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1994-03-09 - Airport
1. 2. 3. CITX OF D�NDOT�I �EIGHTS DAKOT� COIIIQTY, MYNNESOTA AIRPORT ItELATIONS COb�iISSION ,� AGENDA 8s00 P.M. Call to Order -� ���J . �,/ Roll Call v( � Approval of February 9, 1994 Meeting Minutes. 4. Ackaowledqe Receipt of Various Reports/Correspondence: a. ANOMS Reports for January 1994. b. Richfield Part 150 Buyout Update for February 1994. c. The NOISE Newsletter for February 1994. d. Identification Map of Mendota Heights Neighborhoods. . � e. Identification Photos/Specifications for Stage II and_Stage III Aircraft. f. Information on University of Washington Educational Workshop on Aircraft Noise for the Citizen. g. MAC Response to City Letter Regarding Environmental Impacts of New Airport Site. �' � �� 5. IInfinished and New Bu�iaess: a. Adoption of Rule� of Order and Election of Officers. b. View Videotape of December 1993 MASAC Presentation - Clifford R. Bragdon, Georgia lnstitute of Technology. 6. Other Comments or Concerns. 7 . Adj ourn Auxiliary sids £or disabled persoas are available upoa xequest at least 120 hours ia advance. Ig a aotice of less than 120 hours is received, the City of Meadota Heights will make every attempt to provide the aids, however, this may aot be possible oa short notice. Please contact City Administr�tioa at 452- 1850 with requests. � � �. v. CITY OF MENDOTA HFIGHTS i� • March 4, 1994 T0: Airport Relations Commission M ers FROM: Tom Lawell, City Administ SUBJECT: Adoption of Rules of Order and Election of Officers DISCIISSION � The Airport Relations Commission was established by the City Council on April 20, 1993 and the first meeting of the Commission was held September S, 1993. In accordance with the City Council Resolution which established the Commission, a Chairperson and Vice-Chairperson are to be elected from its members to guide the activities of the Commission. In addition, the adoption of more detailed Rules of Order is also recommended to help cTarify the operational mechanics of the Commisaion. Attached please find a draft copy of the Airport Relations Commission Rules of Order for your review. To a great extent, the Rules of Order follow very closely with the Council Resolution which initially establiahed the Commission. Please review the document and be prepared to recommend any changes or clarifications on Wednesday. The second order of business related to this agenda item is the election of Commission officers. All members of the Commission are eligible to serve as either Chairperson or Vice-Chairperson. At our meeting I will ask for nominations for the two positions. Feel free to nominate yourself, or make arrangements to have some other member nominate you, if you wish to volunteer to aerve as an officer. Voting will be by written ballot the results of which will be announced immediately following the vote. ACTIpN REQIIIRSD Commission members should discuss the attached draft Rules of Order and make any changes they deem appropriate. Next, a motion should be made to adopt the Rules of Order for the Commission. Lastly, Commission members should nominate and vote for both a Chairperson and a Vice-Chairperson whose terms will begin immediately and will be effective through February 8, 1995. CITY OF b�NDOTA HEIGHTS Airport Relatioas Commissioa Rule�s of Order In accordance with the City of Mendota Heights Ordinance No. 290, AN ORDINANCS ESTABLISHING THL AIRPORT RELATIONS CODM�lISSION, the following rules of order are adopted by the Airports Relations Commission to facilitate the performance of its duties and the exercising of its functions as a Commission created by the City Council. SECTION l. MEFTINGS 1.1 - Time. Regular meetings of the Commission are held on the second Wednesday of each month at 8:00 o'clock P.M., unless otherwise agreed to and so stated in the agenda. When the regular meeting day falls on a legal holiday, there is no meeting that month unless otherwise rescheduled by the Commission. 1.2 - Special Meetings. Special meetings may be called by the Chairperson or the City Administrator. 1.3 - Place. Meetings are held in the City Hall Conference Room, 1101 Victoria Curve, Mendota Heights. 1.4 - Public. Al1 meetings and all records and minutes are open to the public. . 1.5 - Ouarum. Four Airport Relations Commission members, at the beginning of the meeting, constitute a quorum for the transaction of business. When a quorum is not present, the Chairperson may adjourn the meeting or hold the meeting for the purpose of hearing interested parties on items on the agenda. No final or official action is taken at such a meeting. However, the facts and information gathered at such a meeting may be taken as a basis for action at a subsequent meeting at which a quorum is present. 1.6 - Vote. Voting is by voice except as otherwise stated herein. Commission members voice votes on each issue are recorded. In the event that any member shall have a financial interest in a matter then before the Commission, the member shall disclose the interest and refrain from voting upon the matter, and the secretary shall so record in the minutes that no vote was cast by such member. J. � L. SECTION 2. ORGANIZATION 2.1 - Membership. The number of inembers of the Airport Relations Commission is established by the City Council. Appointments are made by the Mayor with the consent of the majority of the members of the City Council. �.2 - Absenteeism. A Commission member with three consecutive unexcused absences is dropped from the Commission and the City Administrator then informs the City Council so that another appointment is made. An absence is excused if the member notifies the City Administrator or Chairperson before 4:00 P.M. of the day of the meeting that the member will be unable to attend. Minutes of the meetings will record whether the absent member was excused or not excused. � 2.3 - Election af Officers. At the February meeting each year, the Commission elects from its membership a Chairperson and a Vice-Chairperson. If the Chairperson retires from the Commission before the next organizational meeting, the Vice-Chairperson becomes the Chairperson. If both Chairperson and Vice-Chairperson retire, new officers are elected at the next meeting, If both Chairperson and Vice-Chairperson are absent from a meeting, the Commission elects a temporary Chairperson by voice vote. The Secretary to the Airports Relation Commission is appointed by the City Administrator from the City Staff. 2.4 - Tenure of Officers. The Chairperson and Vice- Chairperson take office immediately following their election and hold office until their auccessors are elected and assume office. 2,S - Duties of Officers. The Chairperson, or if absent, the Vice-Chairperson presides at meetinga and performs other duties as may be ordered by the Commission. ' The Chairperson conducts meetings so as to keep them moving as rapidly and efficiently as possible and reminds members and residents to discuss only the subject at hand. The Chairperson is a voting member of the Commission. The Secretary is responsible for recording the minutes, keeping records of Commission actions, and providing general administrative and clerical service to the Commission. These Rules of Order were duly adopted by the Airport Relations Commission of the City of Mendota Heights on March� 9, 1994e ,�;_. . .�.._.--- ���--�-- _ 1 +eo::o�c�o�:�^. � �aae:en ~ — .. ....� .......... : �$:2•''�:'1%w.....',..__—"�—^__...._.. ��,.. MASAC Technical Advi�or'� Re ort� � For January,1994 � ; :�-• . � ; �1��-_.�I; ..sJ; �, i� i �-- i ,i I: i i�. � . ANOMS DATA ' � ' . i Provided By The : ; i: - MAC A�i�tion ! : � I Noise Program ; ; ; . -- �. / �� '1 1�� `r^�w�.y�y,.�,y [/ ,�....�.--7.=,'�" �.�;.,r..�� . ��-.-'� -... �'"y^ � ��y �� � cZI,'� ��.... i �' _ .�—v = ��'! IV. V. VI. VII. hni January 1994 's January 199=� Operations and Complaint Summary Januarv 199� Complaint Summary Runway Use Reports January Tower Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use January Tower Log - Nighttime . . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use January Runway Use Report - All Ops . . . . . . . . . . . . . . . . . . . .Percent of Ops January Runway Use Report - 7et Ops . . . . . . . . . . . . . . . . . . . .Percent of Ops January Runway Use Report Nghttime - All Ops . . . . . . . . . . .Percent of Ops January Runway Use Report Nighttime - Jet Ops . . . . . . . . . . .Percent of Ops Jet Carrier Operations by Type Aircraft 'I�ype Table January Runway Use For Day/Night Periods ... All Operations ANOMS Base Map - Remote Monitor Site Locations VIII. MSP - Airport Noise Monitoring System Locations IY. Y. XI. XII. Jet Departure Related Noise Events For January,1994 Jet Arrival Related Noise Events For January, 1994 Ten Loudest Aircraft Noise Events - RMTs 1 through 24 ANO1�iS Flight liracks January 1 to 8, 1994 . . . � . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures January 1 to 8, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Arrivals January 9 to 15,.1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures January 9 to 15, 1994 . . . . . . . . . : . . . . . . . . . . . . . . . . . . . . . . .Jet ArrivaLs January 16 to 22, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures January 16 to 22, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Arrivals January 23 to 29, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures January 23 to 29, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet ArrivaLs Corrupt Data. File for January 30 and 31 . . . . . . . . . . . . . . . . . .No Tracking Data MSP Aircraft Ldn by Date and RMT - January 1994 Metropolitan Airports Commission - Avialion Noise Program '� JA�UARY 1994 OPERATIONS AND COMPLAINT SUMMARY Table 1: OPERATIONS SUMMARY - ALL AIRCRAFT . .. .. .. . ... . . , :. . . .::: . Runway .:: ' � • ArcivaL..��':.. ' ; ::." �%a�Use. ... . , � ; Departure� .: �� ' % Use '.. . 04 14b 1.1% 86 0.7% 22 66 0.5% 302 2.4% 11 4730 36.4% 4923 39.4% 29 805G 62.0% 7186 57.5% Corrupt Data Files for January 30 and 31...No Flight Tracks Available Table 2:1�1SP JANUARY FLEET MIX PERCENTAGE Table 3: AIRPORT JANUARY COMPLAINT SUMMARY . . .... ... ;. .:.. . .. . :. .. ..... . . ... . ...� .::...:: ....:.:. ..::......�::.:;,:.. ,. ...... ; : �. .:�� .::;Airpoi�:�" ._� .::::;�. �- :.. ...1993...:. ' : ;:.<. : .;i99�#' .::° :`.::�: MSP 800 533 Airlake 0 0 Anoka ' 0 0 Crystal 0 0 Flying Cloud 4 1 Lake Elmo 0 0 S� Paul 9 7 M'isc. 5 2 :. . . .:...: ::.::.::.:....::..:. :...: ..:.. ;�Q'�'�k�.; : . .. �;$1$...,,..:. ..;.'S?� `:::.;; `. . Table 4: JANUARYOPERATIONS SUMMARY - AIRPORT DIRECTOR'S OFFICE ..: .. . ....:: .:: .:.:.. .. ., � . : :<.: :: �...,. . . ... .: ...: ... :1993 :. .: �. . :��� .::.�::� : AIIt CARRIER 678 685 CONIIvIL)TER 232 291 G.A. 185 106 MII.TTARY 8 5 AIIt FRIEGHT 48 37 CHARTER 10 20 .... .... . . .. .. .. . . . . .. . . . , .. . .. . _. ...,.:... . ... ..' . �'4T�4L .. = I161� ... .` .:;:1144 MSP JANUARY 1994 COMPLAINT SUMMARY MSP COMPLAINTS BY CITY . :� .. . . :. : . .. ,.,.... ....... :.. . . : . : ... .:: :�:;.;:;::: �.:..:::.; .::..::: :.:...: :.:: . . : . . � ::�:: �: �. �. :�.: . . ... ..: . ....:..:�.:::>:::..:.:.::. .:::..:...:.: :... .:;::;>::::;�>;�..:...,..:..... :.::.::::�<. :::;,.:..;,.. .. ..;;.::;.: ::.,:; ;:;: . . . :..... .. . . . :.;:�: .... .. � . ::�. ::G1T�'�� ... ::. :. :.: .:.:: :: .... ARRr'S!A�... .: : :.U�pAR`C�JR�; : : ...: �: :T��'AG:: :.:: ° < . PE���N'�; � . ... .. ... .... . .. Arden Hills 3 9 12 2,2% Bloomington 0 8 8 1.5% Burnsville 1 8 . 9 1.7% (�aska 1 0 1 0.2% Fzoan 34 66 100 18.8% Eden Prairie 0 0 0 0.0% Edina 1 10 11 2.1% Hopkins 0 '0 0 0.0% Inver Grove Heights 7 94 101 19.0% Nlendota Heights 4 9 13 2.4 % Minneapolis 66 i15 181 34.0% Minnetonka 0 0 0 0.0% Plymouth . 0 1 1 02% Richfield , 12 39 51 9.6% Rosemount 1 1 2 0.4% S�th St. Paul 0 0 0 0.0% St. Anthony 0 0 0 0.0% St. Anthony Vlllaae 0 2� 2 0.4% SG Louis Park 3 2 5 0.9% • Sk Paul 6 . 28 34 6.4% Sunfish Lake 1 0 1 Q2%d West Sk Paul 0 0 0 0.0% ::::.::; :::..: ..::. ..:.::...;�::.:::.:::::.,.::.v ::.:.::::.:::::;:............... .............:..: :.:..:::..... . .: -. ..... ... ..:�...:. .,,.:. :.:: . . ...::... . ..... . ...:. . :... . : ; .<.��.�: ;:::,� :.:.: ..: ... ..: . ;_ .::::: . . . . .: .. :.. .. .>... :::... . :. . . .,. , .:. . :.::. .. ..:. .:T:, , .... :..� . ..��> .. .. .::.:.:....:..:.....::.::.: � �� ... ,. �.:: :: �. � .>:;. � :�:�: , <_ ., :�'� " �<;5:i�:�::;.;: �,.<::;:; ;, .,. .. .. :.:...:...:.:. ....:::::.::::: . . . ,. ._. :... . .. . . ..: .. ....:...:.....:.;.:::.::::::::.::::.. . ..: .: .::: .<;: �::;�<:: :: . ..:::::::.::::....�::.::.::...:::..:::.:::.�....:..:.:.:.::::: :.....,:::.: .. > ::: TIlVIE OF DAY NATURE OF COMPLAINT � � � . �an�u�r�� ::'�.,..�er: I:�o � I2e ort���� � . �.. � . . . �� . . . 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TOTAL ARR. 5?A ::. :<�::�:011°�i: ' .....::.::...............� -..:::<::: _: 04 D 19 � . `7's'�� .; 11L D 57 ���:::�>:'.�3.:�:: 11R D 94 . -.::...:.::��A:': 22 D 12 . � :..:�;��4:'9`:: .:.:; ::: ...:....::: .. ..:: .:.::::: : . 29L D 42 � <:::;�;'�a:.�: 29R D 23 ;::.��:: �;�;;�::": TOTAL DEP. 247 . . ..... � .:;`:��':��}`�>�<: ' Corrupt Data Files for J�uary 30 and 31...No Flight Tracks Available Monday, February 21, 1994 :: �� • . . �.:: : January Ru��w�iy.., Jse: R�e�ort Nightti�ne -. 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' . +: �;�v� ... . .. .v.}i•nv. . . . . i. � , v. v. . . . . .. ,�.. ....... . � _ .:;:::::.:::.:,.:.:.. . . . . � 29L � � . . . . ....... . � � ��:::�:�����:�:::::�:�:;:::.;. � � � � . � .. � I-494 Metropalitan Airports Gommission � Runway Use Report Nighttime �et C)nly ' For January,199� Runway ._.,._ 04 11L 11R 22 29L 29R TOTAL ARR. 04 11L 11R 22 29L 29R TOTAL DEP. Arr/Dep �_ A A A A A A Count 4 16 13 0 157 91 zsi � i 25 1 9 2 44 Percentage Corrupt Data Fites for January 30 and 31....No Fiight Tracks Available Manday, February 21, 1994 Metropolitan Airports Commission 0 Jet Carrier Operations By Type Aircraft Type B747 B74F DC10 MD11 L1011 DC87 B727H B757 B767 EA32 B733 FK10 IvID80 IvID88 1VID82 DC8 DC86 DC8S B707 • B727 DC9 B737 B73S FK28 Total January,1994 Caunt 118 34 608 3 50 12 136 1241 1 1368 518 422 837 124 2 83 8 • 44 1 2774 5773 238 244 44 Percentaae �8 _ 0.2 4.1 0.0 0.3 0.1 0.9 8.5 0.0 9.3 3.5 2.9 5.7 0.9 0.0 �� 0.1 0.3 0.0 18.9 39.3 1.6 1.7 0.3 a 37.3% Stage 3 �62.7% Stage 2 Corrupt Data Files for January 30 and 31...No Flight'I�acks Available Monday, February 21, 1994 Aircraft Type Table C011C AIRCRAFT DESCRIPTION B727 BOEING 727 B72iH BOEING 727 - HLJSHKTT B707 BOEING 707 B737 BOEING 737 B73F BOEING 737 FREIGHTER B73S . BOEING 737 200 SERIES B747 BOEING 747 B74F BOEING 747 FRIIGHIER B74�1 BOEING 747 T�IIXED PASSENGER�FRIIGHTER B757 BOEING 757 B7G7 BOEING 767 BEC BEECHCRAFT (ALL SERIES) BEl BEECHCRAFT 1900 BE9 BEECHCRAFT99 ' CNA CFSSNA (ALL SERIES) DC10 MCDONNELL DOUGLAS DC10 DCS MCDONNELL DOUGLAS DCS DCSS MCDONNELL DOUGLAS DC8 STREACH DC86 MCDONNELL DOUGLAS DCS RE DC9 MCDONNELL DOUGLAS DC9 DC9F MCDONNELL DOUGLAS DC9 FRIIGHTER EA32 AIRBUS INDUSTRIE A32U FK10 FOHICER 100 FK28 FOKKER F28 FK27 FOKKER F29 (PROP) ND�80 MCDONNELL DOUGLAS DC9-80 SERIES IvID82 MCDO\?tELL DOUGLAS Ivm83 MCDONNELL DOUGLAS IvID88 MCDONNELL DOUGLAS • Ruuway Nxme 04 11L 11R 22 29L 29R Total Percentage February 22, 7 994 1Vlinneapolis-St. Paul International Airport January Runway Use For Day/Night Periods All Operations Uepartures Arrivals � ' �� �� � Uepartures Arrivals : TofaE � ' � �Tota[ DaY=. .;.''I'afa�:: > . Day Day :... Night Night : JVigl�t :' � .. .. ... .... , .... :. .:.: .. .::.. .....:: 67 129 .�.196�:� ��,. 19 17 ..;. 36:;. � `�� .;:3:i2: . . ... .. ... . .. . ;...: ....:. .. .. ,.. :.:::; ..:.:::........:.......: . . ,- .- : 2443 2378 ; �` `'.�4321�':.. 57 29 ;� . :86: �::; ::;:``. �407�.;:`` .: :.......:..:::�.: :: .... :;;::.>:::::.;:.:;;::: ;;�.;;.:: :::::� :::.:::::::.:� ..:... . .. . :.:... 2329 2279 ;�:� ��°�;�t64�. . �: 57 � 44 ::. : :101�'� ;: ; :; ;�704`: .'.'�.: : . .,. . ._ ........ . .... _ .. . : . ... . .. . .. ..... . .:. . : .. ..: :: .:::: . . ..: .... ..: 290 60 `:. :: �;.350.��:. � 12 • 6 .: ��' �: .1$.:,;,� .. .:;�':3f�3; ..;. .:: 3601 3771 ';"':7372. " 42 274 ,: �� 3:16:�� -.:-; ;:��.. ..:'76� �. ':::. ... .... . � �� � � � � .. -�: � � ::: : .. . ... . :.: :..:: 3520 3861 �.;:::7381; ... 23 150 �: �1?3�,.�"::..':;::.:�75:a."� ... . . .. ... . . . . .:.:...... ... ..... . . :. :: � :. � . ..., .. . 1 2S 12�78 :.:' 24728 '... 210 520 ::' .:'�.7.30 � ' ... ��� .:.2..�SS�. 48.1 % 49.0 % "::.�.97;1i;%:' � �. 0.8 % 2.0 ro `� '2'.9';qa . ':;:;:s:10(i':%'' ::. -�'' Min �eapotis St. Paul 1� 2 ' • 8 11 9 ' 0 � � 4 . 3� i 10 $ ; • .12 � . . � � �• �� ichfield �t� Mendata Heig � 23. � . � . 18• ` 13 D t� p . `� . • • : � � 17 � 19 �� I,� 21 . �¢ In er Grove Heights Bloo ingt� � � - .._ `. �'�• Eagan � 'az `� a �d � � 4 � � d �'..� � Burnsviite . r.�� C`� i0000 ft � • _�_ Pp1e Valley Rosemc�r�f Minneapolis-St. Paul Intet�natz'onal Ai�po�t Airport Noise Monitoring System Locations Site City Approximate Street Location 1 Minneapolis Xerxes Avenue & 42nd Street 2 Minneapolis . Fremont Aveuue & 43rd Street , 3 Minneapolis W. Elmwood Street & Wentworth Avenue 4 � MinneapoGs Oakland Avenue & 49th Street 5 Minneapoli§ 12th Avenue & 53th Street 6 Minneapolis 25th Aveuue & 57th Street 7 Richfield Wentworth Ave & 6�tth Street 3 Minneapolis Longfellow Avenue & 43rd Street 9 St. Paul Saratoga Street & Hartford Avenue 10 St. Paul Itasca Avenue & Bowdoin Street 11 St. Paul Finn Street & Scheffer Avenue 12 St. Paul Atton Aveuue & Rockwood Aveuue 13 Meudota Heights Southeast end of Mohican Court 14 Eagan First Street & McKee Street 15 Mendota Heights William Court & Thresea Street • 16 Eagan Avalon Avenue & Vilas Lane ' � 17 Bloomington 3�th Street & 4th Avenue 13 Richfield 7:th Street & 17th Avenue 19 Bloomingtnn 16th Avenue & 83rd Street 20 Richfield 75th Street & 3rd Avenue 21 Inver Grove Heights Barbara Avenue & 67th Street 22 Inver Grove Heights Anne Marie Trail 23 Mendota Heights End of Kenndon Avenue 24 Eagan Chapel Lane & Random Road Metro�olitnn Airporks Commission 0 B;�ITID � � � � � � � � � m m m m m m m m m � m m m m � Jet Departure Related N�ise Events For January, 199=� Cit,y iLiinneapoiis Minneapalis Minneapolis M'mneapolis Minneapolis Minneapolis Richfield ?�Iinneapatis St. Paul St. Paul St. Paui St. Paul hlendc�ta Heights �'^'8� Mertdota Heiahts �a� 8100m1LlatOII Richfield Bioamingtan Richfield In��er Grove Heights Inr er Grove Heights �iendota Iieights Eaoaia � Monday, February 21, 1994 Coeint Of Events For Eact� RiVIT Approsilu<�te SfreefiLiicafion Xerxes Ave. &.42nd SG Fremont Ave. c�C 43rd Si. W. Elmwood St. & Wentwarth Ave. Oakland Ave. & 49th SG 12th Ave. & 58tii St. 25th Ave. & 57th St. Wentworth Ave & 64th St. I.onofeilaw Ave. & 43rd St. Saratoaa St� & Har�fard Ave. It�sca Ave. & Bawdoin St. Finn St, & Scheffer Ave. Altan Ave. &. Rockwoai Ave. Southeast end of Mahican Court First SG & McKee Sk. William Canrt & Thresea S� Avalou Ave. & Vilas Lana 84th St. & 4th Ave. 75th Sk. & 1'7th Ave. 16th Ave. & 83rd St. 75th St. & 3rd Ave. Barbara Ave. & 67th St. Anne Marie Trail End af Kenndaiz Ave. Chapel Lane & Random Road �'.YC31tS �� -= �Y�iifS �6{dB . >30dB . 3�9 �l �45 85 1103 118 I764 291 3772 IZ�O 4202 1742 2304 534 1281 229 55 1 929 8 165 4 416 I 1099 113 976 127 liG$ I33 1734 52Q 303 10 llb8 90 3�0 b5 51� 22 511 58 7tkt 37 19&1 �09 12sa ss Evei�ts >9bdB .2 1 10 24 323 886 72 9 0 2 1 0 0 14 5 74 1 2$ 17 4 0 0 lb& i Evei�ts >100dB Metrop���tan Airporks Commission R�YITID I 2 3 4 � 6 7 8 9 !0 Ii 12 13 l� 15 16 17 i8 I9 20 21 z2 23 2� Jet Arrival Related Noise Events For January. 199� Ciry l�iinneapolis �finneagalis l�iinneapolis i�•I'uuieapolis I�tinneapolis Minneapolis Richfield Minneapaiis St. Pau! St. Paul St. Paul St, Paui Mendota Heights F�gan Mendc�ta T�eiahts �a� Bloomington Richfield Biaomingtou Richfield Inv4r Grove Heighks Inver Grove Heights Mendata Haights . �a� Manday, February 21, 1994 Cou�it Of Events For Eact� RiVIT A f�pr.oxintate�S#i'eetL'pCafion Xences Ave. & 42nd St. Fremont Ave. & 43rd S�. W. Elmwood St & Wentwarth Ave. tJakIand Ave. & 49th SG i2th Ave. & 58th St. 2�th Ave. & S7th St. Wen�worih Ave & 64th S� Longfellaw Ave. �43rd Ss. Sarato�a SG & Iiartford Ave. Itasca Ave. & Bowdoin St. Finn SG & Scheffer Ave. Aiton A�a, & Rockwood Ave. Soucheast end of Mc�hican Court First 5t. 8c McKee St William Court & T6resea St Avalon Ave. & Yilas Lane 84th St. & 4th Ave. 75th St» c& I7t1� Ave. lbti� Ave. 8c 83rd St. 75th St. & 3rd Ave. Barbara Ave: & 67th St. Anne Marie Traii Fnd of Kenudcxi Ave. (:hapel Lane & Random Road i:4�cats° >G�dB� �_ is�a 1341 16i9 Ib23 2274 2227 618 J1$ 44 332 12� 270 357 2514 63i 3232 •87 483 7{} 172 68 1458 1827 ass2 . Eveuts >80d� 2� 144 627 37I 1I97 1225 10 10 12 20 0 0 2 115 8 1492 20 ?� 2 0 1 I2 �� 42 Eveuts .. >90dB .0 1 7 I 158 163 0 0 1 4 0 0 0 0 0 15 0 d i 0 1 0 � 0 �.',Y£flf.5 >lUOdB 0 � 0 0 0 6 0 0 0 0 0 � 0 0 0 1 0 0 Q 0 0 d 0 0 Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #1: Xerxes Ave. & �2nd St. (Minneapolis) DATETIIv1E O1/18/'94 9:35:58 Ol/18/94 9:58:59 41/14/'94 22:27:46 Ol/04/I410:0�:17 Ol/14/'9416:43:37 01/14/9419:42:18 O1/14/94 20:20:11 Ol/13J'94 20:35:40 Ol/13/94 22:04:17 O1/14/94 11:42:04 �m�r �.EVII, TYPE B727 92.6 B727 90.8 DC9 87.7 B727 85.7 DC9 85.6 B727 85.6 DC9 85.2 DC9 85.0 DC9 84.7 DC9 84.5 �� D D D ' D D D D D D D RMT #2: Freemont Ave. & 43rd St. (Minneapolis) DA'I�TIME Ol/03/9418:50:51 Ol/15/9412:39:11 Ol/17/94 2020:32 Ol/18/9419:58:51 O1/14/'94 20:23:17 Ol/21/'9410:08:33 Ol/OS/'9419:00:23 Ol/18I'9417:23:01 Ol/OS/9411:59:51 Ol/09I9417:03:02 Monday, February 21, 1994 �c�r �,�a.EVE[.. . TYPE DC9 93.2 B737 91.0 B727 89.7 DC9 89.1 DC9 88.4 B727 87.9 B727 • 87.6 DC9 87.3 B737 87.2 B727 87.1 ARR/DEP A D D D D D A D A A � Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #3: W. Elmwood St. & Wentworth Ave. (Minneapolis) DATETIIVIE Ol/04I94 20:39:27 Ol/OS/'94 7:01:40 O1/10/9416:55:30 0128/'94 7:31:32 01R6/'94 8:24:28 OliLS/9412:40:16 Ol/14/'9410:53:52 O1f08/94 22:50:14 Ol/16/9410:04:17 Ol/17/9416:28:52 �tcx�r M�a.�vII, TYPE B727 95.5 B727 95.3 B727 92.8 B727 92.2 B727 92.0 DC9 92.0 B747 91.7 B727 91.6 DC9 90.9 B727 90.9 ARRNEP D A D � D A A D D A D RNiT #4: Oakland Ave. & �9th St. (Minneapolis) DATEfIME Ol/08/'9419:53:21 Ol/04/94 9:46:32 Ol/17/9418:54:56 Ol/23/'9416:52:24 Ol/04�/'9416:35:17 Ol/Z8/94 20:35:53 Ol/18I9410:(?�:47 Ol/02/'9417:20:21 Ol/17/'9416:28:43 Ol/13I94 5:12:00 Monday, February 21, 1994 �c�-r ��vII. TYPE DC9 98.2 B727 97.4 B747 96.5 B727 96.4 B727 95.5 B727 95.2 B727 94.8 B727 94.6 B727 94.5 B727 94.1 Metropolitan Airports Commission , Ten Loudest Aircraft Noise Events RMT #5: 12th Ave. & 58th St. (Minneapotis) DATETIIvIE �E MAXLEVEL ARR/D� Ol/04/'94 8:21:22 B i27 103.2 D O1/02�'9417:12:20 B727 102.8 D Ol/13/94 9:50:14 B727 l02.6 D Ol/14!'9417:07:34 B727 102.3 D O1/O1/'9418:33:38 � B727 102.0 D Ol/04/'94 20:39:03 B727 101.9 D Ol/18/'9415:0035 DC9 101.8 D Ol/08/'94 8:20:11 B i27 101.0 D O1R8/'94 9:27:30 B727 100.9 D O1/08P94 9:23:4b B727 100.7 � D RMT #6: 25th Ave. & 57th St. (Minneapolis) DATETIIviE �.I.�� MAXLEVEL ARRJDEP Ol/02/'94 20:10:30 B727 106.6 D Ol/04/94 9:42:52 B727 1065 D O1rl8l'9417:02:50 B727 106.3 D Ol/04/I4 9:46:07 B727 106.1 � D Ol/17/'9415:01:03 DC9 105.8 D Ol/18/9418:26:22 B727 105.7 D Ol/04I'9410:03:54 B727 lOSS D Ol/15/'9413:13:45 DC9 105.3 D Ol/13/94 20:32:02 B727 105.2 D Ol/13/'9413:08:49 B727 105.0 D Monday, February 21, 1994 � Metropolitan Airports Commission � � � Ten Loudest Aircraft Noise Events ' RMT #7: Wentworth Ave. & 64th St. (Richfield) . i DATETIIVIE ��r MAXLEVEL ARR/DEP , Ol/1�1'94 6:49:26 B727 100.8 D Ol/1�/94 9:30:35 B727 98.8 D; 0128/'9417:22:57 B727 98.3 D � Ol/14/'94 8:17:21 B727 98.1 D��� ' Ol/04/'9413:37:2� B727 � 97.3 D � Ol/17P94 8:47:06 B727 97.0 D � Ol/23/'9413:22:39 B727 96.9 D i Ol/12/'9413:33:46 B727 96.6 D I � Ol/13I'9413:37:46 B727 96.5 D � 01�21/'9412:13:34 B727 96.4 D I I RMT #8: Longfellow Ave. & 43rd St. (Minneapolis) i � D��ME �.� r MM�iiXLEVEL ARR/DEP I 011Z8/9419:10:59 B727 96.3 D '; Ol/04/9414:59:58 B727 94.5 D � 01�23/9413:12:56 B727 92.5 D i . Ol/15/'9413:05:05 B727 92.1 � D Ol/14/9415:42:11 B727 90.8 D � Ol/02/'9418:31:03 B727 90.7 D I I Ol/04�'94 21:27:45 B727 90J D'� Ol/08/9416:30:07 B737 90.6 D l Ol/14/94 21:40:11 B727 90.4 D i Ol/12/'9412:09:15 B727 90.1 D ', Monday, February 21, 1994 Metropo�itan Airports Commission ' �� Ten Loudest Aircraft Noise Events ` RMT #9: Saratoga St. & Hartford Ave. (St. Paul) i i DATbTIIvIE � MAXLEVEL ARR/DEP Ol/15/94 22:06:11 B727 90.7 A I Ol/15/'94 21:40:21 � DC9 88.9 A � Ol/15/'94 22:38:35 DC10 88.6 A; 01R2/94 21:40:52 B727 87.3 A I Ol/22/'94 21:38:35 B727 86.6 A�'� Ol/15/'94 21:33:18 B727 85.9 A � Ol/15/'94 22:02:19 B727 83.2 A � Ol/15/'94 21:02:57 IvID80 81.8 A i 01122/'94 21:25:02 DC9 81.8 . A I Ol/08/'9416:25:01 DC10 81.6 A � � RMT #10: Itasca Ave. & Bowdoin St. (St. Paul) � i DATETIlI� `�� T MAXLEVII. ARR/DEIP O1f02/94 21:46:41 B727 � 98.6 D � Ol/15/'94 22:38:41 DC10 92.9 A; Ol/15I'94 22:06:17 B727 92.4 A Ol/02/'94 21:52:02 DC9 91.8 D� Ol/15/'94 21:40:27 DC9 91.4 A � Ol/15/'94 21:33:27 B727 90.2 q t I Ol/15/'94 22:02:23 B727 89.1 A I Ol/08/9416:07:30 DC9 88.7 A Ol/08/'9416:25:34 DC10 88.� A I Ol/OS/'94 6:21:55 SW4 88.0 D; Monday, February 21, 1994 Metropolitan Airports Commission . , Ten Loudest Aircraft Noise Events RMT #11: Finn St. & Scheffer Ave. (St. Paul) . � DATETIME `�.I.� MAXLEVEL ARR/DEP � Ol/02/'94 21:47:02 B727 93.4 D i Ol/OS/94 622:10 SW4 87.1 D Ol/13/94 7:02:30 BE18 84.4 D I 01122I'9410:27:53 SW4 83.8 D i ' Ol/02/'94 21:25:10 DC9 82.5 D I i Ol/02/'94 21:52:19 DC9 82.5 D � Ol/02/'94 21:3G:23 DC9 81.2 D i Ol/26/'94 6:56:55 BE80 77.4 D O1J05/'94 6:31:21 SW4 77.1 D� 01�26/'9413:17:06 FI{27 77.1 D 'I RMT #12: Alton Ave. & Rockford Ave. (St. Pa i 1) . r � DAT�TIME `�� r MA�Q.EVEL ' ARR/D� I Ol/02/94 21:24:25 B727 95.1 D � , Ol/OS/'94 22:15:42 SW4 87.� D � Ol/06/'94 23:53;36 . BA31 84.5 A i � Ol/03I94 7:02:11 SW4 83.7 D� . O1f02194 21:31:25 B727 83.2 D i Ol/19/'94 2:19:06 SW4 79.5 D I Ol/26/'9414:39:14 BA31 79.3 D i � Ol/18/'9416:54:32 BA31 i9.2 A ` � Ol/OS/94 8:40:11 B73S i9.1 D� Ol/18/'94 8:19:37 BA31 78.9 A � Monday, February 21, 1994 � Metropolitan Airports Commission I � Ten Loudest Aircraft Noise Events RMT #13: Southwest End Of Mohican Court (Mendotia Heights) DATETIIvIE O1/03/'9413:33:42 Ol/22/94 20:01:11 O1/2�/9417:02:56 Ol/2�/'9418:38:15 Ol/26/'94 9:29:20 Ol/10/9410:12:29 Ol/12/'94 5:21:52 Ol/03/94 6:14:08 Ol/02/94 6:16:50 O1/03/'94 9:50:54 �mcx�r �.Eva, TYPE B727 89.4 DC9 88.5 B737 88.3 B727 88.2 DC9 86.7 � B727 86.6 B727 86.6 B727 86.5 B727 85.8 B727 85.5 RMT #14: lst St. & McKee St. (Eagan) DATETIIvIE Ol/15/9416:23:55 Ol/15/'9417:16:48 Ol/10/94 8:31:27 Ol/15/'9416:59:45 Ol/16/94 8:47:13 Ol/03/9415:21:23 Ol/02/94 8:36:45 Ol/02r94 7:5421 Ol/15/'9418:07:26 0122I'94 7:16:18 Monday, February 21, 1994 e �mc�r �.EVII, TYPE B727 96.5 B727 95.0 . B727 94.7 B727 94.0 B727 93.6 B727 93.0 B727 92.6 B727 92.5 B727 91.9 B727 91.5 Metropolitan Airports Commission . 4 � Ten Loudest Aircraft Noise Events RMT #15: Wiliiam Court & Thresea St. (Mendota Heights) DATETIIviE Ol/09/I416:56:28 Ol/10/94 9:50:27 Ol/06/'94 520:33 01122/9419:49:24 Ol/10/'9412:20:23 O1J27/9417:17:44 Ol/10/'94 9:49:05 Ol/1Q/9411:35:50 Ol/03/'94 9:50:35 Ol/i09/'94 9:40:22 9 �tcRa�' �..EVII. TYPE B727 9�.5 B727 94.9 ; B727 93.2 DC9. 92.9 B737 90.6 B727 89.8 B727 89.4 DC9 88.9 B727 88.6 B'�27 88.2 �►RR/DEP D . D D D D D D D D D RMT #16: Avalon Ave. & Vilas Lane (Eagan) DATETIME Ol/15I9416:23:31 Ol/02/'9413:41:41 Ol/17/9410:12:50 Ol/26/9411:44:46 O1i25/94 8:23:11 Olrl2/94 21:24:16 Olil7/9413:35:54 Ol/15/9416:5927 Ol/15/'9417:03:36 Ol/27/9417:14:20 � Monday, February 21, 1994 Amc�t�r �Ev�, axx/nII, TYPE B727 100.8 D B727 1005 D B727 100.3 D B727 100.0 D B727 99.7 D B727 99.7 D B727 99.4 D B727 99.2 D B727 99.1 D B727 99.1 D � Metropolitan Airports Commission .. I Ten Loudest Aircraft Noise Events RMT #17: 84th St. & 4th Ave. (Bloomington) DATETIlVIE Ol/1�/'94 10:02:38 Ol/11/94 5:20:25 Ol/10/���� Ii:23:0'� Ol/08/'94 21:06:00 Ol/04/94 22:57:11 Ol/08/9419:18:37 01126/'9413:58:31 Ol/04/94 21:45:43 O1f02N4 21:36:27 01123/94 7:17:52 �cu�-r TYPE B727 B727 B727 DC9 B727 B737 DH8 DC10 B727 DC10 MAXI.EVEC, 93.5 87.5 86.9 86.2 85.6 ' 84.9 84.4 84.3 83.6 83.5 ARR/DEP D D D D A D A A A D RMT #18: 75th St. & 17th Ave. (Richfield) DATETIlVIE Ol/15/9410:02:52 Ol/15/94 9:53:33 Ol/15/9410:00:51 Ol/15/9411:00:57 Olill/'94 21:32:43 Ol/15/94 9:18:16 Ol/48/94 20:24:11 Ol/Z3I94 7:16:32 01�23/'94 8:05:24 O1i21/94 22:42:16 . I Monday, February 21, 1994 r �c�r �vII. TYPE • B727 101.0 B727 100.1 DC9 100.0 B727 98.8 DC9 98.1 B727 97.1 DC9 96.8 DC10 9�.6 B727 95.2 DC8 94.6 e Metropolitan Airports Commission , . Ten Loudest Aircraft Noise Events RMT #19: 16th Ave. & 83rd Street (Bloomington) DAT'ETIIvIE �� T MAXLEVEL ARRJDEP . Ol/15/94 9:18:25 B727 101.6 D O1/08/'94 22:21:23 B727 100.0 D Ol/12/94 9:13:30 � B727 98.8 D Ol/15/'94 9:10:30 B727 95.4 D � Ol/04/94 6:18:31 B727 94.8 D Ol/Ul/'94 20:59:29 B727 94.8 D Ol/12/9410:11:01 B727 94.8 D O1R3/'94 7:19:42 B727 94.8 D Ol/21/'94 22:41:25 D9S 94.7 D Ol/21/'94 22:59:29 DC8 � 93.6 D RMT #20: 75th St. & 3rd Ave. (Richfield) DATETIlv� �� r MAXLEVEL ARR/DEp , . � Ol/151'94 9:53:58 B727 97.2 D Ol/23/94 7:45:11 B727 94.7 D 0�/08/9417:28:08 B727 91.6 D Ol/08/94 20:24:31 DC9 90.0 D � Ol/21/94 6:15:34 B727 89.6 D Ol/Z3/94 7:16:54 � DC10 89.4 D . Ol/20/94 21:19:37 B727 86.9 D Ol/z3/'94 8:32:49 B727 86.6 D Ol/15I'94 0:44:54 DC9 86.4 D Ol/15/9411:01:21 B727 86.2 D Monday, February 21, 1994 Metropolitan Airports Commission Ten Loudest Eiircraft Noise Events RMT #21: Barbara Ave. & 67th St. (Inver Grove Heights) DAT�TIIvIE ' AIR� 'T �E� ,e,�DEP Ol/03/'9413:46:06 B727 89.6 D Ol/09/'94 20:28:17 DC9 87,5 D Ol/02/9411:58:09 B727 87.2 D Ol/15/'9417:05:33 DC9 86.6 D Ol/09/94 9:52:23 B727 85.9 D Ol/09I'94 9:40:20 DC9 85.9 D Ol/OS/94 8:21:47 B727 85.6 D Ol/�OS/'94 9:56:16 B727 85.3 D Ol/08/9414:49:14 B727 g5,2 D O1f03/'94 20:37:05 B727 � 85.1 D RMT #22: Anne Marie 'li�ail (Inver Grove Heights) .DATEI'IME � MAXI.EVII. ARR/DII' Ol/03/'9417:53:46 B727 87.6 D Ol/10/94 9:42:17 B727 87.3 D 0127/94 8:37:17 B727 87.2 D O1I�03/94 7:01:47 B727 86.9 D Ol/15/9418:11:21 DC9 86.8 D Ol/02/'9413:15:17 B727 86.5 D Ol/17/'94 22:25:02 B727 �86.0 A Ol/02/'94 21:26:11 B727 84.9 D Ol/02I'9413:27:37 B727 84.5 D Ol/OS/'94 7:52:05 B727 84.2 D Monday, February 21, 1994 Metropolitan Airparts Commission 0 Ten Loudest Aircrafi I�aise Events RNiT #23: Kenndan Ave. (Mendota Heights} � DATbTII��E O1/0�/94 9:�4:48 OI/10l94 9:49;01 Oi1'431'�4 9.50:27 01/03/'9413:28:26 Ol/10/94 9:Sp:25 OI/02194 i2: i'I:4$ 01145/'9� 17;09:31 Ol/03/'9418:23:45 02lb3j94 9:48:UI O1I031�44 i2.14:�4 AII2CRAFT MAXL.EVEL 'TYPE ��_ B727 101.3 8727 1dI.1 B727 l0i.l B727 100.$ B727 100.5 B727 I4t}S B727 140.0 B727 99.7 B727 99.5 B727 99.0 A�RR/DEF' �..._. D D D D D D D D D D RMT �#Z4: �hapel Lane & Random Road (Eagan) DATETA�IE Ol/15/9418:1U:S4 01IO2I94 8:37.02 U21�D9t'�4 $S$:09 pl/15/'9416:2A�:17 01122/9417:33:p6 O111�/'94 7:35;06 Ol�'U2/I4 4:28:34 Ol/1519417:OO.Q7 Ol/03J'94 I7:02;46 01J03j94 IO:l1:I7 Monday, February 21, 1994 AIl2CRAFT MAXI.EVII. TYPE DC9 90.5 8727 90.4 B727 9Q.4 B727 . 89.p . B727 88.$ B'727 88.8 B727. &8.6 B727 87.6 B727 $7.5 B�27 8b.5 DATE Pabruary 22,5994 4 Minneapalis-St. Paui Analysis of l�I.oise Events with Ti�rielDa�e Between January Ol and January 311994 Aircraft Ldii dB{A} Noise Monitar Loc•ations E 0 M #2a 56.1 63.7 G5.9 G1.7 63.6 59.1 58. i GU.4 fi2.7 GU.1 59.2 54.0 59.6 G2.7 62.3 59.� + (i l .b DATE l9 2U 21 22 23 24 25 26 �7 28 29 30 3l Minneapolis-St. Paul _ , . ; Analysis of Noise Events with Ti�ne/Date � � Between January O1 and Jan�uary 31 1994 �lae than twenty-four lioure of daW avallable � Corrupt Data Flles for January 30 and 31...No F'Itght'llracks Available February 22, 1994 Aircraft Lcin dB(A) Noise Monitor Locations 2 #2�l SR.O 6U.�J G1.0 62.1 61.8 43.R 61.4 61.1 59.9 b1.6 G(1.3 OA O.0 I. II. III. Iv v. VI. VII. February 1994 February 1994 Operations and Complaint Summary February 1994 Complaint Summary Runway Use Reports February Tower Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use February Tower Log - Nighttime . . . . . . . . . . . . . . . . . . . . . . . .Percent Hourly Use February Runway Use Report - All Ops . . . . . . . . . . . . . . . . . . .Percent of Ops February Runway Use Report - Jet Ops . . . . . . . . . . . . . . . . . . .Percent of Ops February Runway Use Report Nighttime - All Ops . . . . . . . . . .Percent of Ops February Runway Use Report Nighttime - Jet Ops . . . . . . . . . .Percent of Ops Jet Carrier Operations by 'I�pe Aircraft 'I�pe Table February Runway Use For Day/Night Periods ... All Operations ANOMS Base Map - Remote Monitor Site Locations VIII. MSP - Airport Noise Monitoring System Locations IX. X. XI. XII. XIII. Jet Departure Related Noise Events For February,1994 Jet Arrival Related Noise Events For February,1994 Ten Loudest Aircraft Noise Events - RM1�s 1 through 24 ANOMS Ftight 'I�racks February 1 to 5, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures February 1 to 5, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Arrivals February 6 to 12, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures February 6 to 12, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet ArrivaLs February 13 to 19, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures February 13 to 19, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet ArrivaLs February 20 to 28, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Departures February 20 to 28, 1994 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Jet Arrivals MSP Aircraft Ldn by Date and RMT - February 1994 Metropolitan Airports Commission - Avialion Noise Program �- ) 1 � FEBRUARY 1994 OPERATIONS AND COMPLAINT SUMMARY Tabte 1: OPERATIONS SUMMARY - ALL AIRCRAFT �: . . : � . .. : . . . .... .. : . , :. .. ..: . ... . : : . ... . .: :. : ..::. : .Ranway: : � ..Ari�val:.. � .: .: �%:Use .::::�.:'}...•° Ileparture::� ::�:�. � "Io:Use . 04 230 1.5% 82 0.6% , 22 59 0.4% 561 3.8% 11 6080 40.5% 6670 45.9% 29 8654 57.6% 72�2 49.7% Table 2: MSP FEBRUARY FLEET MIX PERCENTAGE Table 3: AIRPORT FEBRUARY COMPLAINT SUMMARY . .. . .,. . . .. : .. . . . ... . .. .::.� .:::::;:.. .. . : ., ::: �� : Ai�rgoi�: � :; ;;.:. ...: `, ...: :. .' :1)9�` ;; ;' ,. .'.1�94 � ;:: ... < MSP 734 532 Airlake 4 2 Anoka 0 0 Crystal 0 1 Flying Cloud 4 5 Lake Elmo 0 0 St. Paul 8 3 Misc. 6 1 � �: Tf�TP�I�;:. :7.56 � �>: 54q�. � Table �t: FEBRUARY OPERATIONS SUMMARY - AIRPORT DIRECTOR'S OFFICE AII2 CARRIER COMMiTIER G.A. MII.TTARY AIR FRIE('HT V ll!"11C1 �.R .. TC?TAL .. . . . ... . ... . .... ::. �1�9�; `1:�t94� �:� 687 703 214 306 141 �� 9 7 47 ( 42 � 23 31 1:121 ` . � ' .. :1218� ,. � � lI� _�'.F., -� r: ' .r . . ... —, �,? .� �: ,.t� 3'�: ; ��. �.' �_.• , �: �. � F 1 i .• � � j�! : � � - �! �� f Y � �. J � . . << iViSP FEBRIJARY 1994 CC�MPL�INT StJMMARY �� MSP COMPLAINTS BY CITY .:.:... ..: .. :;:::;:::::::.:�.; :`<`.;; �::::::::;":'i3� �::; `�'`:'::` `:'���< :�::� ::�::�:��::;; :'?;<;:"::::::.;sr;.:::: :::> :::::::::::::.:;::;.,.;:.:<:::,�::..:: :::::`:;;::C:�fiY..;..:` :.::::<>;;<�:;?�.2RT'f�`�; ..:. ......:...:;FA�.'�'�3����.:.:: .:...,.,i`�T�iL.::.,..; :. :::<.>p.�� � .::;.,:, .... .. . ... . .. .: . . . .. ... .. ..... ..... .. ..:: ...:.. . . . .. .. . .. . . ..... : ......... ........... . .. . . . ....:.:..._::..,...... ........................... ...... . Artlen Hills 3 8 12 2.I% Bloomingtan 0 5 S 0.9% Btu�svilie 0 7 7 I.3% Carver 0 1 1 0.2% � Eagan 26 $3 109 20.5% F.dina 0 6 6 1.1 °lo Inver Grove Heights 4 74 78 14.7% Meudota 0 1 1 0.2% Mendoka Heights 5 20 25 4.7% Minneapolis I0'7 103 210 39.5% Minnetonka 1 0� 1 Q.2%a Oakdale 0 1 1 02% PlymouEh 1 0 I 0.2%a Richfield 9 19 28 S.3% Shoreview 0 2 2 0.4% St. Anthony Vtllage 0 2 2 Q.4% S t Louis Park 1 1 2 0.4% St. Paui 10 28 38 71°la West Sk Paul 0 4 4 0.8% ... <�:�:>: >�<:��::> �`;> :<� �`� :�� �:�:;::� :;.;. ..:.� .: .:..:;.:.;,.;.:.�..:_::-:.. . --- ��`�'I:#���+€::;;:`-;<�:�;:���::<:'�<::::`��'`>>::<`'�::��i..... ...�::s<s;:><::;>,..<;:. .. �;:.;;:r;:;::?::'5�;:`>'�:::;:s:>:'::; :;: :���::���°k:;. 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Metropolitan Airports Commission Runway Use Report Nighttime Jet Only For February, 199� Runway Arr/Dep Count Percentage :.::.. . ..:... ..::...:..:..:�:.. 04 A 22 ;�:4�� � ; ... .. :. ...: .:: ....:: .:. ...::: ... 11L A 31 .:. �7;�;.: 11R A 54 � � � :,":�3;Z'.� 22 A 4 . .. ... . :;�:.;:.;:..1i�: 29L A 210 . ;;;;:;:.51;�::�: ...:.:.....:::.:: . :.::;. :> �: ::� ;: 29R A 88 �:� ;21:5:' TOTALARR. 4pg ' "�;1�q°,lo:' :.. .:.::.:.:..::.....:.::::.:::::.:.... 44 D 2 �� .;��;. 11L D 15 �� � ;.�.<.: ;�:+i:�>� � 11R D 53 .. . ......::::..: ::;�.��> . . 22 D 10 ..... .. :: :: ::1#i4;.. 29L D 10 ... :... �:.;:.��::.: 29R D 6 . ...:;:;� :�:: . -'" TOTAL DEP. 96 � : `�:�d�fllc>; Friday, March 18, 1994 � Metropolitan Airports Commission Friday, March 18, 1994 Jet Carrier Operations By Type February,1994 Aircraft Type Coant Percentage B747 B74F DC10 NID11 L1011 DC87 B727H B757 EA32 B733 FK10 IvID80 IvID88 NID88 DC8 DC86 DC8S B707 B727 DC9 B737 B73S FK28 Total 153 49 879 8 108 31 152 1477 2117 614 592 961 3 150 � 94 2 101 2 3423 7287 314 175 47 0.8 0.3 4.7 0.0 0.6 0.2 0.8 7.9 11.3 3.3 3.1 5.1 0.0 0.8 � OS 0.0 OS 0.0 18.3 38.9 1.7 0.9 0.3 38.9 % Stage 3 61.1 % Stage 2 i� /� Aircraft T�pe Table CODE AIRCRAFT DESCRIPTION B727 BOEING 727 B727H BOEING 727 - HLTSH HIT B��� BOEING 707 B737 BOEING 737 B73F BOEING 737 FRIIGHTER B73S BOEING 737 200 SERIFS B747 BOEING 747 B74F BOEING 747 FRIIGH'IER B74M BOEING 747 �D PASSENGER�"REIGHTER B757 BOEING 757 B767 BOEING 767 BEC BEECHCRAFT (AL.L SERIES) BEl BEECHCRAFT 1900 BE9 � BEECHCRAFI' 99 CN�► CESSNA (ALL SERIFS) DC10 MCDONNELL DOUGLAS DC10 DC8 MCDONNELL DOUGLAS DC8 DC8S MCDONNELL DOUGLAS DC8 STRFACH DC86 MCDONNELL DOUGLAS DC8 RE DC9 MCDONNELL DOUGLAS DC9 DC9F MCDONNSLI. DOUGLAS DC9 FRIIGH'I'ER EAi2 AIRBUS INDUSTRIE A320 FR10 FOKI�R 100 FK28 FOHI{ER F28 FK27 FOHICER Fl9 (PTtO� Ivm80 MCDONNELL DOUGLAS DC9-80 SERIES IvID82 MCDONNELL DOUGLAS 1vID83 MCDONNELL DOUGLAS IvID88 MCDONNELL DOUGLAS '��..,r� ..J � ��. Runway Nan�e ..�.�._ 04 11L 11R 22 �9L 29R Total Percentage March 22, 1994 Minneapolis-St. Faul �International Airport February Runway Use Far L+ay/Night Periods All Operations Departures Arrivals � Departures Arrivals :� Tofat . Day Day Totai Day NEght Night :` Night 65 1'75 �. 7�t2 16 55 =:::.: 7� ;. 3343 3035 ' 6378 .: 72 52 ����:•-1Z4.. 3154 2911 ��� 6065 `� 101 82 ';•<I83� . 53� Si '�-;..588....;:.�. 24 8 ';>::'`�:::�Z. �.::: .. .. . .. 3640 410Q :::;:.: Z?� °_' 28 3(16 .:;��334� .:>: 36p1 4103 7'704. .:' 13 145 �':::;�38��' �. 14301 14375 �� � 28676_ �� '. 254 648 �.::'::` 9QZ: .: 49.9 % 50.1 °la ' :: :�J.Q, �fo-=;:..: 2$.2 °lo � 1.8 °lo :;::>'���:� °Is ::, �.� : �� � /� Min eapolis St. Paul 1� 2 ' • $ 21 � � • � 4 �� � 10 S 6 � .ia �% . � ?. �• 1,� Mendota Heig ichfield �� � � � lg � � ' 13 � � � �p � . � 17 � 19 �� •t4 � 21 � , � � � In er Grave Heig6ts Bioo 'ngt� d �% �� � � � ��� 9 q � � � � � Bumsville �� ' � 30Q00 ft � pple Valley r' �� � <, , Rosen�ont Min�eapolis-St. Paul Inte�national Ai�po�t Airport Noise Monitoring System Locations Site City Approximate Street Location I MinQeapoiis Xerxes Avenue & 42nd Street 2 Minueapolis Fremont Avenue & 43rd Street 3 Minneapolis W. Elmwaod Street & Wentwarth Aveaue 4 Minneapolis Oaktand Avenue & 49th Stree# 5 Minneapoiis 12th Aveuue & 58th S#reet 6 MinneapoGs 25th Avenue & 57th Street 7 Richfield Wentworth Ave & 64t6 Street 8 Minneapoiis Longfeltaw Avenue & 43rct Street 9 S� Pau! Sar�atoga Sbreet & Hartford Avenue 10 St. Paul Itas�a Avenue & Bowdoin Street 11 S� Paal Finn Street & Scheffer Avenue ; 12 St� Paui AI#ou Avenue & Rcekwoad Avenue 13 Meadota Heights Southeast end af Mohican Co�rt 14 Eagaa F"u�st Street & McKee Street l� Mendata Reights Wiliiam Court & Thresea Stre+�t 15 Eagan Avaiou Avenue & Vilas Lane 17 Bloowington 84th Street & 4th Avenue 18 Richfield 75th Street & 17th Avenue 19 Bloomiugtan Ib#h Avenue & 83rd Street 20 Richfield 75t6 Street & 3rd Avenue 21 Inver Grove Heights Barbara Avenue & 67th Street 22 Inver Grove Heights Anne Marie Trait 23 Mendota Heights Eud of Keundon Avenue 24 Eagaa Chapel Lane & Random Road � �� Metropolitan Airports Commission Jet Departure Related Noise Events For February, 1994 RMTID City 1 Minneapolis 2 Minneapolis 3 Minneapolis 4 Minneapolis � Minneapolis 6 Minneapolis 7 Richfield 8 Minneapolis 9 St. Paul !0 St. Paul 11 St. Paul 12 St. Paul ✓ 13 Mendota Heights 14 Eagan �.�15 Mendota Heights 16 Eagan 17 Bloomington 18 Richfield 19 Bloomington 20 Richfield 21 Inver Crrwe Heights 22 Inver Grove Heights ,:' 23 Mendota Heights 24 Fagan Friday, March 18, 1994 ,,._ °n -�.~.,.,,, `..,,,,� Count Of Events For Each RMT Appraacimate Street I.ocation Xerxes Ave. & 42nd St. Fremont Ave. & 43rd St. W. Elmwood St. & Wentworth Ave. Oakland Ave. & 49th Sc 12th Ave. & 58th St. 25th Ave. 8c 57th St. Wentworth Ave & 64th SG Longfellow Ave. & 43rd St. Saratoga St 8c Hartford Ave. Itasca Ave. & Bowdoin S� Finn St & Scheffer Ave. Alton Ave. � Rockwood Ave. Southeast end of Mohican Court First St. � McKee Sk w�� co,�c � �� sk Avalon Ave. & V'ilas Lane 84th St. & 4th Ave. 75th S� & 17th Ave. 16th Ave. & 83rd St. 75th St. & 3rd Ave. Barbara Ave. & 67th St. Anne Marie Trail Fnd of Kenndaa Ave. Chapel Lane & Randam Road Eveiits >65dS_ 448 411 1090 1297 2967 3010 2055 1008 49 1131 233 610 1475 1438 i��o 2308 334 1153 340 427 697 965 2389 1824 Evenis Events �80d8 ' s90d8 34 0 45 0 87 4 206 21 969 285 1156 597 319 45 134 8 3 0 18 7 5 0 9 2 174 2 185 12 271 13 642 142 23 3 159 59 85 24 15 1 60 2 65 0 765 300 171 2 �� . EvenL�s >lOadH �� 0 1 4 23 114 2 0 0 - 1 0 0 0 0 0 5 0 3 1 0 0 0 19 0 � �� r �_ Metropolitan Airparts Commission RMTID 1 2 3 4 � b 7 8 9 14 11 12 ✓" i3 14 ,/ 1� 16 17 18 19 20 21 22 1 23 24 Jet Arrivai Reiated Noise Events For February, 199� C��y Minneapolis Minneapalis Minneapolis Minneapolis Minneapolis Minneagalis Richfield Minneapolis St. Paul St. Paul St. Paul St. Paul Mendata I3eights Eagan Mendota Heights Eagan Bioomington Richfield Bloomington Richfield Inver Grave Heighfs Inver Grave Heights Mendo�a Heights Eagan Friday, March i 8, 1994 Coi�nt 4f Events Far Each RNtT Approxi�uate. Stre�t L:acatioo Xerxes Ave. & 42nd SG Fremont Ave. & 43rd S�. W. F,lsnwoo�d S� & Wentwax�sh Ave. Oakland Ave. & 49th Sk i2th Ave. & 58th St. 25#h Ave. & 57th St. Wentwarth Ave & 64th St, Uangfellow Ave. c� 43rd St. Saratoga S� & Hartford Ave. Itasca Ave. & Bowdoin St. Finn St. & Scheffer Ave. Alton Ave. & Rackwood Ave. Southeast end of Mohican Court First St. � McKee S� w�w� c�c � �� s� Avaion Ave. & Vilas Lane 84th St. & 4th Ave. 75th St & 17th Ave. 16th Ave. � $3rd St. 75th St. & 3rd Ave. Barbara Ave. & 67th St. Anne Marie Trail End of Kenndoa Ave. C6ape1 Lane 8c Random Raad E�ents .�� 12 90 I623 2043 1886 z�sa a7az 460 713 39 535 193 422 292 1912 716 3389 190 57'7 48 188 64 1141 1b87 272U �Events �80ct8 �� 82 7i9 409 1494 �sba 1 17 i5 25 0 0 3 24 12 I168 54 �1 1 0 4 2 � 2b Eveuts >9QdS �� I 25 3 161 236 0 0 1 4 0 0 4 0 0 3 0 - 0 0 0 0 0 0 0 � �� Events >lO�dB �� 0 4 0 a 3 0 0 0 _' 4 0 a 0 4 0 0 0 0 0 0 0 0 0 4 Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #1: Xerxes Ave. & 42nd St. (Minneapolis) DATETIIvIE 02/18/'94 824:49 02/18/94 13:26:17 02/08/94 20:51:21 02/15I94 9:31:05 02/181'94 20:49:56 02ROI'94 9:22:40 02�20/'9419:53:37 02/09/9413:00:59 02/02I9414:37:21 02/02I9416:54:59 �mc�r TYPE B� B727 B727 B727 B727 DC9 DC9 B737 DC9 DC9 - 88.2 87.2 87.0 85.6 85.2 85.1 � 83:9 83.9 83.7 83.3 RMT #2: Freemont Ave. & 43rd St. (Minneapolis) DATETIIVIE 02/18I'9418:37:42 02i221'9413:16:52 02J24/'94 20:45:53 02/19I94 16:19:14 02/02/94 13:11:02 02J18I94 23:06:41 02I23I9413:42:12 02/19N4 20:09:45 02/Z3�9412:20:48 02R3/'94 6:47:42 Friday, March 18, 1994 �mc�T � B727 bID80 B727 B727 DC9 B727 B727 IvID80 B727 B727 MAXI.E�7FI., 93.6 88.6 88.2 87.7 87.7 87.3 86.4 86.3 85.6 85.1 a� � �_ Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #3: W. Elmwood St. & Wentworth Ave. (Minneapolis) Friday, March 18, 1994 DATETIME 02/09/'9416:59:29 02/09I94 20:40:10 02R3/'94 8:43:08 02,/04/9417:09:02 02/18/'94 13:27:05 02/18/94 23:11:38 02/18/'94 20:43:56 02/18/9419:20:56 Q2/19I94 20:25:19 02/1819416:51:12 Amc�r TYPE B727 B727 B727 B727 B727 B727 B727 DC9 B727 B727 MAXLEVEL 1�_ 94.6 93.3 93.3 93.1 92.8 92.7 92.2 92.1 92.0 ARR/DEP �� D A D A A A A D A RMT #4: Oakland Ave. & 49th St. (Minneapolis) DATETIlVIE 02/19I94 21:01:52 0?,JOI/9416:57:37 02/16/'9416:59:37 02/19/94 16:18:19 02l14�'9416:58:01 02J15I94 20:22:53 02J16N412:57:49 02J19I94 18:49:15 0?J09/9417:32:20 02f071'94 16:54:08 AIItQtAFT � B727 B727 B727 B727 B727 B727 B727 B747 DC9 B727 MAXLEVFI. 1- 102.2 102.2 100.8 99.0 98.4 96.1 95.8 95.0 94.6 �� 0 Metropolitan Airparts Cammission Ten Loudest Aircrafi Noise Events RMT #5: 12th Ave. & 58th St. (Minneapotis) DATETIME 02/19/9410:10:21 02/23/'94 20:19:26 021051'�417:19:34 02/19/9413:3'7:09 (YllZ6I9416:29:12 02/26J9�410:09:00 t?2I24l94 6:53:06 02J19/94 10:26:09 tYl/19/5�4 202Q:21 U2l191'.� 17:20:02 �c�F r �� 8727 8727 B727 B727 DC10 B727 I)C9 B727 B727 B727 MAXL.EVEL .�� lOfi.2 104.4 iO3.2 102.7 102.4 IO2.4 201.8 141.7 101,6 lOIS RMT #6: 25th Ave. & 57th St. (Minneapolis} DAT.F.TIIv1� Q2/19/94 20:10:03 ()2l14�416:56:48 02116J34 16:59:14 (?21Q1/�416:57:11 C12,/19/'94 9:29:11 tnR0A415:03:01 cnt�s� s:2o:� 0?�20/'9�413:34:09 oxros� io:2z:�o in1191'�41b:I'T.24 Friday, Nlarch 18, 1994 ��vfY li i _...�.. B727 B727 B727 B727 8727 B727 8�27 B727 sn� B�z7 MAXLEVEL �� 108.6 10$S 108.4 i08.0 107.9 i07.2 106.4 106.3 �o�.a ios.s 0 ��b. �,�-i� �� Metropolitan Airports Commission Ten Loudest Aircraft Noise Events � RMT #7: Wentworth Ave. & 64th St. (Richfield) DATETIIVIE 02/23/'9418:59:45 02/19I'9413:17:15 02/19/9411:50:56 02/20/9413:20:58 02/OS/9416:16:45 02/19I'9413:37:28 02/09/9417:09:40 02/15I'9413:27:40 02/15/94 8:51:17 02/+07I94 8:20:44 �mc�r �.EVII. TYPE B727 100.5 B727 100.3 B727 98.6 B727 98.5 B727 97.1 B727 96.6 B727 96.4 B727 96.4 B727 96.2 B727 95.7 ARR/DEP D D D D D D D D D D RMT #8: Longfetlow Ave. & 43rd St. (Minneapolis) Friday, March 18, 1994 DATETIlI� 02/20/'9415:03:27 02/19/94 20:10:27 02/19/9410:13:40 02/19/9419:19:27 02/13I94 15:32:49 02J16I9414:48:26 02l16/9413:31:23 02R1/94 9:27:16 0220I'94 8:19:33 02/21/'9412:13:07 Amca�r �� B727 B727 DC9 B727 B727 B727 B727 DC9 B727 B727 h� : .� ��� 94.8 94.2 92.9 92.1 92.0 91.4 91.4 90.7 89.8 89.0 0 Metropolitan Airports Commission Ten Loudest Aircraft Noise Events ;� a� RMT #9: Saratoga St. & Hartford Ave. (St. Pau1} DATETIIviE �.I.�T MAXI.,EVEL ARR/L7EP 02/19/'94 7:20:31 DC9 91.1 A 02/17/'9423:W:15 B727 89.5 A 021181'9414:27:�4 B7�7 89.3 A Q2l19/�4 7:26:04? DC8 $9.Q A 02/17/'94 23:W:33 B727 $8.5 A 02I'i3194 22:I8:3b DC8 85.3 D 02119N4 8:4'7:15 NID8{} 85, I A 02/17/94 23:11:47 B727 84.7 A ' 02/Z7/94 8:53:12 B747 84.5 A 02Ji8194I�:15:34 � DC9 84.5 A RMT #14: Itasca Ave. & Bowdoin St. (St. Paut) , 1i`i:� DATETIME `�,� � MAXL.EVEI, ARR/DEP Q2l23/'94 22:16:08 8727 103.2 D 02I23I'�4 22:Q9:04 DC9 99.8 D 02/Z31�4 22: I'7:57 DC$ 98.5 D 02C13/'94 22:11:Q2 DC9 96.7 D 02l18/9414:2,$:26 B747 95.4 A 02/i9P�4 7:2b:4t3 DC$ 94.7 A 02IZ31'�4 5:21:13 B727 9i.8 D 0227/'94 7:p7:00 DC10 91.7 A 02r23/5►4 22:28:44 L?C8 9L7 D 021'l3/94 22:20:42 B727 9Q.3 D Friday; March 18, 1994 _.✓ .� Metropolitan Airports Commission Friday, March 18, 1994 Ten Loudest Aircraft Noise Events RMT #11: Finn St. & Scheffer Ave. (St. Paul) DATETIlI�IIE 02R3/'94 521:32 02/23/'94 22:16:28 02�23/94 6:4929 02i23/94 22:11:24 02R4/'94 6:09:19 02/18I94 6:00:40 02l23/94 22:34:07 02R3/'94 6:26:57 02/�04/94 629:33 02R3/'94 7:06:52 ,�c�r �,EVII. TYPE B727 89.9 B727 89.0 B727 88.3 DC9 84.6 SW4 84,2 B73S 83.1 SW4 81.8 SW4 81.5 SW4 81.3 BE18 81.1 RMT #12: Alton Ave. & Rockford Ave. (St. Paul) DATEI'IIVIE 02l23/94 22:21:08 02/23/'94 22:29:04 02,R4I94 21:27:49 02l24/94 11:12:24 02/22/94 22:13:18 02I23I94 22:07:15 02R119411:18:47 0?,R3I94 22:14:31 02%Z3/94 22:18:15 02/l3/'94 0:26:10 ,�cx�r � B727 DC8 SW4 DC9 DC8 DC8 NID88 DC8S DC8 DH8 I��I:��i�1���1� 92.8 90.1 86.0 85.5 85.5 85.4 84.2 83.6 83.2 83.0 0 �% Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #13: Southwest End Of Mohican Court (Mendota Heights) DATETIIv1E 02/16I94 8:1127 02/16/9418:17:55 OZ/19I94 6:43:36 02r23�9412:18:28 02/11/9419:3222 02/18I9416:08:01 0222I'94 6:13:16 02/17/94 9:55:28 02l27/9415:09:59 0227/9412:13:57 �c�r - B727 B727 B727 B727 DC9 B737 B727 B727 DC9 B727 � 92.8 91.4 88.9 88.7 88.4 88.0 87.3 87.3 87.2 86.7 RMT #14: lst St. & McKee St. (Eagan) Q:_�►����� 02/19/94 724:39 02/19/94 7:04:35 02/11/'9414:09:30 02/18/94 6:08:?S 0?,/07I1419:28:18 02J16I9418:57:36 02/18/94 7:52:04 02/19I94 7:44:28 02/19I94 6:42:00 02/23194 6:56:43 Friday, March 18, 1994 �mc�r - B727 B727 B727 B727 B727 B727 B727 B727 B727 B727 � „ : .� �ia 98.3 94.8 94.6 94.6 91.5 91.2 91.2 91.2 91.0 90.7 � �' ��� � Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #15: William Court & Thresea St. (Mendota Heights) Friday, March 18, 1994 M7 MDI��u� 02/11/'9419:31:27 02/16/94 8:35:46 02/18/9415:04:12 02/27/9412:13:40 02/18/94 7:44:12 02/17/94 20:20:01 02R7/'94 7:45:33 02/17/'94 20:10:30 02/14�94 9:08:54 02/18I'94 20:25:24 amc�r TYPE DC9 B727 B727 B727 B727 B727 B727 B727 B727 B727 � : .� / �I : : : I � �I' 94.5 93.5 92.8 92.0 91.1 90.9 90.9 90.9 90.7 90.7 RMT #16: Avalon Ave. & Vilas Lane (Eagan) DATETIME 02I23/94 13:10:49 02/14/94 8:20:23 02/18/9410:06:45 02/10I9417:10:43 02/19/94 7:55:25 021?A/94 18:10:16 02/16/94 9:40:38 02/18/9413:42:47 02/18/94 7:51:48 02/14�94 7:45:14 �c�►Fr TYPE B� B727 B72? B727 B727 DC9 B727 B727 B727 B727 ' � !� 101.6 101.3 100.7 100.1 100.1 99.3 99.1 98.9 98.8 98.7 a� Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #17: 8�th St. & 4th Ave. (Bloomington) DATETIIVIE 02/16/'94 15:1622 02/07/'94 620:48 02/17/94 5:�4:44 02/04/'94 8:54:31 02/23/94 11:02:27 02/l3/'94 4:54:15 02/161'94 15:22:42 02R3/94 23:02:13 0226I'9410:25:22 02/23/94 2:19:35 �mc�r �►�,EVE[. TYPE B727 94.1 B727 93.2 B727 91.6 B727 88.8 B727 88.4 B727 87.9 B737 87.5 B727 87.4 EA32 87.1 B727 87.0 ARR/DEP D D D D A A D A D A RMT #18: 75th St. & 17th Ave. (Richfield) DATETIIVIE 02r261'94 22:01:42 02/13/9414:38:52 02/17/94 5:54:09 02J09/'9414:19:04 02/26/9410:25:08 02/13I94 9:59:32 02J16/94 15:16:20 OZ/16/9415:08:11 02/06/94 7:38:33 02/OS/94 11:07:00 Friday, March 18, 1994 iilRC�tAFi' TYPE DC9 DC9 B727 B727 B727 DC9 B727 B727 DC9 B73S � � :::���. 101.8 101.7 100.7 99.9 99.7 99.6 99.1 98.9 98.8 98.3 � � -�r Y,- Metropolitan Airports Commission Friday, March 18, 1994 Ten Loudest Aircraft Noise Events RMT #19: 16th Ave. & 83rd Street (Bloomington) DATETIIv1E 02/13/'94 7:50:09 02/OSP94 8:48:27 02/06194 7:53:38 02/11/94 6:12:01 02/07I94 6:21:34 02/13/94 9:41:48 02/04I9414:13:06 02/06/94 7:13:28 02/11/94 6:08:59 02/�OSI94 9:38:52 �mc�T �.EVII. .�ro� TYPE B727 100.0 D B727 99.0 D B727 98.2 D 8727 97.3 D B727 97.2 D 8727 97.0 D B727 96.3 D B727 95.4 D B727 94.1 D DC9 93.9 D RMT #20: 75th St. & 3rd Ave. (Richfield) DATETIIV� 02/13/94 9:39:20 02/1319415:03:38 02RO194 7:09:52 02/13I94 9:59:54 02R6I94 22:02:02 02J16I94 15:08:29 02I�06I94 7:38:52 02/19I94 7:16:35 02In9194 7:59:02 02/14N410:25:52 �mcx�r �.Evr�. TYPE B727 94.5 B727 89.2 DC9 88.8 B727 88.7 DC9 88.5 B727 87.7 B727 87.4 SW4 86.3 SW3 86.0 B727 85.4 � � Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #21: Barbara Ave. & 67th St. (Inver Grove Heights) DATETIl�IE 02/201'94 5:04:02 02/22/94 17:18:18 02/24/'9413:45:58 02/11/9419:00:06 OZ/22I'94 14:19:29 02/18P94 17:16:12 02R 1/9419:52:37 02/27P94 21:02:03 02l22�94 17:09:34 02R3/'9412:17:02 amc�r-r �,r�.EVE[. TYPE B727 91.5 B727 90.3 B727 88.8 B727 88.4 B727 88.3 B727 87.4 B727 87.3 B727 87.1 B727 86.7 B727 86.5 RMT #22: Anne Marie 1i-ail (Inver Grove Heights) DATETIlVIE 02/18I'94 22:13:00 02/11/'9413:23:30 02l18II4 10:10:59 02/18/9417:21:57 02i'l7/9412:26:28 02J1s�/9416:15:35 02/27/94 15:02:26 0?,R2I9414:19:47 02R1/94 22:42:01 02,/17�9419:07:26 Friday, March 18, 1994 �mc�r �.Eva, TYPE B727 89.7 B727 89.0 B727 87.7 B727 87.5 B727 86.9 B727 86.3 B727 86.3 B727 85.6 B727 85.4 B727 85.2 . �J .�� Metropolitan Airports Commission Ten Loudest Aircraft Noise Events RMT #23: Kenndon Ave. (Mendota Heights) DATETIIVIE 0?./27/9417:20:20 02/23I'9410:17:31 02/18/'94 20:25:33 02/19/94 7:43:50 02/10/'9410:02:47 02/16/94 20:17:02 02/17/'9416:17:37 02/16P94 9:56:43 02/22/9417:16:50 02,R3I'94� 12:17:55 �mc�r �.EVII. TYPE B727 103.7 B727 103.0 B727 102.0 B727 101.9 B727 101.8 B727 101.7 B727 101.6 B727 1015 B727 101.4 B727 101.0 RMT #24: Chapel Lane & Random Road (Eagan) DA'T�TIME 02/19/94 7:44:28 oa�is�a io:io:2s 02/18/'94 8:43:34 02R3/9411:40:21 02/l2/4�4 8:16:16 02/Z2/94 8:51:26 0?,R2I9418:50:16 02/18I94 8:10:41 02R3I9�4 6:56:39 02I22/'9414:58:52 Friday, March 18, 1994 �mc�r TYPE B727 sn� B727 B727 B727 B727 DC9 DC9 B727 B727 ����:�i�blil�I 92.7 90.4 89.8 89.5 89.2 88.9 88.9 88.7 88.4 87.2 ARR/DEP ' �� D D D D D D D D D 3� � DATE i 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 l7 I8 l9 Mp^'h 22, 1994 `r , Minneapolis-St. Paul Analysis of Noise Events witl� Time/Date Between February O1. and February 28, 1994 Aircraft Ldn dB(A) Noise Monitor Locations ✓ ,% � 0 J #2a 58.9 58.2 59.8 60.4 55.5 58.9 61.7 57.5 56.7 61.1 61.8 61.7 57.9 60.2 59.9 61.9 G3 � 65.5 G3. I ���,\ !' � . DATE � m m � � � m m � #i #2 56.3 52.8 54.4 54.7 569 b0.0 59A 61.9 57.0 58.6 51."7 48.7 42.4 48.0 55.8 57.8 57.1 54.5 #3 #4 57.8 6I,5 59.3 58.4 sa.� si.� 64.6 62.9 65.1 62.6 61.8 59.1 52.0 54.6 65.6 6t.9 62.4 61.5 #S � 73.1 ,4.0 69.� 73.1 74.7 68.A 66.3 68.9 67.2 Minneapolis-St. Paul Analysis of Noise Events with Time/Uate Between FeUruary U1 and Fetaruary 2$, 199� Aircrat't Ldn dB(A} Noise Monitor Locations ✓ #6 #? #8 #9 #10 #11 #12 #13 #14 #15 #i6 ?7.3 65.7 59.? 44.4 45.0 43.3 44.i 44.5 5?.4 44.5 6fi.2 73.'7 65.2 56.8 * 48.9 41,2 4b.S 54.1 57.4 53.5 67.8 b&.4 53.3 53.6 50.6 b2."7 52.4 59.5 63,3 59.0 63.I 66.6 73,6 63S 57.? 59.1 75.8 64.I 66.4 61.4 63.3 64.1 7 t.6 72.0 65.2 55.4 41.0 55.3 52.'7 53.5 60.7 61.6 61.2 7p.2 57.3 6I.1 46.3 44.6 50.1 42.8 49.2 54.3 54.5 53.1 56.1 72.7 54.4 52.5 44.4 53.9 43.$ 46.1 41.8 54.4 50.8 63.3 68.8 43.5 53.1 48.'7 59.2 43.4 42.4 61.$ 5$.9 63.0 68.3 69.$ Ab.8 51.8 44.3 57.8 49.Q S I.5 62.9 65.8 b4.3 ? t.$ «less than twenty-four hours of data available March 22, 1894 ; � � � i #l� #I8 #19 #28 #21 #22 #23 #2�1 4'7.7 59.4 SS.4 52.1 60.5 56.9 54.4 bt}.b 61.6 59.9 46.1 49.0 53.3 58.5 C�Ci.I 61.7 6�. t 63.6 A4.3 4$.0 S9 � 59.4 72.5 63.3 65.9 65.? S2.? 5?.0 55.5 62.4 ?U.7 65.9 52.9 57.1 39.8 47.0 58.1 62.0 7t.8 b1.3 42.5 45.9 49.2 42.2 52.4 45.5 43.5 SO.fi 53.6 '71.? 59.2 S$.7 54.6 50.9 60.? S?.4 49.8 50.2 32.6 54.9 59.6 61.2 72.7 63.5 56.2 5?.8 4I.4 39.4 60.8 63.1 ?3.? 67.2 � l� 2 � IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIflllllilllllllllllllllllllllllil FEBRUARY 1994 ISSUE 3 BUYOUT UPDATE ��+ ; ���� GRAY'S RESIDENCE Ms. Gray says, "I'm just glad it's going as fast as it has gone! It was exciting to be the first!" ����������������������������������������������������������������������������� HARDSHIP PROCESS UPDATE W.D. SCHOCK COMP�iNY'S � TEAM CONCEPT As of February 18, W.D. Schock Company, Inc. has completed all but one of the initial interviews for the approved hardship applicants in New Ford Town and Rich Acres. The remaining hardship applicant will be scheduled once the homeowner is available. Please remember that if� a hardship does develop for a homeowner, applications will continue to be accepted for review throughout e entire project time frame. ENVIRONMENTAL CONSULTING FIRMS CHOSEN/APPRAISAL UPDATE ENVIRONMENTAL CONSULTING FIRM W.D. Schock Company, Inc. has contracted with the Environmental Firm of Professional Service Industries, Inc., (PSI), as of Fe�ruary 4, 1994 to complete all the required environmental inspection work for Phase I. PSI is a highly qualified environmental firm with the capacity to perform all aspects of the inspection and testing work needed. W.D. Schock Company, Inc. felt quality control would be much higher using one designated environmental firm rather than three or four. APPRAISAL UPDATE W.D. Schock Company, Inc. has created a team concept approach for, working with each homeowner and tenant within the Part 150 Project. Each homeowner will meet their team during the initial interview. Each team will consist of an acquisition consultant, a relocation consultant, and ' a project manager. These three' will work together with the homeowner until the entire acquisition and relocation process is completed for them. We hope this team approach will help the homeowner feel more comfortable knowing they will be working with the same people throughout the entire process. We want to encourage the homeowner to contact their team at any time with questions and concerns. INITIAL INTERVIEWS BEGIN The same day the homeowner's initial interview takes place, W.D. Schock Company, Each homeowner will be Inc. will mail an appraisal assignment letter contacted by. telephone to '-o Marquette Partners, the MAC chosen schedule a date and time to �praisal firm for Phase I. This assignment meet for the interview. �etter will include the homeowner's name, The assigned team chosen to address, legal description of property, and work with that homeowner telephone number. � will either� conduct the � interview at the Holly Ward with Marquette Partners will be homeowner�s residence or at contacting each homeowner within ten (10) the Land Acquisition and business days from the initial interview date Relocation Office. The to schedule the appraisal and environmental W.D. Schock Company, Inc. inspection. + team will hand deliver the notification letter, Marquette Partners will coordinate with the explain the time frame for environmental firm of PSI to complete their the acquisition/relocation required inspection approximately thirty (30) process, and answer any minutes before the appraiser's scheduled questions the homeowner ��pointment. The two inspections combined might have.. The date of y last between 45 to 90 minutes: the initial interview is the "official start date" As of February 18, 1994, 20 appraisal and for the homeowner's buyout environmental inspections have been and relocation process. completed. ' The Part 150 Buyout Update is a newsletter by the Metropolitan Airports Commission and W.D. Schock Company, Inc., containing i+-��nrmat i nn nn 1-1�c M�p T,anr� ��rt�7 i ai t� nn. anc� Ra1 �rat � C�r1 Pro� Prt- s. AMENDMENT GRANT - RICH ACRES' HARDSHIPS The decision by the FAA to approve the grant amendment to include Rich Acres into the Part 150 program is anticipated to be announced in the month of February. In preparation of this approval, W.D. Schock Company, Inc. has met with all of the Rich Acres hardship applicants for their initial interviews as of February 14, 1994. FUTURE TARGET DATES PHASE I - HARDSHIPS NOTE: The attached timeline for Phase I � will give you an aCcurate guide for month to month progress. BUYOUT FEEDBACR The initial interviews have begun, and W.D. Schock Company, Inc . has been in the f ield to answer questions and listen to comments from homeowners. We hope future issues of the newsletter will not only continue to answer your questions, but bring you specific comments from individual homeowners. Q. IF I CHOOSE TO ORDER MY OWN APPRAISAL, WHEN WILL MAC REIMBURSE ME FOR THE COST? A. After you contract with the appraiser you have chosen, obtain a paid receipt for your appraisal, then forward the receipt to W.D. Schock Company, Inc.. You will be reimbursed up to $500 at your acquisition closing. Q. WILL W.D. SCHOCK COMP.ANY, INC.�REPRESENT ME IN THE PURCHASE OR RENTING OF MY NEW RELOCATION HOME? A: We will be responsible for finding at least one, but normally, we will attempt to find three, comparable replacement home or rental unit to offer you, which may be the basis for your relocation benefits. However, W.D. Schock Company,�Inc. cannot repre�ent anyone in a purchase or rental transaction. We will be supplying you with resource information if you wish to rent. If you wish to purchase a home, we encourage you to seek the professional services of a Real Estate Agent to assist you. , W.D. SCHOCR COMPANY, INC. _5844 28th Avenue South Mianeapolis, I�T 55417 PHONE: (612)724-8898 Q. WHEN WE MOVE OUT OF OUR HOME, MAY WE LEAVE ITEMS IN THE GARAGE OR BASEMENT WE NO LONGER WANT, SUC�?� AS: OLD PAINT CANS, LUMBER`t� OLD, BROKEN FURNITURE? A. We know how difficult it will be to clean and dispose of all the items collected over the years in your home. However, when our final walk through is completed, all homes will need to be clean and empty of items such as these. MAC • and W.D. Schock Company, Inc. are exploring the possibility of placing dumpsters at convenient sites throughout the project area as the buyouts occur. W.D. Schock Company will address this issue in subsequent Buyout Updates. We encourage your continued responses and questions by phone (724-8898), FAX (724- 8894), or by mail (Buyov� Feedback, c\o W.D. Scho Company, Inc., 5844 28t�� Avenue South, Minneapolis, MN 55417). We will be pleased to keep you well- informed of the progress_of the Buyout,Project. "TARE ANOTHER LOOR AT RICHFIELD" BUS TOUR The City of Richfield and Housing and Redevelopment Authority are sponsoring a free tour of Richfiled, on Saturday, March 12, 1994. The tour is a follow up to the "Housing Opportunitites Fair" and will highlight the housing options available in Richfield, and the advantages of staying in this community. Additional details about this event will °� �be available by mail. City of Mendota Heights Tom Lawell 1101 Victoria Curve " Mendota Heights, MN 55118 TractorTrailer TractorTrailer �,�}�rTrailer „�,�,� �ssoe ,�,�� �sso9 ,,m;�„,� �ssoa �o.uqe�ea w�wc�e�a ��,wa � ;.,� �' ;i� � f _•i ;� - ,.� -�,,;C T . �_ ,;. ��� . U�10 R � U�.10 `� �� USA10 111f11111111111111111111�111111111111111i IIIIIIIIIIIII IIIIIIII � ' `' :! � � � , � . ��rYou�c � -.. I3SUB 4 I�iRCH 199� .. � � � � � � ■ � � � � � � � � � i � � ■ � � � � i � � � � � � D.l�LTt�i'' S RBSiD8NC8 Mr. Da11�on aaid, "I think I wae the first to mave into the neighborhood { in 1940 �", ���������ii����i��ii���������i�����i��i���i�i��ii������i�i�����ii��ii�ii��iii� IN=TIAL INTERVIEW UPDATE As sL-aCe�i in the FeLruary wewslettex, 4he W.D: Schock Company (WDSCO) team�concept was created so that each homeowner and tenant woul.d have their own personal team to work with throughout the entire acquisition and relocation pracess. The team is introduced to the hameowner at the initial interview. As of March 16, 1994, the WDSC� teams have met with 53. approved hardship applicants and mast of the homeowners in Priorities 1 thru 4 for their iniCial interviews. WDSCO teams have begun to contact and schedule '�e initial interviews for homeowners in iorities 5 an.d 6. The initial interview_ Yrocess intent and purpose gaes beyond just educating and infarming each hameowner of the Acquisi�ion and Relocation process timeline; we use this as an opportunity ta mee� each hameowner in persan, to answer questions, and address concerns on a personal level. We encourage any sugges�ions from you regarding the ini�ial interview pracess and any changes or additions yau wotzld sugges� �ar future incerviews. � --- • -�� � Marquette Partners, the MAC appraisal firm, has been working diligently ta camplete as much of the initial field work for all the assigned appraisals as possible. As of March 14, 1994, Marquette Partners are approximately twa t2) to three (3? weeks behind schedule in completing the actual appraisal reparts. This delay is due to making �inal changes to �he comparable sales book '^SBa and adjustment factors. As stated in a �vious issue of this newsletter, the sales �omparison book is being created to insure accuracy and corisistency for all appraisals completed. The work involved in the preparation of this book was extensive and involved screening nearly 1,700 praper�ies. Marquette Partners had an�icipw�e3 th� completion of *his ���k by eariy-March. I� was cample�ed and delivered to WD5C0 affices on March 21, 1994, To date, field work has been completed for 67 properties, and eight (8) appraisal reports have been received. We realize that any delay in the projected time line affec�s everyone. TYa,erefore, WDSCO will ���tinue to give you a detailed update of the ire progress in future issues in this i.cw�lett�er. With compl.etian of the comparable sales boak, the appraisai report delivery rate wilZ be enhanced and we are committed to be back on schedule as soon as possible. Yaur patience is very much appreciated. � WDSCO encourages both positive and negative feedback regarding the MAC appraisal process. MarquetCe Partriers is striving to deliver the highest qualiGy appraisal and�service to each homeowner. HUD HC>MES TO BE PURCHASED The Metrapolitan A�rpar�s Comcttission, at i�s February 21, 1994 meeting, approved the purchase of two t 2) HUD hoines located in Che New Ford Town area. H�UD offered these homes directly to MAC for immediaCe sale at a reduced purchase price . Due to the fact that these homes are prPsently vacant, no relocation benefi.ts will have ta be disbursed. The substan�ial savings will allow surpius funds for the purchase of additional homes in the project area. RESOL�'RCE� CENTER AVAILABLE FOR ALL Ht3MEtaWNER� /TENA►NTS As of March -2I, 1994, an infarmational resource rack will be available in �he reception area of the WDSCO Land Acquisi�.ion and Relacation affice. These resaurces will serve as an aid ta all hameowners and �anants looking for informa�ion on any of the fallowing items. • Twin City area Moving Carnpanies a Twin City area Mortgage Companies � i�iarcgage Companie� who specialize in credit and/ar income ratia problems � Current Mortgage interes� rates through Twin Cities Martgage Companies • Apartmen�. guides • Elder2y High-rise and Condominiczm information • t�UD pamghlets � • Social service available data The Par� 150 Buyou� Update is a n.ewsletter by the Metropolitan Airports Cammission and W.D. Schock Company, Inc., containing informatian on �he MSP Land Acquisition and Relocation.Projec�s. We encourage you �o stap in during our business hours, (Monday-Friday, 8:00 a.m. - 5:00 p.m.), and either help yourself or ask a representative to help you obtain the resource intormatian yau may need. WDSCO will continue to update and add additianal resc�urce information ta best help each homeowner and tenant throughout the program. HOME4WNER/TENANT BROCHURES WDSC� has finaiized and prin�ed the Homeawner/Tenant Brochure as af March,l4, 1594, and it is naw available ta homeawrzers. These brachures were created as a" detailed reference guide ta be given to each homeowner and tenant within the Part 150 Pragram. The brochure begins with definitions far key words used in the program and continues with a detailed autline of the entire Acquisition and Relocation process. The brochure will be given. to each' homeowner/tenant during the initial interview with your WDSC{} team. The Homeawr�erjTenant Brochures have been hand delivered to each homeowner who has previausly campleted the initial interview process, and will be given.out at a�? subsequent interview�. If you have completed your initial interview process and have not yet �eceived your brachure, pJ.ease cantac� our office•a� 724-8898 and we will praznptly deliver one ta your home. I?�ENTIFICATION BADGES MAC and WDSCG would like to inform aIl homeawnars and tenants that photo identification badges will be implemented, later this month, far all staff and su.b-consultants wcrrking on the Part 150 Land Acquisition and Relocation praject. Also, any veric2e used �o enter �he New �'ord Town and Rich Acres area for business purpose will be identa.fied wiCh a visual magnetic sign on the side. In respanse to homeawner's concerns regarding people entering their residence, a decision was made to use identification badges and vehicZe signs, as an additional security measure for each homeowner and tenant. We hape �his addi�ion will be beneficial �a everyan.e. - W. D. SCI�OCK CfJMP�iNY, INC . �� 5$ 4 4 2 8 TH AVENITE SOUTH � MIN�tEAP4LIS, I�Il� 55417 (612) 724-8898 c,�PP t sS g,p N �� t � � mt � � 1 O V O� i4�t y+ 4iRPOR�/ z O t t� ► tlT , R: � � : • Bath �he apgraisal and ini�ial interview process allow the homeawners the opportunity to ask questa.ons, voice cancerns, and provide feedback ta be direc�ed to WDSCQ for fu�ure issues of the Buyout Newsletter. We continue to encourage feedback so impor�an� issues and concerns can be addressed. Below are several recently asked questions: t�. W h a t a r e m y responsibilities in the main�enance of my home dura,ng �he 9 0 day rent - free period if T do sta� in my home? A, T h e f i n a n c i a 1 . respansibili�ies will include maintenance, payment of insurar�ce and utilities on t'-� property. The physi� responsibili�ies wi�.� include lawn care, snow removal, and. garbage removal, during �.he �ime you actually are living in �.he hame . Q. Who will take care of the property once it is vacated? A. W D S C O w i 1 1 b e subcontracting the services of a Property Management firm to maintain all vacated properties. The functions of the Property Management firm include: ' boardirsg up tha properties once they are vacated, lawn care, garbage removal, and extra security patrols. Security is a very impartant factor to all hamecawners and tenan` still Iiving in adjace home�. WDSCO and M�� take the issue of security and homeowner safety very seriously. City of Mendota Heights Tom Lawell . ll{}1 Victoria Curve Mendota Hgts, N.�T 55118 —r — TractorTrailer — - ,waukn�t�+r�n 1930s Mww��y�u - /,,,. ;�� f � . � n� '� .,,,. ' USAJ.O �� . .J THE �TOISE NEWSLETTER FEBRUARY 1994 PUBLISHED MONTHLY BY THE NATIONAL ORGANIZATION TO INSURE A SOUND-CONTROLLED ENVIRONMENT Volume IV, No. 2 FAA REPORT TO CONGRESS ON NOISE EFFECTS ONLY REHASHES FICON FINDINGS by Charles F. Price Executive Director A Commentary The Federal Aviation Administration (FAA), instructed by Congress to conduct a new study of the effect of ai�craft noise onpopuladons, has instead issued a reportthatsimplyrehashes the fir�dings of the Federal Interagency Committee on Noise (FICOI� relating to noise metrics. Congress had directed FAA to examine the social, economic, and t�ealth effects of airport noise within the DNL 65� 60, and 5 d8 noise areas "to.d0tena►ine the �ctu� leve! at which nois� creates an adverse effect on popul'afions." Tfiat language, which was suggested by NOISE, was intended to set the stage fora serious and objecdve reconsideradon ofthe DNL 65 noise threshold for residendal living. However, FAA did not conduct such a study. It reviewed its cur�nt activity and �-summarized the FICON conclusions, which many outside the federal establishment reject as little mo� than a restatement of FAA's long- and stubbomly-held opinions about measudng noise. The agency has steadfasdy refused to expose these opinions to independent inquiry. A f�sh study such as Congress di�cted might have helped resolve the lingering dispute between communities and gov- emment about how best to measure noise. Instead, FAA's ac6on only confirms the suspicions of critics that the agency has not just a closed mind on the subject but also a dn ear when it comes to pleas by communides and others to open up the debate on metrics to input from qualified butobjecdve sources. In its report FAA dismissed the whole subject of noise effects on populations by cidng "the inherent variability in the �ac- don to noise among individuals" and contending that "identi- 'ng the level at which noise has an adverse effect on people _ difficult because the term `adveise effect' may be inter- preted in many ways, most of which involve subjective fac- tors." "In fact," the �port said, "there are probably no DIVL levels dominated by airport noise at which no one is annoyed. and therefo� `adversely effected' by it. If an aircraft is audible at all, some individuals will be annoyed because of their atti- tudes toward that aircra}'t. There}'ore, any attempt to establish a threshold for the level of airport noise that creates an `adverse effect' must be highly subjective rather than purely scientific. Emphasis added)." The agericy has thus gone on �cord as believing that there is no noise problem around airports� only a problem of unreason- able people who a� prejudiced against aincraft Last Ma�h 29, FAA solicited public comment on the noise- effects study mandated by Congress. NOISE responded by submitting a statement which said in part: "We eamesdy ttope FAA will resistthe temptadon to makeits... reportto Congness litfle more than a�hash of the FICON findings, with a summary of the �sponses to the March 29 no6ce attached to it, It is clearly impossible to mount any useful sort of study (in the time allowed). Instead of wasdng its valuable time and energies recasting the well-wom FICON findings into the semblance of a study, we strongly urge FAA to take this opportunity to inform Congress of the need for a new, mu16- year, comprehensive, independent nesearch project and use the time between now and (the Congressional duc date for the mandated study) to design a protocol for that effort. NOISE would be pleased to assist in drawing up such a protocol and would gladly join with FAA in asking Congress to authorize arid fund a broader effort to be conducted by an independent �y „ Of course FAA has now done exacdy what NOISE implored itnot to do. The "study" is indeed a recasting of FICON with a summary of public comment attached - except that in its summary of NOISE's comment, FAA ignored our plea for a -. .� _ (conlinue on page 2) � February 1994 ` � Yage two FAA REPORT TO CONGRESS (continued from front page) p�+ntocol to govem independent research, which was the most important part of our submission. What FAA pe�sistenfly fails to understand is that stonewalling on this issue only exaceri�ates the problem. In the face of the continuing drumfire of concem from communides and others about the perceived inadequacy of the DNL metric and 65 dB threshold for noise compatibility, the only response FAA can think of is to "educate the public"� a phrase that often tums up in agency literature about noise metrics, reflecting a smug belief that the credibility gap on DNL would be bridged if only ihe agency could clearly enough explain its cherished precon- ceptions. The latest manifestadon of this wrongheadedness is FAA's necent decision to distribute a new brochure, Aircraft Noise: How We Measure It and Assess its lmpact, promoting its preferned noise metric. The condescension implicit in this attitude is typical of the agency and is a major reason why its actions so often infuriate the cidzens who try to deal with it. Copies of the report to Congress may be obtained from the Di�ctor, Office ofEnvironment and Energy, Federal Aviation Administration; 800 Independence Avenue� �.W., Washir,g- ton, D.C. 20591. � NOISE BOARD MEETS MARCH 12 IN WASHINGTON The next meedng of theNOISE Board of Y�i�ctors will be held on Satu�+day, March 12� from noon until 2:00 p.m. in the Washington Hilton Hotel and Towers during the Nadonal League of Cides' Annual Congressional City Conference. The main matter of business before the Board will be final disposition of the quesdon whether an Airport Operators Committee should be established as a vehicle for communica- don and policy resoludon among communides and airports. NLC has not yet assigned a room for the meeting. Members of the Board will be nodfied of the meeting room by mail later this month. KENTUCKY PLANNING UNIT JOINS NOISE The newest organizational member of NOISE is the Boone County Planning Commission of Burlington, KY, which is affected by noise from operations at Cincinnati Airport. The representadve of the commission to NOISE will be its director, Kevin P. Costello, AICP. , _ SAN ANTONIO ADOPTS POLICY ON AIRCRAFT NOISE Texas NOISE member Philip H. Freyberger reports that the San Antonio City Council has approved a policy statement for San Antonio Intemational Ai�port which acknowledges the essendally local nature of the aircraft noise issue and stresses a balanced commitment both to economic development and noise abatemen� • A Noise Abatement Advisory Committee established in con- necdon with implementaGon of a Part 150 plan had recom- mended the action. The statement was adopted by City Council on November 10, 1993. The statement generally echoes the spirit of NOISE's own policy statement of November 29, 1992. It states that "eco- nomic development and a commitment to aircraft noise abate- ment are not mutually exclusive" and that thene must be "a balanced approach to what is basically a local issuc." `"The City must respond to air transportation needs with safety first and then be consistent with local priorities," the statement says. "The City must assume the leadership role in abatement and mitigation of aircraft noise and its effects on surrounding neighborhaods." It goes on to assert that the City "must ha��- the right to tailor local action to�solve local problems," con, tent with applicable federal regulations. "This is cssential in providing the proper balance among competing local inter- ests." 1fie statement endorses land-use planning and zoning as noise mitigation tools which can be used to minimize or deter noncompatible land uses in high noise areas. "To achieve aircraft noise abatement," it says, reasoned discussion and negotiation among conflicting interests are favored, rather than confrontation and dispute." ATA PLEDGES SUPPORT FOR NATIONAL NOISE POLICY The Board of Directors of the Air Transport Association (ATA), the trade group representing the nadon's major air- lines, has reaffirmed its commilment to the national noise policy govemed by the Airport Noise and Capacity Act of 1990 (ANCA). Acting at its 1993 year-end meeting in Washington, the ATA Board pledged to "continue to work toward the ultimate goal of an all-Stage 3 fleet by the end of this decade," said A" President Jim Landry in a press �lease. "While the industry financial losses over the past four years have forced carriers to defer some jet orders, our progress toward a quiet and clean Stage 3�leet remains on target." Landry predicted that by the (continued on page three) 4' . February 1994 � Page three ATA PLEDGES SUPPORT (continued from page two) end of 1995 ATA member airlines will operate more than 3,000 Stage 3 aircraft. "It would be helpful," Landry went on to say, "if Congc�ess and theAdministradonwould �cognizethefinancialcommitment aidines are making to achieve ANCA's goals and assist the aidines' ongoing efforts to contain costs and improve effi- ciency so they can avoid further layoffs and cutbacks in service." NOISE is continuing its efforts to secure passage of federal legisla6on extending a 10 percent targeted investment tax credit to owners and lessors of Stage 2 aircraft who re-engine or hushkit them to meet Stage 3 noise standards. NOISE's suppor[ for the legislation is based on a convicdon that federal tax relief of this kind will help financially-strapped carriers meet the Stage 2 phaseout deadline and fend off any call by the industry to postpone or abolish the phaseout due to the airlines' financial woes. BOWERS, SPENCER SPENCER ADDRESSES NOISE ABATEMENT SESSION AT TRB CONFERENCE As one of a three-member panel of experts familiar with noise abatementplanningissues, NOISEFirst VicePresidentSharnon Spencer discussed aitport land-use compatibility January 12 during the annual conference of the TransportaGon Resea�+ch Boaid (TRB) in Washington, D.�. Spencer described the origins of the recent controversy sur- rounding expansion plans for Dallas-Fort Worth Intemadonal Aiiport (DFVV). She emphasized that a long-time cooperative relationship between DFW and its surnounding communides had been distupted by a unilateral decision by airport officials to expand in ways inconsistent with the master plan. Acco�- ingly, she noted that land-use compatibility around airports is contingent on mutual good faith among the parties. Also participating in the panel were Dom C. McGrath, profes- sor of urban planning, Insdtute for Urban Development Re- search, George Washington University, and James P. Muldoon, Special Assistant for Environmental Planning, Office of Envi- ronment and Energy, Federal Aviation Administradon. � PARTICIPATr. IN Mc��rating the c�iscussion was Nea1 I-�. Phillips� Manager, SALT LAKE AERO-POLITICAL FORUM � Environmental staff, Metropolitan Washington Aicports'Au- thoriry, . President Conrad Bowers, Mayorof Bridgeton, MO, and First Vice Pmsident Sharron Spencer, CouncilMember� Grapevine, TX, represented NOISE last month at a national forum on the local polidcs of airport development in Salt Lake City, UT. The confe�ence, dubbed an"Aero-Political Fonun", was jointly sponsored by the Ai cports Council Intemacional-Norih America, the Nadonal League of Cities, the Nadonal Associadon of Coundes� and the U.S. Conference of Mayors. Bowers and Spencer, along with airport officials, airline rep- �+esentadve, staff from congressional aviation commit�ees, and others interested in airport development, participated in a panel endtled, "The Pride, Polidcs, and Pitfalls of Aitport Development and Expansion," The panel used a hypothetical case involving the expansion of an airport, which would severely impact surrounding communides. Both Bowers and Spencer were able to relate to actual cases involving proposed aicport expansions with seve� adverse impacts on surround- ing communides. While Bowers and Spencer's comments conceming local communides were not popular with all air- port operators, they did provide insight into how communities and airports have addressed aviation issues around the coun- ti}'• 1994 NOISE CONFERENCE � TO BE �HELD IN COLLEGE PARK, GA The City of College Park, GA will be host to the 24th Annual Conference of NOISE July 27-30,1994. Site of the conference will be the Atlanta Renaissance Hotel and the Georgia lntema- tional Convendon Center, both of which are located in the City of College Park, adjacent to Atlanta International Airport. Most conference events will be held in the Atlanta Renais- sance. However, the Convention Center will be the site of a welcoming reception and one preconference event. Guest raom rates at the Adanta Renaissance will be $81 single or double occupancy. Reseivadons should be made before July 27 by calling the hotel's reservation department at (404) 762-7676 and identifying yourself as a registrant at the NOISE conference. Make plans now to attend! .-- • � I�. National Organization to Insure a Sound-controlled Environment I225 Eye Street • N.W. • Suite 300 • Washington, DC 20005 • 202/682-9386 MEMORANDUM TO: NOISE Board of Directors FROM: Charles F. Price, Executive IJirector DATE: February 1, 1994 SUBJECI': March Board Meering The next meeting of the NOISE Board of Directors will be on Saturday, March 12, 1994 from noon till 2:00 p.m, in the Washington Hilton Hotel and�Towers, in conjuncrion witn the National League of Cities' Annual Congressional City Conference. Actual meeting room location has not yet been assigned. As provided in Article V, Section 3. of the NOISE Bylaws, this communication shall constitute the written notice required at least 30 days in advance of any meering of the NOISE Board during which consideration of the Bylaws may occur. It is assumed that the Boand may act on Bylaw amendments permitting establishment of an Airports Advisory Committee, assuming such a panel is authorized. 1 • l F �.�� � THE NOISE NEWSLETTER MARCH 1994 � PUBLISHED MONTHLY BY THE NATIONAL ORGANIZATION TO INSURE A SOUND-CONTROLLED ENVIRONMENT Volume IV, No. 3 CLINTON AIP BILL WOULD GIVE GRANT FUNDS TO LOCALS FOR LAND USE COMPATIBILITY The Clinton Administration has sent to�Congress a bill authorizing an estimated $7 billion in airport grants and other assistance over three years and also including a provision that would provide grants to state and local governments if they develop land use compatibility plans in consultation with airport operators. The new provision would be an amendment to the Airport and Airway Improvement Act of 1982 and would em- power the secretary of transportation to make grants to states and localities whose compatibility plans are "the product of a process to determine the extent, type, nature, location, and timing of ineasures to imprave the compat- ibility of land use with the existing and forecast level of aviation activity at the airport." The idea of offering federal financial incentives to com- munities encouraging them to engage in effective pJan- ning and zoning around airports has been favorably considered by members of the Federal Aviation Administration's study group on land use compatibility. Previously, it had been studied in a different and much less detailed form by FAA during drafting of an earlier authorization measure, but was never formally put for- ward. It is uncleaz to what extent the deliberations of the land use study group influenced the writing of the provision in the present bill. Several representatives of NOISE serve on the study group along with airport officials, airline and air freight industry representatives, and other interests. It is staffed by the FAA. In order to receive the new grants, communities would have to meet a number of criteria designed to ensure that .hey will work in concert with airport operators rather than independently. The sponsor of a land use compat- ibility plan can't be the owner-operator of the airport, must possess the authority to plan and zone in the area at issue, and must consult with the airport operator in developing the plan. The plan itself must be consistent with any FAR Part 150 Plan that may exist and can't duplicate it. Before any grants can be made, the airport operator would have to verify to the secretary of transportation that the plan, and the data it is based on, have been coordinated with airport officials and are� consistent with airport operation and planning. The secretary is to establish guidelines to administer the new grant program. In a news release about the new bill, FAA said the purpose of the compatibility provision was to ailow zoning powers to be used "more directly to control noise problems at airports." Airport interests are likely to view the new program guardedly. In their view, it not only raises the prospect of siphoning off scarce airport improvement funds to new and competing recipients, it also arouses concerns that localiries might somehow take advantage of the program to plan and zone in ways incompatible with airport operations. On the other hand, communities are wary of the strong role - tatamount to a veto - which the legislation seems to give the airport operator relative to local land- use decisions. If these safeguards are seen to infringe in any way on the traditional powers of localities to plan and zone, they will be opposed. Industry sources indicate that the Air Transport Associa- tion, the airlines' trade group in Washington, does not oppose the provision. In its advocacy in recent weeks, NOISE has moved increasingly toward a position that land use compatibility around airports can only be achieved by means of mutu- ally binding agreements signed by airport operators, surrounding communities, and the FAA. The absence of (Contlnuc on pn�c 2.) March 1994 CLINTON AIP BILL (Continued from front page.) any of these parties - particularly FAA - from such an understanding, NOISE has come to believe, will render it useless. Likewise, none of the parties should be able to wield a veto over the actions of the others. Nor should it be possible to change the substance of the agreements without the consent of all the parties. NOISE is inclined to believe that this approach might be the best way to govern the land use compatibility plans under the pro- posed new program. The compatibility grants are part of a bill entitled the Aviation Investment Act of 1994, reauthorizing the Air- port Improvement Program (AIP) which lapsed last Sep- tember. Congress has set a$1.69 billion level for the AIP program this fiscal year, but absent reauthorization legis- lation, FAA cannot provide new grants for airport plan- ning and construction projects. The new bill would retain the current 12.5 percent setaside of AIP funds for n�is� abatem�nt:prQ;ects. Ap�k:en;!y, according to an FAA source quoted in the trade journal AirportNoiseReport, the money for compatibility grants would not necessarily come from this setaside. Another provision in the measure would amend the Airport Noise and Capacity Act of 1990 to permit foreign caniers to apply for waivers from complying with the end-of-the-century deadline for phasingout noisier Stage 2 aircraft. The change extends to foreign carriers a right currently held only by domestic airlines. Applying the waiver to U.S. carriers only has been an obstacle to bilateral aviation negotiations. The AIP bill authorizes $5 billion for FAA's capital investments in the 1996 and 1997 fiscal years and $879 million for research, engineering, and development in iiscal years 1995 through 1997. In a letter forwarding the legislation to Congress, Secre- tary of Transportation Federico Pena said one of its goals was to "empower communities to play a role in resolving land-use problems." Page FAA'S ALBEE TO MEET WITH NOISE BOARD MARCH 12 IN WASHINGTON William W. Albee, Manager of the Policy and Regulatory Division of FAA's Office of Environment and Energy, will address the NOISE Board of Directors at its meeting on Saturday, March 12, 1994 at the National League of Cities' Annual Congressional Ciries Conference in Wash- ington, D.C. Albee will discuss work FAA is cunently doing to predict noise contours around major U.S. airports after comple- tion of the phaseout of Stage 2 aircraft at the turn of the next century. He will also present information on the effect of hushkitting on the prolongation of service of Stage 2 equipment and the involvement of the public in the work of the Federal Interagency Committee on Air- craft Noise (FICAN). The meeting will be held from noon until 2 p.m. and a luncheon will be served. A business session will precede Albee's remarks. Slated for the business meeting are vo:�s �y the Bcazd on �Nh�:her �o establish an Airpor� Operators Committee and the renewal of the NOIS�. management agreement, and appointment of a Nominat- ing Committee to report a slate of candidates at the July Board meeting. Site of the meeting will be the Cabinet Room on the Concourse Level of the Washington Hilton Hotel and Towers. NOISE CONFERENCE SET FOR JULY 27-30 IN COLLEGE PARK, GA The 24th Annual Conference of NOISE will be held July 27-30, 1994 at the Atlanta Renaissance Hotel and the Georgia lnternational Convention Center under the sponsorship of the City of College Park, GA. Guest room rates at the Atlanta Renaissance will be $81 single or double occupancy. Reservations should be made by calling the hotel's reservation department at (404) 762-7676 and identifying yourself as a registrant at the NOISE conference. I994 NUISE URGES FICAN T4 OPEN DECISItJNS ON RESEARCH DESIGN T(J PUBLIC COMMENT by Charles F. Price Executive Direetor The Narional C?rganization ta Insure a Sound-controlled Environment (NOISE) has asked that the design of the federal government's interagency research program on aircraft noise be further opened to participation by the public. In a February $ Ietter to the Chairman of the Federai Interagency Cornmittee an Aircraft Noise (FICAN), NOISEExecuriveDirectarCharlesF. Pricerecammended that FICAN "establish a pracedure for notifying inter- esteci public parties about proposed research prajects before the projects are approved, inviting public com- ment which FICAN can then consider before taking finaI action approving the projects."� The FICAN Chairman is Tom Connor, Manager of the Technicai I7ivision of FAA's Office of Environmeni and Energy. JISE has long been concerneci about opening up the government's noise research programs to input fram the public, including independent research bodies. Present ptans call for one FiCAN meeting annually for interac- tion with the public. In his letter Frice told Connor that the single meeting "daes not afford a sufficient oppartu- nity for thase outside gavernment to comment knowl- edgeably and effectively" an proposed research. The soticitation of public comrnent on contemplated research which NQISE recammends, said Price, "shouid a:cur at the outset of the process of pIanning the research and then at intervais throughout the year to supplement the public rneeting already planned." FICAN has already announced that it will publish a research agenda in the Federal Register and invite comment on it. Price wrote that NQISE is concerned "that many of the important decisions about the direction and focus of the research cnay have aiready been made by the time af the public notice." r aim," said the letter, "is to involve the public in the aesign of the research program. Seeking input from the public after all the significant decisions have been made wiil not be very helpful either to the members af FICAN or to the public." Pagethree FICAN is a standing committee estabIished to carry on research wark on noise metrics and the effects of naise on humans. Its compasition is essentially the same as that of the Federal Interagency Commitcee on Noise {FICON), a bociy convened a couple of years ago ta exarnine the adequacy af the DNL metric and the DNL b5 dB thresh- old for compatibility of aircraft noise with residential living. N4ISE and other cammunity groups have been critical of FICON for its finding that DNL remains the best naise metric and DNL 65 the best benchmark far residential land use (See the February 1994NOISENews- letter}. LAND USE STUDY GROUP MEETS MARCH 3 IN SAN DIEGQ The FAA's study group on Iand use compatibiiity meets on Thursday, March 3, 1994 in San Diego, CA, in canjunction with the annual Airport Noise Program spon- sored by the University of California's Institute ofTrans- portation Studies. The study �roup will hear presenta- tians on the effectiveness of the California state land use comrnissians and comments by citizen groups and others about steps that sho�ld be�takerr to�en�ure campatib�li4y of land uses around airports. Representing NtJiSE wiIi be First Vice President Sharron Spencer of Grapevine, TX and Executive Director Charles F. Price. The study group wiil meet at the San Diego Hyatt Re- gency. The UC Airport Noise Program will be held February 2$ through March 2 at ihe San Diega Princess Hotel. The UC program is one of the leading aircraft naise sympasia in the nation. Thpse interested in attend- ing it may contact the University of California Extension, Institute of Transportation Studies, Richard FieId Sta- tion, 1301 South 46th Street, Building 452, Richrnond, CA 94804, tetephone (510) 231-9590, fax (510) 231- 9589. March 1994 NOISE COSPONSORS WORKSHOP WITH � ACOUSTICAL SOCIETY OF AMERICA NOISE will cosponsor an educational workshop on "Air- ctaft Noise for the Cirizen", to be staged Apri19,1994 in Seatde, WA by the Acoustical Society of America (ASA). The purpose of the event is to acquaint citizens with techniques of noise measurement, the effects of noise, the curnent state of noise impact reseazch, and the technology of noise quiedng. Secondary goals include networking among citizens and scientific and technical organizations, and anticipation of future noise abatement regulations and standards. The workshop will be held at the University of Washington. Other cosponsors include Bloedel Hearing Research Center, the Port of Seattle, and the Northwest Chapter of the ASA. � Further details will be reported in next month's NOISE Newsletter. Page 1995 NOISE CONFERENCE SITE CHANGED TO � WASHINGTON, DC The Metropolitan Washington (D.C.) Council of Gov- ernments' noise abatement committee will host the 1995 NOISE conference somewhere in the vicinity of the nation's capital. The COG panel, called the Committee on Noise Abatement at Dulles and National Airports (CONANDA), voted February 9 to host the annual NOISE conference at a place and date to be determined. NOIE �: �,� ��t� :__.: .__.. _. ,.;> _�� _ y ._:_._�a��--, S ��' !J r � ,= 4+, t Iv� '-.``yTM7`3.r1. ''%z'�i?Ai�?� , � 9 ; � � 1 ^ /::= ,.^, 'r^i�� 'r�+��'��`����t� i � National Organization to Insure a Sound-controlled Environm �t ��'"� ;'`" '`�' '' �`' Z� 7, e / ! 4 � C.) 6 J � p h�...?-.��� •'��rY .�nc,� !i � n 1225 Eye Street • NW • Suite 300 • Washington, DC 20005 � � t, • � o'; �t�� °,�'� . _ � ' ��/ c '- e� < � �,,.,�. � .,.,� ��:- �� � Q ' � , *. =y.: �_,r,,,� ._. ..--'.».b....e r, g � - t,. .. ��' _ ",'�. Charles E. Mertensotto City of Mendota Heights 1101 Victoria Curve Mendota MV 55118 ' a ; ■ �en�ata Hei hts �e� hborhaods � � ��U STf2 � A (, PA Ql�, .� -� �9y� �� h°��')`'h ,y��Pb � . : � ��` / .�.........- . . � �� �tw� .,o -�� M� G�'� � N���c��! ���,� . _,,.r.r ��� t7°�;�tu a �' G�AC+OA �eN�L �$} R�S ��l�w5 � ��¢.� I f pe�y�a �� y,���^t�� " �����t�' K�ftiosNr a ���3�'�iati? $ ���� .,. . - � � ;�.�:f-. >'��. Airbus A310 Airbus A310 of Swissair. swissair .......... . ......n........... .... �_ .,, r �.......... � .� . w.�. s.„s • ;.. _. �' ... ................... ..: r� History and Notes To meet European and world airline �equirements for a large-capacity short-range airliner, Airbus Industrie finalized the design and layout of the A310, which shares much component commonality with the A300. A decision to proceed with its devetopment was made in July 1978 and the first of three prototypes (F-VVZLH) made its maiden flight on 3 April 1982. Certification was gained in ea�ly 1983 with entry into service. initially with Lufthansa and Swissair, following shortly aftervvards. . The A310 differs from the A300 by having a fuselage of reduced length to provide standard accommodation for 210 to 255 passengers with a maximum of 282 in high�lensity seating, a new advanced-technology wing of slightly reduced span, new and smaller horizontal tail surfaces, modified landing gear and new u�dervving pylons able to mount any of the alternative powerplants that are available f�om General Elect�ic, Pratt & Whitney or Rolls-Royce. The initial p�oduction version has the designation A310-200, bui an A310C-200 convertible, A310E-200 freighter and a long-range development known as the A310-300 are planned. Orders and options for the A310 total 192 fo� service with 17 ai�lines, major firm orders �eceived from Lufthansa (25), KLM (10). Kuwait AW (10) and Swissair (10). Specification: Airbus IndustrieA310-2U0 Origin: lntemational Type: wide-body short/medium-range transport Accommodation: flightcrewof2; upto282passengers Powerplant: two 48.000-Ib (21772-kg) th�ust Pratt & WhitneyJT9D-7R4D1 turbofans Performance: maximum cn�ising speed 556 mph (895 km/h) at 30,000 ft(9145 m); long- range cruising speed 515 mph (828 kmJh] at 37,000 ft(11280 m); range with 218 passengers and fuel �esenres 3,224 miles (6448 km) Weights: empty aperating 169,525 Ib (76895 kg); maximum take-off 313,055 Ib (142000 kg) Dimensions: span 144 ft 0'/a in.(43.90 m); length 153 ft 1�/z in (46.67 m); height 51 ft 10'/z in (15.81 m); wing area 2,357.37 sq ft (219.00 m2) Airbus Industrie A310 Baeing 727•i13C of Ariana Afghan Airtines. :, �•(;'(.AR�ANA.��.��._..LSit�4Ct:.IL.s� � � •�u���uar�����r���a(i�+ ' / `� A ^ ."� Histary and Notes Numbered arrrang the world's classic airliners, Boeing's short/medium-range Mode{ 727 was first announced on 5 December 1960. A new advanced wing was developed to cater for (ow-speed/short-field operations and to provide ecanomic low-altitude/high-speed cruising capabifity; it brought aiso selection of a rear-mounted engine instaliation to ease wing development. The upper fabe of the Made1707 fuse(age was adopted, but a new reduc�d- height fower #uselage was used as less cargolbaggage space was needed. The design incorporated two important features: a ventca! airstair and an auxifiary powet� unit, allowing independent operation at smaN airports. The first Madel 727-1Q0 was flown on 9 February 1963, Eastem Air Lines first using Model 727s in service on 1 February 1964. This basic version was fallowed by a convertible cargolpassenger Modei 727-100C and a quick-change cargo or passenger Model 727- 100QC, [�ath avai(able in 1966. A simi{ar Modei 727-200, differing by having a fuselage lengthened by i0 ft {3A5 m}, entered service in 1967. From it was deveioped the current higher gross weight Advanced 727-200 and a(1-carga Advanced 727-200F, 'rntraduced in 1973 and 1981 {respectively. When production ended in 19$4 a totai of 1.832 Made172?s o# all versions had been ordered, of which almost 1,700 served with some 10Q airlines. Majar operatars, each with over 100 aircraft, are American Airlines, Delta Ai� Lines, Eastern Air �ines and United Airiines. Speci�icatian: BoeingAdvanced727-200 ""trigin: USA yPe. commercial airliner Accommodation: flight crew a# 3, up to 189 passengers . Powerplant: ihree 14.5p0-!b (6577-kga thrust P�att & WhitneyJ78D-9A turbofans Performance: maximum cruising speed 599 mph (964 km/h1 at 24,700 ft (7530 mi; economic c�uising speed 542 mph (872 kmj at 30.000 ft (9145 m); typical range with fuel reserves 2,303 miies {3.706 km) Weights: empty operating 100.00p Ib t45,358 icg}; maximum take-off 209,5001b (95028 kgi Dimensions: span 108 ft 0 in (32.92 m); length 153 ft 2 in (46.69 m): #zeight 34 ft 0 in {1 Q.36 m?.' wing area 1,700.0 sq ft{ 157.93 m2} . Boeing 727 2QQ (uppe� side view: 727-14QC► ij J �� �" � ���..., � � '..������!� I il�::� '�„ �� r ,�...,—..�— _.�.-..-=--=r�r � ' � �! - rs�-- � •��Ii��1f���f����������1�11�tf��1������y1��1\! 1.- L,yJ7.� l7 � j,�"�ylN" a...... JM`� � � Boeing Model 737 Boeing 737-298C Advanced of Air Zaire. •0 : A=R 2 �History and Notes Boeing announced in 1965 the Model 737 short-range transport. It incorporated a wing similar to ihe Model 727. a fuselage basically that of the Model 727 but without the airstai� and sized for a maximum 115 passengers, and a tail similar to that of the Model 707. A first Model 737-100 flew on 9 April 1967. Lufthansa using the type first on 10 February 1968. It was followed by a developed Model 737-200 with a lengthened fuselage for up to 130 passengers. United Airlines introduced this ve�sion on 29 April 1968; a year later Model 737-2UOC convertible and Model 737-200QC quick-change models became available. New versions announced in 1971 included the Advanced 737-200, available also in -200C and -200QC variants, all equipped to operate from airfields as short as 4,000 ft (1220 m�; they remain in production in 1985. Business/executive versions have included the Madel 737- 200 Business Jet, Advanced 737-200 Business Jet and current Advanceci 737-200 Executive Jet. Higher gross weight versions are available for longer-range use. In 1980 work began to develop a larger-capacity Model 737-300. It incorporates refine- ments to the wing, a lengthened fuselage for a maximum 149 passengers, and new- generation fuel-efficient turbofan engines. Its first flight was made on 24 February i984. Orders fo� all versions comfortably exceed 1,200 and more than 900 are in service with some 100 airlines. The total includes 19 Model 737-200s modified as T-43A navigation trainers for the USAF. Specification: BoeingAdvanced737-200 Origin: USA Type: commercial transport Aocommodation: flight crew of 2; up to 130 passengers Powerplant: two 16,000-Ib (7257-kg) thrust Pratt & WhitneyJT8D-17A turbofa�s Pe�formance: maximum cruising speed 532 mph (856 km/h) at 33,000 ft (10060 m); range with 115 passengers and �eserve fuel 2,136 miles (3438 km) Weights: emptyoperating 61,6301b (27955 kg); maximum take-off 128,100 Ib (58105 kg) Dimensions: span 93 ft 0 in (28.35 m); length 1 QO ft 2 in (30.53 m); height 37 ft 0 in (11.28 m); wing area 980.0 sq ft (91.04 mZ) ,i 1' ! 11' / Boeing 747-124 of Avianca. ❑ History and Nates Boeing announced simultaneous4y on 13 Apri! 1966 that ii was to begin manufacture af a new wide-body long-range iransport, and that Pan American had co�cluded a�525 million cantract fQr 25 of these aircraft and spares. Its dimensions and capacity fired the imagina- tion of journalists who saon dubbed it'jumbo jet', a name to become better known than the official Model 747. No prototype was built and the first production aircraft was flawn on 9 February 1969; Pan American inaugurated its first New Yark-Landan service with the type on 22 January 1970. The Model 747 has a wing incorporating features developed for other members of the family, tricycle landing gear that has fau� four-whee! main bogies, and a cabin 1$7 ft (57 m) lang and 20 ft 1�t2 in (6.13 m? wide: in the initia! Madel 747-100 this provided accommoda- tion for a maximum of 490 passengers. Currently available versions include the Model 747-1006 with strengthened structure; the similar-capacity Madel 747-2006 operating at higher weights; the Model 747SR short-range version of the Model 747-100B; the Modei 747-200B Gombi fo� all-passenger or passenger/cargo operations; the Model 747-200C Convertible for ali-passenger, ali-cargo or combinations af both; and the a1!-cargo Mode! 747-200F Frerghter. t7rders for a!l versions of the Madel 747 are well past the 600 mark; majar operatars include Air France, British Airways, Japan Airlines, Northwest Airlines and Pan American. Specification : Boeing 747-2008 Urigin: USA Type. heavy commercial transport Accommodation: flight crew of 3; up to 516 passengers, this including 32 on upper deck Fowerpiant: four 54,750-Ib (24834-kgj thrust Pratt & WhitneyJT9Q-7R4G2 turbofans Performance: maximum speed 602 mph {ggg kmlh� at 30,OOQ ft (9145 mj; cruise ceiling 45,OOQ ft (13715 mi; range with fuel reserves and 452 passengers 6,563 miles (10,562 km) Weights: empty operating 382,OQ0 Ib {173272 kg); maximum take-off $33,000 ib (377842 kg) Dimensions: span 195 ft 8 in {�g.64 m}; length 231 fit 10 in t70.66 m}; height 63 ft 5 in t19.33 m); wing area 5,500.0 sq ft (510.95 m2} ' • Boeing 747-2406 121 � i 1 :- � ii` y goeing ?57 of Eastern Airlines, one of the launch custamers. History and Notes Boeing annaunced in early 1978 its intention of developing a new advanced-technolagy short/medium-range commercial transport. Identified as the Modei 757, it has a new wing, � makes use of the Modet 727 fuselage and is powered by two advanced fuel-efficient turbofan engines. Following the finalization of contracts with British Airways and Eastern A'sr Lines for 19 anci 21 aircraft respectively, Boeing announced an 23 March 1979 that praductian had been initiated. The first of these aircraft {N757A) was ro!!ed aut on 13 .fanuary 1982 and made +ts maiden flight on 19 February 1982. 7he initial production version is the Made! 757-200, and #irst deliveries were made on schedule, Eastern Airlines operat- ing its first revenue flight on 1 January 1983. To achieve the simultaneous launch of this programme and of the Mode1767, Boeing has had to rely on nationai and international co-operation. Far example, the airframe has assemblies/components produced by Avco Aerastructures, Boeing Verto1, Fairchild Repub- iic, Grumman, Heath Tecna and Schweizer in the US, and by CASA in Spain,' Hawker de Havi(land in Australia anc4 Short B�others in Narthern Ireland. The Rolls-Royce RB.211-535 engines that pawered early production aircraft have shown a fuel saving of some 53 per cent per passenger by comparison with tne engines of current medium-range aircraft. Orders for same 140 aircraft have been received, the major buyer being Delta Air Lines with 60 on order. Specification: �oein��ode�7�� Origin: USA � Type: shorUmedium-range commercial transpart Accommoda#ian: flight crew of 2; up to 224 passengers Powerplant: two 37,400-lb (16964-kg) thrust Rolls-Royce R6.211-535C turbofans Performance: fwith 186 passengers} cruising speed Mach 0.80; maximum rainge2,752 miles (4429 km) Weights: empty operating 127,050 Ib (57629 kg}; maximum take-off 240,0�0 Ib (108862 kg} Dimensions: span 124ft 10in {38.05m}; length 155 ft 3 in (47.32 m}; he'sght 44 ft 6in (13.56 rr�}; wing-area 3,994.0 sq #t {185.24 m21 � i 1 ' 1 ! 1 ' ! Boeing 767 of United Air Lines. 0 .w....767 � History and Notes Simultaneously with the announcement of its intention to develop the Modei 757, 8oeing revealed that a wider-body Model 767, to permit a twaaisle seating layout, would be introduced at the same time. Qefinitivn af its design bertefiitted from the participatian of United Air Lines, and following receipt af an order far 30 of these aircraft from UAL, Boeing annaunced on 14 July 1978 the initiatian of full-scale development. Canstruction began a yearlater and the first {N76�BA} was roAed out on 4 August 1981. This flew for the first time on 26 September, and follawing certification an 30 July 1982 deliveries to UAL began the foilawing month, the airline making art inaugural flight with the type, between Chicaga and Denver, on 8 September 1982. SimiEar in overall configuratian to the Mode! 757, the Model 767 di€fers prirrtarily by its 15 ft 6 in (4.72 m) wide cabin and in having a flight deck specifically designed for two-crew operation. Power is pravided by advanced-technology fue!-efficient engines, initially Pratt & Whitney JT9D-7R4D turbofans. As in the case of the 757, its production is the result af natianal/international collaboration, involving Canada, Italy and Japan as well as the USA. The initial production version is designated Mode1767-200 and orders for some i 90 aircraft have been received. Major operatars include Air Canada, All Nippon, American Airlines, Delta Air �ines, TWA and United A'trlines. Specification: Boeing Made1767 . Origin: USA Type: medium-range cammercial transport Accommodation: flight crew of 2; up ta 289 passengers Powerpfant: two 47,$00-Ib (21682-kg) thrust Pratt & WhitneyJT9D-7R4D turbofans Performance: c�uising speed Mach Q80; service ceiling 39.000 ft {11885 m}; range 3,782 miles (6087 km) Weights: emptyaperating 177,216 fb{80384 kg}; rnaximumiake-off300,OQ01b(136078 #cg} Dimensions: span 156 ft 1 in (47.57 m); length 159 ft 2 in (4$,51 m); height 52 ft 0 in (15.85 m); wing area 3,050.Q sq ft (283.35 mZ� ' Baeing 767-20q , ::f:=.. , Dougias DC-8 Super60 and 70 � Douglas DC-8 Series 70 of Overseas National Ainivays. History and Notes The basic DC-8 design showed great potential for growth and on 5 April 1965, Douglas announced a new stretched series based on the DC-8 Series 50. The first member of this new series was the Super 61, which featured a massive stretch of 36 ft 8 in (11.18 m), offering a maximum capacity of 259 passengers. Second in the series was the Super 62 which sported a new wing of increased span and a fuselage stretch of 6 ft 8 in (2.03 m). Fuel capacity was increased and this became the long-range version of the DC-8. The Super 63 combi�ed the fuselage stretch of the Super 61 with the new wing of the Super 62 for a high-capacity, long-range airliner. All these aircraft were available in all-cargo {AF) and convertible (CF) versions. In 1979, Douglas announced details of a plan to upgraue I�C-8 Series 61, 62 and 63 aircraft by the installation of advanced-technology turbofans, the resulting conversions being designated Series 71, 72 and 73 respectively. Chosen powerplant is the General Electric/ SNECMA CFM56, with the Pratt & Whitney JT8D-209 optional. This programme is managed by Cammacorp of Los Angeles, California and in addition to engine conversion an optional auxiliary power unit and environmental control system can be inatalled. The first modification of a DC-8 Series 61 was completed in 1981, the resulting Super 71 making its first flight on 15 August. Since then the company has received about 130 orders and options for conversions. Douglas claim these to be the quietest large four-engined transports in service, offering a true noise reduction of some 70 per cent without any loss of performance. • Specification: DouglasDC-8Super72 Origin: USA Type: extra long-range transport Accommodation: flightcrewof3; upto 189 passengers Powerplant: four24,000-Ib (10886-kg) thrustGeneral Electric/SNECMACFM56 turbofans Performance: maximum speed 600 mph (966 km/h); cruising speed 531 mph (855 km/h) at 35,000 ft(10670 m1; rangewith maximum payload 7,220 miles (11619 km) Weights: empty operating 152,600 Ib (69218 kg); maximum take-off 335,000 Ib (151953 kg) Dimensions: span 148 ft 5 in (45.24 m); length 157 ft 5 in (47.98 m); height 42 ft 5 in (12.93 m►; wing area 2.927.0 sq ft (271.92 m2) Douglas DC-8-71 Dougtas DC-9 5eries 32 of the Sganish flag-carrier, Iberia. �_ '/BERtA. __ .r�7 islrt�-7a•gsrzrr�,c�s � � M ;. ` 4 Histary and Notes The Douglas DC-9 was a completely new design with rear-mounted engines, the first prototype f(ying on 25 Feburary 1965. it was followed by the 80/90-seat Series 10, which was powered by Pratt & Whitney JT8D engines and entered service f'srst with C}elta Air �ines on 8 December 1965, produetion totalling 137. Next came the Series 30 with a fuselage iengihened by 14 ft 1031a in (4.54 m� to seat up to 139 passengers, increased wing span and other impravements. They were used firsi by Eastern Air Lines on 1 February 1967. 7o meet the needs of SAS Douglas devefoped the Series 20, combining the Series 10 fuselage and increased-span wing of the Series 30; this entered service on 23 January 1969. SAS also inspired the high-capacity short-range Series 40 which entered service in March 1968. Derived fram the Series 30, it has mare fuel and a fuselage lengthened to seat up ta 132 passengers. Last version is the Series 54, with a'stretch' of 14 ft 3 in (4.34 m? to seat up ta 139 passengars in a madernized interiar, which entered service with Swissair in August 3975. Al! versions were available in passenger {DC-9), cargo (DC-9F}, convertible (DC-9CF) and passenger/carga (DC-9RC) configurations. Military versians include the G9A Nightingale and VG9C transports of the USAF, and C-9B Skytrain il logistic transpart of the US Navy. Orders far DC-9s totalled more than 1,100 befare praduction was terminated in favour ofi the DG-9 Super 80 series. Specification: Douglas DC-9 Series 50 Qrigin: USA Type: short/medium-range transport � Accommodation: flight crew af 2; up to 139 passengers Powerplant: two 15,500-fb (7031-kg) thrust Pratt & WhitneyJi8D-15 turbofans Performance: maximum speed 575 mph (925 kmJh}; economic cruising speed 510 mph (821 km/h}; range with 97 passengers and fuel reserves 2,065 miSes {3323 km} Weigh#s: empty 61,8801b (28068 kgj; maximum take-o#f 121.000 Ib {54885 !cg} Dimensians: span 93 ft 5 in (28.47 m};length 133 fi 7'14 in (4Q.72 m); height 28 ft 4 in {g.,3 �}; wing area 3,Q00.75 sq ft (92.97 m2} _--��' �_ �V�a�iO —Z .. .r I +� 1 Dougtas DG9-30 r � ..Q.�...........�� 135 ir �. 1 ' �• ;1 ��. .uw..^,:wc,�� I .. �. ...s" li Douglas DC-9 Series 80 of Pacific Southwest Airlines. Nistory and Notes Sales af more #han 1,00{� examples of the Douglas DC-9 represent a majar success for the company in the cammercial field. This was because the DC-9 appeared on the market some two years earlier than its main rival, the Boeing ?37, ar�d also because of its availability in a range of sizes and configurations. Howeve�, the company realized that with accelerating fuef costs a worthwhile market woufd exist for an irnproved QG9-5Q af greater capacity, with quieter more fuel-efficient engines. This, in effect, describes the DC-9 Super 81 and Super 82 which were certificated on 3 September 198Q and 30 July 1981 repectivsly. Devefoped from the basic Series 50, the Super 81 has a wing increased in span by 14 ft 5 in (4.39 m), and a fuselage lengthened by 14 ft 3 in (4.34 m) to seat up to 172 passengers in a modern 'wide-laok' cabin. Gross weight'rs increased by same 16 per cent, rnade passible by advancPd-technology Pratt & WhitneyJT8D series 200 turbofan engines. Not only are these mare powerfu! than the earlier JTBDs, they are quieter and have a better speci#ic fueE consumption. The Super 82 is generally similar, but differs by having 20,000-Ib (9072-kg) thrust JT8D-217 turbofans more suited to operation from 'hot and high' a+rports. The first Series 81 entered service with Swissair an its Zurich-London route on 5 Octaber 1980. The aircraft is now marketed as the McDonnell Douglas MD-80, and orders and options for the MD-81 {Super 81} and MD-82 {Super 82) and longer-range MD-83 now exceed 300. Specification : Dauglas QC-9 Supe�83 Origin: USA . - Type: shartlmedium-range transpart Accommodation: fiight crew of 2; up to 172 passengers Powerplant: two 18,500-lb (8391-kg) thrust Pratt 8c Whitney JT8D-2Q9 turbofans Performanee: maximum speed 575 mph t925 kmJh); cruising speed Mach 0.76; range with maximum fuel 3,06p miles (4925 km) Weights; empty 79.757 ib {36177 kg}; maximum take-off 140.000 Ib {63503 kg} pimensions: span 107 ft 10 in (32.87 m); length 147 ft 10 in (45.06 m); height 29 ft 8 in {9.04 m}: wing area 1.270.0 sq ft {117.98 m2} Douglas DC-9-80 136 Douglas DC-10 pouglas DC-10 Series 30 of Air Afrique, the national airline of tbe Ivory Coast. A/R AFR/Q!/E � � .� .��_, f History and Notes - The Douglas Company began development of the DC-10 in March 1966, to meet a requirement of American Airlines fora wide-body transport. Despite competition, the DC-10 was ordered on 19 February 1968, and receipt of a second order in April 1968, from United Airlines, was a signal for production go-ahead. The initial Series 10 for domestic routes, with maximum seating for 380 passengers, was flown first on 29,August 1970, entering service with American Airlines on its Los Angeles-Chicago route on 5 August 1971. Since then Douglas has developed a range of these transports, first being the Series 15 which is similar to the Series 10 but has more powerful CF6-50C2F engines and operates at a higher gross weight. The intercontinental-range Series 30 has wing span increased by 10 ft(3.05 m), an extra main wheel unit on the fuselage centreline, increased fuel and more powerful engines. The longer-range Series 30ER has even greater fuel capacity, and the intercontinental Series 40 (originally Series 20) differs from the Series 30 in having Pratt & Whitney engines. Model 10CF and 30CF convertible passenger/cargo versions are also available. The DC-10 was evaluated by the USAF for its Advanced Tanker/Cargo Aircraft requirement and its selection for this role was announced on 19 December 1977 under the designation KC-90A Extender, the first entering service on 1•7 March 1981. Specification: DouglasDC-10Series30 Origin: USA Type: commercial transport Accommodation: flight crew of 3, up to 380 passengers Powerplant: three 52,500-Ib (23814-kg) thrust General Electric CF6-50C1 or-50C2 turbofans Performance: maximum cruising speed 564 mph (908 km/h); normal cruising speed Mach 0.82; service ceiling 33,400 ft f 10180 m); range with maximum payload 4,606 miles (7413 km) Weights: empty 267,197 Ib (121199 kg); maximum take-off 580,000 Ib (263084 kg) Dimensions: span 165 ft 4�h in (50.41 m);�length 182 ft 1 in (55.50 m); height 58 ft 1 in (17.70 m); wing area 3,958.0 sq ft (367.70 m2) 1 '27 � �; Lockh�eed L-1011 TriStar Lockheed L-1011 200 TriStar of Saudia. � TniStar .,"..,,._.s,.....,...,,,,..,,,..._...r �-----�-- .. ... ...._.....,...___------- � saudia �:� �, �-� History and Notes � Lockheed's L-1011 TriStarwas designed to meet the same American Airlines' requirement that had initiated production of the Douglas DC-10, to which the TriStar is generally similar in configuration, including the disposition of its three-engined powerplant. Production began in early 1968, after orders for 144 aircraft had been received, and the first was flown on 17 November 1970. At this point both Lockheed in the USA apd Rolls-Royce in the UK ran into serious economic problems, requiring assistance from their respective governments and the renegotiation of contracts before production could be resumed, and it was not until 14 April 1972 that certification was gained, with the first scheduled service flown by Eastern Air Lines on 26 April 1972. This basic TriStarwas designated L-1011-1 and was powered by three 42,000-Ib (19051- kg) thrust Rolls-Royce RB.211-22B turbofans. Itwas followed byan extended-range L-1011- 100 with increased fuel tankage, and later by an extended-range L-1011-200 with more powerful R6.211-524 engines giving improved performance for operation in 'hot and high' areas. Construction of all versions, including the L-1011-500 totalled 250 when production ended in 1983. Specification: Lockheed L-1011-200TriStar Origin: USA Type: commercial transport Accommodation: flight crew of 3; up to 400 passengers Powerplant: three 48,000-Ib or 50,000-Ib (21772-kg or 22680-kg) thrust Rolls-Royce RB.211-524 or-5246/64 turbofans respectively Performance: maximum cruising speed 605 mph (974 km/h) at 30,000 ft (9145 m); economic cruising speed 553 mph (890 km/h) at 35,000 ft (10670 m); range with maximum passengers and fuel reserves 4,145 miles (6671 km) Weights: empty operating 248,400 Ib (112672 kg); maximum take-off 466,000 Ib (211374 kg) Dimensions: span 155 ft 4 in (47.35 m); length 177 ft 8'/z in (54.17 m); height 55 ft 4 in (16.87 m); wing area 3,456.0 sq ft (321.06 m2) 146 EDUCATIONAL WORKSHOP ON AIRCRAFT NOISE FOR THE CITIZEN on SATURDAY, APRIL 9, 1994 WORKSHOP SECRETARIAT AcousCical Society of America Charles E. Schmid Executive Director 365 Ericksen Ave., 1/324 Bainbridge Island, WA USA 98110 Telephone (20� 842-6001 � FAX (20� 842�012 ORGAIVIZING COMI��IITTEE Wayne A. Bryant Port �Seaule Peter Breysse Depamnou of F�virormaital Hu+lth, Universiry of A'ashington Z2�l:VERSITY OF WASHII�TGTON CDMRC 150 SEATTLE, WAS�GTON INVITATION The primary goal of the workshop is to educate citizens on acoustical measurements and community effects of aircraft noise and discuss the future applications of science and technology to noise quieting. Secondary goals are to provide more networldng between citizens and scientific and technical organizations, and to be awaze of future research and standards on noise abatement. The workshop will be held on the campus of the University of Washington in Seattle, Washington, on Saturday, Apri19, 1994. The workshop will begin at 8:30am with four lectures given by x. Tobin Cooley authorities in .the area of aircraft noise. A box lunch will be Norlhwest Qwpur of t1u Acoustical Soclety of ,,�,�,� provided as part of the registration fee. The afternoon session will consist of several break out groups. These sessions will include Arden Forrey in-depth discussions of the subjects covered in the morning lectures GStizen Groups and how citizens and government can effectively participate on Jenny Shemwell noise issues. The workshop will conclude with highlights from `'`°�`�r S°�r`�' °f`',�"� s�.� each of the break-out group discussions and a panel discussion. woRxsxoP casrorrsoRs Acoustical Society of dmerica (ASA) Yrginia Bloedel Hearing Research Center National Organization to Insure a Sound-controlled Environment (NOISE) Northwtst Chapter of the Acoustical sociery of dmerica Pon of Seattle Regional Commission on Airport A„�`'airs (RCAA) SUPPORTING ORGAIVIZATIONS The Boeing Compa�ry Bruel dc ICjaer Instruments Greenbusch Associates Space is limited to 100 participants; early registration is encouraged. Speakers aze recognized authorities in the field of aircraft noise: Effects of Noise on Citizens Noise Measurement & Measurement Systems Community Surveys of Airport Noise Andrew Harris and Alice Suter Kenneth Eldred Sanford Fidell An Overview of Subsonic Noise Reduction at National Aeronautics & Space Administration (NASA) Clemans A. Powell Educationa/ Woikshop on Aiic�aft Noise for the �Citizen Saturday, Apri19, 1994 University of Washington Morninz IlVTRODUCITON ASA Spokesperson TECHNICAL LECTURES Effects of Noise on Citizens - Andrew Hazris & Alice Suter, Acoustical consultants Noise Measurement and Measurement Systems - Kenneth Eldred, Acoustical consultant Community Surveys of Airport Noise - Sanford Fidell, Acoustical consultant An Overview of Subsonic Noise Reduction at NASA - Clemans A. Powell, NASA *********LUNCH *********** Aftemoon BREAKOiJT into four interest groups a. Noise Measurement and Measurement Systems b. Community Surveys of Airport Noise c. Future of Noise Quieting Technology d. GovernmendCitizen Participation on Noise Issues FINAL GET TOGETHER/PANEL DISCUSSION Workshop will conclude at 4:30pm. return coupon Please return this coupon to the workshop secretariat at the above address. Make check payable to the Acoustical Society of America. Checks must be in U.S. funds drawn on U.S. banks. The pre-registration fee of $20.00 must arrive by 19 March, 1994. The regular registration fee is $30.00. Early registration is encouraged since space is limited to 100 participants. � [] Enclosed is my pre-registration fee of $20.00 (before 19 Mazch). [] Enclosed is my registration fee of $30.00 (after 19 March). [] Enclosed is my student registration fee of $10.00. Workshop information and study materials will be mailed to all workshop participants a week before the workshop. Parking will be available in the South Campus �Center parking garage for $2.25 (all day). Name: Address: City: State: Zip: � City of �.�. ' 1Viendota Heights � � � � � � � i� ' � Navember 2�, 1993 Ms. J�aa Vnsuh Hetropolitaa llirport� Dobaii��icn 6040 16th ]►venue 8�th MianeaDolit, !Ci 55�50 Detr Ms. Unruht On behal! of the City o! l6uMota H�ight�, i Mioh to thank you ior the apportuaity to ca�ont on th� H.x 1►irport Site 8election BtuQy -•Dralt Alternativa Snviraa�atnl Doc.w�eat U1�) dated 6eptaober 1993. � '1li� Neadots eeight�' 711sport� Relatiaca Ca�i��iea a� the City oouncil rwi�wd rhe ]1SD on ltov�ber 10, 1993 aad November i6, 1993, r�apectively,•and LounII the 6oeuawnt gaa�sally vell pssparQQ. Non�tl�ie�s, the City 2�ae so� concarn s�agard3ag certaia aspacts o! th� �18p, narely aircraEt noiN aad grouad acceee. The balance of thi� letter eeeke to mor� el�arly dcline our coneeraa. . �: �- . v :i� - �.�•. y� Givea Eha relative proacinity oi the curreat 1�P to tiendota 8�ig3ita, obviouaiy tLe aircaft acip ivp�et� a�erienaad by ao�t iNadota Heighb zesidant� woulQ b� gr�atly syduoed by a d�eiaiam to s'eloCate N8P Eo �onth�sri DtkOER Gbuaty. 1Qsi1� the A� appmar� to do a good job d��cribing the aoiee A. Mendota HefgMs k ap�xoxlmately 10 miles trom Sita 8 end impactm for tho�t co�uaitien near t6e a�x airport •ite�, the A. eboi�t 15 milec irom Sitos 2 and 3; A�yht tradcs aro diffiadt to impaets ar� l�n el@ar !or thoee eo�aities out�ide thie first m� �� � 8 miles lrom the runway (see Responsa I. ti�r oE coa�nxaitis�. Koz+e �eilicaily, th� 7►� doea aot ehov th� tor MPC ) CurreM noise modeliny does nat predlct nofso •s�eond ti�r* o! air traftia conttoi proc�duze� vhich rould direct � below DfVL 60. aircrttlt to aad trau tLo aen airpozt. 4'ha City s�eciue�te additional Thareportarttitled,MinnesaaSteteAtrspeoaStudy,Pt�saA, ialormation regarding the a�parture aad arrivai •gatea• xAich the �RelocatedMfnrwapolis/St.PaullMemationalAirpon(Febnmry elu► vould eetabiish to fulfiil thi� role, inciudiag intosaation oa 18�i) providas intormetion on artival and departure pates lor tLe lrequency aad altitud� of �ircralt overElyiag 16�ndota Seight�. ihenew Nrport. tem. denn IIaruh HwaaiDar ZZ, 1993 Peg� 2 � • . .,,�. . ti�- _ .�:i«• : :�= 11� d��crib�Q ia th� 11�, the eoaatructioa oi a aex e�njor � aizport Mouid z�air� a sub�tantial upgrad� o! ehs eranoportatioa qtt� 1�aaQ�i�g�to �aitl�sn Dakou Cotmtr. IIn[octunat�lp� tir 71m b��etAth� CitytoE Ildendo�u eiy�hts�lTyia3C.�ltytreq�ueat��ti�ooa�l iato�tioa s+�gwrdiag th� Lolloviag: 1. �alLic count� and pro��ctioo� !or c�rtain 8tat� ffigh�nsys B� � vithin iaendota H�igEt�,t�y�+�ar to b� iaea�i�t�. pi�a�e pravid� us vith data Lor Truak Siqhvray �10 w�t oi I-358, 1Z11a]c SiqhMay 110 Mut o! I-35a, and TruNc 8lghwy 1�9 naz�th of 2-�9�. B. TH 110 — WEST OF F35E � VEHCLES PER OAY 2 12,592 3 12,614 8 13,272 TH 110— EAST OF 135E � VEHCLES PER DAY 2 24,783 3 24,839 6 24,338 TH 14� — NORTH d 4404 �J,� VEHCLES PER DAY 5,125 5,129 10,694 ' . 1. The 71m de�cribtt th� �lNQ to aspsad th� Z-35! bridg� C. � S thB find' � weich �paaa t!� laisd�dppi ftiver to eis-laaee. althargh C+. �m mgs of the model. The g�►�d acaess th.r� is ao n�atioa oi aay additional laa� capacity bni.ng • ere�uffiion 1oCused on road Nni� that s7diibited zipnificarY add�d to the 2-35E tr�way aouth o! th� riwr. Z� thiw diflerencesinwcpeCtedvdumBsbet:auseofthesiteattem�i�es. an awr�ight or aa aeeuzato zril�etian o! th� projected 135Edidnotchowstgniticantdifterencesbetweentheeltemati�e roa/ray neeQs. swere a s�ific oortcem raised in ihe �e. The brklpes � 3. Ttis J1� i� •ii�at on tha rol� lic rtitiasa i� ��� � ���8 i�r the Sfte P+� �+a+Po udyAEDandcowerespecificallyaddressed. Ths �mri�loaeQ to piny ia eezvieing the nex siajor aizport �. treatmerri ot the issue of eli road im mems •itw. 1Vors �p�cilicaliy, the rol� oz rail aad/or iight S� a�y � �� ��a � � �quired to rail treaeportatio� i� aot discusseC. J�s�ming �uch � �1y will be addrassed in the linlrig�� ..ouid �xi�t, tII� a� rhouid addree� the ia�pact�, ������mernforlheComprehensivePlanAEO. if aay, �uch syet�cr wou1Q hsve oa th� �urs�ouaaiag � caa�uaitia� . D. Transit a�.sumptions were the same as ihose used fot MSP. H improved transft is provided it would reduce uaffic knpacts; howeoer, these imp�ts would be ebout the same bt aii three Thaak yw again tor th� opportunity to ca�ent � the Dratt sites, and were theretore not inGuded in this evaiuetion. Tha ultezaatiw savirammeatai Doc�eat. 1N look Losw�rd to sycaiviag �onsideralion of LRT or raii will be addressed in the Soopitp lust��r alarilicatioa an tt� i��uw� raiNd �bovr. Bhouid yau bave Decisbn Dacumem forthe Camprehensive Pian AED. � ha�eir�mt � to cali�.g�� ������ �G�a, pioaae do aat 9lncerely, CTrY OP b�lIDOT11 1�2(iHTB ,�,�,(,��, � i �om s.n...�, � � ; City ]l�niaietrator � DAKOTA CQ�.IIVTY � �~�,�� q!.�' �J � � � WKO7ACOUNTY WVERNMENY CETlTER Nov+�ber 23, 1993 Mr. Riel+and 8ia�a. t�cmaa �pot�qn Atrparto Cortnnisetoa 6W0?.8th Aven�e Savtd a��, zRri ss4w Asr. Nt�et Fi � � �e nicaceor 6U,W�.&h�Aveaoe Sorurh AifaoriPoiit. M[d 35454 �a�a� �,x,,,.� KiTjC#R�Nti 1900 MWY. 6b • M�STk�fiB. MMNNE6OTA 6505] Gkttlemea: Ia tevterring thc titw Aizpoit Si6ee Se{ectiao Stady '2hafi ACa'o�tive Emira�t�ti Aacssmcai t�J.' � CacttNy gaaalty fmds thc docameat ta be a tLonmi�h in���Y!� clmracsxrdci ot the Sasch Ara putiailsc to Siora 2, 3, ud 6. Evea� twt wuK a acw m+jot ticD�. Daicon a�oq� ihat Ske /3 �EoaW be the �lo¢rnativc arrud torws:d for tbstber srulyais ist cLe Duai Ti AirpaRi Pi�m�t� Prccus. D�kon Cauacy wa�14 L'Yc ru a�1z this oppocanatcp ao luia� w y«r sssm�am shc tana+vm�� itases tLss ue bdiere nxd m bc vldr�wed. . In SoaIon lII.C.lLbic 3, nc� AED idmti� n=bnel emp ry aeads wLhin tlsc Sareh Ara ud sdjaoeat E'sxod o�ia �vithoia a ATev M;jar Aftpost. kA�t Tahk 3 wtth Socskxi iY. � Tabis 2S. Ysu 2020 Employar�tit �vhh a NcM Aicf�oc�t chne ao reactud thas D�kota C�Ounty doa oot �prt. Specttlplly. Tabk¢ S md 2d ny thu wiffi or �vkhout a New Ai�port in Wkou toul tmploymrnt 6� Applt Va1 wd Lkeviile wouW bc 4he mac. SimHutq. �s�w�u ieJac� m I}alcota C�ouait�� � t� �Amxm�ty 120Q jobs if a 2iea lanrther. in Sation N. D.1. Iodueed Dev�elop�neat. the AFD qrnss ihe fatloa��: '"fde �ptial d6it�utics� o!'in�c�d tkvetopmcnt w�s ubo dettrmh�ed based on the A4�rp�Lsan Canrc7 s a�iopted �oP� P��7... Uoder tLia apgmuh. abotst oat-fwrth of the � de wouTd oaw st tAo irtlnsaxioa of tbeai,rpocc axcsi road ud 1H55... TLe ranairda acau inside the curteat MUSA eoaemunhks...' Tf vre atc b Oelkrc Tabk 26. vaY liult }nducM dovelopmexx �vDl occur whhtn 'eumn! MUSA so�mnaities' in D�kota Conrtty. Jndted wtrca yau try W comp�ne Sa�tian FY. T+bks 2b aad 24 ta Sooti� III. Tab3c S t�u c6e approg�iix A I�,oed �� P��rS' t� � "1'c�c]ca � Pi�ming Pr �x � ba W�cdiwr stated OOCIQDGmttf (i7lt i[L IIlINC [L�dtbiG b7' tLd LL'OdCIW� OD IbC ,�lOC[11 QOblk. IC 1�f � D�kau Coaaty ba{iera tLe AF1? aeed� seriaus m'rsion. T6c �ati� dfm becncaa w� tl�e Mehopoh'�t i�oduced��y� �both rvitA w a New� AL a u draaibed ht k6e� tad tht Appmdi�fl D�n�Ut � ltcview - . _ �. Kaw b ehb oodal devcM�meot palicZ ror a NewMa�r Ateport dc@K incot�aated inw We um�t �gi af tda MeaopoUnn Counci! � Metm�rpli�n bevelopmrnt 7md Imestmmr Frtrr�cwnric i'ttr�der. iwa does tLie �ooaeept 1& wi�h tbe Ptdah' ��� � P�Y ��7 IYnitin� devebgmert h,r ubitnry nodes7 Shci tunhv, whrie ue 1he ooda� rvtrn k a msp o[t6o aoda ud rLc eationak for their 3a�8an? oa � tIIa<. �� ��ay� �o,e• c� � u� s r«c rrom w� �. n.�a c�cy . o��, mu rt� ��.� m� �a ��a� e,: w.a so r�a rxua+ m; .�s� �� it wuw p�one iooponane ia ae.usiae and cancinina abxr poaati�l.w:oamernil impMeu. An . � mi Miti(S ��D.�tntboks. I� � k p+obabiliry +�s !Y� wed m a�od 3 awtd tank in tLe modm�e w hi °�°�..� � Aepth ta hedmctp�xh�o� of S3aes 2 S�+P+�+�O`�ia3'...` {At�mtntll} In 3cetbs IQ. b.1.6. k7oodpt�iat. I?alcan��y bWicvea Urt amther aWatal QraIer�e buln accun �vith t6e Seueh Aru votentitlly im�Ctia�i Sites 2 and 3. 7Lb Intom�asiam hu bxa �mecrtly dcwfoped u s hy-psoduc# af: d'y�iul tenaia mo�ci dev�laped by u�ara�ta e,oumy roz we�}�oc� SCatCh Afea. thkott CAuaty w'dukl Iike ro Qtut � 3mesti6atiois4 be made G110 thc -� `f���. datera 4'�tru o[ �he New Irfa �eo aoee�� �� Zamioat in sho /3. aad w+ould� to kaow «6u imp�ct tL�t xwuM 6m ac mt�af �airs�. B' 1m�meac 83 (?n pt II1�4S � Seciiou N.3.1. Oramd�valer S�uoepNbititY. Fi�m I8. 'Ihc AED �rnid �ute Gus 90+��ofytho tatie Sewrch Ata is Ia the Hiah SmsidvilY C1ac`a'Y aad S+l6 b iu the Ve*Y Fil�h ��3a�� xkh paeatLS coownhsstion asntusod fn hatra to da}�t. The mip rhoaH be ln S�eetfon III. J. Fam{oad. D�loota Camiy �pp�ed+nar tbe an�sb on eoo�memLl and primc � hrniland u wdl u tbc of eLe Ar,riwlea�l Prnenvs fumt�nd. inrrd ot jun �Y�+[ � � �P �V+�Y �tda�{•�&R}. s.won rv. c.I. s�odal tks�t.ocmm: Impact.. ra�e tv29 ,tatex d,e rouowros: •com�.nbfe .u�a ry.�,�l�e �e�o�t no,� in ma .K, win be atlr,Gure w be.4e for �esietnu w�o�C name..�wta 6e qtrayy a Gadidate Sirc.' Dalaota Cau aSiin raffea the Btue of the naed for an Ima►cdva P�l�iq[� t6at �toaSdga beyoad e Rts3� Rcic�atioa Stu�ly W thw�ttitlly aod wmpk6tiy soeial iiata ia a m�tmu dm3la W Dow thty wYm htnctled d�ulog tLe MSP Compte6mslve� ltuxu. 2n Secttan iV. C.4. Urwmd Axess�mpac � D�Jcaa Caa�ry !us saia�u eeaesvaflaa abo�r ttie (i:vuad Ac�orats F� u ptasentad. �+kna Couctiy �bdieva that given ffie p�e62am paiared out �►ith the ioutien �ad irwnsiry ot ioduad daveicipment in IMkora County « eLeurt+efe. the Cxwtd Acceu Impacd are gaxsty urdcxtu�md far mucb of Daknh Couriy. D�Icola G�uaty rac�ats that duris+� d+ep� ruion of t6e New Airport Comprebeesive Plan tdxt Gtmnd Aaw Im�ucn w�ill �eafvt a awed �eater fows iai � moc� tx6niat auintitntiva o!` aay �wlu. la Stction IV. C.�.6. Oramd � Miti�uioa Mawta. you rmut Eook to Seaion ]Y. Sa6kx 23 and 27 co learn �hu .t la�st s ma tiver crasinEs would �cguft� cl;aitkaat Wd;wm in lane WaacicY in oMer b ftcillt�tt auf�s �W a Nnv MaJor rt. Mwe iote:euiu� L �Le taci t6at 4 of A�e S tnajor rivet atacEiags t�ut Oe ezpsaded o� tLeir� stmctv�. Tlax tnaalata ima dd'ssionsi �cu �1Lia� fmpottaot iatarnxtion ix b�uied 'm ql+bs aad naeds m be cteuly bxoc;�{tzt aut In she A. TfMQ housinp end employme� brecests waro 6�+sed on lui sxamtnatIon ot thrse attemaztve sifes. with the purposa ot determiaitgvlFwU�ertitetawerekletriifiebt98ibcaikmdi(Oatenoos amonp Dakota County dties with respect to tl►e three sites. A tcNe! oiappropmafely 8.000 eddrtional otbairport jobs ware estim ated es e racuft oi a riew airpart at eny af the threa sttas by ttwyear202o. Asimpiifiedelloc�tiantecfiniqvexrasdevetoped thad idemified communit(es most Akely W roceiw a stpnificant amourNof aviedion-inikwncodempbymertt. Aviaibnanlluenac�d eW iocazior�sat� ar�d used ta daam[ne «ties with acacc ellacmedaviatioMnf9t��rwed �andRveoi�thosenre�arrent within ihe MUSA. The othercfiies curroundina the elmort w W rn�imb ro a�viation�-lnnue�nce�d jj os tn�these�c'n'��estnQtne �laaty Althouph ihe proce� ellocated avtatbn-fnHuenced Jobs wrthkt the MUSA to five cx�mmunitias, p aisa chowed thst ihets �w � add � munfties wfth sufficient pro�dmfry b expect axrei�ty have tar� d M� the Mt7SA. a 8ftesn communities, oipttrt Further a�atyycts based on one nirport s(te. usinp intortnat(ort a a po and oommertts provided by aHected la�l commun'rties. wfth delineation dexpeeted highwRys and ertetlels andcommetdally zoned s8es, will bs necessary to determEne the propoRbn ot aviation-Infiuenced Jobs that may deveiop tn the ather coinmUnfties in ttw couMy. B. The tabtes wrrtained errots that have baerr carrected. Also, Te61es 4 end 5(n the Draft AED have been combitied for direp camparison vMh Table 27 (fonnerly TaWe 28). c. Thec«,nc9ldidnaadopca„oaeldeveiopmsritpolicy:a�ppiied Il8 pf8VI0U&iY�op� 8d OfdB(I)I d6VBIOjM1QRt p01�K,Y to fl flOdAl1 conceptaf(nduceddev9bpmer�. SeerevisedtexttnSeclionlV, 0.1. D. Refer to C. abova. In addit(on, the node was bcated based on thecriteriathat it istha ftrst imerveninp oppottun'nyaN�ny amaJor 2tanspartaztan cartidar sstvtng the sirpqrt. The t�ode fa Site 2 is srwVm on Fipure s4 ana tor sits s«, Figure 3s. In me case ot Site 6, the lirst opponun'rty s inside the currem urban servicae areabecausethe PineBendareawas notconsideredapotenUal zn� � o�� a��,�„�. E Fipure 8 chaws bedmck less than 50 f�e! irom tlw curfaca. F. O&ts fs needed from 4akota Couniy regardinp ihe sdditional drainaQe basin relaUve to Sites 2 and 3 so that kmay be reviewed and incorporated irtta the Comp�rehensiva Plan AED. Ths south tManch of tha Varmfllion River does not imeraea eu�y atthes3tesatarrypairit. Theshadediloadwayfrirrgeereashow» within Sites 2 and 3 an Fipure 10 is an unnamed imermittetK stream for wh�h 800dway lrinpe dessificalion has been sstablished by FEMA. G. Ttre te�d has been modified. N. The t�estmertt of this �Csue wi(i be addressed irs the Scopit�y necision aocumara (saa> tor tne comprenertsive Pian AE�. 1. ThelevelotanalysisOfgtoundaa�ssimpactswillbeaddressed kt the SDD br the Comprehensiaa Pian AED. J� J• Oniy ona bridge (f.H. 3) wouidreq uire sdditional capadty due to Sites 2, 3 or 6, and �s the sama for each site. Thereiore, the need lor bridpe improvements was rwt included in the text as h was �t signiticam tor satecting between the three sites. liw pussibie need for add'Aionai bridges wiii be addressed i� tha �i � � �,I �J On p�ge IV-57. Section F.2: 3. Ai[poR Wasu Wua Treauneut Faciliry (W W'ii'i Optioa. the K. Vumillion Rrver �e paragnp6 miYes a�tio� thu ooald eeverely limit tLe fosaastod �m I.�kevilk wd t�iagtan. Ftom ptesematioas to thc Sile Sdtctioa Tahnical Advi�ory itta. Y had always bxn undastood by Dakota Co�uNy tlut �ny ra�uired W W1F aovld be conwtKred within c6e bamduies of the New M4,}ar Aiipat �nd that its WR+T'Fra�i aoald pot �e�tist'wg facilitia. The iawe of ditciuuges into the Vumillloa River and ibe l�ocufoa of dnse a alao csmala of �etious camcem. ec ou ln Settioa IV. F.3. Graundaater I�acta: Sur[aoe Water Ruaoff. u� �o �a. iay� �o� �.. eveat to aibwlate witer �loca¢e req�ricemcNs. D�knta Couucy believee that a 100-year ctonn evrnt sbould be used in all calcnlattoas aod thu the AED �hould apocif'ically etate that it inottide to add�es� and agply �MJRP18a1anda� C� bellevea �t ��(irwid Waur fRxhi ge�A:r.as�ivill' need apecial p�mtxtion if� Nea MaJor Ai�pat ia coastructed wuth of HutinQs. n�«. c�my .�„ia i� co �ti �u � a�c �u �.aa� �i�� t�c ' M. Sa�diea that may need W be undecUlaen wf compkted to f�cilitate the Dmi Track Afrport P1�nniag Rooecc chauld De id�eflalfied u�d ILted. Far anmpk, rrojor tivtr ctotsinY b�idga. �w or expanded highway�� u aell a raN� C�ffiY � CkY Projects. Fitrlly.lHlcaa CaimtY ctron8ly wgaau that dlteuuioas teLted W govero�nce iscua be i�tiued ���,����.����y,����,�,�. IN. S�cetely, � v _� Stcvm G. l.oed'u�, C�halrman DAROTA COUNl'Y BOARD OF COIVAQSS[ONFRS x: Dakoti Couoty Boatd of Comtnissioxcs Ihlcota Caunty I.egisl�tive Dekgstion Dottie Itietnw. Chair. Metropolitan Cou�il Robat Durm� Chsir. Minaeeon F�viromneatal Qualily Bard &andt Ri�M�d.wn, Dabota Coanry Admmistmtor IAuis ). Bceia�hnxst, Uakou Cotmty Physicrt Develapmeot DireCcor John Tocho, Dakda County Office of Pianning C-21 K. The Sooping Decfsbn Documem (SOD) edopted June 21, 1993, states fn the cection on Weter �uality (pepe 24) thet 'Paentiat treatment end discharge scenarios will be fdeMdied and disaissed. lnclud/ny us� c! �x1�Nny or �and�d muMc/pa/ tnatm�nt lacllkNs and new on-site treaiment fadlities' (emphasis added). The level oi deteil required 1or further review and analysis of waterquaiity impacts will be established as part olthe Scoping Dedsion Document ior the Comprehensive Plan AED tatha celected aite. Westewater discharQe impacts on cuAace waters are qovemed bytha Iimitations esleblished M discharpe pertnits Issued by the Minnesota Poilution Comrol Apenc.y. Underexisting regulations, discharpe pertnRs wili uAimatey be requred lor:1) stormwffierdischerges �,socfeled wit h potential aJrport constn�ctron:2) slormwaterdischarpes assodatedwiih daischarpes �o�daled with e�lrport operat(ons�A thorouph essessmerH ol the potential impacts of such d�scharpes on raceiNnp weter bodies, indudinp the Vertnillion River, requirec detailed estimetes of tha composklon of the waslewaier proposed tor discharge and modelfng of the response of ihe rece(vinp water to the poterrtial discharQe(s). L WeldeterttionbasinsdisausedinSeaionlV,F.3.wouldbata the purpose ot improving water qualiry tn runatt by removinp comaminams. sucn traslns are rypica�q sized based on 1a yearstorm evems. The purpose of the anetysis was to assess ihe likelihood oi locating sufficiertt suflaWe space tor such basins (n ereas within the sites where sinkhoie probaWlity k bw. Sinkho4eformationis mademorelikelybystoringwaterfor extended periods of time or frequem fillinp and drainirp oi wffier lrom a besin fn areas where the till is relalivety thin overlying a karst-rype bedrock fortnation. Water quamities from t 00-year storm events will need to be managed lor tl�ood control purposes: but wvuld no4 be an eppropriate bas�s torwet deteMion basin s�zing. NURP standards will beaddressed and applied durin� stormwater management syslem desipn. M. The nesd for potential environmentel impact etudies wiH be addressed tn the SDD for the Compreher�sive Plan AED. N. Govemence issues xrill be eddressed in the SDD for tha Compreheraive Plan AED. .�-�, City o�r , � , 1Viendo�a Heig,hts March i, 299a Me. Jenn Unruh Hetrogolitan J►frporte Ccrnmieei.on 60<0 - 28th Avenue South Hinneapo2ia, bII�t 55�50 RE: Eavirocunenta2 7lsaeaament Harksheet {EXH} and Sceping Pecisioa Documeat (SDD) Dear Membera af thc Catmfcaioa: Conaiatent vtth yovr raques[ far eoemteats, the City o! Mcndota Heighte �ubmits thi• written reapanee. The level ot detail available ta determine vhat alteraatives, � impaat�, issuea, and atitigatfon measures xill be tddre�red in tha •I1lternaCive 6nvironmental pocumeat• igrtores the uea o! the ANOFL4 Data. The CoQcsieaion he• aa investment of over a million dollara in the AN(}t�iS •yetem, xnd it repreeeata the maat factual anQ peztinent noise data in reepect to the Mlnneapoli./St. Paul Iaternational Airport (MSP>. A. 5ee General Reaponse 6. � Your Qeceasber� 1493, It2t0l1S rapart shawa that the 2ste:t B B A�Parato rocponca witl be prepared, si�ca the publiehed noiae aontour tpr the 6agan/Mendata Helghta corrldor refecenced report ic rwt a part of thir study. continuss Ca be mieleadittg and not repreaenCative of the :ir aaise , pallution Created by FLSP. The manth oE December, 1443, may not be typiaal o! the ma�or u'e and fiight gatterns for the £aganiMeadota Heiahta corridor. Ilowever, the ANOMS DxCa to= pecember, 1993, ■hawa that lSonitor No. 15 at Nilliun Court and There�a Strett fn Mendats Hetghta regiatered +10 llight� over 40 de, and 613 tliqhte over 90 dB, and 3,3t9 flighta aver 65 dB. The Hilliam Court and Thezeaa Street lacation io approxlmately a half mile north oE InteretaCe 49t and ie xc21 butaide oL the MAC deaignated noiee contour far the eorridor. , Thezetore. the City ot Mendota Heighta zaisea the queations Kox can noise mitigation method� be analyzed !t tht •blueprint• tor the analyeio i• flaxed trom [he outaet. To take the positioa th:t tha Cortmie�ion ie mandated by the Federxl Aviatioa Adminl�tratlon tFAA) to uae the late+tt FI►J► veznian of the Xategrxted Hoi�e Hodel (INH1 to conduct Che �oi�e analy�ia including contour analyMi• !• deceiving xhea mare accurate iutormatioa exists. we are axare that there may be individua2 ditterencee aasong the public•• reaction Co aircratt noi.e. Hovever, the liaue 1� nat airczaCt neire, but noise po21ut1aa. Fssrther, the effect af afrcrait noiae and •tree�-related health diaordere !a no loager a matter ef apeculatlon. We submit that tht time nas come uhere a Cloaed mind on the eubject o! air naine polluCion muat givn way Co aa agsn aad irasz}c dincua�ian based on abjective, rathtr thaa aub�ective, crikeria. The opinlon that 'aome people muet euELer !or the benctiG o[ the majarSty• ie urong xhen addreeeiag mattczs qf pollut�.on. C. See Ge�oral Recponsa 6. The Commiaeion'• SDD addresees a myriad oC envizonmeatY. hoxever it Caila Co meaCio�� or diecuea exieting atandardt� Eor D. airporta. He all k�ov that MSP�r land azea le deficlent ia rtapect ta the neceeeary standarde. Zndependent of the Cact that MSP i■ aniy 3,000 acree, the SDo makes no menCion o! the eenatrafat: impased by thie land area. Thio raieee the queotion: Can 530,000 annual opnzationa be •ately �ahoe horacd' into the existiag Lacility. Each LTCP akemative hac been devetoped ac to FAA design dandardc as spcdficd in tl Adviwry Circular, f50/830l3-13. Airpori 7he Advisory Circular defi�es the planrnng st of ai�etd geometry to ansure FAA operat catety staadardc are cati�ed. A detailed iayout ptacr v�nii !�e daveloped for the rocvm concept and cubmitted to the FAA for revi approval. The EAN diacuaaes the varioua Qevelopment a2tecsufiive� for KSp, yet cbaoae� to •umaiarily rejact oeversl optioaa vhich ara varthy ot Lurther analyaia. More •peci[ically, the �auth garallel runway optlon hae been dropped fran canoideracion withauC beaetit ot s Eull eavirocucuenta2 reviaw. Simi2az2y, the coacept of a new runxay para12e1 to the exieting 4/22 zunvxy i• aat brought Lorth tor Curther �tudy. Thi• despite the tact that the exi�ting 4J22 runvay ie �cheduled tor exteneian within the aext Lew years. If a comp2ete enviracssnental anaiyeie o[ the various MSP development optiana is truly deaired, the City af Mcadota Height• }SC�SCVC• it vould be approprlate that the 6sN lnclude an tvaluaCian o! both the �outh parallel and the 4/22 parallel runway optionr. Siacerely, CITY OF l�HOOTA HfiZGE!'!'S ��,,,�• 'Z` �.+..� ..22�' Charle� 8. Mertensatto Mayor CSM:kkb cc: Covernor J1rae Carleon; SenaCor Jamna P. tietzen; Senator Aeanaa itiener; Representative Thoatiae Pugh; Repreeentxtive Tim Caamere; Dakota County eoard o! Camnisripner�; Mty oC Bagan; City oL Surnsvflle; City ot 8loomington; City oi RichEield; City oi Minneapolis; City of St. Paul; City of Zaver Grave Heighca; Clty at SunL'leh Lake �� �' � �� � '� �, E. A rrow runway parot{ei to Rurnvay 4-22 wac orw of the initiaS attcmatives iderttiiiad tos avaivation as described in Valume S, slirport Oevdopment ConcepLs. December 1891, of the LonO-Term Comprehencive Ptan. This attem�sti�+e was not ca�ried fotvsrud ior furifier study becauae it did nat meet tha oparational roquiromerKc tar additional ai�field eapaeitY• ,� CITY OF MENDOTA HEIGHTS MEMO April 8, 1994 T0: Airpart Rela�ion� Commission Member� FROM: Tam Lawell, City Adminis�.r SUBJECT: Update on Detroi� Air Noise Lawsuit� INTRODIICTION At our February 1994 meeting we discussed air traffic control procedures used at various airports around the cauntry. As part o� that di�cus�ion the Commission expressed interest in learning more about one or more air noise related lawsui�s filed in Detroit, MI. Since that time I have done some additional research on thi�s matter, the re�ults af which are a� follows. BACRGROtJND To recap February's discussion, Mr. Al Burt, FAA TRACON Detroit Metro Aa.rport, had reported that a neighborhood group in the City o� �eerborn had success�u3ly sued the FAA relative to aircraf� rauting procedure�. As a result, he stated �.he FAA mus�. now periodically�change assigned depar�.ure tracks in an at�.empt to bet�.er equalize noise expo�ure. Tn addition, he stated a second lawsuit was now underway which, if success�ul, would further limit the FAA's ability �o overfly certain residential areas. DISGIISSSON To follow up an this mat�er 2 contac�.ed Mr. Sean Brosnam, a representative of Wayne County, MI which serves as the airport authority for Detroit Metro airpor�. Unlike our �ituation at MSP where the airport' if managed by an independent appointed board {Me�.ropolitan Airports Commission}, the aperation of De�roi� airport is handled by a department of county government. Mr. Brosnam conveyed an entirely differen�.picture of the air noise situation in Detroit compared �.o the information �rom Mr. Bur�.. In Mr, Brosnam's opinion, the lawsui�s which have been filed in Detroit have been "totally ineffective" in control.ling the air noise problem. When asked abou�. the FAA` s comments on �he lawsuits Mr.Brosnam stated the information was certainly "embellished". � According to Mre Brosnam, there has been a total of three air noise related lawsuits in Detroit. All three have been related to an air traffic procedures modification which took place in 1989. The effect of that change was to direct aircraft departures and arrivals over areas which previously had not been impacted by such operations. Unlike the tower order at MSP issued by Les Case in 1973, the air traffic procedure changes at Detroit were subject to a full Environmental Impact Statement prior to adoption. Also unlike our situation, the procedure changes were pursued by the FAA in the name of ��passenger safety". Mr. Brosnam states that prior to the adoption of the changes, Detroit experienced an average of 23 reported aircraft accident "near misses" per year. Since the changes have been adopted, the number of reported near misses has dropped to zeroe Nonetheless, the newly affected jurisdictions in the Detroit area were certainly not pleased with the changes, hence the start of the lawsuits. The first lawsuit was filed by Huron Township against the FAA. The second was filed against the FAA by a citizens group within the City of Deerborn known as Citizens Against Airport Noise. Both were filed in Federal District Court and were ultimately combined into one lawsuit. The matter ultimately ended up at the U.Se Appeals Court in Cincinnati. At issue in the lawsuit were matters related to the bonding authority for expansion plans at the airport, not specific airport noise related topics. The plaintiffs challenged the airport's ability to sell bonds to finance the improvements without adequately and fully describing the specific improvements which were to be built. Through negotiations with the FAA, the plaintiffs were able to win some concessions which served to more equitably distribute aircraft noise in the area. Of course any decision to modify air traffic procedures will likely be opposed by someone. The City of Deerborn has since filed a new lawsuit against the FAA and this suit has progressed to the U.S. Appeals Court also. A decision on the matter has not yet been made. I will try to have a current status report on this suit available on Tuesdaye Obviously it would be very helpful to have copies of the lawsuits which taere filed, particularly the last suit brought by the City of Deerborn. A request for this information was made to Mr. Brosnam and he declined stating he was not sure if he could release it at the present time. I have since contacted the Deerborn Citizen's Againat Airport Noise group and am awaiting word from them if the information can be made available. If this is unsuccessful, we may have to process a request to the FAA through the Federal Freedom of Information Act to obtain the material. I should know more on this issue by Tuesday's meeting. �.a Other interesting information learned from Mr. Brosnam relates to runway construction at Detroit Metro. A second crosswind runway was recently opened giving the airport a total of five runways, three parallels oriented northeast to southwest, and two crosswind runways oriented directly east to west. In addition, plans are underway to construct a fourth parallel runway on the west side of the airport and a new mid- f ield terminal . As you know, similar expansion options are currently being explored at MSP. In follow up conversations with the Citizen's Against Airport Noise group I will inquire about any efforts underway to restrict such airport expansion. CTTY 4F MEND4TA HEIGHTS MEMO April 8, 1994 T0: Airport Rela�.ion� Commis�ion M er� FROM: Tom Lawell, Gity Administra SUBJECTa Letter ta MAC Regarding Corridor Use During Periods of Nan-Peak Aircraft Ac�.ivity. DISCIISSTON: At our last Commission meeting it was suggested that staf� pursue with the MA.0 the use of the aircraft departure corridor during nan-peak periods. Mare specifically, it appears as i� aircraf� are bea.ng assigned departure headings which do no� contain them within the industr�aljfreeway corridor, even a� times when traffic volumes would make such containment possible. The Ci�.y has a par�icularly strong argument in this regard due to the fact that the MAC recammended such a procedure be implemented by the FAA in January 1993. Over a year later the procedure has not yet been adopted and we are clearly entitled to an e�cplanatian why this is so. Attached far your review please �ind a draf�. copy of a letter addressing �hese concerns._ Additianally, the Gommission suggested that we also raa.se with the MAC the possibility of specifically routing Stage III aireraft for departure on runway I1L, sa as to minimize air noise over our communi�ya As a new.issue we wish to raise wi�.h the MAC, it is my suggesti.an that we present thi� issue to them in a separa�e letter after we have recea,ved their response to the attached let�er. March 9, 1994 Mr. Jeffrey Hamiel Metropolitan Airports Commission 6040 28th Avenue South Minneapolis, NIlV 55450 Dear Mr. Hamiel: �RaFT I am writing to you on behalf of the Mendota Heights City Council and the Mendota Heights Airport Relations Commission. It has become increasingly evident to the citizens of Mendota Heights that aircraft departing Runway 11L frequently and unnecessary overfly areas which are predominantly residential in natureo Current departure procedures clearly do not utilize the freeway/ industrial corridor to its fullest potential. As you will recall, in January 1993 the MAC approved a modified aircraft departure procedure which would establish distinctly different procedures for simultaneous and non- simultaneous departures off runways 11L and 11R. Of particular concern to Mendota Heights was the promise to route aircraft departing runway 11L during non-simultaneous operations on a heading of 118 degrees (runway heading). Based on our observations, it is evident this procedure has not been implemented at the airport. I would appreciate receiving from you a update on this issue which is of the greatest importance to our City Council and City residentse I look forward to hearing from you at your earliest convenience. Sincerely, CITY OF MENDOTA HEIGHTS Tom Lawell City Administrator cc: Mayor and City Council Mendota Heights Airport Relations Commission CITY OF MENDOTA HFIGHTS MEMO February 7, 1994 T0: Airport Relations Commission M erg FROM: Tom Lawell, City Administ SUBJECT: Videotape Presentation of Clifford R. Bragdon, Georgia lnstitute of Technology DISCIISSIOIJ At the December 1993 meeting of MASAC, a presentation was given by Mr. Clifford R. Bragdon, Georgia lnstitute of Technology, on the subject of spatial planning for airport noise. The presentation was very well received by those present and, anticipating that other groups would want to view it, the MAC made arrangements to have the presentation videotaped. Mayor Mertensotto was present for the presentation and found it to be quite informative. Councilmember Smith made arrangements with MAC to secure a copy of the videotape and recommends ita viewing as part of our March meeting. The videotape runa approximately one hour. A handout from Mr. Bragdon is attached for your information. a� SENSORY SPATTAL SYSTEMS SIMULATION (Sy) APPLIED TO THE MASTER PLANNING PROCESS: A��i EAST COAST AND WEST COAST CASE STUDY Clifford R. Bragdon . Andreas X. Geor�iopoulos Georaia lnstitute of Technology, USA Abstract Historically, the approach to community planning and the preparation of a master plan has involved a two dimensional vi.sual 'Tand use"metl:odology. Typically, land has been treated as a surface two dimensional plane. This traditional approach is inadequate for preparing creative solutions for �isting urban problems or more importantly for strategically plmcrcing and positioning a community for the 21st centzcry. A more visionary approach involves sensory, spatia� systems, simulation (S`�) which exmnines a community three dirnensionally from a spatial perspective, incorporating all five senses, and simulating possible planning solutions using multi-media technology including geographic informarion syste»u and computer aided desigrc. This (S'`) approach is being applied for the development of an interrnodal transponation planning vertical flight demonstration for the 1996 Summer Olyrnpics to be held in Atlanta, Georgiq and for upgrading the more conventional app�oach to master plcuzning, using Fort Lewis, Washington as a 21st century, model. One research initiative is underway for the FAA to develop an S' blueprint for the Olympics wfiich could have applicability into the neYt centzcry by developing a comprehensive intermodal plan including veniports A second research project has been initiated with tlie Depamnent of the Army to develop a three-dimensional master plan, u�szng S; principles, for Fort Lewis, Washington, including joint use, multiple use and adaptive use of space, three dimensionally. The historical approach to planning American cities has been based on a master planning process, which despite its name, has not consistently addressed this challenging task in a comprehensive and i.nnovative manner. Although a master or comprehensive plan has a distinct process with specific elements, culminating in a physical des �an, oftentimes the end product is far from imaginative. Consequently, some urbanologists describe these present day communities as fra.nchise cities since they are hi�hly repetitive, containing a predictable physical arrangement of space, institutionally conceived, and devoid of individual character. When travelling by air, one of the best tests for this urban design mala.ise is to disembark from an airport term.inal and try to identify the ciry in which you are now visiting. Does it make a noteworthy statement above the ambient or is it basically a homogenous and safe design, indistin�uishable from most other cities in the United States? � Strategic Urban Planning Elements If the answer is affirmaci�e, then the master planning process has failed to apply the three strategic urban elements to their fullest potential (Fi�ure 1). These three elements which aze building blocks to innovation involve spatial, temporal, and sensory princ�ples. Spatial refers to the use of land as a three dimensional integrative system involving aerial, surface, and subsurface planes. Typically, ciry planners have treated land as a two dimensional plane, thereby, restricting its developmeat potenrial. Space use plannin� should replace the archaic term land use, si.nce property is a three rather than two di.mensional term (Fia re 2). Metes and bounds descriptions of property are cubic in nature. Temporal, like spatial, represents another finite resource that needs to be considered as a part of an asset mana�ement system for cities. A ciry should be desi�ned as a 24 hour space, and yet in most instances, time or temporal planning is rarely considered in the master planning process. The third element deals with the senses. Sensory addresses the way we perceive our environ.ment and . d , � AERIAL I ` S�lF���CE.: , Fi�ure 2. Three Dimensional Property Boundaries consequently how it is desi�ed. Despite the fact that cognition involves the use of five senses (i.e., vision, sound, smell, taste and touch), the guiding sense that presently domi.nates the design of a city is the sense of visioa This preoccupation with sight has curtailed the sensory enrichinD experiences that our urban environment needs to provide. Spatial � Regrettably, land use planning typically is based upon surface or area rather than volumetric a.nalysis. We live in a three di.mensional spatial universe referred to as the biosphere, which is the life support system for the� entire world's population. However, this nation does not approach the plannin; of this finite spatial universe (Fi�ure 3) in three dimensional terms, in part, because our predominant point of reference is restricted to two desrees of freedom (i.e., x and y a�is). Transportatian sources can �demonstrate the spatial dimensions associated with various modes, in terms of degrees of freedom. A railroad train possesses one degree of freedom fx axis) since it operates on a fixed track, as depicted in Figure 4. The spatial reference expands to the x and y axis with the automobile,, while the aircraft possesses a three dimensional field (x, y, and z axis). There aze certai.n exceptions to this pre-Columbian theory of land. This is particularly true in many countries experiencing high popuiation densities. Population growth is forcing the master planni.nQ process to explore space for habitational purposes i.n more creative three dimensioaal ways. With countries such as Singapore (10,582 people/square mile), Chi.na (1,347 people/square mile), Netherlands (1,094 people/square mile),�South Korea (1,061 people/square mile), and Japan (822 people/square mile) their approaches to air righu, subterranean development, etc. are mor� spatially creative and resourceful, particularly when undeveloped properry is valued as hich as the equivalent of �1,000 per square foot. The multiple use of space is an imponant development concept, particulazly when s��nificant financial costs are �„i... ,. _ r:•,:s,w•�er+'��'-rss•-:'s„hsr�M•F�•r•Sc?-:£'�' � ... — -- -► X �.. ... ... ... ... �..MM.-X _ �,_ r- r ,� � Zl � . � T 1 � . � ,�-Y l��� � � ,,,,�. n,,,, •;::c:r,:�;:.. — ... .u. � i� � ` � � � . ' � T'sgui�e �1. Spati�il Debrees of Freeclom ONE OEOREE OF FHEEDOM TWO �OEciREES OF FREEDOM THREE OECiREES OF FREEDOM � involved. Traditionally, we have developed structures for single purposes. As an example, let us esamine the evolution of water ' tower use. In.itially, water towers were used solely for the storage of water. Over ti.me, however, some towers were developed to include advertising, and today �many aze multi- dimensional such as those in Saudi Arabia, Kuwait and ' Germany where in addirion to water stora;e, they include restaurants, offices, museums, observatories, etc. - Integrating several uses into a single structure has multiplied the economic benefits, as well as provided conservation of space which potentially reduces sprawl. Furthermore, unique uses of space become attractions, generati.ng more escitement and development poteatial than opposed to franchised solutions. Other esamples of a.ir space use include developments over public righu-of-way. In the United States, the first commercial development constructed over a roadway (i.e. Massachusetts Turnpike) occurred in metropolitan Boston when the Staz Market was completed in 1943. This prototype has led to a major source of revenue for the state and municipalities where several mixed-use developments were constructed within the highway right of way. Air space use is not limited to just commercial opportunities. Seattle, Washington has desi�ed and constructed a freeway pazk over Interstate 5. It now links two older neighborhoods together that were previously severed by hi�hway expansion. This development also offers an attractive passive park containing several waterfalls, an outdoor theater, and an office and conference faciliry. A newly completed 190,040 square foot convention center has recently � been added to the air rights in this downtown area. Another important category of air space relates to rooftops. They also offer multiple use potenrial. Frequently, their use includes complex communication centers for transmitting signals (e.g., satellite, microwave relay, ITFS, etc.), energy systems (e.g., heliosaric solar fields) or even roof art (i.e. Calder on the Grand Rapids city hall. One of the most unique uses is the urban park located in downtown Oakland, Californ.ia. This multiple acre park includes a Japanese brid�e �� and garden, rooftop restaurant, and a richly landscaped area containi.ng a Iarge variety of plant materials, all situated four stories above the ground on a parldng deck serving the Kaiser International headquarters buildin;. The rooftop park is connected to the corporate headquarters by a series of skywalks providing access for all their employees and the public by elevator. Also integrated into the parlang decks are department stores and associated retail space. Discussions of spatial planning should not be limited to the air or ground space. Subcerranean space also offers considerable potential. An abandoned 600 acre limestone quarry site near Kansas Ciry, Llissouri is now a thriving industrial park which maintains a constant 68° (F) temperature year round. In addition, to office space, there are warehousing of important records, temperarure sensicive laboratories, a.nd even a facility for aging whiskey in wooden barrels. Since it is also part of the tax-free industrial disuict, manufacturers use this for stori.ng and assemblv purposes: The Great Midwestern Industrial Park is an example of spatial integration� since it incorporates all three plans oE activiry: a subterranean space is vertically connected by an eleva:or shaft to the surface where a Holiday Inn facility is now open. A �eodesic office/residential complex is also bein, planned for the airspace above the motel. ' Other earth sheitered or subterranean uses include schools and houses. Terrasec Sc?�ool: 1, located in Reston, Virginia is a very successful example. This elementary earth sheltered school is nearly 7�rc energy self-sufficient, compared to similar facilities built on the ground plane or at grade. Earth sheltered housinb is also ir.cre�si.^.gly common. Today, there are over 3,000,000 Chinese li��ing ir: such structures throughout the arid re�ons of the countn� In addirion to this energy benefit, there are other advant�ges including the conservation of land, building materials, and irr.pro�ed acoustics. Creative spatial man�gerr.ent is vital for effective "land use" development since lar.�, or r:ore accurately, space is a fin.ite resource. However, chls npe of management does require lona range comprerecsive plannin; to maximize '- economic development pocenual. Three-dimensional spatial ma.naaement plans need to be done as a matter of routine whenever traditional land use master or comprehensive plans are being considered. Sensory The learning process is inexorciably linked tobether with all five human senses or mode5 of perception which include vision, hearing, smell, taste and touch. There is new evidence to suggest that mental development and performance ca.n be en.hanced by these sensory experiences associated with the environment. A sensory imbalance exists today, which diminishes the overall human potenaal (Figure 5), and our cities by their lack of holistic sensory desi�n are contributing to this educational deficit. Historically, these modes have been domi.nated by vision. This visuai preoccupatioa or bias started to manifest itself durin� the Renaissance �period with the introduction of the scientific method that required visual confirmation and observation of any e.�cperiment for validation purposes. Visualization had replaced sound as a primary means of learning by the end of the medieval period. Today, the visual sense predominates (FiQure �), while the other senses are subordi.nate. Effective site planning and desion as part of master plannin; requires considering noc only the visual world but also these other senses. We need to have blind architects a.nd en�neers participate in solutions to urban problems in order to understand the total sensory picnlre. Typically, the formal architectural curriculum mav include one course on the subject of acoustics, while other sensory subjects are generally not covered in any detail. Similarlv, the landscape architects in their field of study develop a scrong visual base at the exclusion of examinin; the olfactory characteristics of plant materials. Sanitary or environmental eng:r.eers learn about mitiaarion controls for the handling of µ as:c•.��ater systems, but olfactory engineering is not a part of chei: knowledge base either. Such sensory deficiencies are proiinc and this reduces the effecriveness of desi�n solutior�s. The creative skills of the � SEN50RY IMBALANC� W��3UJ�lL . { DQMENANT j "disadvanta�ed" population who have impa.ired heari.ng, vision, smell, etc., can offer important contributions to understanding and planning for the environ.ment, that should be comfortable and positively reinforci.n�. The advertising industry and the media have been the first to reco�ize the contributions and particular sensitivities of this �oup, particularly as related to subli.minal marketin�. Mazda pursued this sensory theme with the introduction of iu 1990 line of automobiles. Their advertisements claimed that these cars had underaone a multi-sensory analysis including auditory, tactile and certain ergonomic performance testing. The test driver is evaluated in terms of response (bio-physical) to the automobile includi.na its acoustics. Auditory awareness has also grown in the uansportation field as evidenced by road tests reported automobile consumer publications. These performance tests report the interior noise level of the vehicle at varying speeds during acceleration, idle and cruise. The concept of sensory wholeness, or Kansai, represents a harmony amon� the five senses, rather than dominance of any individual sense (Fi�ure �). This sensory balanced approach has traditionally evaded those professions responsible for planning and desi�nin� our cities. Site desi�n issues that are "unseen" such as noise, vibration, and odor often fail to be properly addressed. Visual dominance among the senses partially filters out these other sensory concerns. But this insensitivity diminishes the comfort and enjoyment of the environment, and may well impair the cognitive processes. A bli.nd person can walk into a building and determine if the interior space is "warm and reinforcing" or "cold and alienating", while a si;hted person is unaware of these sensory nuances. Similarly, the hearing impaired population have more fully developed their sense of smell in the absence of normal hearing acuity. Understandin� the sensory continuum of negative and positive aspects of environmental exposure to the senses is fundamental in developinQ a comprehensive ciry master plan (Fia re 6). These neaative components of each sense (e.�., �- noise, ador, blight, tremor, unappetizin�) need to be m�r�m�zed NEGATIVE ' • Fi�ure 6. Multi Sensory Elemen[s Continuum with the overall goal to enhance each sense by �mphasizing the positive sensary attn`butes (e.g., saund, fragrance, aesthetics, trauquility and taste). Techniques are becami.ng available using the computer where other senses, in addition ta the visual field, can be rerreated or simulated. 'This allows the potential for a more balanced sensory process. An Interactive Sound Information System (ISIS) has been developed, whereby digitally recorded souads within the environment �i.e. automobiles, trucks, buses, motorcycles, aircra£t, etc.) can be reproduced acoustically at selected distances and altitudes, inside and outside structures. The visualization of the sense of hearin� or sound distnbuted over a geo�.raphic azea can be referred to as "�eosonics" {Figure 7). Other computer based expert systems can recreate odors and vi'bration, all of which assist in understandi.ng and then solving environmental desi� problems. Ultimately, we need ta move towazd positive sensary enhancement (e.g.; naturai sounds, pleasant smells) rather than merely the elimination of noise and odor. This will then Iead towazd multi-sensory master planning that can enhance environmental experiences, including improving brain stimulation for all papulation segments. Temporal � The planning of our cities from a time manaQement point o£ view has received limited attention. Regardless of technolo�y, and any advances they may bring, there are anly 24 � hours in a day. Time, like space, is a fi.nite eiement, even thaugh there aze increasin� medical advances that continue to imprave longevity. Our urban and rural lifestyles need to be examined from a 24 hour perspective ta ma�cimize resources and productivity. It is traditionally thouaht that the populatian operates on a diurnal basis, typically sleepin� from the hours of 11:OOp.m. (2100) to 7:OOa.m (0700). In actualitv, this is not the case, panicularly in our service oriented society. Dependin� upon '. the culture, emplovment base, and geo�raphic Iocation, SCJUND -1- GEC�IGRAPHY . �.v::y,'.��.tw .� ::Y'r,.•. . :;%.:'`y'}j�. ztilr `,:�_1{2:::v:` S: :�.5 � KINETIC • � i i •���. .� I�i�uic� 7(�rn�nni�•� ( �ruE�i:i��liir,illy I)ititrihulr�l Sc►uit�l I);ilc� •i•, " �- approximately 10 to 35% of the population works during the "off-peak" hours. This involves either an eveni.ng or nightti.me period of the 24 hour day. In some cities, such as Reno and Las Vegas, Nevada, employment patterns are nearly reversed due to the entertainment indusny and associated services. Time use cycles and the allocarion of physical and social resources need to be carefully exam.i.ned. In many industries, the incremental cost of 24 hour versus a 12 'to 16 hour operation is justi.fiable. There is a trend to extend hours in both the manufacturi.na and service sectors of the economy. Fram a cost/benefit analysis, the fixed and operating costs for many sectors of the economy are justified by a 24 hour operation. Many advantages include worker productivity, accessibility, (e.g., journey to work and customer travel time), and operational cost (e.g., incremental energy costs aze low due to the utility rate structure for non-peak hour demand, etc.). Contnbuting to this demand are the consumers who find it more desirable and convenient to obtai.n certai.n services in the traditional "off-peak hours" of the day. Sta�gered work hours have also been shown to have environmental benefits. The U.S. Environmental Protection Agency, in their analysis of air quality implementation plans for "non-attainment areas" have found that significant improvements in air qualiry may oCcur. Transportation Improvement Plans .(TIP) are now addressina the issue of ti.me. There can also be considerable savinas in capital e.�cpenditures if our time use demand cycle was flatter or more uniform. Both facility and construction costs could also be less if peak hour capaciry or conditions were lower and more evenly distributed. There are also potential disadvanta�es that must be evaluated when operational hours are extended. Safety and security are possible problems, particularly among certain service based industries (e.g., convenience stores, service stations). Since noise is somewhat transportation dependent, ambient noise levels could become elevated to the point that it is intrusive to the sleeping population. Noise related impacts directly affect health and welfaze (e.?., activicy i.nterference and annoyance) and are capable of impactin� the value of property. 0 Recent discussions suggest there may also be a causal retationship between sieep Ioss and immunological respor�se. Such a problem may become significant, depending upon the demographic patterns of the cammunity. Clearly, the proper use, preservation and management of time is central ta the master pianning af aur cities. Hawever, it razely receives the attention it deserves. .As our society becomes more resaurc� based and campetitive, time urill be increasingly recognized as an asse� 1996 Summer Oiympics: Yertical Flight Muttimodal Plan Metropolitan Atlanta is becoming aware of this visionary approach to planning for the 21st Century as it prepares far the 2946 Summer Olympics and b�yand. Intermadal and multimodal aspects af planning are being considered to develop the necessary transponatian system far the 1996 Qiympics. Neazly two-thirds of the world will view, through the media, some gart of the 4lympics making it the Iaraest intematzanal event ever held. pver 145 nations, approximately 20,000 participants with aver 700,000 spectators are eupected. A plau is underway to integrate both fixed and rotary wing aircraft into the transportatzon netwark, including the use of the newest available aircraft (e.g., tilt•rotor, tilt-wi.ng) telecommunications, three-dimensionai modeling and simulation using muiti-media technology. This requires the use af visual as well integratin� other sensory apgroaches �e.g., acoustics, vibratian, oifactary and gustatory) into the planning pracess. Verrical flight activity for the 1996 Summer Olympics requires the establishment of a vertical flight system supportina both rotary wing and tiitratar aircraft as part of an aviation plan. This system must include facilities at the 3S Olympic venues, C}lympie Villaae and setected transportation nodes where there will be multi•modal transportatian activiry which requires the transfer of people, goods, sezvices and resources. The ran�e of facilities will include vertiports and verti•stops that '� represent either temporary or� , permanent installations developed for the Olympics and beyond. Recently, the Adanta Regional Commission (ARC) designated a downtown heliport � for the 1996 Olympics as part of the Regional Air Transportation Plan for metropolitan Atlanta. Georoia Tech has been tasked by the FAA to develop a bluepri.nt for vertical flight as part of the intermodal transportation plan in support of the Olympics. All of the Olympic sites, venues, and events as they are currently defined are being i.nventoried. Twelve sites have been identified as a possible vertiport location in the downtown azea at this time. Each of these locations is to be evaluated in terms of certain site selection criteria which include safety and environ.mental land use compatibility, approved air traffic and instrument approach, etc. Ulti.mately a detailed site selection and feasbility study will be needed before there is approval to begn construction of a vertiport. Intermodal connectivity will be an important criterion for site selection, since vertical flight cannot survive in isolation. Assisti.ng in the locational analysis and site selection process should include interactive multi-media technoloay using visual and acoustical sensory simulation to develop the 'best fit scenario" for site selection purposes. Georgia Tech developed this approach to assist in preparing the 1996 Summer Olympics bid package, which contributed significantly to winn.i.ng the summer games for the United States. This approach has been utilized in several graduate level city plan.ning courses offered by Professor Bragdon at Georgia Tech, as well as in several research projects involving faculty and research staff. As the technology evolves,. this will become an i.mportant simulation . tool for urban transportation planni.ng in order to examine . alternative sites and to assess the detailed impacts. The 21st century city wi11 benefit gready by this "electroaic rehearsal process" that could avoid possible pitfalls or white elephant projects that are considered incompatible with the present or future pattern of development. One of the twelve sites bein� considered for a vertiport was exanuned in both a graduate plan.ning course as well as '� part of an FAA funded research project. A three dimensional aviation approach simulation was developed for a proposed vertical gateway near the Olympic Villaae in midtown Atlanta. This involved developing a set of parameters applicable to tilt- wi.ng or rotary wing aircraft. 'Ihese characteristics included type of aircraft, torque, air speed, variable speed � indicator (VSI), approach, heading, and distance to the landing site (FATO), shown in Figure 8. In addiuon co these chazacteristics, four simulation commands were identified for this location. Terminal en route system, or TERPS airspace, refers to the FAA route to and from che FATO. For this site, the FATO identified involved the Interstate 75/85 corridor as an avigational route, (Figure 8). � second simularion involved examining the potential heioht obstacles that could be in conflict with the imaoinary surfaces constructed in the airspace (Figure 9). Two buildinas were idencified as havin� a possible height conflict, howe�er due co the route procedure they were outside the zone of impact. �e f nal simulation pornayed the day/night sound level (DNL) contours which ranged from 5� to 6� Ld„ (Figure 10). These noise levels which represented specific aircraft operations, were found to be compatible with residential land use criteria. , This simulation process used several computer based graphical approaches including computer aided desi� (CAD) and geographic information svstems (GIS) from the visual perspective as well as sound level contours which provided a geosonic data base. Additional overlavs, representing other attributes are in the process of being added to complete this S� approach to the various sites being examined. Three-Dimensional Master Plan Foc A Solider Community At Fort Lewis, �Yashine on The Department of che Arr.:v has adopted a rea lation that each installation prepare boch a Real Properry Master Plan as a guide to future physical �e��elopment. In an effort to consider more innovative approaches to this rather traditional '� m.ilitary process, U.S. Army Forces Command (FORSCOM) in THREE - DIMENSICINAL. AViAT10N APPRt)ACH SIMULATIC3N . <� -,- ��I : "` �'"1�(�' ` y. � 11'. '' � '('�r� � TM _t� ..��= : .� 'Pl:I:Ulltiiii/ titipl::1 '-------� }•Y (..y ! �Ca_ Cs�t�—�� �i! // � � � j� 1'==�===-i�-� / -...�__'---_- � Figurc K. A��rcy�c;h Sintui;�tic}n tc> Atlanta Ve�ti��}rt: Terps AiRCRAFT PARAMETERS TYPE A/C - ENGINE - AIR SPEED - DIStANCE - TO �ATO` APPROACN - HEADING � DISTANCE - TO TLOF•` SIMUI.ATION COMMANtiS •TERPS AIRSPACE (Tarminallnslrumenl Procedures) • • MISSED APPROACH NOISE CONTOURS � HEIGHT OBSTACLES 'FATO - FINAL APPROACH AND TAKEOFF AREA •'TLOF - TOUCHDOWN AND LIFTOFF SURFACE ' AIRCpAFt PARAMETERS TYPE A/C � APPROACN � ENGINE _ HEADING - AIR SPEED DISTANCE 70 TLOF" - DISTANCE - TO FATO• SIMULA710N C�MMANDS •TERPS AIRSPACE (Torminallnslrumenl procedures � • MISSfD APPROACH � NOISE CONTOURS • HEIGHT OBSTACLES 'FATO - FINAL APPROACH AND TAKEDFF AREA •'TLOF - TOUCNDOWN AND LIFTOFF SURFACE \`\\ ; ' ' _':::; ... . ,� � �• � ° . . ; . . �_►> % '11�,� i . s cooperation with Fort Lewis Command, authorized Georgia Tech to prepare an update to a portion of the installation. This study area consisti.ng of three blocks was to be redeveloped into a solider community. The area currently contai.ns barracks, administration and athletic fields. ' A series of objectives were established that addressed the potential for creativity includi.ng the use of spatial management principles, technological responsiveness, integrated communications, uniqueness, compaubiliry of spatial uses, and the integration of sensory pri.nciples. Army representatives including Joe Corazzini and Major Dwi�ht Luedkte, provided a list of physical requirements for this three block study azea. These requirements dealt with housing, dining, transportation, recreation, training and admi.nistrative elements. The recom.mended plan developed for the soldier community at Fort Lewis reflected a rather new approach to these Army requirements. Spatial, temporal and sensory principles were generously incorporated into the multi-sensory design. A three dimensional approach was used to ensure aerial, surface and subsurface features received equal attention. This resulted in multiple, joint and adaptive use of space applied to the solider center, recreation center and tra.nsportation needs including an intermodal/multi-modal center for the installation Technoloj cally sensitive attributes developed for the master plan included: 1. Plasma torch technology system for hazardous waste removal and energy manaoement 2. Solar opdcs for lighdng and energy spatially distributed throughout the study area 3. Satellite based mind bar for intellectual '� and recreational exchan�e through the use . .� of an electronic highway , 4. Electronic architecture nocturnally displayed on e:cternal. wall surfaces continuously adaptable 'to the soldiers needs 5. Outdoor sonic communication system electronically connected to personal headphone - sets, car radios and the introduction of sound cancellation technology 6. Olfactory based vegetative and plant materials temporally sequenced to maximize aromatherapy 7. Placement and construction of environmental barriers integratin� multiple uses To determine if the studv objectives were satisfied, a sensory spatial systems evaluation form was constructed that � addressed 50 attributes on a six poi.nt assessment scale applied to nine different master plan elements includin�: 1. Planes of usa;e . 2. Innovative usa�e: site/structure 3. Operational hours 4. Patrona;e use . 5. Sensory 6. Conservation of resources: construction 7. Conservadon of resources: operation 8, Design extzr�or 9. Design interior The graphics data base iacorporated a series of files �- associated with GIS, Geoa aphic Resources Assessment System GRASS, AM/FM (Autocnated :�Iappin,/Facility Management) a.nd CA.L�. 'This project is being fiu-rher exganded and developed as a by-product of the Geor�ia Tech �raduate city pianning course, Urban Spaual �rlanagement, for F�3RSCO�f.