1994-12-14 - AirportI
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CITY OF MENDOTA HEIGHTS '
DAKOTA COIINTY, MINNESOTA , �
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AIRPORT RSLATIONS CONIl�SISSION ,
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AGENDA
DSCEMBER 14, 1994 - 8s00 P.M.
1. Call to Order
2. Roll Call
3. Welcome to MSP Tower Chief Bruce Wagoner (invited).
4. Approval of November 9, 1994 Meeting Minutes. �
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a. ANOMS Reports for October, 1994. ;
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b. Richfield Part 150 Buyout Update for November, 1994. �
c. NOISE Newsletters for September/October, 1994 and
November, 1994. j ��
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d. Letter from State Senator James Metzen dated��-Noveznber 7,
1994 . ���
�t`i'�c s��
e. Letters to MAC Regarding MSP Long Term *Co��prehensive
Plan. �
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6. IIafinished and New Business: i
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a. Discussion with Mr. Wagoner Regarding Mendota Heights/
Eagan Corridor and Other Airport Related Matters.
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b. Discuss MSP Collaborative Airport Planning Efforts by the
Metropolitan Council. ;
�ton�;om �e• ^ if3iuu �mo� vt • ^ 1 . ,,; 1 ' �. � � '
'�. �"er�.1,� Updates " , . , ��
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io�� ���,9a,;, ;,a;,,l�l�11�.`ota� Heights/ Eagan„Corridor Briefing Given to MAC and
1�9•t�dtton�� +,avu•r_•M21S"�'�'t '�on December' 6 i�'':�1��9�i .
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at l. .ae� ���1 d���ar,s,1 �n5 advaace. If a aotice of lesa than 120
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: The V'�llage Post ��Q�t'd from prev/ous page)
sood program aue u,e yuestlon Is ooc wnose Program Is bet-
� tu,otwhosepmgramwasthtrettrst'Chequestianis,whaYs
� thc most appropriate use of a commuNty resource9ln this
; case,theanswerfspretrycftar.
Davtd Aubinszdn
1833 Llncoln Ave.
S'More information needed
To the edltors:
Your newspaper's recent story abovt KldsPazk (Flightand
Viffager, Novemher 9) appropHately raises an issue tacing
our locai cammuMry.7Tre ertk2e is remiss, however, in fatl-
' ing to convey the featurea ot the S'Moro Fun program. Wa
have tsvo quality programs at Grovetand and. unfortunatety,
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annualtyonroadconatructlonandmalntmance—tnuchotit fort,resldentsotthosetwocamtpunStiesr� meretwfse�*
patd tor by the state gas tax and mator vehkk regtstration than the residrnts (n Mendqta i{ej�tL,1:i.'':'t tt_
tees. We don't oftm think of the�collective eost p( each (am• My descriptlon ot the coYifdw waz Ited by the Yillager
!ly having to awn two ar more cars to get around. Wc don't to ettmtnate techntcal Jargqn. Whether it's `bpsided' is a
often think about how Amerlcans spend an avcragc o( 2p mattua(opinbn. Mguments between MendotaHdghtsand
percent oi their hauschak! tncomc on tmnsportatSon whiie Eagan as to whue the txiunctarks'shoutd' be t�ave gone on
Europeans, who arc frequent transit usen, walkera and bky� (oryears. The tact1g ehat a more no �#outh of the
ciists. agakd aily 7 percent .t .�; � .• tortldor �ound"airy#haiis��ghts necTva north aF
After years of cosUy and dembratizl.�8 delaya, we neM tb lta proposed bw�nd 1tt�AkLSJs every month of the year.
begir� consWetton o! the Rcsi iRT�i�ne. Let 1995 be the�?ear � MAC ts workln� wfth t `.• t�;p more flights wtihin the
that the Mlnnesota Legislature tatabllsNes a dedicated corrWor,butthlslssubJecttaaafetyconslderatlons.
aoisscedtundFngformasstransltsothatthe'11rYnCiRiescan lastty,ldWusethewrangwaidwhcnlaafdthatnewhous.
join the ranks af St. l.uuls, Denvcr, Savamento, F,dmanton, Ing in Mendota Helghts projected Inaide the "corrldor"
Baltimore, Chkago, San Dlego. Boston, Yancoemr, San Jos& b<wndary. ! meant ta aaylasid the •n g� boundary. i
Porttand, Calgary and ather cfties w�th i.iii: Let's not kt tt�q . The MetropqlFtaqCount��j �ab(ic]ded��C�abt�a in tht
7'wln Cltles became a second<Iass metropoUtain area.6c-• surroundin�cttiEs" comp� hensfvc plaiu. Ciila are aGvfsed
cause af an anUqusted tranaportation s`ystcm. that aircratt notse ahoutd be taken Into cansideratbn when
Ilmlted resources. There are Important dlt(erenrtes between
the programs otwhkh your readers shouid be aware, Barb J.'thoman
S'More Fun Is a more extensWe program than your atory '2t57 Robl Ave.
' tndlcated.imolvinghetaresrhaoIcare,ldndargartenendch- --�.+,.
ment and attv,school cane. While KldsPark may serve 120
tamilies in an asusva! perlat {these are not dally numbers). A iQ'S AIId OI 121gt'.S
S`Maro Fun aerves 3? thlldren full-time, every school day,
' azcd anothtx 32 on a zegvtar part�ttme basts. Att the famiIles To the editan:
• ue dircctty connected to the nelghborhaod ead schooL In response to the September 14 Ht.4hfand Vi!lagercom-
d
res(dentlal building permlts are consklered. Nevtrtheless,
residenitat construction has occurred within the noise zone,
and that is a prtmary rcason tor
Thts prottIem is nat and not re�W��ontinues
to work cooperativety with af[ected communitles toward
construNtve eitarts to mitigate notse whtrever possihle.
Federal Iaws prohlbit interfercnce wlth alr commerce, and
ihe FM makes decisions concemFng safe procedures,
Whether we IUce k or not, these are givens.
TherelsaJsoaslgn!!lcatttwaltinglfstThehardahlpforpar- mastacybyl.RatxrtStassrn,dtputy lreetorotiheMetro-
' ents irom the bss at $'More Fu� would be detrtmental to palttan Alrporta Commission, I o(fer the (ollawingcomments J. Rabert Stassen
hoth Gcovflla�M Schoal and the nelghborhood. and quest4ons. Oe fltecut�vep� r�*o�
As a scfitwWased program where kt�rdvgartnero must go Why does Mr. Stauen rely on anly ane month'a woRh of `.� .�� �••: iry ,�, �v1��a r{idi3an Ak9�` rFaf.atr�i ntssion
i Irom classta at Croveland School to mdchment and aftu- data !n forming h!s a!r nolse oplatona2 !1 he`had etitcked " � ,.•
schao! carc, S'More Fun must b� on�site to survive. A pra past history, fie would Mve seen that theluly 1994 data,hc;. `. 7� ^ j c3 �� ���
' gram auch +us K1dsPazk could be In many othu IorAtFons chose to report wasrtypMal at the norm. � .^:"" ��r�'��
(such u a chiuch). Ftuthumorc, S'More Ftm b a Pazira and Mr. 5tassrn attempb to botster hi} fautty argumprt by' � '• ''.. �-,,,`) ;� a: `� �� ��'�'Tfl'�''�
Recneatbn DlvLsbn pto�am, whkh ahould be gWrn pHorfty comparing noLse measuranent data hom two alrcwft nalSe�''�Ta tite edttors: �. -y�r}
� tar paXkspaceavera rmtai aperaUan auch as KidsFark monkors--one En Mendota FTelghts and one in Minnea�wt(s^� � i woytd tike to sho�t a�ornd br8kV8;�elf�n� �erc Is a
Flnaliy, wmeone who woe�la to rcprcsmt the I�lecalester- If he hed checked a msp. hewoukl Aavc �em that these triorr c,�ndidate wh �anol!lxr nce. !"� �!'i�Sn �
j Grovetaad ntlghba:hood has as� oHilgatloa ta warlc for tht itar Iocat[ons arc ia iusway camparabk. The Minneapotis ,�,ivu well qwHildd.- J•..' _' ,�'!�
!6[oad community'a Intcat. A7acalestu[arovdat�d Commtr monitar li morc than ate mtk eloser to the alrport than tAt The peo�ittwh� hetFed P!!t �s�l�btlir���e�l1 ages,
NtyCoiuicU'o:gantzerKathie7arnawaMshouMswtbe'raw Ma�taHd,ghbmonttor.TallcaboutnpptaandcKsnga.. ' botfigaideni,aadutn2'troiriqverypaxtofthe7lvinCktes.
j. ing Kld�Paxk' but working for a mutuel soluHon that keeps Amld �ila dlsctwlon aba�tt all the wondertuCvoluntary, She beat both htr opponents, knocklnt out the DFi.to-
� botnKldsFut.aas'NtareFtmssvlabteopcsons. notseabacanartpnced�ursinetraecsicnealrport,tienoeed aaneaeaneiaaiqinencprimaryctectwoana«tstrtgwitha
?, SY ca+UABthia t�sue as.advcaa+W. the'tvhich Ia morb Inr how �dccesstul MAC ha+ been In minlmlzi�g nlghtUme a1r- healthy wln k► thc generai decdon. Aad'the made history
} j�artan�dLsemsn��tsbegins.lat��thcaumbcotlami� � uaft'opeisUons.Hepra�dtynotedtha2eniX�kt�S�P.tl' whtkahedklatlthis.
ndghborhoad, the nlght opvate a[ the Mtnneapo]Lt-St. PaW Intematbnal Air- Congratulatbns to Susan Gaertner, the finttemale Rnrtr
connectlontotheschooleutdtheaupporto(workingtamb poR.}fiowmanyJetsdoaittdketoawakeasleeptagchlld? seyCaantyattomey! •
am
� Ues�S'MoreF2mbtheartUcaJpm�am.dnewouidalwhapc Mr.SWsengoesontooUeraphyskaldaeripU000tthe .
that K{dsParlc w1U work hard to Hnd comparable apacc and EagaryMenQota FklghUe eorridet, yet h� neglecta talnform ( (��.�. �p
� conttnuetoaervettscitmffiwcd. . readaathatthecorrMar,bydedNtlon.isio`'psWedintavoro( � ISTlSchdlerAvc.
" D.t, Pllce .
� 329 Stontbrld8t Blvd.
; �nconsis#en# jttstice
Totheeditas:
On FHday, November 11, the St Paul Pionecr Press rc=
ported that.Ivstice WfUlam 8teaunwas honored becauae he
Woted againat the death penalry M every ccdsse trom 1956 to
1990.• How about the m1lllons of unborn chlldren who were
staughtued by abortbn because he dki not vote Ngatnst the
death penalty (or these lovable human peraons who have
commItted rw'crlme77itaYa not at aiI consistent in overait
respect tor huinan II[e.
EI., Mlnea
t I82 Edgcumbe Road
� J. Scott Beaty, Chatr
f Light r�ii myths cIispelled • � �c"'io,�,°�c"��,�s"'�„�'°"
�To►,,��a�«: . . . Noise: rablewnot��asll sol�eil
Soms oi ihe rr.meining myths about why lfght ra!! transii y
j won't work In the 7tvin Citles were dispelled recenUy whm
t visStora Imm St. Lovls, Mlssouri, wue in.thrltvin G[Ues
� dcscrtb�ng the remarkable success at thdr Ilght rell transit
�7 system. Thla auccess Ineludn the resurrection of thdr 6us
system trom what a St. Lauis agency head called `a dawn-
� warddeathsplralo[rLsing[aresanddecllningrtdership."
: Myth: The Twin Cities Ls too aparse(y populated tS sup�
; ponLR7:StLoWsts:arprlsingljaimllarttithellvincttka.n
, ts a meirapolitan area ot 2:5 million peopte, composed d
t scvencountles.spreadoutov�3,600squaremlles.SLlauls
has a populat[on denslty mnch Iower than #he fiwin Citlq
metro eu�ea, yet tt Is able to support LKI:
Myth: IRT wii] nat generate ntw r3dersirlp, but w[I[ only
; transfer,rldership from e�dsHng bus patronage. In St.l.ouls,
: 79 percent of ihe rlders oi IIght rdii am new ta pitbIlc transtt.
. Weekday ridershlp on 4RT b averaging 40,000 per day, aver
s three itmes the itrst yeaz estimate, Ridershtp an the translt
system as a wfiole Is up 3 percmt stterpears o! decline.
" Myth: Wiih 1lmfted tundtng, LRT will only dratn monty
irom an already sirapped bus system. In SL t.ouls, LR7` has
, genvated enthuslasm !or and confldenc� In publfc uanslt
So much so that St. Louts voters recentlyvoted themselves a
: tax increase to expand and improve thelr btts and ral! ays-
tem. LRT and a gaod has system rtomptement wch other.
LRT competes with the car, not w�th the bus, because UiC
can oifer a quiet, tast and prediMabte rEde on a dedicated
rlghtof-way.
Myth:'Cht capEta! cosi of [,RT Is more than we can afiord.
The capltat cost ol LRT seems high because we don't o(ten
think ot how we ln Minnesota spend more than Si biqlon
theeftyotEegan.}kevengoexsofarastoatntet}iat'MACis • • ,
natawueotairyauchspecL�itreatmmt atfardaltocerttln
ndghbarhoods. Evm the mast curaory rev�ew ot A corrtdor I.QCBI� @ICC�:�OII CCIV@�� •
�Las�r S.�tassen� a�pts to assign responalbltlly (or Tothe¢ditors:
Maidota Hdghts noise conttrns by aqegfaR that new hous- The N l g htnnd Vtll r g c ris to be commended tor the ancet-
ing addltlons have been added to the ctty'Inside the curri- knt covuage ot the reeent local datloas. Siace many
dor boundarg.' K he hmd checked butlding permtt data. he househaids do nat anbscribe ta a G�ity paper; li 6 more iar
would have teen that no new hauing has be� bullt In the pottaM Uun ever that adeqmte InCcxmaUon be pmvlded so
area he deflnes u the EnganjMendata Ffetghts earifdor. In ttrat varss csn mak,e sn tntarmed choke.
tact� thc two housing additWns Ittcluded withln hls detined Keep up thc good work.
cortldorvtae bulll24to�l0Ycarsago. tan86�tOreopnaUam
attheatrpottbacemeemctrrme.tyoRetous. �bP�� :
! agree wlth Mr. Stassrn osz one polnt MAC eertahity ex iiamaty CBuntyCammfsstonv
pasda a lot M Ume and eHort discussing the alr nohe kFeue. U4aMct 5 --;=�
Unfortunatdy.suchtaqtt'ardylead3totwticeablearidusean- ,..
Ingful changea where thcy camt the tnoat=ln tfee alr whae ✓- • .
theatrplaneadYandonthe�roundwhtrethecltlzen4ltv�e. ASl1CCP.%+i�CY�flR�. :
Totheedliar:
A����oa
aniwuneement ota �
:iouse drop-in cente
the announ4emmt,
t w?nted to tet yc
cesx. Almost S4 OOi
To tht editars: • . . .., • t ••:
Mr. Beaty has kindly turnished me with a copy ot his ro-
sponse to my.September 14 commentary on airport� nolse.
lust a(ew comments on hb letter.
The purpose o! my commentary was nat to say that alr-
c{att no(se is,not a probiem. Rather,R was to deat witd Mr ,,
Boatj�sconfentlon,'+nqxessedlriaprevlousarticte,thktMen- : '.
doka Helghts rcce(va more "air noise potlutbn" tfian any
othercammunity cfose to the alrport. That,y�tatement does
not aquare with the tacts. ts there notse over Mtndota
Heights? Certalnly, but several other communitks get more
noFse than Mendota Hdghts. �
As (or baaing my response on July's statistln. I Gsed the 6
most recent month avatlable at the time. it ts #rue that pre- �
valling winds during July resulted In (ewer takeotfs to the
southeas2 that� norma]. Hawever, the ratio ot traitic ovex Ea- �
gan compared to Mandoka Heights remalns valW. In Septem-
ber {tht most ment month far which stattst3cs are navi
avalla6le), Eagan had 633 fllghts south oC the corridor
boundary— about 24 per day, or 112 percent of the total
takeofts to the soulheask. Mendota Hdghts durtng Septem-
ber had 57 Atghts narth of the northem boundary that Men-
data Nolghts propqses, more than the 1 S in July. However,
that is sttll less than 2 per day--about 1 percent ot the total
cakeoHs et,a onty lo ptncnc otwnac Esqan expertencca. �
Comparing tratlic over the closest monitors to the runway
[n Mendota HeIghts and Minneapotis also malces my point.
Homes in Mlnneapolis and north Itichtleid are much closv
to the runway end than homes Ia Mendata Fleights. There-
iiouse.Thisivitltsea
months are coming.
a's;-' ,�:ocarryan
acr;c.:.�°,. •yfcrUstenfng
tor haneksz yr: ^- • �:an not bniy
Kalsoalugep.ct, otthepertormer.
know t'hat the evcrt= �vas a grest auc-
Nas ralsed [or the �ork ot llsteaing
�eclatty htZpfut to us as tha cold winter
SteveGreenweli
LtsteningHouse
475 St Peter St
The mone 'ttarsily advantag��3
To the edlt�rs:
As educatora tn th St Paul Publk Scho�'s, we are ever
tilving to t,e mukkultural, gendv and disabllltydalr. Per-
aps my esteemed cotleaguea ahouid worfc to integra!e yet
anotha'culture," ttwt ot what ahey percetve io he ihe mocic
arity advantaged, (They might bt surpr�3ed to team thst
many St. Paul Academy students ar� not)
Margaret Ntchob
179lSummitisnt
McndotaHelghts
Editors' note: Ms. Nkhots'lenetreCers to an editaria( try Pat
cerson in tfie Nouember9 Viltager erft£ca/ MRon SfpGcue, sw
pemisorol nNrleNcz farthe SL f'aulPUblk.Srhools. S(otsue has
threatened to diuotve�the Sparks, a awtmmir+g tenm mode up
o/gtrls hom St. PoulAcademy and Nighland Park Senior High
Schoot bernuse the team is mirtning too often.
1
�� AY,Novemper23,1994JpAGE7
�
r
s-
m
.�
CITY OF MENDOTA HEIGHTS
DAKOTA COUNTY, MINNESOTA
AIRPORT RELATIONS COMMISSION
NOVEMBER 9, 1994
The regular meeting of �the Mendota Heights Airport� Relations
Commission was held on Wednesday, November 9, 1994, in the City
Hall Large Conference Room, 1101 Victoria Curve. The meeting was
called to order at 8:00 o'clock P.M. The following meinbers were
present: Beaty, Fitzer, Leuman, Olsen, Stein and Surrisi..
Commissioner Olin was excused. Also present were City
Administrator Tom Lawell and Senior Secretary Rim Blaeser.
The Commission welcomed guest, Jeffrey Hamiel, MACIExecutive
Director. I
APPROVAL OF MINUTES
Commis,sioner Olsen moved approval of the Septemb
minutes.
Commissioner Stein seconded the motion.
AYES: 5
NAYS: 0
ABSTAIN: 1, SURRISI
Commissioner Fitzer moved approval of the October
minutes. '
Commissioner Olsen seconded the motion.
AYES: 3 �
NAYS: 0
ABSTAIN: 3, Surrisi, Stein and Olsen
ACKNOWLEDGE RECEIPT OF VARIOUS
REPORTS/CORRESPONDENCE
14, 199�,
12, 1994,
The Commission acknowledged receipt of the ANOI�LS Report f.or
September, 1994. Chair Beaty noted that the number of
complaints in September is down from August. Administrator
Lawell noted that overall complaints are down. Chair Beat�
noted that there were 1, 500 more flights which used Runway 11L
than in 1993. '
The Commission inquired if the increase in flights' Yndicates
a continuous growth in years to come. Mr. Hamiel' responded
no. He further stated that weather conditions greatly aff�ct
runway traffic. He briefly discussed a recent meeting with
Northwest Airlines where Northwest indicated that operations
will drop about two percent. He stated other airlines will be
down sizing their fleets in Minneapolis. He indicated that
Minneapolis could be Northwest's main hub. Mr. Hami"el stated
' .3
Airport Relations Commission
r='��� = ��� November 9, 1994
Page 2
that the airport is proj ected to grow 1/2 percent to 1 percent
c��=� " per year. He stated by the year 2020 projected operations
will be 527,000.
���=:=�.. "In response to a queation from Administrator Lawell, Mr.
?'�-� Hamiel stated he would inquire with Mr. Foggia regarding
�•. seasonal fluctuation in aircraft departures. Administrator
�=.- Lawell pointed out inconsistencies in statistics between the
�::� � Tower Log Report and the Runway Use Report. Mr. Hamiel stated
Mr. Foggia complies information for the Tower Log Report and
he would inquire with him as to why there are inconsistencies .
��.i<�..
-'���=-Administrator Lawell pointed out that during September
.-`nighttime operations, Runway i1L usage was substantially
!:�� - higher than the other runways. Mr. Hamiel responded that the
i�='�• south runway was being painted at night time. He further
�'���-� stated that the control tower tries to balance use of the
��'=;� runways during nighttime operations.
�, ; .
In responae to a question, Mr. Hamiel stated that Northwest
=��` Airlines has informed the MAC that it will take until 1999 to
�= 'completely hushkit its Stage II aircraft. Mr. Hamiel
1� 'explained that people will notice a difference in sound but
"�c-��wil1 still be interrupted by air noise. He further stated
'�.z=��that he does not believe that a solution to air noise will be
completed by the year 2000.
_:.," The Commission acknowledged receipt of the Richfield Part 150
��� Buyout Update for October, 1994.
Administrator Lawell stated that the MAC is doing a good job
in keeping people informed of the Part 150 program. Hamiel
��"expl'ained that the FAA will be cutting its funding for the
,�:�.
�=� Pa�rt= 1-50 Program in •half and that the City of Minneapolis is
���s�quite'= upset with the decision.
1C✓�r cr .LL1.- -' .....� .� '
a= �iamiel�ex�lained that St. Thomas Academy and Visitation School
�����-"re el�igible, to"receive Part 150 funding. He stated that the
,;.i�schooTs�' will �-receive full funding and that the process can
b��►begin �withiri;";�he• next year.
� �,
.Lo�-. .� , . '' � ' •
���r::;A �=i�rief discussion ensued regarding 1992 Ldn Contour
boundaries and 1996 Ldn Contour boundaries. Mr. Hamiel stated
he will look into the changes and inform the City of his
��_. indirigs:='- ._ ��..•..
��•
al �=_ ��-� � ... . .
�n�arYimi:ssioner � Stein informed the Commission that he
br��par-ti:cipated in the Part 150 Sound Insulation Program. He
stated he is happy with the results but that he was not happy
with the contractor. He stated the contractor was very slow.
7
4''
Airport Relations Commission
November 9, 1994 I
Page 3
Mr. Hamiel stated that citizen surveys indicated favorable
results in contractor performance. �
Mr. Hamiel commented that while the sound insulation program
provides relief from air noise, people are still experiencing
significant air noise due to outdoor activity. He atated that
the Council should try to stop development under high traffic
noise paths. Mr. Hamiel stated he would like to see a copy of
the City's noise ordinance. �
Chair Beaty stated that the City would have aignificant noise
reduction if something is done differently with the corridor.
He stated that with some creativity, Mendota Heights would get
spared from significant air noise. Mr. Hamiel stated he is an
advocate of a defined and concentrated corridor. Mr. Hamiel
explained that construction of a new control tower with an
enhanced radar system has just begun. He statedlthat with
this new technology, air traffic improvement will b i possible.
In response to a question from Commissioner Fitzer, Mr. Hamiel
stated the FAA has apecific criteria that once an aircraft is
airborne and when able, it has to diverge from a
simultaneously departing aircraft. Commissioner Fitzer stated
that San Francisco allows for simultaneous takeoffs using
visual conditions. �
Mr. Hamiel explained the construction of the new control tower
will take approximately three years with the radar up and
running within a year and half. He stated that he is
convinced the new radar system will help. � :,,=s
::;.t
Commissioner Fitzer stated that by using close in procedureso
it will change departure profiles by getting the aircraft to
a higher altitude and farther out. He informed Mr.,Hamiel
that this procedure has been in his pilot manual, fox a year
and that it should be tested. Mr. Hamiel stated�tha����h� i�
willing to look at different procedures. �;���Y;lHe ;asked
Commissioner Fitzer to send pages of this,information-;to��im
and that he would give them to Mr. Foggia. �Mr.•Hamiel�st�ted
he is happy to pursue new ideas and that Mr�.�TnTagoner, Control
Tower Chief, could have a favorable response if,: -the ���new
profile is not unsafe. . .�,--
.�. �'.:ii"�.�..,vd
_ --'.� ���.e�
Mr. Hamiel stated that MSP has more noise abatement:p�rocedt�x�es
than any other airport in the country. He stated that MSP is
viewed nationally as being aggressive in noise �� aba�_e_rc.T�r�t
procedures and that most noise abatement ideas in place a_.r.ounc�
the country have been researched at MSP. ����--��
i.. �_�.�,.� �::
� � � 1 �F�
r`
Airport Relations Commission
November 9, 1994
Page 4
A discussion ensued regarding ground tracking and aircraft
headings. It was noted that new aircraft have this
.. capability. Commissioner Fitzer informed Mr. Hamiel that the
control tower has not tested the close in departure procedure
at MSP. Mr. Hamiel stated he would be willing to review this
procedure.
Mr. Hamiel asked that the City write a letter requesting that
the close in procedures be tested and that Commissioner Fitzer
send copies from his operations manual regarding this
procedure.
DISCUSS NIGHTTIME FLIGHT
RESTRICTIONS AND AIRPORT RELATED
MATTERS
Chair Beaty inquired why Runway 11L is used significantly more
during nighttime operations, particularly at 3:00 A.M. and
5:30 A.M. He inquired if personnel in the tower make the
decisions. Mr. Hamiel stated there i� no reason why that
runway is used more during nighttime operations and that he
would inquire with Tower Chief Wagoner regarding this issue.
Mr. Hamiel reviewed nighttime operations during the month of
September. It was noted there were several nights where
weather dictated runway usage. Mr. Hamiel stated the MAC is
continuing to negotiate with cargo carriers to use Stage III
aircraft during nighttime operations.
Chair Beaty stated that the corridor should be used
_._� specifically during nighttime operations. Mr. Hamiel
responded he would work on this issue. He stated the FAA has
specific operating policies for nighttime operations. Mr.
_.. Hamiel stated he would get a copy of the FAA' s Tower Operating
L;; Procedures for Nighttime Operations and submit it to the City.
He explained that this data includes dates, times, runways
used and the type of airplane. He further stated that he can
get tracking data and submit it to the City.
���r� ••. In response to a question from Administrator Lawell regarding
_,,, nighttime procedures at other airports, Mr. Hamiel explained
that MSP does not have a secondary airport where nighttime
� operations could be routed through.
��uf:
In response to a comment from Commissioner Surrisi, Mr. Hamiel
stated that complaints left on the MAC Air Noise Hotline will
�:�:,,� not change operating procedures. He stated that hotline is
� used as a"release" for people upset about air noise. Mr.
Hamiel stated that if citizens want specific information they
should contact him directly or through his staff.
Airport Relations Commission
November 9, 1994 I
Page 5
Administrator Lawell submitted the Airport �Relations
Commission's Plan of Action document to Mr. Hamiel. Mr.
Hamiel stated he would be in touch with Administrator Lawell
in two weeks to follow up on concerns raised by the Commission
during tonight's meeting.
DISCUSS MAC PUBLIC HEAR.ING
REGAR.DING MSP LONG TERM
COMPREHENSIVE PLAN - ALTERNATIVE
ENVIRONMENTAL DOCiJMENT
Administrator Lawell briefly aummarized the recent hearing
regarding MSP Long Term Comprehensive Plan. He explained that
Mendota Heights was represented well at the hearing. He
explained that the City will be sending formal written
comments regarding the LTCP AED to the MAC by November 25,
1994. �
Lawell stated the City's
Long Term Comprehensiv
Document should include:
1. Support and confirm
of the north/south
formal written responae to;the draft
e Plan - Alternative Environmental
I
a MAC decision made in 1991 in favor
runway. I
{
2. Acknowledge the quality of the work which went into the
Interactive Planning Group report which contributed to
the 1991 decision. �
3. Cite the authoritative study done by the FAA in December
1993 which confirmed the north/south runway as the
preferred expansion option for MSP. i
4. Discuss destr�ction of historical properties which would
be necessary if the north parallel were chosen as th�
preferred expansion option. j
5. Promote equity in distribution of aircraft noise.
6. Recount noise exposure numbers contained withiri AED which
show greater noise impacts associated with north parallel
runway. +
�
7. Question validity of projections -- August 199�
operations ma.tch projections for 2005? �
8. Discuss operational constraints of north
located only 800' from existing 11L/29R.
parallel runway
Airport Relations Commission
November 9, 1994
Page 6
Administrator Lawell informed the Commission that he would
include a copy of the letter in Friday News packets.
'STATUS OF REPLY FROM GOVERNOR CARLSON
AND SENATOR MARTY TO THE CITY'S RECENT
CORRESPONDENCE
,
Administrator Lawell informed the Commission of the recent
` � letter from Governor Carlson regarding the issue of airport
, noise at MSP. It was noted that the MAC advised Governor
Carlson of airport issues. Lawell stated the City should
address specific issues to Mr. Hamiel and not to Governor
Carlson as the MAC advises Governor Carlson anyway.
�
MISCELLANEOUS
Administrator Lawell informed the Commission that Dr. Ol�n had
suffered a stroke. The Commission expressed directed staff to
send a card to Dr. Olin and his family.
ADJOURNMENT
There being no further business, the Airport Relations
Commission adjourned its meeting at 10:40 o'clock P.M.
Respectfully submitted,
Kimberlee K. Blaeser
Senior Secretary
;
,� - _ _ _ .
�,w: _ ;._._..
.`.
93ts •5.+.•-�r..MrM ... .. : Y. �n..
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,r, Minneapolis / St. Paul Internalional Airport
.._..� ...........
MONTHLY MEETING - Metropolitan Airport Sound Abatement Council
c�;.»��.•
s�ou 6uniu
v,« cbr�n:
Bob Jahnsm
r«n,��r,,�vo.:
J�n FoQgia
Secrcfary:
rm n�,ron
Airborrte Fsprcsr:
Brian Bata
AirTinruporf Arrxiafion:
e� nz�c��..
ALPA:
Chnrlcs W. Curry Jr.
City cfB(aomingfon:
Petraoo L«
Vem Wflco:
Ci y cf Busnrvilte:
i� ��
Ci y of Eagan:
n�„em tw�d�
�ry c{►merGroveXeightr:
n�. ni.aam
Ciry cf Mendom NeighLt:
Ji119mim
Ciy afMinneapolia:
J�e B. Sertin
7� �i�
Joe I.ca
Judlt6 Dod¢e
City ofRicldield:
r,� K.m.,
� e��
Ciry cf SL Louit Park:
� nam..
Ci y cf Sr. Pa+r1:
s�n a�
c� c. wrod�
Card Am McGuro
De/w Air Linar Ine.:
RIc6 Iffdwdl
Fedemf Fipnra:
r� �wan«�
Fedtral Avintion Adminirtm(ion:
ati« w�K
Roodd Glaub
MAC SfaD?
Dicic I{dns
MBM:
Robert P. Jahn.aa
Muada Norfhwut Airlint:
Iawrmcc McCnbe
Mehopolifon Airpottr Commiraton•
commt.:ooer Nau ca�per
MNAirNaliortal Gmrti:
Major Mnrk R N'a
Norlhwv! Airlinu:
nta� sdmm
Jmnikr Soyrc
sr. r�,ccb„�. �c�R�:
Jacic Barlcley
Sun CouNry Airlinu:
I.ulce A. Coma
Uniled AillineJ Inc.:
Allun Tomlineoo
Utifed ParcelServite:
l�m ��o
US. Air Force Reterve:
Caplain Stevea C6npman
US. Supp(ementaf Canierr:
xo�t n. nt�
Declaration of Purposes
1.) Promote public welfare and nadonal security; serve public interest, convenience,
and necessity; promote sir navigafion and iransportation. intemational. national, state.
and local, in and thraugh this state; promote the efficient, safe, and economical
handling of air commerce: assure the inclusion of this state in national and intemational
programs of sir transportafion; and to those ends to develop the full potentialities of the
metropolitan area in this state as an aviafion center, and to correlate that area with all
aviati� f�cilities in the entire state so as to provide for the most economical and
effective use of aeronautic facilities and services in that area;
2.) Assure the residents of the metrapolitan area of the minimum environmental impact
from air navigation and transportation, and to that end provide for noise abatement,
control of sirport area land use, and other protec6ve measures; and
3.) Pro�ote the werall goals of the state's environmental policies aud minimi�p �
public's exposure to noise and safety hazards azound airports.
Metropolitan Aircraft Sound Abatement Council
Statement of Purpose
This corporation was formed in furtheran;ce of the general welfare of the communities
adjoining Minneapolis-St. Paul Incernaaonal Airport - Wold-Chamberlain Field, a
public sirport in the Counry of Hennepin, State of Minvesota, through the alleviati�n of
the problems created by the sound of aircraft using the airport: through study and
evaluation on a continuing basis of the problem and of suggestion for the alleviatian of
the same; through inifiation, coordination and promotio� of reasonable and effective
procedures, control and regulations, consistent with the safe operation of the airport and
of aircxaft using the same; and through dissemination of information to the affected
communities, tl�eir affected residents, and the users of the airport respecting tl�e
problem of aincraft noise musance and in respect to suggesdons ma� and actions
initiated and taken to alleviate die problem.
Metropolitan Aircraft Sound Abatement Council
Representation
The membership shall include representatives appointed by agencies, corporations,
associations and governmental bodies which by reason of their statutory authority and
responsibility or control over the airport, or by reas� of their status as airport users,
have a direct interest in the operation of the airport. Such members will be called User
Representatives and Public Representatives, pravided that the User Representadves and
Public Representadves shall at all times be equal in number.
The Airport ?A-hour Noise Kotline is 726-9411.
Complaints to the hotline do not result in changes
in Airport activity, but provides a public sounding
board and airport information ouflet The hotline
is staffed 24-hours Monday - Friday
This report is prepared and printed in house by
Roy Fuhrmann and Traci Erickson
Questions or comments may be directed to:
MAC - Aviation Noise Program
IvTinneapolis / St. Paul InternaGonal Airport
6040 28th Avenue South
IvTinneapolis, MN 55450
Tel: (612) 726-8108, Fax: (612) 726-5296
Metropolitan Airports Commission Aviation Noise Programs . �
1 � �i 1
� � . '
� �ctc�l�er 'Technical Advisor's Re�aart -
0
October 1994 �
I. Qctober 1994 Operations and Complaint Summary
II. October 1994 Complaint Summary
III. Runway Use Reports
IV.
V.
VI.
VII.
VIII.
iX.
October Tower Lo,g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use
October Tower Log - Nighttime . . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use
i
October Runway Use Report - All Ops . . . . . . . . . . . . . . . . . . .Percent of Ops
October Runway Use Report - Jet Ops . . . . . . . . . . . . . . . . . . . .Percent a£ Ops
Y P 8� � A c � nt of Qps
Octo6er Runwa Use Re ort Ni lt�me - All O s . . . , . . . . . . .Per
October Runway Use Report Nighttime - Jet Ops . . . . . . . . . . .Percent of Ops
Jet Carrier Operations by Type
Aircraft 'T�pe Tab1e .
Uctober Runway Use For Day/Night Periods ... All Qperations
October Community Overf�ight Analysis
ANOMS Base Map - Remote Monitar Site Locations
MSP - Airport Noise Monitoring System Locations �
X. Jet Departure Related NQise Events For C}ct�ber,1994
XI. Jet Arrival Related Noise Events For Octaber,1994
XII. Ten Loudest Aircraft Noise Events - RMTis 1 through 24
XTII.
ANOMS Fiight Tt•acks �
Octol�er 1 to 8, 1994 . . . . . . . . . . . . . . : . . . . . . . . . . . . . . . . . .7et Depa:rtures
October 1 to $, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Airivals
October 9 to 15, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departtu�es
!
Qctaber 9 to 15, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3et Arriva]s
�
October 16 to 22,1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures
October 16 to 22, 19�4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet AirivaLs
1
October 23 ta 31, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7et Departures
Oetober 23 to 3 i, 1944 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3et Airivals
XIV. M5P Aircraft Ldn by Date and RMT - October 1994
Mebropvlitan Airjwrts Cvmmissian - Avialion Noise Progrum f �
Metropolitan Airports Commission �
October 1994 Operations and Complaint 5ummary � r
Operations Summary - All Aircraft
. : ...:::. ..,. .. .;, .. _ . . ... .
. . . . .. . .. .... . ... .. ...: ;:.... ... .. . ::....:.. .. . ..., .:......... .....
: ... ..... .: .. . : .;.. ..;;... ;;. ., ..:. ... .. .: . : ;_ .:,. ;::: .;. `'. ;:. :.. :..:.: .::;... . ... ...::.. .:. � �:
. . . ...:... .
: � ;Ra�ir�ay�. : .. ���1:� � '::: ���' ����:�se: .D�p�ttre:����;:;:. .;.. %a:�se>.;. :`:.;
04 272 1.7% 43 0.3%
22 337 2.1% 471 2.9%
11 9796 60.3% 10658 66.4%
29 5833 35.9% 4889 30.4%
MSP October Fleet Mix Percentage
Airport October Complaint Summary
October Operations Summary - Airport Directors Office
December s, 1994
�
MSP OCTQBER 1994 COMPLA.INT SUMMARY
MSP COMPLAINTS BY CITY � �
Page 2
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Runway IJse Report Nighttime - All Operatians
Runway
t}�
11L
11R
22
29L
29R
TOTAL ARR.
04
11L
11R
22
29L
29R
TOTAL DEP.
ArrlDep
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A
A
A
A
A
A
• ��For October,1994
Count
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35
59
7'7
`fi7
17S
224
616
10
104
97
44
12
2
269
Pe���� October 1993 Octobe� 1'993
Count Pet+centage
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Runway Use Report Nighttime �arrier Jet
Ruuway
Q4
11L
11R
22
29L
29R
TOT,�, anx.
04
11L
11R
22
29L
29R
TOTAL DEP.
Arrll}ep
-
A
A
A
A
A
A
For October,1994
Co�nt
23
39
54
22
I33
152
423
0
43
35
20
2
0
100
p��II�� October 1993 October 1993
Count Pereentage
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Missing data from 10/3Q194
December 4, 1994 � I Page 12
Metropolitan Auports Commission
Carrier Jet Operations By �pe
October,1994
Aircraft Type
B7-
B733
B747
B74F
B757
B767
DC10
DC87
EA32
FK10
L1011
IVID 11
IvID80
BAll
B727
B737
DC8
DC86
DC9
FK28
Total �::��:�.;�:�
Count
410
968
140
1
1699
2
794
124
2102
659
4
3
1357
�
6
4156
415
99
30
8167
57
�
Pereentage
1.9%
4.6%
0.7%
0.0%
8.0%
0.0%
3.8%
0.6%
9.9%
3.1%
0.0%
0.0%
6.4%
0.0°l0
19.6%
2.0°Io
0.5%
0.1%
38.5%
0.3%
39.0% Stage 3
61.0% Stage 2
�
December 6, 1994 � Page 13
Metropolitan Aicports Commission
CODE
B727
B727H
B707
B733
�737
B73S
B747
B74F
B757
B767
BAll
BEC
BEl
BE80
BE99
CNA
DC10
DC8
DC8S
DC86
DC87
DC9
EA32
FK10
FK28
FK27
L1011
IvIDll
IvID80
SW3
SW4
SF34
December 6, 1994
Aixcraft �pe Table
AIRCRAFT DESCRIPTION
BOEING 727
BOEING 727 - HLTSH HIT
BOEING 707
BOEING 737-300
BOEING 737
BOEING 737 200 SERIES
BOEING 747
BOEING 747 FRIIGHTER
BOEING 757
BOEING 767
BRTTISH AEROSPACE 111
BEECHCRAFT (AI.I. SERIES)
BEECHCRAFT 1900
BEECHCRAFT KII�TG AIIt
BEECHCRAFT QUEEN AIIt
CESSNA (ALI. SERIES)
MCDONNELL DOUGLAS DC10
MCDONNELL DOUGLAS DC8
MCDONNELL DOUGLAS DC8 STRETCEi
MCDONNELL DOUGLAS DC8 60-SERIES
MCDONNEid, DOUGLAS DC8 70-SERIES RE
MCDONNELL DOUGLAS DC9
AIRBUS INDUSTRIES Ai20
FOHI{ER 100
FOKF�R F28
FOKI�R F27 (PRO�
LOC��ED TRISTAR L1011
MCDONNELL DOUGLAS DCll
MCDONNII.L DOUGLAS DC9 80-SRRTR4
SWEARINGEN METROL INER 3
SWEARINGEN METROLdNER 4
SAAB 340
Page 14
, �.
Metropolitan Airports Commission
Minneapolis-St. Paul
Runway Use - Day/Night Periods
All Operations For October 1994
Runway Departures Percent Arrivals Percent <.,��._��,
Name Day Use Day Use
; ....:.::..:.:�:.::::::. .. .. .
04 33 0.2% 237 1.5% .:�7Q:� :.
11L 5443 34S% 4912 31.4% :. �����>�?���:::::. �.'
11R 5014 31.7% 4748 30.4% :�� �':� :��(`��2<� �� �'
22 427 2.7% 291 1.9% ::::::'::x1$�:: :.:.. �
29L 2386 15.1% 2665 17.1% >"''.�>�:':�Q�.�:.,� �<;
29R 2489 15.8% 2769 17.7% '��:5:�8:`:�"
�
Runway Departures Percent Arrivals Pereent �:;'�'�:t�:: �
Name Night Use Night Use �: ;�I`i�::. :
04 10 3.7% 35 5.6% :: ��`�.'�.:��''... �:.�:.::;
11L 104 38J% 59 9.6% :""� ^.��:��� �":���`
11R 97 36.1% 77 12S% �:.�.;'�,':7�:':.::: :..
22 44 16.3% 46 7.5% ..:>:':::::��1::?;`<"� �<':
29L 12 4.5% 175 28.4% ����:�":1�': :::: .
29R 2 0.7% 22�F 36.4% ���::;:'::;�:. .:� .:.::
��:'��i �'��: .. . .....
. .::: .. ::.: .::::..:: :.:.� .::: .::.,..: �: .::._: :.
�:: ��:�+��°:�:. �� ;���i;.�:.;_<:`.�,
.: .. .:.:.: .. :
. : ;:: ....: ....
. :... :
� ' <-���'� ': � :. .�..:.:'��. . . `��:���C: � :� ��''.:��::'1�:<:�� � "�.�5<���:::
December 5, 1994 Page 15
P
' Metropolitan Airt�orts Commission
1t�Iinneapalis-5t. Paul
_ Community Qverflight Analysis
. October 1994
Overflight
Area
Over So. Minneapolis/
Na. Richfield
Qver So. Rich�eld/
Biao�ington
4ver S�. Panl-
x��a �� �
over EaganJ
Mendota Heights
Jet Operations - All Hours
Number
ArrivaLs
6507
2I2
183
3853
Number
Departures
��
3Q96
295
a
7047
Total Jet
�
��
96t)3
50"I
i$3
Perceut J
Qgs
-
45.3%
2.4%
0.9%
S 1.4%
Jet Operations - Nighttime (11 P.M. - �5 A.M.)
# ops per
24 Hours
��
3(?9.8
16.4
5.9
351.6
Overflight Number Number Total Night P'ercent � # Ops per
Area Ar�rivats Departnres Ops Night Ops � Night
Over So. Minneapolis/ �� � g� I8.2% � 3.1
No. Richfield .
4ver So. Richfield/ I
BloomingCon 23 20 43 $.2°lo i I.4
Over St Pattl- ' 22 0 22 4.2% � Q.7
Highland Park
�� �� 285 78 363 . 69.4% ( 11.7
Mendota Heights �
;;��tiCa�:::;:::
....: ..: ...... :.......:>.
� .: ..::... .. ..;.. .... . ..:.�
... :...:.:::: ..
: .. .:<....> �. � ::::� . .. . . . ... . .�. .:�,i�:�`:::_:::�� � :1� ..`
. .;:.: . .:»
.: ::::.::
.; .:.> .:. .:..:. ........::::. .:::. ..: �.: ..:::.:: .... :.::r.
.
. ;::; :::..:;.� ... .:::::. . . .: :.. .:. � . :.:.. .:. ....�..: ...... , .
;.::::. ...... . ::::::::>. ........
. ..... ..... .... •:.: ; ..... .:..:. .. ••.: ••> . :,<Y:.: .. ...... ..:.j: :.
.y ;•
Dec.ember 5,1994
Page 16
� Min eapolis S� Paul
1 2 �
� 8 11 9
.
O • �
4
3 � 10
.
.
(� g : .12
« .
� 7� �.
ichfield is5 Mendota Heig
23 . �
� � . 18 � � ' 13
� � O
"'jt •
b � 17 � 19� 16 �14 � 21
�7 ,
Bloo ingt� � D � 24
In er Grove Heights
• Eagan
� � •a2
d o
�
. 4 � � � i_
c��/� �
Burnsville
C� � V
10000 ft
pple Valley . Rosemont �
0
a
, �ge 17� . .
. 'r
Metropolitan Airports Commission
Minneapolis-St. Paullnte�naiz'onal
Airport Noise Monitoring System Locati
Site
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
?.4
December 5, 1994
City
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Richfield
Minneapolis
S� Paul .
S� Paul
S� Paul
S� Paul
Mendota Heights
��
Mendota Heights
��
Bloomington
Richfield
Bloomington
Richfield
Inver Grove Heights
Inver Grove Heights
Mendota Heights
Eagan
li�po�t
Approximate Street Location
Xerxes Avenue & 41st Street
Fremont Avenue & 43rd Street
,
W. Elmwood Street & Belmout Avenue
,
.�
Oakland Avenue & 49t6 Street
,
12th Avenue & 58th S�
25th Avenue & 57th Sti�eet
�
Wentworth Ave & 64th Street
Longfellow Avenue & 43rd Street
Saratoga Street & Hartford Avenue
Itasca Avenue & Bowdoin'Street
,
Finn Street & Scheffer Avenue
Alton Strcet & Rockwood Avenue
Southeast end of Mohican �Court
First Street & McKee Street
Cullon Street & L.exington Avenue
�
Avalon Avenue & �las Lane
84th Street & 4th Avenue
75th Street & 17th Avenue
i
16th Avenue & 84th Street
75th Street & 3rd Aveuue
Barbara Avenue & 67th Street
Anne Marie Trail I
End of Kendon Avenue
Chapet Lane & Wren Lane
Page 18
Metropolitan Airports Commission
:ItiVi��'
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22 .
23
24
Jet Arrival Related Noise Events For October,1994
;C:ity �
Minneapolis
Minneapolis '
Minneapolis
Minneapolis
Minneapolis
NTinneapolis
Richfield
Minneapolis
St. Paul
St. Paul
St. Paul
S� Paul
Mendota Heights
Eagan
Mendota Heights
Eagan
Bloomington
Richfield
Bloomington
Richfield
Inver Grove Iieights
Inver Crrove Heights
Mendota Heights
Eagan
Count Of Events For Each RMT
,�p �:`;�:::ii�ate:�tii�e�:�itioiii:
.....: � .. . .... .. .. :..:.:. ... .....: .. . ..
Xerxes Avenue 8c 41st Street
Fremont Avenue & 43rd Street
W Elmwood St�eet & Belma�nt Avenue
Oakland Avenue � 49th Slreet
12th Avenue & 58th SG�et
25th Avenue & 57th Street
Wentworth Ave & 64th Street
Longfellow Avenue & 43rd St�eet
Sazatoga Street c4c. Hartford Avenue
Itasca Avenue & Bowdoin Street
Finn Street � Scheffer Avenue
Alton Stieet & Rockwood Avenue
Southeast end of Mohican Court
First Strcet & McKee Street
Cullen Street & Lexingtaa Aven�
Aval� Avenue $ V'�las Lane
84th Street & 4th Avenue
75th SGreet & 17th Avent�
16th Avenue & 84th Street
75th Strcet & 3rd Avenue
Barbaza Avenue & 67th Strcet
Anne Marie Trail
End of Kendon Avenue
Chapel Lane � Wren Lane
��en�.s::
:��Si�B:::
3197
2184
2540
2321
3078
3008
126
182
67
74
12
7
21
3786
84
3181
120
176
23
11
121
1762
1585
940
:EVeri#�:
;�50�:.
52
247
1259
858
2163
2111
21
17
44
53
3
5
10
144
18
1939
67
82
8
3
11
16
45
61
: �vents.
����8�
-
3
2
24
2
533
693
2
0
13
16
0
3
2
3
1
15
3
1
2
0
0
0
4
0
i '
.:Eveuts:
' :>IOUd.�: -�
�_
1
0
1
1
1
2
0
0
0
0
0
0
0
0
0
. 0
0
0
0
0
0
0
0
0
December 6, 1994 Page 19
A
Metropolitan Auports Commission
R�YiT��
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
�g
19
20
21
22
23
24
Jet Departure Related Noise Events For October, 1994
Count Of Events For Each RMT
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Minneapolis
Richfield
Minneapolis
St. Paul
St. Paul
St. Paul
St. Paul
Mendota Heights
Eagan
Mendota Heights
Eagan
Bloomington
Richfield
Bloomington
Richfield
Inver Grove Heights
Inver Grwe Heights
Mendota Heights
Eagan
December 6, 1994
��?����� ��.����:
Xerxes Avenue & 41stStreet
Fremont Avenue � 43rd Street
W Elmwood St�eet & Belma�t Avenue
Oakland Avenue & 49th Street
12th Avenue & 58th Stieet
25th Avenue & 57th Street
Wentworth Ave & 64th Street
Longfellow Avenue & 43rd Street
Saratoga Stceet & Hartford Avenue
Itasca Avenue & Bowdoin Street
Finn Street & Scheffer Avenue
Alton Street & Rockwood Avenue
Southeast end of Mohican Court
First Strcet & McKee Street
Cullen Strcet 8t I.exington Avenue
Avalo�n Avenue & V'�las Lane
84th Street & 4th Avenue
75th Street & 17th Aven�
16th Avenue c� 84th Street
.75th Street & 3rd Avenue
Barbara Avenue & 67th Street
Anne Marie Trail
End of Kendon Avenue
Chapel Lane & Wren Lane
219
287
1124
1585
2960
3205
1730
1015
28
21
23
35
335
2296
1342
31AU
171
342
269
197
742
872
3368
624
47 I
86 I
243 i
650 I
1818 +
2045 I
625 l
335 �
6 �
11 �
9 �1
11 I
145 �
692 +
456 �
1598 +
48 �
214 {
146 .+
34 �
102 �
114 �
1610 i
97 I
Lvents:
;�9Qc�B
_
4
5
30
130
868
1083
101
49
0
4
2
4
11
71
47
416
10
77
51
12
5
1
805
13
E�*eQfS.
>:�OItdB�
0
0
0
9
374
490
4
0
- 0
0
0
0
f►?
V
m
0
Page
Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
RMT #1: Xerxes Ave. & 41st St.
Minneapolis
Date Time y� �� AJD
10/06/'9418:49:50 DC9 100.6 A
10/31/'9413:21:05 B727 99.1 A
10/21/'94 20:07:06 B727 98.5 D
10l31/'9413:32:00 B727 96.2 D
10/31/'9413:27:28 DC9 96.1 D
10l31/'9413:25:13 DC9 96.1 D
10l27/'9415:20:39 DC9 94.1 A
10/17/9�4 7:55:02 B727 90.5 A
10%Z4/9411:31:05 DC9 89.6 D
10�24/94 7:15:34 B727 89.5 D
RMT #3: W. Elmwood S� & Belmont Ave.
Minneapolis
Date'I�me � ��� AJD
10lZ1/9417:11:54 B727 100.4 A
10/16/'9415:51:02 B727 98.3 A'
10/06/'9417:33:51 B727 98.2 A
10/09/'94 20:01:36 B727 97.2 D
10/26/94 7:50:36 B727 96.8 D
10/20/'9415:59:24 B727 96.5 D
10/16/94 8:15:59 DC9 96.2 A
10/08/94 22:47:36 B727 96.0 D
10/06I'94 20:19:27 DC9 95.8 A
1029/94 8:20:20 DC9 95.8 D
RMT #2: Fremont Ave. & 43rd S�
�
Minneapolis
Date Time I �C Max �
Type Level
1024/94 21:24:39 ' B727 92S D
10/07/�4� 12:13:34' B727 90.7 D
10iL4/94 21:08:31 ; B727 90.7 D
10/06/94 8:05:50 ; B727 905 A
10/19/9411:29:14 � B727 90.4 D
�
10/31/9413:31:47 � B727 90.3 D
10/U2/94 20:44:15 ; B727 90.1 A
10/Z4/9419:52:54 f B73S - 89.8 D
10/ZO/9417:03:43 � B727 89.8 D
10/06/94 23:53:57 : B727 89S A
RMT #4: Oakland Ave. & 49th St.
�
Minneapolis
!
� A/C Max
Date Time 1 �ype Level `�
k
10/09/9413:21:54 � B727 102.8 D
10I+07/I411:56:06 � B727 102.5 D
10/19/941725:58 � B727 102.1 D
10/20/9411:37:35 ; B727 101.7 D
10/�08/9411:56:54 � B727 101.2 D
10/16l9419:35:01 ± B727 101.1 A
10/Zl/9419:54:03 � B727 100.9 D
1029/9411:49:21 ; B727 100.5 D
10�'l4/94 9:40:43 � DC9 100.3 D
10/19I'9411:56:33 + B727 100.2 D
December 5, 1994 Page 21
' Matrapolitan A.ir�rts Commission
Ten Loudest Aircraft Noise Events
RMT #S: 12th Ave. & 58th St.
Minneapolis
Date Time �� �� A/D
i0I07t9413:13:36 8727 106.8 D
10lz8/'9413:05:43 FK2$ 1U4.1 D
10/29/94 7:46:07 B727 103.9 D
1{)J21/'94 20:32:0$ 8727 I03.6 D
10�241�4 23:24:12 B727 iO3.2 D
10/08/94 $:30:06 B727 103.2 D
10�20/'9410:14:28 � DC9 103.0 D
14120/9411:17:43 ' B72fi 103.0 D
1Qi20/�412;Q2:46 B727 103.Q D
10l2S/'9419:51:23 B727 102.7 D
R;MT #'7: Wentworth Ave. & 64th Si.
Richfield
Date Time y� I.e�vel �
10/19194 8:OI:45 B727 1015 D
1Q12Q194 9:32:i6 8727 10t}.5 � D
10/08/94 9:32:46 B727 100.4 D
10/25/94 7.44:00 8727 100.1 D
101191�4 8:29:02 B727 99.3 D
14/Z3/94 $:21:36 B727 98.9 D
10/19/'941�:27:12 DC9 9$.9 D
I0122I9418:41:44 B727 9$,8 D
I01061� I$:42;53 DC9 9$.5 A
10/22/'9416:53:30 B727 98.2 D
December 5,1994
RMT #6: 25th Ave. & 5'7th S�
Minn � polis
�
Date Time '�C Max �
Type Level
IQ1ti71� 21:48.41 B72� 114,7 D
14/19/941'7:25:31 B727 � 109.7 D
10/i07/9417:18:55 B727 149.5 D
10i24/}411:58:I9 B727 I09. i D
101{�71�412:09:47 B727 I09.i D
10/29/'9411:48:5'7 B727 108.8 D
10/�1/9419:53:30 DC9 108.8 D
101291'�4 9:28:51 D{:9 i0$.6 D
14/4'7J'�41S:1i:20 B727 148.4 D
�
10/22/9412:18:21 B727 10$.4 D
{ .
�
. �
R;MT #8: Longfellow Ave. & 43rd Si.
- -- � --
Date Time �e �� AJD
10/(i71�41�:29:26 B727 99.9 D
101i9l�418:37:30 B7�7 99.0 D
�
1Or20/9418:23:46 B727 9$.6 D
10/19/'9411:45:04 B727 9$.3 D
10/20/9418:07:54 B727 98.3 D
10/L0J941$:39.4U BZ27 9$.2 D
10/19/9413:10:51 BZ27 9$.0 D
�
10/07/9419:54:31 B727 97.9 D
10I2Q194 '7:53:06 Dc9 9�.7 D
14/LO/9419:Q2:40 DC9 97.2 D
Page 22
Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
RMT #9: Saratoga St. & Hartford Ave.
St Paul
Date Time y� �� A/D
10/06I9413:45:07 B727 95.8 A
10/06iI413:39:46 B727 95.3 A
10/18/941:32:18 B727 95.1 A
10/06P9410:27:06 B737 94.6 A
10/06/9410:26:54 DC9 94.1 A
10i06/9413:32:27 FK28 93.2 A
10/26/94 22:00:05 DC9 93.1 A
10/26/'94 22:06:52 B727 91.3 A
10�17/'94 22:08:43 B727 91.3 A
10/26/'94 21:53:54 B727 90.1 A
RMT #11: Fi�n S� & Scheffer Ave.
S� Paul
Date Time 'vC Max �
Type Level
1Of05/'9412:58:49 B727 92.9 D
10l22/9412:06:00 DC9 90.6 D
10/11/'94 9:30:53 DC9 88.6 D
10/OS/9413:00:48 DC9 88.2 D
10/18/94 8:43:48 DC9 87.5 D
10/15/94 7:02:34 SW4 86.9 D
10/04/94 6:19:48 SW4 84.3 D
10/L7/94 5:52:06 SW4 83.4 D
10i27/9411:51:16 DC9 83.1 D -
10/11/94 9:33:53 SW3 82.7 D
RMT #10: Itasca Ave. & Bowdoin St.
St. Paul
Date Time �C Max �
Type Level
10/06/9417:52:46 B727 97.9 A
10/l7/94 22:41:31 DC9 97.3 A
10/15/�4 22:54:24 B727 95.3 A
10/18/94 5:26:04 DC9 95.1 A
10/13/9418:41:35 B727 94.1 D
10/18/'94 5:59:08 I}C86 93.7 A
10/18/94 9:07:�8 DC9 93.4 A
10/18/9416:09:01 B727 93.4 A
10/18/'94 4:32:33 B727 93.2 A
10/18/9414:38:49 B727 93.2 A
RMT #12: Alton S� & Rockwood Ave.
St. Paul
Date Time �C Max �
'Ij+pe Level
1023/9418:27:11 B727 98.7 A
10/l2/9416:17:30 DC9 98S A
10/Z3/9418:31:09 B727 98.3 A
10/18II4 9:05:35 DC9 97.9 D
10/06/94 20:22:33 DC9 92.7 D
10i02/'94 9:33:09 B727 91.3 D
10/20/'94 21:08:24 DC9 91.3 D
10/21/9417:01:01 B727 89.9 A
101n6/94 21:58:31 B737 88.8 A
10/06/94 23:17:02 DC9 87.7 D
December 6, 1994 Page 23
0
• Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
�
RMT #13: Southeast End of Mohican Court
Mendota Heights
Date Time y� �� A/D
10/18/'9419:09:52 B727 lO1S D
10/18/'94 20:51:51 B727 100.2 D
10/18/'94 20:47:30 B727 97.3 D
10/27/94 20:02:23 B727 97.0 D
10/16/94 9:36:20 B727 95.5 D
10/OS/9417:11:47 DC9 95.0 D
10/Zl/94 9:33:05 B727 94.7 D
10r26/9413:07:40 DC9 94.7 D
10/11/'9412:14:07 B727 94.6 D
10/11/94 7:50:58 B727 94.4 D
RMT #15: Cullon S� & Le�ngton Ave.
Mendota Heights
Date Time � . ��� A/p
10/06P94� 22:27:32 B727 101.3 D
1Or22/'94 08:44:12 B727 100.8 D
10l17/94 20:11:45 B727 99.5 D
10/27/'9419:27:43 B727 99.4 D
10/06/9413:12:20 B727 97.5 D
10/10/'9417:06:46 B727 97.0 D
10/18I9413:07:56 B727 96.9 D
10/lll'9409:24:50 B727 96.9 'D
10/06/94 23:04:12 DC9 96.7 D
10/26/'94 20:01:07 B727 96.4 D
December 5, 1994
� �
RMT #14: lst St. & McKee St.
Eagi n
f �
i
Date Time `vC � M�
Type , Level
�
10/28/94 8:19:38 B727 102.3
10/22/'94 9:38:44 DC9 101.1
10/OS/9411:53:52 B727 99.6
10i0'7/I4 9:14:29 B727 99.6
10/17/�413:11:36 DC9 99.6
101�8/9416:16:20 DC9 99S
10/17/94 9:39:38 B727 99.4
10/14/'94 8:13:00 B727 � 99.4
10i01/94 7:21:49 B727 99.1
10/18/94 20:13:42 B727 98.8
RMT #16: Avalon Ave. & �las Lane
Eagan �
( !
�
Date Time `vC '� M�
Type Level
10/14I94 9:32:56 B727 103.3
10/07/94 8:15:38 B727 102.9
10/Ul/9410:38:21 B727 , 102.7
101b1/9413:17:28 DC9 , 102.5
,
10�L7/'94 7:52:14 DC9 102.4
10l28/94 9:30:05 B727 � 102.3
�
10/17/94 7:18:21 B727 .; 102.2
10/07I94 8:51:40 DC9 ' 101.9
10/Ol/'94 9:32:53 B727 101.7
10/15�'94 9:44:35 B727 101.5
' � Page 24
Metropotitan Aiz-�orts Commissian
Ten Laudest Aircraft Noise Events
RMT #17: $4ih S�. & 4th Ave.
Bloomington
Date Time y� �Vei AJL?
lOiZ$/'9414:52:43 B727 101. i D
10109194 ?:15:06 8727 lIX?.4 D
� 10l31/'9412:39:01 B727 98.5 D
101Z9/94 7.04:38 B727 97.2 D
1�12819411:I7:42 DC9 96.3 D
10/C18l9�4 7:09:47 B727 96.0 D
10/20/'94 6:11:2$ DC9 96.0 D
IOIZI194 6.IS:i8 B727 95.0 D
10/25194 22:12:00 B727 . 94.8 D
10/09/94 '7:34:21 B727 94.3 D
R:MT #19:16th Ava. & 84th St�
Bloornington
Date Time � M� AJD
I.�vel
l0l"22/94 4;54:32 B727 1Q1.0 D
i0/291�4 ?;30:55 8727 9�.3 D
10/p9/94 $:q2:16 DC9 98.0 D
lOIzS/94 9:46:29 B727 97.8 D
101iK3J'941b:0$:44 DC9 9'7.b D
10l19�4411: i4S1 B727 97.6 D
!44
10I29/94 6:12:57 B727 97.6 D
10/08/94 6:12:00 B727 97.1 D
10J{�?/9415:49:01 B727 97A D
14/20/94 6:11:16 8727 95.8 D
RMT #18: �Sth S� & 17th Ave.
Richfield
Date Time `�G �� AfD
Type Level
1�?t�81�410:52:23 B727 1{}4.{3 D
l0i1Q194 6:11:13 B727 143.6 D
10/27/94 6:16:01 B727 103.4 D
lOfU7l941I:18:31 B727 103.3 D
10/2811411.: i7:I8 B727 . 103.1 D
10/18/9414:26:42 DC9 143.Q D
10i29/�I4�'7:04:16 B727 102.7 D
10/tig/94'7:14:49 B727 102.b D
10125t'�4 5:{18:i4 B727 201.8 D
1Of08/94� 7:09:24 B727 101.7 D
R;M'I` #20: 75ih. St. & 3rd Ave.
Richfield
Date Time �� M� A/D
Type I.evel
10i25194 $:08:29 B727 96.2 D
10/�91�415:18:57 DC9 96.2 D
10/C16(94 21:15:14 DC9 96.1 D
10/2SI1411:06:44 B727 95.9 D
10J18/94 t4:27:03 B727 95.8 D
10l091'944:59.15 B727 95S D
10/U9N4 9:16:33 DC9 94.2 D
10/19/94 5:05:22 B727 93.5 D
10J1$l9414:32:19 DC9 93.4 D
10li9l9412:49;45 DC9 92.5 D
Decemlaer 5,1994 . Page 25
Metropolitan Airports Commission
Ten Loudest Aircraft Noise Events
RMT #21: Barbara Ave. & 67th S�
Inver Grove Heights
Date Time � �� A/D
10/14/9417:00:28 B727 92.5 D
10/OS/94 9:30:40 B727 91.9 D
10/l7/9�4 7:27:54 B727 91.6 D
10/11/'9416:57:11 B727 91.1 D
10/03/9415:00:29 � B727 90.0 D
10/18/9411:04:40 B727 89.8 D
1028/94 9:16:04 B727 89.3 D
10/18/'9416:59:34 DC9 89.1 D
10/10/9418:41:20 B727 88.6 D
10/14/9411:57:00 B737 88.5 D
RMT #23: End of Kenndon Ave.
Mendota Heights
Date Time , � � A/U
10/10/'9419:55:53 B727 105.0 D
10l27/'9419:00:33 B727 1045 D
10/18/94 20:16:04 B727 104.3 D
10/18/'94 20:46:39 B727 104.2 D
10/U2/9�4� 9:40:31 B727 104.0 D
10/Z2/94 8:44:06 B727 104.0 D
10/ll/94 9:32:17 B727 103.8 D
10/17/9419:58:31 B727 103.3 D
10/17/94 7:27:26 DC9 103.2 D
1Or27/'94 20:16:56 B727 103.2 D
December 5, 1994
RMT #22: Anne Marie 'Ii�ail
Inver Grove Hei�hts
�
�
Date Time �C , Max �
Type Level
10/21/94 7:27:42 BZ27 90.5 D
�
101Z7/9418:47:04 B727 89.8 D
10/03/9418:38:53 B727 89.6 D
10/10/94 724:13 DC9 88.8 D
�
10/18/9414:48:39 DC9 88.6 D
10/18/9419:23:54 B727 88.5 D
10/l6/'94� 16:13:11 B727 88.5 D
�
,
10/10/94 6:11:27 B727 88.4 D
10106/9415:01:36 B727 88.2 D
�
10/03/9419:49:01 DC9 88.2 D
RMT #24: Chapel i n. & Wren Ln.
Eag fn ��
�
Date Time �C � A/D
Type Level
10lZ1/'94 8:02:04 B727 96.8 D
1Of07N4 8:52:20 DC9 `96.0 D
10/Ol//I44 7:22:12 B727 95.3 D
,
10/C)6/94 23:10:25 B727 95.0 D
10/13/94 7:49:24 B727 94.0 D
10%18/94 20:07:41 B727 93.9 D
10/Zl/9414:08:30 DC9 93.6 D
10l27/94 9:11:07 DC9 93.5 D
,
10r21/'94 7:56:25 B727 93.4 D
10/13I'94 8:07:57 B727 93.3 D
Page 26
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DATE
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
26
17
18
19
24
Deoember 6, 3984
c
Minneapolis-St. Paul International Airport
Anatysis of Noise Events with Time/Date
tJctober 01 to Uctober 31,1994
Aircrait Ldn dB(A)
Noise Monitar Locaiions
#24
66.9
67.4
68.7
67.3
67.5
68.5
67.0
64.3
63.6
66.1
65.7
63.0
68.7
66.3
67.5
62.1
69.3
68.4
66.7
66.5
29 +
, �
. . �
DATE
��
21
22
23
24
25
2fi
27
28
29
30
��
Monthly
L�
Minneapolis-St. Paul International Airport
Analysis af Noise Events with Time/Date
October 01 to Qctober 31,1994
Aircraft Ldn dB(A}
Naise Monitor Locations
#1 #2 #3 #4 #5 #b #7 �{8 #9 #14 #11 #22 #13 #1Q #iS #26 #17 #i8 #19 #2d #21 #22 #23 #24
52.5 61.7 65.8 63.4 64.'7 72.2 65.8 64.8 43.5 54.8 53.1 55.1 6G.1 73.i 69.2 74.? 53.$ 59.5 54.3 58.3 61.4 63.5 69.2 62.1
6().3 61.3 69.2 62.1 70.3 71.1 53.7 58.7 49.3 62.1 48.7 50.3 64.5 68.2 71.3 62.5 69.1 71.3 66.5 61.7 58.7 61.2 71.3 63.7
S8.? 59.2 66.7 67.3 71.2 ?4.b 61.4 Sb.8 55.7 63.0 47.8 49.7 66.� 71.3 72.4 73.5 64.9 74.8 '10.1 66.2 66.2 64.3 74.7 64.7
61.2 62.3 67.2 64.5 63.8 ?i.3 68.2 6f.4 59.2 59.9 53.2 55.2 62,3 68.8 69.8 73.5 6l.$ 73.1 59.8 54.8 64.3 62.1 ?S.i b4.3
63.1 62.8 64.8 65.8 74.7 77.8 69.3 64.2 61.3 64.1 55.2 59.8 64.'7 69.2 68.3 71.3 54.6 69.5 62.5 59.9 59.1 63.1 "i2.8 63.8
60.'7 61.3 66.3 67.3 69.5 '71.3 6t.7 59.8 6b.3 b3.2 51.0 62.3 b5.$ b2.1 67.1 68.5 58,9 63.2 64.9 59.8 62.5 60.7 69.5 68.9
59.8 60.7 ?2.7 7Q.1 '75.3 ?9.7 63.8 59.? 61.3 b6.? SQ.? 54.5 62.1 73.'7 G4.3 69.0 63.8 6$.? bS.3 A$.7 62.3 61.3 67.2 • 66.8
60.1 63.2 d8.2 66.1 68.9 75.3 66.7 64.1 59.3 59.3 52.5 57.3 59.3 62.3 59.8 73.1 64.5 69.5 63.1 61.3 S$.2 59.8 69.3 61.5
62.3 63.7 67.8 67.2 64.8 ?L'7 64.8 66.3 58.3 58.2 55.0 58.1 57.8 b9.fi ?2.1 70.5 61.2 71.3 60.5 6'7.4 6I.7 62.7 '74.i 6b.2
63.0 6�3.1 69.3 64.3 74.1 80.1 65.1 62.8 56,2 b4.1 53.1 S8.S 64.9 ?i.l 68.3 ?2.3 63.5 62.1 69.3 51.3 63.8 64.1 ?4.7 69.1
61.4 62.6 67.4 66.3 72.8 '76.8 d5.0 63.2 57.3 63.1 54.0 57.9 63.6 69.2 66.6 72.0 62.$ � 69.3 64.7 59.2 61.1 62.7 73.8 66.5
��less than twenty-faur ho�rs of data available •
O�+camber 8,1984
30
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ii
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ANOMS Monthly Review
Aviation � oi
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e� t�f e+f M e•f � R ef e! Q a Q Q �S R tt �t Q
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lilllilt1111111t1t111#tlilll1111l11111111ttt1�i11111i!!!1l111!!l111!!11l1#f!1
NOVEMECE1z 19 9 4 � I S 5UE 12
� i • � �•
_ �
j./�\r����v/ �
� i 1
� F
NEW DUMPSTER HC?� S AND NOTICE �
•, OF WINTER OPERA.TI�NS �
�IIIt11111111111111liltltllllllt1111lI1l11l111!!1l1111!!11!!1!l111111t1!l111l1 �
DUNxPSTE�. A.V�TL�BIL=TY' NEiI�T an�wer re�idents': questions arid�
provide information far Phase II.
W=NTER HtJURS The response to the open xause,
and the comments.about Phase I,
were very positive;, and WDSCO
Beginning December 3, 1994, rubbish appreciated meeting with a1Z of
dropoff at �he dumpster site will be �h� p�ap�e wha attended. The nextf
allowed each Saturday, from 9:00 a.m. ta newsle�ter wiill provide an;
�:40 p.m. These new hours will allow Qverview of t2ie most discussed
for completion of dumpster activzties is�ues and ques�ions from thei
during daylight hours. These new hours homeowners who �a�.tended the open�
may be adjusted in the future depending hause. �
an usage and demand for the dumpster.
a
Tn addition to �he new winter haurs MAC
and WDSC4 would like to announce that i� �
there is a winter weather advi�ory the �
dumpster site will be closed. If the PHPs�E I;I INITIAL f
dumpster site i� closed a message will. =N�'►ER,V=E�itiS TCi E►E�IN
be placed on the WDSCO office phone at �;
?2�#-gg9g {on Friday night and Saturday As of November 28, 2994, W. D.�
only) �a advise residen�� that the Schock Company,�Inc. will begin to
dumpster si�e is closed. schedule the first initial�
interviews for� those homeowner�
The dumpster sit�e will continue to be who have been approved for Phase�
monitored by Pham E�cPre�s, the property 2�� �
management firm retained by WDSCO. You �
will sti.11 need to bring your driver's Each homeownerjwill be contacted
license or a photo identi£ication for by telephone or certified mail ta
admittance inta the dumpster area. schedule a date and time to mee��
far their ini�ial in�erview. The
There have been recent problems with �o��ul,tan� who� will be working
garbage being disposed of outside o� the r„��,�h that homeowner throughout the`
dumpsters . WIe ask �hat yau please place ��q�i�ition �� and relacatiori
all discarded items inside �h� p�,�cess, wil7. ei�her conduc� the`
dumpsters. interview a� � the homeowner's'�
residence or at�the WDSC�.Land and
If the dumpsters have been removed for Acquisition and!Relocation office.t
�he evening, please keep all•items you The date of the` initial interview
wish to dispos.e. of until �he £ollawing r,,�ill be the "official start date"i
Saturday. MAC and WUSCC?.appreciate your �Qr �he homeowner's acquisition
patience and cooperatian regarding this and relacatiori pracess. The
isstze . � . . . . . . _ interview will' give the'� WDSCQ
: � � � ccrnsultan� an opportunity to meet�
each homeowner;� expl�.in the time
t3PEN HC�U�E F'OR PHA�E =I frame for the `'acquisition and
TAKES PLACE relocation process, and answer any
questions thei hameowner might
have. � �
An Open Hause, sponsa�ed by the �
Homeowner's As�ociation took place at Future targe� da�es for Phase ZI
the R3chfi.eld City Hall on Thursday, appraisals arid offer meetings will
November 17, 1994. Members of the be in the nex� issue af the buyout
Hameowners A�sociation, relocated update.
residen�.s £rom Phase I, MAC and members
of the WDSCO sta£f were on hand to
The Part 15Q Buyout Upcla�.e is a newsletter by the Metropolitan
Airports Commission and W.D.•Schock Campany, Inc.,� containing
informatian on the MSP Land Acqua.sition and Relocation Projects.
�
ACQUI�ITION & RELOCATION
CLaSING UPDATE
As of November 21, 1994, �here have been
a to�al of 13�8 acquisition ' closings
canducted. In addition to �he
acquisition closings, a to�al of 110
homeowners have clased on their
relocation homes. During the same time
period, there have been 8 tenants within
the NFT area who have relocated to�new
residences. WDSCO will cantinue to
update yau until all Phase Z closings
have been comple�ed, even as Phase II
bagins.
� � � � � " ` .� �
The WDSCC? Property Managemen� team
continues to coordinate with Pham
E�ress ta maintain all vacatecl
properties. Chris Lambert will continue
to coordinate all final walk �hrough
in�pections with each hameowner/tenant
and collect their keys. As �he number
of vacated properties cantinues ta
increase, we ask that you please contact
Mr, Lamber� a� least 24 hours in advance
to schedule yaur £inal walk through. Tf
you must schedule the inspectian �or the
same day yau call, every effart will be
made �o accammoda�e a time �o complete
the inspection.
Please remember each homeawnerltenant is
required �o cantact al1 current utility
companies to do a final reading once the
keys have Ueen turned ir.. All utility
bills prior to that date are the sole
re�ponsibi].ity of the homeowner/�enant.
Any utiZity bi11s that have been
changed, and billed to Pham Express
prior to the da�e oi the �inal walk
through and keys collected, will be
mailed back ta the homeowner/tenant £or
payment.
=NSIST QN PR.�PER ID
WDSCO has recently been informed that
there may be individuals misrepresent9.ng
them`selves as staff of CaIDSCO to
hameowners in New Ford Town and Rich
Acres area.
All staff of WDSCO as well as all
subcontractors have a photo
iuenci�ica�ion badge, as vueil. as a
�W.D. SCHOCK COMPANY, INC,
�.,584� 28th Avenue South
�=--x Minneapolis, N�T 55423
t 612 ) '72�-8898
(800)260-7062
f�is sq
/
�
m
�'
v
4
4
C
�r �f4,.. f'
visual magnetic sign on the side
of their au�omobiles. �Sf someonP
represents �hem�elves as staff
WDSCO please ask to see thei�
pho�o iden�.ification badge. if
they canno� produce the badge,
please do not allow them to en�er
your hame and contact �he City af
Richfield Police immediately.
BUYOUT FEEDBACK
Q. I am moving ottt of my
acquired home in December, c a n
I come back in the sprirlg and
take my flowers�
A. No. Once �.he house has been
turned over to WDSCO to be
placed in property management,
it is oifici.ally airport
property. Tf you wish t�o take
your flowers you will need to
do so be£ore turning your
property over to WDSCO.
Q. If T own a rental praperty, wi11
I be eligible for any relocati�
ben�fits?
A. An owner non-accupant ren�al
property may be el.igible for
business relacatian benefits to
re-establish their business, if
a new replacement rental
property is purchased. Your
WDSCO consultant will explain
in detail all beneiits yau may
be eligible £or under �he
business reestablishment
program once your initial
interview takes place.
Q. What are my responsibilitiesin
, the mai.ntenance of my home
during the 90 day ren� free-
period.
A. The financial responsibil-
ities will in.clude maintain
. paymenC o� insurance, and
util.ities on property. The
physical responsibilities will
include lawn care, snow removal,
and garbage removal, during th
time you actually are living i
the home. Keys are turnsd into
WDSCO and the inspection is
c�ompleted.
�.'�-- —�/-...,;y;�.�,'��'�� -�:wti?:� �j'4 :::�_t'+
•ti 1;. h1 f`��,} •. ��t,y,— ✓ • il � ` � �� i � � }' ;
.,. �„^•\�` M}' '�e:. •i i.�JI :ILI
:' f � I �,.� � n
"Y {\JV •• , S y �3 •�,ry ' A� `t. . � '� ' 4
Y' . '•r - �•N
.J � ::r�•��NL i •
m �` f'..ts, '��. .�J�.� ��<
. �.
Tom Lawell
2201 t1'ictoria Curve
Mendota Hghts, NIl�T 55118
+ �
`� �THE NOISE NEWSLETTER SEPTEMBER/OCTOBER 1994
PUBLISHED MONTHLY BY THE �
NATIONAL ORGAIVIZATION TO INSURE A SOUND-CONTROLLED ENVIRONMENT
_ �
Volume N, No. 9
AIIt FREIGHT ASSOCIATION OPPOSES
PHASEOUT WAIVERS
FOR SMALL CARGO CARRIERS
The trade group representing the nation's all-cargo air nities with noise concerns and to various Congressional
carriers is opposing petidons by two small cargo airlines leaders that wc would comply with the ... Stagc 3 conver-
for waivers from the first interim compliance date of the sion schedule without exemption (with the understanding
Stage 3 phaseout mandated by the Airport Noise and that the FAA would act to prevent any attempt to impose
Capacity Act of 1990 (ANCA). local operating restrictions based on aircraft noise): '
The Air Freight Association (AFA), in comments filed Communities, of course, played little art in the last-
P
with the Federal Aviation Administration, urged FAA not minute, behind-closed-doors negotiations at the end of
to grant applications �by Millon Air and Fine Airlines, the 1990 Congressional session which resulted in ANCA.
both of Miami, or by any other futUre applicant, to be The understandings to which AFA refers were reached by
exempted from the ANCA requimment that carriers ei- industry interests, the FAA, arid Senate Aviation Sub-
her reduce the number of Stage 2 aircraft to 75 percent of committee Chairman Wendell, Ford, and virtual�y de-
�ase level or operate a 55 percent Stage 3 fleet by the end prived aiiport operators of the right to impose any further
of this year (See the August 1994 NOISE Newsletter). noise or access restrictions. Communities favored the
AFA urged that the requests be denied "as not being in the S tage 2 phaseout but opposed �the parts of ANCA that
public interest". were tantamount to�federal pre-'emption of local regula-
tory rights.
In its comments, AFA said ANCA was "the culmination �
of a long struggle to balance the operational needs of the In its comments, AFA asserted that its members have
aviation industry with the desire of airpoit neighbors for taken "every necessary step" to ensure compliance with
a quieter environment". At the core of ANCA was "an the first interim date. Expenditures devoted to caompli-
environmentalpromisethatvirtuallyallaircraftoperating ance "would not otherwise have been spen�" If the
in the United States in the next century would meet Stage requested waivers were to be gianted, AFA argued, the
3 noise standards and that this conversion would be applicants, who compete direcdy with AFA members,
phased-in during the 1990's - with the first interim com- "would enjoy a potenaal competitive cost advantage."
pliance date of December 31,1994". AFA said every U.S. The FAA should not perimit this, AFA said.
airline, including new entrants, was on notice of these
requirements. Millon Air and Fine Airlines based their waiver applica-
tion on the fact that no hushkits are available for retrofit-
AFA said it had "strongly supported" ANCA "in order to ting its Boeing 707 and eazly series DC-8s and that
provide the certainty needed in aircraft planning for the purchase of new Stage 3 aircraft would be financially
foreseeable future. .AFA members were willing to com- impossible and economically 'lnfeasible. In response,
�it "literally billions of dollars in conversion and/or new AFA said the Stage 2 phaseout schedule "has been no
�rcraft costs in return for the commitment that the Stage mystery to anyone" and that carriers operaring aircraft for
:i aircraft would be able to operate free of local noise which no Stage 3 fix exiscs "either knew or snould have
restricdons. Accordingly, we represented to the commu- own" about this. "Now," said AFA, "only a few
(continue on page 2)
� �
SeptemberlQctober I994 Page,two
�
.
PHASEOUT WAIVERS
(Continued, fi�crm page 1.) :
manths before compliance is required, these cairiers have
come asking for a`government handaut'. It should not be
�t� �.
In concluding its comments, AFA said, "the issue of the
n�d ta balance the operational needs of the airline
industry with growing environmental demands is admit-
tedly one of the mosE difficult problams for both govem-
ment and indasay taday, A delicate balance was struck
as the result of {ANCA} and the subsequent FAA regula-
dans implementing this le,gisladon. The result of these
government actions has, tu a Iarge extent, been a signifi-
cant lessening of the noise tensions between airpart
nei,ghbors and aircraft operators. �Vhere noise was the
major regulatary issue of the late 1980's, it today has
faded- at least damestically - to a piace in the `second tier'
of regulatnry concems. However, any government action
to t�pset ihe e�sting balance will inevitabty iead to an
escalation of the now-dormant tensians. The cauntry
�oes not need �this re;gu2atory e: up�ort."
Vi�hiie community interests might nat agree that noise
concerns have dwindled into some second-class regula-
tory limbo - cxcept in the minds of the indastry a.nd the
FAA - thcy would concur that any relaxation of the Stage
2 phaseout would spazk dire concerns about the FAA's
intent to enfores ANCA fairly and firmly. They recall the
masses of waivers granted by the FAA near the end of the
Stage 1 phaseaut some years ago, and fear that the same
thirag may happen again this tirne.
These fears have been exacerbated by the FAA.'s apparent
eagerness to grant waivers to Millon Air and Fine Airlines
because of the.unavailability of retrofits.
The AFA comments were filed by the association's
president, Stephen A. Alterman, on September27. Inpart
they echaed a comment made in August by NOISE
Ezecudve Director Charies F. Price in reaction to Miilon
Air's pedaon: "NOISE is concerned, and I would ,guess
thatthecamers-incIuding mastcargocarriers - who have
worked hard and in good faith to meet the transition
scheduie are concerned too. The development threatens
the setring of a bad precedent� Let's hope the waiver
request is denied."
NEXT NOISE BOARD MEETING
T�1 BE DECEMBER 3
IN MIl�INEAPOLIS
The regular year-end meeting of the N4ISE Boand of
Directors will be held on Saturday, December 3 in Min-
neapolis, MN in canjunction urith the 1994 Congress of
Cities and Exposition of the National Lea,gue of Cides.
The meeting will be in Rooms 2Q5 Cd'iD of the htinneapo-
lis Convention Center.
No�sE �aAu� vaT�s A��vsT
HUMPHREY FROPOSAL
FOR STRATEGIC PLA,NNING
Tb.e Boazd of Directors of NOISE has voted not to accept
a pmposal by Kar�en Humphrey, farmer member af the
Board and mayor of Fresno, GA, to conduct an intensive
workshop ta eacplore the organizatian's Iang-term gaais
and develop a strategic plan for its future.
Only eleven ballots were retumed, but the vote was six tc
five against accepting the pr+apasal. F�ecurive I3irectoz
Charles F. Price has written Ms. Humphr�ey notifying her
of the decision. �
The vote is not necess��rily a rejection of the idea of
conduc�cing a strategic planning exercise. At the regular
meeting af the Board last Juiy, there was a good deal of
interest in expanding the charter of NOISE to address
other environmentat concerns related to aarport opera-
tions, such as air quality and hazardaus waste disposal.
The issue will be discussed further at the meeting of the
NCIISE Boazd in Minneapolis, MN next December.
�
'!
Sep�ember/October 1994
LAND USE STUDY GROUP IN HIATUS
PENDING FINAL REPORT
A Commentary
by Charles F. Price
Executive Director
The FAA's study group on land use compatibility has
been poised for more than two months on the verge of
what has been billed as its last meeting, while the agency
and the consultant it hired to be the panel's secnetariat
wmsde with the dilemma of how to write a final report
that somehow reconciles differences among group mem-
bers which appear to be irreconcilable.
Last convened June 20, the study group had expected to
meet again in late August, then sometime in September,
to put the finishing touches on a report summarizing their
findings. But aftervarious members of the group submit-
ted to FAA's consultant written drafts of sections of the
report they had been assigned, the disparity of opinions
zdent in the submissions'posed serious editorial prob-
,ms that in turn reflected deep policy disagreements
between aviation industry members and FAA on one side
and community interests, including NOISE, on the other.
While there were several areas of controversy, the chief
dispute revolves around the issue of the DNL 65 dB
threshold for determining the adverse impact of airport
noise on residential developmen� During the group's
deliberations, community interests argued that federal
policies should actively support application of compat-
ibility ttu�esholds below DNL 65 dB, particulazly in areas
subject to new developmen�
But the industry/FAA members resisted this idea as too
broad. They believed it would expose the government to
insupportable compensation levels for noise abatement/
attenuation in the areas newly declared noncompatible.
Their pmposal was to limit federal liability by emphasiz-
ing that any decision to use a threshold below 65 be
entirely local and exercised only in the context of munici-
,l zoning. With'in that framework, they were then
_lling to say that FAA should offer more active support
fo: sucii i,urc:y� i��al «cti�;�s.
Page three
While this represented a positive shift in industry/FAA
thinidng, it did not go far enough to satisfy the concerns
of the community interests. The most that could be said
of the position of the study group as a whole is that the
panel generally supports "consideration of flexibility" in
establishing thresholds of residential compatibility with
aircraft noise. What "consideration of flexibility" means
could not be determined. Nor could there be any agree-
ment on what flexibility mighti be or how it could be
applied. �
The FAA's quandary is.how to issue a report that fairly
characterizes the, areas of agreement and d.isagreement
among study group members� If the disputes are
downplayed, community interests who want to see their
concerns placed on the record will be offended and will
likely issue a dissenting report. But to give too much play
to the differences would mar the illusion of unanimity that
the FAA has seemed anxious to maintain throughout the
life of the panel.
The fundamental problem that has plagued the study
group since its formation is that the FAA wanted to
control its deliberadons and onsui�e tfia[`it produced one
predetermined outcome - a recommended new grant
program which would fund coopeiative land use compat-
ibility plans joindy prepared by airport operators and
noise-impacted communities. � '
The group in fact approved just such a proposal and sa.w
�
it added to pending Senate legislation reauthorizing the
,
Airport Improvement Program. But then the provision
mysteriously expired in the depths of the legislative
underbrush. In the meantime, cominunity interests wanted
to explore other matters - such as the DNL 65 dB thresh-
old - which they believed needed to be addressed if the
group were truly to explore the land-use compatibility
issue in a comprehensive way. ;
The FAA's ham-handed attempts to, shut off further
inquiry annoyed and frustrated community representa-
tives, who suspected that the agericy had never intended
to pernut a legitimate effort by the group to address the
compatibility issue. At this writing, it remains unclear
what the final product of the study group will be.
Ti�e oniy cert::�nty is cliat most metr�bers fec,l t��e ��fon :�s
been a waste of rime and resources.
�
September/Octaber 1994 � Page four
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Nt)ISE . .�,� ��� ��
National Organization to Insure a Sound-control[ed Enviranment,��;�� -' ��
1225 Eye Street • NOP • Suite 30U • �Vashington, DC 20005 � ; � .. .. _ :.>
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Charles E. Mertensotta
City of Mendata HeigMs
1101 Victoria Curve.
Mendata NN 55118
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T��] ; �.:TQISE TTJ��SLETTER
�O�rEIVIBER
PUBLISI-iED MONTHLY BY THE �
NATIONAL ORGANIZATI4N TU INSURE A SOUND-CONTRULLED: ENVIRONMEN
Volume IV, No. 11
NC�ISE OPPOSES �V'AIVER PETITIONS
BY SMALL CARGO CAItRIERS
The Nadonal Organization to Insure a Sound-canmolled
Enviranment (NQISE) has filed a respanse to peddons
filed by Millon Air, Aimain �orp., Fine Airlines, Inc.,
AirTran Airways, Inc., and athers for waivers from the
fust interirn compliance date under Federal Aviadon
Administradon's Fart 91 fleet mix rules.
The cazriers are a11 small cargo lines. In filing its c�m-
ments, NOISE joined the AirFreight Associarion (See the
September-October 1994 NOISE Newsletter), the Air
Catrier Associatian, and American Airiines in oppasing
the waivers.
Following is the partial text of the N4ISE letter of
comment:
"NOISE is an associarian of lacal elected officials con-
cerned abc�ut the imgact of aircraft noise on communities
adjacent to commercial a,irparts. The local governments
N(�ISE represents were largely powerless witnesses to
the deal made by the aviation industry and the FAA
resulting in the Airpart Noise and Capacity Act of 1990,
which stripped fram airport operatars and their neighbors
virtualiy ali rights ta regulate aircraft noise locatly, in
return for a promised phaseout of Stage 2 aircraft by the
end of the century.
"As time has passed, most of the aviatian industry has
demonstrateci an impressive cammitment to meeting the
rransirion scheduie Iaid out in Part 91. Communities have
eventually become reconciled to the regulatory losses
they sustained under ANCA and have increasingly come
to rely on the industry's repeated �assurances of its inten-
tion to rneet the phaseaut schedule and on FAA's fre-
�uentiy expressed determination not to repeat the issu-
ance of mass waivers which maned the �ta�e 1 Paseout
process.
1994'
T
"The sub}eci petitians threaten to averturn a21 that has
been achieved since 1990. They ask for special treatment
under the rules. Tf they receive it, the ANCA "deai" will
have been exposed as a sham and cammunides will
understand that the FAA never intended ta hc�nor the
phaseout which was to have been the qu�id pro quo for the
lass of the right ta impose iocal noise and access restric-
tions. This in turn will go faz toward poisoning reladons
once again between communities and the industry, and
will tlueaten a renewal of the bitter cycle of regulatory
challenges and disputes of fo � years ago.
"A group of small cazgo carriers have been ogerating
Stage 2 equipment, since the enactment of ANCA, in full
knowledge not only of the requirements of the Pazt 91
transidan schedu2e but also of �the difficulty of a6taining
�
hushkits for the type aircraft they fly and of all the other
prablems which they now compiain will keep ihem from
meering the compliance date.; In the meantime, ather
carriers, many of whom have faced the same or similar
difficulties, have spent millions of dollars acquiring new
equipment or otherwise preparing themselves to meet the
mandated schedule. To grant the petitioners the waivers
they seek would be to penalize the good-faith effarts of
the carriers who have met the transition schedule and to
give an unfair advantage ta their less respansibie com-
peritors.
"NOISE apposes the granting of waivers as requested by
the petitioners. The first interim compliance date is really
the first test of the FAA's resolve to enfarce ANCA, and
NOISE hopes the agency will prove as cammitted to the
process as have the majority of the nation's air carriers.
The FAA sh�uld reject the petitions."
I
MayarThomas E�an ofEaQan, I��I�T, �resit'en: c��NC�iSr,
commenting on the waiver requests, said, °`With literaliy
(con�inue on page 2)
f
November 1994 Page two
.^
WAIVER PETITIONS said Edward Faberman, American's vice president for
(Continued from page 1.) •. governmental affairs. Faberman also reminded FAA of
, the position taken last year by the National Commissi�
billions of dollars being invested in conversion and/or
other aircraft costs, granting of any such waivers is
grossly unreasonable. How many other cargo airlines
will also request waivers? The only leverage noise-
impacted communities have under ANCA is the mutual
reliance by all interested parties on the strict enforcement
of the phaseout schedule, and any waivers granted to this
schedule would be an absolute breach of this vital trus�"
The National Air Carrier Associadon (NCAC) in its
statement said it adamandy opposed the waivers. "NCAC
member carriers have incurred enormous expense in the
purchase of compliant aircraft and/or in the modification
of theirfleets to bring theminto compliance." Millon Air,
the petitioner whose request sparked the statement, "has
made no showing why it cannot make this investment as
well."
NCAC acknowledged the lack of hushkits for the planes
flown by the peadoners but pointed out that there are
sufficientother airc�aftin themarketplace that meet Stage
3 standards. Noting that such planes are available for
lease undertermsrequiring an operatorto pay only for use
of a plane when it is in actual operation, NCAC said,
"While the costs of operating Stage 3 aircraft are higher,
compliance with the rules is feasible foreven the smallest
carriers in any market."
"Any waiver that would exempt a particular aircraft or
carrierwould give the carrier in receipt an unfaircompeti-
tive advanta.ge in commercial markets, would be to the
detriment of the public at large, and would in no way
enhance the air transportarion system," contended NCAC
in its statement.
American Airlines made many of the same points in the
opposing statement it also filed. American noted that the
granting of waivers would hand the recipients a competi-
rive advantage over other carriers and went further to say
that it would also "undercut the national policy of reduc-
ing airport noise."
"When carriers such as American are reducing the opera- •
tion of Stage 2 aircraft to the benefit of local communities,
it would be conn-ary to the public interest forothercarriers
to be given authority that would increase noise impact,"
to Ensure a Strong Competetive Airline Industry that i�
was important to complete the phaseout in order to "give
noise relief to millions of people who live near airports: '
In addition to the cazriers nazned above, Frontier Airlines
and a new Ukranian line named Antonov have filed
pedtions for waivers from the first interim compliance
date. � .
FINAL MEETING OF LAND-IJSE PANEL
STILL UNCERTAIN
The FAA's S tudy group on Land Use Compatibility may
possibly meet late in November in Washington to attempt
to fashion and approve a final report summarizing its
work. See the September-October 1994NOISENewslet-
ter for a status report on the work of the panel and the
issues to be resolved in the final edit of the report.
Scheduling conflicts among participants are making it
difficult to set a meering date.
1995 NOISE CONFERENCE
SET FOR WASHINGTON
The 1995 NOISE annual conference will be heldnextJuly
26-29 at the Marriott Key Bridge Hotel in Rosslyn, VA.
Sponsor of the conference will be the Committee on
Noise Abatement at Dulles and National Airports
(CONANDA), an ann of the Metropolitan Washington
Council of Governments, a regional planning and coordi-
nating body. Participaring as co-host will be the Metra
politan Washington Airports Authority, one of the two
charter members of the NOISE Airport Operators Com-
mittee.
�..
November,1994
FICAN REJECTS ADVISORY GROUP
AS VEHICLE FOR PUBLIC INPUT
!
The Federal Interagency Committee on Aircraft Noise
(FTCAI� has considered and turned down a request by
NOISE and other community-based groups to establish a
worlcing group of cidzens and others to give the panel
input on federal research into noise problems.
A plea to set up such an advisory body had been made by
NOISE and others during the first FICAN public forum
last July in� Atlanta, GA. The idea was rejected at a
meeting of FICAN October 13. Chairman Tom Connor
of the FAA said members of FICAN felt they could get
adequate outside comment from the public sessions they
plan to hold throughout the year.
Responding to the FICAN announcement, NOISE Presi-
dent Tom Egan said, "I am very disappointed in FICAN's
reluctance to allow NOISE and other groups to participate
as panel members. In my opinion, meaningful interacdon
and dialog with interested groups should only lead to
more constructive� understanding of issues relating to
�oise: ' �
Executive Director Chazles F. Price said he too was
disappointed, "but not surprised that FICAN has chosen
not to engage itself with the public in an ongoing, recip-
rocal way. I The decision simply reconfrms what we
already knew - that the government isn't really interested
in legitimate public involvement in decisions about noise
research." ,
Tentative plans call for the next FICAN public forum to
be held March 2, 1995 in conjuncrion with the annual
Airport Noise and Land Use Compatibility Symposium
in San Diego, CA.
FICAN, whose mission is to coordinate federal noise
research, consists of the FAA, the Departments of De-
fense and Interior, the Environmental Protection Agency,
and the National Aeronautics and Space Administration.
The Department of Housing and Urban Development and
the Veterans Administration are ex-officio members.
three
i
DETROIT METRO
BECOMES SECOND MEMBER
OF NOISE AIRPORTS PANEL �
The Detroit Metropolitan Wayne County Airport has
become the second major operator to join an advisory
body NOISE has established to facilitate dialog between
airports and communities on noise-rclated issues.
Detroit Mctro joins the Metropolitan Washington Air-
ports Authority as achartermemberof the NOISE Airport
Operators Committee (See the August 1994NOISENews-
letter for news of the MWAA i embership).
With 24 million enplanements annually, D�troit Metro is
one of the nation's leading facilities. The official repre-
sentative to the NOISE Airport Operator Committee will
be the airport's noise officer, Sean P. Bmsnan.
NOISE President Tom Egan, �ayor of Eagan, IVIN wel-
comed Detroit Metro to the pariel. "I am delighted that
Detroit Metropolitan Wayne County Airport has made
this commitment to try to work with noise-impacted
communities, where.possible on issues of mutual concern.
I realize that in some ways this is a real leap. of faith for an
airport; which so often iinds itself at loggerheads with
neighboring communiries. On behalf of NOISE, I want to
say that we will meet every good-faith effort of airports
with good-faith efforts of our own. to try to address
successfully some of the concerns that have heretofore
divided us: ' i
Charles F. Price, execurive director of NOISE, said the
decision by Detroit Metro was an important step in
making the Airport Operators Committee a reality. "I
look forward to worlcing with both airports to make this
new partnership function successfully," he said.
I
Plans are under way to have an inirial meering of the panel
with the NOISE Board of Directors in Minneapolis, MN
at the December session of the Board (See following
story).
,f'
� �
Nuvember 1994 ,.Pa�e faur
NOISE
Nationat Organization ta Insure a Sound-controiied Environment
1225 Eye Street • NW • Suite 304 • Washingtan, DC 20005
Charles E. Merkensotta
City af Mendota Neights
1101 Victoria Curve
Mendota MN 55118
�-
�,
�
JAMES METZEN
Senate District 39
Room 303 Capitol
St. Paul, MN 55155
(612) 296-4390
and
312 Deerwood Court
South St. Paul, MN 55075
(b12} 451-0174 '
NdVember ?, 1994
Mr. Tom Lawell
City Administrator
City nf Mendota Heights
110I Victoria Curve
Mendota Heights, MN 55118
Dear Tom:
�'z.���.�� ��� ! ti � ! �o t Q4
�
i - .
�erlate
State of Minnesota
Thank you for your letter and copy of the Ca.ty of Mendata
Heights' "Airport Noise Plan of Action." T appreci.ate you taking
the,time ta bring me up ta date as ta Mendota Heights' effarts to
address airport noise cancerns.' ' � .
As you may know, I too am deeply concerned about the i.nequ.itable
distribution af aircraft noise around Minneapolis/St. Paul
Tnternational Airport. Over the past years, I have worked with
the�Inver Grove Heights Aircraft Noise ,Abatement Commi�sion, have
written letters ta Metropolitan.Airparts Commission Members and
to Mr, Hamiel urging a more equi,table distribution of noise for
the entire metropalitan area, I have gone an record to;tell MAC
that it stands to reason that since all of the surroundinq_areas
enjay� the benefits of the ai.rport that all of the surraundinQ
areas should share �he noise factor. ,�
Qne; of the items in the .Ai.rpart Noise Plan af Action dealt with
the make-up of the Metropolitan Airports Commission. A's a
legislator regresenting the area, I wauld certainly be Willing to
work for an appointment of a Mendota Heights resident to the MAC.
If there is anything else I can da, please da not hesitate ta ask
for my assistance. �
Again, T appreciate the
forward to warking with
Commission. By the way,
the names and addresses
information you provided me and' look
you and members of the Airports Relati.ons
wauld yau be so kind as to provide me
of the commission members. �
�a {CCIMMITTEES: Chair, Governmental Operations & Refarm Committee • Chair, Banking Subcommittee of
Recyc%dPaper 'Cammerce • Member, Commerce c� Cansutner Pratection Cammittee • Rules & Administration Committee
10% Pvsr-
Co�uttnterFibcr ,• Veterans and General Legislation Committee • 3obs, Energy & Comrnunity Development lommittee
��
Mr. Tom Lawell
Novemher 7, 1994
Page 2 �
Thank you and please continue to keep me updated. I appreciate
your input an this issue.
�ince�ly,
,
St�e Senatar
JM:avp
., ,
. ,� ..
�.
`� �
���ltl� '
Mr. Richard P. Braun,
Metropolitan Airports
6040 28th Avenue South
Minneapolis, NIl� 55450
Dear Mr. Braun:
1Viendota
Chairman
Commission
C ity o�
�ei hts
�g
November 25, 1994
VIA FACSIIKILE -
ORIGINAL TO FOLLOW
On behalf of the City of Mendota Heighta, I am pleased to
provide to you our formal comments related to the draft
Alternative Environmental Document (AED) to the MSP Long Term �
Comprehenaive Plan (LTCP). As you know, existing operations at
MSP have for many years been a source of concern and distress to
a great number of Mendota Heights residents. Expansion plans at
the airport, a� contemplated in the LTCP ASD, run the risk�of
making the situation more onerous. The intent of this�letter is
to set forth those elements of the plan with which we agree and
disagree. �I . �
In reviewing the AED it is evident that the ground being� ���� -���_:
turned in the document is not new. The MAC sponsored.the
Interactive Pla.nning Group in 1991 to consider the issues
surrounding�long term development at MSP. Supported by the MAC
staff and consulting work by HIJTB, the Interactive Planning Group
conducted a through analysis and concluded that if MSP�is to �
remain in its present location, the be�t runway expansion
alternative is the north/south runway along Cedar Avenue. This
recommendation was adopted by the MAC in 1991 and has been
designated as the "preferred option" in the MSP Long Term
Comprehensive Plan ever since.
In further support of the selection of the north/south
runway as the preferred MSP expansion option, a Capacity
Snhancement study was conducted by the U.S. Department'of
Transportation, Federal Aviation Administration and the MAC which
quantified the relative merits of the various runway expanaion
options. In comparing the effects of a new north/south runway
vs. a new north parallel runway, the FAA noted that the
north/south runway is the superior choice by all measures: cost
of construction is lower, the number of hours of delayiis less,
and the overall flexibility of operating the airport is enhanced.
m
1101 Victoria Curve • 1Viendota Heights, 1VIN • 55118 j � 452 • 1850 -� �
�r
Mr. Richard P. Braun
November 25, 1994
Page 2
At the public hearing held at Washburn High School on
October 26, 1994, the City of Richfield spoke in favor�of the
third north parallel runway based in part on a reference
contained within an FAA document•.which apparently speaks in favor
of parallel runway construction, in general. Aa evidenced by the
FAA's recent Capacity Enhancement study at MSP, this general
reference is not applicable to the circumstances at MSP. Other
airports across the country, Washington Dulles, Dallas; Fort
Worth, and Chicago 0'Hare just to name a few, have si.milarly
constructed non-parallel runway configurations.
As a community which would be severely i.mpacted by the third
parallel runway expansion alternative, we were obviously pleased
with the outcome of the Interactive Planning Group's effort, the
MAC's endorsement of the north/south runway, and the FAA's
Capacity Enhancement Plan which also clearly favors the
north/south runway. .In reviewing the current Alternative
Environmental Document, we see nothing which would modify the
selection of the north/south runway as the preferred expansion
option for MSP. I
The Mendota Heights City Council has discussed the ASD at
length over the past several months and wishes to go ori record
regarding the following poin.ta: � �
, ,
Eguity, Equity, Equity
Any decision made to further expand MSP in its present
location implies that the airport is likely to remain put for
many, many years. Such a decision is grossly unfair without a
commitment from the MAC to enact more equitable noise
distribution procedures at MSP.
We all enjoy the benefits of having a°close-in" airport and
for those cities which surround the airport, a considerable
amount of favorable economic activity resulta from that
proximity. At the same time, a few nearby communities�experience
a considerable amount of negative impact as well in the form of
intrusive aircraft noise pollution. Unfortunately, the
distribution of the "negatives" are not nearly as evenly
distributed as the "positives". �
Principles of fairness and equity dictate that a decision to
grow MSP in its present•location should include measures to
ensure a more reasonable distribution of aircraft noise
pollution. {
Mr. Richard P. Braun
November 25, 1994
Page 3
In the case o� the Ca,ty of Mendota Heights; a large portion
of our communi�y has al.ready been asked to bear the brunt of the
air noise pollution produced by departing jet aircra�t,. In
response to this situation, we have attempted to rea�anably
tolera�e this exposure through our sound land use plarining, t�he
adoption of highly restrictive bui2ding code atandards, the
selective acquiaition of certain noise impacted properties, and
our aggressive participation in the Part 150 sound insulation
program. None�heless, these activities were neither designed or
intended to accommodate the additional no�.se proliferation which
would i.mpact our community with the construction of a new north
parallel runway. By any measure, addition:al air noise°pollu�ion
within Mendota Heights wauld iae patent2y excessive and h3.ghly
objectionable �o our residents. �
His�arical Properties
In close proximity to the proposed new north parall.el runway
lies the historic praperties of Fort Snelling. These praper�ies
are of�icially recogni2ed as the Fort Sne].ling Na�ional Historic
Landmark District and the Old Fort Snelling Natianal Register
His�oric District. Contained within t�he boundaries of�these
districts are properties dating back to the 1800's, representing
an important slice of history for the Sta�e of Mirine�ota and, for
tha� matter, the Nation. �
The prapo�ed north parallel runway would not onZy;move
aircraft naise, vibration and other pollutants closer to these
valuable proper�ie�,�but would actualZy d�stro,x a number of
historic structures. Whereas a business can be replaced, a
his�oric landmark of the S�.ate and Nation cannot. To seriously
consider a runway expansion alternative which involves'the
demolition of such valuable hi�toric properties is �
unconscionable. (pages III-25-28)
Run�nray Use Restrictiaas �
�
1
On Figure 21 a number of �light tracks o�f o.f the�existing
north parall.el runway are depicted. Departures o�f runway 1].L
over Mendota Heigh�s seem to indicate that aircraft are directed
to EIy �o the midd].e o� the Minnesota River before they are
issued instruc�ions to turn left. This is not the case. Air
Traffic Con�rol. routinely assigns departure headings ta aircraft
prior ta brake release and pilots may initiate their �urns long
before �.hey reach �.he Minnesota River. Earlier turns pu�h
aircraft further and further narth in�o our coznmunity and Figure
� O
21 clearly does not reflect this �act.
Mr. Richard P. Braun
November 2S, 1994
Page 4
Noi,ae 8xpasure Pro,�ec�ions
On pages III-34 and III-40 of the document popu].ation and
household coun�s for DNL 60 noise exposure pro3ections are
provided. These �igures indicate tha� approximately 2,300
additional peaple wauld be �osed to noise levels o� DNL 60 or
greater under �he north paralZel xunway alternatives as compared
to the north/south run.way alternatives. Coupled with the need to
more equitably distribute air noise to alI communities'which
enjoy close praximity to �he airport, this data �urthe'r affirms
the preference far the northJsouth runwa.y.
Sa£ety of Z'hird Narth Parallel Ruaway �
As praposed, the third narth parallel runway opt�ion
con�emplates the canstruction of �wo primary airport run.ways,
side by side, separated by on3.y 800 feet. Clearl.y these runways
will be hampered by various opera�ional constraints as!a result
of thea.r close proxima.ty to one another. At other airports in
the Nation where such situations e�cis�s, pilots are often
confused by the placement of multiple runways aad taxiways within
a tight land area. Every effart �hould be made to avoid such a
si�.uation at MSP. Alsa, given that some �.ircraft utilizi.ng MSP
have wingspans approaching 200 feet, the eafety c►f such a ,
proposal should be seriouely questioned. �
�ir Traffi� Pra.jectioas
Based on the data provided within the ABD, it does n.ot
appear cer�ain that the need �or an additionaZ runway is clearly
justif3.ed. On pages TII-36 and SII-3'7, the projected 2005
average daily arrivais and departures are described. The
combined 2005 daily to�al is listed as 1,328.4 aircraft
operations per day. In August, 1994 the combined daily tatal wa�
1,315 aircraft operations per day! The validity of these number�
should be checked and if the�r are faund to be accurate,! �he MAC
should seriously reconsider the need �o pursue the construction
of an additional runway at MSP, �
,.
v
Mr. Richard P. Braun
November 25, 1994
Page 5
We appreciate the opportunity to provide you with�our
response and reaction to the dra�t LTCP AED. Should you have
questions or comments regarding any of the above, please let me
know.
. I
Sincerely, �
CITY OF MENDOTA HEIGHTS
�I
�
M. Thomas Lawell I
City Administrator 1,
i
�,- �' �� �. ��c � � ���� �
�`:� �i
CHARLES AND RATHRINE ROTHSTEIN
� 1807 Walsh Lane
Mendota Heights, MN 55118
686-5498
November 22, 1994
METROPOLITAN AIRPORTS COMMISSION
6040 28th Avenue South
Minneapolis, Minnesota 55450-2799
Re: MSP Expansion Plan
Dear Commissioner:
My family lives in Mendota
the expansion plans for the Minne
We have read the "Plan
impact of the different pla
expand the airport. Perhap
Study, but it seems clear that
(north-south runway) are much mo
2 (north parallel runways).
Heights. We are concerned about
apolis-St. Paul aixport.
(
ich is an evaluation of the
study by the Commission to
fully understand the Plan
expansion alternatives 5 and 6
feasible that alternatives 1 and
Study" wh'
ns under
s we don't
re
We believe expansion alternatives 1 and 2 should no longer be
considered by the Commission because they present significant
operational and noise problems, particularly when compared to
alternatives 5 and 6. �
We thought a couple points are worth mentioning in this
letter. First, the study concludes that "more people will be
impacted by noise by alternatives 1 and 2." Second, alternatives
1 and 2 would require destruction of buildings in the Fo'rt Snelling
National Historic Landmark District and the Old Fort Snelling
National Historic District. Alternatives 5 and 6 would have no
impact on these districts. This seems to be critical because
federal law prohibits the harmful use of national register historic
properties or districts by federally-funded trarisportation
projects, unless there is no feasible and prudent alternative.
Under these circumstances, alternatives 5 and 6 ipresent a
reasonable and prudent alternative to destruction of the Fort
Snelling property. �
i
�
;
�
Since we live in i�iendota Heights, we obviously� hope that
alternatives 1 and .2 don't become a reality. However, we
understand that presently Mendota Heights shoulders the burden of
more airport noise and traffic than does the area affected by
alternatives 5 and 6. If the airport is to stay at its existing
location, fairness and equity suggest that the airport problem be
distributed as evenly as possible between the neighboring
communities. If alternatives 1 or 2 become reality, fairness would
seem to go out the window because Mendota Heights would now be
shouldering even more than its fair share of the problem.
If you have any questions about this
us.
cc: Thomas Lawell
letter, plea�e contact
1
.I
�
I
irinea Rot ' n
�� �
December 9, 1994
TO: Airport Rela�ion� Commis�ion M er�
FROM: Tom Lawell, Gity Adma.nistr
SIIBJECT: Discussion with Mr. Wagoner Regarding Mendota Heightsj
Eagan Corridar and O�her Airport Related Ma�tere
DISCUSSZON �3
I
In recent months the Commission has been meeting with
representative� of variaus airport related agencies to discuss with
them is�ues of interest to Mendota Heights. Invited to'join us in
December is Mr. Bruce Wagoner, tha FAA Tower Chief at MSP.
Although Commission
con�rol tower facility s�
had the opportunity to s�
in running �he airport.
you a chance to do so.
members had the apportunit�r ta taur the
:veral months ago, Commis�ioners have no�.
t down with the FAA to discuss thezr role
Hopefully Mr. Wagoner's visi� will allow
In speaking to Mr. Wagoner, he seemed to indicate that oGher
FAA staff inen�bers migh� accompany him ta our upcaming,meeting as
well. In addiGion, he asked tha� I fax to him a few question�
which I thought the Commission might ask an Wednesday.! Attached
pleaae find the Iist faxed to Mr. Wagoner today. �
CITY OF MENDOTA Hi3IGHTS
AIRPORT RELATIONS CONIl4iISSION MELTING
DECII�ER 14 , 19 9 4
POSSIBLE QIIESTIONS FOR DISCIISSION WITH THE F
1) What are the current tower orders used for departures off
runways 11L and 11R (simultaneous, non-simultaneous,
nighttime)? How have these procedures changed since 1970?
2) How many hours per day does the tower currently Itilize two
independently operating controllers (dual� control/
simultaneous departures) in the tower cab? What are the
typical hours? �
3) What is the status of the request to amend departure control
procedures to route aircraft down the center of the corridor
during non-simultaneous departures? I
4) What were the circumstances leading to the issuance of the
tower order signed by Mr. Les Case in 1973. Was Mr. Case
authorized to make such a change in the manner in which it was
made? �
5) Why does the monthly aircraft operations "tower� log" data
differ from the data reported by the MAC? �
6) Are there any navigational aids which currently exist at MSP
which could be better used to insure that aircraft follow a
specific departure heading? Is there a navigational aid which
could be added to MSP to accomplish this goal? j
RESPONSE to M�NDOTA HEIGHTS QUESTIONS
1. A copy of the current Tower Order containing deparl
procedures is attached. See History. �
2. Tower currently has simultaneous departures about :
day.
Approx times:
0645-0700
0730-0845
0915-1000
1115-1215
1300-1400
1430-1530
1630-1730
1800-1930
2000-2100
2145-2230
:ure
�0 times a
3. Foggia and Finney both have the letter we sent after
receiving initial response from Annette. �
4. See History.
5. The monthly traffic data sent to Washington includes all
airport traffic, ANOMS only receives Air Taxi and Air Carrier
operations. �
6. No current ground base nav system can insure better
compliance. Advanced technology such as GPS or FMS may help.
.,
�
9/30/93
g. All helicopters requesting approaches shall be
with RUS procedures.
h. 1•iendota Heights/Eagan procedures.
(ij Departures on 11R and 11L shall:
il
MSP AT
accommodatld
7110.4C '
in accordance
(a; Be issuea heading 105`� ���hich r�ill ensure that ai�rcraft ��ill
remain clear of the l4endota/Eagan noise sensitive areas unless minimum diverging
heaaings are needed to separate �uccessive or parallel deparrures�not on the same
route. �
{b) Fihen diverging separation is in use, it shall be used based
upon the following criteria: . I .
�
1 Runway i1R - a heading bet�aeen 090� �nd 1050 or a track on
or north of the 29L loc�lizer. {
�
2 Rurn�ay 11L - a heading bet��een 090� and/or a heading s•;hich
���ill track on or north of the 29L localizer. I
{c) Proceed on the heading assigned until at least 3 miles from the
departure end of the runt�ay. �
{d) ��ihen requested l;y the pilot of a Group N or V turboprop, be
issued headings �nd turned t•�hich prohibit fli�ht over these noise�sensitive areas
ii.e., river departures). I
i
{2) Aircraft south of Runway 29L localizer arriving on 29L and 29R shall
be vectored to at least a 4-mile final. When issuing a visual approach clearance
to these arrivals, the pilot sha�l also be advised to make at least a 4-mile
final, i.e., "cleared visual approach 29L, make at least a 4-mile�final."
i. Aircraft departing on Rurnray 22 and making a right�turn shall:
(1} Be instructed to reniain on run�ray heading until leaving 1500 feet
MSL. . I
�
(2y Not be issued � heading greater than 350Q until past ihe 11L
localizer course.
j. During quiet hours 11:00 I
{ p.m. until 6:00 a.m.), maximize the use of the
t�tendota Heights/Eagan corridor as much as feasible by departing Runs��ays i1L and
11R, and landing Runways 29L and 29R. • �
{1) If Rw�way 4/22 usage is required, give equal priority to either end.
, I
(2} Due to the i��ise characteristics of the BE-18 ("Twin Beech"} and
similar "noisy" types of aircraft, apply these procedures during quiet hours.
. �
Note.- Examples ��f similar noise characteristics to the
BE-18 include the Lodestar, Travelair, and DC-3. I
Par 7
�
P�ge 19
• �
�••s r: '•- ..s : > • .•r. - • ►. • � .
• � • • ..• •::
1!7#Tdd'tx'�O�fr Aft�t yrars of discus.s.ing� th� aircraft nois+� problam with the Metropol�itan Airports
Cammissiort (MAC�, membera of #t�e airline industry and varioua groups representing the public, tt�e FAA,
lea�d by th+ Min�eapoiis Area Mane►gar, Mr. Robart Zeigier, decided to assist irt the ettort oi addressing
ttte ptobfem ot nolse. Durtng me year 18�� me FAA, represented by management of tne tocai (MSPj
Corttrol Tower, agreed fo wor�c witt� ttte newly lormed Metropoliian Aircraft Sound Abatement Council
{MASAC). The decision was tc act as advisor to that group. (
One ot tt�e first taols to be recomrrtended by the MASAC was a method tor changing the historical use of
tl�e runways. At that time the tower used or�iy rvind and weather as the taciars iar determining the
dlrectbn of ttte �afStc pattems, The organlzatlon asked me Towe� to agree to use the nanways in a manner
tt�! would, ss tt�ucl� a� lr�a�ibla, avoid the araas with the most noisa se�sitivr� land use.
Afber a lany per�od of exhaustive coordination and ptanning tt�e Tawer ag�ed io what was ta t�e known as�
tt�e Pre�tia! Runway System {PRS). This change i� operation was an intormal procedure tt�at began to
iOC1�C S@riOtt3ry �t �18 3t(�lSI� giDURtj iTBCIS Itt 3tjt�I�SdCt C4 �1@ �Oi�lO{1 Ot �18 3lf�T4CL �i8t W3S USE.'C�. As an
int'orma! ptocedure it was (mptemented as merery a change in the intemaJ operations direc�ves that
ccntrc!lerss at�d Tawet su�ervisars were required ta abide by. By the open window season of 1985 itwas
�stabiiatted as one psrtial salution ta tt�e ovet�all noise problem ar►d was heralded thi�oughaut the country,
i� �aivport commur�itias, as a braakthrough in how tfie community, industry and the gavemment cauid work
to�ether when each ot the parties we� committed to seeking sotutions. � .
As wfth most changes, trie PRS had iCs cri�cs. Scme peopie in Soum M(nneapofts said it d(d nat ga iar
et�ough. Many in the Blc�omingtarYRichfie4d area complained that tfie new proc�ures unfai�iy routed an
ur�q�al arr�unt af traffic aver ttteir neighborttoods. Even same in 5t Pau! {Highland Parlc) camplained
wt�►an a�+�y airoraft ovafiow tfwir �ra�,. Fnaily, thoc�t ropraaanting tlw EagaNMendota Heights a�aa
camplalr�ed ot Qetting even mo� tratlic. �
The MASAC heard al1 tt�e complaints with sympat�y and undersias►ding. 'ft�ey remained sieadfast,
haw�rer; in tl�eir beliet tfiat the PRS was overall woricing ti�e best for the majority of thE p�eople. It
remairtieci as initiaify suggesbed until earty 1972. �
� C�C?�"TldCX: During tfie May, ! 972 MASAC monthiy meeting a con4ngent of citizens from Eagan
�
a�staed �o tpe hervd durirtg that parfion set aside tor citizens camrrnents. Their spckesmas�, Mr. Green, gave
an ex+cedle�t pr+�sentatian �ardin4 their position on ti�e PRS. The pasi6on was that in �eneral. they
aqree�d that tt�e PRS was, ov�r��ll, a gaod thing tor ttre majarity of tt�e pcopk tiving �round the air�ort He
aiso s� that the area between Mendata Hei�yhts and Ea�an just East of the airport was prabably a�oad
pk�ue for ttre overffyir►y of aircraft sirtce not very manY P�Phe iived ttrere. Hc tl�cri painted ovt, however,
hc�w tt�ose tt�at are ettected by tfie use ot 29L, 29R tar landinq and 11 L, IIR far takeoff are being
bcxnbarti�d by noisa due ta tfie significant incr�ase af the area as stipulated by the PR5, He asked that
the group laoic into i# and try ta find sortte way ta avaid aii the fow fiying as tfie aircrati tumed onto �ina! and
ott�s mad�e #t�e's� ct�pmrh�re tums over ttxs homes in Eagan. 1t was a very positive stat�m�nt and a
cttaiien�e �o the +�roup and thetr advisars. Tt�e Noise Abatement 4tficer from tt�e FAA Great Lakes
Reqional Otf4ca, was in aitettdanca at tha meeting a�lang with the Air i'rar�spari Asscciation (ATA) l�egional
Di�ectcx. , j
1
The Ieadets of tfie Cantrai Tawer met with members af the 4peratians Committee ot the dr1ASAC during
it�e tatk�ng two week�. The�l agreed to a proc�edure that would, in etfect, establish a corridor East of the
ai�pofit, The procedure was fio iorce all inbound turbajet aircraft, 4andin9 on runway 29L or 29R to make a
faur mib tum onta finai a{�proact�. It nlso estebiished cfcpasrturc �eadings ttsat would p{ace aircmft in the
cot�iclofi ia� tt�ree miles atter deptarture. The proc�dure used was io assign � runway heading" ta afi
i
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Page i �
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i
d�pertin9 'turbojei eircr�zf# as a portion of their departure clearance. This heading �Nas to be ma�nta;ned
untii a; point w#wrw #tw dvpartvra controtWr wottld modity i! (t�ywsd threa milas). ik�� proc�dure was.
a,�am, mt+�m��t ancl tmptemenoe� ey me Towe�wtmin tnetr operauans �treauve.
Ourirr� thelr Ge4lbera�ar►s an tt�ls procedure tne Tower coc�rClnatect severa! tlmes w4t3� tne FAA Reglona!
Office. They vr�re ahvays careful ta paint a�t that ttre ihe PRS, oi rvhich tne new pracedure woulcs ce a
part, wouid nat cau�e unacceptable delays. They made it ctear that, like the PRS, the procedure wouid
not ba uwd durir� poriod+� o! conflioting traffic or if thundaratorm�a or othv�� waatt�pr phonomena cau.sed a
safery d�riaratian. At this paini, only tt►e Souih baundary was established. That boundary was the
tocatizer of 29L (the 29R tLS had not yet been established}. �
Tht pracadurc was agr�ed io by the MAC, MASAC, ATA and tlte �AR Regiona! fltfice. li was placed inta
efiect around the middie of June, 1972. it retnained as ariginalty developed, wittt mixed res�lts, uniif tfie
btkrwing MAY. �
Eariy in the "open Windovw' season of 1973 the MAC began to receive what, in tiiose days, was
consider�ed to be an irta�dlnai�e amount af noise complaints from the ci�zens from Eagan. in addition, tfie
Eaqatt rtpr�artffiifve on the NIASAC complained tai#teNy about hraw little the corridor was helping Eagan.
He eventually rest�ne�d from the MASAC. The city ot Eagan retused ttte replace him, in etfect, resic�ning
!�'an ttwr orgar+ization. 1"hay wrantualty filad a iitw cuit again�t tha MAC.
The MAC disc.ussed this seriaus probtem witfi ttte FAA many times as soon as it became apparent that rt
wasn't �ing to get better on it's own. Since tfte Regionat Director and d�e Depury Director were, at one
titr�e,t, eac�t Mana�e�^s ot the Mint�eapolis Area Office, and very much in tune ta the overall airc�aft noise
probierrt in tha area�, the MAC eiected to t3ypass normai FAA channels and talk directty with t#�ese men. .
This rrwtt►o�d vwas wry effiectnw and did r�ive tfia attention of those FAA persons invaived ir+ the
op�satison ai MSP.
tn eariy May, 1973 the Tawer Chief announced his retirement T1tie Regional Directar seiecteC me �AA
Nase Abaiement' OfCicer as hia rep4acemet�L He and the Oeputy Directa� brieted the newly assigned
Ru�tia+�r personalty and p(aced entphasis on wort�dng with ttse MAC and MASAC on it�e noise problem.
Tho D�p�aty Dir�atar s.ot up a maating with t#w MAC and mamb�rt ot tho Opwr�darti� Garnmittw� oi ttw
MASAC. The new manager waa direcbed to leave Chicago in time to meet with this group at 1:00 pm on
his tirat da�y tHt tha jc>b, May 25.
C?n May 25, a me�ting took place be� the new Taw�r Chief, the Deputy Chief, tt�e Tower Operations
at�er and membefs cf tt�e Qperatians Committ�e. The meeting was informal and no minutes were taken.
TM oommitba� rttarnbors wsrc Clauda Schmidt, Naas� Abat.�m�tni Officw, Captain 8i11 Hockbrun, �y�rYA
Chiet pi}a� Capta3n Art Ninka, Chief P(lot, North Gentral Airlines and Stan Otsen, Chairman of MASr�C.
Thw qroup a�t�irwd lt�at !tw problan wsis or► ttw Scwtt� adc,� ot th�► carridor. Tho four mita turns fw
errivals seemed to be wortdrt� but t3�e n►nway t►eading dldn't seem ta plac� me departing aircratt tar
enouQh from tlx re�idences. in fact, they said, tor tfie people living just South of the iocaiizer the problem
may e�watt be wrxse tt�an betore since aircraft betore, many times, tumed before getting to tf�eir area.
��'0��3 t�� �c�s'"�$i�'�Tergtll. The flna! agreementwas to, as traffic permitted, iss�e a heading ot
114 degress ��n� turbo}et aircraft, es�ecialty thoae departing on .11 R, and to emphasize a�eft
turn. Aqatn, an inbrm�i aqreement A mc�fticatlon was made to the Tower Operat(ans Dlrective in order
to accamplish tt�e c�ang�. 7h+� new phraseolagy was "Tum iefii after departure, mainiair� t�ading ane
one zero, cleared for ta}ce-otf'. This procedure was placed into etfect araund June rt, 1973.
As pt'evirwsry, ttw c�tat�e recetved mbcec! reviews. Tne camptalnts canrinued ta cot�ne trotrs Eagan even
tl�au�h sort�at in a reduced number. Those living or� the immediate South boundary stiii sEemed ia
t� Ut� most displeased wiih tl�e situatian. The MAC Noise Abatement Officer and the Tower remained in
c�ass cantmct ebout ti�e prabiem. The FAA Regian e#t�ctivefy drapped out of ths picture at this poir►#.
Page 2
+ ±�
. 1'he procedure �emained tt�e sa.me untii, in February, 1974, a significant change in air� pace utiiization �ook
piacs �tt aii tlw majar air�sarts in khe U8A This was ths esLablishment af Glass N Te�rr�ina! Coniro� A�eas
.('TCA}. This new deveiopment, designed ta force the separa6on ot turbojet and sma;ter r,enerai a��ation
airctattit� ttw vicinity of mayar airports, was for avoiding mid-aircollisions. This mayor change in airsoace us�a
meant thnt a!t ptacedures wtit#�in tt�e MSF area required a review. The main oroblem �.vas mat �»:ce ►n�
TCA was estztbiished ai1 aircraft arriving or leaving ifie MSP area wauld be requirecf to i� vector�d 'ay a
�aciar controller or to be separated lateralty, longitudinal{y or visualty white within six mites oi tne airoort
Thi� w�ould, af caursa, pe�i a real strain on the uss ot` the corridor East ot ihe airport sir�ce prewausiv manv
of tfie pilots had elected to provide their awn separa#ian during visuaf flight ruies canclitions.
�
ARe�' a number� at triafs and enrars the Tower establ(shed a praceclure whereby the airc�att cieearting ��R
wauld be issued a heading of 110 degrees, as previousiy. Hawever, beca;use of ihe new �oaratiar�
requi�ement, they added ttyat aircratt departing on 11 L, simultane4usty, wouid be issued a heading :;r r,Sn
d�gr�aas. Ttti�s accam¢li�haci what wac n�d�d and allowed the corridor t4 contir�ue aasica�iy as �c �,ad
previousry. (.
tn August, 1974, tlte MAC Nolse Abatemeni Otilcer asked the Tower to look Into the feasibility +�i tuming
aircratt c�epartinq on 11 R to a heading of i OS degrees instead ot trie 114 degrees. Atter testin� the
cancept tt�e Tc�wer agreed to the change. At that dme it was agreed that only 15 degrees separation was
t�quired beivva�n simultar�eous departures�. Consec;uently thQ 090 heading for 1� i.,, when it was
needed� was retained. �
Dutin� tfte summer of 1974, tl�e lL.S was establfshed on runway 29R. This provided better runway
oriefitattion bt� aircratt landing on that ntnway and lawer instrument mi�imu+rns bui did nat e�lect the
catTidtx. ' I
' Lat�e in i 974 Na�f't Central Airfines asked tt�e Tow�er ic laok into the teasibility of re�establishing tt�e "river
depa�rtute" for turtyoprop aircraft. Their p�osifion was thatthe corridor was far pure �et a�rcraft and shauid noi
efi��+ct tt►e!r GV-SSQ'a. 'fie Tower experimented wlth takJng turbaprop aircraft down the river it South
bcwnd and up tttv rivar if Nrxth bcund. Ir�itiaaily tftta pr�ocedure was used oMy tor North Ceniral's CV-�80s.
It was discovereQ tt�at tt�ese slrcratt did not Increase me na(s+e and acnaairy heiped me overai� trarnc
prob{flm, sand, �,�cialty tlw utilization of ttw corridar for turboj�►t aircraft Aftar a periad of one ysar not
otte compiaint was r�;c�:nred fram itte publiC. !t was put into eftect in the fall of 1975 for alt turboprap
airctat't. �
ttt the SptitZq of 1975 tfie MAG as�d Tawef continued ta receive complaints about utilization of khe carridor.
T"h� veat mayofify of the c�mpiaints w�ere when the corridar was not used due to weather. Sti11 tt►et� were
tim�s wha�t t!�►f procadur�r v�as no! usad by tlw Towsr ar whsn tfiq dQparture contraller wauid, iar traffic
purpasas, tum an sirc,ra�tt earty. !n arder ta assist tt�e contrallers in maintaining the procedure, a'box" was
pla.�rd on t#� rsidar map. Thia dc►pioiod tlw rrsstin a�raa to b� pratactod. !t sllawwd thc corstresllers to seQ
and aw�d the Soutt� �e ot tt►e boundary. itwortced weil for many years. �
There was no appreciabie change in tf�e corridar for approx�mateiy ten years.' There were per+odic
com�ainb !o both tha MAC and tt►a Tcywwr. Tlwr.� wQro investigat�d wi#h mixed rosults. For the mos#
part, tt�t corridor waa 9�cce�bed by evesyone as prcbably the best that coutd be done but agreed that it
Eooic oonstant aurrra+its�r►os to in�uro iYs int+agrity w� m�intair►aci. a
!n Ausuat, "! 98'1 the contrc!l�et� strike occufred. This event caused many temporary d`+fficuttias tor tha tower
becxuse of tfie st'tia{teya cf contralten. The carridar was sti{4 maintained but not as well as previously.
Soon atbet� tite strika a major training program was undertaken by the tawer. ,This meant many new
t�tro#kss aund a pericxJ o{ adjustr�r�ent 1i also meant that many ot the tower management peopie, normaity
w�#+ahir� iar things iiis� th� PRS w�ra now ccrtcentrating on other rr�tters. �
Dt�tit� ti�e summef ot 1982, as more controllers were trained and managers re(eased to their �artner
Page 3
r�
tunct�ott 't1�ey t�ats��c3 'tTta't cies�ciencies ned ceveloped i� some of ifie areas. One of these was the corr,���
YMNe arete rivo probiems. rne nrst was mat me new convotrers, wn�te trarned wett an �sarety, WP.(8 ��i 3S
�waro of noi� abat�rrwnt � many ot ttwi� predocessors. The second was ihat a new probt�m with tha
canrfdor had d�vefaped. The re-emphasis on use oi trie corridor was retatively simpie and `nt3s Corrpcted
T"he new situabon, haweve�, the discovery af Friendly Fiiiis as a naise problem, was not as Fasy to ��x.
Earty in ttw tumrr�r o11884 ttw cornplainLc from th+� Narth sido of tho corridor incraased dramaticaily. tiew
vaices began ta be heard and pressure begara ta t�e asserteC tram �aeopie +n that area previousty not
involvod. Thi: activity wa,s masUy direcbe+d against the MAC with an xcasionat comptaint io the ;v;�:sMC
attd G1e To4Vef.
As the MAC Noisa Abatement Office coordinated this new problem with the Tower there v�re �wo
rsasatls discoveted ior ttse camp{aints. The first, and most troublesome one, was that tra�c �n the c,o�ri�o�
had incr�e�sed dramaticaity, esp�cialiy departutes on �snway 11 �. This was due ta �epublic Airlines
astablishing a"Hub" at the airport and a resuitant tremendaus increasa in'departuras. {t meant that i�e u30
de�r�e �Ing was being used more tt�an ever betot�e. The second was that ihe Tower was, many t(mes.
usittq the 090 degree tteading oiY runway 1 i L when no conl�icting ktatfic was departing on 11 �. Tr,e
second probtem was addressed uniiateraily by the Tower with some, but nat comp{ete success. F he
ir�crs�s� in trattk, howav�r, required much moro involvement by others, partioutariy the MAC and itiiAS:+C.
The ptbbiem was discuss�ed at l�ngth between the Tower, ihe MAC iUoise Abai�ment Ottica and at
MASAC meetit�gs. The MASAC retetTed the prob(em to ifie Qperatlons Committee a�jring mese
ma�tin�s it bocs�m+� evici+�nt t�rai Mattdata Heights was being discriminated against in the manner the
corricior waa being used. The Tower agt�eed to review ttte headings being used and ta experiment wim
w�ya to mak�► it moro oquitahla.
The Tawer reviewed the histary af ttre corridar and haw it had evalved. They carne to the conc�usion thac,
as itwaa ori�inalty designed, itwould not be discriminatory. They experimented witt� s�verai methods far
ptaang ckparting airctaft closer to tt�e Sauih baundary ot tt�e corridor in order to allow room to maneuver
dt�rtU1Y3 4tt t'URWBty 11 L Th�se VB�t'i0us u5e3 Ot the cot't'1Qot' were dlscus.sed wittt the �,1AC Noise
AbaLwtwr�t OlfSoq, ttw MASAC and with parti+aa from bath sida� of the cammunitic►s involued. '+ Ysey were
unsuc�esslul in getdng agr�eement as ta which was the most fair and equitable sotution, .
The debate continued a� to what was the best way to soive tt�e prabiem, 1n ttte meantime ti�e complainis
arnd acc�vity qn bo#t� sid�s of tt� r�rridor increased. The 7ower unilateralfy made the decision to return to
"rvnw�ry heardinq" off runway 11 R with tlte 090 headit�g tor runway 11 C. departures when a contlict arose.
In addition, tt►a Tav�, uncFar c�rtain oor�ditior►s, u,aard "vissus�l c�sparat'sor►" within ##w carridor. 3ath
cfaclabna w�re pa�s�ed to the Notse Abatement ottice and tne Operatlons Committee at tne MASAC. me
r�wtb wws mix�d ar�d tt� aontrovorsy c�ontinua�,
Durir� tfk year 1985 ttte Tower, because of ever increasing traffic and resuitant requiremenis tar a review
at ap�erations, began eacpetimetiting with "dual local control". This now meant tt�at when traffic was heavy
� wRwid be two coritrallers warking tt�e airpart irat`fic instead ot o�►e. One cantroller wouid us+a the
Nortfi n�nway, ttte ott�er the Soutfi. During these periads it became abvious it�at tt�e "visual" separation
w�w{d r�o! vr+ork Aka, it wa* abvious tt�at aciva! h+�adings wauld have to be used instead af the generai
rvnway t�finq. PW'ttt�tt re8soft heading 115 wa�s usEd fof 11 R, and the coniroller on the lett runway was
allcr�d to uae eitf�er OSO ar 1 d0 ciegrees according ta how much trat�ic was expected.
8y Fabru�r�y, 1 ii86 ttw r,orridar tea�d t�acarr�a ctatus quo. Neither of ihe communities could agrea on wnat
it shouW be nor were the other parties invoived wi(ling ta suggest what wouid be tair. The �awer rerr�ained
adamant lt�t ltte corridor was defined an the Sauth by the 29L tocatizer and actualiy had no i�lorth
boctnciary. Tt�ay cifd agree that 090 was iraditlonalry the North e�ge but not oI'ticialty. They annaunc�ct
that tl�►ey v�roufd aantinue flo cieflne it as ttom the 291.1r�calizer Nort#� ta 490 degrees and o�serate w�thin ii
Pnge 4
r
�
as mucl�t as feasiWe. They atso aqreed to tatk with the parties about some permanent sosution but were
adam+ant that if th4y cautd not agroa ths�t no chs�ngar urere anticipated. �
As a! March 1, t 886 no furih�f agre4rngnts had b�ar� r�ached.
x
Page 5
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CITY OF MENDOTA HBIGHT5
December 9,
TO: Airport Relations Commission Me ers
FROM: Tom Lawell, City Administra
�-�
1994
i
SIIBJECT: Discuss MSP Collaborative Airport Planning Efforts by the
Metropolitan Council
DISCIISSION
Recently the City was contacted by Mr. Chauncey Case of the
Metropolitan Council to discuss land use planning efforts around
MSP Airport. More specifically, his agency had recently completed
a planning effort with communities in southern Dakota County
relative to the proposed new airport location and he was' interested
in meeting with cities around existing MSP to see if� a similar
effort was worthwhile. The intent would be to analyze the impacts
and costs associated with leaving MSP in its present location for
the foreseeable future.
After meeting with representatives of Minneapolis,
Bloomington, Eagan, Richfield and Mendota Heights, the Metropolitan
Council decided such a planning effort would be worthwhile and a
subsequent meeting was scheduled for November 30, 1994�
Attached please find information distributed in advance of the
November 30th meeting. At the meeting several modifications were
made to the "Summary of Key Comments" and "Principles" pages which
are attached. Hopefully these documents will give you,a sense of
what it is the Metropolitan Council is trying to accomplish in
embarking on this planning effort. j
One key principal which all communities wanted to see added to
the document is a statement that by being at the table�discussing
the longterm development of MSP, we were in no way agreeing to or
advocating that development option. This modification will be
�
added to the "Principles" page.
ACTION REQIIIRED
Review the attached material and discuss the concerns and
opportunities our participation in this process might bring.
Information on this item will be forwarded to the City+Council in
the coming weeks and any comments or suggestionsi from the
Commission are welcome and encouraged. (
\
1
J
j � .
l��Ietrapolitan Council
Advocating regianal econornic, sacietal and enviranmental issues and salutions
Date:
TO:
FROM:
RE:
Memarandum
October 12, 1994 ,
A�.tached Mailing List
Nacho Dia�
Collabora�ive Efforts in Airport Planning
On behalf of myself and the Metropolitan Cauncil, I wauld like to
�.hank you for meeta.ng with us a few week� ago. Basecl on these
meetings, i� became clear that �.here are many common issues
regarding tht� impacG of �he airport on i�s surrounding communities.
The areas a,den�ified by each of, you that were shared by your
neighbors were issues such as �he need for funding and technical
assistance �o support good plann.ing, support for redevelopmenG of
and investment in �.he airport environs, �he need to�examin.e a
variety of mitigation measures, an.d �he need for camprehensive
planning usa.ng a collaborative approach. � j�
Based on these ini�ial comment� by each o� you, S wou.'ld 1.ike to
invi�.e you to a roundt.able discussian on Oc�ober 27, 1994 from 9:00
a.m, until 11:00 a.m at the Me�ropolitan Coun�il, Room lA, Mears
Park Cen.ter. A�. that time I would like us as a group to begin to
share our ideas on vara.ous impac� issues and ways �o passibly
mitigate such impac�.s. T would also like to begin to explore ways
in which we can structure a collaborative prace�s �or working
�ogether on issues of comprehen.sive airpor�. policy andiplanning.
I hape �.hat you or your de�ignated representa�.ive can ijoin us on
October 27th. F!
Thank you.
Mears Park Centre 230 East Fifth Street St. Paul, Minnesota 55101-1634 612 291-6359 F� 291-6550 T`DD 291-4904
An Equal Opporfunity Employer �
� Recycled Paper ,
�,i�
SUMMARY OF KEY COMMENTS i
MEETING OF MSP COMMUNITIES ON COLLABORATIVE
AIRPORT-AREA PLANNING I
{}CTOBER 2 7, 3.9 9 4
INTRQDUCTI4N:
In�last August, 1994, representatives of the Metropolitan Council
me� individuall.y with afficials from jurisdictians surrounding MSP
airpor�, including Bloomington, Richfield, Eagan, Minneapolis, and
Mendota Heights. The discussions focused an the impacts of MSP on
these communities and steps that might be taken ta add;ress them in
addition to the safety and noise mitigatian programs . As a follaw-
up to i�hese individual meetings, the Metropola.tan Couricil invited
representa�ives of these local governments and MAC to meet as a
group to discuss airpor�-area planning, impacts of MSP, and
possibl.e taols to protect the communities and encourage compa�ible
investment in �hem. Set forth below are some af the key comrnents
and observations to emerge fram that meeting.
SUMMARY OF COMMENTa�:
1. It was the sense af the group that even if a decision is made
to build a new airport in Dakota County, lyISP will remai.n at
i�s current location for a significant period, Consequently,
issues involving the social� @COTlOi[t1Cj environmental and
physical impacts of the existing airport on �surraunding
communities need to be addressed. i
2. Assuming MSP stays at its current location, an important �irs�
s�ep ior each comrriunity will be to define a long-range vision
of how they want to developjredevelop and what relationship
they will have with the airpart fxom an impact standpoin.t.
. . �
3. As cammunities grapple with airport-related impacts, a
collabara�ive joint planning effort with other local
gavernmen�s around MSF is preferable to going it alone.
4. Any join� planning ef�ort shauld consider impacts and
mitigation techniques beyond noi�e-safety, neighborhood
stability, and community rein.vestmen� are examples of ather
ar�as �hat need to be addres�ed. �
1
5. Any collaborative ef£ort among MSP-area communities should
proceed with a gaal of producing draft recommendatians tha�
wauld be incorporated in the Dual track process for
_ legislative action. These recommendations shauldibe made by
Ju1.y 1995. E
m
0
6. There needs to be a full understanding o
existing airport, both positive (e.g.,
(e.g., noise) and necessary mitigation
effective comparison can be made of
disadvantages of moving the airport to
staying put.
f the impacts of the
jobs) and negative
measures so that an
the advantages and
a new�location or
7. A variety of funding sources need to be examined to pay for
potential mitigation measures and reinvestment programs
concerning airport-related impacts. These might include
broader tax increment financing enabling �legislation
(including base property value adjustments and broader
definition of blight to include noise impacts), siate grants,
assistance from MAC, etc.
8. Several MSP-area jurisdictions have initiated innovative and
promising community redevelopment and replanni;ng efforts.
These efforts can be models for other communities, alt�hough
the airport affects each jurisdiction in dif�ferent ways
depending on existing development patterns, operi space, and
similar factors. Thus, impact mitigation and reinvestment
programs will have to be tailored accordingly. �
9. Some jurisdictions stressed the need for both the benefits and
impacts of the airport to be spread around rather than
concentrated. �
10. Airport-related community planning efforts will not be
successful if they focus solely on those areas adjacent to the
airport. They�must be community wide to be effective in the
long run. Local neighborhoods and community groups must buy
into the process. Local governments cannot just swoop in and
tell people what to do, condemn property, etc. Must be part
of an overall program and view of the community.{
�
NEXT STEPS: � � �y
There was general agreement by those in attendance that it wold be
worthwhile and mutually beneficial to continue to explore the
issues of airport impact, mitigation, and community planning.
There was consensus that the group should meet monthly on an
informal basis to explore the issues discussed above�in greater
detail. Goals will include developing recommendations for the
legislative package as part of the Dual Track Process. For the
November meeting, Metropolitan Council staff and consultants will
pre�are a set of draft principles to guide future dis,cussions as
well as a preliminary list of airport-related impacts to explore.
AREAS OF IMPACT
NOISE
COMMUNITY STABILITY
FISCAL IMPACTS/TAX BASE (if MSP remains and if it moves)
0
SAFETY
LAND USE (redevelopment opportunities, etc.)
TRANSPORTATION
ENVIRONMENTAL (stormwater, wildlife, etc.)
�
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1.
PRINCIPLES OF MSP COMMUNITI�S' �
COLLABORATIVE EFFORTS IN AIRPORT PLANNING
Communities surrounding MSP need to incorporate� into their
community visions that the airport will remain for a long time and the
probability of it expanding. 1
2. The collaborative effort of the MSP communities needs to be informal,
at least initially, but ultimately be incorporated into the � Dual Track
process through the development of recommendations for legislative
action. �
3. The collaborative effort needs to consider mitigation measures in
addition to noise and safety mitigation. ;
4. There needs to be a full understanding of the benefits of trie airport as
well as impacts and mitigation measures to effectively compare the
advantages and disadvantages of moving the airport to a new location.