policies as
follows:
A. Public participation and representation:
1. Continue to be represented on the Metropolitan Aircraft Sound
Abatement Council (MASAC).
A/RPORT RELAT/ONS COMM/SS/ON - MARCH 11, 1997 M/NUTES 3
2. Pursue appointing a city resident to the Metropolitan Airports
Commission (MAC). �'�
�.
3. Heighten the awareness of the community about air noise
concerns and the work of the City.
4. Continue to co//aborate with the Northern Dakota County
Airports Relations Committee (NDCARC).
5. Continue to keep abreast of other communities' issues and
• actions.
6. Work with Metropo/itan Counci/ representatives regarding air
noise issues.
B. Noise reduction through advocating modified takeoff procedures
including:
1. Monitor the implementation of non-simultaneous take-off
procedures to minimize Mendota Heights Air Noise Exposure.
2. Pursue adoption of "close-in" vs. "distant" departure procedures ��
to reduce noise generation over Mendota Heights.
3. Urge adoption of mandatory nighttime takeoff regulations.
4. Advocate implementation of narrowed air traffic corridor.
5. Monitor conformance with three mile heading procedure.
C. Advocate a more equitable runway use system.
1. Prevent construction of a third parallel runway.
2. Monitor contract with MAC on not building third parallel
runway.
3. Monitor EIS process for N/S runway.
4. Monitor EIS process for 12,000 foot runway.
A/RPORT RELATIONS COMM/SS10N - MARCH f 1, 1997 M/NUTFS 4
5. Monitor Runway Use System (RUS) for conformance to MAC
policies.
D. Minneapolis/St. Paul (MSP) Airport Comprehensive Plan
1. Monitor and encourage promu/gation and adoption of air noise
mitigation requirements in Mitigation Committee's P/an.
E. Specific Noise Control Measures
1. Assure conversion of Stage //1 quieter aircraft by federa/
' deadline of year 2000. .
2. Expand eligibility for Part 150 Sound Insulation Program in areas
affected by air noise exposure.
3. Develop plan to reduce aircraft engine run-up noise and aircraft
ground noise during periods of departure over Minneapolis.
4. Promote implementation of Global Positioning Satellite
Technology to control departure headings in corridor.
F. Metropolitan Council "Noise Zone Map" and related land use controls
1. Revise Metropo/itan Counci/ /and use zones and contro/s to the
previous /and use zones using the MAC's year 2005 Ldn
contours map.
Planner McMonigal stated that the City will be conducting another joint
workshop between the Council and Commissioners on April 14, 1998. She
stated materials will be sent to each commissioner prior to the workshop.
DISCUSSlOIV ON THE FEBRUARY 3, 1998
REPORT TO THE METROPOLITAN AIRPORTS
COMMISSION REGARDING MASAC ASSESSMENT
The Commission briefly reviewed a February 3, 1998 report to the
Metropolitan Airports Commission regarding an assessment on MASAC.
It was noted that Mr. Robert Johnson has asked members of MASAC to
submit their suggestions by March 31, 1998.
Chair Beaty stated that the NDCARC had originally brought up the
ineffectiveness of MASAC which lead to the reexamination of the MASAC
A/RPORT RELAT/ONS COMM/SS/ON - MARCH 19, 1997 M/NUTES �J
.� �
Bylaws. He stated that the NDCARC felt that the MASAC membership
should be changed to include more communities who are directiy affected by �,
the operations at MSP International Airport.
Cammissioner Roszak inquired about the MASAC's opinion regarding
equitable noise distribution. It was noted that the MASAC membership
consists of many cities, such as Richfield, Bloomington and Eagan who do
not have the same opinion as Mendota Heights regarding equitable noise
distribution. It was noted that the City of Minneapolis has similar concerns
as Mendota Heights.
The �Commission discussed how the MASAC has served as more of an
information gathering entity for the MAC and that a lot of Mendota Heights
concerns and suggestions have not been shared with the MAC.
The Commission was of the consensus that the following four questions be
answered as to how the MASAC organization should function:
1. What is the purpose of MASAC?
2. How can MASAC as an organization and as individual members better
communicate both internally and externally?
3. How should MASAC members address the issue of conflicting
motives? (
4. How should MASAC members address the issue of trust between the �
public and user representatives?
The Commission felt thafi this item should be discussed further at their April
meeting.
The Commission acknowledged receipt of a February 18, 1998 letter from
the Mayor to the Metropolitan Council. This letter specifically requests an
opportunity to meet with the Met Cauncil to confirm why the agency is
requiring strict adherence, with no deviations, to the Aviation Guide Plan.
The Commission acknowledged receipt of a draft February 27, 1998 letter to
Mr. Robert Johnson, Chair of MASAC, formally requesting that the ANOMS
systern monitor the NSDP in the southeast corridor.
A/RPORT RELAT/ONS COMM/SSION - MARCH 11, 1997 M/NUTES 6 �'
The Commission acknowledged that Mr. Evan Futterman, HNTB, will be
� , conducting an April 28 meeting regarding Noise Contour Modeling and a May
meeting regarding FAA Airspace. It was suggested that the Commissioners
attend these meetings.
ACKNOWLEDGE RECEIPT OF
VARIOUS REPORTS/CORRESPONDENCE
�� •
The Commission acknowledged receipt af MASAC Operations Committee
February 20, 1998 Agenda and Minutes.
The �Commission acknowledged receipt of the MASAC Abbreviated Technical
Advisor's Report for January, 1998.
The Commission acknowledged receipt of information regarding the 1998
Airport Noise Symposium.
The Commission acknowledged receipt of the MASAC January 27, 1998
meeting minutes and March 2, 1998 agenda.
The Commission acknowledged receipt ofi the MASAC membership status.
The Commission acknowledged receipt of the February 4, 1998 FICAN
Letter.
The Commission acknowledged receipt of the February 26, 1998 MSP
Airport News.
There being no further business, the Airport Relations Commission moved to
adjourn its meeting at 9:00 p.m.
Respectfully submitted,
Kimberlee K. Blaeser
Senior Secretary
A/RPORT RELATIONS COMM/SS/ON - MARCH 91, 1997 M/NUTES %
C
Octoher 2�, 1997
construction ac O' Hare and to bar any air traffic control
chan�es that would allow operauons co increase at O'Hare
until future fundin� issues are resolved. Tney noted that
PFCs we;e originally in[ended to fund the development of a
new airoort in the Chicaoo area and contended that the
infrastructure imorovernents at O'Hare are meant to increase
the ooeraaonal caoaciry of the airporc.
Jay R. Franke, assistant dire�tor oE Northwestern Univer-
siry Transoonacion Cen[er, told Crain's that it is ironic thac
PFCs we:e created bv Consress in 1991 as the result of arm-
twisan� by former U.S. Rep. Dan Rostenkowslci to su000rc
construction oi new airports. But the progosed ne N airoort
in the Chicaao area has already be�n dropped from the
F.�'s plannin� list, makin� it ineliQible to receive federal
funds. "PFCs we:e sold to Congress as a way to support
new airports, new'runways - not renabbing concourses," he
told the paoer. �
Chicago's plan for updaan� O'Hare calls for the oldest
sections of the airport to be refurbishe�, be�inninb in 1999,
to look like the modern Uniterl Airlines and inte:naaonal
te;minals.
Concourses E, F, and G at the airport will Qet a new decor
and ne�N food conc�ssions, and te:minals 2 and 3 will be
exteade� to curbside and will oet additionaI escaiatars and
e:e �ators to conne�i tic'.ce�n�, areas to the baQ=aQe c:aim
area.
Tne proje�t also calls for updated heatina and coolin�
systems, a new bus traasaor�auon cente:, re�Iac�meat of old
Qates around te:minals ? and 3, and better acc�ss to skyraiI
transnonauon. '
The city also hones to widen e:cirs and roads lead.in° to
O'Hare and to add more e.-cisu to remote pariting lots at
some point in the future.
Leifer to Agency Hesds
Re�s. Hyde and Jackson sent thefr Oct 1 le:te: to attorne;�
Geae:al Janet Reao, Serretary of Transporcaaon Rodney
Sla�e:, Eavironmental Protecuon A�ency Administracor
CaroI M. Browne:, F.�A Administrator Jane Garve;�, and
KathIe�n A. McGinty, chairwoman of the Counc7 on
Environmeacal Qualiry.
Thev noced that O'Hare, operarin� at ove: 9C0,4C0 r.alce-
ofis and landinQs pe; year, has be�a acknowledse� by the
Illinois Environmencal P;otecrion A�e�cy as one or the
IarQest sources of toxic air pollution in the State o� IIlinois.
"Resia�e�ual communities ear the airoQrt esoe:iencs
amoiea� concentrations oi cqxic air polluaon - e.�. be�z�ne
"and t"ormalde:�vde - that ane^dotaI e•iidenc� suaQess is
sev�e:al hundre� tim� hi�he,�than woula be allowea�in�th �
--- - - ..�.-.,. .
air e:nissions for a toxic Suozriund site." the con�essman
said.�_.,._.._,�-. wM.�..�.....�....., . .,.n �........._..,.......�...-�..
JW L"C7niess you cake action now to address this prooiz:n. ic is
soino ro set muc� worse," the;i asse:te�. Tne:e is c:�rently
pe:-idino as an in�eoral comoonent of che �Se�oeoIi�an
ChicaQo Re�aional 2020 Transportadon Plan a procusal to
increa..�e O'Hare ope:acions by an additional one r,uilion or
141
more fli�hts per year, they [old thz federal officials. "Yet nu
one at the federal or the sta�e �o�ernmental levels has
evaluated or disclosed to the public what the impac�s as to
toxic air qualiry will be in the communities surroundin�
O'Hare," Hyde and Jac'.cson wrote.
•'The dange:ous fantnsy" ot this proposal to add an
additional one million fliancs pe: year at O'Hare, [hey said,
"is bein� fuele� by develoome�t and fundinQ policies of the
fede: al �overnment - especially the F.� - through a
variery of regulatory and Fundin� pcoaratns."
These include a�rmative FA.-� policies to incrementally
expand the caoacity or 0'Hare by funding cons5uction
projects and by makin� chanses in air tra�c procedures
desiQned to exoand caoaciry, and by "the failure of the
fede:al Qovernment to use i[s rewlatory and funding
authority to encouraQe and supcort a much less environmen-
tally destrucvve alternadve to a vast O'Hare expansion -
namely construction of a south suburban re�ional airport for
me�000litan Chicago."
"By acsvely suoportin� the vas: 0'Hare expansion opdon
throu�h these incremenral exoansion actions, the fede:al
�overnmeat is becominQ a major force in makin� che vast
O'Hare e:pansion opdon - and its associated toxic air
pollution imnacs - a fair accompli wiule necessarily
harminQ tbe potenrial for deve?ooment of the new south
suburban airport," Hyde and Iac'.tson wrote. •�
They also accused the F.� oi "deiibe:ate?y reducin' the
e:.isun� marQins of safety" at O'Iiare by makin� chan�es in
air trafnc conuol procedures. And they accused the Clinton
Adminissaaon of actin� to serve tIie interesu oi American
and United Airnnes, whicn have fortress huos at O'Haze.
"Rathe: than eacoura�e the pro-competiuve benents of a
third airpons, the Adminis�aaon takes numerous steps,
inciudin� PFC aDprovals, AIP �anu, and [air traffic]
caoacicy inereases, that eacouraQe a larser O'Hare and
discouraQe a third airaon," the conv*essmen said.�
Z,os �.n� eles Int'1
E� SEG�l�tDO i4.L�Y0R ASK�S F��
TO SITE BASIS FOR EAS��.I�NTS
By Citarles F. Price - Tne mayor of El Sesundo, CA, has
takea strono issue with che asse:von, expressed by a
re•aional oniciai of rhe Fede:al .�.viation Adminissaaon, tha�
F.4.� has no auchoriry to resu-ic; an airpon sponsor wno
wishes to se�nre noise ease:nenu in re:urn for resideacial
sound insuiation funde� by Passenve: Faciiiry Charae (PFC)
reve�ue.
l�tavor Sandra Jacoos �old He:znan C. Bliss, manase: oF
the air�oct's division of F.-L�'s �n%estern-Paciiic Re2ion, in a
Se�[. .i le;te: that said she was "extre;ne:v disaocoin�ed" ac
his in�e:-ore;a�ion of FAA oolic,�. Sne asked B(iss ro reie:
he: to the F.� re,��lation uoon wnich his ince:�re:a�ion was
bas��. V . .
Jacoos ciczd a provision or an F.�..�, manual wnicn sne said
\\ n ,�.
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March 17, 1998
Nir. Robert Johnson, Chair
Metropolitan Aircraft Sound Abatement Council
6040 28th Avenue South
Mpls., MN 55450
Dear Mr. Johnson:
This letter is to make a formal request on behalf of the City Council of the Ciiy of Mendota
HeiQhts for the ANOMS system to monitor, on a monthly basis, the Non-Simultaneous
Departure Procedures in the southeast comdor. The purpose of the monitorin� would be to
include data in the monthly..Technical Advisor's Report regardina the FAA. Tower's compliance
the Tower Order for Non-Simultaneous Departures.
As you aze aware, in 1997 the FAA Tower adopted a new Tower Order as a noise abatement
procedure to be implemented as follows:
Whenever possible, under non-simultaneous conditions:
Aircraft departin� Runway 12R will be assigned a heading to maintain an appro:�imate
ground track of 105 ° ma�etic (1�1), and
Aircraft departina Runway 12L will be assigned a headinQ to maintai.n a ground track
alon� the e:ctended centeriine, appro.cimately 113 ° N1.
Specifically,ltilendota HeiQhts would like to monitor and collect data on fliQhts that comply with
these prescribed procedures and flights that deviate from these prescribed procedures. There are
many e.camples when late eveninQ, or early mornina, fliahts are not flyina runway centerline
headinas from Runway 12L durinQ periods of the day, or niaht, that are obviously non-
simultaneous conditions.
The FAA implemented the procedure at the request of the i�Ietropolitan Airports Commission
and the City of i�lendota Heights to provide a relatively simple noise abatement procedure to
benefit residents in close proYimity to i�ISP International Airport. The data collected ruould be
relevant to determining the compliance b� the traffic controllers and the airline users, as �vell as,
the effectiveness of the new procedure. We �vould request that this data be collected for a period
of at least si:c months; at a minimum.
�
1101 Victoria Curve • Mendota Heights, MN • 55118 (612) 452-1850 • FAX 452-8940
Mr. Robert Johnson
Niarch 17, 1998
Page two
The City of Mendota Heights appreciates your consideration of our request, and we are ready to
offer any assistance that we may. Should you have any questions, or concerns, please contact me
at 452-1850.
Sincerely,
C��� �
Kevin Batchelder
City Administrator
cc: � City Council
APE- 2-98 THU
t�ATL-
2� 51 PM MC TP,nNS & TP,ANS I T DE V
F,"-,x I�O, E12 602 1'1 �9
METROPOLITAN COUNCIL
Mears Park Ce►ztre, 230 �ast Fifth Street, St. Paul, Minnesota 5�101
April 2, 1998
Tp: MSP International Airport - Noise Policy Area Cammunities
Bl�omingt�n, �agan, Meildota Heights, Richfield, Minneapolis, 8urnsville, St.
P�ul, Mendota, lnvct Grove I-leighls, Sunfish Lake, I:dina, ��est Saint Paul
FROM: Chauncey Case - Transportation Planning (602-1724)
SUB3 ECT: ?,and Use Com�atibiIity Guidelines for Aircr�ft Noise
� �----- ' � + � � `
Some mislabelii�g errors ,have come to our attzntiou concernsn� land use compatibility
desi�nations in the �via ion DeveLptncnt Czvis�.�
In the Uecember 199b vecsi�n of the Aviation Development Guide there arz several corrections
that neec� tc� be made (oi� page 62) t� Table 7• Major and lntermediate Airports Land-Use
( ) Compatibilily Ciuideiines. The land use cliange designatioi�s, under the hcaditzg Netiv
" Develo�rr7ent & Major Redevelo�n:ent, involve tha follo1vi}�g two ]a�id use categaries:
• Multiple?s/tlpartment with Shared Entrance
• Cultusal, Entertainment, Recreational (Incioor)
'1'he s}�ecific changes under tliese two cotzgories are identified on the attached s]leet_ These
desigt�ation changes may lessetl the coiZstraints on certain land wes in certain noise zones. '1'hey
affect only a lisnitad number of com«iunities and land use areas.
These cliai�ges shot�ld be considered in the current 1oca1 comprehensive plan updates to tl�e
extent feasible. We ho�e tllis does not present any major inconveniences iii your plan update
process. I f there are any qaestions or concerns }�lease call at (6d2-1�24).
"1`his Correetion Notice is to alert you to the error so you can make any nezded adjustments in
�reparing your comprehensive pian updatz; we expect to have fo�-mal action by tl�c
Transportation Commilt�e at its rcgular mecting of May 11, 1998.
P, 2
APP,- 2-98 THV 2� 52 PM �C TP,n�S &�P,n�SIT DEV FAx �Q, 6l2 602 1739
Definitioci of Cont��atible Land Uses
An explanation of the f�ur land use ra�tin�s of lancl used in Tables 7 at�d S(ronsistent, pro�-isional, cotldi�i�ri3l 3nd
inconsisteiu land us�:s) follows;
P, '3
� Consistenc: l.anc� uses that are accepcabl�.
• Pi'o��iSi011aI: LF1ntI L15C5 n�USI C0111�1}% wieh eeTtain struccured Perlonnance s�andards �c� be acceptable aecording to
MS 4�3.19Z (metropolican area Aircraf� Noise Auenuaeion A�c).
Structures built aEter Deceniber ] 983 �hall he acoustically con�tructed so as to achieve �he interior �ound levels
described in TaE�le 9.
7able 7
Major and Intermediate Alrports Land-Use Compatibitity Guideiines
' Lancl-Use 7ypcs f Noise Es-posure Zoues
Land-Usc New Developmcnt Infill - Reconstruccion or
Cornpatibility Major �ted�.veloPrnent Additions to Exist.ing Structures
Guidelines
1 2 3 4 1 Z 3 4
Residential
Sin�le 1 Multi�ilex w-i�h 1NCC�' INCC� 1NC0 CC�ND COND CONU COND CUNll
Individual Entrance
PRoY PRav PFaY
Mul�iplex ! Aparcment u-ith INCO i� � �� CONI7 PRnv PKOV PROv
Shared Encrance
Mobile Home INCO INCO INGQ COND CONL� COND COND COI�D
Educational and Medical
Schoots, Churches, Hospitats, INCO iNCO 1NC0 PRUV COND C4Nn COND PROu
Nursing �ioine; '
Culcural, Encertainmen�,
Fecrea�ional �4y �
Indoor COND' �}3 -� PROV COND t'ROV Prn� I'RO�I
Ou�door COND CC�ND CONL) CNST COND CO�1D COND CNST
QtTice, Comrnercial, Retail CONn PROv PROV CNST PROV PRpV PROv C�'ST
S�rtiices
Transportation-Passenger COND PRO� PT:O�" CNST COND PROV PRO�% CNST
Facilities
Transient Lodgino 3NCC'� PEtO�' PFC�V PP.OV COND Pi'cOV PROV Pt20v
Ocher r4edical, Health and COND 1'ROV PRO�' CNST COND PROU PROV CNST
Educa�ional Ser�ices
Olher �er��ices COND PFC�V PitC�y' CNST COND PFO� PROV CNST
Industriat, Communication, YhpV` CN5l' C�I�T CN$T PRn�' Gi�ST CNST CNST
v«r,ty , _.
Agricut�ural Lznd, w'acer CNS7" CNSI' C:NST CNS'1� CNSZ' CI�ST CNST CNST
Arzas, Resource Extrac�ion
'1NCU mcans lncoiui=iciu
�C,Q�D mcans Condit«»,al
'P�O\r ntcnns Pro�•isirnal
'CN� ( mcans ConSistcnt
AVtA7tOH
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February 18, 1998
Mr. Curt Johnson,
Metropolitan Council
Mears Park Center
230 East �ifth Street
Saint Paul, MN 55101-1634
Dear Mr. Johnson:
The purpose of this letter is to express the City of Mendota Heights' dissatisfaction with the
recent staff opinion issued by the Metropolitan Council regarding Airport/Land
Use/Comprehensive Plan issues. The Metropolitan Council's staff opinion that was expressed
in two recent letters is based on a flawed concept of land use compatibility that does not.
reflect the inequitable airport operation procedures currently being used at MSP International
Airport. (Please refer to attached correspondence from Mr. Craig Rapp dated December 24,
1998 and from Mr. Tom McElveen dated January 30, 1998.)
The Metropolitan Council's Aviation Guide Plan, and the Noise Area Policy Contours
adopted in the Aviation Guide Plan, are flawed because the Preferential Runway Use System
(PRUS), which establishes land use compatibility as the "preferred" priority for departures,
is not being followed to provide equitable distribution of aircraft traffic around MSP.
Therefore, the noise contours on the southeast corridor reflect the inequitable use of the
corridor and punish Mendota Heights by expanding regionai land use regulations over areas
never before projected or considered by any of the regional or local planning agencies
involved. Mendota Heights cannot continue to accept the concept of land use compatibility
when all it �loes is provide the P✓Ietropolitan Airpo� ��ommission (ivitiC) with a iicense to
continue to increase the number of operations over our residential neighborhoods and to
expand the size of the corridor beyond the original intent of the corridor.
Therefore, the Mendota Heights City Council has unanimously directed me to notify the
Metropolitan Council that the establishment of the Noise Area Policy Contours is arbitrary,
capricious, and unreasonable. Ti1e City of Mendota Heights cannot stand by and allow
another governmental agency to talce over the planning of our community and incorporate an
ever expanding concept of a"land use compatible" noise corridor in our community. Unless
the Metropolitan Council is willing to negotiate a more fleYible position in respect to the
Aviation Guide P1an, the City of Mendota Heights will be at odds with the Metropolitan
Council over the development of our Comprehensive Plan.
1101 �I'ictoria Curve •1Viendota �eights, �I�t • �51�g ���.l��p
Mr. Curt Johnson
��� �; Februazy 18, 1998
Page 2
It is our opinion that the Metropolitan Council's Aviation Guide Plan is flawed and only
works to incorporate the current inequitable operation of the MSP airport. This serves only
to expand the southeast corridor to an unprecedented size that was never intended, or
imagined, when the original concept of land use compatibility was sold to the MSP
communities. The new Metropolitan Council noise zones now incorporate residential
neighborhoods, that have always been considered outside the southeast corridor and
compatible �vith the airport operations. The Metropolitan Council's action is to place these
neighborhoods into an "inconsistent" status. This action raises serious concerns about
neighborhood stability and viability in the southern portion of our comxnunity.
We formally request an opportunity to meet with the Metropolitan Council to confirm why
your agency is requiring strict adherence, with no deviations, to the Aviation Guide Plan.
Sincerely,
Charles E. Mertensotto
Mayor
pc: Kevin Howe, Metropolitan Council
Crai� Rapp, Metropolitan Cotmcil
Nigel Finney, Metropolitan Airport Commission
Mendota Heights City Council & City Administrator
Mendota Heights Airport Relations Commission
D'Z:1Si9& 1i:2'L ra1 612 452 894D 1iEYUU'l:a Ii�1GH'1'S -+-+-� CHUCIi 1�UU1
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8
Working for the Region. Pfanning for the Future � �
Dc:�:r.oz: ?�l, t99?
Ke•rin Bacchelder, Ciry Adminisn-ator
Ciry of Mendota Heigh�s
t 101 Victoria Curve
Mendata Heights; MN >j 118
RE: Ciry Resolurion No 97-74
Dear?�ir. Batche2der:
1�Ser.dota Hcights resolution 9�-14 requests instructions and infarmatianal guidcl�es on a comprehe�nsivc
plan amrndrnent to faeilitate pFnposed residentia�-housino dcve?opmeats. Cot,u�cil staff has reviewed the
progosed project information Firovided by Hoffrnan Homes, Tnc., reviewed the site area, and discusscsi
che proposal with the developer and ciry stan. We have the fotlowing observarions and comrnents=
I) It is undcrstood that ux2dl the Dec�mber, 1998 Land Use Ptanuing Acc deadline for
compreacasive plan updates o��curs, the City may p�t dcvcSopme:�t on vacanc parcels where the
c:cisring comprehcnsive pIan l;ind use designations and zaning are consistcnt_ L'nder tEiat situatioa thc
ciry would not normaily subm;it a comprehrasive pla.n amendrrtcZt, and the:efore, the Council woezld not
be :equired to pezform a plan �e•rie•�v. /
or futurc aircraft noise ir�pacs from \'
Howevc:, if an undeveloved parcel was afFccted by existing �
ope:ations ac MSP International Airport), the Council wonld encout-age the Ciry to iznplEmeat tt��c Land
Usc Compatibiliry Guidelines as descn-bed in thc 199b Aviation Devt;aptn�c Guid�. Consiste�t,
conrinuing implementation is important in high noise impact arcas.
2) We agre� that the prvposc3 residcadal to�om� �Yelopmeat on the Resurrcction� Cemetery
prope:ty wouid necessitatc a jand usc rcd�si�nation; from its currcnt institurional dcsignarion, to a
irao-. 1 T 7/Ol::'a ."�=:i: ¢ �.CT�.'.'::�iS:.� �l�:a �.i��iGt'i�t.�tl� �.^.... ��:� C:.j. �-.r7
. ��. ....�`:� '�.�. 'j�5isF'i'.: i-C:-i_ . l"u5 .
acZ�r. by the Lvietropoiitan CcrLmcil.
I; is aeaa:cne, rowevcr, ct�at t:c proposed :4�a�e orojec� is located in th� �+oise Policy A.rea :or i�ISP
(.r,ee:,lac:onai A:r�or. T�:e dcvelopment si:� is lucaced wi�hin aoisc zezt �tire�, whr:e ncw residenria3
�ses oC any :yFe 3rc canside:i•d :e be an ir:compatibte us�. ytany o�he- iand uses wouic: be noise
conoatiole. IFa comprcac:s;'�e plan ame-�cime"t 'sncludes itc:r.s no� in confoc:-iie� ��n.,h :ne�opolitan
s; ste:r,s pia;.s, the Cour.cit w�u!d !i?��?y renuir� � p�an mediFcauon.
3 j i.;e 1996 u�date o� Cze :�'ration Devc!opme�: Guidz :.hapee:- �nclLci�s !he ;a.es; u�date ot chc
r.e�sc pelicy cor.tour5 for ,LiS? In�ernaricr.ai T:r*�or�. T"r.cy wc:e inciuded tn tht :atest mtcrocolitan
sys;en:s s:ace;r,c^u, ar:� are in e:;C�t. Wc anticipa�e wcr'.<.r.g wich tnt �ter,ogoii�an .�.tmorts
Comm:ssicn and af�ec,ed co:nmunicies oYer ehe nexc sevc:al ye�rs in monicor,r.3 ;he aircra;; noiso
2;A Ea�� F'tith Straci St. Pnul. 4tinne�ou �.S310t•ISJa t81.; 291-E�.7�9 Fax:Sl�o530 TJO/'Y 29;�:FC-t �iecro ::ilo l:^.c �,^.a-�1$(l
�r. ."-�-i.+d Cyp°''unt[{! yTr"�,"" .
/ ,,
I
__ _ _
oz.�i�is� i�.si r:�� siz a�_.� s�•;o ii��uui•:� ji�ic;�iis -�-,-, �x��� �1uu1
situ�tion, and implemr.tiiti8 Ct�+: rtcon��ded noise mirigation program. A reasscssment and updace of
. thc aoise policy area cantours 'Nould bt considczc3 in about E�c years-
We hope this lotter 3rts�'+ers Yo:ur c°nEc�vs, if we esn be of furthtr ass:s•ance pieasc cait Tom 4tcEiveen
-{602-130� or�Tacho Diaz {60;?-1754) dircc:ly.
Sinccrcly,
� � "��"""'�.
� t���
Crai , Dirrc
Community T�evelopxnet�t
U2%l�i-9� li:s'� �`�� bl'L 3JL ��9li .L`h1llJ1� Hr1VH1J »� LhLLh
a` �� �'6� a'� �. ra �a A Q b�+ Ca Pa � s'f 14.�.� L� 4 6
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Workin4 fQr khe R�gion. Ptannin4 for the Future
3an�:ary 30, i 998
Thor:ias Heds�es
City Admin�strator
City ot Eagan
3830 Piiot Knob Road
Eaoan, NfN 55122
RE: Airporvl..and Use Cornpre;�ensive Pianning Issues
Dear Vlr. Hedges: �
t{_LjUU1
�tti ; '��
-�- .
19�� �
�
As per our discussion regardin� the articie tnat apFearcd in the �agirn TNIStYCL� pubficatian uated
3anuary 2�, 19�8, titied'`Eagan�officials fear noisz zone wiil s;�ift towacd city" and ��iayer Egan's
corresponden�e ta Council Cn�;r Curt 7ohnson dated Isr,uary ? 1, 1943 r�garding same, I believe it is
imp�rtar,t for me to commit to }vriting the CoLncii's aGtions on this macter.
The city of !vlendota Heignts as�ked the ivSetropoli�an Council ro Icak at a spec:t"ic pareel for : �sidentsal
d�velopment as proposcd by H(�ffman Homes. As with any such reguest, I and rny staff inet with
t�ieadota Heights Ciry Administrator Ifevin Batchelder and the developers to discuss their proposaI and
to do a tour af the site in question: As a result of that tour, a numbcr of facts eme:ged:
i. The proposed site is in t�irpor_ Noise 2one 3, as ariicuiated in the 199b Aviarion flevelopmeni Guide.
?. ThP char�ccer of the site arr� thc groposed development is a new reside�tial construction proposal.
3. New resiriential consm�cricn in zone 3 is inconsisieni with the airpor: naise cornpatibiliry guidelines
and, therefore, is not permi�ted_
Based on the above findings, ttie Nletrop4litan Council has indicated to the city of ?dendota Htights thai
a comprehensive plan amencim�nt or update, whieh woutd proposc to tiuide the site ir. Guestion as
residenrial, would oe determine:d to be a departuz'c from the system plan, ar.d a mae�i`:catian of the plan
u•�uld liKely be requirzd. A copy of Councit correspon�=ncc tQ the C�ty of Meadc�ta Neights is attached.
Our policy on this �vould 'oe cansistent with rzgard to other such applications made by other cities when
similar circumstances ot fact a;-e present. Ttiereiore, I want ta reaffirm tha: the �-Ie::opalitan Councii
wili vi�orausiy enforce its aviation guide chapter, the other policics oF che Reginna! Bl:teprin!, and
�ystem pians for tne ,'�Ietropa(i:;an Developmenr Gc�ide.
Thank you £or the city of Eaga.n's cooperation in implementin; these policies over the years and into the
furure. If vou have anv questi��ns reearciin� this matter, please fec3 frce to give me (6�2-1306) or Nacho
Diar (602-! 7S4) a call. �
Sircere;y,
__—___,.
T'nornas C. ti1�Elveer.
D�pury Dir��tor, H�us;r:�_=_. De�ve?oorr:ent 8r. I^�piemzn[ation
cc Curc Johnson, Cnair. 1�tetropolitan Councc:
K�v;n Huwe, �Ietropelitan Councii �lembe�, Distr.c! I�
;vac:�o Diaz. �[etcopo?itar, Councii s!aiF
Nigel Fi:�ney, i�1AC
Kevin Batchelder, CiC.y Administra;or, �tzr,Coia Heiehis
Joe Atkins, ytayor, in�'er Grove H�i;its
�''.i ibr�r��commundv\rncclvccn�tmQ I 30S8.doc
2�0 Ee�t �illh Sircrt 51. Paul. �(lnrtr9ul�'35101 •1694 1512) 291 •oa59 Fae ?9:-6550 TOU/lTi 291 09U4 �ie�ro tnfo Llne Z29•J�9�
� .-��� ER����i OuNon�.�ii�y Emy!vy��
C
AIRPORT RELATIONS COMI�i IISSION
RECOI�'IMENDED FINDINGS ON NOISE ZO�TE POLICIES AivD LAND USE
GUIDELINES
1. Mendota Heights is the only city that adopted the previous Met Council noise zones and
guidelines and is the only city to adopt a Noise Attenuation Ordinance. All residential
areas in Mendota Heights were in conformance with the aviation �uidelines and their
previous projections of air noise and air traffic.
2. Because the Preferential Runway Use system relies on "land compatibility" as a guiding
principle for heavy use of the Mendota Heights - Eagan conidor, greater volumes of
traff c and heavier percentages of aircraft traffic now depart in our direction. This has
increased the size of the air noise contours, and as a result, the size of the Metropolitan
Council's noise zones have increased beyond any projections and into residential areas
long considered compatible.
3. Adopting the previous air noise guidelines and air noise zones has worked against
Mendota Hei�hts by implying acceptance of unl'united airczaft traffic.
4. The southeast corridor has not confined aircraft to compatible land use areas, but has
given license to the airport operators to send ever increasing air traffic over Mendota
Heights. This ever increasing amount of traffic cannot physically or operationally be
confined to the corridor and, in fact, constantly spills over into incompatible land use
areas.
5. Acceptance of the conidor by biendota Heights has been interpreted and used by MAC
as acceptance of an unlimited volume of air traffic in our direction - whether or not it
iits within the acceptable parameters and use of the conidor.
6. The arbitrarily and illeQally imposed southern boundary to the corridor has forced the
ever increasing volumes of air tra�c to the north into residential areas in order to
physically accommodate the increasinQ volumes of traffic.
7. Thus, ever increasing numbers of overfliahts are the direct cause of the increasing area
of the noise contours and, thus, the expansion of the Nietropolitan Council's noise zone
areas into previously compatible residential areas. .
8. MAC policies to control or confine the air noise are not effective because there is no
enforcement. Air traffic often do not follow the procedures and fly the pattern most
expeditious to their destination.
9. The new LDN 65 contour has jumped from west of Lexington Avenue (1987) to east of
Dodd Road (1997) because of the increase in operations and the increase in the use of l
the southeast corridor, thereby further increasing the encroachment into residential
areas. MAC's decision to ignore the Preferential Runway Use Systems guidelines for
the Runway 4/22 have only exacerbated this problem.
10. A stated plan of the airport is to grow and accommodate more traffic. New technology
will expand the ability of the airport to greater volumes. Noise will only continue to
increase and expand because mitigation efforts cannot offset the increase in volume.
11. Northwest Airlines Stage 3 fleet consists of the highest level of hushkitted DC9's,
whi�h are technically Stage 3, but are still much noisier than new Stage 3. Because of
NWA's dominance of this airport, MSP will not enjoy the full benefit of the intent to
reduce noise through Stage 3 compliance for many years into the 21st century.
12. Acceptance of the conidor by Mendota Hei�hts and Ea�an and anticipated outcomes
stated to "sell" the conidor to these cities did not include license to pour unlimited
volumes of traffic into the conidor. Aaain, the Preferential Runway Use system
anticipated that Runway 4/22 would be used to equitably distribute air craft traffic
around the airport. Because this has not been done, the brunt of increased operations
has been placed into the southeast corridor.
13. Increased volumes of traffic within the corridor to cunent levels make it physically �,
impossible for it to function as proposed and projected, with aircraft continually spilling
over into residential areas that have never previously experienced air noise. Continued
use of the conidor in this fashion makes the corridor un-functional for its stated
purpose, obsolete, and unacceptable to Mendota Heights.
14. The new Met Council guidelines and contours for air noise are unacceptable for the
following reasons:
�` They entrench existin� air traffic patterns that have overwhelmed the original
intent of the conidor; and
* Acceptance of the old Met Council guidelines and presumably the new
guidelines will only mean ever increasing levels of air traff'ic in Mendota
Heights; and
* The.contours do not take into account the proposed distribution of air traffic to a
new north/south runway and a potential decrease in traff'ic over Mendota
Heights; and
�` The contours may contain numerous technical errors; and
�` The general guidelines could be effective and equitable as a land planning tool
only if all municipalities around the airport adopt them.
15. Air noise will continue to grow worse at MSP as traffic increases. Any remedies to
give relief to surrounding cities wi11 not and cannot effectively keep up with the effects
of this increased volume and noise pollution.
16. The federal Part 150 Sound Insulation Program is not available to many homes that are
now in the new Met Council noise zones. They are considered an inconsistent land
use, but no recognized noise program is available for mitigation.
17. Expanding the noise contours to include previously compatible residential
neighborhoods raises concerns about neighborhood stability and status as inconsistent
land uses.
18. In ofher cases of industrial pollution, regional agencies do not restrict local
communities from developing, the source of the pollution is required to solve the
problem. The increase of use of the southeast conidor could be reduced if the MAC
and the Met Council promoted a more equitable distribution of the aircraft traffic at
MSP.
C
[Federal Register: April 3, 199E
(Rules a�d Regulationsj
[page 16409-26414]
� From the Federal Register onlinz
(DOCID:fr03ap98-7]
[[Page 16409]]
DEPAR2MENT OF TRANSP�RTATION
Federal Aviation Adm.inistration
14 CFR Part 150
[Docket N8. 28249]
(Valume 63, Number 64)]
via GPO Access [wais.access.gpo.gov]
Fi,ria]. Policy on Part 15o App=oval �f Noise Mitigation Measu=es:
Effect on the Use of Federal �rants for Noise Miti ation Pro'ects
AGENCY: Federal Aviation Administ=ation, DOT.
ACTION: Notice of final policy,
6tJI�Il�SARY: This final policy establishes a distinction between =emedial
and pzeventive noise mitigation measures proposed by aitport operators
and submitted for approval b}► the Federal Aviation Administration (FAR.)
under applicable noise compatibi].ity plannzng regu.Iations.
Implementation of this policy alsa results in cez�tain new limitations
on the use of Air ort I rovement Pro ram (,AIP) funds for remeciial
noise miti at_ i`on Pro'ects The proposed policy was published in the
Fede=al Register on March 20, 7.995 (60 ER 14701}, and pub7,ic comments
urere received and considered. On May 28, 1997, the revised policy as
proposed for issuance sras published in the Federal Register. However,
prior to the issuance of the policy the FRA requested supplementa],
comment on the impact of its 1.imitations on PFc eligibility. The FAA
considereci the comments on PFC eligibilzty thus ,teceived and has
revised the fi al poZicy. All other issues were considerad to have bee.n
adequately cov�red during the original comment period.
,- Accordingly, as of october 1L 1998 the FAA will approve under 14
CFR pa,tt 150 (part 150) only =emedial noise mitigation measures for
�xisting aoncompatible develooment and only preventive noi�e �.tigation
measures irt areas of potential new noncompatible development. The FA1�
will not a zove temedial noise mitiqation measures for new
noncom atible deve],opment that occuts in the vicinit �o� airports after
the effective date o� this final, olic .
As of fi.he same effective date, the use oF AIP funds will be
affected to the extent that such use depends on approval under part
150. Since this policy on].y affects part 15o approvals, it does not
apply to projects that can be financed t�+ith AIP funds S.tithout a parL
150 prog=am. The bulk of noise p=ojects receive AIP funding pursuant to
their app=oval under part 150.
Afte.c =evie� and consideration of comments recaived, FAA has
determined that this policy need not affect financing noise projects
with passenge= �acility charge {pFC) revenue because part 150 approval
is not required for such ptojects.
B�Zfi 6C9 ZOZ �:�3 90 � LT I2id 86/CO/fi0
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5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
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- _.
iViETROPOLlTAN AIRCRAFT SOUND ABATEMEN �T
COUNCIL
Generai Meeting
March 31, 1998
7:30 p.m. to 9:15 p.m.
6040 2Sth Avenue South
Minneapolis, Minnesota
Call to Order, Roll Call
Approval of Minutes of Meeting March 2, 1998
introduction of invited Guests
Receipt of Communications
ANOMS MOA Update
Technical Advisor's Runway System Utilization Report and
Complaint Summary
Request far Minneapolis Straight Out Procedure Suppo�t
MASAC Assessment
Nighttime Run-up Activity
MASAC Information Request Form
Operations Committes Report
Report of the MAC Commission Mesting
Persons Wishing to Address the Council
Other Items Not on the Agenda
Adjournment
Next Meeting:
Apri! 28, 1998
C�
�.
MINUTES
METROPOLITAN AIRCRAFT SOUND ABATEMENT COUNCIL
GENERAL MEETING
March 2, 1993
'1:30 p.m.
6040 28th Avenue South
Minneapolis, Minnesota
Call to Order Roll Call
The meeting was called to order by Chairman Bob Johnson at 7:30 p.m. and the secretary was asked to ca.11
the roll. The following members were in attendance.
Bob Johnson
Mark Salmen
Jennifer Sayre
Dick Keinz
Brian Simonson
Brian Bates
Sun Country
John R.ichter
Steve Minn
Tom Hueg
Dawn Weitzel
John Nelson
Petrona Lee
Jon Hohenstein
Lance Staricha
Ed Porter
Dale Hammons
Kevin Batchelder
Jill Smith
Advisors
Roy Fuhrmann
Chad Leqve
Cindy Greene
Visitors
Andrea Walsh
MBAA
NWA
NWA
MAC
DHL Airways
Airborne
T.J. Horsager
Minnea.polis
Minneapolis
St. Paul
R.ichfield
Blaomington
Bloomington
Eagan
Eagan
Burnsville
Inver Grove Heights
Mendota Heights
Mendota. Heights
MAC
MAC
FAA
Inver Grove Heights
Approvai of Minutes
The minutes of the January 27, 199'7 meeting were approved as distributed.
3. Introduction of invited �uests
Receipt of Communications
There were no invited guests.
A letter was received from Northwest Airlines designating their four MASAC representatives.
4. Technical Advisor's Runwav Svstem Utilization Report and Complaint Summarv
Roy Fuhrn�, MAC, briefed the council on the January 1998 Abbreviated Technical Advisor's Report.
He noted that the Memorandum of Agreement with the FAA was still in Washington awaiting final
approval.
The following was noted:
.' Scheduled Stage III Opera.tions were at 63.8%; up 2% from last month.
. There was a decrease in complaints compared with January 1997, as well as a decrease in complaints
� compared with December 1997.
s The number of operations was up compared with January 1997, but was down from December 1997;
most likely due to holiday scheduling.
�
Dawn Weitzel, Richfield, said she was receiving a high number of complaints about ground noise at night (�
from residents in North Richfield and wondered why the complaint numbers did not reflect that. Roy
Fuhrmann, MAC, said staff looked at the 34 ground-noise complaints from the previous month and plotted
the addresses of those complaints on a ma.p. He noted that there was a wide dispersion of ground noise
complaints. He also noted that 16 of the complaints were from an individual in Minneapolis who lived
close to Lake Street.
Mr. Fuhrnnarui said that some au�liary power units that provide electrical and air handling power for
aircraft might seem as loud as an aircraft iciling, especially during the nighttime hours. He said staff was
looking into doing some monitoring to try to measure the impact of the noise on the communities. He said
the auxiliary power units are used to power the aircraft during the times when the aircraft is shut down.
Mr. Fuhnnann said staff was also looking into nighttime run-up operations and how they are occurring
during the shoulder hours.
Ms. Weitzel asked if it was possible this was occurring for 2 hours or more at a time. Mr. Fuhrmann said
it was very possible.
Ms. Weitzel asked if Mr. Fuhrmann would draft for her a more detailed e:cplanation of what staff is doing
to investigate the problem and what staff believes the problem is. Mr. Fuhrmann, MAC, said he would.
� '
MSP Construction Update
Gary Warren, MAC Airport Engineer, briefed the council on the construction plans for the runways this
summer. Mr. Warren made the following points:
. The Airport Development Department has been working on the plans to reconstruct the South Parallel
Runway for the last 3 years.
. The tunway was built in the 1950's and is currently made up of 8-10" of concrete with another 8-11" of
bituminous overlay.
. He noted that the airport had an annual program at night to replace joints and repair cracks.
. The concrete is breaking down under the bituminous.
. The west 3,400 feet will be totally reconstructed.
. The new runway will consist of 20 of concrete with crushed rock below it.
The north ta.�ciway will also be reconstructed and moved 100 feet closer to the runway.
. Construction of a new south taxiway (Whiskey) will begin at the same time and will eventually go the
full length of the nuzway. This will enhance capacity on the ground.
.� The reconstruction and associated projects will cost about $17 million and was awarded to Schafer
Contracting.
. Staging for the project has already begun.
. The project will start April 1, I998 and aircraft flight paths will change starting April 6th. The south
� parallel runway's threshold will then be located east of the runway 04/22 intersection.
. The airport would lae operating three runways under this configuration. The North Parallel runway
will stay the same. The South Parallel runway will operate east of 04/22 and the Crosswind Runway
will operate south of the North Parallel runwa.y.
. With this configuration, the capacity of the airport will not be affected.
. The contractor will have 120 working days to complete the project.
. The contra.ctor will be working two 11-hour shifts, 6 days per week.
. A 900-foot temporary e:ctension will also be added to the South Para11e1 runway for long-ha.ul flight use
when runway 04/22 is shortened due to reconstniction. A comment period on the e:ctension of the
runway is open until March 25 1998.
. Standish Avenue and 62nd Street will be taken out of service begiiuung ea.rly May. Signs will be placed
along the roadway to notify those people who still use the roadway.
Jill Smith, Mendota. Heights, asked Mr. Wanen about the temporary e.rtension to the south parallel runway
and what the temporary nature of it was. Mr. Wanen and Roy Fuhrmann, MAC, explained that the
____. ____ extension would be constructed tlus summer but that the portion of the taxiway needed to rea.ch the end of
the extension would not be accessible, rendering that portion of the runway unusable. They said other steps
would be taken in order to be sure no aircraft use the e,ctension until it is needed, such�as marking that
portion with an X and putting vertical approach lights at the tlueshold. Mr. Fuhrmann explained that the
extension would be used when runway 04/22 was reconstructed in the year 2000 so that there would be a
runway long enough to accommodate long haul flights. He noted that it would be used for only one
construction season.
Jill Smith, Mendota. Heights, asked if the new south parallel taYiway (whiskey) would affect the capacity of
the airport. Gary Warren, MAC, said the new taxiway would not affect the number of operations or air
traffic capacity but would increase the area on the ground available for aircraft queuing and movements.
Roy Fuhrmann, MAC, explained the resulting operational impact of the change in runway use. He made
the following points:
3
. The information presented for the present conditions was a snapshot of an average day's operations in
May 199�.
. The number of operations presented for the 1998 data included information from the airlines about �
their projected number of operations per day.
. The north parallel runway will stay relatively the same in the number of operations.
. For the south para.11el runway, the arrivals will stay basically the same but the departures will decrease.
How much that number will decrease depends on weather conditions and the pilot acceptance rate. The
estimate is between 84 and 154 jet aircraf� will depart from the south parallel runway.
. Appro�cimately 100-1'70 aircraft that would normally use the south para11e1 for departures will use the
crosswind runway instead.
. The shortened south parallel runway will be able to accommoda.te most of the normally occurring
arrivals.
• Staff will be monitoring the crosswind runwa.y flight paths once the MOA is approved.
. Departtires and arrivals over St. Paul will be few.
Jennifer Sayre, NWA, briefed the members on NWA's plans for the summer construction period. Ms.
Sayre said NWA has:
. Reduced their da.ily departures by 1.5% or 5 operations.
. Increased their "bank" separation by up to 5 to 10 minutes to allow for recovery, which will increase
� the da.y by about 20-30 minutes. Their last banlc will start between 10:20 p.m. anc� 10:30 p.m.
Presentation on MASAC Audit
Chairman Johnson introduced David Kistel of Padilla, Speer and Bea.rdsley. He noted that a response to
the Assessment frorn MA.SAC is e.cpected at the April �, 1998 P& E Committee Meeting.
�,.
Mr. Kistel summarized the findings of the MASAC Audit. (See Attachment) Some key findings are:
. There is a fundamental difference in how the public and industry representatives view the effectiveness
of MASAC.
. Community representatives feel it is the communities against big business, and what comes of that is a
feeling of powerlessness.
. Industry representa.tives see themselves as one while the community representa.tives see themselves as
separate from each other.
. Information is shared inconsistently. Community representatives have a breakdown in communication
with those who have appointed them.
. There are trust issues between community and industry and between within the communities (a sense of
an imbalance of power).
Conclusions:
. MASAC members operate on false/misleading assumptions
. Ineffectiveness is perception more than reality
. MASC still fills an important role in identifying and dealing with noise-related issues
Recommendations:
. Develop a common understanding and a unified purpose
� '
. Enhance communications (e:eternal and internal)
. Improve the operations of MASAC
Steve Minn, Minneapolis, said he thought one of the reasons MASAC members felt the organization hadn't
accomplished much was that many of the larger noise issues had been preempted by other groups, for
instance the MSP Noise Mitigation Committee. Chairman Johnson said JeffHamiel, at a recent MASAC
meeting, indicated he was planning to pass along projects to MASAC for representatives to work on.
Mazk Salmen, NWA, noted that the Operations Comrnittee used the MSP Noise Mitigation Committee's
recommendations to develop goals and objectives for MASAC.
David Kistel, PSB, said he felt that the Assessment could be a good cata.lyst for change and that clarifying
the relationships MASAC has with its various constituents, including MAC, the FAA, and the airlines,
would be worthwhile.
Jill Smith, Mendota Heights, said she thought the report reflected that there were two groups within
MASAC, one that was satisfied and one that was not and that should be explored further.
Dawn Weitzel, Richfield, noted that industry worked together well whereas the communities ha.ve not
reached that level of unity.
Steve Minn, Minneapolis, said the communities ha.ve conflicting interests. And, although they sometimes
can rally around particular issues, other issues are community-specific. He said that the inherent way
MASAC is set up makes it difficult to address the problem.
John Nelsoq Bloomington, said the fundamental problem is that there is nothing anyone can do to make the
i ) aircraft noise generated at the airport go away. He said on the industry side, the aircraft noise essentially
makes them money so they don't have the same incentive as the communities to reduce aircraft noise.
Lance Staricha, Eagan, said for some groups doing nothing satisfies them. He said after two years he was
still unsure what MASAC's purpose was.
Jon Hohenstein, Eagan, noted that the 1990 Aviation Noise and Capacity Act meant that the federal
government told the industry and the comrnunities sunounding an airport how the ma}or part of noise
abatement would be done, i.e.; phasing out Stage II aircraft. He said, as a consequence, MASAC was
faced with what to do with what was left. He said there aze few issues that the communities can agree upon
that would reduce noise for everyone. Rather, an effort to reduce noise for one cornmunity will ha.ve the
conesponding effect of impacting other communities, which reinforces the fractionalization. He said that,
although he wasn't against it, the fact that MASAC now encompasses communities outside the immediate
surrounding area, also increases the fractionalization.
Steve Minn, Minneapolis, said he was concerned that MAC has not delegated the full authority to MASAC
to make sound abatement decisions at the airport. He said he didn't feel that MASAC had the needed level
of authority or respect from MAC. Roy Fuhrmann, MAC, said he believed that at least 90%, if not 100%,
of the time the Commission has approved recommendations from MASAC. He said that he believed a big
part of the problem is the frustration the members feel because of the number of regulations the Federal
Aviation Administra.tion places on communities and airports in what can be done to reduce aircraft noise.
He gave the e;cample of the Runway 30 dispersion straight out recommendation from MASAC. He noted
that the Cornrnission had fully endorsed the recommendation but that now the FAA regional office had the
5
... . .... .1.
recommendation and it is currently undergoing an Environmenta.l Assessment.
He continued saying that beca.use efforts to reroute aircraft for noise reduction purposes is time consuming (
and contentious for those neighborhoods who would be impacted, he recommended that MASAC research
solutions that help reduce aircraft noise at its source.
Jill Smith, Mendata Heights, said that although the Comdor was being used, she didn't believe the
opera.ting procedures were being followed. Cindy Greene, FAA, said the orders were in the tower log and
didn`t Irnow of any change in procedure. Roy Fuhrmann, MAC, said that once the ANOMS system was up
and running, staff could investigate how the procedures were working. He said this was an e:ca.mple of how
GPS technology could help aircraft stay precisely on an assigned track.
John Nelson, Bloomington, complimented Padilla, Speer and Beardsley on the assessment saying he felt the
recommendations for further discussion and exploration were very appropriate. He said he thought putting
together an organizational chart of MASAC would be a very good idea.
Jon Hohenstein, Eagan, said he felt the suggestion for a new member orienta.tion would be very helpful.
Petrona Lee, Bloomington, said she felt there needed to be more communication about what the goals and
ob�jectives of MASAC were and how the organization was meeting those goals and objectives. She
suggested that MASAC put together a year-end report to show members wha.t had been accomplished
during the last year. Chairman 7ohnson noted that at the February meeting, MASAC members voted to
approve the goals and objectives developed by the Operations Committee. He also noted that this had been
done for the previous two years.
Chairman Johnson rerninded the members to come prepared to the ne:ct meeting with some ideas as to how
MASAC may want to respond to the Assessment so that a final decision could be presented to the Planning i,
and Environment Committee on April �, 1998.
Opera.tions Committee Report
Mark Salmeq Chairman of the Operations Committee, briefed members on the February 20, 1998
Operations Committee meeting.
Mr. Salmen said �taffwould be setting up a noise contour generation briefing by HNTB for the Apri128,
1998 full MASAC rneeting. He said a pre-brief package would be sent to each member prior to the
briefing so that members would be better able to understand the information presented and be better able to
ask questions.
Mr. Salmen said the members of the Operations Committee passed a motion to direct staff to draft a
monitoring and information request procedure and an activity log for all MASAC requests. He said the
issue would be discussed again at the March 20, 1998 Operations meeting.
Members of the Operations Committee also directed staff to write a letter to the MSP ATCT requesting
that a representative from the FA.A give an airspace presentation to the MASAC council.
Mr. Salmen noted that members of the Operations Committee also heard a briefing on the reconstruction of
the south parallel runway this summer.
He noted that the ne.ct Operations Committee meeting would be held at 10:00 a.m. on March 20, 1998 in
the Environment Department's North Star Conference Room at the West Terminal.
Chairman Johnson then noted that a report from Roy Fuhrmann regarding the 1998 Airport Noise
Symposium held in San Diego in February was available to members. He noted that both he and Cha.d
Leqve had also attended.
Report of the MAC Commission Meetin�
Chairman Johnson reported that the Commission had
1. Discussed the agreement with the City of Minneapolis regarding the temporary extension to the South
Parallel runway.
2. Reviewed the bills in the Minnesota Legislature that could affect the airport.
3. Heard a presentation by MAC staff on the status of the Metropolitan Airports Corrunission's Strategic
Plan.
9. Persons Wishing to Address the Council
Roy Fuhrmann, MAC, introduced Nathan Reis as the newest member of the Aviation Noise Programs'
o�ce. Mr. Fuhrmann said he is the GIS/'TII�t Systems Technician.
John Richter and Steve Minn, Minneapolis, asked staff if they could investigate some eazly morning flights
over the Tangle Town area of Minneapolis that occuned around February 2'7, 1998. Roy Fuhrmann,
MAC, said he would look into it.
�� j John Richter, Minnea.polis, also asked about aircraft that were trailing white clouds behind them over the
- Cedar Lake area on Sunday aftemooq February 22"a. He said they seemed to be offthe normal flight
pattem. Roy Fuhrmamui, MAC, said he would check into the occunence.
Andrea Walsh of Inver Grove Heights asked if she could do anything to change the aircraft noise levels
over her home. Roy Fulumann, MAC, esplained how the parallel runways worked, where the corridor was
relative to the ground and how it was used, and where aircraft fly in reference to her home address. He said
that since she lived outside the 65 DNL contour and would probably fall outside the 60 DNL contour when
that was established, she would not be eligible for sound insulation from the MAC. He reiterated that noise
impact was based in part on a home's distance from the airport and that she wasn't being overlooked
because of the population near her home. .
10. Other Items Not on the Agenda
There were no other items on the a.genda.
11. Adjournment
Chairman Johnson adjourned the meeting at 9:26 p.m.
Respectfully submitted.
Melissa Scovronski, MASAC Secretary
7
. . . .. . ..... . . 1..
— ,� Minneapolis / St. Paul International Airport
- _._...._. . ,
...... ..........
MONTHLY MEETING - Metropolitan Arrcraft Sound Abatement Council
Ciminrum:
Rnbect P. Johason
vrr Chwrmun:
Thanas HueR
Trchnicul.4drisor:
Roy Fuhrmenn
Srrrrtun•:
�teltssa Smvronski
Abhome ETp�rss:
Brisn Hates
Air Tmnspnn Assrxiarinn:
Paui }tcC:raw
AfPA:
Ron Jo6nsan
Cife nf Blnnmin,tiann:
Petrona Lee
Vem Wilrnx '
Cin• af Bums�il(e:
Ed Porur
Cin of fi�grm:
Jon Ho6enstein
I.ance Steticna
Cirv of lm•er G�m�e Heighrs:
Dale Hsmmoas
Cin• nf Mendom Nei,Khrs:
JIII Smlth
Kevin Batchcfder
Cirv ojMinntapnlis:
Dtan Ilndberg
Skve �ilno
Joe Lee
Glenn Strand
Sandra Colvtn Roy
Cin• ojRichfield:
(Cristal Sinkes
n�o waa�i
Cih• njSt. Lnuis Park:
Robert Adrews
Cin• ojSt. PauL•
T6omas H. Hueg
Cin� ajSunfish luke:
Gleoda Spbtia
Delm Air L3ner lnc.:
Lsrry Coe6ring
DNG Airways:
BrI80 SIIII0050II
Frdrral Ecprrss:
Dan DeBord
Frderd Aviutian riJminisrrvtion:
Bruce wagoner
Clndy Grecne
MAC Sm��
Dick Ketnz
,ua.u:
Roberl P.Johnsou
Me.cubu Nnrthkzst Airlink:
Phll Burke
Slrrrnpn(imn Airports Cummissian:
Commt$bner Altoa GaSper
,NN Air Nationa( Guuni:
Nq}or Ray J. Shetka
Nnnhw�est Airlines:
11ark Salmen
Jenolfer 5ayrc
Sleve Holme
Vuncv Stnudc
S�. Puul Ch<unher n%Cnmmrmr:
Rolf Stiddletua
Sun Cnunrn�Airlinrs:
c.��do� c���
C�nitrd Airlinra ln<•.:
Kevin Biock
UniteJ Pun•rl5rn�ire
�fike Ceyer
U.S. Air Fnrt•r Rrarn•r:
Metropolitan Airports Commission
Declaration of Purposes
l.) Promote public welfare and national security; serve public interest, convenience,
and necessity; promote air navigation and. transportation, international, national, state,
and local, in and through this state; promote the efficient, safe, and economicai
handling of air commerce; assure the inclusion of this state in national and international
programs of air transportation; and to those ends to develop the fuli potentialities of the
metropolitan area in this state as an aviation center, and to correlate that area with all
aviation facilities in the entire state so as to provide for the most economical and
effective use of aeronautic facilities and services in that area;
2.) Assure the residents of the metropolitan area of the minimum environmental impact
from air navigation and transportation, and to that end provide for noise abatement,
control of airport area land use, and other protective measures; and
3.) Promote the overall goals of the state's environmental poticies and minimize the
public's exposure to noise and safety hazards around airports.
Metropolitan Aircraft Sound Abatement Council
Statement of Purpose
'This corporation was formed in furtherance of the general welfare of the communities
adjoining Minneapolis-St. Paul International Airport - Wold-Chamberlain Field, a
public airport in the County of Hennepin, State of Minnesota, through the alleviation of
the problems created by the sound of aircraft using the airport; through study and
evaluation on a continuing basis of the problem and of suggestion for the alleviation of
the same; through initiation, coordination and promotion of reasonable and effective
procedures, control and regulations, consistent with the safe operation of the airport and
of aircraft using the same; and through dissemination of information to the affected
communities, their affected residents, and the users of the airport respecting the
problem of aircraft noise nuisance and in respect to suggestions made and actions
initiated and taken to alleviate the problem.
Metropolitan Aircraft Sound Abatement Council
Representation
The membership shall include representatives appointed by agencies, corporations,
associadons and govemmental bodies which by reason of their statutory authority and
responsibility or control over the airport, or by reason of their status as airport users,
have a direct interest in the operation of the airport. Such members will be called User
Representatives and Public Representatives, provided that the User Representatives and
Public Representatives shall at all times be equal in number.
The AirpoR 24-hour Noise Hotline is 726-941 /.
Complaints to the hotline do not result in changes
in Airpon activin�, but provide a public sounding
board and airport information outlet. The hotline
is staffed during business iwurs, Monda}� - Frrda�:
This report is prepazed and printed in house
Chazl I..�qve, ANOM3 Coordinator
Shane VanderVoort, ANOMS Technician
Questions or comments may be directed to:
MAC - Aviation Noise Programs
Minneapolis / St. Paul International Airport
6040 28th Avenue South
Minneapolis. MN 55450
Tel: (612) 725-6331, Fux: (612) 735-6310
ANSP Home Page: http://www.macavsat.o�
Metropolitan Airports Commission Aviation Noise Programs ,�
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C�
�` :
_ C.
�fetropo(iwn Airports Commission
Operations and Complaint Suanmary
February 199�
Operations Summary - All Aircraft
Runway Arrival % Use Departure % Use
04 I�t/A N/A I�1/A N/A
22 N/A N/A N/A N/A
12 N/A N/A N/A N/A
30 N/A N!A N/A N/A
MSP February Fieet Mix Percentage
Stage Scheduled Scheduled ANOMS ANOMS
1997 1995 Count 1997 Count 1998
Stage 2 42.4% 33.2% 45.6% N/A
Stage 3 57.6% 66.8% 54.4% N/A
Airport February Complaint Summary
Airport 1997 1998
MSP 725 586
Airlake 0 0
Anoka 1 5
Crystal 3 0
Flying Cloud 4 9
Lake Elmo 1 1
St. Paul 0 2
Misc. 0 2
TOTAL '734 605
February Average Daily Operations Summary - FAA Airport Traffic Record
Aviation Noise & Sateflite Programs Page 1
�letropolitan Airports Commission
1Vlinneapolis - Sta 1'aul International Airport Complaint Surrimary �
February 1998
Compiaint Summary by City
City Arrival DeparLure Total Percentage
Bloomington 0 10 10 1.8%
Burnsville 0 10 10 1.8°Io
Coon Rapids 0 1 1 0.2%
Eagan 26 27 53 9.5%
Eden Prairie 2 4 6 l.l%
, Edina 2 4 6 1.1%
Inver Grove Heights 0 45 45 8.1%
Lakeville � 0 1 1 0.2%
Maple Grove 16 5 21 3.8%
Mendota 0 1 1 0.2°Io
Mendota Heights 9 66 75 13.5%
Minneapolis 118 122 240 43.2°Io
Plymouth 1 0 1 0.2%
Richfield 5 16 21 3.8%
Savage 0 1 1 0.2%
St. Louis Park 3 1 4 0.7%
St. Paul 37 5 42 7.6%
Sunfish Lake 0 16 16 2.8°Io
West SL Paul 0 1 1 0.2%
Total 219 336 555 100%
Time of Day Nature of Complaint
Time Total Nature of Complaint Total
00:00 - 05:59 49 Excessive Noise 468
06:00 - 06:59 28 Early/Late 68
07:00 - 11:59 115 Low Flying 6
12:00 - 15:59 63 Structural Disturbance 8
16:00 - 19:59 84 Helicopter 0
20:00 - 21:59 136 Ground Noise 28
22:00 - 22:59 89 Engine Run-up 3
23:00 - 23:59 22 Frequency 5
Total 58b Total 586
Page 2 Aviation IVoise & Satel(ite Programs
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i�tetropolitan Airports Commission
Availalble Time for Runway �Jse
Tower Log Reports - �'ebruary 1998
All Hours
0%
26% 2%
44% �
A.� i
v-�
3%
5%
2%
� 14
Nighttime Hours
0 °Io
�%
n� ___ „ 22
\
6%
�
Aviatio� Noise & Satellite Programs
51%
69%
%� �0
' 72i �%
Page 3
0
r�
.�`
�G
d
� � ..'7. � .7 � O
O v1 � v'� � i/'�
M N N ^- ' -
SZI�II�'Idy1I0� 30 2I���I11�I
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MINUTES
MASAC OPERATIONS COMMITTEE
MARCH 20, 1998
The meeting was held at the Metropolitan Airports Commission West Terminal Buiiding
North Star Conference Room, and calied to order at 10:05 a.m.
The following members were in attendance:
Mark Salmen, Chairman - NWA
Bob Johnson - MBAA
John Nelson - Bloomington
Charles Mertensotto- Mendota Heights
Kevin Batchelder— Mendota Heights
To'm Hueg — St. Paul
Jon Hohenstein — Eagan
Advisorv:
Roy Fuhrmann - MAC
Shane VanderVoort - MAC
Chad Leqve - MAC
Ron Glaub - FAA NWA CMO
Carl Rydeen - FAA
AGENDA
ANOMS UPDATE
Chad Leqve, MAC, updated the committee on the status of the Memorandum of Agreement
(MOA) wifh the FAA. He said the MOA was still going through the approval process in
Washington. He said staff has performed numerous checks of the new system and
believes there should be no surprises once the data is released and reported. He said staff
plans to have all of the past Technical Advisor's Reports completed at the MASAC meeting
following the approval of the MOA.
On another note, Mr. Leqve also said that in November of 1997, the FAA changed their
aircraft naming conventions, which would have had a major impact on the ANOMS system
had it been running reports at the time. He said staff has reconfigured the appropriate file
in ANOMS to recognize both the old and new naming conventions so that no data is lost.
Mr. Leqve also said that with the new system, members could expect a lower percentage of
system down time due to ARTS data acquisition.
DRAFT - MONITOR/NG AND INFORMATION REQUEST PROCEDURES �
Chad Leqve, MAC, distributed and reviewed the draft copy of the Monitoring and
Information Request Form and the Activity �og.
He said staff would fiil out the forms whenever they received a request over the phone and
then forward it to Chairman Johnson for the appropriate action. He said routine requests
that didn't involve a large amount of staff time would be fulfilled and then forwarded to the
Chairman. He said each request or project would be tracked using the Activity Log.
Jon Hohenstein, Eagan, suggested that the person requesting the information be given
MASAC's yearly goals and objectives so that they could relate their request to one of them.
Mr. Hohenstein also suggested that if the request was the result of a formal action by a city
or committee, that it should be noted and a written copy of the action be filed with MASAC.
He suggested this type of request warrant a higher priority than that of an individual.
John Nelson, Bloomington, said requests should first be weighed on the merits of the
request and then upon whom was making the request. He also suggested that the form be
amended each year to incorporate both the Operations Committee objectives and the
objectives of MASAC as a whole. Mr. Nelson said, though, that it was important not to
weigh the merits of a request strictly on whether or not it corresponded with one of
MASAC's goals. He said there may be requests that the Committee or Council hadn't
thought about that would be of inerit.
(r -
Chairman Salmen, NWA, said another crite�ia that should be used in determining whether
or not a request should be filled is whether or not outside resources would be needed and
whether those resources could be acquired.
Bob Johnson, MBAA and MASAC Chair, said he had spoken with Jeff Hamiel recently and
asked him about his promise to send projects to MASAC from MAC. He said Mr. Hamiel
would be appearing at the April 1998 meeting, hopefully with some additional projects for
MASAC to work on.
Chairman Salmen asked if there were any additional questions regarding the request form.
There were none.
CHARLES MERTENSOTTO, MENDOTA HEIGHTS, MOVED AND JON HOHENSTEIN,
EAGAN, SECONDED TO APPROVE THE REQUEST FORM ALONG WITH THE
SUGGESTED CHANGES. THE VOTE WAS UNANIMOUS. MOTION CARRIED.
Chairman Salrnen said that if inembers had any suggestions for changes to the form, they
should bring them to the next meeting.
2
DRAFT' - ACT/VITY LOG
John Neison, Bloomington, said he hoped the activity log wouid become a"robust"
documentation of what MASAC had accomplished. He said he hoped the activity log couid
become the basis of a monthiy report to the fuli MASAC body.
Roy Fuhrmann, MAC, said the Activity Log was developed based on what information staff
would want to track, but that it would be a goad idea to develop a report for public
consumption to update members on the progress of any or all of the on-going projects.
JOHN NELSON,
SECONDED TO
PROGRE5S OF
CARRIED.
B�OOMINGTON, MOVED AND JON HOHENSTEIN, EAGAN,
APPROVE THE ACTIVITY LOG AS A MEANS TO TRACK THE
MASAC PROJECTS. THE VOTE WAS UNANIMOUS. MOTION
EVALUATE THE NEED FOR PLACEMENT OF ADDITIONAL RMT'S
Roy Fuhrmann, MAC, noted that evaluating the need for additional RMT's and their possible
locatians was an objective of the Operations Committes for 1998 and that staff had decided
to begin the evaluation of where additional RMT's may be located.
Mr. Fuhrmann displayed a numbe� of overhead transparencies that showed possible areas
for consideration.
He said staff first drew a finro-mile buffer zone around the 2005 60DNL contour, which
� 1 ended up including all but 2 RMT sites. Staff then laid out a 2000 ft x 2000 ft grid within this
area. A number of inputs were then applied to this area, inGuding land use, residential and
multi-residential land use, RMT sites with a 1/2 mile radius circle around them to rep�esent
the area being served, etc.
Staff then cut out the areas currently being served by an RMT and looked at the areas left
over that were 50 - 100% residential to represent the most densely populated areas. Staff
also took a week of flight tracks to see where aircraft fly most frequently so that additional
RMT's could be placed in the most densely populated and highly impacted areas. Mr.
Fuhrmann said staff could also usa Stage II and Stage III aircraft as a criteria.
Kevin Batchelder, Mendota Heights, noted that one residential area of Mendota Heights had
not been included in one of the maps that showed areas with 75% residential lots. He said
it could be because there was a golf course and a park in that area. Roy Fuhrmann, MAC,
said the grids may have to be made smaller for future analysis.
Dan Pfeffer, MAC, also noted that the data from the area was from 1990 and that newer
residential areas may not be included in the map. He also said different communities may
use different criteria for their data.
3
There was a discussion about land use information and how that data should be used on
the base map. Roy Fuhrmann, MAC, said that it would be helpfui for his staff to have
updated information. Kevin Batchelder, Mendota Heights, said Dakota County GIS should
have updated information.
John Nelson, Bloomington, said he was concemed with future changes at the airport and
how they would affect noise pattems, specifically the North/South runway and how ground
noise would affect areas north of Crosstown Highway 62, as well as to the south. He said
he thought gate analyses could help identify where aircraft are being missed by the current
RMT sites.
Mayor Charles Mertensotto, Mendota Heights, said he thought permanent RMT sites should
be put on hold until changes in aircraft operations at the airport were completed. He said
until that time, mobile monitoring units could be used.
Roy Fuhrmann, MAC, said it was his understanding that the Noise Mitigation Committee's
intention was to analyze the current situation and determine where additional sites could be
set up;for the current runway configuration.
Kevin Batchelder, Mendota Heights, said he thought the Noise Mitigation Committee had
mainly asked for noise data to be included in the next Part 150 contour generation.
Roy Fuhrmann, MAC, asked the secretary
Committee's report that addressed additional
the Airpo�t Operations section:
to read the portion of the Noise Mitigation
RMT sites. The secretary read number 8 of
The MAC noise monitoring system monitors shoutd be increased
in number to provide more coverage of actual impacts in the
airport vicinity, in particular, areas affected by the north-south
runway. Areas affected by the paralle! runways may have
additional microphone locations to monitor continued and
growing volumes of air tra�c as the airport expands. This
system should be used to corroborate the accuracy of the
modeled contours for noise program eligibility. ,
Roy Fuhrmann, MAC, said staff viewed the committee's decision in two phases. He said the
first was for the current runway configuration and the other was for when the no�th-south
runway was operating.
Robert Johnson, MBAA, asked if there was any limitation as to how many monitors ANOMS
could handle. Roy Fuhrmann, MAC, said the system can accommodate additional RMTs,
but cautioned the members to remember that monitors do not reduce noise levels. He said
members would need to make the decision as to how many monitors would need to be
installed to cover aircraft that are not being covered on the existing monitors. He also noted
that there would have to be good communication within the communities as these decisions
are being made to be sure residents understood what those additional monitor locations
4
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meant.
Chairman Saimen asked what the cost of additional monito�s would be. Roy Fuhrmann,
MAC, said each site would cost betwesn $40,000 and $50,000. Chairman Salmen said the
committee needed to be careful that the cost of additional monitors was balanced with the
type of data that could be extracted from them.
Jon Hohenstein, Eagan, said he agreed that permanent monitors would not be immediately
necessary for the north-south runway but that a policy decision should be made as to
whether pre-runway noise levels should be monitored in thase areas.
Roy Fuhrmann, MAC, said he thought it would be a good idea to site the locations for new
monitors for tMe north-south runway before the runway became operational.
John Nelson, Bloomington, said he felt the committee's obligation was to give the MAC a
recommendation as to where additional monitors may be placed based on a robust analysis
of the available information.
Kevin Ratchelder, Mendota Heights, said he thought a mobile monitor, that could be hooked
up to ANOMS, would give the system more flexibility. He said some of the gaps, that don't
need to have a permanent monitor, could be served by a mobile monitor. He gave the
example of the bluff area in Mendota Heights above the river valley that experiences aircraft
noise even when they do not experience overflights. Roy Fuhrmann, MAC, said that
capability could be investigated.
Roy Fuhrmann, MAC, asked the community representatives to wark with Dan Pfeffer, MAC,
to acquire the necessary GIS data from their respective cities. He said once staff had the
updated information, they could re-run the analysis to see how the maps may change.
Chairman Salmen asked Mr. Fuhrmann to investigate the possibilities of using mobile
monitoring capabilities.
Jon Hohenstein, Eagan, said he thought an analysis, using a mobiie monitor, of ground
noise effects in Richfield might be a good use of that technology. Roy Fuhrmann, MAC,
said he thought a ground noise anaiysis would be best done as a separate project and that
it should include areas all around the airport.
Jon Hohenstein, Eagan, said there was a perception that the communities wanted many
more RMT sites and that the MAC wasn't willing to pay for them. He said, though, looking at
the analysis that had been completed to this point, it didn't seem there would be that many
additional sites needed.
John Nelson, Bloomington, asked if staff could find information on the original site analyses
for the existing 24 RMT sites. He said he would also like to see on the maps a three-mile
center line drawn off each end of the runways and the corridor.
�
Carl Rydeen, FAA, said he wanted to clarify exactly when airport operations would change
due to the reconstruction of the south parailel runway. He said Aprii 1, 1998 the �
reconstruction project would begin, but changes in operations wouldn't begin until April 6,
1998.
The meeting was adjourned at 11:35 a.m.
Respectfully submitted:
Melissa Scovronski
Committee Secretary
G
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REGULAR MEETING
NORTHERN DAKOTA, COUNTY AIRPORT RELATIONS COALtTIt�N
THURSDAY, NIARCH 19, 199?
3:30 P.M. .
, EAGAN C1TY HALL
UPPER LEVEL CONFERENCE ROOMS
3830 PILOT KNOB ROAD
AGENDA
CALL TO ORDER
ADOPTION OF AGENDA
APPROVAL OF MINUTES — January 20 and February 17
N. UNFINISHED BUSiNESS
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A. NDCARC Common Issues
B. Request for Variance —15 Degree Parallel Runway Separation
V. NEW BUSiNESS
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VI. Ct?Y UPDATES
Vli. OTHER BUSINESS
Vlll. FU7URE MEETINGS
A April 23, 1998 Inver Grove Heights
May 21, 1998 Mendota Heights
B. Agenda TopicslAssignments
IX. ADJOURNMENT
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The p�rpose of this pamphlet is fio provide background in�ormation and a
description of the functions and activities of the Metropolitan Aircra{t Sound
� `.�: /Abatement Counci) (NIASAC).
(
The Mefiropolitan Aircraft Sound
Abafiement Counci) (MASAC) is a
private, nonprofit organizaiion made
up of an equal number of cifizens and
airline industry representatives, decli-
� catecl to the control and alleviaiion of
aircraft noise at and around the
1 Minneapolis/St. Paul Intemational
Airport (MSP). Since ifis incepfion in
1969, MASAC has served in many
capacifiies, including advising the
Meiropolitan Airports Commission
(MAC), evaluafing established noise
policies, recommending and insfiiuting
#. �. , E .:: {i: �,
Aircra�t noise is not new In the
earliest days of the airport, neighbor-
hoods nearby were not greafily affected
by the occasiona) planes overhead. But
by the mid-1960s, as communities
expanded and air trave) increased, air
craft noise surfaced as a major com-
munity concern. Public discontent
increased, and the cities adjacent tv
MSP %egan to take action againsfi the
MAC. ln 1968, 400 people crowded
new policies, and siudying noise abaie-
ment programs in use around the
world.
The e{fectiveness o� MASAC is
due primarily fio the unique composi-
tion oF ifis membership. The problem of
aircrait noise is approached from all
viewpoinfis by combining ihe technical
e�ertise and aviation experience of
airiine indusiry personne! with the firsfi-
hand (mowledge and concem of com-
munity members. MASAC was the first
noise abatement program in the coun-
try to bring fioge�►er these diverse inter-
into a Minneapolis City Cauncil meet-
ing fio demand passage of a proposed
ordinance that would prohibit aircraR
from flying over ti�e cifiy. C�iher commu-
nifies held public hearings and threat-
ened MAC with lawsuits if the issue of
aircPea�t noise was nofi imrne�iate�y
addressed. MAC realized that success-
fui noise abatement required the efforfis
of many people, both inside and out-
side the aviation industry. The creation
ests, and its unique fiarmat has served
as a mode) for ofiher noise confi-ol
groups around the "world. � �
There are no simple answers to
the challenge of aircra�t noise. MASAC
believes that confinued communication
and cooperation are the keys to .�
increased undersfianding among al) �
those concerned wifih noise control.
Innovafiions in the area of noise abafie-
ment, and improvements to existing
naise relief policies are the result of this
continuing cooperative e{fort.
of MASAC was a direct result of com-
municafion frustration and the nesd for
a group to provide MAC with addifion-
a) advice and support for noise abate-
ment programs.
The first members of MASAC,
both cirizens and wiation industry rep-
resentatives, were familiar wifih the
problems of aircraft noise. The o�iginal
board was composed of 26 represen-
tatives, equally divided beiween avia-
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tion industry representafives and indi-
viduals representing communities sur-
rounding the airport. Mayor Stan
'Jlson of Richfield was appointed the
first chairman of MASAC, and Lloyd
Hinton, formerly head of the National
Aircraft Noise Abatement Council, was
hired as the first MASAC executive
director.
The council immediafiely began
to review and evaluate abatement poli-
cies, as well as new programs and
techniques to aid in noise relief. One of
_ � �
• �;
MASAC was formally incorpo-
rated as a nonprofit organizafion
February 25, 1969. Its commiiment to
communifiy service is clearly oufilined in
both its Artides of Incorporation and
bylaws. �th the goa) of reducing air
craft noise, as wel) as increasing public
knowiedge and awareness of the issue,
there are three general objectives of
MASAC. �
Originally, a major objective of
MASAC was to study and evaluate
complaints from residents living near
MSP. A 24-hour noise complaint hot-
(ine was established to disseminate air-
port information and record each com-
plaint; with data relating b the com-
plaint. Resuits were presented at month-
ly MASAC meefings and the full
commission received copies of the
report. This process allowed MAC and
MASAC to ascertain the exfient of fihe
noise problem in specific areas. It also
provided the communitywifih dirert
access to the MAC and MASAC.
Today, data regarding the exfient of
noise impacts is direcfily measured by
MAC's AircrafF Noise anci Operations
Monitoring System (ANOMS). The cul-
mination of an original MASAC idea,
ANOMS is a permanent system moni-
toring noise with 24 remofie monitoring
2
its first actions was to request the acidi-
tion of a noise abatement specialist to
the MAC staff, a position which was
addecl the following year. MASAC
established a complaint line to handle
noise complaint calls and b provide
information b the community. The first
of 21 noise abatement policies was
established in 19fi9, and plans were
made for an extensive study on the
effecis of aircraft noise pollufion. As
MASAC matured, its influence and
reputation grew. It joined nationa)
towers placed throughout the noise
impacted area. Radar data from the
Air Tra{fic Contro) Tower eacplicitly
defines aircraft operations, providing
an unprecedented view of airspace
management issues at MSP.
The second objective is the
realization of an effecfiive noise abate-
ment program at MSP. MASAC is
responsible for the study and evalua-
fion of existing noise abafiemenfi poli-
cies and the proposal and initiafion of
new programs. This requires thafi all
council members be well informed on a
wide range of noise abatement proce-
dures and plans. In order to ke�p
abreasfi of the most recent technical
innovations and noise relief programs,
MASAC holds membership in nationa)
and regional noise abatement organi-
zations. The council also sponsors its
own research and study programs,
and sends MASAC representatives to
noise abatement conferences. The
MASAC remains one of the few noise
abatement groups in the country to
take such an active role in initiating
and coordinating airport programs.
The purpose of MASAC, as stipulated
in its bylaws, is to continue this role and
to ensure thafi every possible measure is
taken to reduce aircraft noise. Of criti-
_ _ . __
noise abatement organizations and
served as an advisory board to other
groups around the country. The success("
of MASAC is measured in its universal-\-
ly recognized noise abatement efforfs
and its sfiructure as a model used by
other airports around the world.
7hrough the cooperafion and the com-
mitment of many dedicated individuals,
MASAC continues to effect changes
and improvements in the area of air-
craft noise relief.
ca) importance is that MAC officially
recognizes MASAC as an advisory
body to its committee process.
A third objective is to conduct
a program of public education. .
MASAC sponsors public meefings and
informational sessions b explain cur-
rent noise abatement po�icies and ta
discuss the merifis of future programs. �,
Topical publications, media releases,
and paid advertisemenis are also used
to aid in public education regarding
the more specific aspecFs of noise con-
trol. MASAC believes that a baseline
understanding must be established
between the airport and the surrourid-
ing communifies regarding the impor-
tance and economic necessity of MSP.
Whiie the aviation industry must be
sensitized to the importance of noise
abatement, the communiiy also must
be willing b cooperate in noise confro)
efforts. It is MASAC's responsibility to
inform fihe public on the variety of noise
abafiemenfi techniques, mefihods, proce-
dures, and regulations that exist, or
are being considered by MAC and the
FAA. MASAC aiso considers zoning
proposals and other land use regula-
tions that keep future residential devel-
opments from noise sensitive areas and
offer altemafives for more compafiible �
_ _ __
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established with the FAA to disperse air
traffic over a wider area to avoid a
heavy concentration of noise over any
one parficular area. Soufiheast of MSP
a deparfure "comdor" was developed
b ensure aircraft operations are con-
ducted over the least populated com-,
mercial/indusfiia) areas whenever pos-
sible.
Signs placed on all runway ends
remind pilots to use noise abatement
proceclures.
Automafied Termina) Information
System (ATIS) radio broadcasts inform
. pilots of noise sensifive areas.
A cooperative program for mon-
itoring anci eva�uafing aircrt�ft noise is
conducted jointfy by MAC and the
Minnesofia Pollution Control Agenry.
A voluntary Noise Budgefi sys-
temafically reduced overail airport .
noise between 1987 and 1992. �th
MASACs input, MAC is negotiating
an overall noise managemenfi method-
o�ogy wiih each air�ine serving MSP b
manage noise issues through �the tum
� ) of the century �
Efforts afi MASAC resulted in a
Stage 3 Working Group ihafi devel-
aped MAC's Volunfiary Stage 2
Nightfime restricfiions for cargo/charter
carriers. This volunfiary program e{fec-
tively reduced the number of noisy
nighifime jet operations.
With MASAC support, a d�f-
ferenfia) globa) positioning system
(DGPS) — the first of its kind on any
commercial airport — is being installed
at MSP, providing state-of-the-art preci-
sion navigafiion capability for aircraft
using MAC airporfs. Because ti�e new
system enables curved/segmented
approaches to MSP's runways, citizens
living direcfify beneath arrival flight
paths may enjoy subsfiantiai noise
reduclion from DGPS technologies. The
system wil) be insfialled in 1996.
MAC's Airport Noise and
Operations Monitoring System
(ANOMS) entered service in 1993.
The $1 million system — one of the
most sophisficated permanent monitor-
ing systems in the U.S.—was originally
specified by MA5AC, and provides
radar and noise dafia for analyzing
operational impacts and aiding in air-
space management. ANOMS has
become the backbone of MASAC
operafiional decision-making. Persistent
MASAC input was critical in driving
MAC's ANOMS system b identify B-
757 aircraft with unusually loud arrival
characterisfia. A unique "bleed valve
logic" fix was developed jointly by
Northwest Airlines, Eoeing Aircraft,
and Pratt & Whiiney Engines.
MASAC was instrumenfial in
develaping MAC's e�densive Part 150
Noise Compafiibility and Residential
Sound Insulation Programs, and confin-
ues as a sfirong supporter of the
Commission's efforfs in sound insulafi-
ing homes in neighborhoods near MSP.
Under fihe Sound Insulation Program,
joinfly funded by the fe�leral Aviation
Trust Fund and the MAC, approximate-
ly 9,000 homes will be sound insulafi-
ed.
The acquisition of 400 homes in
Richfield's New Ford Town neighbor-
hood was aiso supported by MASAC.
Under fihis program, noise impacted
homes valued from $60,000 to over
$100,000 wil) be acquired. This $55
million program is funded with federal
and MAC dollars.
The list of MASAC accomplish-
ments is extensive. MASAC is regarded
as a leader in noise abatement and
communiiy service, and the
Minneapolis/Sfi. Paul Infiemationa)
Airport is recognized as a model for
other airporfis instifiuting noise control
programs. The key to success is that
MASAC efforts are ongoing. The com-
mifimenfi of those both inside and out-
side fihe aviafiion industry, including the
FAA, MAC, airline industry personnel,
and private citizens and public officials,
hrne helped make MASAC an�effecfiiye
organization.
As evidence of its for,vard-look-
ing pers�pective, MASAC supports'an
Intemet web site that wil) significantly
enhance the How of noise=related infrir-.,
mation. On-line in 1996, the site will ;.
_ , .. . .
be fii�e firsfi of its kirid providing �infor- �� _:
mation on operafions, noise dafia and �
programs, geographic inFormatiori`�sys=
tems (GtS) data, current GPS informa- .`
tion, etc. Look for it ai�- h:// .L�::��:' '
- . �P., .
www.macrnsat.org. `; �
MASAC continues t�o seive as
the most visible conduit for noise abafie-
ment communication and acfiion in the
Minneapolis/St. Paul mefropolitan :
area. The Metropolitan Airports : . '
Comrnission will confiinue to look to ��.
MASAC fi�r innovative noise abafie-.:
ment measures and (eadership in one
of aviation's most difficult challenges -
balancing fihe neecls of airport neigh-
bors with fihose of the National
Airspace System.
MASAC meetings are open to
the public, and generally held on the
fourti� Tuesday of each month afi 7:30
p.m. in the Mefropolitan Airporfs
Commission General Offices building,
located afi 6040 28th Avenue Soufih, in
Minneapolis.
If you have quesfions or need
additiona) information, please call ti�e
MAC Noise Hotiine afi 726-9411.
1/96
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land uses. In addition, national and
worlcfwide noise abatement programs
a:-e presented and discussed with city
governments and civic groups in order
to educate the public on the range of
possibilities for reducing noise in their
communities.
Taday, the MASAC board is
composed of 32 members, d���ded
equally beiween airporf "users," or
industry representatives, and public
members. The user group includes 10
represenfiafiives from airlines serving
MSP, and one representafiive each from
the following: The Minnesofia Business
AircraR Association, the Airline Pilots
. ,
�
Noise abatement is the primary
goal of all MASAC activity. MASAC
has esiablished a number o� programs
and policies, in coordination with the
MAC, aimed afi reducing or alleviaiing
aircraft noise both on the ground and
in the air. Noise control is generally
accomplished in three ways:
Developing operational poli-
cies and regulations designed to
reduce noise impacts from approach-
ing and cieparting aircraft.
Developing compatible land
uses planned for areas immediately
surrounding the airport. MASAC works
wifih cifiy officials and communiiy orga-
nizations to develop plans for alterna-
tive land uses in areas most affected by
aircraft noise. Specia) zoning regula-
tions are encouraged to ensure that
residential development is kept to a
minimum in noise sensitive areas. (n
addition, plans have been formulated
to relocate airport maintenance work
and to lessen other sources of ground
noise.
Continued research and devel-
opment in aviation technology has
made possible a new generation of
quieter and more fuel efficient aircraft.
Associafion, the Air Transport
Association, MAC, the St. Paul
Chamber of Commerce, and the
Greafier Minneapolis Area Chamber of
Commerce.
The public group is made up of
four representafives fiom Minneapolis,
three {rom St. Paul,lwo each from
Richfield and Bloomington, and one
each fi-om Bumsville, Eagan, Inver
Grove Heighfis, Mendofa Heights, and
St. Louis Park. The number of represen-
tafives from each ciiy is based on pop-
ulation and the size of the area a{fecteci
by aircraft noise. Industry representa-
tives are appointeci by agencies, cor-
In caoperafiion wifih fiecieral laws such
as fihe Airport Noise and Capacity Act,
MASAC works with ihe airlines to
encourage the use of quieter-technolo- .
gy jefis. Hush kits or re-engining ar�
other altematives to lessen aircraft
noise at the source. MASAC was a
major.proponent of the phaseout or
refiofitting of noisier, Stage 2 aircraft
by the year 2000.
The MAC, wifh MASAC inpufi,
developed and instituted a wide varieiy
of noise abatement policies since
1969. MASAC has also sponsored
numerous public information sessions
and has acted as an advisor to many
community and govemmenfial groups.
An extensive MAC study on noise �
abatemenfi, completed as ear{y as
1981, was fihe result of a MASAC pro-
posal, with members contributing
greaiiy to ifis development.
The organizafion had made a
significant number of coniribufiions to
the aileviate aircra�t noise. Many of the
following techniques are now in use at
airports throughout the Unite� States,
thanks to the innovation of MASAC. As
a result of a MASAC proposal, all air-
line training flighfis hwe been eliminat-
porafions, associafiions, and govern-
menta) bodies that hrne a direct interest ,.
in the operation of the Minneapolis/St. (
Paul airport. Public represenfiafiives are
appointerl by their local governments.
MASAC members serve on a
voluntary basis and are uncompensat-
ed by the organization. Funding for
research, sta�f work, travel, equipment
and supplies is provided by the
Metropolitan Airports Commission. A
detailed description of fihe MASAC
organization and its specific functions
is included in the Articles of
Incorporafiion and the MASAC bylaws.
Both are rnailable upon request.
ed at the Minneapolis/St. Paul
Intemational Airport. � .
Under the guidance of MASAC
and MAC, MSP was the first airport fo
implement a workable Preferentia) ,; . �
Runway System (PRS). � � . -
The PRS was modified in 1990
to become the Runway Use Sysfiem ..
(RUS), allowing greater use of Runway
4-22 during off-peak traffic periods b
provide increasecl noise relief for South
Minneapolis residents. Through an �
agreemenfi with all scheduled airlines, a
vo�untary nighttime flight resfiriction was
instituted from 11 P.M. - 6 A.M.
Home-based carriers developed
arriva) procedures to keep planes at
higher altitudes on approach over resi-
dentia) areas.
An earth-berm noise barrier wa:
constructed to decrease noise for a resi-
dential area which borders the airport.
Engine run-ups and ofher main-
tenance procedures are restricted dur-
ing sensifive nighttime hours, and are
conducfieci to t�e greatest extent possi-
ble at a special run-up pad area to
help contain jet noise.
Over extensive residential areas
close to the airport, procedures were-
C
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A biweekly update on litigation, regulations, and technological developments
Volume 10, Number 5 March 27,1998
Research
EXPOSURE TO AIRCRAFT NOISE FUL:IND
TO INCREASE BLOOD PRESSURE IN CHILDREN
An important new study, which for the first time looks at the impact of aircraft
noise on children over time and before and after exposure, found that chronic
exposure to aircraft noise causes modest increases in blood pressure, sharper
increases in stress hormones, and depresses quality of life indicators.
The blood pressure increases were not enough to cause hypertension, but they
potentially could lead to problems as children grow to adulthood, according to
Gary Evans, an environmental psychologist in the College of Human Ecology at
Cornell University, who is one of the study authors. There is a physiological
phenomenon called "tracking," he explained, whereby children with elevated
blood pressure levels tend to keep these higher levels as adults.
Evans said that not enough is known about increases in stress hormones to know
whether those found in the study were clinically significant.
The increases in blood pressure and stress horr,iones ��ere found ir cl�ildren
living in areas exposed to a 24-hour Leq (Equivalent Sound Level) of 62 dBA.
This is roughly equal to a DNL (Day-Night Average Sound Level) of 68.4 dB.
The study, done on children around the new Munich International Airport, is
(Continued on p. 34)
Research
FICAN CONSIDERS FEASIBILITY OF ST�.TDY
ON EFFECT OF AIRCRAFT NOISE ON CHILDREN
Impressed by recent research showing that noise can affect children's ability to
learn and can increase stress levels, the Federal Interagency Committee on
Aviation Noise (FICAN), which represents federal agencies with an interest in
noise research, is beginning to look at the feasibility of conducting their own
studies in this area.
FICAN has been urged by community groups since its inception in 1993 to move
into the area of non-auditory health effects of noise. Most of the major research in
this area is being done in Europe, although some important work on the effects of
noise on children's ability to read has been done in the United States by Gary
Evans of Cornell University and Arline Brozaft of the City University of New
York.
FICAN's interest in studying the effects of aviation noise on children was
sparked by the issuance in April 1997 of Executive Order 13045 on assessing
environmental impacts on children. This presidential directive requires federal
a�encies to evaluate their policies and programs to identify environmental risks to
children and to determine whether children are being placed at disproportionate
risk.
(Continued on p. 35)
Copyright OO 1998 by Airport Noise Report, Ashburn, Va. 20147
In This Issue...
Research ... Children
exposed to chronic aircraft
noise show increases in blood
pressure and stress hormones,
the first longitudinal study of
the issue finds - p. 33
FICAN ... A committee
representing federal agencies
with an interest in aircraft
noise research says it is �
considering the feasibility of
studyin� the effects of air-
craft noise on children - p. 33
Potomac Project ... Metro-
politan Washington, DC,
governments feel left out of
FAA project to redesign
airspace in Washington-
Baltimore area - p. 37
Hushkits ... BAC II
begins final tests of kit for
B707-300 aircraft; FAA
approval due soon - p. 38
Burbank ... Wyle Labora-
tories selected to lead noise
remediation program, includ-
ing sound insulation of 2,300
homes near airport - p. 39
Toledo Express ... Negli-
gent implementation of noise
program would create liabil-
ity for airport authority, state
appeals court rules - p. 39
Sound Insulation ... New
full-view acoustical door
passes ASTM tests - p. 40
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34 Airport Noise Report
Resear'ch, from p. 33
important because it marks the first lon�itudinal study of the
impact of aircraft noise on children and because it examines
both blood pressure and stress hormones, Evans told ANR.
All the other studies on the stress effects of noise on a
community are cross-sectional, he explained. T'hat is, they
compare different �roups (one exposed to noise and the
other not) at the same time. The problem with such studies
is that there is always the potential that the researchers did
not control for something and that other variables are
masking for the noise effect.
But Evans' study is longitudinal (it measures the impact of
noise over time) and prospective (it measures before and
after the noise exposure). Some laboratory and industrial
studies of noise have been longitudinal, but Evans said to �
his knowledge this is the first time a longitudinal study on
noise impact has been done with children in a community.
What also makes Evans' study important is that it not only
looks at cardiovascular effects, but also looks at suess
hormones and puts the data together makina the evidence
stronger that chronic noise exposure at levels that do not
effect hearing still have health effects, he told ANR.
The opening of the new Munich airport offered a great
opportunity to conduct a prospective study, he said. The old
airport was closed and the new one — the third larQest in
Europe, he said — opened, exposing children to aircraft noise
for the first time.
He was part of a team of three researchers fram the United
( ) States, Germany, and Sweden who conducted the study,
which was funded, in part, by the Society for the Psycho-
logica] Study of Social Issues, the National Institutes of
Health, the Nordic Scientific Group for Noise Effects, the
Swedish Environmental Protection Agency, and the German
Research Foundation.
Evans said he tried unsuccessfully to get fundin� from the
Federal Aviation Administration and noted that the U.S.
Environmental Protection Agency has no funding to offer
for noise research.l�lIH partially funded the study but not
because the agency was interested in noise impact, Evans
said. rtlH was interested in a possible environmental
explanation for changes in cardiovascular risk.
Past Studies Were Weak
Evans and his fellow researchers — Monika BullinQer of
Eppendorf University in Hamburg, Germany, and Staffan
Hyg�e of the Swedish Royal Institute of Technology— tried
to control for weaknesses in past studies that examined the
effect of noise exposure on stress. "Althou�h su�gestive
trends linking occupational noise exposure and hypertension
exist, the designs of these studies are so weak that deiinitive
conclusions cannot be drawn," the researchers reported in.
their study. "Poor or non-existent control groups, non-
rigorous assessments of blood pressure (e.g. one reading
� � while on the job), and insufficient estimation of noise
—' exposure pla�ue industrial studies of noise and cardiovascu-
lar parameters."
A Dutch study has shown a dose-response relationship
between noise exposure in the community and hypertension
among adults in a community around Amsterdam Interna-
tional Airport, the researchers said, but noted that the "most
clear-cut evidence" that noise causes elevated psychophysi-
ological stress comes from a primate laboratory study
funded by the U.S. Environmental Protection Agency in the
early 1980's. "Simulated air and road tra�c noise produced
stable, elevated arterial blood pressure over a several-week
period in the laboratory."
But many noise studies have failed to screen for hearing
damage and have tested subjects in situ thereby confounded
chronic and acute noise exposure, the researches said. "If
individuals are not tested under quiet, carefully controlled
conditions, one cannot confidendy attribute stress responses
to chronic versus acute noise exposure," they explained.
In Evans' study, steps were taken to avoid past mistakes.
Blood pressure testing was done in a sound-attenuated,
climate-controlled mobile laboratary parked outside the
child's elementary school. A microphone was placed six
meters above the ground and interfaced with a B&K Model
4426 Community Noise Level Analyzer to monitor 24-hour
noise levels at the mobile lab.
Resting blood pressures were assessed using an automated
monitor while the child sat with his or her right ann
supported at heart height on a table. Baseline readinas were
calculated by averaging six resting indices taken on two
consecutive days. On each day, four readings were taken
after an orientation to the automated monitor and the first
reading was discazded. Reliability estimates for the six
readings exceeded .85 for both diastolic and systolic blood
pressure, the researchers reported.
Twelve-hour urine samples were collected between 8 p.m.
on the evening of the initial testing day and 8 a.m. the
following morning to study stress hormones. Levels of
epinephrine, norepinephrine, and cortisol were calculated
following standard sampling procedures.
Quality of life was assessed by the KINDL, "a valid and
reliable index of the principa] domains of quality of life
(physical, psychological, social, functional daily life),"
according to the study.
Study Group
Some 217 third and fourth grade children (nine to eleven
years old) living either near the new airport or in nearby
communities outside the noise impact zone of the airport
comprised the study group.
Noise metrics used in the study were 24-hour Leq and
LOl, which is the noise level exceeded 1 percent of the time
over a 24-hour period. LO1 represents almost the maximum
noise level.
Children in the newly noise-impacted area were exposed
to a 9 dB increase in Leq levels after the new airport opened
(from 53 dB to 62 dB Leq), and to a 10 dB increase in LO1
(from 63 dB to 73 dB).
The noise exposure of the control group remained about
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the same after the new airport opened (Leq went from 53 dB
to 55 dB and LO1 stayed the same at 64 dB).
Children in the quiet comparison communities were
matched to the children in the noise-impacted communities
according to socio-economic status. Households did not
differ in type of occupation, parental education, or family
size. All of the children participatina in the study were
screened for normal hearing with an audiometric examina-
tion.
Blood pressure testing occurred in a sound-attenuated,
climate-controlled mobile laboratory parked outside the
children's elementary school. Blood pressure and stress
hormone measurements were taken at three intervals: six
months prior to the opening of the new airport (Wave 1), six
months after the opening (Wave 2), and again 18 month
after the opening (Wave 3).
Significant increases in systolic blood pressure and
"marginal" increases in diastolic pressure occurred in the
noise-exposed b oup after the new airport was opened,
while much smaller increases occurred in the control group,
the study found.
Stress hortnones also increased "sharply" in children in
the noise-exposed group after the airport opened, according
to the study, while smaller increases were found in the
control b oup.
Quality of life indicators declined significantly in the
noise-impacted communities 18 months after the opening of
the new airport, but remained relatively stable in the control
communities.
Noise Is Stressor
In the discussion of their �ndings, Evans and his col-
leagues 'stated that the stress hormone data, which are
consistent with the blood pressnre effects, "underscore the
value of conceptualizing noise and other suboptimal
environmental conditions as stressors. Elevated urinary
catecholamines have consistently been shown to reliably
and sensitively mark chronic exposure to stressors."
"The self-report data show the same pattern, but with a
delayed time course. Children's perceived quality of life
dropped more markedly in the noise-impacted communities
than in the quiet communities, but this drop did not occur
until 18 months after the new airport opened."
"As in any field study, some questions remain. We cannot
disentangle the apparent effects of chronic noise from the
uncontrollability of that exposure. Although the primary
environmental change near the new airport was dramatic
increases in sound levels, the surrounding community also
witnessed increased land development, more road tra�c,
and the like.
"Our prospective data add evidence to previous cross-
sectional results that have shown elevated stress amonc
adults and children working and residing, respectively, in
chronically noisy environments. In young children, chronic
noise exposure appears to cause increased psychological
stress, as measured by cardiovascular, neuroendocrine, and
35
affective indicators. These effects occur among children
who suffer no detectable hearing damage while living in the
immediate vicinity of an airport."
Funding Difficult
Evans has no plans for a follow-up study to the one done
in Munich. "We have enough cross sectional studies. We
need more prospective studies and more funding," he said,
stressing that it is very hard to obtain funding for noise
research.
The Munich study cost about $500,000, he said. That is
not as much as many people fear studies on noise effects
will cost, he told ANR.
Evans said he looked into doing a study on the opening of
the new Denver International Airport, but said the environ-
mental documents showed very little human impact. He was
unaware of the large number of complaints caused by the
opening of the new airport. But he said that opportunities for
further longitudinal studies are presented by the openings of
new runways, which would create areas of new noise impact
in a community. Researchers could begin collecting data
before the new runway opens and follow the impact over
time. "If I had had more money and time, I would have
liked to have been in there earlier in Germany," he said.0
FICAN, , from p. 33
In order to determine the impact of noise on children,
FICAN invited Evans and Bronzaft to discuss their
research with the committee last fall. Alan Zusman, the
Navy's representative to FICAN and the cunent
chairman of the group, told participants at a recent
FICAN public forum that he found the research
"illuminating."
Zusman told ANR that FICAN is not sure yet what
kind of research it wants to pursue in the area of noise
affects on children, but he said the committee is
interested in the areas of cognitive ability, learning, and
other health effects. FICAN has no research budget of
its own, he explained, so its member agencies would
have to fund any studies undertaken.
FTCAN members did not announce their interest in
conducting research on the effects of noise on children.
Rather, the issue was raised at the most recent FICAN
public hearing, held in Washington, DC, on March 18.
After listening to several hours of presentations by
FICAN members on the status of aircraft noise models,
the discussion was opened for public comment. "Will
we hear about health effects of noise on children?"
asked one member of the audience asked. "There is a
great silence about what the effects on people are and
independent studies seem to say there is more
significance than thought."
Zusman responded that there is a"move within the
federal government, perhaps spurred by the executive
order to look at this." He noted that FICAN is beginning
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to look at the issue "in much more detail."
`°It would require funding, but the U.S. should take the
next step" in this line of research, asserted Susan Staples, a
j psychologist from Stone Ridge, NY, with an interest in the
psychological effects of noise. Holding up a copy Evans'
latest research, which concluded that chronic exposure to
aircraft noise increases blood pressure and stress hormones
in children, Staples said, "It's kind of sad that Evans had to
do his study in Germany. The results are solid enough that
the U.S. should take the next step." [Evans study is reported
elsewhere in this issue.]
Zusman told her that FICAN was "impressed" with an
earlier study by Evans which found that noise affects
children's ability to read. "We are starting to look at [this
area of research] in much more detail. We are discussing
what kind of research would be appropriate." He noted that
funding is a major issue, but said there may be a way for
federal agencies to pull their resources to fund a study.
The last research by a U.S. federal agency on the affects
of noise on stress was done in the 1980's and funded by the
Environmental Protection Agency.
Asked by a member of the audience what would be done
if research showed that noise affects children's ability to
learn, Zusman responded, "Clearly, we would have to
attenuate noise in the classroom."
Robert Miller of the acoustical consulting firm Harris
Miller Miller & Hanson, which assists FICAN in running
the public forums, noted that the FAA should get credit for
providing miliions of dollars to sound insulate schools and
� � homes. FAA recognizes that speech interference is an issue,
he said.
FAA's Jake Plante noted that FAA is currently conducting
a study of ]ow-frequency noise at Baltimore-Washington
International Airport to determine whether it needs to make
changes to its sound insulation program requirements.
Research Challenges
At their presentation to FICAN, researchers Evans and
Bronzaft laid down a series of "challenaes" for FICAN to
address regarding the issue of aircraft noise on school-aged
children, the committee noted in its 1997 annual report.
These included re-establishin� the EPA's O�ce of Noise
Abatement and Control, increasing funding for noise
research and settinQ funding priorities, and sponsoring a
short symposium on the subject of noise affects on children.
The FTCAN report noted that Evans told the committee
that future research should focus on three areas: (1) "longi-
tudinal, prospective studies that track the same students over
time; (2) dose-response function, including more accurate
measurements of the noise exposure that children are
exposed to in school and at home, (3) more work to under-
stand the mechanism involved, including reading and
languase acquisition, a well as the home environment."
The FICAN annual report also noted that several commit-
I ) tee members, which it did not identify, felt their agencies
' would support legislation to re-establish EPA's noise office.
But the report noted that "official positions on such policy
matters aze outside the charter" of FICAN.
Andy Powell, who represents the National Aeronautics
and Space Administration on FICAN, said that health
effects on children might be an area that NASA could
include in its "Three Pillars for Success" research program
currently under development, according to the report. But it
said that Powell stressed that any research on children that
NASA miDht conduct could not begin until around the year
2004.
Public Forum
At FICAN's public forum, the National Organization to
Insure a Sound-controlled Environment (NOISE), repre-
sented by Executive Director Betty Ann Kane, urged the
FICAN panel to continue its work leading to "technologi-
cally and economically feasible quieter aircraft" through the
NASA-FAA Advanced Subsonic Transport project.
Kane said NOISE is "very pleased" that the effort — whose
goal is to define, by the year 2000, new technology and
flight operating procedures that would reduce aircraft noise
by 10 dB —"is on schedule and is producing some very
promising results that can lead to practical production of
Stage 4 jet engines, quieter helicopters, and quieter propeller
craft."
NOISE addidonally called for further reducing the
perceived noise level of future aircraft "by a factor of two
from today's subsonic aircraft within 10 years, and by a
factor af four within 20 years."
Kane encouraged FTCAN to conduct further research into
"more sophisticated and realistic measures of airport noise"
other than DNL, the government's preferred metric which
averages noise over a 24-hour period and includes a
nighttime penalty. Components that should go into a"better
metric" include single event, peak level, duration, fre-
quency, tone, vibration, boom effect, contrast with back-
b ound noise, and noise characteristics, Kane said.
NOISE also asked that the FAA's Integrated Noise Modei
be reassessed for validity; that broader research into the
health effects of noise pollution be undertaken; that eco-
nomic impacts of noise such as degradation of property
values be studied; that a model building code be devised for
use in noise-impacted areas; and that research be undertaken
to determine "state-of-the-art, affordable sound insulation
materials and technologies."
Asserting that local governments are increasingly being
asked to use land-use planning as a tool for mitigating
aircraft noise, Kane noted that FAA will soon revise its
land-use planning guidance and said in doing so the agency,
in conjunction with local governments, should "survey
current land use measures and evaluate" their relative
effectiveness, leadina to a"compendium of best practices
that local governments could voluntarily access."
Kane further stated that an inquiry needs to be pursued to
learn the extent to which airport operators have been
included in the transportation planning process of Metro-
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March 27, 1998
politan Planning Organizations, as the recent FAA reau-
thorization act directed. She also urged FTCAN to "evaluate
methods that will provide more meaningful input by citizens
impacted by aircraft noise."
Alderman Greg Handy of Louisville, KY, addressed the
panel in his capacity as a local elected o�cial whose city is
impacted by noise from nearby Louisville International
Airport, echoed the call of NOISE for a new metric. DNL,
he said, "fails to adequately define noise impacts on a
community and subsequently fails to identify the aircraft
operational and land-use mitigation that will be necessary to
reduce noise impacts to acceptable levels"
Handy went on to point out that in his community DNL
"badly misrepresented to the community what the impacts
would be" when two new runways were added, "and, more
importantly, limited the mitigation's identification and
commitments." He called for development of a new metric
taking single-event noise into account.
He also took aim on the FAA's DNL 65 benchmark for
compatibility of aircraft noise with residential living. "It is
suggested that at this level," he said, "about 12 percent of
the population will be highly annoyed. The implication is
that this is an acceptable level. Let me assure you that in my
judgment it is not. I have a political problem of major
importance." The alderman went on to say that the data
points associated with the annoyance curve "indicate that
this percentage could be significantly higher, as I suspect is
currently the case in Louisville."
Handy further contended that "the use of Stage 3 as a
generic term for noise reduction is deceptive," notina that .
the noise from Stage 3 operations differs by aireraft type
and because of other vaziables. "In our case," he stated, a
100 percent Stage 3 fleet may only change the single-event
noise levels "from intolerable to unacceptable."
Handy asked that FICAN look into devising a"triggering"
system capable of pinpointing noise levels at which local
governments should become concerned and investigate
further. He said communities "are capable of developing our
own decision processes in cooperation with our local
airport."
In a joint presentation to the panel, two community noise
groups — US-Citizens Aviation Watch (US-CAW) and the
metropolitan Washington, DC, Citizens for the Abatement
of Aircraft Noise (CAAN) — agreed that the existing FAA
noise metric is flawed and yieids deceptive resuits. Jack
Saporito of US-CAW and Donald W. MacGlashan of
CAAN, also joined Handy in arguing that the 65 dB DNL
threshold for compatible land use is too high.
US-CAW and CAAN further charged that FAA's method
of counting noise-affected people is "grossly misrepresenta-
tive." FAA claims some 3.5 million people nationwide are
affected by aircraft noise [that is the estimated number of
people residing within 65 dB DNL and higher noise
contours around U.S. airports]. But Saporito said khe State
of Illinois "conservatively" estimates that 1.5 million people
are affected by noise from O'Hare International Airport.�
37
Airspace Deszgn
CONANDA FEELS LEFT OUT
OF AIRSPACE DESIGN PROJECT
By Charles F. Price — For almost two years — ever since
the Federal Aviation Administration first began openly
discussing plans to consolidate airspace over the National
Capital region — the Metropolitan Washington Council of
Governments (COG) and its aircraft noise panel have been
urging FAA to follow tlirough on its repeated promises to
involve them meaningfully in planning and implemendng
the effort. $ut the agency has yet to do so.
"We've been told over and over that we're going to be a
part of the process, but the process seems to be going on
without us," said COG,pianner George Nichols, who
advised the COG Board on airport noise matters and staffs
its noise body.
The airspace redesign is called. the Potomac Project. It is
intended to arrange more efficiendy the air routes of traffic
using Dulles and Baltimore-Washington International
Airports, Reagan National Airport, and Andrews Air Force
Base. Because the plan has the potential to change e�sting
noise patterns, and because a similar scheme in the 1980's
ignited a firestorm of public outrage, regional officials are
anxious to be involved in every aspect of the change. �
FAA continues to pledge to involve COG and its noise
arm, the Committee on Noise Abatement at National and
Dulles Airports (CONAIVDA) — most recently at a March 11
joint meeting of the COG Board and CONANDA — yet the
impression of local o�cials, Nichols said, is that the agency
is moving ahead with the project and making important,
even irrevocable, decisions without the promised consulta-
tion.
Left Out of Site Selection
This concern was discussed at the March 11 meeting
during a briefing of the COG Board and CONANDA by
FAA's Carl Schellenberg, who is managing the Potomac
Project. FAA has already picked nine potential sites for a
new terminal radar approach control (TRACON) facility, a
centerpiece of the airspace consolidation; CONANDA
members felt they should have played a role in making
those choices, since the TRACON location will affect the
nature of the airspace redesign. The COG Board, Nichols
reported, was "as polite as they could be, not having [been
given] a.lot of information and [suspecting] they'd been led
around" by unfulfilled promises of collaboration. But he
conceded that the dialogue became "heated" at times. "The
Board made it clear they wanted to be involved in the
process," he said.
Schellenberp in his briefing had sketched the outlines of
the project and reiterated FAA's pledge to seek the partici-
pation of COG and CONANDA. Yet for the local officials
present, the plan as the FAA official described it sounded
like little more than a rehash of earlier presentations and
Airport Noise Report
38 Airport Noise Report
seemed overbroad and non-specific, Nichols said. He
characterized the Board's concerns: "What exactly is the
�rocess? Is it written down? Is it a draft? Is it final? Can we
„omment? The fear is that when [FAA] decides what
involvement we'll actually have, that we'll be steamrolled,
that we won't be able to respond in a timely, legitimate, and
intelligent way."
No Direct Funding
One specific issue was addressed at the meeting. The
COG Boazd and CONANDA have repeatedly asked FAA to
piovide technical assistance funds for the hiring of a
consultant to advise the regional body during the course of
the project. Schellenberg said that for statutory reasons FAA
cannot directly fund COG in this way, but he did promise
that the agency would "assist COG as much as possible
during the outreach process." The nature of this assistance
was not specified, but was to have been clarified at a
subsequent meeting where Schellenberg was also to provide
the Board with a list of the nine TRACON sites and the
criteria FAA used to select them. FAA has since asked to
reschedule the follow-up meetina two different times,
Nichols told ANR.
CONANDA Chair Betty Ann Krahnke has stated that in
the absence of FAA funding, the group would seek flther
means of securing money for technical assistance.
In his briefing, Schellenberg said the airspace consolida-
-,tion was needed because of expected future growth,
( ,Sarticularly at Baltimore-Washington and Dulles airports.
He emphasized that the change will not alter existing
procedures for operating airplanes within the five-mile
radius from each airport and will not affect existing noise
abatement procedures. The plan will only affect the 75-mile
radius beyond the airport tower's five-mile control, he
explained.
FAA, said Schellenberg, proposes to undertake a two-
tiered environmental analysis separately addressing the
TRACON facility and the airspace consolidation. He
promised that COG, CONANDA, and other groups repre-
senting areas within the 75-mile radius will be consulted by
means of outreach efforts, but did not say how.
From the outset of its talk about the Washington airspace
consolidation, FAA has vowed it wants to involve Washin;-
ton-area communities in every staae of the effort. In the past
the asency has suffered bitter consequences after changing
air routes without consultation, particularly in the New
York-New Jersey area, where controversy continues to
simmer more than 10 years after implementation of the ill-
conceived Expanded East Coast Plan. FAA's approach to
the Potomac Project was supposed to reflect a newly
enlightened attitude toward public involvement.0
Hushkits
� i • ,i , ' � .
� �. � � .�. �
Burbank Aeronautical Corp. II(BAC II) announced
March 23 that it has begun its final series of flight tests in
the certification program of its Stage 3 hushkit for Boeina
707-300 aircraft powered by Pratt & Whitney J'I'3D-3B and
JT3D-7 engines.
These remaining tests will include operationai tests of new
thrust reversers, nacelle anti-icing and compartment cooling
tests, and in-flight demonstration of a higher capacity
nacelle fire suppression system.
The new target thrust reversers are hydraulically-acti-
vated, reversing the combined flow of bypass and turbine
exhaust. 'They replace the present separate pneumatically-
activated translating sleeve fan reversers and cascade
turbine reversers, the company explained in a press release.
BAC II said it completed FAA-witnessed ground tests of the
new reversers last September.
BAC II expects to complete its flight test prob am in April
and to receive an FAA Supplementary Type Certificate in
May. The price of the new Stage 3 hushkit (4 engines) will
be $2.9 million for the JT3D-3B-powered aircraft and $3
million for the JT3D-7-powered aircraft. Initial producdon
will be limited to 12 hushkits in 1998 with a"substantial"
increase in capacity and deliveries in 1999, the company
said. �
The company said it is now accepting customer payments
to hold production slots. It noted that an estimated 120
B707-300 are still in operation with Stage2 hushkits.
Tom McGuire, BAC's vice president for marketing, said
there is strong interest in the new kit by operators of B707-
300 aircraft which are mainly VIPs or Middle Eastern, Latin
American, or European cargo carriers. The first contract for
installation of the new hushkit already has been signed with
delivery set for June, he said.
Flyby Noise Test Results
FAA-witnessed noise tests for the hushkit were completed
in August 1997. Based on the results of those tests, B707-
300 aircraft equipped wit the BAC II Stage 3 hushkit and
powered by either the JT3D-3B or the JT3D-7 are expected
to comply with FAA and International Civil Aviation
Organization (ICAO) Stage 3 noise standards while main-
taining the present Maximum Gross Takeoff Wei�ht
(MGTW) of 333,000 lbs. and the Maximum Landing
Weight (MLW) of 247,000 Ibs., the company noted.
The new hushkit thus eliminates the substantial landing
weight penalty of B707-300 aircraft powered by the higher
thrust (19,000 lb.) and more fuel efFcient JT3D-7 engine
which was caused by the more limited noise suppression of
existing Stage 2 B707 hushkits, the company explained. It
said the its Stage 3 hushkit reduces effective perceived noise
levels cumulatively (over three measuring points) by over
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March 27,1998
15 dB from that of Stage 2 B707-300 aircraft and by over 30
dB from that of Stage 1 B707-300 aircraft (none of which
are cunently operating in the United States).
The new Stage 3 hushkit does not have the si�ni�cant fuel
burn increase experienced with existing Stage 2 B707
hushkits, BAC II said.
BAC II also announced that it has completed the design,
loads and stress analysis, toolina, and FAA-witnessed first
article fabrication of a Winglet for the B707 aircraft. Based
on previous flight tests, the company said it expects the
Winglets to reduce B707 fuel consumption by at least 6
percent. Ground structural testing of the Winglets will be
completed in April; flight tests will begin upon completion
of the hushkit certification. Certification of the Winglets is
expected during tj�e summer. They will be priced at
$400,000 per shipset.
Further information on the hushkit or Winglets can be
obtained from McGuire at tel: (818) 843-8242; fax: (818)
843-4510.0
Burbank
r � •�
� ' , 1 • � '' �
Wyle Laboratories, Inc., has been selected by the Bur-
bank-Glendale-Pasadena A.irport Authority as the program
mana�er to lead a project to decrease the noise impact on
homes in the immediate area of the airport.
Wyle has been given a contract to initiate the next phase
of the Burbank Airport Residential Acoustical Treatment
Prob am and to coordinate the treatment of an initia175
homes.
1fie Burbank airport is nearing completion of a pilot
project and is now embarking on a large scale program.
Officials hope to include approximately 2,300 homes in the
program over a multi-year contract as fundina from the
Federal Aviation Administration becomes available.
Homes will be bundled in groups of 25 and the total
number of groups completed each year is dependent on
available FAA grants and airport authority funds. The ooai
is to significantly reduce interior noise levels in homes
located inside a specific area surrounding the airport, based
on measurements compared to the Community Noise
Equivalent (CNEL) standards of the state of California.
Burbank airport officials will sign up homeowners for the
program and then hand responsibility over to Wyle engi-
neers, who will meet with individual homeowners to discuss
how the program will be implemented.
Wyle, with assistance from subcontractors, will provide
acoustical design for sound insulating homes,'construction
documents, construction oversight, maintenance of a
Deographical information system, acoustical testing before
and after construction, and final acceptance of construction.
Wyle subcontractors include The Urquiza Group, Inc., of
Pasadena, CA, which will provide architectural services; the
39
Tishman Construction Corp. of Los Angeles, which wiil
provide construction management; Psomas and Associates
of Santa Monica, CA, which will provide geographical
information systems; and C. Kell-Smith and Associates of
San Bruno, CA, which will provide advisory services.
Wyle said it is also assisting in noise remediation at more
than two dozen other airports including Los Angeles
International, Ontazio International, and John Wayne �
Airports.�
Toledo Express
NEGLIG]ENT IMPLEMENTATION
CREATES LIABILITY, COURT SAYS
By Charles F. Price — An Ohio appeals court ruled March
20 that a lower court was correct in deciding that federal law
preempts the use of common law nuisance actions to
address aircraft noise problems. But the court also upheld a
trial court judgment drawing a distinction between the
decision of a public body to expand an airport — and its
noise — and the act of implementing that decision, saying
any negligence in implementation can incur liability.
The airport authority plans to appeal the ruling to the state
Supreme Court. Had it not, the ruling cleared the way for a
jury trial in Fulton County Court by homeowners against the
Toledo-Lucas County Port Authority, which in the early
1990's leased Toledo Express Airport to cargo carrier
Burlington Air Express. Homeowners in Fulton County live
under Burlington's flight paths — although the airport itself
is located in Lucas County — and sued, complaining about
the noise of overflights, particularly at night.
A three judge appeals court panel said the trial court was
correct in finding that noise, flight paths, and houis of
operation are all aspects of Burlington's "prices, route, or
service" which the Airline Deregulation Act of 1978
protects from tort claims by federal preemption.
However, the court rejected the Port Authority's conten-
tion that it is immune from liability because it is a political
subdivision. Such entities are generally not liable for
damages when performing a governmental or proprietary
function. But the appeals panel said the Oho Supreme Court
distinguishes between "a decision to engage in an activity
and the implementation of that decision ... Once a decision
has been made to engage in a certain activity, that political
decision will be liable for any negligence occurring during
the implementation of that activity."
The decision of the Port Authority to expand Toledo
Express Airport and lease to Burlington, said, the court,
"was a decision that is immune from liability. However, the
record reflects that there is a genuine issue of fact about
whether the implementation of the Port Authority's decision
resulted in creating a private nuisance. If the implementation
... did result in creating a nuisance ... then the Port Authority
would not be immune from liability ..."
Attorney David W. Zoll of Toledo, representing the Fulton
County homeowners, said in a statement that the ruling
AirpoR Noise Report
C
_ _ _ _ _ �;.
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40
' AN�2 EDITORIAL
ADVIS012Y BOAl2D
Mark Atwood, Esq.
Galland, Kharasch, Morse & G�nkle
Washington, D.C.
Lee L. Blackman, Esq.
McDermott, Will & Emery
Los Angeles, Calif.
Dr. Clifford B. Bragdon, AICP
Dean, School of Aviation & Transportation Dowling
College
Etiot Cutier, Esq.
Cuder & Stanfield
Washington, D.C.
J. Spencer Dickerson
3enior Vice President
American Association of Airport Executives
Edward J. DiPolvere
Administrator, National Association of Noise
Control Officiats
Richard G. "Dick" Dyer
Airport Environmental Specialist, Division of
Aeronautics, Cali£ Dept. of Transportation
E. Tazewell Ellett, Esq.
Hogan & Hartson
�Washington, D.C.
Julie H. Ellis, Esq.
Managing Director
Federal Express Corporation
Angel M. Garcia
Co-Chairman
Citizens Against Newark Noise
E.H. "Moe" Haupt
Manager, Airport and Environmental Services,
National Business Aircrah Association
Robert P. Silverberg, Esq.
Bagileo, Silverberg & Goldman
Washington, D.C.
Joanne W. Young, Esq.
Baker & Hosteder LLP
Washington, D.C.
Airport Noise
opens the way for a jury trial in county court for "damages resulting from
the actions of the Port Authority in failina to buy out homes in Fulton
County and intentionally directing the noisy flights out over Fulton
County residents."
lfieresa Grigsby, of Toledo law firm Spangler & Nathanson, which
represents the airport authority, said that the ruling was very narrow and
only covered the tort immunity issue. If the Ohio Supreme Court
overturns the appellate decision,.she said, it would dispose of much of the
lawsuit. The litigation started in 1993 and still has a long way to go,
Grigsby said.
Toledo Express Airport was expanded and Burlington was welcomed
by the Port Authority in an effect to revitalize the local economy.�
Sound Insulation
( � � � � ;�
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Ohio door manufacturer Whisper-Like Acoustical Secondary Door
recently announced that it has obtained certification from the American
Society for Testing and Materials (ASTM) for its "Full View Door"
system, which uses laminated glass with a patented plastic interlayer.
Saflex plastic polyvinyl butryal (PVB) interlayer, a product of St.
Louis-based Solutia, Inc., has traditionally been used in car windshields
for nearly 60 yeazs.
The "Full View Door" system passed the ASTM E-90-90 (Procedures)
and E-413-87 (Formulas) tests for noise mitigation, according to the door
manufacturer. To meet the ASTM acoustical standards for these tests, the
door system acnieved a Sound Transmission CIass (STL) rating of 33.
STC ratings typically are used to rate residential and o�ce building
partitions and aze expressed in numerical values — the higher the number,
the a eater the sound isolation.
T'he Whisper-Like Acoustical Secondary Door system is made up of a
solid core storm door and a window system using one-quarter inch heat
strengthened glass with 0.060 Saflex gauge plastic interlayer and one-
quarter inch heat strengthened glass. The laminated glass is inserted into
the solid core storm door which is made up of three-quarter inch particle
board covered with an aluminum skin.
This door system is being used widely around airports in conjuncdon
with the Federal Aviation Administration's residential sound noise
mitigation prob am, according to the company. It said that the door
system offers homeowners many additional benefits including protection
from ultra-violet light and theft deterrence.
Further information on the door system can be obtained from the
company's web site at www.whisper.like.com or by contacting Lou
Mollenkamp at tel: (1-800-248-6844.0
AIRPORT NOISE REPORT _
Anne H. Kohut, Pubiisher
Charles F. Price, Contributing Editor; Maria T. Norton, Production Editor
Published 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 granted by Airport Noise Report, provided that the base fee of US$1.03 per page per copy
is paid directly to Copyright Clearance Center, 27 Congress Street, Salem, MA 01970. USA.
Copyright �O 1998 by Airport Noise Report, Ashburn, Va. 20147
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AGENDA c�� ` , � �
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REGULAR MEETING � � i� �` ��"� � ��
EAGAN AIRPORT RELATIONS COMMISSION ~�- ��-�
EAGAN, MINNESOTA "
EAGAN CTTY COUNCIL CHAMBERS
April 14, 1998
7:00 P.M.
L ROLL CALL AND ADOPTION OF AGENDA
II. APPROVAL OF MINUTES
Iil � ' ! : : � �1
IV. CONSENT AGENDA
V. UNFINISHED BUSINESS
A. Comprehensive Plan — Aviation Goals and Policies
VI. NEW BUSINESS �
A. Request for Expansion of Sound Insulation Program — Valley View
�� �� ���� ��� Plateau Neighborhood
� B. Minneapolis Straight Out Procedure
VII. STAFF REPORT
A. Eagan/Mendota Heights Corridor
B. MASAC Update
C. Northern Dakota County Airport Relations Coalition Update
�� �t �:u, ►
IX. FUTURE MEETINGS AND AGENDAS
• Next Commission Meeting — 7:00 p.m. Tuesday, May 12
• Next MASAC Meeting — 7:30 p.m. Tuesday, Apri128
X. ADJOURNMENT
Auxiliary aids for persons with disabilities will be provided upon.advance notice of at least 96 hours. If a
notice of less than 96 hours is received, the City ofEagan wil/ attempt to provide such aid.