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09-10-2008 ARC Packetl. 2. 3. CITY OF MENDOTA HEIGHTS AIRPORT RELATIONS COMMISSION AGENDA September 10, 2008 — City Hall Conference Room Call to Order - 7:00 p.m. Roii Call Approval of the Minutes from the July 9t�' & August 13th, 2008 Airport Relations Commission Meetings. 4. Un�nished and New Business a. Discussion of Ken Reeds Resignation. b. Discussion of MAC CIP c. Updates for Introduction Boolc. 5. « fl] Acknowledge Receipt of Various Reports/Corresnondence: a. July 2008 ANOM Technicai Advisor's Report b. July 2008 ANOM Eagan/Mendota Heights Departure Corridor Analysis c. Airport Noise Report, August 8, 2008 d. Airport Noise Report, August 15, 2008 e. Airport Noise Report, August 22, 2008 f. Airport Noise Report, August 29, 2008 Other Commissioner Comments or Concerns Upcoming Meetin�s MAC Meeting City Council Meeting NOC Meeting Planning Commission 8. Public Comments 9. Adiourn 9-15-08 1:00 p.m. 9-16-08 7:00 p.m. 9-17-08 1:30 p.m 9-23-08 7:00 p.m. Auxiliary aids for persons with disabilities are available upon request at least 120 hours 'rn advance. If a notice of less than 120 hours is received, the City of Mendota Heights will make every attempt to provide the aids. This may not, however, be possible on short notice. Please contact City Administration at (651) 452-1850 with requests. CITY OF MENDOTA HEIGHT5 DAKOTA COUNTY, MINNESOTA AIRPORT RELATIONS COMMISSION MINUTES July 9, 2008 The regular meeting of the Mendota Heights Airport Relations Coinmission was held on Wednesday, July 9, 2008, at 7:00 p.zn., in the Large Conference Room at City Hall, 1101 Victoria Curve, Mendota Heights, Minnesota. The following Cornmissioners were present: Liz Petschel, Chair; Robin Ehrlich, Vice Chair; Sally Lorberbaum, Lyle Odland, Ken Reed, and Dave Sloan, Comnzissioners. Not Present: Bill Dunn, Commissioner. Also present were: Ultan Duggan, Councilmember; Jim Danielson, City Adininistrator; Ja1ce Sedlacek, Assistant to the City Administrator; and Mary Heintz, Recorder. Approval of Minutes A motion was inade by Commissioner Odland, seconded by Commissioner Ehrlich, to approve the minutes of the June 11, 2008, ARC meeting as submitted. The minutes were approved unaniinously. �Tnfinished and New �usiaiess A. Non-Can-ier Jet Discussion Vice Chair Ehrlich colninented that he is truly amazed at the non-inonitoring of night- time operation violations over the City, referencing eight off 12L that he witnessed within a one-hour and 15-ininute period, and suggested that the problem be brought before NOC. Comrnissioner Odland stated that Beach 89 and 90 turbo props are very loud and the subject flights are likely 15-20 depaa-ting Northwest Airlines cargoes that fly south 5:00-10:00 a.m. He said the excess noise is likely due to the pitch control on props, also adding that the pilot has discretion to change the pitch. Chair Petschel commented that the destination was likely Duluth, going over Edgecomb, and that problem refinement is needed. Commissioner Odland said there is need to find out if the flight violations are coming from the same operator. Chair Petschel suggested that more information be obtained before going to NOC for a response. Commissioner Lorberbaum asked about the delivery schedule, and Commissioner Reed stated that the flying schedule is set and the noted flights are a sinall percentage of the total but a lot of airplanes nonetheless scattered throughout the day. He said his question would be ( ) whether they are accountable to the Part 150 noise ordinance, which is unlikely, and that � l coinmunities should be extra diligent to follow up on these airplanes. Commission Meeting — July 9, 2008 Mendota Heights Airport Relations Commission Vice Chair Ehrlich commented that the reports ARC is receiving are grossly inaccurate. Chair Petschel said that is something that should be raised with Chad Leqve and she � , would like to query him on the questions raised, take some "temperature taking" before the NOC meeting, determine if other municipalities are submitting complaints, and then see what can be done. Commissioner Odland would like io know the count of flights 5:00-9:00 a.m. and Vice Chair Ehrlich added 8:00-11:00 p.in. Commissioner Sloan asked about night-time restrictions, and Chair Petschel said caxgoes move at night and passenger carriers have been asked not to schedule arrivals after 10:00 p.m. or takeoffs before 6:00 a.m. or 7:00 a.m. She also said since 9/1l, the request has been made for passenger flights departing early in the morning to be inspected one hour prior to takeoff which means the planes have to be at the gate before 6:00 a.m., resulting in those flights arriving around 4:30 a.m. Vice Chair Ehrlich suggested that Mr. Leqve be invited to an ARC ineeting to provide an update and address questions, and the Coinmission agreed. The City Administrator will find out if Mr. Leqve can attend an August meeting. B. Tnver Grove Heights Letter to MA.0 Discussion Chair Petschei stated that MAC Chair Jack Lanners and Mr. Leqve will meet with Inver Grove Heights staff and elected representatives July 14 at Inver Crrove Heights City Hall. , The City Administrator provided bacicground infonnation on the Inver Grove Heights � letter and Chair Petschel on Will Eggington and John Bergman's deciding vote for the night-time inove off 17 to the 12s. Chair Petschel reported that she wrote Mr. Leqve about her approval of the sentiinent of Inver Grove Height's letter but not its content, said flights have flip-flopped the last month between Eagan and Mendota Heights, and stated that she would like to kn.ow why the numbers are drastically different over the past two years. Commissioner Odland said the result may be from a meeting of controllers changing the degree heading in response to Mendota Heighis' complaints. Chair Petschel said that she will give a feedback report to ARC about what happened at the NOC meeting. C. Review Mendota Heights Noise Coinplaints Commissioner Lorberbaum said there doesn't seem to be a huge trend in the Mendota Heights airport noise complaints. Commissioner Reed commented that the number of complaints isn't necessarily in relation to how the airport is doing and said he doesn'Y know how to measure the importance of the numbers. Chair Petschei added it should be noted that people give up on complaints over time and that only one out of 20 affected residents actually coxnplains. t, 2 Commission Meeting — July 9, 2008 Mendota Heights Airport Relarions Commission D. Approval of 2008 Plan of Action `1 Chair Petschel stated that ARC is looking for final approval of the Plan of Action and suggested that Commissioners review the past year's accomplishments and forward these to the City Council for questions or comment. A motion was made by Commissioner Lorberbaum, seconded by Cominissioner Sloan, to approve the Plan of Action. It was unanimously approved. Councilrnember Duggan acknowledged the great work of the ARC. E. Updates for Introduction Book None. Acicnowled�e Receipt of Various Reports/Correspondence The Techrucal Advisor's Report was reviewed, with particular interest in inexplicable drop in night-time departures off 12L Chair Petschel reported that the RNAV over 494 and 35E begins September 24. Referencing departures off 12L and 12R, Commissioner Reed said violations can be detennined using radio frequency recordings that identify clearance deliveries. After discussion, it was decided that soine questions to pose to Mr. Leqve would concern any protocol changes for destinations off 12L and 12R and whether there is a different fleet mix of Northwest Airlines regional jets (referencing increased operations parked on A Concourse). Colnmissioner Odland suggested another question: whether there have been any additions to the published departures because the FAA supplies laa-ge airports with predetermined depai-ture routes and a pilot or controller can chose, which could account for change of routes. Chair Petschel said the AR.0 should keep an "ear to the ground." Conunissioner Reed commented that he would like to see the same nuanber of flights taking off 12L and 12R but noted that, even that were done, Mendota Heights would get the brunt of the noise because of fanning. Commissioner Sloan suggested that the A.RC be cautious in asking for an explanation of the change in operations because it inight draw attention to the change and that inight not be desirable. Chair Petschel commented again that she didn't buy in to the Inver Grove Heights letter because it was inappropriate, she didn't' like the tactics, and it was inaccurate, but that she was supportive of the sentiment and that it needed to be reinforced at the NOC ineeting. ( �) � t r 3 Commission Meeting — 7uly 9, 2008 Mendota Heights Airport Relations Commission Some discussion ensued and it was Commission consensus to provide no official comment now about the letter but raise the issue when Mr. Leqve attends an AR.0 meeting. Councilmember Duggan stated that the biggest concern is depariures because they are noisier. Chair Petschel said the next regular ARC meeting is August 13 but another Wednesday could be selected if thai date doesn't fit with Mr. Leqve's schedule. It was suggested by Chair Petschel that former ARC Chair Scott B�atly also be invited to a future ARC meeting so the current Commission can hear the history as to why planes don't fan ofF 12R, and hos his group started the procedure of crossing the corridor. The City Administrator will invite him to a future meeting. A. Noise Regulation Report B. May 2008 ANOM Technical Advisor's Report C. May 2008 (New Format) ANOM Eagan/Mendota Heights Departure Corridor Analysis D. Letter from NOC E. Airport Noise Report, June 6 2008 F. Airport Noise Report, June 27 2008 Other Commission Comments or Concerns None. TJ�co�aim� li�geetiIln�s • NOC Meeting- July 16, ZU08 —1:30 p.m. � City Council Meeting — July 17, 2008 — 7:00 p.1n. m MAC Meeting — July 21, 2008 —1:00 p.m. Public Co�.ents None. Adiourn Commissioner Odland made a motion, seconded by Commissioner Reed, to adjourn the meeting at 8:31 p.in. Respectfully submitted, Mary Heintz TinzeSaver Off Site Secretarial, Inc. 0 4 � CITY OF MENDOTA H]EIGHTS DAKOTA COUNTY, MINNESOTA AIl2PORT RELATIONS COMMISSION MINUTES August 13, 2008 The regular meeting of the Mendota Heights Airport Relations Commission was held on Wednesday, August 13, 2008, at 7:00 p.m., in the Large Conference Room at Ciiy Hall, 1101 Victoria Curve, Mendota Heights, Minnesota. The following Coriunissioners were present: Liz Petschel, Chair; Robin Ehrlich, Vice Chair; Bill Dunn and Dave Sloan, Commissioners. Also present were: Chad Leqve, MA.C; Carl Rydeen, FAA; Ultan Duggan and Sandra Krebsbach, Councilmernbers; Jim Danielson, City Administrator; Jake Sedlacek, Assrstant to the City Administrator; and Mary Heintz, Recorder. Not Present: Sally Lorberbaum, Lyle Odland, and Ken Reed, Commissioners. Approval of Minutes It was Cominission consensus to delay approval of the minutes of July 9, 2008, ARC meeting to the September meeting agenda. YTni'uaisfied amd New �usiness Infiroductions were inade, and Vice Chair Ehrlich offered a brief introduction to the evening's proposed discussion. A. Discussion with Chad Leqve, MAC, and Carl Rydeen, FAA. Mr. Leqve responded to questions that had been subinitted by ARC in advance of the evening's ineeting. 1. "Ca�z pilots flying propeller ai��c�-aft change tlze th��ottle setting to reduce noise? " Yes, Mesaba utilizes some power setting schemes to reduce noise and fuel usage, operating 10-15 % off full throttle when departing. 2. "Are the major^ity of general aviation azYcr�aft coming fi^om the sa»ze operator?" The largest turbo prop operator is Mesaba, with Bemidji Air at 11.8%. 3. "Is the �nonitoring of the number of these aircraft and the rioise they generate included in tl2e Part 1 SO? " Yes, it is included in the air contour. The iinpetus for the settleinent had 159 average daily propeller operations. 4. "Does the number of general aviatio�a flights make the coYridoY repot�t inaccuYate? " No. The corridor report is intended to lnonitor and evaluate carrier jet aircraft. Props ! ) don't have to abide by the corridor because 1) they are the inost quiet that fly out of ( j 5 Q ��C.� �`-`�� Commission Meeting — August 13, 2008 V" Mendota Heights Airport Relations Commission the airport and 2) the idea of moving slower aircraft in with faster moving ones can't be mitigated from the ATC perspecti e. "How many ge�zeral aviatzon aircr ft does the ai�poYt see S-9 a.rn, and 8 p.m. to midnight? " Between January and une 2008, there were 28.5� average daily prop and turbo aircraft 5-9 a.m. and 22.3 8 p.rn. to midnight, including Mesaba and off all four runways. "Doesn't a general aviation aircraft that is generating 60 decibels of sound need to be monitored? " The question was restated as "What noise monitoring parameters ar� in the system?" To classify aircra$ noise, if a noise event is above 63 decibels more than eight seconds and reaches a peak of 65, that noise event is categorized as a perspective aircraft noise and then flight track data is analyzed to identify a corresponding match. It was noted that a normal urban environment is 63 decibels (examples such as garbage truck beepers and lawn mowers) and so there is a fine line of distinction. There will be need to continue monitoring of the threshold as aircraft become more quiet and community noise levels increase. A particular concern was expressed by Councilmember Krebsbach about noise on 110. Mr. Leqve stated that there were 450,000 operations in 2007 and a mix of fleet, with a quarter of those being CRJs and the noisier DC9s being at the lowest number they have ever been. 7. "Vice C7aair Ehrlich's request to review the take-off patter��a on Thursday, July 10, frona 9:30 p.m. until about 11: DD p.na. He stated that tlzere were a very ZaYge number of flights north of the corridor that evenzng that would be interesting to u�zde�stand. " Following a detailed analysis of the flight time and location, the aircraft was likely a prop, which is not required to comply with the corridor. Vice Chair Ehrlich cornmented that he felt reports produced have been inaccurate, specifically the noise footprint of aircraft for his house, and said it should be discussed with NOC. Mr. Leqve stated that all operations are included in the footprint and, to assess accurate compliance monitoring for specifics, there will be need to malce sure analysis criteria being used are specifically tailored to assess how things are happening relative to the desired location. He said the desired action is keeping jet aircraft within the Eagan and Mendota Heights corridor, which is why the reports looks at jet aircraft, adding that it impacts capacity to unplem.ent at the airport. Vice Chair Ehrlich commented further that it seems inappropriate for turbos to have no limits, and Mr. Leqve said the FAA evaluates environmentally according to the National Environmental Policy Act. Vice Chair Ehrlich asked what can be done to protect neighborhood above 110 to inake less of an impact. Mr. Leqve said the majority is commercial operators, including Mesaba and Bemidji, and, though he would like to find a solution, he could not deny that living near a major international airport has its challenges. He noted that propeller numbers are going down at the airport and regional jets have to stay within the corridor, which is the biggest growing segment of the fleet. � l� J• Commission Meeting — August 13, 2008 Mendota Heights Airport Relations Commission Mr. Leqve reported that the Quality Assurance staff person had analyzed the tape and ' ' radar of the time/location in question and said 11 or more jets were counted and a senior controller was using that particular heading, which was not accurate that night and may have been due to a northbound departure rush for destinations to Boston and Euxope. Councilmember Krebsbach asked whether controller records were reviewed, and Mr. Rydeen reported that they are and anoinalies would be dealt with during performance reviews, utilizing Vice Chair Ehrlich's einail message as a basis for discussion with the identified controller in this particular instance. He also said he is looking at aircrafi turning early off runways and holding staff accountable for those action, again as part of performance evaluations, but acknowledging that inonitoring is not high on management's radar for purposes of safety. Councilmember Krebsbach inquired about capacity of the Anoka airport following its expansion, and Mr. Leqve said the airport could now accommodate business jets. Commissioner Dunn said he was amazed that the Anoka site comprises the same acreage as MSP. The Commission thanked Mssrs. Rydeen and Leqve for attending the ARC meeting and responding to concerns, and they in turn said they enjoyed doing so. Mr. Leqve commented about the good results that have coine out of Mr. Rydeen's effective cooperation with the City and said he and Mr. Rydeen appreciated receipt of ARC's questions in advance, which made the evening's discussion more efficient and productive. � Councihnember Krebsbach said she'd noticed that current departure percentages inatch wit�in one percent the number of depariures during peak use before runway 17 was nuilt. Chair Petschel agreed and said the nwnbers aa-e lnore equitable between 12R and 12L. She stated that she is absolutely thrilled and ARC and the City as so ap�reciative, that it means a lot to Mendota Heights. Mi-. Leqve said he would share their compliments and noted that education is ongoing. Councihneinber Duggan asked about the anticipated effect during the upcoming Republican National Convention. Mr. Leqve reported that there will be an increase in flights but there will be 3-4 days of advanced notice to set up special procedures. He did note that there will be private jets coming in that St. Paul will also receive as well as F16s, which require a lot of monitoring. Commissioner Sloan expressed his personal appreciation to Mr. Rydeen and coinlnented that people do pay attention to what management is looking at and reviewing, which is why results have been better because those in charge will be held accountable for following procedures. Mr. Rydeen emphasized that he didn't want to give the iinpression that staff responsible for the identified flights in July weren't doing their jobs back then at that tiine. Chair Petschel cominented that there is a learning curve during personnel turnover in the tower and the coinbination of that and the additional runway had to be ( � ) daunting. 'i � 3 Couunission Meeting — August 13, 2008 '�"" "'' Mendota Heights Airport Relations Commission Chair Petschel then expressed her excitement for the upcoming RNAV, which is scheduled to go into effect September 24. Mr. Leqve reported that there is need for additional work and that there inay be delay of 1-2 months. Mr. Rydeen added that not all airplane computers are up to date and there is need for FAA to clamp down on new procedures to ensure safety in standardization, which involves an 18-step process. He also stated that Northwest Airlines is the only one to use RNAV now but that General Mills, as an example, has also expressed its interest. Mssrs. Rydeen and Leqve ihen excused themselves from the meeting. Councilmember Duggan requested that City staff send a letter of appreciation to Mssrs. Rydeen and Leqve. Discussion ensued about the televising a few upcoming ARC meetings, and it was Commission consensus that the City Adxninistrator contact Rick Hanson for a possible televised meeting. Councilrnember Krebsbach commented that it is good for the Community to know the leadership teams, that ARC contributes to residents' quality of life, and a way to recognize and extend appreciation to Commission members. Councilmember Duggan requested that, once confirmed, the ARC Meeting selected to be televised by announced at the Council, Park and Recreation, and Planxiing meetings. B. July 14, 2008, NOC Meeting Update Chair Petschel reported that two topics were the bulk of the last NOC Meeting, which was a very frank one, and consisted of an update on the RNAV, standardizing procedures and moving into piace, and discussion regarding the lnver Grove tieights letter. C. Updates for Introduction Book None. Acknowled�e Receipt of Various Reports/Correspondence It was Conunission consensus the numbers have been very good in the reports. A. June 2008 ANOM Technical Advisor's Report B. June 2008 (New Format) ANOM Eagan/Mendota Analysis C. Airport Noise Report, July 3, 2008 D. Airport Noise Report, July 18, 2008 E. Airport Noise Report, July 25, 2008 F. Airport Noise Report, August l, 2008 Other Cominission Comments or Concerns None. G! Heights Departure Corridor Commission Meeting — August 13, 2008 Mendota Heights Auport Relations Commission ' ' Upcomin� Meetin�s A suggestion was made that a representative of the Northwest training facility attend an upcoming ARC meeting, perhaps in October, to discuss new aircraft. • MA.0 Meeting — August 18, 2008 —1:00 p.m. • City Council Meeting — August 19, 2008 — 7:00 p.m. • Planning Commission — August 26, 2008 — 7:00 p.m. Public Comments None. Adjourn Commissioner Sloan made a motion, seconded by Vice Chair Ehrlich, to adjourn the meeting at 8:33 p.m. Respectfully submitted, Mary Heintz TznieSaveY Off Site SecYetaT�ial, bzc. 5 . 1 /l ( l ._. ............._..,........,�..�,. .. ....�... . _ ......._ . . From: ken@jokejointcomedyclub.com [mailto:ken@jokejointcomedyclub.com] Sent: Sunday, August 31, 2008 3:53 PM To: Jim Danielson; Elizabeth Petschel Cc: Jake Sedlacek; lyleodland@aol.com; Dunn7074@comcast.net; davidssioan@msn.com; lorber@infioniine.net; Robin.S.Ehrlich@BT.com Subject: Resignation from ARC Liz and Jim, Last week Z was notified thai I have been selected to work with MAC as a planner on their staff. Unfortunately, that means that I will be unable to continue work on the Airport Relations Comrnittee. I've enjoyed working with each of you and regret that I wasn't able to serve longer. I wish you all continued success in all of your endeavors. If you have any questions, I am always just a phone call away. Have a great weekend. Sincerely, Ken Reed Jok� T�in� r�rnedy rl�a� www.JokeJointComedyClub.com Reservations 612-327-0185 LindaShipton _...�...�._...�..�.,.��...�..�......�.,.��,....�R�.�......��-.� ,� ._.w., .��.....,,.__..�....�., � . �..�...�...�,.. _..,._... am: Jim Danieison ', c: Tuesday, December 11, 2007 10:48 AM Tn; �inda Shipton Subject: FW: Parks Comrnission Attachments: Joseph E Hennessy Resume October 2007.rtF From: Nennessy, Joseph [maiito:,ioseph.hennessy@nwa.com] Sent: Tuesday, December 11, 20�)7 9:36 AM To: Jim Danielson Subject: Parks Commission Mr. Danieison: I read in this week's edition of the Friday News that we're in need of Parks Commission applicants. I would like ta submit my name for consideration. You may remember me as being �ne of the the three candidates interviewed for the recent Planning Commission vacancy. My interest in serving Mendota Heights remains strong and the opportunify ta serve on the Parks Commission would be of great interesf to me. ��ve attached a copy of my res� me for the selecfing officials to use for general information in their review and consideration of '�nplication. � Kincf regards, Joe Hennessy 1716 Lansford Lane Surnmaty of Qualificat'tons: Education: Security Clearance: Professional Experience: ( �osEnx �. �E�rEss-� ,,. , Fourteen years of succe.r.rful practice and leader.rh p in aviation safety management, maintenance and ��r ject management. Analytical decz,rion maker �vith excellent jiroblem .rolving .rkill.r Strategic thinker �vith underrtanding of "big picture. " Out.rtanding arganiZatiorral and interpexronal communication � kill.r: A natural leader rvho thrive.r zn divexre environment.r ]►Zaster of Science, Aviation Safety 1Jniversity of Central Missouri ]3acheIor of Arts, Cornniunication tJnivetsity of Minnesota l�epartment of Defense — Secret (held since 1993, renewed in 2005) l�orthwest .Airlines Eagan, Minnesota Novernber 2005 - Present .4dministrator of Oj�erdtional Safety " Reports directly to and supports the daily activity of the Director o£ Safety (FAA part 119.65 required posirion) �� Responsible for the production of weekly and monthly safetp and security repo�ts for corporate Boaid of Directors and division executives �� Leads safety coxnnuttees & cross-£unctional working gxoups that addsess operational safety issues in all divisions " Collects, analyzes, foxrnats and reports coipo:eate safety data " Supports Intemal Evaluation Program (IEP� Manager witli audit prepaxation and execution including a tecent IATA Opetational Safety Audit (IOSA) and the bi- annual Departtnent o£Defense audit in 2006 '� Res�onsible for the revision and publication of the Corporate Safety & Qualiry Manual '� Represents Cornpany at Air Txansportation Association (ATA) Ground Safety Comn�ittee meetings and working gzoup sessions '� Experienced and confdent in working with the FAA Certificate Management Office (CMO) on variety of issues :>ittex Aviation Technologies (Empower MX) Duluth, Minnesota June 2000 — November 2004 <�l.r.ri.rtant Director, AccountManagement November 2002 to November 2004 '� Directed, managed, developed, and vtnplemented internal business processes to meet die needs oF a l�igh growth aviation company " Mai�aged die implementation efforts of tlzree project managers at two Nord� .American ait carriers ( 'i p Functioned as liaison to both internal and exte�nal constituency on regulatoiy mattexs ■ Directed the design, implementation, and operation o£ a 24/7 customer support center ■ Managed the development of product curriculum and customet tsainuzg programs r Consulted with customers (rnajor national and international aix caxriers� to institute process optunization and process standaxdization vrithin maintenance and engineering depastments; insuxi.ng safe and effective operations ■ Utilized quality processes and xeliability techniques to standardize customer data :eepoxting and analysis; therefore moving customers £ronn a reactive to a proactive decision-making envixonrnent �� Consulted with customers and union representatives to insure that Company products and services worked within flze guidelines of labor agreements and company policies and procedures �� Reported to the Vice Ptesident of Account Management while regulatly interfacing with CFO and CEO i�rojectManager June 2000 to Novernber 2002 �� Led the implementation of a multi-million dollar soFtware product at a major United States air carrier �� Documented, updated, and distributed project information, iricluding project status teports to senior executives both intexnally and externally �� Repxesented Company in Yhe gap analysis process; managing the company effort to ,,,inimize impact of gaps on project scope, budget, and schedule �, Insured that Company so£tcx�are met the regulatory requirements of customer opexation thxough ail phases of deployment � Met and exceeded the productivity gains that the Company contracted to deliver to the customer �United States A.ir Force, :Viinnesota Air National Guard Duluth, Minnesota 1992 - Pxesent .?Vlission Sup�ior� Flight O�i'cer � Develops, plans and dixects die 1luman resouxce and training department for a I'-16 Fighter Wing of 1000 personnel o Directly responsible for leading, supporting and directing tlze efforts oE 23 Mission Support staff ineinbers o Researches and interprets Air Force regulations for senior base leadetship o Comrnand & Control leaderslup experience in tlie Survival Recovery Center (EmeYgency Manage�nent Center) during base exercises a DoD Anti-ter.rorism t�aining 0 12 years experience o£ increased responsibility witivn tlze maintenance operations function priox to current position 1716 Lansford ].,ane, Mendota Herghts, MN •(651) 994-4818 • joseph_hennessy@yahoo.com 2wPP+ �s sq�Nr .. F2 X` Y t 9 C i� z � � pt� .t. N O 1 !» 9 �. F � r ' F 'I" G� 9� 4�aaoaty R E G' n�� 16 5' t';lD 1 r '�F �„ ; 4 ,. *. �� 3. � : �� $ � a � ` v � r�a �. � �� E �`n � w a. F�� 4 3� �S ��€ �., � August 26, 2008 Minneapolis-Saint Paul International Airport 6040 - 28th Avenue South � Niinneapolis, MN 55450-2799 Phone (612) 726-8100 Jim Danielson, City Administrator City of Mendota Heights 110� Victoria Curve Mendota Heights, MN 55118-4167 Dear Mr. Danielson: Each year the Metropolitan Airports Commission (MAC) compiles its seven-year Capital Improvement Program (CIP) which outlines construction projects proposed for the Cornmission's system of seven airports. The projects shown in year one represent projects that have been reasonably defined for implementation in the upcoming calendar year. Staff will have authority to develop final plans and specifications and advertise for bids for these projects. Projects in year two have been identified as a need or potential need but require further study in order to properly determine the scope, feasibility, or cost of the project. Staff will have authority to develop plans and specifications fior these projects to refine the projects for inclusian in next year's program. Projects in year three will be studied and preliminary plans and specifications prepared. T!-�e last five ye�r� of the �rQ�ram i�?clude �ro;ects th�t st��f de�ms lik�ly ta be needed during this period. This portion of the program assists in financial planning and meets the requirements of the Metropolitan Council's investment framework. In 1998, legislation was passed (i1/iS 473.621, Subd. 6 as amended) concerning local review of the CIP. The legislation requires the MAC to complete a process to provide "affected municipalities" surrounding the airport the opporEunity for discussion and public participation in the MAC's CIP process. An "affected municipality" is a municipality that is either adjacent to a MAC airport, is within the noise zone of a MAC airport as defined in the Metropolitan Development Guide, or has notified the MAC that it considers itself an "affected municipality." Your community has been identified as an "affected municipality" by Metropolitan Council staff based upon the criteria as defined in the statute. The legislation requires that the MAC provide adequate and timely notice including a description of the projects in the CIP to each affected municipality. The notices must include agendas and meeting minutes at which the proposed CIP was to be discussed or voted on in order to provide the municipalities the opportunity to solicit public comment and participate in the development of the CIP on an ongoing basis. Comments received from fihe affected municipalities will be reviewed and a response developed. As has been done since 1999, the MAC has developed a schedule that will allow the affected municipalities the opportunity to participate in the CIP process. The implementation schedule for the 2009 CIP is attached for your information. The shaded items represent actions/dates The Metropolitan Auports Commission is an affinnative action employer. www.mspairport.com Reliever Airports: AIRLAKE o ANOKA COUNTY/BLATNE o CRYSTAL o FLYING CLOUD a LAKE ELMO o SAINT PAUL DOWN7'OWN August 26, 2008 Page 2 that pertain to the CIP. You will receive mailings regarding the CIP review and approval process. Once the Commission approves the preliminary CIP, you will have 60 days to provide comments on the proposed CIP to the MAC. MAC staff will be available to attend any pubtic meetings to answer questions regarding the projects in the CIP. All comments regarding the CIP must come from the "affected municipality" and not from individuals. The Finance, Development, and Environment Committee of the Commission will be meeting on September 3, 2008 to review and make a recommendation to the full Commission on a Preliminary 2009 CIP. The approval of the Preliminary CIP will start the mandated environmental review process. Enclosed is the agenda for the Committee meeting, the Staff memo on the CIP, a spreadsheet showing the proposed 2009-2015 CIP, and project narratives for years 2009 and 2010. All comments and questions on either the process or the CIP should be addressed to: Robert Vorpahl, Senior Project Manager/Program Development Metropolitan Airports Commission 6040-28`h Avenue South Minneapolis, MN 55450 Phone: 612.726.8127 Email: bob.vorpahlCc�mspmac.orq Sincerely ��J� � �� `� � � Roberk J. Vorpahl, P.E. Senior Project iVlanager/Program Development Enclosures RJV/Irk cc: Dennis Probst, MAC Gary Warren, MAC CIP file FD&E packet file � � � '. �„'"� �' � �•� _ . .,� •" � •, FINANCE DEVELOPMENT AND ENVIRONMENT COMMITTEE Bert McKasy, FD&E Chair Lisa Peilen, FD&E Vice Chair Dan Boivin, HR/AA Chair Tom Foley Timothy Geisler Mike �andy, M& O Chair Jack Lanners, Commission Chair Robert Mars Robert Nelson � Molly Sigel John Williams METROPOLITAN AIRPORTS COMMISSION NOTICE OF REGULAR MEETING FINANCE, �DEVELOPMENT AND ENVIRCINMENT COMMII?EE Wednesday, September 3, 2008, 10:00 a.m. Room 3040, Lindbergh Terminal Wold-Chamberlain Field Minneapolis-St. Paul lnternational Airport d�GEND�A COF�SENT 1. REPORTS . . a. Budget Variance Report — July 2008 b. Statements of Revenues and Expenses and Changes in f�et Unrestricted Cash — July 2008 c. Accounts Receivable Summary d. Change Management Policy and Project Status Report e. Bloomington Land Acquisition Status Report Steve Busch, Depufy Executive Director — Finance and Administrative Services Dennis Probst, Deputy Executive Director — Planning and Environment 2. FINAL PAYMENT — MAC CONTRACT a. Lindbergh Terminal Commission Chambers Upgrade Gary G. Warren, Director — Airport Development 3. BIDS RECEIVED — MAC CONTRACTS a. 2008-20Q9 Glycol Recovery Program . ` b. 2008 Perimeter Fence Security Improvements — Phase 2 ; c. Lindbergh Terminai Tug Drive Floor Waterproofing & Rehabilitation — Phase 2 �. d. MAC Fiber Infrastructure Upgrade e. St. Paul Downtown Airport — 2008 Security Gate Repiacement Gary G. Warren, Director — Airport Development 4. DELAWARE NORTH CORPORATION — BATCH 16 CONCESSIONS AUDIT REPORT FOR 2007 Michael Willis, Assistant Director — Internal Audit DISCUSSION — ACTION 5. PRELIMINARY 2009-2Q15 CAPITAL IMPROVEMENT PROGRAM (CIP) Dennis Probst, Deputy Executive Director — Planning and Environment DISCUSSIDN - INFORMATION � 6. DELOITTE & TOUCHE FOLLOW-UP — OPERATING ACCOUNT BANK RECONCI�IATION Bob Schauer, Director of Finance 7. DRAFT 2009 OPERATING BUDGET Steve Busch, Deputy Executive Director — Finance and Administrative Services Materials for this meeting are available at the following website: www.mspairport.com/mac/meetings/fde.aspx TO: Finance, Development and Environment Committee FROM: Dennis Probst, Deputy Executive Director — Planning & Environment (726.8187) SUBJECT: PREL.IMINARY 2009-2015 CAPITAL IMPROVEMENT PROGRAM DATE: August 22, 2008 Minnesota Statutes Chapter 473, revised in 1988, requires that the Commission prepare an Assessment of Environmental Effects (AOEE) which assesses the cumulafive environmental effects of its Capital Improvement Program (CIP) at each of `the seven airports. In addition, Environmental Assessment Worksheets (EAWs) must be prepared for individual projects in the program that meet certain criteria. Where State and/or Federal Environmental assessments or impact statements have been prepared, that information is included in the cumuEative assessment. The law provides for public review of the assessments in accordance with the rules of the Environmental Quality Board (EG2B). The EQB rules set forth mandatory review {including holding a public hearing), waiting and decision periods that must be coordinated with Commission and Committee meetings of the MAC. In addition, in 1998, legislation was passed (MS �473.621, subd. 6 as amended) concerning local review of the CIP. The legislation requires the Commission to complete a process to provide "affected municipalities" surrounding the airport the opportunity for discussion and public participation in the Commission's CIP process. An "affected municipality" is a municipality that is either adjacent to a MAC airport, is within the noise zone of a MAC airport as defined in the Metropolitan Development Guide, or has notified the Commission that it considers itself an "affected municipality." The {��i��s?sEiii � i BC��iiGS i�i�i ii ��? i+�� i�-i�iccj�n n�n�,ii�i{� �ri{�G+,� i�4r� a�n $I�':?P::� ��I�C�' „^,��;.lulllC! � u@SC� tptl�^ �f the projects in the CIP to each affected municipality. The notices must include agendas and meeting minutes at which the proposed CIP is to be discussed or voted on in order to provide the municipalities the opportunity to solicit public comment and participate in.the development of the CIP on an ongoing basis. Comments received from the affected municipalities will be reviewed and a response developed. Staff has therefore developed a schedule that outlines the dates/actions required for the development of the CIP, the environrnental review process and the local review by "affected municipalities" process. The implementation schedule for the 2009-2015 CIP is attached for your information (Attachment 1). The proposed 7-year Capital lmprovement Program (CIP) relating to construction projects on the Commission's Airport S.ystem consists of the following elements: 1. Caqital Improvement Proiects - These are projects that have been reasonably defined for implementation in the upcoming calendar year (in this case 2009). Staff will request authority to develop final plans and specifications and advertise for bids for these projects. 2. Capital Improvement Proqram - These are projects that have been identified as a need or potential need but require further study in order to properly determine the scope, feasibility, or costs of the project. Staff witl request authority to develop plans and specifications for these projects to refine � the projects for inclusion in next year's program. ��_ 1 3. Capi#al Improvement Plan - This encompasses the last five years of the totai program and consists of projects that staff deems likely to be needed during the period. This portion of the program assists in financial planning and meets the requirements of the Metropolitan Council's Investment � Framework. Staff will be requesting authority to study and prepare preliminary pians and ( specifications for the projects. Also included with this memo (Attachment 2) are the following: • Listing of projects. * • Cost totals for each category. � Project narratives for years 2009 and 2010. *As the 2010 Long Term Comprehensive Plan riears campletion, the remaining construction projects will continue to be listed in the "2010 Program". New projects have been listed in the "Post 2010 Program" under financial sub-ledger headings. It is necessary for the Commission to adopt the preliminary CIP for purposes of initiating the environmental review and to allow sufficient time for the "afFected municipalities" to review the CIP. The attached project listing includes projects that are primarily focused on the rehabilitation and replacement of airport pavements or terminal infrastructure to ensure that airport safety, security and operations are nofi compromised. Staff will continue to review the 2009-2010 projects and will be making a final recommendation of projects to be implemented at the December meeteings. COMMITTEE ACTION REQUESTED RECOMMEND TO THE FULL COMMISSION ACCEPTANCE OF THE ATTACHED PRELIMINARY 2009-2015 CAPITAL IMPROVEMENT PROGRAM FOR PURPOSES OF ENVIRONMENTAL: REVIEW. ,- � FURTHER, THAT STAFF BE AUTHORIZED TO PROCEED WITH THE ENVIRONMENTAL REVIEW � PROCESS AND THAT THE FINANCE, DEVELOPMENT AND ENVIRONMENT COMMI"f-f"EE BE DESIGNATED HEARING OFFICERS FOR THE PUBLIC HEARING TO BE HELD AT THE NOVEMBER FINANCE, DEVELOPMENT AND ENVIRONMENT COMMITTEE MEETING. (� � 2009 Capital Improvement Program Implementation Schedule os/z6/os r' r' ;, �n 0 - N v� 0 N C � a .� c d E � M O L � Q, N � N �+ .� lC U N O N O N � � � � a G Q) > � Q � �� 'Q _ R4 t� � O O N G d � � �% L � Q � � O �p O o N � � �I G N N ''' °� a�i o p- 9 ' O U Q, a cu � E ti0 m O � a` � � U N E 2 ,�, o � Qi N ? U � N Y � N � y O d' < U d � d o 3 c n. 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Q� ro rn--. � .o � @ o o rn � m � -� � � E� m a� c a y m cn � � c°�i Q a� ai � m � ��S � c ro rn��= _� `� �� m m m�� c m ai v d � .c �� .c e � � > o � �QQ �m� _ � m`C �p o � .c o•�L �� mu E m a�t d� �'o 'a ' W ro a� � c c� m ro o�� o C� t- m ,� � �� m m o E rn rn� i� c° J w m a� cp m� W.� a� m p�C �� a a c' �v m` � s o Y � C Q Q. p Z'Q Q� Q LL J-�j J�' L Q I n- Q 0 0 0 0 0 ti 0 v � 0 0 v 0 M tt� O � 0 0 0 0 � � � � N 64 O O O O O O 0 0 �n v � `z'- c� N N Ef3 O O O O O O O tf> O N d' N ui ai u� rn e� 0 0 0 0 O O O l� ti � M � � � O O 0 0 0 0 o ui o co N CO Ef3 H3 a m U 0 0 � o � N � N Z � ; 1 2009 Capital Improvement Program Minneapolis-St. Paul International Airport August 25, 2008 2010 Development Program Noise Mitiqation Proqram Noise Mitiqation Settlement $18,000,000 The project implements the sound insulation program based on the 2007 Noise Exposure Map contained in the Pa�t 150 Update consistent with the terms and conditions of the court ordered Consent Decree. Taxiway C/D Complex Construction Taxiway C/D Complex $6,500,000 This project will be the fifth phase in a multi-phase program to reconstruct and reconfigure Taxiways C and D between Taxiway A and Taxiway P. The ultimate location for Taxiways C and D will provide for Group V aircraft' on both taxiways, which is a significant .improvement over the existing geometrics that limit the aircraft wingspan allowed. In addition, the existing Taxiway D pavement has reached the end of its useful life, presents a Foreign Object Damage (FOD) potential, and therefore needs reconstruction. This project includes the reconstruction and relocation of a segment of Taxiway D from Taxiway H to Taxiway C6 including the reconstruction of Taxiway C5. Airfield Rehabilitation Program Airside Bituminous Rehabilitation $500,000 This is an ongoing program to construct or reconstruct bituminous pavements within the Air Operations Area. Due to increased bus traffic and accelerated deterioration, it is proposed to reconstruct and strengthen a segment of the airport perimeter service road parallel to Taxiway S along with other airfield areas in need of bituminous repair. Pavement Joint Sealing $500,000 This is an ongoing program to provide for the resealing of joints in existing concrete pavements. The Nt'4)@Ct ?�SO �rnyiri@c fQC iimitgrl G!"�Cit �riCf S!!Cf?Gp re�a�rs. � f?is �ear`s proj�ct incluc�es segmenis �n eaGh end of Runway 12L/30R. The work will coincide with the closure of Runway;12U30R for reconstruction. Run�ray Rehabi[B$at6on Pra�grarn . . Taxiway P Reconstruction $1,800,000 This project provides for the reconstruction of Taxiway P from Taxiway P3 to Taxiway P4. The existing concrete pavement is 12-inches in thickness versus the 16-inches on all other taxiways and was installed in1967. This pavement has reached its useful life and is need of recnnstruction. The north edge of the taxiway will also be widened to align with Taxiway P west of Runway 4/22. This project will be the final phase in the reconstruction of the taxiway and will be located between Taxiways P3 and P4. The required closure for Taxiway P for construction will coincide with the proposed Runway 12L/30R runway closure and reconstruction. Pavement Rehabilitation — Runway 12L/30R Seg. 2 $23,700,000 This project provides for the reconstruction of the middle sectian of Runway 12L/30R located between Runway 4/22 and Taxiway P3 and associated taxiway connectors. This segment of the runway is made up of iwo pavement sections originally constructed in 1967. The existing concrete pavement is only 10 to 16 inches thick campared to the 20-inches on all other runways. The existing bituminous section is a 4 to 6 inch overlay on 10 to 12-inch concrete. Both require year-round maintenance and a significant amount of rehabilitation every two to three years. The pavement has reached the end of its useful life, presents a Foreign Object Damage (FOD) potential, and therefore needs reconstruction. Reconstruction will result in a pavement section matching other runways and will include significant subgrade work to provide the necessary pavement strength long term. Reconstruction of the two end segments was completed in previous years with Segment 2 being the final section of pavement requiring reconstruction. 08/25/08 Natural Gas Main Replacement $300,000 ** In conjunction with the reconst�uction of Runway 12L/30R, MAC will be working with Center Point Energy to replace approximately 1300 feet of 10-inch high pressure natural gas main with a new 12-inch main. MAC contractors wiii provide the excavation required for the new main and Center Point contractors will install the new main. Center Point will reimburse the MAC for the excavation costs. **Center Point Energy to provide 100% funding for this project. l C, Landside Rehabilitation & Repair Program Landside Pavement Rehabilitation $400,000 This is an ongoing program to reconstruct the airport's roadways and parking lots. Proposed work includes the seal coating or micropaving of the parking lot at the General Office as well as the employee parking lot on Post Road. Other pavements will be evaluated in the spring of 2009 to determine whether additional pavement repair is needed. Parkinq Structure Rehabilitation $3,000,000 This is an ongoing program to maintain the integrity of the airport's multi-level parking structures. Projects typically include concrete repair, joint sealant replacement, expansion joint repairs, concrete sealing and lighting improvements. This project will implement recommendations made in the "Condition. Assessment and Management Program Report" completed in 2007 as well as include additional repairs that are required. Terminal Modifications $2,000,000 Each year, MAC staff compiles a list of "maintenance" projects that are beyond the capability of the MAC's maintenance staff. These projects are then prioritized and completed either as a series of contracts or as purchase orders. A list was compiled for 2008 and any projects that did not fit within the budget will be carried over into 2009. New projects will be discussed in earfy 2009_ Summarized below are the categories of the projects. which are included in the Terminal Modificaiions program: Buildinq Exterior Rehabilitation * This is a continuation of the program to rehabilitate the exterior of the Lindbergh Terminal and other ;�' MAC buildings including roof and curtain wall rehabilitation. � , T�rrrqirr�i ci��rieai i,naeiigi��4i6�i� * This is an ongoing program to address electrical issues in the terminals due to age and deterioration of the existing systems or modifications necessary for improved reliability. Terminal Mechanical Modifications * This is an ongoing program to address mechanical issues in the terminals due to age and deterioration of the existing systems or modifications necessary for improved reliability. Terminal Miscellaneous Modifications * This is an ongoing program to update and remodel areas within the terminals to keep abreast with changing requirements. This may be accomplished through a series of small individual projects to meet the requirements of the various tenants or may be consolidated into a single project. Humphrev Terminal & MSP Campus Modifications * This is an ongoing program to modify or remodel areas within the West Terminal Complex, the Humphrey Terminal and other facilities around the MSP Campus to meet the needs of the various tenants/general public/MAC departments utilizing the facilities *Hisiorically, projects have been defined for each of these five categories. With reduced dollars available to fund non-revenue generating projects, a total dollar allocation of $2,000,000 has been allocated to fund the highest priority projects within any of these project categories. Reliever Airport Program Crystal � (. Allevway Rehabilitation $350,000 � This is an ongoing program to rehabilitate aircraft operational areas (runways; taxiways, aprons)�� through bituminous overlays, seal coats, or in some instance�, reconstruction, to restore the surfaces 08/25/08 to a smooth, even condition and improve overall operating conditions. This project will include reconstruction of taxilanes in portions of the west and south building areas and will also include any necessary airfield crack repairs. This project represents a preservation project in the Reliever funding modei that is to be funded by the $0.05 surcharge being coilected from the tenants. Flying Cloud Allevwav Rehabilitation- $415,000 This is an ongoing program to rehabilitate aircraft operationai areas (runways, taxiways, aprons) through bituminous overlays, seal coats, or in some instances, reconstruction, to restore the surFaces to a smooth, even condition and improve overall operating conditions. This project will include the reconstruction of taxilanes in a portion of the north building area and will include any necessary airfield crack repairs. This project represents a preservation project in the Reliever funding model that is to be funded by the $0.05 surcharge being collected from the tenants. Hanqar/Buildinq Removal $300,000 Two rows of hangars on Mustang Lane are obstructions to the existing and ultimate approach to Runway 28� and require removal per FAA standards prior to opening the extended runway at 5,000 feet. This project is one phase of a multi-phase airport improvement program. Runway 10R/28L Wideninq/Extension $12,750,000 This project includes the construction of a 1,200 foot extension to Runway 10R/28L along with the widening of fhe existing runway pavement from 75 feet to 100 feet. The project also includes the relocation of the VOR; MALSR, and glide slope equipment via a FAA reimbursable agreement, and guidance sign relocations to reflect the extended runway length. This is the second runway project in the multi-phase airport improvement program. South Buildinq Area Development $600,000 ** This project will provide for the initial grading of the new South Building Area that must be completed with the extension of Runway 10R/28L. **Funding for this project is to be provided by others. �� `i � , Lake Elmo i av��i��iii ��iauiiiiuiifiir �.F,vv,�iQ^v This is an ongoing program to rehabilitate aircraft operational areas (runways, taxiways, aprons) through bituminous overlays, seal coats, or in some instances, reconstruction, to restore the surfaces to a smooth, even condition and improve overall operating conditions. This project will include . reconstruction of the airfield apron/run-up area in front of the MAC maintenance building and replacement of the pavement on the main entrance road and loop. This project will also include required' airfield crack repairs. Reliever Airports Utility Extension Program Airlake Plane Wash & Restroom Facilities $200,000 This project will include the construction of an airplane washing facility and a common use restroom facility west of the MAC maintenance building. This project is contingent upon the City of Lakeville and Eureka Township resolving issues regarding sanitary sewer and water main installation. Miscellaneous Field and Runway Program Miscellaneous Construction $400,000 This is an ongoing program to consolidate various incidental items beyond the capabilities of the maintenance personnel, projects too smalf to be accomplished independently or to handle airside problems requiring repair which corne up unexpectedly. 08/25/08 Post 2010 Proqram Proiects 10 — Lindbergh Terminal j" Safety/Security Projects � Elevator Modifications $1,350,000 � The new Minnesota Elevator Code that has been adopted wili require the upgrade of existing MAC � facilities. Work will inciude modifications to the fireman's service operation, the replacement/modification of hydraulic cylindecs, escalator skirt modifications, adding signage to machine/equipment rooms, installation of escalato� safety brushes, and the replacement of elevator car door glass panels. Lindberqh Terminal In-line Baqqaqe Screeninq Expansion $25,500,OU0 ** This project will begin Phase 2 of a 3 phase program to provide the Lindbergh Terminal with an automated, in-line Explosives Detection System (EDS). Phase 2 will provide a replacement building and in-line, automated EDS system for the �indbergh Terminal's existing "bus-stop" semi-automated system. This upgrade will improve baggage screening, overall system reliability, and reduce labor costs. **Project grant application has been forwarded to TSA for 100% reimbursement of costs. Project will only proceed if TSA grant is approved. Check Point /Passenqer Screeninq Improvements $300,000 This is an on-going to accommodate changing technologies, space requirements, and amenities for the travelling public and employees ufilizing screening areas. While the check points are controlled and operated by TSA, the passenger queues are in MAC space. This program will allow additional design assistance to the TSA to accomplish screening goals utilizing new technologies and construction of MAC desired passenger screening amenities including seating and tables, improvemenis to screening rooms, and TSA unfunded mandates. Facility Rehabilitation Tuq Drive Floor Repair $2,100,000 � The membrane waterproofing system on the tug drive floor is deteriorating and coming apart in( various areas or has been damaged allowing water to leak into work areas, electrical vault rooms, the ' vaiet garage and other operational areas. The membrane system.is nearing the end or its ciesignateci life of 5 years and will be replaced in a phased program. Electrical Infrastructure Rehab Program � $2,400,000 There are fifty-three electrical substations that serve the Lindbergh Terminal complex. It is imperative that these substations be inspected, cleaned and upgraded in order to ensure their continued perFormance. This is the second phase in a three phase program that began in 2008. Emerqency Power Upqrades $1,950,000 Field sunreys of existing �indbergh Terminal emergency power system components will be completed. The capabilities/limits of the existing Lindbergh Terminal generator and transfer switch control and monitoring will be studied. In addition, the emergency lighting within the Lindbergh Terminal will be evaluated to determine if the existing emergency lighting provides the current code required minimum light levels. Based on the results of the surveys and studies, corrective work to the emergency power and lighting systems will be implemented. Concourse E and F Floor Rehabilitation $1,800,000 The concrete slab and expansion joints on Concourses E and F are being damaged and failing due to the age of the floor and the cart and delivery trafFic. The repair and replacement would be similar in scope to work completed by MAC on Concourse C and by Northwest Airlines on Concourse G and would include the main walkway areas, not the gate-hold rooms. This project will be phased over a three year period. APM Tunnel Pipinq/Pump Replacement $350,000 ( The galvanized piping and sump pumps that remove groundwater from the APM tunnel are corroding � due to the mineral content of the groundwater and its chemical reaction with the pipe and pump '� 08/25/08 materials. This project will replace approximately 3000 feet of 4-inch and 6-inch galvanized piping with Schedule 80 PVC pipe as well as replacement of ten sump pumps and basin liners. LT Folded Plate Drain and Overflow Repair $1,500,000 Drains in the folded plate roof in the Lindbergh Terminal have deteriorated resuliing in several water leaks. Long-term water infiltration through the folded plate roof structure will result in fu�ther deterioration and will shorten the life of the structure. This project will repair the existing drains in the folded plate with a membrane and liner that will prolong the life of.the structure. Passenger Amenities Electric Video Information Displav SVstem (EVIDS) Installation $450,000 This project will install Electronic Video Information Display Systems (EVIDS) at all Lindbergh Terminal Checkpoints. The EVIDS will provide passengers awaiting screening with static and dynamic information. The EVIDS would replace all of the existing TSA and regulatory signage at the. checkpoints, provide additional information for passengers waiting to be screened, and allow the MAC to provide visual paging at these locations. MUFIDS — Phase 2 $6,500,000 The Multi-User Flight Information Display System (MUFIDS) provide MSP travelers with up-to-date arrival and departure information for all airlines at the Lindbergh Terminal. A Phase 1 pilot project was completed in 20q8 in both the Lindbergh and Humphrey Terminals. The second phase of the MUFIDs program will build on the technology and software purchased with Phase 1. Operational lmprovements Open Architecture Buildinq �►utomation (OABA) $�,900,000 This project will upgrade all MAC building automation systems to the LonMark open protocol so fihat the airport can bid maintenance and construction contracfs more competitively. This project will replace Siemens controllers and legacy Honeywell controllers with LonMark confrollers from , Honeywell, Circon, Distech, or TAC systems that are all LonMark certified product lines. This project � is the second in a three year phased program. � � � �93 - Energy Management Center cPi�P�ji $aviiiCiS �i'fij�GiS .'�p�,vvv,va�v A program was initiated in 2002 to provide for the implementation of projects that would save the Commission energy costs in its operating budget. Discussions with both Xcel and Reliant have identified additional .projects that are eligible. for energy saving rebates and will save the Commission additional energy costs. Due to the long-term cost savings associated with energy savings projects, the budget for this program has been increased from the $1,000,000 budgeted for in previous years. 21 - Field and Runway Perimeter Fence/Gate Barrier Svstem $550,000 This project is part of a phased program to strengthen the perirneter security fence and airfield access gates. Proposed work includes the installation of the final segments of fence with reinforcement of the existing chain link fence with steel cables, and in specified locations, welded wire mesh on concrete barriers. Sanitary Sewer/Manhole Repair — Runway 12� $600,000 The 12-inch sanitary sewer that is located in the approach to Runway 12L was constructed in 1948 utilizing vitrified clay pipe and brick and mortar manholes. Cleaning of this sewer has been hindered by blockages in the pipe and this line was televised to determine the condition of the pipe. The televising report indicated cracked and broken sections of pipe. A complete replacement of the pipe and manholes is being considered versus repairing only those pipe sections that have deteriorated. It is proposed to complete this p�oject while the reconst�uction of Runway 12L/30R is in process and the runway is closed. ASR Shadow Mitigation $100,000 ( The Airport Surveillance Radar (ASR) provides FAA appraach and departure control and air traffic with `-i ) aircraft separation information for a 40 mile radius around MSP. This is a vital tool in FAA's arsenal to ' provide safe separation of aircraft using MSP and the surrounding airports. The radar is a line-of-sight technology and as such it's signal is impacted by building structures and other physical impediments that can block the signal; posing risk to aircraft that are being handled by the MSP controllers. This project is to 08/25/08 provide mitigation technology in concert with the FAA for present and future pianned airport and off-airport building shadows that would impact ihe ASR capabiliiy and aviation safety. Runwav Status Liqhts (RWSL) - $300,000 � In an effort to further imprave airfield safety and reduce the potential for runway incursions, the Federal ( Aviation Administration (FAA) has selected MSP along with several other major airports for the installation ' of a Runway Status Light (RWSL) system that signals pilots when a runway is safe to enter. MAC has been working cooperatively with the FAA to plan for the installation of the lighting system that primarily consists of in-pavement lights. It is proposed to take advantage of next year's Runway 12U30R reconstruction project to install a portion of the system, with the remaining lights to be installed and operational by 2011. The FAA is funding the total system and will own, operate and maintain the system. 26 - Terminal Roads/Landside Tunnel/Bridqe Rehabilitation $100,000 A Bridge and Tunnel Safety Inspections Report was prepared in 2007. The report outlines structural maintenance recommendations for the bridges and tunnels at MSP to be implemented. While there were no immediate structural repairs required, an annual project for bridge and tunnel maintenance will continue in 2009. 31 — Parking Lindberqh Terminal — New Parkinq Entrance/Transit Gate $200,000 During peak parking demand periods (typically Monday and Tuesday mornings), a bottleneck at the Lindbergh General Parking entrance occurs and backs cars up into the inbound roadway. This project would reconfigure the entrance such that an additional entrance lane and revenue control gate will be established. This additional lane would also provide needed capacity and critical redundancy should there be a lane failure. This project will also add an access/revenue control gate to the adjacent entrance to the Lindbergh Terminal Transit Center to regulate and control the vehicle traffic to this area. The Transit Center was designed for commercial bus loading and unloading and the added traffic from personal vehicles is a safety hazard to these operations. i Valet Car Wash Equipment Replacement $250,000 � The existing car wash equipment in the Valet garage is 14 years old and has reached the end of its useful � (i�@. i�iE i.ai infaSi �iaS �E:t'.ii iiii�fiiiai �t i0 �USiGiiiEi SEi'Yi�c r3iiti iilc i"iciiv 8yi.iia�ii�i �i Wii{ C:iiSUi"� iiai iilS service will not be impacted by continued equipment failure. Valet Garaqe Flammable Waste Traps/Floor Drains � $200,000 The Valet garage utilizes a series of floor drains to collect water from melting snow and other sources of drainage. Currently; there is only one floor drain that drains into a flammable trap, a device that collects sand, oil, grease or flammable liquids: These materials either float or settle, thus trapping it, and draining only the water layer to the sanitary sewer. This project will rebuild several of the existing floor drains and connect all floor drains to new flammable waste traps. 39 — Public Areas/Roads Airport Lanel34th Ave. Access Reconfiquration $1,600,000 The access from 34 Avenue and Airport Lane does not meet current traffic engineering standards. This project will realign the access to conform to standards for similar types of intersections. MnDOT will be providing $500,000 to assist with the reconfiguration of the intersection. Inbound/Outbound Road Electrical Pedestal Retrafit $150,000 There are 138 electrical pedestals located adjacent to the Inbound and Outbound roadways at the Lindbergh Terminal. These pedestals provide electrical service for repairs and for the ornamental lighting that is instailed in the trees in the roadway median_ The existing pedestals have corroded.to the extent that the electrical service is being compromised. This project will rehabilitate and repair the pedestals. 63 — Police CCTV Proqram — �evel 3 Upqrade $1,125,000 This is an ongoing program to add new and upgrade existing CCTV systems to ensure the safety and�� security of MSP. The majority of the areas within the terminals, concourses, and parking areas have .,. adequate coverage. There are, however, areas that need upgraded coverage such as terminal entry and exits, passenger gathering points, queuing areas, and inside passenger tram cars. The expanded coverage 08/25/08 wiil provide for valuable reai-time viewing for proper response as well as �ecorded video for investigation and evidentiary purposes. i Security Gate 104 Power Retrofit $300,000 Gate 104 is currently is currently a"locked" gate. The Fire Department has requested that this gate be modified to an automatic gate to accommodate emergency response activities including police, fire and EMS. 81 - St. Paui Float Plane StairwaV $75,000 This project provides for the replacement of the existing float plane stairway at the St. Paul Downtown airport. This project was identified as necessary in the permitting of the perimeter floodwall protection project. 08/25/OS 7 �; � � C� � C • • � • • . . . . e . z � � U � � f-- (n z O U • • • i � � � U W � O � � • • � • • • � j ; ) • � ---- ..---- � � 0 z ` 0 � �- � Z F— W -J W <C > _ Q W �� I 0 2010 Capital Improvement Program Minneapolis-St. Paul International Airport � August 25, 2008 2010 Development Proqram Noise Mitiqation Proqram Noise Mitiqation Settlement $44,400,000 This project is a continuation of the implementation of the sound insulation program based on the 2007 Noise Exposure Map contained in the Part 150 Update consistent with the terms and conditions of the court ordered Consent Decree. Taxiway C/D Complex Construction Taxiwav C/D Complex $6,000,000 This project will be the last phase in a multi-phase program io reconstruct and reconfigure, Taxiways C and D between Taxiway A and Taxiway P. The ultimate location for Taxiways C and D will provide for Group V aircraft on both taxiways which is a.significant improvement over the existing geometrics that limit the aircraft wingspan allowed. This project includes reconstruction and relocation of a segment of Taxiway D from Taxiway C5 to Taxiway P and associated crossover taxiways. In addition, the existing Taxiway D pavement has reached the end of its useful life, presents a Foreign Object Damage (FOD) potential, and needs reconstruction. Airfield Rehabilitation Program Airside Bituminous Rehabilitation $500,000 This is an ongoing program to construct or reconstruct bituminous pavements within the Air Operations Area. Inspection of taxiway pavements and other airfield areas will be made to determine whether or not a bituminous repair project is required. ( �i ) Pavement Rehabilitation — Aprons $1,900,000 This is an ongoing program to replace sections of concrete pavement in the aircraft operational areas that �� deieriorated ia a�oini where ��nainiei�ance is na ianger a viabie o�iiioi�. �i�is year's p�ajeci wili replace approximately 7,000 square yards of concrete apron located adjacent to Concourse C between Gates D6 and C3. Pavement Joint Sealing . $500,000 This is an ongoing program to provide for the resealing of joints in existing concrete pavements. The areas scheduled for sealing in 2010 include the southwest apron areas on Concourse F. This project also provides for limited crack and surFace repairs. � Landside Rehabilitation & Repair Program Landside Pavement Rehabilitation $400,000 This is an ongoing program to reconstruct the airport's roadways and parking lots. A specific project has not been identified at this time. Pavements will be evaluated in the spring of 2010 to determine whether a pavement repair project is needed. Parkinq Structure Rehabilitation $3,000,000 This is an ongoing program to maintain the integrity of the airport's multi-level parking structures. Projects fypically include concrete repair, joint sealant replacement, expansion joint repairs, concrete sealing and lighting improvements. This project will implement recommendations made in the "Condition Assessment and Management Program Report" completed in 2007 as well as new areas that require repair based on new visual inspections. Terminal Modifications $2,000,000 � Eaeh year, MAC staff compiles a list of "maintenance" projects that are beyond the capability of the MACs � rnaintenance staff. These projects are then prioritized and completed either as a series of cantracts or as '.�, _; purchase orders. A list will be compiled for 2009 and any projects that do not fit within the budget will be carried over into 2010: New projects will be discussed in early 2010. 08/25/08 Summarized below are the categories of the projects which are included in the Terminal Modifications program: Buildinq Exterior Rehabilitation * l. This is a continuation of the program to rehabilitate the exterior of the Lindbergh Terminal and other ( MAC buildings inciuding roof and curtain wali rehabilitation. Terminal Electrical Modifications * This is an ongoing program to address electrical issues in the terminals due to age and deterioration of the existing systems or modifications necessary for improved reliability. Terminal Mechanical Modifications * This is an ongoing program to address mechanical issues in the terminals due to age and deterioration of the existing systems or modifications necessary for improved reliability. Terminal Miscellaneous Modifications * This is an ongoing prog�am to update and remodel areas within the terminals to keep abreast with changin� requirements. This may be accomplished through a series of small individual projects to meet the requirements of the various tenants or may be consolidated into a single project. Humphrey Terminal & MSP Campus Modifications. * This is an ongoing program to modify or remodel areas within the West Terminal Complex, the Humphrey Terminal and other facilities around the MSP Campus to meet the needs of the various tenantslgeneral public/MAC departments utilizing the facilities *Historically, projects have been clefined for each of these five categories. With reduced dollars available to fund non-revenue generating projects, a total dollar allocation of $2,000,000 has been allocated to fund the highest priorify projects within any of these project categories. Reliever Airport Program Airlake 2010 South Buildinq Area De.velopment $2,500,000 ** This project will provide for alleyway construction, including aggregaie base pavements, along with the installation of sanitary sewer and water main includin restroom facility and fire protection hydrant line. The project also includes paving a Street that will then connect to Cedar Avenue. ** Funding for this projeci to be provided by others. 08/25/08 ��. i � and biiuminous g a stand alone section of 225tn .Pavement Rehabilitation $200�000 As part of the ongoing pavement rehabilitation program and use of non-primary entitlement funds, it is expected a pavement rehabilitation project will be needed for the runway and taxiways. Anoka County — Blaine Pavement Rehabilitation $1,000,000 This is an ongoing program to rehabilitate aircraft operational areas (runways, taxiways, aprons) through bituminous overlays, seal coats, or in sorne instances, reconstruction, to restore the surFaces to a smooth, even condition and improve overall operating conditions. This project includes the reconstruction of Taxiway Alpha south of Runway 36, with sub grade rehabilitation, if'necessary. The pavement is reaching the end of its useful life and needs reconstruction. Crystal Pavement Rehabilitation $600,000 This is an ongoing program to rehabilitate aircraft operational areas (runways, taxiways, aprons) through bituminous overlays, seal coats, or in some instances, reconstruction, to restore the surfaces to a smooth, even condition and improve overall operating conditions. This project will include rehabilitation of portions of Taxiway Charlie and all of Taxiway Bravo that are near failure. Costs ; include subgrade rehabilitaiion, if necessary, in addition to replacement of the pavement. Other( segments of these fwo taxiways wifl be crack sealed as necessary. � Runwav 14R/32L Modifications $1,000,000 As defined in the Long Term Comprehensive Plan update, this project will include closure of Runway 14R/32L and reconstruction of the pavement into a parallel taxiway. Po�tions of the Taxiway Echo connectors wiil also be reconstructed. The pavement is only 2-inches thick, is fully cracked and crumbiing, and presents a FOD hazard. An environmental study for the runway closure will be completed prior to commencement of the project. Flying Cloud Pavement Rehabilitation $700,000 This is an ongoing program to rehabilitate aircraft operational areas (runways, taxiways, aprons) through bituminous overlays, seal coats, or in some instances, reconstruction, to restore the surfaces to a smooth, even condition and improve overall operating conditians. This project will include the reconstruction of taxiway pavement not impacted as part of the runway extension program, along with any necessary airfield crack repairs. The cost for the taxiway reconstruction includes replacement of the pavement with little to no sub grade work. Runwav 18/36 Reconstruction Seg. 3 $1,000,000 Segment 3 of Runway 18/36 includes Runway end 36 to the Runway 10R/28L safety area boundary and lighting cable replacement for the Runway 18/36 parallel taxiway. This project will also include any necessary runway safety area enhancement work. South Buildinq Area Development $6,400,OQ0 ** l"his project will include the grading necessary for the new building area and installation of the sanitary sewer and water. ** �unding for this project to be provided by others. � �ake Elmo East Buildinq Area Development $2,300,000 ** This project will include the grading and paving for alleyways, access road, and connecting taxiway for � � a new 40-hangar building area, taxiway pavement marking and reflectors, and potentially street lighting � ) along a portion of the county road. It also includes storm water management and minor wetland �� mitigation. Note that the cost does not include sewer and water installation since at this time, it is not available adjacent to the airport. ** Funding for this project to be provided by others. St. Paul . Joint and Crack Repairs $100,000 Given the extremely poor sub grade materials at this airport, the need for crack repair and joint sealing is critical to maintain pavement strength and pavement life. An inspection of the pavement will be completed to determine the areas most in need of repair. MAC Buildinq Maintenance $200,000 This is an ongoing program to provide for facility modifications to ensure continued efficient operation of buildings or modificafions necessary to meet the requirements of the tenants. Pavement Rehabilitation $1,200,000 This is an ongoing program to rehabilitate aircraft operational areas (runways, taxiways, aprons) through. bituminous overlays, seal coats, or in some instances, reconstruction, to restore the surfaces to a smooth, even condition and improve overall operating conditions. This project will include the reconstruction of portions of Taxiway Alpha, Alpha 1 and Alpha 2 connectors, along with necessary sub grade rehabilitation. This pavement is exhibiting deterioration and major transverse cracks have developed. Miscellaneous Field and Runway Program Miscellaneous Construction $400,000 � , This is an ongoing program to consolidate various incidental items beyond the capabilities of the , j maintenance personnel, projects too small to be accomplished independently or to handle airside problems -' requiring repair which come up unexpectedly. 08/25/08 10 Post 2010 Proqram Proiects 10 — Lindbergh Terminal Safety/Security Projects � Lindberqh Terminal Sprinkler SVstem $8,600,000 ( Changes in the State Building Code require that the terminal and concourse be fuily sprinkled. This ,' project will be the fourth phase in a muiti-phase program to provide the required fire sprinkler and alarm system. This year's project will be located primarily on Concourses C and D. Jet Bridge Card Reader Installation $2,500,000 ** To enhance security between the gate positions and the air side, this project will add card readers to the terminal side and to the airside of all doors on the jet bridges. ** Funding for this project to be provided by the airlines. Facilities Rehabilitation Terminal Backlit Siqn Replacements $1,650,000 Many of the illuminated way finding signs in both the �indbergh and Humphrey Terminals have neon lamps that are burned out. These lamps are difficult and costly to replace and have limited longevity. A Signage Management and Maintenance Work Group (S(vIMWG) reviewed options ranging from replacing the existing lamps to replacing the illumination units. The SMMWG is recommending that each neon unit be replaced with a single row of LED units. The LEDs are easy to maintain, have an extended life (7 years), and are comparable in cost to a new fluorescent sign that has a two year bulb life. A phased four year program to retrofit the illuminated signs in both the Lindbergh and Humphrey Terminals commenced in 2008. Tuq Drive Floor Repair $1,050,000 The rnembrane waterproofing system on ihe tug drive floor is deteriorating and coming apart in various areas or has been damaged allowing water to leak into work areas, electrical vault rooms, the valet garage and other operational areas. The membrane system is nearing the end of its designated life of 5 years and will be replaced in a phased program. � Electrical Infrastructure Rehab Proqram $1,800,000 � There are fifty-three electrical substations that serve the Lindbergh i erminal complex. li is imperaiive that these substations be inspected, cleaned and upgraded in order to ensure their continued performance. This is the third phase in a three phase program that began in 2008. Emerqencv Power Upqrades $2,700,000 Studies and surveys of the Lindbergh Terminal's transfer switches and emergency lighting were completed and priority projects implemented in 2008. This year's project will continue the design and implementation of emergency power and lighting corrective work. Concourse E and F Floor Rehabilitation $1,800,000 . The concrete slab and expansion joints on Concourses E and F are being damaged and failing due to the age of the floor and the cart and delivery traffic. The repair and replacement would be similar in scope to work completed by MAC on Concourse C and by Northwest Airlines on Concourse G and would include the main walkway areas, not the gate-hold rooms. This project is being phased over a three year period. L.ower Level Roadwav/GTC Water Infiltration Mitiqation $2,300,000 Water infiliration through the striactural concrete slab above the Ground Transportation Center and lower level of the Lindbergh Terrninal has required the use of buckets and other containers to collect the water. Long-term water infiltration of structural members will result in deterioration af the structural concrete and will shorten the life of the structure. This project will determine the causes of the infiltration and develap a construction solution. � C �g�25��8 11 Passenger Amenities Concessions Revenue Development/Upgrades $200,00� This project will fund miscellaneous upgrades (finishes, furniture, condiment stations, etc.}, signage and/or modified connections to utilities for the concession programs at the Lindbergh and Humphrey Terminais. Operational Improvements Open Architecture Buildinq Automation (OABA) $1,650,000 This project will upgrade all MAC building automation systems to the LonMark open protocol so that the airport can bid maintenance. and construction contracts more competitively. This project will replace Siemens controllers and legacy Honeyweil controllers with LonMark controllers from Honeywell, Circon, Distech, or TAC systems that are ali LonMark certified product lines. This project is the last project in a three year phased program. 13 — Energy Management Center EnerqV Savinqs Proiects $2,000,000 A program was initiated in 2002 to provide for the implementation of projects that would save the Commission energy costs in its operating budget. Discussions with both Xcel and Reliant have identified additional projects that are eligible for energy saving rebates and will save the Commission additional energy costs. 21 - Field and Runway Perimeter Fence/Gate Barrier System $3,000,000 This project is part of a phased program to strengthen the perimeter security fence and airfield access gates. Proposed work includes the hardening of security gates. SIDA Incursion Upqrades $700,000 Airfield security continues to be a primary focus at MSP. In order to enhance airfield security, this project � will construct three security checkpoints on the airfield service roads complete with card readers to verify � \ access to the airfield. � l � 26 - Terminal Roads/Landside �"unnei/Brieiqe r'�ei�abiii�atio� �'� Q�,OQQ A Bridge and Tunnel Safety Inspections Report was prepared in 2007. The report outlines structural maintenance recommendations to be implemented. While there were no immediate structural repairs required, an annual project for bridge�and tunnel maintenance will continue in 2010. � 31 — Parking Valet Parkinq Waitinq Area Improvements $400,000 To improve customer service to users of the Valet parking at the �indbergh Terminal, the Valet waiting area will be improved with additional elevator access to this level that would open to the valet side, the addition of new signage at other levels to access Valet parking, and segregation of MAC Trades vehicles and ABM from the passenger waiting area. The Valet waiting area will be improved with the addition of a weather monitor, new seating, finish upgrades, improved lighting, and other amenities. 36 — Humphrey Terminal Humphrey Terminal Expansion — Skvway $1,000,000 This project will provide for the construction of the permanent skyway link between the Orange Parking Ramp and the Humphrey Terminal but only expand the terminal to the extent as to provide a connection to the new skyway. No new gates will be provided. Humphrev Jet Bridqe Replacement — Gates 6& 7 $1,600,000 At the time the new Humphrey Terminal was constructed, MAC relocated two existing MAC—owned jet bridges from the old Humphrey facility to Gates 6 and 7. These bridges have now deteriorated to the point that maintenance is no longer a viable option and the bridges need to be replaced. 08/25/08 12 r (. � � U W � O � � � O 1-- C.� � � � cn � a U � • � n . • . ° o 0 0 0 0 � a�� o 00 o� �� d�°� o0 o � o a a ° ' o 8 p o a � 0 0 a o n � o $ o O p � 0 � � � R] O R1 O 0 O . v � o��j} � � �� YJ � (1/ � o� �e � � Ll_ _ — o 0o p O o z h 00 0 W�' N d' _° m � 1— N o0 � 1_L_ —— o a S w Q o o a o � � c o Q O , � a=�� a 8O Q �O � m o ❑ � � 8�� 88 — — — — � W Q �C 0�� w � � z Q � q ❑ �, o � �_��0 E= m U � �-0�� o � � 00 � � o �, z �� 8� �II�II � o� . U � ' � {C o� o ----�----I L � 0 0 aa� O 0 < � N � --� __ Q ❑ � � � � � o� , D o Q � � ❑ ❑ � o I ❑❑ ❑ O o0 0 ❑ I , � � CJ �� Papoo �� o � � � ❑ o � �p ° a `� ❑� � 0 p� `--_— ——� 0 �l1 [}B 0 _� � �-- � o ��.. o � t—J ep � ° � b n o o �o r � e r r • � • z O � U � � � � z 0 � . • • � • � . 0 � �� ' t � � � � r � � • . - �;�. . * .. � :.:.:, ' - t`.�.`�~ • -as �.'��=a • wr�►',,., - � t �� ,.�:i:, � ,�''=:=�:�•) i :- � � c. ... .;�i -. �,::_�. • i �=-='•`'"'= "� c?;;;,; —�-:�-.:.�• -�m��. � r.��. -:' c-�.�;,='�'..�. ..�:.-,;, i�' C:�:`-'�.'_;; �� .N� c,:,;�; `a; • �y' � . � �� . ►_ �`' :�T � „`�-„',, 1,� `Z'`:r`"'., sy ,M,,� �� .�,;r V`-•..,,, . �r� � ��._.�_-:� T _ �''~:��.�.�ii�r;� �(� �� ,/�� ..,. �E i��- ' � �� •i ``•• � -� ' I— � z o � — O J W > ' W � oQ ' �, W / /` CITY OF MENDOTA HEIGHTS �iII�'��7 September 4, 2008 TO: ARC Commissioners FROM: Linda Shipton, Senior Secretary SUBJECT: Updates for Introduction Packet Please replace the following pages in your ARC Introduction Packet Table of Contents Operations North of the 090° Corridor Boundary (put with #14) ( 1 The following should be replaced from your monthly ARC Meeting Agenda Packet. � 7 i�li�aCir� is(7�S� rc��CSfi —�iai iFi� iaiE�i iSSii� ui ii ii5 li i y�Ui ii iii� �a�i�Ei #13 July 2008 - Technical Advisors Report #14 July 2��8 - Eagan Niendota Heights Corridor Report C� C �_� _, � ` • Section 1. Glossary 2. Historical Review Eagan-MH Corridor 3. Creation of ARC 4. Ordinance No. 290 5. ARC Brochure 6. 2008 Airport Noise Plan of Action 7.* Airport Noise Report, August 29, 2008 8. NOC Bylaws 9. NOC Meeting Minntes 10. MAC Approved 2008 Capital Improvement Program 11. What's New at the MAC Aviation Noise & Satellite Programs 12. ANOMS Monthly Reports 13. �' July 2008 Technical Advisor's Report 14. * July 2008 Eagan Mendota Heights Corridor Report 15. Frequently Asked Questions 16. Contract Pertaining to Li_mits on Construction of a Third Parallel Runway 17. Crossing in the Corridor � ' 1 S. Minneapolis Tower Operational Order 19. Runway Use 20. Nighttiine Voluntary Noise Agreements 21. Maps 22. ARC DVD * These items should be replace with updates provided in your monthly ARC packet C C CITY OF MEiVDOTA HEIGHTS � September 4, 2008 TO: Airport Relations Commission FROIVI: Linda Shipton, Senior Secretary SUBJECT: Operations North of the 09q° Corridor Boundary The follawing is a tabulation of tracks crossed gate from June 2002 to July 2p08 (tracking sheets attached). 2002, June - 137 Tracks Crossed Gate 2002 July - 85 " 2002 August - 176 " 2�02 Sept. - 111 " 2002 Oct. - N/A " 2002 Nov. - NIA " 2002 Dec. - N/A " � `� 2003 Jan. - 33 " 2�03 Feb. - 42 " 2�"v3 iviar�i�i - n4 " 20�3 April - 103 " 2003 Niay - 45 " 20Q3 Jun� - 80 " 2003 July - 80 " 2003 Aug. - 35 " 2003 Sept. - 45 " 2003 Oct. - 29 " 2003 Nov - 52 " 2003 Dec. - 94 " 2004 Jan. - 84 " 2004 Feb. - 129 " 2004 Mar. - 10Q " 2004 Apr. - 54 " 2004 May - 204 " 2004 June - . 50 " 2004 July - 93 " 20Q4 August - 117 " 2004 Sept. - 174 " 2004 �ctaber - 180 " 20p4 Novernber — 108 " 20Q4 December — 135 " C C C =.. i i : , . , . . , � , . . �� ` � �. � , � � `:� ..{c.tt•r ro�c,.- .,`- - - - ` - - -� ��- 1- --'- - - '- .. - ` ' s�- - - - - - - '- -� c - �- �-h - - -'- - - -�`. - •�' - - �-'- -'- - - Table of Con�ents �or July 2008 � Complaint Summary , 1 Noise Complaint Map 2 FAA Available Time for Runway Usage 3 MSP All Operations Runway Usage q. MSP Carrier Jet Operations Runway Usage 5 MSP Carrier Jet Fleet Composition 6 MSP All Operations Nighttime Runway Usage � MSP Carrier Jet Operations Nighttime Runway Usage g MSP Scheduled Nighttime Operators 9-11 � MSP Top 15 Nighttime Operators by Type 12 MSP Top 15 Nighttime Operators Stage Mix 13 Airport Noise and Operations Monitoring System Flight Tracks 14-17 MSP ANOMS Remote Monitoring Tower Site Locations Map 1 g Time Above dB Threshold for Carrier Jet Arrival Related Noise Events 19 Time Above dB Threshold for Carrier Jet Departure Related Noise Events 20 Carrier Jet Arrival Related Noise Events 21 Carrier Jet Deparhare Related Noise Events 22 MSP Top Ten Aircraft Noise Events per RMT 23-35 ( � Analysis of Daily and Monthly Aircraft Noise Events DNL 36-38 A Product of the Metropolitan Airports Commission ANOMS Program MSP Complaints by City July 2008 Notc: Shodcd Columns represcnt MSP complainls filed vi� thc Intemet. �� Sum of % Tolal of Comptoints may not cqual 100% duc to rounding. •As ofMay 2005, the MSP Comploinu by City report includcs mulfiple -_. complaint descriptors per individual comptaint Thereforc, �he number of complaint descriptors may be more ihan �he num6er of reponed complaints. Report Generated: O8/11/2008 15:32 - 1- MSP International Airport Aviation Noise Com�alaints for Jul.� Number of Complaints per Address a �y : �; 1-5 6-15 16-32 33-69 70-151 152-256 , 257-402 403-685 - 2- Report Generated: 08/11/2008 15:32 \' Available Hours for Runway Use July 2008 FAA Averaae Dailv Count Air Carrier 795 847 Commuter 413 406 General Aviation 52 59 Militarv 7 16 Note: Sum of daily average count may not equal total due to rounding. Report Generated: 08/11/2008 15:32 -3- All Uperations Runway Use Report July 2008 Note: Sum of RUS % may not equal 100% due to rounding. ' 4- Report Generated: 08/11l2008 15:32 ( i J Carrier Jet Operations Runway Use Report July 2008 Note: Sum of RUS % may not equal 100% due to rounding. Report Generated: 08/11/2008 15:32 - 5- July 2008 IVISP Carrier Jet Fleet Composition Nole: Sum of fleet mlx % may not equal 100 % due to rounding. �: Note: Stage III represent aircraft modified to meet all stage III criteria as outiined in Federal Aviation Regulation (FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations: UPS DC8Q are re-engined with manufactured sfage 3 engines and are classified as Stage ill Manufactured as of January 1, 2008. •The Provided Noise levels from FAR Part 36 are the loudest leveis documented per aircraft type during take-off measured in EPN� dBA (Effective Perceived Noise Level). ( -EPNL is the level of the time integral of the antilogarithm of one-tenth of tone-corrected perceived noise level of an aircraft flyover measured in A-weighted decibels. " 6� Report Generated: 08/11/2008 15:32 Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report July 2008 Note: Sum of RUS % may not equal � 00 % due to rountling. Report Generated: 08/11 /2008 15:32 - � - Nighttime Carrier Jet Operations 10:30 p.m. to 6:00 a.m. Runway Use Report July 2008 Note: Sum of RUS % may not equai 100% due to rounding. - 8- Report Generated: 08/11/2008 15:32 � , t 240 226 200 ur 18P C [7 ;w 16a E�7 � �,, 140 �' a. 120 x� y�: 100 � � 80 60 4p 20 a a in o �n o �n o �n o �n o �c-i o �ri o �n o ic-� o irr o irr o �n o u� o u� o �n M'CY O �-1 M C O ci M `�' 6 cf C''7 t O v-i M`�' O a-1 M V' G7 s�i M ct 0 a-i P'] cC N N CJ C�7 M t�'i O O O O a-i cl ci .-1 N N N N M['7 [`".1 C'� �]' �' d' C1' �f] �L7 �C7 ICJ N N N N N N G O O O 6 O O O O O O O O O O � O O O C? C7 C7 d O August 2008 Nighttime Scheduled Operations 10:30 p.m. to 6:00 a.m. August 2008 Nighttime Scheduled Operations Report Generated: 08/11/2008 15:32 � August 2008 Nighttime Scheduled Operations � Fl�ght , � � Days of , � , , r , � � - F i t� i � I 1 T�me' A/D, Carner ' Number ' Equ�pment Stage Operation �4 "Roufing 'a .. . ...: . ........ . .....:. � .,,...., ..,r.,., ,. ..,..� ., ,.,..,. . ....... ,,..:. ., .,:� . ......; , . .�.:: , ,... ,' � 22:30 A BAX 705 B72Q H MTWThF YYC MSP TOL 22:30 D Northwest 162 A320 M MTWThFSu SEA MSP MKE 22:30 D Northwest 162 DC9Q H S SEA MSP MKE 22:30 D Northwest 848 A320 M S ANC MSP DTW 22:30 D Norfhwest 848 8757 M MTWThFSu ANC MSP DTW 22:31 D Northwest 120 A319 M MTWThSSu PHX MSP GRB 22:3'i D Northwest 3422 CRJ M F MSP GRB 22:31 D Northwest 354 A320 M MTWThFSu SFO MSP DLH 22:40 A American 598 MD80 M S DFW MSP 22:40 A American 598 MD80 M MTWThFSu MTY DFW MSP 22:40 D Northwest 562 A320 M MTWThFSu DEN MSP FSD 22:4Q D Sun Country 409 B738 M MTWThFSSu MSP LAX 22:50 A United 726 8733 M MTWThFS DEN MSP 22:50 A United 726 8735 M Su DEN MSP 22:55 A American 2049 B738 M MTWThFSSu MIA MSP 22:55 A Sun Gountry 242 8737 M W JFK MSP 22:55 A Sun Cauntry 242 8738 M TTh JFK MSP 22:55 A Sun Country 288 B738 M SSu SEA MSP 22:55 D Northwest 928 A320 M MTWThFSu MSP MSN 22:55 D Northwest 928 DC9Q H S MSP MSN 22:56 A Northwest 310 A320 M MTWThFSSu LAX MSP 22:57 A Frontier Airlines 109 A319 M MTWThFSSu DEN MSP 23:04 A Northwest 168 8757 M MTWThFSSu SEA MSP 23:06 A Northwest 358 A319 M MTWThFSSu SFO MSP 23:10 A American 1411 MD80 M MTWThFSSu EWR ORD MSP 23:10 A Midwest Airlines 2833 CRJ M MTWThFSu MKE MSP 23:20 A Sun Country 106 8737 M F LAS MSP 23:2Q A Sun Cauntry 106 B738 M WThSSu lAS MSP 23:28 A Delta 1522 MD80 M MTWThFSSu ATL MSP 23:30 D BAX 705 B72Q H MTWThF YYC MSP TOL 23:33 A Northwest 767 A319 M S DTW MSP 23:33 A Northwest 767 A320 M MTWThFSu DTW MSP 23:47 A Continental 2816 E145 M MTWThFSu IAH MSP 23:51 A US Airways 1204 A319 M S ANU CLT MSP 23:51 A US Airways 984 A319 M MTWThFSu CLT MSP 23:55 A Sun Country 404 B737 M Su SAN MSP 23:55 A Sun Country 404 8738 M MTWF SAN MSP 23:57 A US Airways 940 A321 M MTWThFSSu SAN PHX MSP 00:01 A United 463 B733 M M ORD MSP 00:01 A United 463 8735 M Su ORD MSP 00:03 A UPS 0552 B757 M TWThF 00:04 A UPS 0556 A300 M TWThF 00:04 A UPS 055$ DC8Q M TWThF 00:05 A UPS O496 8757 M S 00:05 A UPS 0560 6767 M TWThF 00:06 D UPS O496 8757 M S 00:07 D UPS 2557 B767 M TWTh 00:09 A United 463 8735 M TWThFS ORD MSP 00:15 A Kitty Hawk 772 B733 M TWThF DEN MCI MSP FWA 00:17 A UPS 2558 8767 M MTWTh - �� - Report Generated: 08/11/2008 15:32 C. C, �l � 1 August 2008 Nighttime Scheduled Operations , � , , ,; , � `' � 3 Fltght r ; Days of s ' T�m� ,� , A/D Carrier� ' Number E u� menfi ,.Sta e� �SOperation ,,, ,� Routin ' .; . .��... .. - -•. ,. ... 9.... P, . . ..9 � ' . ... 9 0.0:20 A UPS O495 8757 M S 00:21 D UPS 0551 B757 M TWThF 00:21 D UPS 0557 DCSQ M TVIIThF 00:21 D UPS 0559 B767 M TWThFS 00:22 D UPS 0555 A300 M TWThF 00:23 D UP5 0495 B757 M S 00:25 A Sun Country 406 B737 M Su MSP PHX SAN MSP 00:30 A Kitty Hawk 1850 B72Q H S PDX SEA MSP FWA 00:37 A Northwest 782 A319 M MTWThFSSu LAS MSP 00:39 A Airtran 858 8717 M MTWThFSSu ATL MSP 00:45 D Kitty Hawk 772 8733 M TWThF DEN MCI MSP FWA 01:10 A Sun Gountry 535 B73$ M T DFW MSP 01:15 D Kitty Hawk 1850 B72Q H S PDX SEA MSP FWA 03:30 D FedEx 1407 MD11 M TWThFS 04:00 D FedEx 1718 MD11 M TWThF 04:40 D FedEx 2718 MD11 M S 04:45 D FedEx 1745 A310 M TWThF 05:00 A Sun Country 286 -8738 M MTWThFS SEA MSP 05:00 A Sun Country 503 B738 M ThSu ANC MSP DFW CUN 05:00 A Sun Country 519 8738 M T ANC MSP 05:00 A Sun Country 523 B738 M S ANC MSP 05:06 A US Airways 290 A319 M MTFS LAS M5P 05:28 D Continental 2017 E145 M MTWThFSSu MSP IAH 05:30 D Delta 1569 MD80 M MTWThFSSu MSP ATL Q5:31 A Northwest 154 B757 M MTWThFSSu SEA MSP DTVV 05:37 A Nqrthwest 596 8753 fVl MTWThFSSu PDX MSP 05:39 A Northwest 362 8757 M MTWThFSSu SFO MSP �GA 05:46 A Northwest 166 8753 M MTVNThFSSu SEA MSP 05:47 A Northwest 774 B757 M MTWThFSSu LAS MSP MKE 05:47 A Northwest 844 B757 M MTtNThFSSu ANC MSP BOS 05:49 A No�thwest 864 B757 M MTWThFSSu FAI MSP 05:51 A Northwest 314 8753 M MTWThFSSu LAX MSP 05:53 D FedEx 2405 A300 M F 05:55 A Norihwest 808 A333 M MTWThFSSu HNL MSP 05:55 D Midwest Airlines 2820 CRJ M MTWThFS MSP MKE DAY 05:56 A Northwest 1808 E175 M MTWThFS CID MSP 05:58 A Northwest 3463 CRJ M MTWThFS LSE MSP IAH Report Generated: OS/11/2008 15:32 - 1'i - July 2008 Top 15 Actual Nighttime Jet Operators by Type 10:30 p.m. to 6:00 a.m. Totai Nighttime Jet �perations by Hour ;;Haur '�' , �Count°� ,.,,... .........,,,�_.....,. �,....:,...:�_ ..,..,.,:....: 2230 721 2300 508 240Q 150 1Q0 59 200 16 300 19 400 130 500 672 American American Delta FedEx rontier Airlines Pinnacle Mesaba Northwest Northwest Narthwest Northwest Northwest Northwest Sun Country Sun Country Airtran Airtran United United UPS UPS UPS UPS UPS US �:� i+ � r:� . � � �� . � � � . . � � . . . + . � . , . : � •E : . . : : : : : � �� : : . � : t� � . . Note: The top 15 nighttime operators represent 93.9% of the total nighttime carrier jet operations. " �2' Report Generafed: 08/11/2008 15:32 � C 400 350 rn 300 � O :Ea � 250 tU L7,. �% a, 200 � �a. s� � 150 �: � 100 3+7 July 2008 Nighttime Operations Mix for Top 15 Airlines 10:30 p.m. to 6:00 a.m. o ir, o ur� o in o �n o ic, o in o �n o in o �n o in o �n o�n o u� o �n o �n c� v o� r� v o� cn :r a a c� v o a c_-: v o:-t c-> v o� c_-: :r o ti r: v: N N m m m m o 0 0 0<-i t-r r-f r+ c�i c�.� N N M M c� i m cr d- �r v ti-i in �ra �n N N SV tV N N O O O O O O O G? O GS C} O O G? � G7 LY O O C7 G7 O O O July 2008 Nighttime Fleet Stage Mix for Top 15 Airlines � u:�u p.m. to e:uu a.m. '; , � Nianufactured , . :: , ., , k A�rl�ne�� , ,... ; :Stage,' 2., Stage3 '; , Stage 3 :. �iTotal !;. '' Northwest (NWA) 0 192 777 969 Mesaba (MES) Q 0 243 243 Sun Counfry (SCX) Q 0 190 190 American (AAL) 0 0 90 90 Compass (CPZ) 0 0 88 88 UPS (UPS) Q 0 80 8Q FedEx (FDX) 0 0 68 68 Continental Exp. (BTA) 0 0 63 63 Pinnacle (FLG) 0 0 62 62 US Airways (USA) 0 0 59 59 Delta (DAL) 0 0 57 57 United (UAL) 0 0 54 54 DHL (DHL) 0 46 0 46 Airtran (TRS} 0 0 35 35 Frontier Airlines (FFT) Q 0 32 32 Other 0 26 113 139 ,. �': ..... .. .Total. :,:. r .... .. : � . , ..;__ � 0 ,. .::. 264 ... :;. .. . �. :;. . 201::1 .....'., .: ... . �;2276 ; �:: Report Generated: 08/11I2008 15:32 -13- Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations — July 2008 � Jul 1 thru 8, 2008 — 4134 Carrier Jet Arrivals Jul 1 thru 8, 2008 — 4113 Carrier Jef Departures C Jul 1 thru 8, 2008 — 364 �}ighttime Carrier Jet Arrivals Jul 1 thru 8, 2008 — 216 Nighttime Carrier Jet Departures - 14 - Report Genera#ed: 08/11/200$ 15:32 Airport Noise and C�perations Monitoring System Flight Tracks Carrier Jet C�perations — July 2008 Jul 9 thru 16, 2008 — 4338 Carrier Jet Arrivals Jul 9 thru 16, 2008 — 4308 Carrier Jet Departures Jul 9 thru 16, 2008 — 406 Nighttime Carrier Jet Arrivals Jul 9 thru 16, 2008 — 244 Nighttime Carrier Jet Departures Report Generated: O8/11/2008 15:32 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations — July 2008 � Jul 17 thru 24, 2008 — 4277 Carrier Jet Arrivals Jul 17 thru 24, 2008 — 4269 Carrier Jet Departures � Jul 17 thru 24, 2008 — 366 Nighttime Carrier Jet Arrivals Jul 17 thru 24, 2008 — 191 Nighttime Carrier Jet Departures - 16 - Report Generated: OS/11/2008 15:32 � � Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations — July 2008 Jul 25 thru 31, 2008 — 3735 Carrier Jet Arrivals Jul 25 thru 31, 2008 — 3736 Carrier Jet Depa�tures Jul 25 thru 31, 2008 — 312 Nighttime Carrier Jet Arrivals Jul 25 thru 31, 2008 —176 Nighttime Carrier Jet Departures Report Generated: 08/11/2008 15:32 -17- MSP International Airport Remote Monitoring Tower (RMT) Site Locations '- • • • a • ' � 8' Report Generated: 08/11/2008 15:32 � � �I Time Above dB Threshold for Arrival Related Noise Events July 2008 . , a� u , � �; x� , � :. � � r : i t t a � .� � i - :; ` '��RMT ' ; ri , � ,�� ` ' ' � �F r� T�me � �T�me > T�me �; ` � Time > �` : ID ; � � ; ity �h ' ' Address .. h .... . . �. .:�: �.� �... ..... .65tlB .. . 1 �...80dB , 90dB:�. � . ... '�;UOdB...... ,..�_........C_...,... �......::�....�..,._,.�,.....�..... 1 Minneapolis Xer3ces Ave. & 41 st St. 16:55:06 00:00:18 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 19:00:02 00:04:35 00:�0:1 � 00:00:00 3 Minneapolis West Elmwoad St. & Belmont Ave. 20:37:34 00:48:49 00:00:21 00:00:00 4 Minneapalis Park Ave. & 48th St. 19:39:15 00:21:30 00:00:07 00:00:00 5 Minneapolis 12th Ave. & 58th St. 21:58:37 04:36:56 00:02:00 00:00:00 6 Minneapolis 25th Ave. & 57th St. 20:55:46 04:11:01 00:05:49 00:00:06 7 Richfield Wentworth Ave. & 64th St. 00:27:26 OO:Q0:28 00:00:00 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 00:07:35 00:00:09 00:00:00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:05:08 00:00:18 00:00:00 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:04:08 00:00:55 00:00:00 00:00:00 11 St. Paui Finn St. & 5cheffer Ave. 00:01:06 OO:OO:d5 00:00:00 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:01:38 00:00:10 00:00:00 00:00:00 13 Mendofa Heights Southeast end of Mohican Court 00:13:52 00:00:00 OQ:00:00 00:00:00 14 Eagan 1 st St. & McKee St. 22:33:34 00:01:44 00:00:00 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 00:31:33 00:00:27 OO:QO:QO 00:00:00 16 Eagan Avalon Ave. & Vilas Lane 14:38:27 00:37:47 00:00:37 00:00:02 17 Bloomington 84th St. & 4th Ave. OQ:01:43 00:00:00 00:�0:00 00:00:00 18 Richfield 75th St. & 17th Ave. 00:21:53 00:00:27 00:00:00 OO:OQ:00 19 Bloomington 16th Ave. & 84th St. 00:11:57 00:00:03 00:00:00 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:0022 00:00:00 pQ:00:00 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 00:20:54 00:00:00 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 11:52:06 00:00:00 00:00:00 OO:OQ:00 23 Mendofa Heights End of Kenndon Ave. 02:41:38 00:01:22 00:00:08 00:00:00 24 Eagan Chapei Ln. & Wren Ln. 20:08:34 Op:01:20 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 00:28:37 00:00:00 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 01:24:43 00:00:03 00:00:00 00:00:00 27 fVlinneapolis Anthony Schoai 5757 Irving Ave. S. 00:10:00 00:00:05 00:00:00 00:00:00 28 Richfield 6645 16fh Ave. S. 0'I :1$:33 00;00:23 00:00:00 00:00:00 29 Minnespolis Ericsson Elem. Schooi 4315 31 st Ave. S. 00:01:24 OO:OO:Oa 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 04:53:45 OO:OQ:35 00:00:00 00:00:00 31 Bloomington 9501 12th Ave. S. 00:00:44 00:00:00 00:00:00 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:00:00 00:00:00 00:00:00 00:00:00 33 Burnsviile North River Hiils Park 00:00:46 00:00:00 Q0:00:00 00:00:00 34 Burnsville Red Oak Park 00:10:36 00:00:00 OO:Q0:00 00:00:00 35 Eagan 2100 Garnet Ln. 08:12:01 00:00:55 00:00:00 OO:OO:OQ 36 Apple Valley Briar Oaks & Scout Pond 12:12:37 00:00:14 00:00:00 00:00:00 37 Eagan 4399 Woadgate Ln. N. 00:02:57 00:00:00 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 00:00:46 00:00:00 OQ:00:00 00:00:00 39 Eagan 3477 St. Charles PI. 00:00:11 00:00:00 00:00:00 00:00:00 '� h i'atal T�me far Arr�va( (do�se Events 222 27 34 10 �0 3� OQ 09 13 U0 QO 08' , ::;� . .. ....:: . . .: :::. . . . . , ,. . .. .� ... . ... . , , . . . ;:. .'. , .... . , ...: Report Generated: OS/11/2008 15:32 - "�9 - Time Above Threshold d6 for Departure Related Noise Events July 2008 ;�! � . ,I -� � � . . k - 3{� i � �� d rye� � t � �� . � � . . . .. � . . ... �. . � 7 a � �' r $ : 4 5 t i . i . ., � C. a � �, �. 1@ � - i iF t � � K f �� i r�,., u � � �! �� S 7 `� � � t � � r }J . � � 1 C ��. � i . � � � . h: „ RMT � �z � �; „ i'y � �", c � � 4 � r � r � � ' STime � T�me � r > � i ; ' ` ` � � � ' � ` ine T �; , , ,{'�j , , 3Ar °T� � � x �me i� ;r:. 5 jp C. � ... ; E ��.I . .i��.v� . r. . _i.:: � � Address ,' "'_., .: , 65d6, " _� .' � F80dB! �,.: . .. 90dB. _ 4.�.:100ciB...�,' .... . . _ ..,.__�... . ,.._.. ......� . ...!..::. 1 Minneapolis Xerxes Ave. & 41 st St. 05:01:29 00:00:48 00:00:00 00:00:00 2 Minneapolis Fremont Ava. & 43rd St. 06:00:00 0�:02:19 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 11:23:48 00:12:22 00:00:28 00:00:00 4 Minneapolis Park Ave. & 48th St. 15:44:42 00:40:03 00:01:21 00:00:00' 5 Minneapolis 12th Ave. & 58th St. 36:42:01 04:21:39 00:44:25 00:00:04 6 Minneapolis 25th Ave. & 57th St. 45:50:16 07:13:41 01:04:17 00:00:40 7 Richfield Wentworth Ave. & fi4th St. 17:48:56 00:39:22 00:00:31 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 14:45:41 00:30:30 00:00:39 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:03:29 00:00:30 00:00:01 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:05:42 00:00:46 00:00:22 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:03:12 00:00:19 00:00:04 00:00:00 12 St. Paui Alton St. & Rockwood Ave. 00:02:Q5 00:00:00 00:00:00 00:00:�0 13 Mendota Heights Southeast end of Mohican�Court 07:18:21 00:01:40 00:00:00 00:00:00 14 Eagan 1 st St. & McKee St. 09:22:47 00:30:02 00:00:15 00:00:00 15 Mendota Heights Cullon St. & �exington Ave. 10:31:05 00:11:52 00:00:03 00:00:00 16 Eagan Avalon Ave. & Vilas Lane 08:50:32 01:07:56 00:06:56 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:35:33 00:03:2$ 00:00:36 00:00:00 18 Richfield 75th St. & 17th Ave. 11:58:06 00:10:13 OO:Q2:10 00:00:02 19 Bloomingtan 16th Ave. & 84th St. 07:29:19 00:02:25 00:00:04 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:45:54 00:01:27 00:00:06 00:00:00 21 Inver Grove Heighis Barbara Ave. & 67th St. 03:08:43 00`.00:20 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 02:17:09 00:00:13 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 15:27:14 00:53:09 00:06:32 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 05:28:47 00:04:46 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 05:18:50 00:00:35 00:00:00 00:00:00 26 Inver Grove Heighis 6796 Arkansas Ave. W. 03:56:36 00:01:38 00:00:00 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 09:02:04 00:13:46 00:00:01 OO:OO:QO 28 Richfield 6645 16th Ave. S. 19:30:44 00:08:26 OQ:00:05 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31 st Ave. S. 06:46:07 00:03:54 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 24:09:08 01:47:43 OO:a3:05 00:00:00 31 Bloomington 9501 12th Ave. S. 01:46:04 00:00:52 OO:Q0:13 OO:OO:Q8 32 Bloomington 10325 Pleasant Ave. S. 00:48:11 00:00:00 00:00:00 00:00:00 33 Burnsville North River Hills Park 02:13:04 00:00:57 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:46:51 00:00:01 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. � 03:50:53 00:03:10 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 01:31:58 00:00:40 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 02:40:05 00:02:09 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 04:45:57 00:05:51 00:00:03 00:00:03 39 Eagan 3477 St. Gharles PI. 05:56:04 00:06:15 0�:00:01 00:00:00 ,:. �`,; .' �, ,.,,.,`To#al`T�me forDeparture,No�se Events ...,, '. �` �," ,; '� � 339 32 58" ,19 46 33� 02 13 02 = UO�OU 58`i C� " Z� - Report Generated: 08/11 /2008 15:32 � � Arrival Related Noise Events July 2008 � ' � r .'i � . � ' ' �1C1'IVB� r AITIYBI � Arrival , Arnval . � � � .." � ��; � �. � . .�� i� �� . i i � � ��' r 9 }irt i i . i ��, f � i , RMT' � � � � S :i ; � ' ; � 1 � , �, ; �` Events � ' E�enfs � Events'� Events >: ; ��; ... _.��.. � .. � .._C!fY ' ' ' A �1. . G. .�flddress. . ... .,'.. :.. . �.... � . ��.. s ;65dB .__'.: ....80dB...F. . . 90dB � 100dB . .. . .... .... ... . . . _. .,......�...._. . .. .......� ...... 1 Minneapolis Xerxes Ave. & 41st St. 4432 7 0 0 2 Minneapolis Fremont Ave. & 43rd St. 4262 83 2 0 3 Minneapolis West Elmwood St. & Belmont Ave. 4332 788 5 0 4 Minneapolis Park Ave. & 48th St. 4443 371 2 0 5 Minneapolis 12th Ave. & 58th St. 4630 3237 46 0 6 Minneapolis 25th Ave. & 57th 5t. 4636 37$0 198 3 7 Richfieid Wentworth Ave. & 64th St. 106 9 Q 0 8, Minneapolis Longfellow Ave. & 43rd St. 24 1 0 0 9 St. Paul Saratoga St. & Hartford Ave. 18 4 0 0 10 St. Paul Itasca Ave. & Bowdoin St. 15 12 0 0 11 St. Paui Finn St. & Scheffer Ave. 4 1 0 0 12 St. Paul Alton St. & Rockwood Ave. 4 1 0 0 13 Mendota Heights Southeast end of Mohican Court 49 0 0 0 14 Eagan 1st 5t. & McKee St. 5200 30 0 0 15 Mendoia Heights Cullon St. & Lexington Ave. 106 9 0 0 16 Eagan Avalon Ave. & Vilas Lane 3265 504 21 0 17 Bloomingion 84th St. & 4th Ave. 8 0 Q 0 1 S Richfield 75th St. & 17th Ave. 96 5 0 0 19 Bloomington 16th Ave. & 84th St. 37 2 0 0 20 Richfield 75th St. & 3rd Ave. 2 0 0 0 21 inver Grove Heights Barbara Ave. & 67th St. 89 0 0 0 22 inver Grove Heights Anne Marie Trail 2918 0 0 0 23 (Vlendota Neights End of Kenndon Hve. 627 13 1 0 24 Eagan Chapel Ln. & Wren Ln. 4770 33 0 0 25 Eagan Moonshine Park 1321 Jurdy Rd. 116 0 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 350 0 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 40 4 0 0 28 Richfield 6645 16th Ave. 5. 259 13 0 0 29 Minneapolis Ericsson Elem. School 4315 31 st Ave. S. 6 0 0 0 30 Bloomington 8715 River Ridge Rd. 1320 5 0 0 31 Bloomington 9501 12th Ave. S. 3 0 0 0 32 Bloomington 10325 Pleasant Ave. S. 0 0 0 0 33 Burnsvilie North River Hilis Park 4 0 0 0 34 Burnsvilie Red Oak Park 52 0 4 0 35 Eagan 2100 Garnet Ln. 2052 15 0 0 36 Apple Vailey Briar Oaks & Scout Pond 2591 4 0 0 37 Eagan 4399 Woodgate Ln. N. 8 0 0 0 38 Eagan 3957 Turquoise Cir. 3 0 0 0 39 Eagan 3477 St. Charles PI. 1 0 0 0 � ' ' , Total �4rr��ia1 No�se Events , , ` ; ' 50878 ` 893,1 � `' 275 , � 3 , .... �:: , . .,.�-, .. . ....:. . . . :... ... . . � .. , ,;.... ,,. , , . . . ,..: : ,Y ; :. .. . , , , .. .,, ..:.,.. � , . ,.:. .: Report Generated: 08/11/2008 15:32 - 2'i - Departure Related Noise Events July 2008 � r , _� � ' r� a � ' S 5t, � � ` r ,Y � '� "� �, � � � , , � ' � � Departure� � Departure Departure" Depar�'ure k�.� � � i Y�. �y .r� r ��i, I �R !y i �L � ��u i �f��uyi��,. , RMT � r 4 �� ; �� , � << E � � � � Euents � Events � Events > � Events � t� " , . . q � .� -r 1 �� Ait . �' ^ � 3��.� ° a ry �. : � s.� t x k-a + �� i � i .,� [- � i � � ��; �1.{ f t �� ?� i 1'� '� . i E n ' ! i. tair �. A �i � u i � �,.s n �,. r..�.ID.�.�. �.... . ., . G�tY,. _��.:. �^r.. _._::��a, � .�.. :�_ ...,.,:,. �Address , , �. ..::. .. . .�. u:. .�.� .� . .�5tlB5... ?. �} ...80dB ... .. ' ��90dB , r 100dB�r .:, . ... .�.. , ......_ :...__: 1 Minneapalis Xerxes Ave. & 41 st St. 1042 11 0 0 2 Minneapolis Fremont Ave. & 43rd St. 1232 45 0 0 3 Minneapolis West Elmwood St. & Belmant Ave. 2142 130 6 0 4 Minneapolis Park Ave. & 48th St. 2$64 287 23 0 5 Minneapolis 12th Ave. & 58th St. 5909 1464 475 1 6 Minneapolis 25th Ave. & 57th St. 7523 3035 531 25 7 Richfield Wentworth Ave. & 64th St. 2910 349 9 0 8 Minneapolis Longfellow Ave. & 43rd St. 2622 269 9 0 9 St. Paul Saratoga St. & Hartford Ave. 12 2 1 0 10 St. Paui Itasca Ave. & Bowdoin St. 17 3 3 0 11 St. Pau( Finn 5t. & Scheffer Ave. 10 2 1 0 12 St. Paul Alton St. & Rackwood Ave. S 0 0 0 13 Mendota Heights Sbutheast end of Mohican Court 1603 29 Q 0 14 Eagan 1st St. & McKee St. 1646 274 4 0 15 Mendota Heights Cullon 5t. & �exington Ave. 1996 122 1 0 16 Eagan Avalon Ave. & Vilas Lane 1501 391 107 0 17 Bloomington 84th St. & 4th Ave. 104 16 7 0 18 Richfield 75th St. & 17th Ave. 2676 156 20 2 19 Bloomington 1 fith Ave. & 84th St. 1513 40 1 0 20 Richfieid 75th St. & 3rd Ave. 124 12 1 0 21 Inver Grove Heights Barbara Ave. & 67th St. 743 8 0 0 22 Inver Grove Heights Anne Marie Trail 434 8 0 0 23 Mendota Heights End of Kenndon Ave. 2645 397 85 0 24 Eagan Ghapel l.n. & Wren Ln. 990 81 0 0 25 Eagan Moonshine Park 1321 Jurdy Rd. 921 9 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 877 23 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 1740 156 1 0 28 Richfieid 6645 16th Ave. S. 3516 158 2 0 29 Minneapolis Ericsson Elem. School 4315 31 st Ave. S. 1331 46 0 0 30 Bloomington 8715 River Ridge Rd. 4044 716 51 0 31 Bloomington 9501 12th Ave. S. 425 6 1 0 32 Bloomington 10325 Pleasant Ave. S. 177 0 0 0 33 Burnsville North River Hiils Park 515 14 0 0 34 6umsville Red Oak Park 179 1 Q 0 35 Eagan 2100 Garnet Ln. 725 47 0 0 36 Appie Valley Briar Oaks & Scout Pond 299 10 0 0 37 Eagan 4399 Woodgate Ln. N. 519 32 0 0 38 Eagan 3957 Turquoise Cir. 937 82 0 0 39 Eagan 3477 St. Charles PL 1246 88 0 0 � � , ,: ' ,� ,'�otal DeparEure No�se Events ,,, ; ,' , �z � � i 59717� ` �8599 � ,� 1339 � ,�28 ' . . ;.._ . �. . �..;.. . , , .., . ,_ , ., . . r a �, . _.. ..:. . . ..... .. .. . �..,.,. , , .,....:: , ,. .,,.:.�... , ..�. �: � , <.s� C - 22 - Report Generated: 08/11l2008 15:32 ( 1 Top Ten Loudest Aircraft Noise Events for MSP July 2008 o7t2o�2oos 7:oa 07/09/2008 15:24 07/21 /2008 15:53 07/02/2008 13:41 07/18/2008 13:13 07/15/200$ 15:19 07/20/20d8 15:24 07/16/200$ 22:36 07/05/2008 15:47 07/11/2008 4:33 (RMT Site#1) Xerxes Ave. & 41st St., Minneapolis VDA2288 NWA19 NWA19 N WA1528 NWA17Q6 NWA19 NWA19 NWA168 N WA1710 DHL704 �� ; .. ; .. � •� � • t� ; .. � .. � � •e : t� (RMT Site#2) Fremont Ave. & 43rd St., Minneapolis 30L 22 22 30L 3QR 22 22 12R 12R 12R 87.1 86 83.1 83.1 $2.8 82 81.6 81.5 81.4 81.2 (RMT Site#3) West Elmwood St. & Belmont Ave., Minneapolis Report Generated: 08/11/2008 15:32 - 23 - Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#4) Park Ave: & 48th St., Minneapolis (RMT Site#5) 12th Ave. & 58th St., Minneapolis 07/3112008 9:02 07/11 /2008 17:15 07I23I2008 7:47 07/18/2008 14:53 07l17/2008 9:18 07/02J2008 16:06 07/2112008 9 0:20 07/03/2Q08 13:21 07/10/2008 17:00 07f25/2008 13:35 N WA752 N WA590 N WA840 NWA131 NWA752 NWA793N NWA768 NWA1258 NWA862 VVJS444 (RMT Site#6) 25th Ave. & 57th Sfi., Minneapolis � •� �iii'i� � � • t� � •e � •� � •e � • [► � � •R 103.2 102.9 102.6 102.2 102.1 101.9 101.8 101.7 101.6 101.3 ' 24' Report Gene�ated: 08/11l2008 15:32 C l' Top Ten �oudest Aircraft Noise Events for MSP July 2008 (RMT Site#7) Wentworth Ave. & 64th St., Richfield 07/12/2008 15:26 07/0112008 17:33 07/02/2008 16:06 07/08/2008 22:47 07/18/2008 22:53 07/17/2005 15:49 07121/2008 9:13 07/25/2008 9:52 07/12(2008 16:23 d7/07/2008 22:51 (RMT Site#8) Longfellow Ave. & 43rd St., Minneapolis NWA139 DC9Q D NWA758 DC9Q D NWA793N DC9Q D DHL197 B72Q D DNL197 B72Q D NWA793 DC9Q D NWA1778 DC9Q D NWA1778 DC9Q D NWA3 B744 D DNL197 B72Q D (RMT Site#9) Saratoga St. & Hariford Ave., St. Paul 94.4 93.8 92.9 92.1 91.6 91.2 90.5 90.4 90.2 89.9 Report Generated: 08/11 /2008 15:32 - 25 - Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#10) Itasca Ave. & Bowdoin St., St. Paul (RMT Site#11) Finn St. & Scheffer Ave., St. Paul (RMT Site#12) Alton St. & Rockwood Ave., St. Paul - 26 - Report Generated: 08/11/2008 15:32 C' C Top Ten Loudest Aircraft Noise Events for MSP �uiy 2oos 07/15/2008 1:13 07/07l2008 17:02 07/10/2008 6:08 07/03/2008 15:04 07/23/2008 9:24 07/191200$ 22:41 07/10/2008 9:01 07/1412008 14:32 07/04/2008 18:56 07/24/2008 19:00 (RMT Site#13) Southeast end of Mohican Court, Mendota Heights GCI3711 B72Q D 12L NWA9810 8742 D 12R AAL756 MD80 D 12L NWA1668 DC9Q D 12R NWA1429 DC9Q D 12L NiNA1538 DC9Q D 12L NWA1429 DC9Q D 12L NWA1427 DC9Q D 12R NWA1207 DC9Q D 12L NWA12Q7 DC9Q D 12L (RMT Site#14) 1 st St. & McKee St., 07/04/200815:10 NWA19 8744 D 12R 07/01/2008 22:38 QHL197 B72Q D 12R 07/221200815:19 NWA19 B744 D 12R 07/22/200817:40 VDA157 Unknown D 12R 07/16/200815:47 NWA19 B744 Q 12R 07/24/2008 20:33 NWA98,10 B742 D 12R 07/161200817:23 NWA746 DC9Q D 12R 07/27/200815:15 NWA19 8744 D 12R 07I10/200810:43 NWA454 DC9Q D 12R 07l05/200815:15 NWA19 8744 D 12R (RMT Site#15) Cullon St. & Lexington Ave., Mendota Heights � Date/Time � Flight Number � A�rcraft Type , � ArnvaU �� - Runw� i.�- � r i�� ; _.. 4. t i;� i Si� i 1� id � i , � ' . Departure 1 � ;, < < ,�, � .... :... .. ... . : . ,. .. f... ., ,_ ..;., ,.,. ., . ��.. . . _ _ _ _ , . ...:.. . . _ . _... . �., . . . .,,., 07/01/2008 22:46 NWA445 DC9Q D 12L 07J29/2008 9:45 NWA1429 DC9Q D 12L 07/071200814:55 NWA131 DC9Q D 12L 07/03/2008 22:48 NWA354 DC9Q D 12L 07/05/200810:17 NWA1042 DG9Q D 12L 07/10l200819:32 NWA1207 DC9Q D 12L 07/19/200819:55 NWA1480 DC9Q D 12L 07/10/200818:40 NWA795 DC9Q D 12L 07128/2008 22:41 NWA1538 DC9Q D 12L 07/05/200811:16 NWA923 DC9Q D 12L Report Generated: 08/11/2008 15:32 88.3 86 84.6 83.7 82.9 82.5. 82.5 82.1 82 81.7 ., . , .� . •� � :• :• :• ;.. :• : • _. � .� :• :• . :: : :: :: . :: � :: : : -27- Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#16) Avalon Ave. & Vilas Lane, Eagan (RMT Site#17) 84th St. & 4th Ave., Bloomington (RMT Site#18) 75th St. & 17th Ave., Richfield - 28 - Report Generated: 08/11/2008 15:32 C� C C (' i Top Ten Loudest Aircraft Noise Events for MSP July 2008 07/28/2008 16:15 07/11 /2Q08 15:26 07J14/2008 15:24 07/� 312008 15:20 07/07/2008 16:23 07/08/2008 15:21 07/06/2008 15:20 07/01/2008 15:16 07/31 /2Q08 16:12 07/26/2008 7:16 (RMT Site#19) 16th Ave. & 84th St., Bloomin NWA19 B744 D NWA19 B744 D NWA19 B744 D NWA19 8744 D NWA19 8744 D NWA19 8744 D NWA19 8744 D NWA19 8744 D NWA19 B744 D . BMJ64 BE80 D (RMT Site#20) 75th St. & 3rd Ave., Richfield 22 22 22 22 22 22 22 22 17 91.5 89.2 87 85.2 84.2 83.6 83.5 83.1 82.9 (RMT Site#21) . Barbara Ave. & 67th St., Inver Grove Heights 07/27/2008 15:16 07/23/2008 14:37 07/22/2008 15:20 07/28/2008 15:45 07/19/2008 11:26 07/10/2008 6:09 07/23/20p8 15:13 07/0512008 7:05 07/27/2008 14:58 07/07/2008 18:11 N WA19 NWA1427 N WA19 N WA139 N WA923 AAL756 N WA19 NWA1794 NWA1668 AAL2072 Report Generated: 08/11/2008 15:32 ; .. � • t� ; .. � •� � • t� �:� ; .. � •� � • t� �:� 12R 12R 12R 12R 12R 12L 12R 12L 12L 12R -29- Top Ten Loudest Aircraft Noise Events fior MSP July 2008 (RMT Site#22) Anne Marie Trail, Inver Grove Heic�hts 07/06/2008 17:29 07/15/2008 1:12 07/03/2008 22:47 07/17/2008 13:30 07/11 /2008 19:38 07105/2008 10:17 07/07/2008 11:21 07l27/2008 14:57 07/27/2008 11:25 07J23/2008 15:06 (RMT Site#23) End of Kenndon Ave., Mendota Heights N WA792 CCI3711 N WA354 N WA1258 N WA606 N WA1042 NWA785 N WA1668 N WA923 NWA1668 30R 12L 12L 12L 12L 12L 12L 12L 12L 12L 95.7 94.9 94.9 94.4 94.3 94.2 94.2 94.2 94 94 - 30 - Report Generated: 08/11/2008 15:32 CI C,. ( i Top Ten Loudest Aircraft Noise Events for MSP July 2008 07l14i2008 15:40 07/28/2008 16:16 07/23/2008 8:32 07/2212008 11:22 07/16/2008 10:25 07/25/2008 7:13 07/22/2008 12:02 07/22/2008 13: �( 6 07/11/2008 22:37 07/23/2008 11:54 (RMT Site#25) Moonshine Park 1321 Jurdy Rd., Eagan NWA139 N WA19 N WA9816 AAL1683 NWA134 NWA138 N WA452 NWA1430 N WA104 NWA452 . •� � .. : � �:� � •e � �� •� r •e . � � • t� 12R 22 17 12R 12R 12R 12R 12R 12R 12R (RMT Site#26) 6796 Arkansas Ave. W., Inver Grove Heights 84.9 83.3 82.5 81.6 $1.5 81:5 80.5 80.1 80.1 79.4 07/31 /2008 10:36 07120/2008 16:54 07/31 /2008 17:00 07/14/2008 5:45 07/21 /2008 12:41 07/09/2008 12:40 07/15/2008 13:31 07/3012008 13:08 07/19/2008 18:13 07/31(2008 17:49 (RMT Site#27) Anthony School 5757 Irving Ave. S., Minneapolis NWA454 NWA1434 N WA458 DAL1857 DAL1621 DAL1621 AAL1905 NWA1430 AAL1955 AAL1955 Report Generated: 08/11/2008 15:32 � • t� � • �► � • t� �:� �:� �:� �:� � •e �:� �:� 30L 30L 30L 30� 30L 30L 30L 30L 30L 30L .� :: • :: : � � : . : � � :. • :. : -31- Top Ten Loudest Aircraft Noise Events for MSP ��: (RMT Site#28) 6645 16th Ave. S., Rich�eld (RMT Sifie#29) Ericsson Elem. School 4315 31 st Ave. S., Minneapolis 07/1612008 10:47 07/22/2008 9:12 07/22/20Q8 10:01 07/20/2008 13:4$ 07/30/2008 22:27 07/03/2008 20:26 07/10/2008 16:09 07/26/2008 7:10 07/10/2008 19:41 07/1912008 11:59 (RMT Site#30) 8715 River Ridge Rd., Bloomington NWA1525 NWA1778 KFS69 N WA494 DHL197 N WA796 NWA529W NWA138 NWA446N N WA452 � • !1i � •� � � •e I:iia:i � •E � • t� � •� ■ • t� I� • M 17 17 17 17 17 17 17 17 17 17 C ' 32 - Repo�t Generated: 08/11/2008 15:32 ( l Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#31) 9501 12th Ave. S:, Bloomington (RMT Site#32) 10325 Pleasant Ave. S., Bloomington (RMT Site#33) North River Hills Park, Burnsville Report Generated: 08/11/2008 15:32 - 33 - Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#34) Red Oak Park, Burnsville (RMT Site#35) 2100 Garnet Ln., Eagan 07i18/200813:07 CPZ1939 E170 A 07/06/2008 9:46 NWA1778 DC9Q D 07/29/2008 22:24 DHL197 B72Q D 07/01i200811:14 NWA580 A320 D 07i121200$ 19:2Q VVJS696 DC9Q D 07/29/2008 22:47 CCI705 B72Q D 07/0112�Q810:26 NWA1698 DC9Q D 07i18l2008 9:04 FFT110 A319 A 07/0SI2008 6:26 AAC1698 MD80 D 07/26J200810:30 NWA437 B757 A (RMT Site#36) Briar Oaks & Scout Pond, Ap , � Date/Time ; ' Fli,ght �Number� A�rcraft'Type , � ' E � Arnu� { s� k� t 4� t ��. Z�',ti�� i .p 2 �� z � S :a L � 9 : 5 '�} i �, '� ' t" yrt h pi� .a t�� i�:� � �r �ti � �c F� � � � ` ` .F�n ,.,.,.�,i �{ ,. a.., , ,_.rb., �, _�_, a � a,:_ �, a ' n ._,.,.�,�,a aF,� c �� IJBp�[f . ,,._a,. ,:�. , .,.w. 07/0$l2008 6:26 AAL169$ MD80 D 07i30/200$ 22:28 DHL197 B72Q D 07/181200817:54 NWA1534 QG9Q A 07/09/200$ 7:'16 NWA664 A320 D 07/26/200811:36 NWA302 8757 A 07/02/2008 6:25 AAL1698 MD80 D 07/26/2008 6:28 AAL1698 MD80 D 07/13/2008 7:26 NWA1428 DC9Q D 07/13/200$ 7:08 NWA138 DC9Q D 07/01/200816:19 NWA132 DC9Q p e Vall 35 17 17 17 17 17 17 35 17 35 17 17 35 17 35 17 17 17 17 17 � :: :: � � � :. � : � m :� . :� . - 34 - Report Generated: 08/11/2008 15:32 C; C � � `' ' Top Ten Loudest Aircraft Noise Events for MSP July 2008 (RMT Site#37) 4399 Woodgate Ln. N., Eagan 07/10/2008 22:45 07/14/200$ 13:27 07i29/2008 8:52 0�/10/2008 23:08 07119/2008 12:04 O7/19/2008 13:31 07/28/2008 13:36 07/04/2008 11:23 07/14/2008 11:11 Q7/23/20Q8 10:34 DHL197 AAL1905 AAL661 CCI1705 NWA1455 AAL1905 AAL1905 .�. ►IRn1=1 B72Q (RMT Site#38) 3957 Turquoise Cir., Eagan 17 17 17 17 85.6 84.4 84.2 83.4 82.9 82.8 82.1 82.1 82.1 82 07/24/2008 20:38 07/23/2008 13:20 07/01 /2008 2:07 07/22/2008 14:13 07/03/2008 20:46 07/10/2008 21:18 07/14/2008 14:17 07/1612008 1528 07/1912008 13:21 07/28/2008 11:45 DHL304 NWA143C CCI3711 AAL2337 D H L304 AAL580 AAL2337 AAL352 AAL1258 AAL1258 (RMT Site#39) 3477 St. Charles PI., : � r •� �� 17 17 17 17 17 17 17 86.2 86.1 86 85.4 85.4 84.9 84.7 July 2008 Remote Moniforing Tower Toa Ten Summarv The toP ten noise events and the event ranges at each RMT for July 2008 were comprised of 86.2% departure � � operations. The predominant top fen aircraft type was the DC9Q with 39% of the highest Lmax events. �� Julv 2008 Technical Advisor Report Notes Unknown fields are due to unavailability of FAA flight track data. Missing FAA radar data for 0 days during the month of July 2008. Report Generated: 08l11/2008 15:32 -35- Analysis of Aircraft Noise Events DNL July 2008 Remote Monitoring Towers t� n Da#e y � � , ;#1 � ,,#2 a � #3w� I "��4�'� �5 � #S' � #7 , }}�#$ ' "�#9tt� #10 �#11 : #12 .#13 #14' #15 ' j.,�.��, � �, .,.� ,. .... ..:.. ... , ..n, a ,.,. �,.,. ,....._., ..,,,_:. , ..., ... :., ...� ,,, ...��.., ..,...�: �,�_; 07/01/2008 53.4 58.1 57.7 60.6 65.9 71.5 54.9 59.1 NA NA 31.8 29.2 54.4 65.5 62.1 07102/2008 54.3 56.4 59.1 64.5 71.4 73.4 64.5 62.6 50.4 55 39.8 33.2 42.2 61 40.7 07103/2008 56 58.1 62.2 62.2 70.2 70.5 57.7 56.9 40.7 54.8 50.9 26.9 58.2 62.7 65.4 07/04I2008 54.3 57.7 60.1 58.$ 66 67.6 57 54.8 40.2 40.5 NA 34.4 55.2 66.9 62.6 07/Q5/2�08 57.4 62 64.3 60.6 69.3 67 35.8 28 33.1 39.1 33.1 32.9 57.1 61.1 61.5 07/06/2008 56.4 57.7 62.3 63 70.6 74.1 59.1 59.1 NA 29.2 29.5 NA 48J 60.6 51.5 C}7/Q712008 57.7 59.1 62.6 63.9 71.7 75.1 61.2 62.9 49.5 51.4 282 NA 54 60.7 57.6 07IQ8/2008 53.5 55.5 57.9 61.1 70.4 73.6 63.8 65 42.1 NA 34.6 NA 35.7 61.6 39.8 07/09l2008 55 56.1 58.1 61.1 69.9 73.9 61.9 60 36 38.2 NA NA 37.3 60.1 34.5 07/10/2008 58.7 62.3 64.5 64.4 69.3 70.6 49.7 50 48.9 52.8 42.6 29.2 59.1 62.3 63.2 p7/1112008 61.1 62.5 67 63.2 72.1 71.1 50.6 41.7 38.7 42.3 42 45.4 58.4 62.7 61.6 07/12/2008 50.9 53.7 56.1 59.8 68.6 73.1 63.5 61.9 NA NA NA NA 40.7 62 40.6 07/13/2008 54.5 54.7 58.6 60.4 69 72.7 64.4 59.2 NA NA 38.8 NA 36.8 61.3 39.5 Q7/14/2008 55.4 60.4 61.5 62.5 66.7 68.9 47.7 54.1 27.7 34.9 NA NA 57.7 64.9 61 07/15/2008 57.6 58.3 64 61.5 70.4 70.4 54.6 55.5 NA NA 44.3 28.6 58.9 64.1 .60.6 07/16/2008 58.6 60.5 66.7 61.2 70.5 68.3 52.4 47.9 28.4 NA NA NA 56.2 .64.8 59.9 07I17/2008 55.4 56.7 60.8 63 69.2 74.6 58.6 62.9 NA 42.7 41.5 37 52.$ 61 NA 07/18/2008 54.1 55.8 59.5 63 71.8 73.5 65.4 65.1 43.1 NA NA NA 32.3 60.1 NA 07/19i2008 56.3 59.3 63 61.4 69.8 70 57.2 54.9 NA NA NA NA 57.5 62 60.5 07/20/2008 54 54.3 59.4 61.6 72 73.3 62.8 61.8 32.2 NA NA NA 41.1 59.3 39 07/21 /2008 54.4 55.9 60 63.5 71.4 73.7 63.5 61.9 36 28.6 NA NA 39.1 59 45.8 07/22I2008 58.4 61.3 65.8 62 70 67.9 44.1 NA 48.5 40.5 35 50.5 54.6 65.7 59.1 07/23/2008 59.4 61.6 66.5 62.7 70.5 69.2 43.7 33.4 28.4 NA NA 35.3 57.1 65.3 61.4 07/24/2008 59.8 60.2 67.5 61.8 71.4 682 44.3 25.8 NA 48.5 29.6 27.1 59 63.5 60.4 07/25/2008 53.7 53.9 61.4 61 70.4 73.1 63.2 60.6 NA NA NA NA 30.2 61 52.1 07/26/2008 55.5 54.2 57.7 60.9 69.8 73.6 61.3 60.9 NA 37.9 NA NA NA 59.4 43.2 0712712008 55.1 59.3 62.2 60 67.6 67.4 47 54 NA NA NA NA 52.6 62.3 55.3 07/28I2008 56.9 60.2 64 61.4 68.1 67.6 47.9 53 NA 25.2 NA NA 57.4 64.5 61.4 O7/29/2008 58 58.2 642 60.9 70.6 71.2 59 57.1 NA 38.4 NA NA 53 60.1 55.1 07/30/2008 53.7 54.8 58.2 62.9 7Q.4 73.9 61.7 60.6 NA NA NA 34.3 37.5 61.3 41.4 07/31 /2008 54.8 57.3 61.1 62.5 70.9 73 58.5 60.4 28.2 NA NA 35.9 50 60.8 54.4 r Mo DP1L'S y 56'S 58 7`62 8' 62 1�70� 1 72 GO 1,r 59 5�41 �4 45 5'38 7� 37 4 5"4` 6 62 7, 58` 7; ..::� ..�� ,.,i a... .�,. �� ..�.. J�. , .x....� .. �...v...� � � r �� - 1.: I:: .�� . . . n ..,. t... . .....:. �.I .,....:�.... . i ..:.:.�. . � .. ..:... .::..4 ,. .. ..�Y........x.. ..�,... .��....��u�:�..�.�� a�.:..�,�_�r" C - 36 - Report Generated: 08/11/2008 15:32 ( �' Analysis of Aircraft Noise Events DNL J u ly 2008 Remote Monitoring Towers , Date ° #16 � 4#17 #18' #1:9 #20 #21 '; #22 � #23 #24 #2� #26 #27 #28 #29 . . ., .._.m ,,.. .,� . . � .,. ,... ,, . _�. _ ,.... ., �.,..� , , � ._.. � .� .. . :. .. . .:.:.:. ... . ... s ..s� , . .�., 07i01/2008 65.3 46.2 59.1 52.9 47.4 51.2 57.3 65 62.4 52.3 57.4 50.4 53.4 49.9 07/02/2008 63.2 NA 51.8 48.4 44.1 44 56 51.1 60.3 42.5 47.9 58.5 61.8 56.6 07/�3/2008 65.6 49.5 56.8 55.8 44.4 51.3 57.3 68.8 60.6 60.5 55.1 56.7 56.8 46.3 07/04/2008 63.9 37.7 58.3 53.3 40.6 54.4 52 65.3 58.7 55.5 58.7 54.3 55.3 45.9 07/05/20�8 62.4 NA 57 52.1 NA 51 52.6 66.4 57.2 51 54.8 38.3 55.2 NA 07/06/2Q08 62.1 51.2 54.7 47.4 37.4 44.1 53.5 60.5 57.9 43.7 56.2 57.6 54.7 51.8 07/07/2008 65.3 51.8 58.4 53.5 44 49.1 53.9 62.7 57.6 49.5 52.4 58.6 60.2 53 07/08/2008 65.5 39.5 54.9 49.5 52.5 41.6 56.8 51.6 60.6 40.7 48.7 58.9 60.1 58.1 07/09/2008 64.7 54.9 59.5 55.2 55 43.4 58.1 52.3 59.9 � NA 49.1 58.2 58.5 55.4 07/10i2008 63.1 40 61.5 56.9 39.1 55.1 55.8 64.6 59.5 52.5 57.7 43.7 62.5 36.5 07/11/2008 65 45.3 61 55.9 33.7 49.7 54.6 68.5 59.6 56 53.1 48.8 56.2 NA 07/12/2008 65.7 47.1 41.7 41.7 48.4 43.3 58.1 54.7 61.5 44.9 48.2 55.5 57.9 56.8 07113/2008 65.3 51.3 54.4 49.1 43.1 NA 57.4 50.1 60.8 37.9 48.6 56.6 58.6 59.3 07/14i2008 67.5 46.4 59.3 55.7 NA 53.3 57.3 65.5 61.2 53.7 57.5 56.1 54.5 44.3 07/15/2008 66.8 42 58.4 53.9 49.5 55.1 55.2 67.3 60.2 55.5 59.7 53.7 56 46.9 07(16/2008 66.8 43.7 55.1 52.6 NA 53.4 57.1 66.4 60.7 50.8 58 46.9 57.2 35.3 07117/2008 47 51.3 58 53.9 54.6 49.9 56.9 60.1 59.4 46 52.5 52.4 57.8 54.2 07/18/2008 NA 35.5 42.2 37 29.7 33.5 56.8 42.3 59.8 37.4 39.6 58.6 59.8 56.9 07/19/2008 69.1 55.1 61.2 55.2 53.5 51.9 56.6 67.3 59.6 53.1 54.1 51.5 59.6 38.3 Q7/20/2008 60.9 46.3 NA 46.5 44.8 36.7 57.4 46.4 58.5 33.4 30.5 57.8 NA 54.7 07/21 /2008 64.6 51.3 54.7 50.5 52.6 45.2 55.9 44.7 58.7 34 NA 58.3 62.5 53.4 07/2212008 67.4 32.8 58.2 54.6 NA 52.6 55.1 64.2 61.3 55.4 NA 41.6 58.6 34.5 Q7/23/2008 65 38.9 57.5 54 NA 54.4 56.1 66.4 61.8 53.8 58.7 26 56 NA 07124/2008 65.6 52.2 60 53.4 38.8 54.6 53.8 67.2 58.9 54 59.6 37.3 54 NA 07/25/2008 67.5 52.2 55.7 47.4 47.9 42.9 56.5 52.9 60 47.1 59.1 56.4 58.4 58 07/26/2008 64.3 42.2 50.3 51.3 45.4 39.4 55.9 44.3 58.7 37.3 38.1 55.6 56.6 54 07/27/2008 66.1 NA 56.5 54 24.9 55.4 53.5 62.7 57.5 522 56.5 53.3 53.9 53.1 07/28/2008 66.9 30.9 60.3 56 NA 53.2 55.8 65.7 6d.3 53.4 58.7 53 59 41.6 07/29/2008 62.9 53.4 58.1 54 54 50.4 552 61.2 58 45.8 57.3 55.2 56.9 54.8 07/30J2008 66.8 52.9 59.1 55.5 50.9 39.4 57.4 51.4 60.1 43.7 46.3 57.6 60.6 54.6 07/31/2008 65.4 47.5 60.9 562 45.2 46 58 58.7 59.5 48.6 49.3 57.6 61.3 52.9 ' Ma DNL 65 3 4J 1 58 53 4 48 2;�50�9 �6 2 63 7 59 9 51 55 6 55 5,58 6�3 3: .. .. . . .:: . . .. . ' ,::_., t.. : .: . ..�....:, :::: � ,.::.,, , .: _; _.: .. .. : .,.�,. . , Report Generated: 08/11/2008 15:32 Analysis of Aircraft Noise Events DNL �' July 2�08 �.: Remote Monitoring Towers `.. ,;4 �n Date` ,L" "#30t #31' #32 #33 , #34 ` s#35 #36 � #37 #38t '#39 °' �.� ,aA_.f, , �.,,..ar.., � , ,� r.. r„ Y..a.:. ,!,�-: ,_..,.,,, .,.,,.�„ .. .,, , .. ,,, ,,. ,,,..,. , 07/01/200$ 64.5 50.1 46.8 49.4 50.1 56.3 52.8 43.8 49.6 55.5 07/02/2008 59 43.9 43.5 30.7 45.3 56.3 58.3 38.8 NA NA 07/03/2008 64.8 48.1 37.$ 47.4 46 55 52.7 49 51.2 52.1 07/04/2008 63.6 48.8 36.4 52.5 47.5 51.5 47.9 47.1 50.8 53.1 07/05/2008 61.9 44.6 38.2 44.8 33.5 47.5 38.3 45.4 52.9 52.9 07/06/2008 58.2 38.9 43.6 40.2 40.5 56.6 53.1 36.2 42,9 46.6 07/07/2008 64.4 47.3 45.8 46.7 36.1 55.3 54.6 47.3 53.2 49.7 07/08/2008 61.1 52.8 50.3 NA 43.1 58 58.9 3$ NA 27.7 07/09/2008 66.1 48.7 52.7 56.1 49.8 58.6 58.1 40.8 NA NA 07/10/2008 67.3 48.4 42.4 47.6 44.9 54.5 44.2 59 59.8 53.4 07/11 /2Q08 66.5 52.2 4Q.7 60.1 49.9 54.6 46 52.6 57.1 58.7 07/12/2008 56.5 42.5 50.5 47 42.1 52.8 52.8 40.6 31.4 31 07/13/2008 60.3 30.4 47.6 40.1 42.8 55.5 55.6 43.6 37 NA 07/14/2008 63.2 52.1 30.1 48.9 40.4 50.7 46.5 51.1 55.5 55.4 07/15/2008 61.3 35.4 NA 46.3 41 51 51.9 47.6 51.1 51.3 07/16/2008 63.2 45.5 42.7 46.5 41.2 51.1 47.$ 52.2 54.4 52.8 07117J2008 64.7 46.8 48.6 54.5 51.7 58.5 55.8 44.9 39.6 33.4 07/18l2008 48.4 NA 28.7 NA 33.8 54.6 55.8 26.7 NA NA 07/19/2008 64 49.3 48.6 44.8 38 52.9 49.1 51.5 51.9 53.2 07/20/2008 58.7 39 44.2 42.4 41.7 53.2 54.9 27 29.6 42.1 07/21I2008 60.1 48 52.4 50.6 44 54 55.8 NA 26.4 36.9 07/22/2008 66 49.1 42.9 51 38.1 49.2 44.5 49.7 54 54.6 07/23/2008 64 45.4 36.5 48 37.4 50.6 36.4 52.4 54.4 55 07/24/2008 63.1 45.4 38.1 49.9 43.3 49.5 38 49.5 53.6 56.6 07/25/2008 55.2 47.3 43.2 41 40.7 52.4 55.2 36.3 43.2 44.4 07126/2008 61.9 35.9 31.7 47.7 48.2 57.1 56.8 NA NA NA 07/27I2008 64.6 42.4 35.1 5Q 38.9 51.3 44.2 50.7 53.4 54.9 07/28J2008 63.3 50.2 39.3 41.1 32.7 50.2 45 53.1 53.9 56.6 07/29/2008 65.7 51.5 NA 50.6 46.1 61.4 57.5 49.2 50.6 52.1 07/30/2008 67.9 46.3 4$.7 53.2 52.9 58.1 59.3 NA NA 28.5 07/31 /2008 66.8 49.3 48.7 46 48.6 57.9 57.3 46.9 52.1 49.5 „Il�o DNL ' 63h 8�47 � 45 9 50`4� 45 8� 55 3�54 3 49 3�1 8 52 1`;; .;� ,.:. .. , .�. .1::.,r� .,. �.... ..,.,. , �...r:_, ,,,kt :.: . �x �. , G - 3$ - Report Generated: 08/11/2008 15:32 ' ,' ' ' � ... '' ' '` � Eagan/Mendota Heights Departure Corridor Analysis Minneapolis-St. Paul International Airport ��'��' � ��`� �;xiF�'�;"�4k,' a�,, �. ��" ��'k f �'�, :��,�y ��?= 4.!9 � �(g �f 6 � � ��. i'"� '°� ha,.. :.,f�%� '''+S'Y ��y .��. ��!�:�� This report is for informational purposes only and cannot be used for enforcement purposes. Metropolitan Airports Commission 3516 Carr.ier Jets Departed Runways 12L and 12R in July 2008 3348 (95.2°/o) of those Operations Remained in the Corridor 3516 Total 12� & 12R Carrier Departure Operations 3348 (95.2%) Total 12L & 12R Carrier Departure Operations in the Corridor Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Genera#ed: 08/08/2008 13:07 Page 1 � C Meiropolitan Airports Commission 70 (2%) Runway 12L and 12R Carrier Jet Departure Operations were North of the 090° Corridor Boundary During July 2008 ( Of Those, 0( �jReturned to Corridor Before Reaching SE Border of Ft. Snelling State Park Page 2 Monthly Eagan/Mendota Heights Departure Corricior Analysis. Report Generated: 08/08/2008 13:07 Metropolitan Airports Commission 98 (2.8%) Runway 12L and 12R Carrier Jet Departure Operations were South of the Corridor (South of 30L �ocalizer) During July 2008 Of Those, 0( �)Returned to Corridor Before Reaching SE Barder of Ft. Sneiling State Park Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 08/08/2008 13:07 Page 3 C C C Metropolitan Airpo�ts Commission 11 (0.3%) Runway 12L and 12R Carrier Jet Departure Operations were 5° South of the Corridor (5° South of 30L. Localizer) During July 2008 Page 4 Monthly EaganlMendota Heights Departure Corridor Analysis. Report Generated: 08/08/2008 13:07 Metropolitan Airports Commission Top 15 Runway 12L/12R Departure D�stinations for July 2008 rA�rport' { � ' S� , C�ty � �� ' ; Heading; ',#�ps ,Percent of� ; . . ,,,;n,��r �..... , .� � , �.�..: � � (de9 ) ,,:�" � � a To,fial Ops'.; _ �, .,: ., ... , ... , _ .. _.. . SEA SEA�LE 278° 164 4.7% ORD CHICAGO (O'HARE} 124° 156 4.4% DTW DETROIT 105° 112 3.2% LAX LOS ANGELES 238° 81 2.3% ANC ANCHORAGE 292° $0 2.3% BIS BISMARCK 291 ° 74 2.1 % ATL ATLANTA 149° 73 2.1 % PDX PORTLAND 272° 70 2% YYZ TOR(3NTC3 95° 70 2% YWG WINN(PEG 330° 66 1.9% FAR FARGO 312° 62 1.8°/a BOS B(JSTON 97° 59 1.7% GRB GREEN BAY 90° 58 1.6% MEM MEMPHIS 162° 58 1.6% SFO SAN FRANCISCO 251 ° 55 1.6% C C� Monthly Eagan/Mendota Heights Departure Corridor Analysis. Report Generated: 08/08/2008 13:07 Page 5 �� - � �F � ��' �. :1�G: ` l7 �'�^' ai � s'�*nq . .� ,fi4i , �t{ g ';`r p,� y '�j ''.-�'�i' I% '`.G�` �s(� � �c�;� ��k,.: c„ t� t7t u pF � k }t.� r�, �3 e -iu.,l!� t+.w t?'�l F ��. C� E � �`c, 9 ��,i, � � �r, s,�s d.'� H �..��". +� G�r: �.,h`� k"� S: ., .„� .: w S`+e,� .rcC .a �'en` ...0 a, �`�e„M :p. �a.�,�.+ '�am�" r: � �aez ai m✓� �:i A weekly update on litigation, regulations, and technological devetopments Volume 20, Number 23 August 8, 2008 Research . � � � � � ' � r � , ` � � � , ,: , �� . r; r,,; Among the 16 new research projects that will be undertaken in 2009 by tlie Air- port Cooperative Research Program (ACRP) is one that begins to address the issue of allowing the next generation of aircra$ to use more direct flight paths out of air- ports than those required by cnrrent noise abaternent deparhu-e procedures. "Many airports recommend that aireraft operators use Noise Abatement Depar- ture Procedures (NADP) to reduce the impact of noise on their neighboring com- munities. However, such procedures may result in adverse interdependent environmental effects, such as increased fuel burn and emissions," the Transporta- tion Research Board (TRB), which manages the ACRP for the Federal Aviation Ad- ministration, explained in a sum�r►ary of the project. "With the potential of significaudy quieter aircraft being introduced in the near- future [2010-2015], optimizing or even eliminating the need for NADPs may en- able substantial savings in fuel burn and exhaust emissions reduction while ensuriug no noise iucrease (or even a decrease) for communities near aii�ports. I1i addition, the change to more direct routing can enabie iilcreased capacity at airports (C'ontiriued on p. 91) I' I' . � ► �, �r� .. . i.. �� ' ;t .i. �. . '�; �. � �. ;� r�, ;, � ,�; ,, G r :�� . � � ;. ., ; The Bush administration is heading %r a legal showdown with airport propri- etors aud airlines over its controversial plan to ease airspace congestion ni the New Yorlc City area by auctioning slots at Newark aud JFK International Airports and placing a cap on hafi'ic at Newark. On Aug. 5, the Department of Transportation announced that it will auction two slots at Newark Liberiy Internatianal Airport (one talceoff slot and one landing slot) to tlie highest bidder next month. The DOT announcement came one day after the Port Authority of New York and New 7ersey (PANYN� issued a proposed action to block any flights at its three New York metropolitan area airports resulting from DOT's plan to auction flight slots. In a terse statement, ATA said it was "extremely disappointed" by the DOTs auctiou announcement which, it asserted, "completely ignores strong oppositiou from key members of Congress, the DOT's own task force, including consumer groups on New York delays, and the Port Authority and airlines." "DOT has left us no options — we will sue to prevent this illegal action," vowed ATA President and CEO James C. May. (Continued on p. 91) Airport Noise Report IiZ �'iZIS Is,sue... AC.RP... 2009 research pro- gram includes study of mov- ing next generation airplanes off standard noise abatement departure paths - p. 90 Newark Int'l ... Airlines and airports are headed for a legal showdown with DOT over slot auctions - p. 90 Boston Loga�n Int'l ... Fed- eral appeals court rules no. additional environmental analysis was needed for new taxiway � p. 91 F'� ... Public coinment sought on agency's draft five year plan, which calls for 4 percent per year reduction in number of people exposed to significant noise - p. 92 hTouston ... City releases draft zoning ordinance to im- pose zoning restrictions to control land use around its three airports - p. 92 News Briefs ... New joint venture company will pro- duce quieter nacelles for next generation aircraft ... Annual AAAE Airport Noise Mitiga- tion Symposium set - p. 93 Aagust 8, 2008 gl AC.Rl; fi^o7ft p. 90 For further information on the ACRP FY 2009 research program, con#act Jenks; e-mail: cjenks@nas.edu. ,> due to more efFic�ent use of airspace near the airports, the project sum�nary notes. The prime objective of the new research project is "to model and quantify (a) reductions in source emissions (in- cluding fuel burn) and (b) the increase in air traffic capacity that can be aclueved by optisnizing noise abatement deparhire procedures for the next generation of quiet aircraft with the constraint that noise exposure remains the same or is reduced for communiries around airports," TR.B said. During Phase I of the project, a study will be undertaken to compaze flie current noise abatement departure tracks being used by a sample of aircraft in service at a few noise- sensitive airports with tlie most direct flight paths out of those airports in order to determine tl�e upper bound on emissions and fuel burn savings that can be achieved for a single depar- ture. Airports that might be included in this phase of the study include LaGnardia, Los Angeles International, Chicago O'Hare International, and Washington Reagan Natioual air- ports. Phase I of the study will focus on emissions savings from single event aircraft operations, while Phase II of the study will expand to focus on emissions savings from all aircraft operating at one airport. tlnother important goal of the project is to identify the de- gree to which aircraft noise levels would have to be reduced to completely elimillate the need for noise abatement depar- ture procedures. The study is ACRP Project 2-12, "Environmental Opti- tnizaiia�� uiAircea i vepartiures: An iuvesiigation oi ruel Burn, Emissions, and Noise Interdependencies." It will be funded at a level of $300,000. Gaaidance for S��li �rp�rts Anotlier project with a noise angle that ACRP will under- talce in 2009 is Project 2-13, "Guidebook of Practices for Im- proving Environmental Performance at Small A.irports," which will be funded at a level of $200,000. "Through review of e3usring documevtation aud possibly a survey of severai smaller airports, a guidebook will be de- veloped that provides detailed information on environmental initiatives that can be implemented at smaller airports, given limited resources," the project summary explains. Oversight Panel Members So�ght On Aug. 6, Christopher Jenks, director of the ACRP Pro- gram, issued a notice soliciting nominations for individuals to serve on oversight panels that will be set up for the FY 2009 ACRP research projects. Nominations for oversight panel members must be sub- mitted by Sept 17. Self nornivarions are accepted. Pauel nom- ination forms are available from Adrienne Blackwell, administrative coordinator for the program; e-mail: ABlack- well@nas.edu. DOT, fron: p. 90 ATA said the DOT slot auction proposal at I�lewark is "unlawful, unwise and will do absolutely nothing" to reduce congestion and flight delays in New York. The Airports Couucil Inteinational — North America (ACI-NA) also said it was disappointed tl�at DOT "continues to pursue slot auctions, rather than work collectively with the PANYNJ and the air carriers to develop and implement a rea- sonable and effective progtam of congestion management and air ttaffic irnprovements." ACI-NA said that "DOT's illegal approach fails to recog- nize the primary role of local airport proprietors in managing congestion at their airpmts and seeks unlawfully to usurp the proprietary right of the PANYNJ to control how its facilities are used." DOT continues to assert that the slot auctions in New York are needed to reduce fight delays around the country, which often begin in the New York area and cascade to other airports. "Our system today is wholly ulueliable. Business and passengers can't depend on airline schedules," D.J. Gribbin, chief legal counsel for DOT, told the Associated Press, "At a time when our economy is in a very sensitive state, this kind of economic drag simply cannot be tolerated." The auction for the two Newark slots is set for Sept. 3. It is open to both domestic and foreign carriers and there is no minimum bid required. Several powerful members of the Senate Commerce Comrnittee are opposed to the slots and legislatiou (H.R. 6299) has been introduced in the House to bar the Bush ad- miuistration from conducting the auctions. However, Con- a ess is in recess and won't be bacic iu session until next month. .8oston Logan Int'l � ;r � � , ,, � . � , , . 1 1 1 ' ' •, �_k� � .- In a legal victory for the Federal Aviation Adrninistration and the Massachusetts Port Authority, the U.S. Court of Ap- peals for the First Circuit ruled July 23 that additional envi- ronmental analysis was not needed to proceed with construction of a new taxiway at Logan Intarnational Airport. The court rejected claims by the Town of Winthrop, MA, that the FAA acted arbiirarily and capriciously by not prepar- ing a supplemental environmental impact statement prior to issuing an order pernutting consiruction of the new taxiway and that the agency erred in its choice of noise impact model- ing. The Town of Winthrop asserted that the SoundPLAN Airport Noise Report � C C� � I' August �, 2008 92 noise model used by the acoustical consulting fum Harris Miller Miller and Hanson Inc, was not an appropriate model to use to evaivate the noise impact of two taxiways. But the court said tl�at federal agencies are entitled to se- lect their own methodology as long as it is reasonable and that the court must give deference to those selections. The court accepted .I��II3's explanation that khe Sound- PLAN model is more appropriate for evaluating aircraft ground operations than the FAA's Integrated Noise Model (INM), which is intended primarily for the evaluation of air- craft flight operations. HT�IIvIH said that while the INM can be used to model taxi operations, "it is a very crude tool for this purpose ... By usiug Soundl'LAN and aircraft noise emissions data collected at idle/taxi power settings, noise modeling is much more pre- cise. Also, the INM does not incorporate any building or ter- rain shielding, or variation in ground type ... so these characteristics, which are important for ground-based noise sources cannot be modeled with 1NM." The EAA had concluded that the new taxiway and other projects at Logan were needed to ease congestian at the air- port and to reduce the amount of time planes spend idling on the airfield in order to reduce aircraft emissions and noise. However, the Town of Wintl�rop feared that the delay re- duction projects would lead to greater use of the airport which, in turn, would lead to more, not less, adverse environ- mental impacts. The town also contended flzat the FAA had not used the most current data or metliodologies availabte to assess the project, which cast doubt on its benefits. Further, it argued that public health studies show aii inereasiug conceru about particulate matter from airport operarions and that the FAA shoutd be required to continue to study this form of air pollu- tion at Logan in order to evaluate possible health effects aud to lceep the public informed. Tl�e court denied the Town's motion to supplement the record on the taxiway project and also denied its petition for review of FAA's approval of the project. The case is Tow�i of �ntlzrop, et al v FAA. (No. 07- 1953). � ., .. '' ' � t 1' �` 1:. .• � . The Federal Aviation Adminisiration hopes to reduce the number of people exposed to significant noise by 4 percent per year #hrough 2013, according to the agency's Draft 2009- 2013 Flight Plan, which was released for public comment this week. The pubic has until Aug. 22 to comment on the draft five- year plati, which has been placed on.the FAAweb site (www.faa.gov). Comments can also be submitted at that site. The FAA also hopes to improve aircraft fuel efficiency by another 1 percent per year over the FY 20081eve1(for a total of 7 percent) through FY 2009. The agency plans to work with several airports, including Los Angeles, San Diego, Louisville, Charleston, and Atlanta, to implement Continuous Descent Arrivals (CDA) for night operarions and to initiate research into CDA applicability to airports with greater traffic levels, general mixed fleets, and missed operations, according to the draft plan. FAA said it plans to create "strategic teains to help allevi- ate and manage specif'ic capacity issues at the airports t1�at create the greatest impacY' on the air transportation system. However, the agency added, "In circumstances where air- port capacity expansion is not feasible or not yet completed, where demand routinely exceeds airport capacity, aud where locat delays reverberate through the National Airspace Sys- tem, a congestion mznagement approach may be the appro- priate choice, including schedule reduction." Translation: caps on airport operations may expand be- yond the New Yorlc inetropolitan area. To increase capacity at airports, FA.A said it has imple- mented 43 RNAV Standard Terminal Arrival (STAR) and Standard Instrument Deparhire (SID) advanced navigation procedures at 17 airports thus far in fiscal 2008. It plans to publish 36 more procedures by Septelnber. 1fie agency said it is tearniizg with external stakeholders to identify and address capacity-constrained airports and met- ropolitan areas. The teain has already made site visits at At- lanta, Chicago Midway, Fort Lauderdale, John Wayne, Las Vegas, Long Beach, Oalcland, Phoenix, San Diego, and San Francisco auports. Four cities haee planuing or environmental studies un- derway to exarrune how their metropolitan areas will accom- modate future demand for aviation, the draft plan notes. Those cities are Chicago, Las Vegas, Atlanta, and San Fran- cisco .F�oustoaa �i►poYt SystefsP •; : � _ . '�,:... i ;;�,.: .�, � . ;�, � ., , , ; : �. ;�' r . � ;� � � _ On July 22, the City of Houston released a draft ordi- nance tbat would impose zoning restrictions to control land use around its three aiiports: George Bush Intercontinental, William P. Hobby Airport, and Ellington Field. The zoning restrictions are being adopted at the urging of the Federal Aviation Admiuistration. In 2006, the agency told the city that it risked losing future federat airport devel- opment grants if it did not move to block encroachment of in- eompatible land use around its airports. The proposed ordinance encompasses 178 square rniles around the three airports and establishes three "tiers" within that area. Tier 1 encompasses the 65 DNL contours of the air- ports; tier 2 encompasses the 60 DIVI., contours, and tier 3 in- cludes the 60 DNL contour and lower contours, Airport Noise Report August S, 2008 93 ' �' � � � i � ' � � John J. Corbett, Esq. Spiegel & McDiarmid Washington, DC Carl E. Burleson Director, Office of Environment and Energy Federal Aviadon Administration Michael Scott Gatzke, Esq. Gatzke, Dillon & Ballance Carlsbad, CA Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwel] LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates La�una Niguel, CA Steven F Pflaum, Esq. McDermott, Will & Emery Chicago Mary I�. Vigilante President, Synergy Consultants Seattle Tier 1 would be closed to conshuction of new hoines, hospitals, schools, and churches. Any renovations or additions to these structures �� would require sound insularion to an interior noise 1eve1 of 45 dB. Resi- dents in Tier 1 would be subject to noise disclosure notices. Tier 2 residents also would be subject to noise disclosure notices and would be subject to various building restricfiions. New mobile homes wouid be barred from this area. Tier 3 would not have building restrictions but a noise disclosure no- tice would be attached to subdivision plats and property records. The City of Houston plans to hold two public hearing on the draft or- dinance, the ftrst of which is set for Aug. 21. In addition, the Houston City Council plans to hold its own hearings ou the draft ordinance. 112 ��'CBf, ..___� GE/SAF`IZAN Engine Nacelle Agreement At the Farnborough Air Show in mid-July, GE-Aviation and SAFRAN, an international high-technology group, announced an agree- ment on a new joint venture company that will develop, produce, and support engine naceltes for the next-generation single-aisle cornmercial aircraft. "Our new competitive venture comes when airlines are seeking more efficient, more environmentally-friendly solutions for their next genera- fion of single-aisle airliners," said Jean-Paul Herteman, SAFRAN's CEO. The combined capabilities of all the firms involved in the agreement will produce engine nacelle products that improve aircraft performance, while ` also reducing weigh and noise levels, he said. IVoise I1�gtigation Syrnposiurn The 8th Annual American Association of Airport Executive's Airport Noise Mitigation Syrnposium will be held on Oct. 12-14 in San Antonio, Texas. The symposium brings together key players -- FAA, airports, commu- nity groups, consultants, and manufacturers -- to share theu experience and ideas on maximizing the benefiYs of auport noise mitigarion, includ- ing sound insulation, land acquisition, land use planninga nd rezoning. Further information is available at the symposium website: www.noise-mitigation-symposium.com. � � ► ' � '► \ `� � �` � � . . Anne H. Kohut, Publisher Published 44 times a year at 4397$ Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 'T29-4867; EAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $850. Authorization to photocopy items for interual or personal use, or the inteinal or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. 94 � � � � � �� 1 ^p�.�"'1"� 5,. d� �^., �" 1� � n^ ,�� s� �.y �5�,�� ,{� 4 7 snc,.r .�+� d l� � �i � �1�y y��yxi,F� �t s `' �°jT' � �' � ��' vz �� ' 9�t, ;3� 5�t��: ai^•� k• ., u7 c5{'�. i� R_ 6i jZ;.S `L�f+�� 1iv' .4.�.. �4': ei�h :�'`n:..� � �:ta^ .A}:, �r,•'F` �nx..7ixrt�'" Uma+' .� °i�b/� rt�u A weekly update on litigation, regulations, and technological developments Volume 20, Number 24 August 15, 2008 Litigation . � . . � ; � ,� ; . � . .. . .�. � �. The Air Transport Association (ATA) on Aug. 11 sued the Federal Aviation Ad- ministration seeking to block the Bush adminisiration from moving forward with its controversia( marlcet-based plan to auction slots at Newark and JFK airports as a way to ease airspace congestion in the New York City metropolitan area. The action follows the Department of Transportation's Aug. 5 announcement that it will auction two slots at Newarlc Liberty Intemational Airport (one takeoff and one landing slot) to the highest bidder next month. Such auctions are unlawful for several reasons but chief among them is that Congress has not given the FAA the autliority to auction use of the airspace, ATA asserted in its Petition for Review filed in the U. S. Court of Appeals for the Dis- irict of Columbia Circuit. "FAA's claim that it can use its properly management authority to auction slots is intellectually dishonest and a disturb9ng end run around Congress," said ATA President and CEO James C. May. "Eveiy transportation administration except this one has aclmowledged that it does not have the authority to implement auctions and (Corzti�eued ou p. 95) k�Tealth �f'f'ects s ;P , � t � �• �� , R p� ;�. ,�, �� , � ��. � . � F.� „ ; �� ; .. �s s�� ., :, � Despite a limited number of studies in some areas, there is good evidence for exposure-response associations between aircraft noise and annoyance, sleep distur- bance, high blood pressure, .and children's cognitive impairment, some of the world's top experts in noise and health research concluded at a workshop convened by the World Health Organization's Centre for Environment and Health, which was held in Bonn, t�'rermany, in October 2007. The results of that workshop were reported at ttie 9th International Congress on Noise as a Public Health Problem (IC$EN), which was held in Mashaniucicet, CT, on July 21-25. �Ield once ever five years, ICBEN brings together leading intema- tional reseazchers on various aspects of noise impact, including its effect on peo- ple's l�ealth. A summary of the conclusions of the WHO worlcshop was presented in a paper by Birgitta Berglund of Stockholm University, Stephen Stansted, of the London School of Medicine, and Rokho Kim, of the WFiO/EURO Centre for Environment and Health. The WHO workshop convened experts from Europe, North America, Australia, and Japan, as well as representatives from the International Civil Aviation Organi- (Corrtinued on p. 95) Airport Noise Report .IiZ �'IZts .I�SSu6... Litigation... ATA files a law- suit against the FAA seelcing to block the agency's plan to begin auctioning slots at Newark Liberiy Int'1 Airport. The airlines assert that Con- gress clid not give the FAA authority to auction use of the airspace -p. 94 I3�ealth Effects ... World- class researchers on the ef- fects of aviation noise on health gather in Connecticut %r 'u�e ytn i.�ter�aiioi�ai �or�- gress on Noise as a Public Health Problem (ICBEN). They report on the conclu- sions of a WHO workshop that exarnined research find- ing linlring aircraft noise to health impacts. There is good evidence, they conclude, for an association between aircraft noise and annoyance, sleep distux- bance, high blood pressure, and children's cognitive abil- ities - p. 94 Briefs ... Judge gives Chicago permission to begin ctemolishing properties for new �'Hare runways - p. 97 August 1S, 2008 95 �4TA, fror�: p. 94 other so-called market mechanisms. Yet this administration believes it can ignore the statutory limits of its authority to re- make the industry as it sees fit." "We said that we wouid challenge the FAA decision in a court of law and we are doing just that. Today we have started the process to protect our members' rights," said May. ATA's lawsuit states that the FAA slot auction is, in effect, a fmal rule that "should be held uniawful and set aside be- cause these actions are in excess of the FAA's statutory au- thority; coiistitute unauthorized regulatory action disguised as property management; are contrary to express statutory limi- tations imposed by Congress in the 2008 Consolidated Ap- propriations Act; are witliout observance of procedure required by law; and are arbitrary, capricious, an abuse of dis- cretion, and otherwise not in accordance with law." "FAA's pian is not only unlawful, it is both surprising and perplexing," said May. "It is surprising because the end result will be more flights during the busiest times of the day at Newark, even as we suffer ttu-ough yet another delay-plagued suminer, and it is perple�cing because the announced slot auc- tion precedes formal rules to auction slots at Newark and other airports." "Sadly, FAA believes that it has the right to malce up the rules as it goes along. FAA should focus its efforts on fulfill- ing its responsibiliiy to provide the infrastructure and air traf- fic resources necessary to meet the public's demand for safe air transportation services, instead of finding new ways to in- hibit economic growth and further ta�c an ah•eady overtaxed traveling public." ATA said it;s action does n�t �utomaiicaity stop FAA uom conducting tl�e slot auction at Newark. "We are studying our options for injunctive relief," the associatiott said. The Court of Appeals is not expected to act on ATA's petition for several months. The Port Authority of New York and New Jersey, propri- etor of Newark, also opposes the aucrion as does the Airports Council International — North America. Health Effects, fYofn p. 94 zation. The goal of the workshop was to produce a WHO �locurnent, "Evidence Review on Aircraft Noise and Health," which would be based on a rigorous and systematic review of the scienti�c literature and could be used to guide noise pol- icy development. It is unclear when the WHO documents will be released. Recent Studies Show Greater Annoyance The participants at the WHO workshop considered expo- sure-response relationships that have been established through social surveys to predict the percentages of people who will be annoyed at a given aircraft noise levels. Tbe upcoming WHO document wili note that results of recent studies "show annoyance reactions to aircraft noise that are much higher than expected from the earlier estab- lished exposure-response curves," Berglund and her col- leagues reported. "Research into the possible causes for the observed in- crease in annoyance is still continuing but part of it may be due to the fact that many recent noise annoyance studies took place in airport situations with an increased rate of change, especially with respect to the number of aircraft movements. Thus, established exposure-response curves to predict annoy- ance reactions should be used with caution in changing noise situations," the WFiO document will advise. This conclusion has significant implications for noise pol- icy development if special consideration would have to be given to airports with rapidly increasing numbers of opera- tions. It also brings into question the appropriateuess of con- tinuing to rely on averaged noise metrics, such as DNL, which are not sensitive to numbers of operations. DNL is based on the idea that annoyance will be the same for equivalent levels of acoustic energy. The metric assumes that a low number of loud aircraft operations is equivalent in terms of annoyance to a high number of quieter aircraft oper- ations. In other words,l0 operations by loud aircraft could be as annoying as 100 operations by quieter aircraft. Truls Gjestland of SINTEF Group, the largest independ- ent research organization in Scandanavia, also addressed the new annoyance surveys that cast doubt on the continued use of averaged noise metrics in his ICBEN paper, "Research on community response to noise ua the last five years." One possible explanation for the new surveys on aircraft noise yielding in general higher amioyance scores than older surveys is that "the equivalent level does not tell the full story," he wrote. "For aircraft uoise, in particular, the exposure situation has changed significantly over the past 10 years. The aircraft have become quieter and more aircraft movements are re- quired today to produce the same equivalent level as with the older ones. Some authorities therefore recornmend supple- mentary meri-ics, for instance N75, to describe a certain air- craft noise situation." N75 is the metric used in Australia to assess aircraft noise impact. It is based on numbers of aircraft operations, nok av- erage noise level. The Federal Aviation Administration appeazs to be inter- ested in the question of what recent annoyance surveys are showing and if they were rigorously condueted. A recent British social survey showing increased annoyance to aircraft noise, for instance, has been sharply criticized for its method- ology. In July, the Department of Transportation's Volpe Re- search Center announced that it plans to issue an RFQ to fmd a contractor to update the government's "Catalog of Social Surveys of Residents' Reactions to Environmental Noise" to add surveys that have been done through 2008. The update is needed, Uolpe said, to "evaluate the impact of aircraft noise and to locate new studies that address critical issues." Airport Noise Report � C. 2008 Growing Interest in Sleep Disturbance ICBEN also addressed noise policy development over the last five years. A paper presented by consultant Lawrence Finegold docwnented recent progress in developing noise policies. "One of the more interesting aspects of developments in noise policies globally in the past five years is the growing emphasis on aircraft noise, particularly iught-time aircraft noise. In particular, sleep disturbance from night-time aircraft landings and takeoffs around airports has become a topic of particular concern," he wrote. "Noise policies have to somehow balance the economic benefits to societies obtained wlien night-time air traffic is al- lowed with the public's dislike of being awakened at night. At the current rime, discussions are srill continuing concerning the most appropriate sleep disturbance rnetric, the best way to describe awakenings scientificalty, and the criteria for maxi- mum allowable awakenings. It is expected that the next five years will .see new and updated noise policies in many coun- tries, and particularly in the European Union." Kenneth Hume of Manchester Metropolitan University, also presented a paper reviewing sleep research. "The major development over the last five years in this field has been the full publication of the largest and most comprehensive study carried out by Alex Samel and Mathias Basner and co-work- ers at the DLR-Institute of Aerospace Medicine in Germany," Hwne said. He explained that Basner recorded a total of 2,240 subject nights in both the laboratoty and field to develop a data base that provides "clear results in tenns of changes in the ,y��rQc�,Et�,re of si_eep stzges, im.me�l�ate event-relate� analysrs, dose-response relationships between aircraft maxi- mum sound pressure levels and tiie probability of awakeii- ings.,, The DLR group, Hume said, "also applied their fmdings directly to the difficult practical problems of noise distur- bance around busy airports and developed the concept of `noise protection zones' on the basis of sleep disturbance ratber than the traditional noise contours which are based solely on acoustic criteria." That idea is similar to a proposal by Mary Ellen Eagan, president of the acoustical consulting firm Harris Miller Miller & Hanson Inc., to draw individuai contour lines around airports based on various impacts of noise, such a sleep disturbance, annoyance, etc. Objective Measure of Sleepiness Basner himself presented the abstract of a lab study just published in May that assessed the effects aircraft noise expo- sure at night on daytime sleepiness, sornething that he said has not been studied before "objectively." He used infrared pupillography (a measure of pupil movement in response to different types of light) on 24 sub- jects beiween 7:30 - 830 a.m. after a noise-free baseline night and nine hours of varying degrees of aircraft exposure. •� "This is the first study to show that nocturnal aircraft noise exposure increases objectively assessed sleepiness in the next morning. These findings stress the relevance and the potential public health impact of sleep disiurbances induced by environmental noise," he concluded. Reprints of Basner's study, "Nocturat aircraft noise expo- sure increases objectively assessed daytime sleepiness," can be obtained from him at: mathias.basner@dlr.de. Cardiovascular Disease In her summary of the WHO document, Berglund said that there is sufficient evidence to establish a positive rela- tionship between aircraft noise and high blood pressure and the use of cardiovascular medication. "However, no single common exposure-response relationship or possible effect thresholds could be established for the association between aircraft noise and cardiovascular risk due to methodological differences between studies and the lack of contiuuous or semi-continuous (muiti-categorical) noise date. There is some indication of a stronger association between nighttime noise level and hypertension," Berglund wrote. Stress Hormone Response She said, however, that there is "consistent evidence that aircraft noise exposure in children is associated with raised levels of catecl�olamines [a stress horrnone] but not cortisol, although there is a need for more studies to replicate these re- sults. The association between aircraft noise levels and hor- mone responses ui adults is unclear." 1VIez��al �ealih BergIund said that the WHO document wilt note that there is some evidence that aireraft noise is related to symptoms of common mental disorders, snch as atixieiy a�d depression, rather flian to more serious mental disorders, but generally the results of these studies are unclear. Cogaafl�ave �aaepaa�-a�ent However, aireraft noise does have detnimental effects on learning, memory, and reading in children, the WHO docu- ment will report. Wi•o�e Serglund, "This conclusion is further strei�gthened by noting that more than 20 studres have shown detrimental effects of noise on childreu's reading and memoiy, and there is no study to the contrary. But even fliough a significant cause-effect relationship is establishd, it is stiil unclear how much impaument and at which noise level the unpairing ef- fects begin, Experimental noise studies demonstrate tbat acute (aircraft) noise exposure is a sufficient and efficient sholt-term cause of impaired memory." The proceedings of the ICBEN conference have been put on CD. ANR is wairing to hear from the conference organiz- ers regarding how to obtain them. Further information on ICBEN can be obtained from the website for the congress: www icben.org. Airport Noise Report August 15, 2008 97 . � � • � :� . • � John J. Corbett, Esq. Spiegel & McDiarmid Washington, DC Carl E. Burleson Director, Office of Enviroriment and Energy Federal A�iation Administration Michael Scott Gatzke, Esq. Gatzlce, Dillon & Ballance Carlsbad, CA Peier J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates Laguna Niguel, CA Steven �, k'flaum, Esq. McDermotk, Will & Emery Chicago 1Vlary L. Vigilante President, Synergy Consultants Seattle In BYief... Judge .Allows Demolition Around O'Hare A DuPage County, IL, judge gave the City of Chicago permission on Aug. 7 to start demolishing 500 properties in the town of Bensenville in order to clear a path for runway expansion at O'Hare Int�rnationai Aix- port. The demolition will displace about 30 families. In July, the judge had imposed a tempozary resiraining order to halt Chicago's plans to begin demolishing homes and also ordered that an en- vironmental study be conducted to determine if hazardous materials would be released during the demolition process. Bensenville officials Gontend that its neighborhoods are being need- lessly razed because Chicago can no longer afford its mammoth modern- ization program for O'Ha�•e in light of the economic woes in the airline industry. Clucago has not yet reached agreement with the airlines on funding the second phase of the project. HMM�I Seeks Consultant C The environmentat consulting firm Harris Milter Miller & Hanson Inc. (HMMfFl� is seeking candidates for a staff-level aviation noise con- sultant position in its Burlington, MA, office. Requirements for the position include a BSBA in engineering, avia- tion, physics, or math; and strong quantitative, analytical, and communi- ` cations skills. Recent graduates as well as those witt� 2-3 years of worlc experience are encouraged to appiy. Specific duties include using noise models to run noise contours and perfornung data reduction aud flight track analy- sis. Desired qualifications include experience or training in one or more of the following areas: acousdcs, aircraft perfoimance, flight training, noise inodeling, instrumentation, or noise ineasurement. The focus of the HMMIi Aviation Services Group is to analyze, eval- uate, and find solutions for airport noise issues. Consultants in the group work independently but also learn from senior staff how to improve skills. Applicants for the position should send cover letters and resumes to amoore@hmmh.com. For further information, contact Alison J. Moore, I�vLMH human re- source manager at the e-mail address above. • � � � � `� � � � s- ,— Anne H. Kohut, Publisher Published 44 times a yeaz at 43978 Urbancrest Ct., Ashburn, Ua. 20147; Phone: (703) 729-4867; FAX: ('703) 729-4528. e-mail: editor@airportnoisereport.com; Price $85Q. Authorization to photocopy items for internal or personal use, or the intemai or personal use of specific clients, is granted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. .; �r � K ,1; ,��i; �"' � �""°"'��s�sc ��i��n p �'�'� �w.�. �'"'W,� � �'�-� � � � � �� ',�' ��,� ,>�y�„� �.,� � .€:€. �u h ,.��.s�°r R'_,s _ �$:r 4� "'� r'ais.. �n.�-.:�..k �� '�':m � r�.:,�'. '_.s� W �•' A� A weekly update on litigafion, regulations, and technological developments Volume 20, Number 25 August 22, 2008 Noise Modeling 1VOISE 1VIOIDEI.ING IN F'AA'5 NEW .AEl)T TOOL WILI., BE 5�7�'ERICDR TO IN1VI, NOISE-CCDN TOLD Since 1978, tl�e Integrated Noise Model (INM) has been the primary software tooi used for federally-funded aircraft noise modeling projects in the United States. It has been employed by over 1,000 users in more than 3Q countries and is the tool most often used by the Federal Aviation Adminishation for modeling aircraft noise in the vicinity of airports. However that will change soon. In 2012, the FAA is expected to release to the general public the first version of its new Aviation Environmental Design Tool (AEDT), which will replace the INM, as well as the agency's Emissions and Dis- persion Modeling System (EDMS�, the Model for Assessing Global Exposure to the Noise of Transport Aircraft (MAGEN'I'A), and the System for Assessing Avia- tion's Global Emissions (SAGE). AEDT is being designed io integrate both noise and air quality modeling in order to assess the interdependencies of these two impacts of aviation. The AEDT will iutegrate combined noise and air quality modeling at various scales: at the flight level, at the airport level, and at the regional and global levels. (C'ontinaed ol: p. 99) C'�asz��aentsary �D��S�l�TG l�OISE �P1�CT� �EI.'�l�TD 65 D1�T�, �.�1-�t7 ld�_I.�I E ��l�l�� @ F�9 1`� +L' �� l�i� A �.9J3'e 'L.�.Y1::� .9 �� [Fallowing is comnzentary by Jaso�z Sclzwart�, manager of the Noise Manage- rtzent Department at the Por•t of Portlartd, OR, on the controver•sial questiort cttr- rently being debated by airports of whether tlaey should expand noise mitigation efforts beyond tJze 65 DNL contour. Mr. Schwartz also serves on the stees•ing conamittee for the Airport Cooperative Research Progranz (ACRP) Sydhesis Praject 502-03, `A Compzlatiori of,4irport Noise Programs in Areas Outside DNL 65. "J As a member of the steering committee of the ACRP project researching noise abatement outside the DNL 65 dBA contour, I have experienced first-hand the de- bate among airports regarding whether to focus efforts within that contour or to ex- pand efforts to address impacts beyond the 65 DNL contour. Additionally, I have worked in noise management for two airports, each of which are opposite in terms of noise managernent strategy: one (St. Petersburg- Clearwater International, St. Petersburg, FL) addressed noise abatement per the regulatory and political requirements, while the other (the Port of Portland) ad- dresses noise impacts as a means of enhancing quality of life for the communities it (Confir:ued on p. 99) Airport Noise Report IIZ Z'rZlS ISSIIG'... Modeling .,. FAA's Aviation Environmental Design Toal (AEDT) will provide signifi- cant improvements over the INM, conference told - p. 98 Beyond 6513NL ... In Febru.- ary, the AirporCs Council In- ternational - North America launched an industry-wide discussion on the controver- sial question of whether air- ports should begin addressing noise impacts be- yor�ct `�e iradiiionai 6� �� DNL contour line that FAA uses as the threshold of sig- nificant noise impact. In commentary for ANR, Jason Schwartz, manager of the Port of Portland's noise program, argues that airports can use less-costly but highly effective rneasures to address noise impacts beyond the 65 DNL contour - p. 98 Centennial ... FAA gives overall approval to Part 150 program, rejects proposed bans on Stage 1 jets, night curfew on Stage 2 business jets pending fiu-ther study and analysis - p. 101 August 22, 2008 99 Modeling, from p. 98 The first version of AEDT to be raleased in 2012 will be used for local and regional noise and emissions impact assess- ments. When the AEDT is released, airports, consultants, and other environmental specialists will begin using the new soft- ware tool for the fust time. At NOISE-CON 2005, the National Conference on Noise Controt Engineering, Eric Boeker and Gregg Fleming of the Deparhnent of Transportation's Volpe Narional Transporta- tion Systerns Center in Cambiidge, MA, -- which is helping develop the AEDT -- presented a paper describing the func- tions and design of the new tool and comparing its capabili- ties to those of the INM. The aircraft noise modeling capabilities in the AEDT, they explained, reside in the Aircraft Acoustics Module (AAM). "While the core noise calculations in INM and AAM are based off of the same methodologies, the added flexibility and modulatity of the AEDT architecture ailows for signifi- cant improvement in model functionality and capabilities over iNM," Boeker and Fleming said. They expiained that these changes to the software archi- tecture allow for: • Easier implementation of module updates and revisions without inodifying the entire tool; • Insertion of alternative noise computation moduies or sub-modules with new and expanded functionality into AEDT; • Irnproved software runtime through parallel processing over a network and improved data storage and results cornpi- laiiou �a�a'�iliiies; � Increased transparency of the entire calculation process; and ^ Greater capability for regional and globat analyses. "These improved capabilities directly benefit noise im- pact analyses in AEDT and help facilitate noise/emissions in- terdependency studies," they said. Their paper, "Fwictional Description of the FAA's Avia- tion Environmental Design Tool's Aircraft Acoustics Mod- ule," was presented at NOISE-CON, which was held in Dearbom, MI, on July 28-30. Commentary, fronz p. 98 serves. I am not making a judgment as to which technique is "better," but rather recognizing the different approaches that airports take to managing noise impacts. In my experience, I find tliat there is a specific context as- sociated with the phrase "noise abatement" and this may ex- plain, a# least in part, why many airports seem almost afraid, and not simply unwilling, to look at "uoise abatement" out- side the DNL 65 contour. For some, or perhaps most airports, "noise abatement" re- lates to traditional programs, such as arrivalldeparhue proce- dures, sound insulation programs (which are more accurately described as "noise mitigation"), ground run-up programs or enclosures, etc. These aze very complex measures to develop and rnaintain. Because of this, we o$en seek shelter behind the FAA's definition of "significant" impact and argue that impacts out- side the 65 DNL contour are not significant and, therefore, do not justify the costs of addressing them. Additionally, at some of our largest airpoxts, the impacts within the 65 DNL con- tour are so high in terms of acres, schools, residences, etc, that it may seem impossible to address all of them, let alone look outside the 65 contour. On the other hand, when I hear the term "noise abate- ment," I think of reducing noise impacts. I don't necessarily envision SIDs and STARs, or sound insulation programs. These are, of course, valid measares for reducing impacts; however, work around the globe, especially in Europe, ac- knowledges that ixnpacts can be far more than those con- tained within the 65 DNL contour. Annoyance, stress, cognitive performance (in schools, the workplace, and at home), can all be impacts associated with exposure to aircraft noise. Based on regulatory standards, communities surrounding aiiports would be "highly an- noyed" when noise levels equate to a DNL of 65 dBA. Not only is this conclusion based on outdated data (from when aircraft were louder and the number of events was lower) but it also focuses on "high annoya.uce" which is an extreme level of impact. Lesser rates of annoyance are also impacts and should not be overlooked. Impacts to learning, sleep, and cognitive performance are significaut impacts and clearly can occtu• beyond the magical 65 DNL contour line. C�an�aie�3�aai ss rd�ii �dasi a�ae�aidl 8awdii�iiaai Noise abatemeut is not simply sound iusulatioi� and oper- atiouat procedures. Noise abatement can include a variety of non-acoustic measures, such as community education and outreach. Educating residents and local government about the benefits of the airport (in terms of economic impact, jobs generated, convenient access to air travel and cargo services, etc.) can increase the perceived value of the airport thereby increasing tolerance and decreasing annoyance. As an exampte, we recently received a call from a resi- dent who was awakened at 2 a.m. by a corporate jet that after taking off overflew her home. The message she left was filled with fiustration and desperation. After investigating the oper- ation, we found that the departure was a"lifeguard" flight transporting a patient in need of urgent medical care. The next day, we contacted the resident to report the resuits of our investigation. After explaining our findings related to the event, her frustration almost irnmediately turned into appreci- ation. By the end of the call, she apologized for "bothering" us and thanked us for the service the airport provides and for taking the time to call her back. This is an extreme (but real-life) example but I think it makes the point that awareness can impact tolerance and in- creased tolerance can reduce annoyance (and, after all, an- noyance is the basis for the DNL 65 dBA standard). Since Airport Noise Report C C August 22, 2008 100 mast airports already liave Community Affairs and/or Public Relations staff, and many or most have Noise Management staff, education and outreach can be highly effective and con- ducted at little or no additional cost. In the example above, the response was cleazly reactive. A noise eveut awakens a resident resulting in a complauit. I�i response, the airpoit contacts the resident to explain the source of the noise and, in this case, a community service as- sociated with the operation. What I would recommend is edu- cation and outreach that is pr•oactive. We follow the same strategy when workiug with our local air traffic control (ATC) management and staff whicb has resulted in better ATC and noise abatement performance as well as a better re- lationship between our two organizations. Noise abatement also can involve working with arrcraft operators and the airlines to encourage their awareness of the impacts of noise. Often, pilots are more than willing to do what they can to uiin.iinize noise, if only someone would ex- plain the impacts and how they, as pilots, can help reduce them. We work with chief pilots and share with them the im- pacts of deviating from noise abatement procedures and aslc for their support in helping us remain good neighbors. In 100 percent of our operator interactions over the last two years, we have received positive feedback and support, which inciudes operators of business jets, general aviation, helicopter operators, aud the aulines. We also work closely with out local military operator (Oregon Air National Guard based at PDX). They, too, have even been willing to do their part to minimize noise impacts whenever possible. Moreover, we don't stop at the 65 DNL contour. Based on our most recent analyses, PDX has no non-cornpatible land uses. That being the case, PDX couid dissolve its noise pro- gram. After all, there is no one inside the 65 DNL contour, so there are no "significuit" impacts in terms of FAA regulatory definition. Yet, residences are over-flown by aircraft, many of which far exceed 65 dBA on a single-event basis. Should we assume that a military jet overtlying your l�ome and causing an 80+ dBA event is not a"significant" impact because there are only three or fo�.0 per day, three days per week? �2ecognize L.ess Cmstly �ut Effect�ve 1Vleasures As airport operators, we need to broaden our definition or approach to "noise abatemenY' to recognize the less costly but still highly effective efforts we can take to reduce im- pacts, including those inside — aud outside — the 65 DNL con- tour. Europe is doing it and it disappoints me that they are so far beyond the U.S. in tlus area. I think we can do more if we want to and it doesn't have to cost as much as our trad.itional measures. Tbis fear of additional costs is lilcely why airports are so reluctant to loolc beyond the 65 DNL contour. When someone refers to "noise abatement outside the 65 DNL," it doesn't necessarily mean sound insulation to the 60 or 55 contour. It could rnean using other approaches to reduce impacts including both acoustic and non-acoustic measures. I've hea,rd a lot about ACI mernbers' reluctance to looic outside the 65 DNL contour and I'm trying to figure out what the underlying concern might be. I suspect it's in the context associated with "noise abatement" and the costs to abate noise within the 65 DNL contour. If this is the case, it may be worthwhite to redefine, or at least expand, our definition of "noise abatement" at least when we discuss noise abatement beyond the DNL 65 contour. One thing eo keep in miud is the benefits to airports and aircratt operators (and flie aviation industry as a whole) of having community and public support. There are many bene- �its to having the support of your community and commu- nity/political leaders. This, too, is a part of the conversation that should be included when debating whether or not to con- sider noise abatement outside the 65 DNL. Regarding CDAs, we are in the process of implementing RNAV, RNP, and CDA procedures at Portland Internationat Airport. Although this was approved in our Part 150 study, we will require no federal money to implement these proce- dures. Instead, we are worlcing with industry parhiers, includ- ing tlie FAA, airline pariners, and Boeing, to develop and iruplement procedures that wi11 reduce noise, emissions, fuel use, and costs to the airlines.This is being done to reduce noise impacts primarily outside the 65 DNL contour. Even if we find that we have no non-compatible land use (per Part I50), we will contuiue this worlc because we lrnow that RNAV and CDR pracedures can reduee noise, ernissions, and fuel use, which is a"win-win" outcome for everyone. We need to expand our scope of reference when address- ing noise. Wiiether or not FAA changes its Part 150 regula- tions, which I do support, we as airports can still work to reduce the irnpacts of our airports (beyond the 65 DNL con- tow�) while providing the best service to airport users, includ- ing the traveling public. Those who note that the CDA does littie to reduce the noise impacts within ti�e 65 DNL contour are correct. How- ever, if it reduces noise impacts to those in the 55 or 60 con- tours, while reducing emissions and fuel costs to the airlines, why is it not worth exploring with or without Part 150 sup- port? The Port of Portland even partnered with a local military operator to test a newly-developed CDA overhead approach procedure that reduced noise close-in to the airport by 10 dBA vs. the traditional approach they were using. This, too, was done to address impacts outside 65 DNL. The work was done in partnership witli our local FAA ATC staff and the mil- itary and was done outside the Part 150 process. These are two examples of working outside the 65 DNL and outside the Part 150 process, but making significant im- provements to the community noise impacts, while meeting the needs of our operators. In the end, we built community and operator support and helped both sides better understand the other and better meet the goals of all stakeholders, including the (noise impacted) community. Airport Noise Report August 22, 2008 101 � \�� ► � ` � �' _ i'�: ► �� John d. Corbett, Esq. Spiegel & McDiarmid Washington, DC Carl E. Burlesan Director, Office of Environment and Energy Federal Aviation Administration Michael Scott Gatzke, Esq. Gatzlce, Dillon & Ballance Carlsbad, CA Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates Laguna Niguel, CA Steven F. Pflaum, Esq. McDermott, Will & Emery Chicago 1Vlary �.. Vigilante President, Synergy Consultants Seattle Centennial Airport • � i • �' � � �` � ' � � � , On Aug. 21, the Federal Aviation Administration announced its over- all approval of the Part l 50 Aiiport Noise Comparibility Program for general aviation Centennial Airport near Denver, which is under strong pressure from surrounding communiries to reduce noise impact. The agency disapproved a proposed ban on Stage i aircraft opera- tions pending submission of additional analyses. The FAA also disap- proved a proposed ban on nighttime oparations of Stage 2 aircraft under 75,000 lb. (business jets) telling the airport it must iixst complete a public notificaton process and cost/benefit study reguired by the agency's Part 161 regulations. The airport proposed three changes to flight procedures. One, a change to nighttime flight procedures for jets departing to the north, will require further safety and environmental artalysis, FAA said. The other two proposed changes to flight procedures were disap- proved because they invoived changes to flight paths that FAA Air Traf�ic Conirol determined "would create numerous adverse impacts to safety and e�ciency of air traffic control aperations," the agency explained. These proposals involved testing 24-hour flight tracks between 350 and O10 degree head'vngs and implementing a 1'70 degree departure heading to 4 DME or 8,000 MSL (+/-�0 degrees). The FAA approved: • Two voluntary measures to encourage pilots to use noise abatement procedures; • Installation of a permanent noise monitoring system to monitor noise levels and compliance with noise abatement measures; ^ lise of a public advisory comm.ittee to monitor program imple- mented as a result of the adoption of the noise compatibility program, in- cluding the Fly Quiet Program guidelines and the Noise Monitoring Program; ^ Worlcing with local municipalities to amend zoning requirements, comprehensive plans, and development regulations to minimize new, non-compatible land uses near tb.e airport and to minimize the impact on airspace surrounding the airport. For further information on Centennial's Part 150 program, contact Linda Bruce in FAA's Denver Airports District Office; tel: (303) 342- 1264. • •`' � � � . � + . Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (�03) 729-4528. e-mail: editor@airportnoisereport.com; Price $85�. Authorization to photocopy items for internal or personai use, or the intemal or personal use of specific clients, is ganted by Aviation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directly to Copyright Clearance Center, 222 Rosewood Drive, Danvers, MA 01923. USA. �_ C� 102 � R ��4�� _� �� r:�', w '�. � �' � ; £�^ � '� �jF,, �t�� r � r - �xrv� }. ��, � �r �r �` � �`-v', � � ��,�� `�,t;� ;�� t u' � '.�,,�� r �',� �; � : � �� ,� s;I�p� �` �^ .�: �,�;- �:� en ti�jdu� �ye ��^ .e� 'ii .R�` .,t M�� , �#t. -r.= �,� .,�, �u'•. .:�, A weekiy update on litigation, regulations, and technological developments Volume 20, Number 26 ' August 29, 2008 Special �ieport AI�DRESSING AIRl'ORT CONiMUlvITY N(7ISE IIVIPACTS: FAA'S CURREN7C EFFORTS AND FUTURE PLANS [Following is a paper presented by Raquel Girvin, manager of the noise bra�zch of the FAA's Office of Environment and Energy, at NOISE-CON 2008, the National Conference on Noise Control Engineering.J The Federal Aviation Administrarion (FAA) is working to rneet the multiple challenges of significantly iruproving "safety, security, capacity, e�cienc�, envi- ronmental compatibility of air transportation operations" with the Next Generation Air Transportatinn System, or NextGen for short, NextGen's success rides in part on successfully sustaining aviation's continued indispensable role in the nation's economy while protecting the environment. The aviation industry contributes about $640 billion annually to the US econ- amy, generating about 9 million US jobs that eam $314 billion in wages. US air carriers transport high-value goods with an average vatue per ton of $75,000, about 100 rimes the average value of gopds transported solely by trucks. FAA forecasts that the U5 industry will he enplaning 1.3 billion passengers and transporting 96.5 billion rPv�nue-ton-mil�s of cargo by 2025; almost doubling the nassengers en- planed and more than tripling the revenue-ton-miles of cargo transported in 2000. Commuter and air taxi operations as well as general aviarion operations are also forecast to rise at an annual average rate of 2.7 peroent and 2.1 percent, respec- rively. r�sYdi�a�na� C�g��ca9.y l�T�e�Ilec� However, accommodating such growth in aviation acriviry will require addi- tional capacity beyond already planned improvements, such as new runways and as many as four new major commercial service airports, according to the FAA's Fu- ture Airport Capacity Task 2 Report. With aviation congestion delays estimated to cost stakeholders about $5 billion annually in recent years, the business case for in- creasing airport capacity is strong. But building capacity will be hampered without an aggressive program to address the environmental consequences of aviation growth. National aeronautics research priorities thus include environmental re- search goals and objectives outlined in the Narional Plan £orAeronautics Research and Development and Related Infrastructure. In support of FAA efforts towards meeting these national goals, the President's Budget request for fiscal year 2009 more than doubied the environmentat research and development budget for FAA's Office of Environment and Energy. In tlze last ten years, FAA's work to mitigate the environmental impacts of avia- tion includes research to advance the state of knowledge on aviation noise, emis- sions, and alternative fuels, as well as efforts to quantify the tradeoffs between reducing aviation noise and exhaust emissions, and compute the relative costs and benefits arnong alternative environmental solutions. This paper focuses on FAA's current efforts and future plans to achieve the goal of reducing significant impacts Airport Noise Report IIZ T'%atS Issue... FAA ... This special issue of ANR provides a paper pre- sented by Raquel Girvin, manager of the noise branch of FAA's Office of Environ- ment and Energy, at the re- cent NOISE-COI�T 204$ conference. It details the FAA's efforts ta achieve the agency's goal of reducing significant impacts of aircraft noise in absolute terms while at the sa.me time enabling air traffic growth through the Next Generation Air Transportation System (NextGen). The FAA official describes efforts underway currently and planned for the future in tenns of policy, guidance, and regulations, noise miti- gation, and co�nmunity out- reach. Girvin's paper also serves as a primer on the scope of re- search activity to address air- craft noise underway at the federal level and within the government/aviation/acade- mic research community. Augnst 29, 2008 103 due to aircraft noise in absolute terms while enabling air traf- fla �rrowth. Strategic Framework to Address Noise Impact A framework which illustrates the diverse but inter-re- lated elements of the FAA's strategic efforts to accomplish the noise goal is shown in Figure i. How to reduce the impacts of aviation noise efficiently and effecrively without curtailing growth requires two major concurrent efforts: one in which we seek to cantinuousiy improve our understanding of the noise problem, and another in which we continue to develop and impiement a variery of soluiions or approaches to miti- gate the probiem. Executing the FAA noise strat�gy outlined in Figure 1 in- volves interaction, in multiple domestic and international venues, with aviation's stakeholders: airport community groups, airFrame and engine manufacturers, air carriers, air- ports, pilots, the flying public, aviation and environrnentat consuitants, researchers, other governmental agencies (local, regional, state, federal), and other nations' aviarion authori- ties. Representatives of these stakeholders have opportuniries to collaborate on environmental research topics through advi- sory boards such as the FAA Research and Development Ad- visory Committee (REDAC), policy planning offices such as the Narional Science and Technology Council (NSTC) and the 7oint Planning and Development Office (JPDO), inter- agency groups such as the Federal Interagency Committee on Aviation Noise (FICAl�, research forums such as the Na- tional Academy of Sciences' Transportation Research Board (TRB), and international organizations such as the United Nations Internarional Civil Aviation Organization (ICAO). The FAA funds the Department of Transportation's Valpe National Transportation Systems Center, universities, and in- dustry to conduct research, data acquisition, and environmen- tal tool development. Among the universities funded by the FAA are those participants in the Partnership for AiR Trans- portation Noise and Emission Reduction (PARTNER) Center of Excellence co-sponsored by Transport Canada and NASA. The TFB's Airport Coqperative Research Program (ACRP) serves as another vehicle for the FAA to fund skudies that will help us understand as well as devise solutions to the aviarion noise problem. The ACRP started in October 2005 and sev- eral o£the almost 100 authorized studies to date are pertinent to aviation noise, Details of each element in Figure 1 of the FAA's strategy to address the noise problem follow, starting with the "solu- tion" or mirigarion half of the elements, which comprise: guidance, policy, and regulations; noise rnitigation strategies; and effective communiry outreach. �Y��i�_�� 1. Guidance, PoCicy, and Regulations The FAA participates in domestic and internarional efforts to develop guidance, policy, and regulations associated with aviation noise. The glabal nature of the industry requires that the FAA play an active role in the environmental activities of the ICAO Committee on Aviatian Environmental Protection (CAEP). It is through ICAO that new international standards for aircraft noise and engine exhaust emissions are set, such as the stricter Chapter 4 noise limits for applications for certi- fication of new types of aircraft as of January 2006. The FAA has adopted the Chapter 4 standard as Stage 4 in Part 36 of Title 14 of the Code of Federal Regularions. ICAO has established three environmental goals: • To limit or reduce the number of people affected by sig- nificant aircraft noise; • To limit or reduce the adverse impact of aviation emis- sions on local air quality; and • To limit or reduce the impact of aviation greenhouse gas emissions on the giobal climate. To achieve these goals, FAA is currently working with fellow CAEP members to develop technology and operational goals for reducing aircraft noise, emissions, and fuel burn, based on the internatianal cammuniry's research and develop- ment efforts. Such acrivities inform CAEP's assessment of the adequacy of international limits for aviarion noise and ex- haust emissions, taking into account technical feasibility, en- vironmental benefit, economic reasonableness, and the interrelationships that arise from adopting a new standard. In the US, the FAA has implemented long-established en- vironmental guidance, policies, and regulations such as the 1976 Aviation Noise Abatement Policy, the Title 14 Part 150 regulation on Airport Noise and Compatibility Planning, and the Title 14 Part 161 regulation on Notice and Approval of Airport Noise and Access Restrictions. The FAA recognizes that environmental policies may re- quire updating to Uetter reflect changes in the nature of the aviation industry, interdependencies amongst environmental impacts, ihe current state of knowledge, as well as to better serve the anticipated needs of NextGen. To this end, FAA will be developing NextGen environ- mental policy in the Joint Planning and Development Office's Environmental Working Group (JPDO-EWG), which the FAA co-leads with industry. EWG Standing Comrnittees for Science and Metrics, Technology, Operations, and Analytical Tools are supporting the Policy Standing Committee's envi- ronmental policy efforts with respect to noise by proposing noise exposure and response metrics, technology assumptions for system-wide estimates of noise exposure, and new envi- ronmentally-beneficial operational procedures, as well as co- ordinating diverse tool-development efforts. Policy updates being considered also inctude land-use compatibility. A cunently-funded ACRP synthesis project is expected to confibute to the land-use policy debate with doc- umentation of the state of the practice of noise compatibility programs for airport communities outside the DNL 65 noise exposure contours. Airport Noise Report C Au�ust 29, 2008 104 2. Noise Nlitigation The F'AA continues to uphold a balanced approach to- wards community noise mitigation, comprising the following: • Noise reduction at the source (i.e., the aircraft) • Land use compatibility planning and management • Noise abatement operational procedures • Aircraft operationa! restrictions Noise I2eduction at the Sonrce Aircraft noise reduction technology and its adoption by air carriers in response to national and international environ- mental pressure have contributed to ninety percent of airport communiry noise exposure reduction over the last 30 years, made possible by a cambination of research and development efforts by the government and the manufacturing industry. Figure 2 iilustrates the historical achievement of aircraft noise reduction technologies. New aircraft continue to get quieter: the recently certified Airbus A380 has a 26 dB cumulative margin relative to Stage 4 limits, and Boeing suggests that its new 787 aircraft will have a significant cumulative noise margin below Stage 4. Figure 3 illustrates the comrnunity noise impact reduc- tions that have been achieved to date despite air traffic growth, thanks to increasingly quieter aircraft fleets. The US Airport Noise and Capacity Act of 1990 (ANCA) forced air- lines to adopt quieter aircraft technalogies sooner with the ac- celerated phaseout of Stage 2 and noisier aircraft weighing over 75,000 pounds. Today, many aircraft in the US fleet al- ready meet Stage 4 noise lirnits, as ever-rising fuel prices have led airlines to retire older, less fuel-efficient and less en- vironmentally-friendly aircraft from their fleets. The FAA has estabiished a near-term target to reduce the number of people exposed to significant noise by four �ercent per year through FY 2012 as measured by a three-year mov- ing average, from the three-year average for calendar year 2000 - 2002. While the fleet replacement trend has made the noise exposure target achievable, projected air traf�'ic in- creases will likely obviate this fleet's ability to achieve ab- solnte naise exposure reductians as shown in Figure 4. Fortunately, the research eommunity is actively pursuing technologies intended to increase efficiency and reduce noise simultaneously. It is however necessary to recognize that competing requirements %r greater fuel efficiency and lower exhaust emissions may conflict with the potential to achieve noise reduciion at the source. To help achieve NextGen goals by ensuring that a pipeline of environmentaliy-friendly technologies continues to be developed and matured for adoption, the 2009 Presi- dent's Budget for the FAA includes a request to fund a new initiative designed to accelerate the maturarion and certifica- tion of civil subsonic aircraft technologies that reduce noise, emissions, and energy consumption. The Ft1A's Continuous Lower Energy, Emissions, and Noise (CLEEN) Technologies initiative, closely aligned with NASA's Fundamental Aero- nautics Program's Subsonic Fixed Wing Project, is planned as a multi-year, multi-million dollar cost�shared program with industry. The objectives of CLEEI�T are consistent with the near-term energy and environment research and development objectives of the National Pian. Land Use Compatibility Since 1982, Airport Improvement Program (AlP) and Passenger Facility Charge (PFC) funds collected from com- mercial air carriers have contributed towards over $7 billion on airports' voluntary noise compatibility projects, granted on a c�se-by-case basis, under the FAA's Part 150 Noise Com- patibiliry Program. Funded projects include soundproofing homes and schools, buying noise-sensitive properties and re- locating their uses, and encouraging comparible zoning. In the last five years, A1P funding for such projects has averaged on the order of $300 million per year. FAA continues to sup- port airports' efforts to mitigate the impacts of noise in their communities with A1P and PFC funding. To encourage btoader participaeion in airport land use compatibiliry planning, a variation on the Part 150 program was estabiished by the Vision 100-Century of Aviation Reau- thorization Act. For fiscal years between 2004 and 2007, Sec- tion 160 of the act anthorized the use of AlP funds for states and local government units, rather than airports, to establish compatible land use planning and projects around large and mediurn hub airports that had never participated in Part 150 program, or that had not updated its program in ten years. Knowledge gained from recent and ongoing studies on land use will guide implementation of the balanced ap- proach's land use component. Such studies inctude the ACRP project developing guidance to local land use-planners, local, state, and federal agencies, on how to protect airports from incompatible land uses that impair current and future airport and aircraft operations and safety, and that may constrain air- port development. Also, a recently com�leted PART'NER study on land-use managenient and airport controls, which concludes that earlier land-use policies may have led to soms of today's conflicts, offers lessons for managing land use at new or future reliever airports that do not start out with a community noise prablem. For such airports, actively stem- ming popUlation aggregation and discouraging nearby hous- ing construction is critical in minimizing future cornmunity noise exposure. l�oise �baterraent t�Dperataonal Procedures The FAA approves airport preferential runways intended to concentrate flights over the least noise-sensitive areas near an airpart, as well as in-flight noise abatement procedures, on a caseby-case basis. Except for those mandatory operational procedures and restrictions that were grandfathered by ANCA, airports encourage airlines to voluntarily use these methods to reduce community noise impact. Airlines recog- nize the value of reducing their community noise foatprint and therefore do tend to cooperate with airport-recommended procedures. However, the voluntary aspect of this measure also offers aircraft operators the flexibility, in difficult eco- Airport Noise Report July 11, 2008 105 nomic times, to fly the most fuel-efficient procedures in lieu of noise abatement procedures. Foc�tunately, some operational procedures such as continu- ous descent arrivals (CDA) have demonstrated the potential to reduce noise together with fuel burn and e�nissions at Louisville, Atlanta, Los Angeles International, and Miami air- ports. The Louisville CDA demonstration showed about 30 to 40 percent average �missions reducrions as well as significant reductions in the aircraft single-event 60 dBA contours (be- tween about 15 and 30 percent). Because of CDA's environ- mental potential, the FAA is spearheading numerous iniriatives for near-term adoption of CDA in as many US air- ports as possible, in collabora.tion with the research commu- niry, airports, and air carriers. Aircraft (.Dperational Restrictions One of the goals of ANCA was to minunize the prolifera- tion of airport-specific operational restrictions such as cur- fews or aircraft bans to reduce noise. Therefore, whereas airports are not prohibited from restricting aircraft operations for noise mitigation purposes, they must now seek FAA ap- proval to impose restrictions in accordance with Part 161 rules. Of twenty airports that have applied for Part 161 ap- proval, Naples Municipal Airport's application to ban opera- tions of Stage 2 aircraft weighing less than 75,000 pounds is the only one that has been implemented. FA.A's view on operarional restrictions is aligned with ICAO's, which discourages airports from restricting opera- tions before considering the other elements ofthe balanced approach. Curfews are less desirable remedies to community noise problems because of their potential to reduce airport ca- paciry which, as diseussed in the Introduction, may be needed to meet fizture demand. 3. E, f'feetive C'a��ranzrcnaty �zrtre�cch Comnnmity support is critical to the succes5 af airport and/or airspace projects. The PAR.'I't�1ER study that investi- gated land use trends and factors that fuet near-airport devel- opment atso found that lack of communication among stakeholders was at the root of almost every airport commu- nity issue. Effective outreach and communication tools and methods are thus needed so that aviation stakeholders can communicate their perspectives and foster conshvetive inter- action in addressing likely conflicting interests. Given the complexity of the subject of noise, the FAA is currently funding two projects related to community out- reach. One is a PARTNER project to develop a website that will provide airport communiries an independent source of educational information on aviation noise. The other project, funded under ACRP, is the develop- ment of a guidebook that teaches the public about aviation noise and suggestions for improvements beyo�d current com- munity outreach practice, as well as an investigation of alter- native metrics to communicate noise issues. S. Understanding the Problem The other half of the FAA strategy focuses on research and development to improve our understanding of the airport cammunity noise problem - following the path of the noise from its point of emission through its propagarion and trans- mission to the comrnunity, and ending with the community's response to the noise. Because our air transportation network traverses urban, suburban, rural, and wilderness eommunities, the noise research must extend to diverse ambient settings and study noise impacts not just on humans, but also on wildlife and structures. FAA's Integrated Noise Model (INM) for airport cornmu- nity noise analysis has evolved over three decades of devel- opment and enhancement. INM methodology is core to the new integrated model (Aviation Environmental Design Tool, or AEDT) that the FAA is developing to predict the interre- lated enviromnental effects on communiries of aircraft noise and engine exhaust emissions th�roughout a wide range of ge- ographic scales, from a single airport all the way to a global scale. This effort reqnires the ability to more accurately pre- dict community exposure to noise from the range of current and future aircraft types (inciuding very light jets and low- boom supersonic aircraft) envisioned for a variety of future aviation scenarios. Research to achieve better noise emission characterizarion across a broad frequency spectrurn and noise propagation modeling will feed the tool development efforts. Ongoing PARTNER projects include modeling low frequency noise from thrust reverser deployment and physics-based noise propagation modeting to account for the effects of ine- +eoro�ogy a».d tPrrain. in a��iron, an AGRP "Quick Re- sponse" project is scoping the task of developing taxiway noise modeling capability, as ground operations of aircraft and the associated near-ground noise propagation increas- ingly become community concerns, and another ACRP proj- ect is working on a plan to deveiop a multi-modal noise and emissions model. Another research element in the FAA strategic framework is modeling how structures, via transmission and attenuation, affect indoor perceprion of aviation noise. This research serves to improve our understanding of people's response to noise exposure as well as improve guidance for structural noise insulation. The fmal element of FAA's research strategy seeks to im- prove our understanding of how, and what measure and level of aireraft noise exposure, as well as which specific charac- teristics of aircraft noise: contribute to annoyance and sleep disturbance, cause long-term effects on health and cognitive perf'ormance, or cause damage to structures and animals. Cur- rent research by PAR.T'NER inciudes investigating: other sound ariributes besides level, such as tonality and roughness that influence annoyance; more sophisticated sleep distur- bance models; community reactions to different transporta- tion noise sources as well as to low-boom supersonic aircraft; non-auditory health effeets of aircraft noise. (Continued o�z p. IU8) Airport Noise Report C� C 2008 , _ .._ _. . , r i.7% `-- r`` '=y :�': P;� i�; '` `,' i�i ':i i : i a'. � il;::=,�:�`'-.�;�•�!;`'' ;'j�!! 9,i � ��}; ( �ommurnry � , �utreach` ,, Reg ., Figure 1: FAA strategic framework to improve mitigation of aviation noise impacts. ,� o Turbcrjets @ 1st Generafiion Turbofans � 2�7d Gei��ration Turbofans c� o a <3 � �4 �y 6� tb °cao 0 0 0 ° � � 1950 196a 1970 1980 1990 2CttJa Entry into Service �ate Figure 2: Historical achievement of noise reduction teduiologies. Airport Noise Report i• Augnst 29, 2008 107 �, o '� �, � 'o ,� z O y � �a� oX= wQ °'�_ �_� � o� z � '� . � 8.000 7.000 6.000 5.000 4.000 3.000 2.000 1.000 O.Q00 1g« 1980 1985 1990 1995 2000 Year C 2005 Figure 3: Declining trend of number of peopie exposed to significant aircraft noise despite air tra�c growth. 2ax a� m o to� > a � � � N 0% �"� o �o O N � � -10% d O m O G N, N U 20;4 c w u m �70°!. a �ao i Percent Change in Number of Residents Exposed to Aircraft Noise (DNL 65 dB or more) 2002 20Q3 2004 2005 2006 2007 2006 2009 2010 Ycv -Actuai-proJeetton - � -Target Figure 4: Comparison of FAA's noise exposure reduction targets to actual and projected noise exposure irends. �� Airport Noise Report � j 2005 � � • � � �. � � ,. John J. Corbett, Esq. Spiegel & McDiarmid Washington, DC Carl E. Burleson Director, Office of Environment and Energy Federal Aviation Administration Michael Scott Gatzke, Esq. Gatzke, Dillon & Ballance Carlsbad, CA Peter J. Kirsch, Esq. Kaplan, Kirsch & Rockwell LLP Denver Vincent E. Mestre, P.E. President, Mestre Greve Associates Laguna Niguel, CA Steven F. Pftaum, Esq. McDermott, Will & Emery Chicago 1Vlary L. Vigilante President, Synergy Consultants Seattle i: In addition to AEDT, the FA,A is developing a complement of environmental assessment tools to help inform the process of decid- ing how best to address aviation's interdependent environmental impacts. Environmental Design Space (EDS) is a tool to model the environmental implications and costs associated with specific air- craft designs, and the Aviation Environmentai Portfolio Management Tool (APMT) is a tooi to model the relative costs and benefits among different environmental sirategies. The scientific understand- ing gained from the research described above provides key elements to the development of these environtnental assessment tools. The ACRP synthesis project on effects of aircraft noise is ex- pected to identify issues that remain unresolved. The FAA also con- tinues to identify knowledge gaps in our understanding of noise impacts and intends to address these issues by sponsoring studies, whether through the PART'NER Center of Excellence, ACRP, or other funding mechanisms. Broad consultation with stakeholders and peer review of sponsored research will remain key to execution of the overall FAA strategy. In addition, the FAA is monitoring, will take into account lessons learned from, and will seek opportunities to collaborate on, the Iarge body of research on aviation noise issues that the international scientific community has been actively re- searching. CONCLUDIN� REMAR�S The FAA recognizes that environmental impacts have the poten- tial to deteriorate as flight operations increase to meet growing demand for air transportation. FAA's work to mitigate the environ- mentat impacts of aviation includes research to advance the state of knawledge on aviation noise, emissions, and alternative fuels, as well as efforts to quantify the tradeoffs between reducing aviation noise and e�aust emissions, and compute the relative costs and ben- efits among alternativa environmental solutions. lhis paper has focused on FAA's current efforts and future plans to achieve the goal of redueing sign�cant impacts due to aircraft noise in absolute terms while enabling air traffic growth. As new research reaches a level of maturity and peer acceptance, the FAA, will use the research to guide development and changes of environmental guidance, pol- icy, and regulatians as needed for NextGen. The FAA will also adopt researcli findings that serve as "best practices and procedures" to advance future environmental analyses and reduce impacts. . , �, � i � �,, � Anne H. Kohut, Publisher Published 44 times a year at 43978 Urbancrest Ct., Ashburn, Va. 20147; Phone: (703) 729-4867; FAX: (703) 729-4528. e-mail: editor@airportnoisereport.com; Price $550. Authorizarion to photocopy items for internal or personal use, or the internal or personal use of specific ciients, is granted by A�viation Emissions Report, provided that the base fee of US$1.03 per page per copy is paid directiy to Copyright Clearance Center, 222 Rosewood Drive, ]�anvers, MA 01923. USA. CITY OF MENDOTA HEIGHTS L�u'-.C�� September 4, 2008 TO: Airport Relations Commission FROM: Linda Shipton, Senior Secretary SUBJECT: Operations North of the 090° Corridor Boundary The following is a tabulation of tracks crossed gate from June 2002 to July 2008 (tracking sheets attached). 2002, June - 137 Tracks Crossed Gate 2002 July - 85 " - 2Q02 August - 176 " 2002 Sept. - 111 " 2002 Oct. - N/A " 2002 Nov. - N/A " 2002 Dec. - iU/A " � " � 2003 Jan. - 33 " � 2003 Feb. - 42 " 2003 �iarch - 64 " 2003 April - 103 " 2003 �lay - 45 " 2003 June - 80 " 2003 July - 80 " 2003 Aug. - 35 " 2003 Sept. - 45 " 2003 Oct. - 29 " 2003 Nov - 52 " 2003 Dec. - 94 " 2004 Jan. - 84 " 2004 Feb. - 129 " 2004 Mar. - 100 " 2004 Apr. - 54 " 20p4 May - 204 " 2004 June - . 50 " 20Q4 July - 93 " 2004 August - 117 " 2004 Sept. - 174 " 2004 October - 180 " 2004 November — 108 " 2004 December — 135 " 2005 January - 169 2005 February — 113 2005 March — 79 2005 April — 175 2005 May - 189 2005 June - 156 2005 July - 103 2005 August — 61 2005 September — 175 2005 October - 100 2005 November — 81 2005 December — 60 2006 January — 118 2006 February -- 39 2006 March — 79 2006 April — 121 2006 May — 58 2006 June — 96 2006 July - 85 2006 August - 110 2006 September — 95 2006 October - 114 2006 November - 118 2006 December - 96 2007 January — 81 2007 February — 88 2G�7 "�;ar�h m � L3 2�07 April - 144 2007 May - 193 2007 June - 127 2007 July — 60 2007 August —108 20Q7 September — 164 2007 October - 223 2007 November - 63 2007 December —150 2008 January - 127 2008 February — 99 2008 March - 128 2008 April - 109 2008 May - 144 2008 June - 66 2008 July - 70 Tracks Crossed Gate « « » « �� « « « u « « « « �� « ,� « « � � 0 \\. 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