05/11/2021 - Airport Relations CommissionAGENDA
EAGAN AIRPORT RELATIONS COMMISSION MEETING
TUESDAY, MAY 11, 2021
6:30 PM
VIRTAL MEETING: Call in 651-675-5050
I.ROLL CALL AND ADOPTION OF THE AGENDA
II.ORGANIZATIONAL BUSINESS
III.VISITORS TO BE HEARD
IV.APPROVAL OF MINUTES
V.OLD BUSINESS
A. MAC MONTHLY REPORTS
V.PRESENTATIONS
A. BRAD JUFFER, MAC MANAGER OF COMMUNITY RELATIONS
VI.NEW BUSINESS
A. MSP 2020 ANNUAL NOISE CONTOUR REPORT
VII.STAFF/COMMISSIONER REPORT
A.JULY 13 JOINT MEETING WITH MENDOTA HEIGHTS AND GOALS
WORKSHOP
VIII.ROUNDTABLE
IX.ADJOURNMENT
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Memo
To: The Airport Relations Commission
From: Dianne Miller, Assistant City Administrator
Date: May 6, 2021
Subject: May 11, 2021 VIRTUAL ARC Meeting
The Eagan Airport Relations Commission will meet on Tuesday, May 11 at 6:30 p.m. via a Web
Ex virtual call. All City Council and advisory commissions are meeting virtually through at least
the month of May due to COVID precautions. Commissioners will receive an email invitation to
join the WebEx. Members of the public will be able to call into the meeting.
Please contact Executive Assistant Cheryl Stevenson at (651) 675-5005 or
cstevenson@cityofeagan.com if you are unable to join the meeting.
I.ROLL CALL AND ADOPTION OF THE AGENDA
The agenda, as presented or modified, is in order for adoption by the Commission.
II.ORGANIZATIONAL BUSINESS
Congratulations to Commissioners Axmacher and Raker for being reappointed to two-year
terms on the ARC. The Commission has five members for the next year. Nominations from
the commission are welcome for the position of Chair and Vice Chair. Formal action is
requested to appoint the Chair and Vice Chair.
III.VISITORS TO BE HEARD
The Eagan City Council and its Commissions set aside up to ten minutes at the beginning of
public meetings to permit visitors to address items of interest that are not addressed on the
regular agenda. Items that will take more than ten minutes or that require specific action can
be scheduled for a future meeting agenda. Members of the public wishing to call into the
meeting should call (651) 675-5050.
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IV. APPROVAL OF MINUTES
Enclosed on pages 5 and 6 are the minutes of the February 23, 2021 ARC meeting. The
minutes are in order for adoption by the commission.
V.OLD BUSINESS
A.MAC Monthly Reports – Enclosed on pages 7 through 11 is the March 2021 monthly
summary report from the Metropolitan Airport Commission (MAC). The MAC has combined
several of their reports into one document, intended to be more user friendly to those less
familiar with aircraft operations. To view the more detailed data pertaining to runway usage,
complaints, sound monitoring, and noise abatement go to:
https://www.macenvironment.org/reports/. The data on the reports is best viewed online as
the website is interactive. Brad Juffer is available to answer questions about operations,
including the impacts of the COVID pandemic on air traffic at MSP.
VI.PRESENTATIONS
A.Brad Juffer, MAC Manager of Community Relations –Mr. Juffer will attend the
meeting to speak on the topics of MSP Airfield Construction, an MSP Air Service Update, and
the reopening of Runway 17 (and corresponding noise complaints). Mr. Juffer will provide his
presentation on May 11 by “sharing his screen.”
VII.NEW BUSINESS
A.MSP 2020 Annual Noise Contour Report -Enclosed on pages 12 through 15 is a
memo from MAC Manager of Community Relations Brad Juffer regarding the 2020 Actual
Noise Contour Report and Residential Noise Program Eligibility. Enclosed on pages 16
through 107 is the MSP 2020 Noise Contour Report. This is an informational item only. No
action is needed.
VIII.STAFF / COMMISSIONER REPORT
A.July 13 Joint Meeting with Mendota Heights and Goals Workshop –The next meeting
of the ARC will take place in-person on Tuesday, July 13 at 6:30pm at Eagan City Hall. The
Mendota Heights’ ARC has been invited to the meeting to hear an update from MAC
Executive Director Brian Ryks on the state of MSP Airport. Following the joint meeting, the
Eagan ARC will be asked to stay for a workshop to discuss the Commission’s goals and
plans for the year ahead.
IX.ROUNDTABLE
Per the request of the Commission, this agenda item has been added so that Commissioners
can ask questions or make requests for future agenda items.
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X.ADJOURNMENT
Per the request of the Commission, the Eagan ARC meetings will go no later than 8:00 p.m.
unless agreed upon by the Commission.
/s/Dianne E. Miller_______
Assistant City Administrator
ARC Purpose: To advise and make recommendations to the City Council on issues of
aircraft noise and airport policies that impact or have the potential to impact the community.
ARC Mission: The Airport Relations Commission (ARC) recognizes the burden of aircraft
noise is balanced by the economic benefits of being a neighbor to MSP Airport. The ARC,
under the direction of the City Council, will work in partnership with the Metropolitan Airports
Commission (MAC), the Federal Aviation Administration (FAA), and the residents of Eagan
to make recommendations on reducing the burden of aircraft noise in Eagan without
jeopardizing safety.
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MINUTES OF THE EAGAN
AIRPORT RELATIONS COMMISSION
FEBRUARY 23, 2021
A virtual meeting of the Eagan Airport Relations Commission was held on Tuesday, February 23, 2021 at
6:30 p.m. Those present from the Airport Relations Commission were Michael Johnson, Jeff Spartz, Lou
Lundberg, Joseph Axmacher, Debra Dulligner, Theresa Hughes and Assistant City Administrator Miller.
Bill Raker and Jeff Eckerle was absent.
The meeting was called to order by Chair Johnson.
AGENDA
Commissioner Axmacher moved, Commissioner Spartz seconded a motion to approve the agenda as
presented. All members voted in favor.
APPROVAL OF MINUTES
Commissioner Spartz moved, Commissioner Dulligner seconded a motion to approve the minutes of the
January 12, 2021 Airport Relations Commission meeting. All members voted in favor.
PRESENTATIONS
Part I: FAA Neighborhood Environment Survey
Brad Juffer, MAC Manager of Community Affairs, gave a presentation on the recently released FAA
Neighborhood Environmental Survey. Juffer noted a letter from the Noise Oversight Committee (NOC)
to the FAA, was sent to the MAC Commission for formal consideration in advance of the FAA public
comment deadline. As a community impacted by aircraft noise, a letter was written to the FAA from the
City of Eagan commenting on the Neighborhood Environmental Survey. Since Eagan is a community
member on the NOC, the proposed letter offers support for the NOC’s detailed analysis and comments.
The Commission reviewed the proposed letter to the FAA and made a recommendation to the City
Council to send correspondence to the FAA.
Part II: Area Navigation and MAC Residential Noise Mitigation Update
Brad Juffer, MAC Manager of Community Affairs, provided an update on Area Navigation (RNAV), noting
RNAV is already being used for arrivals at MSP. Mr. Juffer also provided an update on the MAC’s
residential noise mitigation program and how the program will impact Eagan in 2021.
OLD BUSINESS
MAC Monthly Reports
The Commission discussed the MAC monthly report for the month of December 2020.
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NEW BUSINESS
Chair Johnson noted the data being provided for New Business items: MSP Air Service Updates, 2020
Complaint Data Assessment and 2020 Fleet Mix and Nighttime Operations Assessment was provided as
an informative item only.
STAFF / COMMISSIONER REPORT
2021 Advisory Commission Vacancies and Application Process
Assistant City Administrator Miller noted the City is accepting applications for those wishing to serve on
advisory commissions. While applications are accepted year-round, applications must be received by
March 19 to be considered for reappointment in 2021. All incumbents need to reapply if they would like
to be considered for reappointment. Miller thanked Theresa Hughes and Jeff Eckerle for their service, as
both have communicated that their time on the commission will be ending.
ADJOURNMENT
Upon motion by Commissioner Axmacher, seconded by Commissioner Spartz the meeting adjourned at
7:30 p.m. All members voted in favor.
__________________________ _________________________________
Date Secretary
6
MARCH 2021
Noise Oversight Committee (NOC)
Monthly Operations Summary Report
7
MSP COMPLAINTS MARCH 2021
COMPLAINTS LOCATIONS MOST FREQUENT
Total
14,404
Total
282
Hour
08:00 AM (11%)
Operations per Complaint
1.6
New Locations
57
Average Complaints
51
Median Complaints
3
Day
Thursday (2,186)
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec0
2k
4k
6k
8k
10k
12k
14k
16k
18k
20k
2019 2020 2021
COMPLAINT LOCATIONS
TOP 5 CITIESMINNEAPOLIS
4,602
Complaints
112
Locations
EAGAN
2,813
Complaints
49
Locations
RICHFIELD
2,714
Complaints
16
Locations
INVER GROVE
HEIGHTS
1,544
Complaints
8
Locations
EDINA
692
Complaints
16
Locations
Locations
1-3
4-5
6-10
11+
Leaflet
8
MSP OPERATIONS MARCH 2021
23,461
Operations
1,063
Nighttime Operations
(10:30 PM - 6:00 AM)
62,780
Year to Date Operations
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec0
5k
10k
15k
20k
25k
30k
35k
40k
2019 2020 2021Operations
RUNWAY USE
12L
263012R
3881
30L
2977
30R
2050
17
113
OTHER
112
Arrivals
12L
2282
12R
317430L
3059
30R
1881
17
1297 OTHER
Departures
0 %2 %4 %6 %8 %10 %12 %
N
E
S
W
1-5 MPH
5-10 MPH
10-15 MPH
15-20 MPH
>20 MPH
Calm or variable: 13.8%
TOTAL RUS USAGE
50.6%
NORTH FLOW SOUTH FLOW MIXED FLOW
38%54%2%
CARRIER JET FLEET MIX
44%
0 1000 2000 3000 4000 5000
CRJ9
CRJ2
E170
51%
0 1000 2000 3000 4000 5000
B738
B739
A321
5%
0 1000 2000 3000 4000 5000
A330
B763
MD11
TOP 3 BY CATEGORY5
9
MSP SOUND MONITORING MARCH 2021
Time Above
TA(x)
50
TA per operation
s
65
324 8
TA
h m
65
10 49
TA
h s
80
4 30
TA
m s
90
3
TA
s
100
Count Above
N(x)
2.69
N per operation65
63,102
N65
8,062
N80
53
N90
1
N100
COUNT ABOVE CARRIER JET CONTRIBUTION TIME ABOVE
29%
18,424
27%
86 27hs
61%
38,259
62%
201 8hm
7%
4,440
9%
27 44hm
AIRCRAFT DNL BY SITE
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 390
5
10
15
20
25
30
35
40
45
50
55
60
65
70
Three Year Monthly Average Current Month
1 2
3
4
5 6
7
8 9
10 12
13
14
15
16
35
37
36
38
39
17 19
20
21
22
23
2425
26
27
28
29
30
31
32
33
34
18
11
DNL
Above Three Year Monthly Average
Below Three Year Monthly Average
Leaflet
10
MSP NOISE ABATEMENT MARCH 2021
RUNWAY 17 DEPARTURE PROCEDURE (CARRIER JET)
425
Runway 17 Departures
99.3%
Compliance Rate
3
Nighttime Departures
EAGAN-MENDOTA HEIGHTS CORRIDOR PROCEDURE (CARRIER JET)
2,004
Departures
94.8%
Compliance Rate
38
Departures North of the
Corridor
66
Departures South of the
Corridor
CROSSING-IN-THE-CORRIDOR PROCEDURE (CARRIER JET)
DAY (6AM - 11PM)NIGHT (11PM - 6AM)
CROSSED
299
15.1%
DID NOT
CROSS
1,682
84.9%
CROSSED
8
34.8%
DID NOT
CROSS
15
65.2%
MSP RUNWAY USE SYSTEM (RUS)
ARRIVAL RUS USAGE
43.6%
TOTAL RUS USAGE
50.6%
DEPARTURE RUS USAGE
57.7%
Operations
31-100
101-500
501-1,000
1,001-2,000
2001+
Leaflet
Operations
31-100
101-500
501-1,000
1,001-2,000
2001+
Leaflet
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MEMORANDUM ITEM 4.1
TO: MSP Noise Oversight Committee (NOC)
FROM: Brad Juffer, Manager, Community Relations
SUBJECT: 2020 ACTUAL NOISE CONTOUR REPORT AND RESIDENTIAL NOISE
PROGRAM ELIGIBILITY
DATE: March 3, 2021
In October 2007, the Metropolitan Airports Commission (MAC) and the cities of Minneapolis,
Richfield and Eagan, received judicial approval of a Consent Decree that provided settlement of
the noise mitigation lawsuits filed in 2005. Pursuant to the Consent Decree, the MAC is required,
by March 1 st of each calendar year, to prepare an Annual Noise Contour Report that reflects
an assessment of actual noise generated by aircraft operations at Minneapolis-St. Paul
International Airport (MSP).
Consent Decree Background
The first amendment to the 2007 Consent Decree was initiated in 2013 and established
mitigation eligibility based on annual assessments of actual MSP aircraft activity rather than
projections. To be eligible for noise mitigation, a home would need to be located for three
consecutive years in a higher noise mitigation impact area when compared to the home’s status
under the terms of the 2007 Consent Decree. The first of the three years must occur by 2020.
The Full 5-decibel Reduction Package is offered to single-family homes meeting these criteria
inside the actual 63 dB DNL noise contour while the Partial Noise Reduction Package is offered
to single-family homes in the actual 60-62 dB DNL noise contours. A uniform Multi-Family Noise
Reduction Package is offered to multi-family units within the actual 60 dB DNL noise contour.
Homes will be mitigated in the year following their eligibility determination. The 2013 actual
noise contour marked the first year in assessing this new mitigation program.
A second amendment was made to the 2007 Consent Decree in 2017. This amendment allows
the use of the Aviation Environmental Design Tool (AEDT) to develop the actual noise contours
each year, beginning with the 2016 actual noise contour. In 2015, AEDT replaced the Integrated
Noise Model (INM) as the federally-approved computer model for determining and analyzing
noise exposure and land use compatibility issues around airports in the United States. The second
amendment also provided clarity on the Opt-Out Eligibility criteria. Specifically, single-family
homes that previously opted out of the Partial Noise Reduction Package may participate in the
Full 5-decibel Reduction Package, provided the home meets the eligibility requirements.
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MSP 2020 Actual Contours
The largest reduction in air travel demand in aviation history occurred in 2020 as a result of the
COVID-19 pandemic. The number of aircraft operations (takeoffs and landings) is a prominent
factor in noise contour calculation. In 2020, MSP supported 244,877 aircraft operations versus
406,073 in 2019, a decline of 40 percent.
The total number of passengers at MSP fell to 14.9 million in 2020, 62 percent less than 2019.
This significant decrease is similar to losses suffered by other U.S. airports and airlines during the
COVID-19 pandemic, which continues to take a toll on air travel globally.
Accordingly, aircraft load factors, a measure of the percentage of aircraft seats occupied,
dropped to as low as 10 percent during the pandemic and have not recovered beyond 60 percent.
This reduction is due to the lower demand for air travel and because some airlines continue to
block seats to support in-flight social distancing measures.
Because the total number of operations at MSP in 2020 (244,877) was less than half the number
forecasted in 2007 for the year 2020 (582,366), the actual 2020 60 dB DNL contour is
approximately 58 percent smaller than the 2007 Forecast Contour and the 2020 65 dB DNL
contour is approximately 66 percent smaller than the 2007 Forecast Contour. The contraction of
the contours from the 2007 Forecast to the 2020 Actual Contour scenarios is driven almost
entirely by the reduction in average daily operations. There were 927 fewer average operations
per day in 2020 compared to what was projected in the 2007 forecast.
Amended Consent Decree Program Eligibility
With the reduction of the 2020 Actual Contour, no additional homes qualify for mitigation as
outlined by the terms of the Consent Decree. The MAC will continue to implement the mitigation
program for homes that remain eligible from previous years analyses.
2017 Mitigation Program
In 2017, the MAC began the project to provide mitigation to 138 single-family homes that became
eligible by virtue of the 2015 Actual Contour. As of January 19, 2021, 118 homes have been
completed and 5 homes were moved to the 2020 program. Two multi-family structures also were
eligible to participate in the Multi-Family Mitigation Program in 2017. One property is completed,
and one property declined to participate. The total cost for the 2017 Mitigation Program was
$2,442,685. The 2017 Mitigation Program is now complete.
2018 Mitigation Program
In 2018, the MAC began the project to provide mitigation to 283 single-family homes that became
eligible by virtue of the 2016 Actual Contour. As of January 19, 2021, 230 homes have been
completed; 20 homes declined to participate while 21 homes were moved to the 2019 program,
and 12 homes were moved to the 2020 program. The 2018 Mitigation Program does not include
13
any multi-family properties. The total cost for the 2018 Mitigation Program was $7,294,999. The
2018 Mitigation Program is now complete.
Figure 1: 2020 MSP Noise Contours with Mitigation Program Eligibility – Minneapolis
Figure 2: 2020 MSP Noise Contours with Mitigation Program Eligibility – Eagan
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2019 Mitigation Program
In 2019, the MAC began the project to provide mitigation to 429 single-family homes that became
eligible by virtue of the 2017 Actual Contour. As of January 19, 2021, including the homes
transitioned from the 2017 and 2018 programs, 368 homes have been completed, 3 homes are
in the construction or pre-construction phase and 56 homes declined to participate. The 2019
Mitigation Program does not include any multi-family properties. The total cost for the 2019
Mitigation Program through January 19, 2021 is $13,201,527.
2020 Mitigation Program
In 2020, the MAC began the project to provide mitigation to 243 single-family homes that became
eligible by virtue of the 2018 Actual Contour. As of January 19, 2021, including the homes
transitioned from the 2018 and 2019 programs, 152 homes have been completed, 112 homes
are in the construction or pre-construction phase and 26 homes declined to participate. The 2020
Mitigation Program does not include any multi-family properties. The total cost for the 2020
Mitigation Program through January 19, 2021 is $4,687,111.
2021 Mitigation Program
In 2021, the MAC began the project to provide mitigation to 16 single-family homes that became
eligible by virtue of the 2019 Actual Contour. As of January 19, 2021, 16 homes are in the pre-
construction phase. The 2021 Mitigation Program does not include any multi-family properties.
To date, there have not been any financial expenditures attributed to the 2021 Mitigation
Program.
The 2020 Annual Noise Contour Report is available at: www.macnoise.com/noise-mitigation-
program/msp-annual-noise-contour-analysis-reports.
MAC staff will present the 2020 Annual Noise Contour Report at the March 17, 2021 NOC
meeting.
15
Minneapolis St. Paul International Airport (MSP)
2020 Annual Noise Contour Report
Comparison of the 2020 Actual and the 2007 Forecast Noise Contours
February 2021
MAC Community Relations Office and HNTB Corporation
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
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Table of Contents
ES EXECUTIVE SUMMARY .................................................................................................. 1
ES.1 BACKGROUND ...................................................................................................................... 1
ES.2 AIRPORT NOISE LITIGATION AND CONSENT DECREE .............................................................. 1
ES.3 MSP 2020 IMPROVEMENTS EA/EAW ..................................................................................... 2
ES.4 THE AMENDED CONSENT DECREE ......................................................................................... 2
ES.5 2020 NOISE CONTOURS ......................................................................................................... 3
ES.6 AMENDED CONSENT DECREE PROGRAM ELIGIBILITY ............................................................. 3
ES.7 AMENDED CONSENT DECREE PROGRAM MITIGATION STATUS ............................................. 3
1.INTRODUCTION AND BACKGROUND ................................................................................. 8
1.1 CORRECTIVE LAND USE EFFORTS TO ADDRESS AIRCRAFT NOISE ............................................ 8
1.2 2007 FORECAST CONTOUR .................................................................................................. 11
1.3 AIRCRAFT NOISE LITIGATION ............................................................................................... 13
1.4 NOISE MITIGATION SETTLEMENT AND ANNUAL NOISE CONTOUR ....................................... 13
1.5 FINAL MSP 2020 IMPROVEMENTS EA/EAW AND AMENDED CONSENT DECREE ................... 15
2.2020 ACTUAL CONTOUR .............................................................................................. 18
2.1 DEVELOPMENT OF THE 2020 ACTUAL CONTOUR ................................................................. 18
2.1.1 Noise Modeling ................................................................................................................................. 18
2.1.2 2020 Aircraft Operations and Fleet Mix ............................................................................................ 18
2.1.3 2020 Runway Use .............................................................................................................................. 21
2.1.4 2020 Flight Tracks .............................................................................................................................. 24
2.1.5 Custom Departure Profiles ................................................................................................................ 24
2.1.6 2020 Atmospheric Conditions ........................................................................................................... 25
2.2 2020 MODELED VERSUS MEASURED DNL VALUES ............................................................... 26
2.3 2020 NOISE CONTOUR IMPACTS ......................................................................................... 28
3. COMPARISON OF THE 2020 ACTUAL AND THE 2007 FORECAST CONTOUR ......................... 31
3.1 COMPARISON OF NOISE CONTOUR INPUTS......................................................................... 31
3.1.1 Noise Model Considerations ............................................................................................................. 31
3.1.2 Aircraft Operations and Fleet Mix Comparison ................................................................................. 31
3.1.3 Runway Use Comparison ................................................................................................................... 32
3.1.4 Flight Track Considerations ............................................................................................................... 33
3.1.5 Atmospheric Conditions Comparison ................................................................................................ 33
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
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3.2 COMPARATIVE NOISE MODEL GRID POINT ANALYSIS .......................................................... 34
3.3 CONTOUR COMPARISON SUMMARY .................................................................................. 34
4. 2020 ANNUAL NOISE CONTOUR ......................................................................................... 36
4.1 2020 ACTUAL CONTOUR NOISE MITIGATION IMPACT ......................................................... 36
4.2 AMENDED CONSENT DECREE PROGRAM ELIGIBILITY ........................................................... 39
4.3 AMENDED CONSENT DECREE PROGRAM MITIGATION STATUS ........................................... 39
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
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ES EXECUTIVE SUMMARY
ES.1 BACKGROUND
Minneapolis-St. Paul International Airport (MSP) has a long history of quantifying and mitigating noise
impacts in a manner responsive to concerns raised by communities around the airport and consistent with
federal policy.
In 1992, the Metropolitan Airports Commission (MAC) established the MSP Residential Noise Mitigation
Program after initiating a Noise Compatibility Program (NCP) study under Title 14 Code of Federal
Regulations Part 150 (Part 150 Study). The
MSP Residential Noise Mitigation Program was
among many noise abatement initiatives in the
Part 150 Study. It provided sound insulation to
single-family and multi-family residences and
schools, and it also acquired residential
properties within eligible noise contour areas.
The Federal Aviation Administration’s (FAA)
threshold standard for mitigation eligibility is
65-decibel (dB) Day-Night Average Sound Level
(DNL). The DNL metric is used to represent the
total accumulation of all sound energy
(decibels or dB) averaged uniformly over a 24-
hour period.
From 1992 to 2006, the Residential Noise Mitigation Program was a large and visible part of the Part 150
program at MSP. Mitigation was conducted within the 65 dB DNL contour and included a combination of
home improvements to windows and doors; installation of attic insulation; baffling of attic vents, mail
slots and chimneys; and the addition of central air conditioning. By 2006, sound insulation had been
provided to 7,846 single-family homes, 1,327 multi-family units and 19 schools. Additionally, 437
residential properties were acquired around MSP. The total cost of the program was approximately $386
million.
In 1999, the MAC began its Part 150 Update, which included significant focus on the mitigation program.
Concurrent to the Part 150 Update, the MAC was pursuing the Dual-Track Airport Planning Process (Dual
Track), an effort that the State Legislature directed the MAC to undertake in 1989, and that concluded in
1998 with the Legislature’s vote that MSP would expand in its current location verses moving to a new
location. As part of the Dual-Track process, the MAC was asked to propose an expansion of noise
mitigation efforts beyond the federally-recognized threshold of 65 dB DNL if MSP were to stay in its
current location. Through the Part 150 Update process, the MAC developed a mitigation package for
homes located in the 60-64 dB DNL noise contour area.
ES.2 AIRPORT NOISE LITIGATION AND CONSENT DECREE
The cities located around MSP expressed dissatisfaction with the Part 150 Update associated with the
expanded noise mitigation proposal. In early 2005, the Cities of Minneapolis, Eagan, and Richfield and the
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
2
Minneapolis Public Housing Authority filed a lawsuit in Hennepin County District Court against the MAC.
In September 2005, plaintiffs seeking class action certification, filed a separate action against the MAC
alleging breach of contract claims associated with mitigation in the 60-64 dB DNL noise contours.
In 2007, the MAC and the Cities of Minneapolis, Eagan, and Richfield and the Minneapolis Public Housing
Authority entered into a Consent Decree that settled the litigation. The terms in the Consent Decree
specified multiple levels of sound insulation for homes within a fixed boundary of projected aircraft noise
exposure around MSP.
Upon the completion of the 2007 Consent Decree noise mitigation program in 2014, more than 15,000
single-family homes and 3,303 multi-family units were provided noise mitigation around MSP. The total
cost to implement mitigation under the 2007 Consent Decree was $95 million, raising the MAC’s
expenditures related to its noise mitigation program efforts to over $480 million by the end of 2014.
ES.3 MSP 2020 IMPROVEMENTS EA/EAW
In January 2013, the MAC published the Final MSP 2020 Improvements Environmental
Assessment/Environmental Assessment Worksheet (EA/EAW), which reviewed the potential and
cumulative environmental impacts of MSP terminal and landside developments needed through the year
2020. In response to new concerns expressed by MSP Noise Oversight Committee membership, a new
noise mitigation plan was proposed in the EA/EAW leading to an amendment to the 2007 Consent Decree.
ES.4 THE AMENDED CONSENT DECREE
The first amendment to the 2007 Consent Decree was initiated in 2013, and established mitigation
eligibility based on annual assessments of actual MSP aircraft activity rather than projections. To be
eligible for noise mitigation, a home would need to be located for three consecutive years in a higher
aircraft noise mitigation area when compared to the home’s status under the terms of the 2007 Consent
Decree. The first of the three years must occur by 2020. The Full 5-decibel Reduction Package is offered
to single-family homes meeting these criteria inside the actual 63 dB DNL noise contour while the Partial
Noise Reduction Package is offered to single-family homes in the actual 60-62 dB DNL noise contours. A
uniform Multi-Family Noise Reduction Package is offered to multi-family units within the actual 60 dB DNL
noise contour. Homes will be mitigated in the year following their eligibility determination. The 2013
Actual Contour marked the first year in assessing this new mitigation program.
A second amendment was made to the 2007 Consent Decree in 2017. This amendment allows the use of
the Aviation Environmental Design Tool (AEDT) to develop the actual noise contours each year, beginning
with the 2016 Actual Contour. In 2015, AEDT replaced the Integrated Noise Model (INM) as the federally-
approved computer model for determining and analyzing noise exposure and land use compatibility issues
around airports in the United States. The second amendment also provided clarity on the Opt-Out
Eligibility criteria. Specifically, single-family homes that previously opted out of the Partial Noise Reduction
Package may participate in the Full 5-decibel Reduction Package, provided the home meets the eligibility
requirements.
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
3
*As of January 19, 2021
ES.5 2020 NOISE CONTOURS
There was a reduction in aircraft noise exposure from flight activity at MSP in 2020. The number of aircraft
operations (takeoffs and landings) is a prominent factor in noise contour calculation. In 2020, MSP
supported 244,877 aircraft operations versus 406,073 in 2019, a decline of 40 percent. This is the largest
reduction in air travel demand in aviation history, and it is a direct result of the COVID-19 pandemic.
The total number of passengers at MSP fell to 14.9 million in 2020, 62 percent fewer than in 2019. This
significant decrease is similar to losses suffered by other U.S. airports and airlines during the COVID-19
pandemic, which continues to take a toll on global air travel.
Accordingly, aircraft load factors, a measure of the percentage of aircraft seats occupied, dropped to as
low as 10 percent during the pandemic and have not recovered beyond 60 percent. This reduction is due
to the lower demand for air travel and because some airlines continue to block seats to support in-flight
social distancing measures.
Because the total number of operations at MSP in 2020 (244,877) was less than half the number
forecasted in 2007 for the year 2020 (582,366), the actual 2020 60 dB DNL contour is approximately 58
percent smaller than the 2007 Forecast Contour and the 2020 65 dB DNL contour is approximately 66
percent smaller than the 2007 Forecast Contour. The contraction of the contours from the 2007 Forecast
to the 2020 Actual Contour scenarios is driven almost entirely by the reduction in average daily
operations. There were 927 fewer average operations per day in 2020 compared to what was forecasted
in 2007.
ES.6 AMENDED CONSENT DECREE PROGRAM ELIGIBILITY
With the reduction of the 2020 Actual Contour, no additional homes qualify for mitigation as outlined by
the terms of the Consent Decree. The MAC will continue to implement the mitigation program for homes
that remain eligible from previous years analyses.
ES.7 AMENDED CONSENT DECREE PROGRAM MITIGATION STATUS
2017 Mitigation Program
Single-family: In 2017 the MAC began the project to provide mitigation to 138 single-family homes that
became eligible by virtue of the 2015 Actual Contour. As of January 19, 2021, 118 homes have been
RESIDENTIAL NOISE
MITIGATION
PROGRAM
•1992 -2006
•$385.6 Million
ORIGINAL (2007)
CONSENT DECREE
•2007 -2014
•$95.1 Million
AMENDED CONSENT
DECREE
•2017 -2024
•$27.6 Million*
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completed; 10 homes declined to participate; 6 homes were to the 2019 program, and 5 homes were
moved to the 2020 program.
Multi-family: Two multi-family structures also were eligible to participate in the Multi-Family Mitigation
Program in 2017. One property is completed, and one property declined to participate.
The total cost for the 2017 Mitigation Program was $2,442,685. The 2017 Mitigation Program is complete.
2018 Mitigation Program
Single-family: In 2018, the MAC began the project to provide mitigation to 283 single-family homes that
became eligible by virtue of the 2016 Actual Contour. As of January 19, 2021, 230 homes have been
completed; 20 homes declined to participate while 21 homes were moved to the 2019 program, and 12
homes were moved to the 2020 program.
Multi-family: The 2018 Mitigation Program did not include any multi-family properties.
The total cost for the 2018 Mitigation Program was $7,294,999. The 2018 Mitigation Program is complete.
2019 Mitigation Program
Single-family: In 2019, the MAC began the project to provide mitigation to 429 single-family homes that
became eligible by virtue of the 2017 Actual Contour. As of January 19, 2021, including the homes
transitioned from the 2017 and 2018 programs, 368 homes have been completed; 3 homes are in the
construction or pre-construction phase, and 56 homes declined to participate.
Multi-family: The 2019 Mitigation Program did not include any multi-family properties.
The total cost for the 2019 Mitigation Program to date is $13,201,527.
2020 Mitigation Program
Single-family: In 2020, the MAC began the project to provide mitigation to 243 single-family homes that
became eligible by virtue of the 2018 Actual Contour. As of January 19, 2021, including the homes
transitioned from the 2018 and 2019 programs; 152 homes have been completed; 112 homes are in the
construction or pre-construction phase, and 26 homes declined to participate.
Multi-family: The 2020 Mitigation Program does not include any multi-family properties.
The total cost for the 2020 Mitigation Program to date is $4,687,111.
2021 Mitigation Program
Single-family: In 2021, the MAC began the project to provide mitigation to 16 single-family homes that
became eligible by virtue of the 2019 Actual Contour. As of January 19, 2021, 16 homes are in the pre-
construction phase.
Multi-family: The 2021 Mitigation Program does not include any multi-family properties.
To date, there have not been any financial expenditures attributed to the 2021 Mitigation Program.
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Figure ES-1: 2020 Contours and Mitigation Program Eligibility
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Figure ES-2: 2020 Contours and Mitigation Program Eligibility – City of Minneapolis
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Figure ES-3: 2020 Contours and Mitigation Program Eligibility – City of Eagan
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1.INTRODUCTION AND BACKGROUND
The issue of aircraft noise related to the Minneapolis-St. Paul International Airport (MSP) includes a long
history of local efforts to quantify and mitigate noise impacts in a manner that is responsive to concerns
raised by the communities around the airport and consistent with federal policy. The Metropolitan
Airports Commission (MAC) has led the way with these efforts in the conceptualization and
implementation of many initiatives to reduce noise impacts to communities around MSP. One of the most
notable of these initiatives has been the sound insulation program originally implemented under Title 14
Code of Federal Regulations Part 150 (Part 150).
Part 150 provides a framework for airport operators to develop a comprehensive noise plan for an airport
in the form of a Noise Compatibility Program (NCP). An NCP is a key component of the Part 150 program
and is comprised of two fundamental approaches to addressing noise impacts around an airport: (1) Land
Use Measures, and (2) Noise Abatement (NA) Measures (operational measures to reduce noise).
Another key component of Part 150 program process is the development of a Noise Exposure Map (NEM).
NEMs are commonly referred to as noise contours. The NEM, or noise contours, characterize aircraft noise
in terms of Day-Night Average Sound Level (DNL). This metric represents the total accumulation of all
sound energy (decibels or dB) averaged uniformly over a 24-hour period and factors an additional 10-
decibel penalty for each aircraft noise event occurring between 10:00 PM and 7:00 AM. The current
federally-established threshold for significant aircraft noise is 65 dB DNL. Forecast mitigated noise
contours depict areas that may be eligible for Land Use Measures around an airport based on forecasted
aircraft operations levels. Land Use Measures can include compatible land use plans, property acquisition,
residential relocation, and sound mitigation (modifications to homes to insulate against sound
protrusions).
Development of a NEM includes a Base Case NEM and a five-year forecast NEM, with and without noise
abatement measures. Including noise abatement measures in NEM development is important because
the way an airport is used by aircraft (i.e.: runway use, time of flight, etc.) and the way flight procedures
(i.e.: power settings, flight paths, etc.) are executed have a direct effect on an airport’s noise contour.
The MAC was one of the first airport sponsors to submit a Part 150 Study to the Federal Aviation
Administration (FAA) and did so for MSP in October 1987. The study’s NEM was accepted by the FAA in
October 1989, and portions of the study’s NCP were approved in April 1990. The NEMs used forecast
operations, not actual operations, which came into effect at MSP through the amended consent decree
program in 2013. The NCP identified areas eligible for remedial land use measures including the
soundproofing of residences, schools and other public buildings.
A 1992 update to the NCP and NEM included a five-year forecast 65 dB DNL noise contour (1996 65 dB
DNL). This update established the MAC’s MSP Residential Noise Mitigation Program and marked the
beginning of corrective mitigation measures within the 1996 65 dB DNL noise contour.
1.1 CORRECTIVE LAND USE EFFORTS TO ADDRESS AIRCRAFT NOISE
From 1992 to 2006, the Residential Noise Mitigation Program was a large and visible part of the Part 150
Study at MSP. The MAC designed the MSP Residential Noise Mitigation Program using FAA structural Noise
Level Reduction (NLR) documentation. This included establishing product-specific Sound Transmission
Class (STC) ratings and associated NLR goals, creative bidding practices, and cooperative prioritization and
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funding efforts. Through innovative approaches to enhancing the program as new information and
technologies became available, the MSP Residential Noise Mitigation Program quickly became a national
model for aircraft noise mitigation.
NLR is a number rating that describes the difference between indoor and outdoor noise levels. The FAA
uses this number to evaluate the effectiveness of sound mitigation measures. Per FAA guidelines, the
objective of a noise mitigation program is to achieve a 5-dB reduction in interior noise with mitigation
measures in place, and to reduce the average interior noise levels to a level below 45 dB. Testing and
evaluation of single-family homes near MSP indicated that most homes provided an average 30 dB of
exterior to interior sound reduction or NLR with no mitigation efforts by the MAC, in most cases already
achieving an interior noise level of 45 dB or below. This led the MAC to develop a “Full 5-decibel Reduction
Package” for single-family homes within the 65 dB DNL and greater noise contours to meet FAA objectives.
This package provided an average noise reduction level of 5 dB, ensuring a noticeable level of reduction.
The Full 5-decibel Reduction Package offered a menu of sound insulation measures that the MAC could
install to achieve an average 5-dB noise reduction in an individual home. The options included: treating
or replacing windows and prime doors; installing or increasing attic insulation; baffling of attic vents, mail
slots and chimneys; and the addition of central air-conditioning. The MAC determined which specific
measures were necessary for a home after assessing the home’s existing condition.
As a result of detailed and extensive project management and quality control, the program achieved an
excellent record of homeowner satisfaction. Throughout the duration of the program, when homeowners
were asked if the improvements were effective at reducing aircraft noise at least 95 percent responded
yes.
The MAC reached a significant accomplishment for its industry-leading aircraft noise mitigation program
in 2006 when it completed the mitigation of 165 single-family homes in the 2007 forecast 65 dB DNL noise
contour. This marked the completion of the mitigation program for all eligible and participating homes
within the 1996 65 dB DNL and the 2007 65 dB DNL contours. In total over 7,800 single-family homes were
mitigated around MSP.
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Annual average mitigation costs per single-family home ranged from a low of $17,300 in 1994 to a high of
$45,000 in 2001. The MAC spent a total of approximately $229.5 million on the single-family home
mitigation program during the Residential Noise Mitigation Program’s 14-year lifespan (1992-2006).
In addition to the single-family mitigation program, the MAC also mitigated multi-family units and schools,
and engaged in property acquisition and relocation. The multi-family component of the Residential Noise
Mitigation Program began in 2001 and was significantly smaller in both the number of structures mitigated
and the associated costs. With completion of multi-family structures in the 1996 65 dB DNL noise contour,
the MAC mitigated approximately 1,327 multi-family
units at a total cost of approximately $11.1 million.
There were no additional multi-family structures inside
the 2007 Forecast Contour. All eligible and participating
multi-family structures within the 2007 Forecast
Contour were mitigated by 2006.
Also, since 1981, the MAC has mitigated 19 schools
located around MSP, which represents all the schools
located within the 1996 65 dB DNL noise contour. In
response to Minnesota State Legislature’s directives,
the MAC also provided mitigation to certain schools
located outside the 1996 65 dB DNL noise contour. The
costs of insulating individual schools varied from
$850,000 to $8 million. A total of approximately $52
million was spent on mitigating schools, marking the
completion of the school mitigation efforts in 2006.
In addition to the residential and school noise mitigation
programs, the MAC implemented a residential property
acquisition program in 2002 that removed structures in
areas of sensitive land uses, such as residential
buildings, from noise impact areas. The intent of the
residential acquisition program was to address
impacted properties in the 1996 65 dB DNL noise
contour. The MAC worked with the property owners
and the city in which the respective property resided agreeing that acquisition was the desirable means
of mitigating the homes. As a result, the MAC acquired approximately 437 residential properties. In total,
the MAC expended approximately $93 million on the residential property acquisition program. The
financial investment in the MSP Residential Noise Mitigation Program was among the largest in the nation
for such programs. Table 1.1 provides a summary of activity completed and dollars spent between 1992
and 2006.
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Table 1.1: Summary of Corrective Efforts (1992-2006)
Corrective Action Number Total Cost
(in millions)
Single Family Residential 7,846 $229.5
Multi-Family Residential 1,327 $11.1
Schools 19 $52
Residential Property Acquisition 437 $93
Total -- $385.6
1.2 2007 FORECAST CONTOUR
In late 1998, the MAC authorized an update to the MSP Part 150 Study. The update process began in 1999
with the development of noise contours, noise abatement and land use measures. The MAC published a
draft Part 150 Update document in October 2000 and submitted the study, including a 2005 forecast NEM
and revised NCP, to the FAA for review. In May 2002, after further consideration of the reduction in flight
operations and uncertainties in the aviation industry resulting from the events of September 11, 2001,
the MAC withdrew the study to update the forecast and associated noise contours.
The forecast update process began in February 2003. This effort focused on updating the Base Case year
from a 2000 scenario to a 2002 scenario and updating the forecast year from 2005 to 2007. The purpose
of the forecast update was to ensure that the noise contours considered the impacts of the events of
September 11, 2001 and ongoing changes in the MSP aircraft fleet. In addition to updating the forecast ,
the MAC and the MSP Noise Oversight Committee (NOC) conducted a review of the Integrated Noise
Model (INM) input methodology and data to ensure continued consensus with the contour development
process.
On November 17, 2003, the MAC approved the revised forecast and fleet mix numbers and INM input
methodology and data for use in developing the 2002 Base Case and 2007 Forecast NEMs. In March 2004,
the MAC revised the forecast to incorporate corrections in general aviation numbers and to reflect
Northwest Airlines’ announcement that it would resume service of five aircraft that had been taken out
of service previously.
The 2004 Part 150 Update resulted in a comprehensive NCP recommendation. In addition to several land
use measures around MSP, the NCP included operational noise abatement measures. These measures
focused on aircraft operational procedures, runway use, departure and arrival flight tracks, voluntary
operational agreements with the airlines, and provisions for further evaluation of technology. The MAC
implemented these operational noise abatement measures (more information available at
www.macnoise.com/our-neighbors/msp-noise-abatement-efforts).
Based on the estimate of 582,366 total operations in the 2007 forecast mitigated scenario, approximately
7,234 acres were in the 65 dB DNL noise contour and approximately 15,708 acres were in the 60 dB DNL
noise contour. All eligible and participating homes within the 2007 Forecast Contour have been mitigated.
A depiction of the 2007 Forecast Contour is provided in Figure 1.
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Figure 1: 2007 Forecast Contour
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1.3 AIRCRAFT NOISE LITIGATION
One of the largest discussion items in the 1999 Part 150 Update process focused on the mitigation
program that the MAC would offer in the 60-64 dB DNL noise contour area. The FAA recognizes sensitive
land uses, such as residential land uses eligible for noise mitigation under Part 150, but only within the 65
dB DNL noise contour or greater. However, as part of the Dual-Track Airport Planning Process (a process
that examined moving MSP versus expanding it in its current location, undertaken at the direction of the
Minnesota State Legislature), the MAC made a policy decision to provide some level of noise mitigation
out to the 60 dB DNL noise contour area surrounding MSP. During the Dual-Track Airport Planning Process,
an MSP Noise Mitigation Committee was developed and tasked with proposing a noise mitigation plan to
be considered in conjunction with the expansion of MSP at its present location. The MSP Noise Mitigation
Committee developed a final recommendation for the MAC to provide mitigation to the 60 dB DNL
contour.
In the 2004 Part 150 Update, the MAC’s recommendation for mitigation in the 60-64 dB DNL contours
called for providing central air-conditioning to single-family homes that did not have it, with a possible
homeowner co-pay based on the degree of noise impact. The MAC applied block-intersect methodology
to the 2007 Forecast Contour to determine mitigation eligibility. With the block-intersect methodology, if
any portion of a city block intersects the 60-64 dB DNL contour, all homes located on that city block would
be eligible.
The cities located around MSP expressed dissatisfaction with the MAC proposal, asserting that the MSP
Noise Mitigation Committee had recommended that the Full 5-decibel Reduction Package be expanded
to all properties in the 60-64 dB DNL noise contours. The MAC countered that the proposal provided
mitigation to the 60-64 dB DNL noise contour area and that the MSP Noise Mitigation Committee’s
recommendations did not specify the mitigation package that must be included. Additionally, the MAC
clarified that, because homes in Minnesota have higher than the national average pre-existing noise
reduction characteristics, the Full 5-decibel Reduction Package was not necessary outside the 65 dB DNL
contour to achieve desired aircraft noise level reduction.
In early 2005, the Cities of Minneapolis, Eagan, and Richfield and the Minneapolis Public Housing Authority
filed suit in Hennepin County District Court claiming, among other things, the MAC violated environmental
quality standards and the Minnesota Environmental Rights Act (MERA) by failing to provide the Full 5-
decibel Reduction Package to single-family homes in the 60-64 dB DNL contours. In September 2005,
plaintiffs seeking class action certification filed a separate action against the MAC alleging breach of
contract claims associated with mitigation in the 60-64 dB DNL contours. In January 2007, Hennepin
County District Judge Stephen Aldrich granted the cities partial summary judgment. The court found,
among other things, that the MAC, by virtue of implementing the Full 5-decibel Reduction Package,
created an environmental standard that the MAC violated by recommending different mitigation in the
64 to 60 DNL noise contour area. In February 2007, the court held a trial on the cities’ MERA and
mandamus claims. Before the court entered final judgment post-trial, however, the parties negotiated a
global settlement, a Consent Decree, resolving the cities’ case and the class action suit.
1.4 NOISE MITIGATION SETTLEMENT AND ANNUAL NOISE CONTOUR
On October 19, 2007, Judge Stephen Aldrich approved a Consent Decree entered into by the MAC and the
Cities of Minneapolis, Eagan, and Richfield and the Minneapolis Public Housing Authority that settled the
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litigation. The Consent Decree provided that it became effective only if: (1) the FAA advised the MAC in
writing by November 15, 2007 that the Decree was an appropriate use of airport revenue and was
consistent with the MAC’s federal grant obligations; and (2) that the court approved a settlement in the
class action case by January 17, 2008. Both conditions were ultimately met, and in 2008 the MAC began
implementing single-family and multi-family mitigation out to the 2007 60 dB DNL noise contours and
mitigation reimbursement funds out to the 2005 60 dB DNL noise contours, as the Consent Decree
required. Under the Decree, mitigation activities would vary based on aircraft noise exposure. Homes with
the highest aircraft noise exposure were eligible for more extensive mitigation than those with less aircraft
noise exposure.
The 2007 Consent Decree provided that approximately 457 homes in the 2007 63-64 dB DNL forecast
noise contours were eligible to receive the Full 5-decibel Reduction Package, which was the same level of
noise mitigation that the MAC provided in the 1996 65 dB DNL and greater contours. The 2007 63-64 dB
DNL noise contour mitigation program was designed to achieve 5 dB of noise reduction on average, with
mitigation measures that depended upon the home’s existing condition. These methods included central
air-conditioning; exterior and storm window repair or replacement; prime door and storm door repair or
replacement; wall and attic insulation installation; and/or baffling of roof vents and chimney treatment.
As required by the Consent Decree, the MAC completed mitigation in the 2007 63-64 dB DNL noise
contours by December 31, 2009. A total of 404 homes participated in the program.
In addition, under the Decree, owners of the approximately 5,428 single-family homes in the 2007 60-62
dB DNL noise contours were eligible for one of two sound insulation packages: 1) homes that did not have
central air-conditioning as of September 1, 2007 would receive it and up to $4,000 (including installation
costs) in other noise mitigation products and services they could choose from a menu provided by the
MAC; or 2) owners of homes that already had central air-conditioning installed as of September 1, 2007
or who chose not to receive central air-conditioning were eligible for up to $14,000 (including installation
costs) in noise mitigation products and services they could choose from a menu provided by the MAC. The
menu of options included acoustical modifications such as:
exterior and storm window repair or replacement; prime door
and storm door repair or replacement; wall and attic insulation
installation; and/or baffling of roof vents and chimney treatment.
These packages collectively became known as the Partial Noise
Reduction Program. As required by the Consent Decree, the MAC
completed the Partial Noise Reduction Program by December 1,
2012. A total of 5,055 homes participated in the program.
According to the provisions in the Consent Decree, single-family
homes in the 2007 63-64 dB DNL contours and in the 2007 60-62
dB DNL contours whose owners opted out of the previously-
completed MAC Residential Noise Mitigation Program for the
1996 65 dB DNL noise contours and greater, but that had new
owners on September 1, 2007, were eligible to “opt in” and
receive noise mitigation. If the total cost to the MAC of the opt-
in mitigation is less than $7 million, any remaining funds were
used to reimburse owners of single-family homes between the
2005 mitigated 60 dB DNL contour and the 2007 Forecast
Contour for purchase and installation of products included on a
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menu provided by the MAC. The amount each homeowner received was determined by subtracting
dollars spent for the opt-in program from the total $7 million budget, and then by dividing the remainder
of funds among the total number of single-family homes within the 2005 60 dB DNL and 2007 60 dB DNL
contours. This program became known as the Homeowner Reimbursement Program. In September 2014,
the MAC completed the Homeowner Reimbursement Program for a total of 1,773 participating single-
family homes.
The MAC completed the Multi-Family Noise Reduction Package in 2010 by installing acoustical covers on
air-conditioners or installing new air-conditioners in 1,976 dwelling units.
All phases of the MSP Residential Noise Mitigation Program required under the original 2007 Consent
Decree were completed by September 2014. The total cost to implement mitigation under the original
Consent Decree was approximately $95 million, (which is inclusive of the $7 million for opt-in mitigation
and single-family mitigation reimbursement). A summary of actions taken is provided in Table 1.2.
Table 1.2: Summary of Corrective Efforts (2007-2014)
Corrective Action Number Total Cost
(in millions)
Single Family Residential (full mitigation) 404 $11.2
Single Family Residential (partial mitigation) 5,055 $72.6
Single Family Residential (homeowner reimbursement) 1,773 $5.2
Multi-Family Residential 1,976 $6.1
Total
$95.1
In addition to the MAC’s mitigation obligations, the Consent Decree releases legal claims that the cities
and homeowners have against the MAC in exchange for the actions that the MAC would perform under
the Decree. The releases cease to be effective for a certain location if the average annual aircraft noise
level in DNL at that location is at or above DNL 60 dB and is at least 2 dB DNL higher than the Base Case
DNL Noise Level.
The Base Case DNL Noise Level is established by the actual DNL noise level at a location during the year
the home in that location becomes eligible for noise mitigation under the Consent Decree. The Base Case
DNL Noise Level for homes that are not eligible for mitigation under the amended Consent Decree is
established using the 2007 forecast DNL level for that location.
MAC staff and representatives from the Cities of Minneapolis, Eagan, and Richfield met in February 2008
to discuss and finalize the annual report format. This report is prepared in accordance with the
requirements of the Consent Decree and the format agreed upon by the parties. The actual contour that
the MAC must develop under Section 8.1(d) of the Consent Decree is relevant to the release provisions in
Section 8.1 as well as the determination of mitigation eligibility as defined by an amendment to the
Consent Decree, described in Chapter 4 of this report.
1.5 FINAL MSP 2020 IMPROVEMENTS EA/EAW AND AMENDED CONSENT DECREE
In January 2013, the MAC published the Final MSP 2020 Improvements Environmental
Assessment/Environmental Assessment Worksheet (EA/EAW), which reviewed the potential and
cumulative environmental impacts of MSP terminal and landside developments needed through the year
2020.
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As is detailed in the EA/EAW, the FAA’s Finding of No Significant Impact/Record of Decision (FONSI/ROD),
and summarized in the MAC’s related Findings of Fact, Conclusions of Law, and Order, the Preferred
Alternative scenario did not have the potential for significant environmental effects. The forecasted noise
contours around MSP were driven by natural traffic growth that was anticipated to occur with or without
implementation of the 2020 Improvements proposed in the EA/EAW.
Despite this, many of the public comments on the EA/EAW focused on future noise mitigation efforts. The
past noise mitigation activities surrounding MSP, the terms of the 2007 Consent Decree and local land use
compatibility guidelines defined by the Metropolitan Council were factors in the public dialogue.
Additionally, the anticipated completion of the Consent Decree Residential Noise Mitigation Program in
2014 raised community interest regarding the future of noise mitigation at MSP.
In response, MAC staff, in consultation with the MSP NOC, began the process of developing a noise
mitigation plan to be included in the EA/EAW. The noise mitigation plan they recommended based
eligibility upon actual noise contours that the MAC would prepare for MSP on an annual basis and required
that a home would need to be located for three consecutive years in a higher noise mitigation impact area
when compared to the home’s status under the terms of the 2007 Consent Decree.
The Final MSP 2020 Improvements EA/EAW detailed the following mitigation program elements:
• Mitigation eligibility would be assessed annually based on the actual noise contours for the
previous year.
• The annual mitigation assessment would begin with the actual noise contour for the year in which
the FAA FONSI/ROD for the EA/EAW was issued.
• For a home to be considered eligible for mitigation it must be located within the actual 60 dB DNL
noise contour, within a higher noise impact mitigation area when compared to its status relative
to the original Consent Decree noise mitigation program, for a total of three consecutive years,
with the first of the three years beginning no later than 2020.
• The noise contour boundary would be based on the block-intersect methodology.
• Homes would be mitigated in the year following their eligibility determination.
On January 7, 2013, the FAA published the Final MSP 2020 Improvements EA/EAW and the Draft
FONSI/ROD, which included the following position regarding the proposed noise mitigation program:
“The FAA is reviewing MAC's proposal for noise mitigation of homes for consistency with the 1999
FAA Policy and Procedures concerning the use of airport revenue and other applicable policy
guidance.”
During the public comment period on the FAA’s Draft FONSI/ROD many communities submitted
comments urging the FAA to approve the MAC’s revised noise mitigation proposal.
On March 5, 2013, the FAA approved the FONSI/ROD for the Final MSP 2020 Improvements EA/EAW.
Specifically, the FAA stated that noise mitigation would not be a condition of FAA approval of the MSP
2020 Improvements project because “[n]o areas of sensitive land uses would experience a 1.5 dB or
greater increase in the 65 dB DNL noise contour when comparing the No Action Alternative for 2020 and
2025 with the Proposed Action for the respective years.” However, the FAA included a letter dated March
5, 2013, as an attachment to the FONSI/ROD that addresses the conditions under which airport revenue
may be used for off-airport noise mitigation. In that letter, the FAA stated:
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“As a matter of general principle mitigation measures imposed by a state court as part of a consent
decree are eligible for use of airport revenue. Conceptually MAC could use airport revenues if it
were to amend the 2007 consent decree to include the proposed mitigation.”
Based on the FAA guidance, the MAC initiated discussions with the other parties to the Consent Decree
(Cities of Minneapolis, Richfield and Eagan and the Minneapolis Public Housing Authority) to begin the
amendment process. Additionally, at the March 20, 2013 NOC meeting, the Committee was updated on
the progress of this issue and voted unanimously, supporting the following position:
“NOC supports the noise mitigation program as detailed in the final EA/EAW in principal and
supports follow-up negotiations between the parties to the Consent Decree to establish mutually
agreeable terms for the modification of the Consent Decree consistent with the March 5 th FAA
letter in Appendix D of the FONSI ROD, for consideration by the Court.”
On July 31, 2013, the Cities of Minneapolis, Richfield and Eagan, and the Minneapolis Public Housing
Authority and the MAC jointly filed the first amendment to the Consent Decree to Hennepin County Court.
On September 25, 2013, Hennepin County Court Judge Ivy S. Bern ardson approved the first amendment
to the 2007 Consent Decree. The first amendment contains language that binds the MAC to provide noise
mitigation services consistent with the noise mitigation terms described in the EA/EAW.
The 2013 Actual Contours established the first year of candidate eligibility based on the criteria detailed
in the EA/EAW. The Full 5-decibel Reduction Package is offered to single-family homes meeting the
eligibility criteria inside the actual 63 dB DNL noise contour while the Partial Noise Reduction Package is
offered to single-family homes in the actual 60-62 dB DNL noise contours. A uniform Multi-Family Noise
Reduction Package is offered to multi-family units within the actual 60 dB DNL noise contour. Homes will
be mitigated in the year following their eligibility determination. The 2013 Actual Contour marked the first
year in assessing the amended mitigation program.
In 2017 MAC began mitigating homes meeting the eligibility requirements. The program included 138
single-family homes and 88 multi-family units as part of the 2017 program, 283 single-family homes in the
2018 program, 429 single-family homes in the 2019 program, 243 single-family homes in the 2020
program, and 16 homes in the 2021 program. As of January 2021, $27,626,322 has been spent on
mitigating homes pursuant to the amended Consent Decree.
In 2016, the Cities of Minneapolis, Richfield and Eagan, and the Minneapolis Public Housing Authority and
the MAC drafted a second amendment to the 2007 Consent Decree. This amendment: 1) allows the use
of the Aviation Environmental Design Tool (AEDT) to run the actual noise contours each year (beginning
with the 2016 Actual Contour; 2) provides clarity on the Opt-Out Eligibility criteria; and 3) provides a
safeguard for homes that may fall out of consecutive year mitigation eligibility by virtue of a change in the
model used to generate the noise contours. The clarification to the Opt-Out Eligibility criteria states: (1)
homeowners who failed to participate in the reimbursement program are not considered “Opt-Outs” and
may participate in future programs provided the home meets the eligibility requirements; and (2) single-
family homes that previously opted out of the Partial Noise Reduction Package may participate in the Full
5-decibel Reduction Package provided the home meets the eligibility requirements.
In November 2016, the parties to the Consent Decree signed the second amendment. In December 2016,
the FAA responded that the second amendment “constitute a proper use of airport revenue” and “is
consistent with MAC’s grant obligations.” On January 31, 2017 Judge Bernardson approved the second
amendment to the 2007 Consent Decree.
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2. 2020 ACTUAL CONTOUR
2.1 DEVELOPMENT OF THE 2020 ACTUAL CONTOUR
2.1.1 Noise Modeling
By March 1 of each year, the MAC is required to prepare actual noise contours reflecting the noise
exposure from MSP aircraft operations that took place during the previous calendar year. The availability
of federal or airport-generated funds for the purpose of noise mitigation is contingent upon the
development of noise contours in a manner consistent with FAA requirements. One of these requirements
is the use of the DNL noise assessment metric to determine and analyze aircraft noise exposure. The DNL
metric is calculated by averaging cumulative sound levels over a 24-hour period. This average cumulative
sound exposure includes a 10-decibel penalty to aircraft noise exposures occurring during the nighttime
(10:00 PM to 7:00 AM) to account for relatively low nighttime ambient noise levels and because most
people are asleep during these hours.
In May 2015, AEDT version 2b was released by the FAA to replace a series of legacy tools, including INM,
which was previously used for modeling noise pursuant to the terms of the Consent Decree. According to
the FAA, there was overlap in functionality and underlying methodologies between AEDT and the legacy
tools, however updates were made in AEDT that result in differences when comparing outputs from AEDT
and the legacy tools. The updates related to noise modeling include: smaller flight segments to more
accurately model aircraft noise levels for a larger number of aircraft positions and states along a flight
path; a new standard (SAE-ARP-5534) for computing the effects of weather on noise; correcting
misidentified aircraft engine mounted locations for three aircraft types; and moving from recursive grids
to dynamic grids for noise contour generation. The most recent version of AEDT, version 3c, was released
for use on March 6, 2020 with a technical update available on June 19, 2020. This version was used to
develop the 2020 Actual Contour. AEDT 3c included an update to the aircraft fleet database to include
data for one new aircraft and two updated aircraft. Those aircraft changes include:
• ATR-72-212A – New
• Boeing 767-300 – Update
• Gulfstream 650ER – Update
Noise contours depict an annualized average day of aircraft noise impacts using model inputs, such as
runway use, flight track use, aircraft fleet mix, aircraft performance and thrust settings, topography, and
atmospheric conditions. Quantifying aircraft-specific noise characteristics in AEDT is accomplished using
a comprehensive noise database that has been developed under 14 CFR Part 36. As part of the
airworthiness certification process, aircraft manufacturers are required to subject aircraft to a battery of
noise tests. Using federally adopted and endorsed algorithms, this aircraft-specific noise information is
used in the generation of DNL contours. Justification for such an approach is rooted in national
standardization of noise quantification at airports.
2.1.2 2020 Aircraft Operations and Fleet Mix
Most aircraft operations at MSP are conducted by airline companies. Thus, changes in operation numbers
are impacted by airline decisions. For several years, airlines operating at MSP and nationwide frequently
chose to increase passenger capacity when upgrading aircraft. The result was they were able to
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accommodate the same number of passengers with fewer flights. Prior to the pandemic, MSP experienced
ten consecutive years of total passenger growth, reaching a record 39 million passengers in 2019. MSP
was trending to surpass 2019 levels into early March 2020, when the pandemic forced a dramatic global
decline in passenger demand and flights. By late April, MSP passenger levels dropped by more than 95
percent. Aircraft load factors – the percentage of occupied seats -- dropped to as low as 10 percent during
the pandemic and as of the end of 2020, occupied seats have not recovered beyond 60 percent, on
average, as some airlines continue to block seats to support in-flight social distancing measures.
The MAC used its Noise and Operations Monitoring System (MACNOMS) for the 2020 fleet mix data as
well as the FAA’s Operations Network (OPSNET) total operations counts in the development of the actual
2020 noise contours. The MACNOMS total operations number was 0.8 percent lower than the operations
number reported by OPSNET. To reconcile this difference, MACNOMS data was adjusted upward to equal
the OPSNET number. In 2020, there were 244,877 (per FAA data) total operations at MSP, an average of
669.1 daily flights—a 40 percent decrease compared to 2019. Of those, 91.2 percent occurred between
the DNL-defined daytime hours of 7:00 AM and 10:00 PM. The remaining share, 8.8 percent, occurred at
night between the hours of 10:00 PM and 7:00 AM resulting in 58.7 average daily nighttime operations.
This figure is down from the 119.8 average daily nighttime operations that occurred in 2019.
Table 2.1: Summary of 2020 Average Daily Flight Operations
Average Daily Flight Operations Day Night Total % of Total
Operations
Manufactured to be Stage 3+ 581.6 57.3 638.9 95.5%
Hushkit Stage 3 Jets 0.1 0.0 0.1 0.0%
Microjet 0.5 0.0 0.5 0.1%
Propeller 27.3 1.3 28.7 4.3%
Helicopter 0.1 0.0 0.1 0.0%
Military 0.9 0.0 0.9 0.1%
Total 610.4 58.7 669.1 100.0%
% of Total Operations 91.2% 8.8% 100.0%
Note: Totals may differ due to rounding.
Source: MAC-provided MACNOMS data, HNTB 2021
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The commercial jets that comprise the aircraft fleet operating out of MSP are characterized as narrow
body, wide body or regional jets. In 2020, compared with 2019, there were fewer narrow body aircraft
operations and an increase in operations flown by regional jets.
The CRJ-900 regional jet was the most used aircraft in 2020. The CRJ-200 (most used in 2019) was the
second most flown aircraft, with slightly more operations than the Boeing 737-800, which ranked third in
number of operations. The next two most flown aircraft types were the E-170, a regional jet, and the
Airbus A321, a narrow body aircraft. These five aircraft types accounted for more than 62% of all
commercial jet operations at MSP in 2020.
One of the flight segments most heavily impacted by the pandemic was international flights, leading to a
drop of more than 70 percent use of large widebody aircraft operated by passenger airlines. While the
use of widebody aircraft for international passenger flights decreased, the use of this aircraft category for
cargo activity remained steady. The Boeing 767-300, MD-11 and Airbus A300 were the top three widebody
aircraft flown most often.
The pandemic’s impact on commercial aviation has been immense. Many airline companies are now
updating their aircraft fleet and retiring older aircraft. In 2020, Delta Air Lines flew its last B-737-700, MD-
88 and MD-90 narrow body aircraft flights, as well as its B-777 widebody aircraft.
Delta has also announced plans to retire its CRJ-200 fleet by 2023 and its B-717 and B-767-300ER aircraft
by the end of 2025.
A summary of the 2020 fleet mix is provided in Table 2.1. A more detailed presentation of the 2020 aircraft
fleet mix is provided in Appendix 1.
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2.1.3 2020 Runway Use
The FAA’s control and coordination of runway use throughout the year for arrival and departure
operations at MSP has a notable effect on the distribution of aircraft noise around the airport. The number
of flights operating on each runway, also called runway use, is one of the factors that influences the
numbers of people and dwellings impacted by aircraft noise.
Prior to 2005 when Runway 17/35 opened, arrival and departure operations at MSP occurred on the
parallel runways (12L/30R and 12R/30L) in a manner that resulted in approximately 50 percent of the
arrival and departure operations occurring to the northwest over the neighborhoods that make up south
Minneapolis, and 50 percent to the southeast over the cities of Mendota Heights and Eagan. Because of
the dense residential land uses to the northwest and the predominantly industrial/commercial land uses
southeast of MSP, the FAA made a
concerted effort to focus departure
operations over areas to the southeast
as the preferred operational
configuration. This tactic was effective
for ensuring as few people as possible
were affected by aircraft noise from
MSP operations.
Runway 17/35 opened at MSP in
October 2005 and provided FAA with
new runway use options. The use of
the runways has changed over time as
a natural result of weather and
operational variables.
One noise abatement procedure in
place at MSP is the Runway Use
System (RUS). The RUS prioritizes
arrival and departure runways to promote flight activity over less-populated residential areas as much as
possible.
The RUS was updated in 2005 to coincide with the opening of Runway 17/35. For departures, Runways
12L and 12R are the first priority (Priority 1) since aircraft are directed over non-residential (industrial use)
areas to the southeast immediately after takeoff. Runway 17 is the second priority (Priority 2) departure
runway and is used for departures to the south to augment the flow of air traffic using the parallel
runways. The Minnesota River Valley and commercial land uses in Bloomington provide another
opportunity to route aircraft over an unpopulated area. There are, however, residential areas to the
south, impacted by Runway 17 departures turning eastbound after crossing the Minnesota River.
Even with the RUS in place, its use is constrained by the number of aircraft landing and departing at any
time, as well as by weather conditions.
In 2020, there were fewer aircraft operations, which led to more opportunity to utilize the Priority 1
runways. Often during low demand time periods, departures that may have typically been assigned to
Runway 17 could now be directed to Runway 12L or 12R. In fact, the use of Priority 1 runways increased
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from 37 percent in 2019 to 45 percent in 2020. Conversely, the use of Priority 2 runways dropped from
17 percent in 2019 to only 7 percent in 2020.
A summary of other notable changes in runway use percentages between 2019 to 2020 is provided in
Table 2.2 below.
Table 2.2: Average Annual Runway Use Comparison
Operation Runway 2019 2020 Difference
Arrivals
4 0.1% 0.0% (0.1%)
12L 20.5% 18.8% (1.7%)
12R 25.4% 24.9% (0.5%)
17 0.1% 0.2% 0.1%
22 0.0% 0.0% 0.0%
30L 28.7% 31.7% 3.0%
30R 22.8% 23.3% 0.5%
35 2.5% 1.2% (1.3%)
Departures
4 0.1% 0.0% (0.1%)
12L 14.7% 18.2% 3.5%
12R 7.5% 16.7% 9.2%
17 32.4% 12.6% (19.8%)
22 0.0% 0.0% 0.0%
30L 24.1% 26.9% 2.8%
30R 21.2% 25.6% 4.4%
35 0.1% 0.1% 0.0%
Note: Total may not add up due to rounding. Helicopters are excluded.
Source: MAC-provided MACNOMS Data, HNTB 2021
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A change in runway use between 2019 and 2020 is one of the variables that caused changes in the shape
of the 2020 Actual Contours. Table 2.3 provides the average annual runway use distribution for 2020.
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Table 2.3: Summary of 2020 Average Annual Runway Use
Operation Runway Day Night Total
Arrivals
4 0.0% 0.0% 0.0%
12L 19.3% 14.2% 18.8%
12R 24.5% 28.5% 24.9%
17 0.2% 0.2% 0.2%
22 0.0% 0.0% 0.0%
30L 31.0% 37.4% 31.7%
30R 24.1% 16.6% 23.3%
35 0.9% 3.1% 1.2%
Departures
4 0.0% 0.1% 0.0%
12L 18.6% 12.0% 18.2%
12R 15.7% 29.9% 16.7%
17 13.1% 5.5% 12.6%
22 0.0% 0.0% 0.0%
30L 25.9% 39.5% 26.9%
30R 26.6% 13.0% 25.6%
35 0.1% 0.0% 0.1%
Note: Total may not add up due to rounding. Helicopters are excluded.
Source: MAC-provided MACNOMS Data, HNTB 2021
2.1.4 2020 Flight Tracks
Modeled departure and arrival flight tracks were developed using actual flight track data. The model
tracks used in the 2020 Actual Contour were identical to those used for the 2019 Actual Contour. Sub-
tracks are added to each of the backbone arrival and departure model tracks. The distribution of
operations among the backbone and sub-tracks in AEDT use a standard “bell curve” distribution, based
on the number of sub-tracks developed.
The same methodology used in previous MSP annual reports also was used to assign actual 2020 flight
tracks to the modeled tracks. The correlation process employs a best-fit analysis of the actual flight track
data based on linear trends. This approach provides the ability to match each actual flight track directly
to the appropriate model track.
Graphics of model flight tracks and the percent that each was used in 2020 are provided in Appendix 2.
2.1.5 Custom Departure Profiles
Aircraft departures at MSP continue to use the distant noise abatement departure procedure. Historically
the noise modeling has utilized custom noise model input in the form of custom profiles for the loudest
and most frequent aircraft types. The current set of custom profiles w ere developed in 2011 and 2014
and 2018.
The use of departures with custom profiles decreased from 63 percent in 2017 to 61 percent in 2018.
After new custom profiles were added in 2018, the use of departures with custom profiles increased to
74 percent in 2019. In 2020, 73 percent of departures were modeled using custom profiles.
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2.1.6 2020 Atmospheric Conditions
With the release of AEDT 3c, the weather data in the AEDT airport database has been updated. This default
data that is used for noise and emissions inventory calculations now reflects average weather for the most
recently available 10-year period, 2009 through 2018. In addition, an update to the 30-year normal
temperature data for the period 1981 through 2010 is included. The weather station identifiers associated
with airports were also updated as needed (due to station closures/additions for the revised data time
span).
• Temperature – 47.6 degrees Fahrenheit
• Dew point – 35.7 degrees Fahrenheit
• Wind speed – 7.8 knots
• Pressure – 985.2 Millibars
• Relative humidity – 63.1 percent
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2.2 2020 MODELED VERSUS MEASURED DNL VALUES
As part of the 2020 Actual Contour evaluation, a comparison was conducted on the actual 2020 measured
aircraft noise levels at the MAC’s 39 sound monitoring sites to the modeled DNL noise values from AEDT.
The latitude and longitude coordinates for each sound monitoring site was used to calculate modeled DNL
values in AEDT.
Table 2.4 provides a comparison of the AEDT modeled DNL noise values and the actual measured aircraft
DNLs at those locations in 2020.
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Table 2.4: 2020 Measured vs. Modeled DNL Values
Sound
Monitoring
Site
2020
Measured
DNL (a)
2020
Modeled
DNL
Difference Absolute
Difference
1 52.7 54.8 2.1 2.1
2 54.8 55.1 0.3 0.3
3 59.5 61.0 1.5 1.5
4 55.6 56.6 1.0 1.0
5 64.7 65.6 0.9 0.9
6 63.4 62.8 -0.6 0.6
7 56.4 56.6 0.2 0.2
8 50.1 51.8 1.7 1.7
9 30.8 39.4 8.6 8.6
10 33.0 46.1 13.1 13.1
11 29.6 41.1 11.5 11.5
12 32.2 44.3 12.1 12.1
13 48.4 51.8 3.4 3.4
14 57.3 58.9 1.6 1.6
15 51.8 53.1 1.3 1.3
16 61.8 61.6 -0.2 0.2
17 35.9 45.8 9.9 9.9
18 46.7 54.7 8.0 8.0
19 41.4 49.7 8.3 8.3
20 38.2 48.9 10.7 10.7
21 38.5 46.4 7.9 7.9
22 52.8 55.2 2.4 2.4
23 56.7 56.9 0.2 0.2
24 55.8 57.5 1.7 1.7
25 46.4 50.1 3.7 3.7
26 46.7 51.8 5.1 5.1
27 50.7 53.5 2.8 2.8
28 51.2 58.4 7.2 7.2
29 48.0 49.9 1.9 1.9
30 53.0 54.5 1.5 1.5
31 39.0 45.6 6.6 6.6
32 33.0 44.4 11.4 11.4
33 38.2 45.3 7.1 7.1
34 35.6 44.1 8.5 8.5
35 44.5 47.5 3.0 3.0
36 43.9 46.2 2.3 2.3
37 38.9 44.2 5.3 5.3
38 41.0 45.6 4.6 4.6
39 41.7 46.8 5.1 5.1
Average 4.8
Median 3.4
Notes:
All units in dB DNL
(a) Computed from daily DNLs
Source: MAC sound monitoring data, 2020 and HNTB, 2021
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There is an inherent difference between modeled noise results and measured noise results. AEDT
modeled data only reports on aircraft noise. It cannot replicate the various other sources of community
noise that exist and contribute to ambient conditions. AEDT cannot replicate the exact operating
characteristics of each aircraft that is input into the model. AEDT uses average weather conditions instead
of actual weather conditions at the time of the flight. AEDT also uses conservative aircraft substitutions
when new aircraft are not yet available in the model. Conversely, RMT measured data is highly impacted
by community sound. The MACNOMS system must set thresholds for events to attempt to eliminate
occurrences of community sound events being assigned to aircraft sound. While some of the data is
evaluated by staff, most events are assumed to be aircraft if a flight track existed during the time of the
event. The factors that may contribute to the difference include site terrain, building reflection, foliage
and ground cover, ambient noise level as well as atmospheric conditions. These variables will impact the
propagation of sound differently.
The use of absolute values provides a perspective of total difference between the modeled values and the
measured values. The average absolute difference between modeled and measured DNL is approximately
4.8 dB, compared with 3.4 dB in 2019, 3.3 dB in 2018, and 3.1 dB in 2017. The absolute median difference
is 3.4 dB DNL compared with 1.8 dB DNL in 2019, 2.4 dB DNL in 2018, and 1.4 dB DNL in 2017. The absolute
median difference is considered the most reliable indicator of correlation when considering the data
variability across modeled and measured data.
The large variations between measured and modeled data occur at sites that have fewer events overall.
When more data is available, that variance decreases. For example, there were only 12 sites that had a
modeled DNL at or above 55 dB. The average difference between the modeled DNL and measured DNL at
those sites was only 1.48 dB. The median of the absolute difference was 0.95 dB at those sites. The
remaining 27 sites had modeled DNL of 55 dB or below. There is a larger variation between the measured
and modeled DNL at these sites due to the reduction in aircraft operations throughout the year resulting
in fewer measured aircraft events.
2.3 2020 NOISE CONTOUR IMPACTS
The 2020 Actual Noise Contours are significantly smaller than the 2019 contours. This contraction is driven
by the reduction in overall aircraft activity and reduction in nighttime activity. The 2020 65 dB DNL Actual
Contour encompasses 2,487 acres . This represents a decrease of nearly 1,897 acres, or 43 percent, from
the 2019 Actual Contour. The 2020 60 dB DNL Actual Contour encompasses approximately 6,587 acres, a
decrease of 4,495 acres, or 41 percent, from the 2019 Actual Contour.
The contours contracted along all arrival and departure lobes (the shape of the contours that extend out
from the runways) around the airport. Reductions are visible along the Runway 12L and 12R arrival lobes
over Minneapolis, the Runway 30L and 30R arrival lobes in Eagan and Mendota Heights and the Runway
35 arrival lobe in Bloomington. The most substantial contraction occurred south of the airport in
Bloomington where the end of the 60 dB DNL Runway 17 departure lobe does not reach the Minnesota
River Valley, when last year this lobe extended into the middle of the valley. Runway 30L and 30R
departure lobes in Minneapolis and the Runway 12L departure lobe in Mendota Heights are also visibly
smaller.
Table 2.5 contains the count of single-family (one to three units per structure) and multi-family (more
than three units per structure) dwelling units in the 2020 Actual Contour. The counts are based on the
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block-intersect methodology where all structures on a block located within or touched by the noise
contour are counted.
Table 2.5 Summary of 2020 Actual DNL Noise Contour Unit Counts
City
Dwelling Units Within dB DNL Interval
Single Family Multi-Family
60-64 65-69 70-74 75+ Total 60-64 65-69 70-74 75+ Total
Bloomington 1 - - - 1 - - - - -
Eagan 108 - - - 108 - - - - -
Mendota Heights 1 - - - 1 - - - - -
Minneapolis 4,080 312 - - 4,392 768 - - - 768
Richfield 335 - - - 335 18 - - - 18
All Cities 4,525 312 - - 4,837 786 - - - 786
Note: The spatial analysis was performed in Universal Transverse Mercator (UTM Zone 15).
All residential units within the 2020 Actual 60 dB DNL Noise Contour have either received noise mitigation
around MSP or are part of the 2017 – 2021 programs. Thus, no new structures are included.
Further evaluation and description of the 2020 Actual Contour and the residential noise mitigation is
provided in Chapter 4. A depiction of the 2020 Actual Contour is provided in Figure 2.
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Figure 2: 2020 Actual Contour
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3. COMPARISON OF THE 2020 ACTUAL AND THE 2007 FORECAST CONTOUR
3.1 COMPARISON OF NOISE CONTOUR INPUTS
3.1.1 Noise Model Considerations
The 2020 Actual Contour was modeled in AEDT version 3c, which incorporates updates to flight segments,
atmospheric computing standards, grids used for noise contour generation and other issues that carried
over from the INM. The 2007 Forecast Contour was developed using INM Version 6.1, which was the
newest version available at the time.
It is important to note that modeling modifications over time can change the size and shape of a noise
contour. For example, a range of case study airports revealed that improvements to lateral attenuation
adjustment algorithms and flight path segmentation in INM version 7.0 were found by the FAA to increase
the size of a DNL contour for a range of case study airports between 3 and 10 percent over what previous
versions of INM would have modeled. Additionally, some updates incorporated into AEDT, had the effect
of reducing the 60 dB DNL noise contour by 0.6 percent at MSP compared to the latest version of INM.
3.1.2 Aircraft Operations and Fleet Mix Comparison
The forecasted level of operations in the 2007 noise contour was 582,366 annual flights, an average of
1,595.9 flights per day. In 2020, the actual number of operations at MSP was 244,877, or 669.1 flights per
day. This represents a reduction of 926.8 daily flights on average, or 58.1 percent fewer flights than the
2007 forecast number. Nighttime operations decreased by 64.6 average daily flights from the 2007
forecast level to 2020 actual level. Table 3.1 provides a summary comparison of the 2020 actual and the
2007 forecast average daily operations. A more detailed comparison of the 2007 forecast fleet mix and
the 2020 actual aircraft fleet mix is provided in Appendix 1.
In general, many of the aircraft groups operating at MSP showed a reduction in the number of average
daily operations from the 2007 forecasted level to the 2020 actual level. On average, there were 0.1
Hushkit Stage 3 Jet operations per day in 2020. This is down from the 2007 forecast average of 275 flights
per day. Manufactured Stage 3+ average daily operations in 2020 were down by 517.6 flights per day from
the 2007 forecast. The number of propeller-driven operations decreased 130.2 per day while the number
of military aircraft operations increased 0.4 per day.
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Table 3.1: Summary of 2020 and 2007 Average Daily Flight Operations
Average Daily Flight Operations Day Night Total
% of Total
Operations
2020
Manufactured to be Stage 3+ 581.6 57.3 638.9 95.5%
Hushkit Stage 3 Jets 0.1 0.0 0.1 0.0%
Microjet 0.5 0.0 0.5 0.1%
Propeller 27.3 1.3 28.7 4.3%
Helicopter 0.1 0.0 0.1 0.0%
Military 0.9 0.0 0.9 0.1%
Total 610.4 58.7 669.1 100.0%
% of Total Operations 91.2% 8.8% 100.0%
2007
Manufactured to be Stage 3+ 1071.5 85.0 1156.5 72.5%
Hushkit Stage 3 Jet 253.3 21.7 275.0 17.2%
Stage 2 Jets under 75,000 lbs 4.2 0.6 4.8 0.3%
Propeller 143.0 16.0 159.0 10.0%
Helicopter 0.0 0.0 0.0 0.0%
Military 0.4 0.0 0.5 0.0%
Total 1472.4 123.3 1595.9 100.0%
% of Total Operations 92.3% 7.7% 100.0%
Notes:
Totals may differ due to rounding
As of January 1, 2016, Stage 2 aircraft below 75,000 lbs are required to be compliant with Stage 3 noise
regulations.
Source: MAC-provided MACNOMS data, HNTB 2021
3.1.3 Runway Use Comparison
Table 3.2 provides the runway use percentages for 2020 and a comparison to the 2007 forecast runway
use percentages. A general evaluation of the runway use percentages in Table 3.2 shows that the
percentage of operations that used Runways 12R and 30L for arrivals and departures in 2020 is higher
than what was forecasted in the 2007 noise contour.
Runway 12L had a lower usage for arrivals and an increased usage for departures in 2020 than the 2007
contour. Conversely, Runway 30R had a lower usage for departures and an increased usage for arrivals in
2020 than the 2007 contour.
The use of Runway 35 for total arrivals was 1.2 percent in 2020 compared to 16.5 percent during the 2007
forecast.
In 2007, Runway 17 was forecasted to be used for 37 percent of all departures. In 2020, it was used for
only 12.6 percent of departures.
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Table 3.2: Summary of Average Annual Runway Use 2020, 2007
Operation
Runway
Day Night Total
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
Arrivals
4 0.0% 0.0% 0.0% 3.8% 0.0% 0.3%
12L 19.3% 21.8% 14.2% 17.2% 18.8% 21.4%
12R 24.5% 14.7% 28.5% 12.4% 24.9% 14.5%
17 0.2% 0.0% 0.2% 0.0% 0.2% 0.0%
22 0.0% 0.5% 0.0% 2.4% 0.0% 0.6%
30L 31.0% 21.1% 37.4% 25.1% 31.7% 21.4%
30R 24.1% 25.1% 16.6% 26.4% 23.3% 25.2%
35 0.9% 16.9% 3.1% 12.7% 1.2% 16.5%
Departures
4 0.0% 0.2% 0.1% 0.4% 0.0% 0.2%
12L 18.6% 8.9% 12.0% 14.1% 18.2% 9.3%
12R 15.7% 15.9% 29.9% 18.3% 16.7% 16.1%
17 13.1% 37.2% 5.5% 34.6% 12.6% 37.0%
22 0.0% 0.1% 0.0% 0.8% 0.0% 0.1%
30L 25.9% 15.0% 39.5% 12.8% 26.9% 14.8%
30R 26.6% 22.7% 13.0% 19.2% 25.6% 22.4%
35 0.1% 0.0% 0.0% 0.0% 0.1% 0.0%
Note: Total may not add up due to rounding.
Source: MAC-provided MACNOMS data, HNTB 2021. Annual runway use for 2007 Forecast was obtained from the
November 2004 Part 150 document.
3.1.4 Flight Track Considerations
Modeled departure and arrival flight tracks were developed using actual flight track data from 2020. These
flight tracks differ from those used to develop the 2007 Forecast Contour due to enhanced modeling
methods and improved technologies. Sub-tracks were also added to each of the backbone tracks.
Standard distribution in both INM and AEDT were used to distribute the flights to the sub-tracks.
The same methodology as in previous annual reports was used to assign actual 2020 flight tracks to the
modeled tracks. The correlation process employs a best-fit analysis of the actual flight track data based
on linear trends. This approach provides the ability to match each actual flight track directly to the
appropriate model track.
3.1.5 Atmospheric Conditions Comparison
The atmospheric condition inputs vary slightly between INM and AEDT. INM used pressure values in inches
of Mercury, where standard atmospheric pressure is 29.92. AEDT takes pressure in millibars, where
standard is 1013.25. AEDT takes an additional input value for dew point temperature in degrees
Fahrenheit. As stated in Section 2.1.5, the weather data in the AEDT airport database has been updated.
This default data that is used for noise and emissions inventory calculations now reflects average weather
for the most recently available 10-year period, 2009 through 2018. In addition, an update to the 30-year
normal temperature data for the period 1981 through 2010 is included. The weather station identifiers
associated with airports were also updated as needed (due to station closures/additions for the revised
data time span).
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• Temperature – 47.6 degrees Fahrenheit
• Dew point – 35.7 degrees Fahrenheit
• Wind speed – 7.8 knots
• Pressure – 985.2 Millibars
• Relative humidity – 63.1 percent
The following annual average atmospheric conditions were used in the 2007 Forecast Contour:
• Temperature – 47.7 degrees Fahrenheit
• Wind speed – 5.3 knots
• Pressure – 29.90 inches of Mercury
• Relative humidity – 64.0 percent
3.2 COMPARATIVE NOISE MODEL GRID POINT ANALYSIS
AEDT was used to calculate DNL values for the center points of each city block included in the mitigation
programs outlined in the amended Consent Decree. Graphics showing the actual 2020 DNL levels
calculated for each block, Base Case DNL Noise Levels calculated for each block and the block-by-block
difference in DNL levels between the Base Case and the 2020 Actual Contour are contained in Appendix
3.
The Base Case DNL is established using the actual DNL noise level for that location during the year the
home becomes eligible for noise mitigation under the amended Consent Decree. The Base Case DNL for
homes that are not eligible for mitigation under the amended Consent Decree is established using the
2007 forecast DNL for that location.
It is important to note that the 2007 forecast DNL was developed in INM Version 6.2a because this was
the newest version of INM available at the time. When comparing the DNL values generated for the
MACNOMS sound monitoring sites with INM 6.1 in the November 2004 Part 150 Update document to the
DNL generated for those same locations with INM 6.2a, the differences were insignificant.
3.3 CONTOUR COMPARISON SUMMARY
In addition to modeling updates, other primary factors to consider when comparing the 2007 Forecast
Contour to the 2020 Actual Contour are total operation numbers, fleet mix, nighttime operations, and
runway use. The 2020 Actual Contour is smaller than the 2007 Forecast Contour by 9,121 acres, a 58
percent reduction in the 60 dB DNL contour. The 2020 Actual Contour is smaller than the 2007 Forecast
Contour by 4,747 acres, a 66 percent reduction in the 65 dB DNL contour. There are no areas outside of
airport owned land in the 2020 Actual 60 dB or 65 dB DNL contour that are outside of the same level in
the 2007 Forecast Contour.
The contraction in the contours from the 2007 Forecast to the 2020 Actual Contour scenarios is driven
primarily by the significant reduction in average daily operations. There were 926.8 fewer average
operations per day in 2020 compared to 2007.
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Figure 3: 2020 Actual and 2007 Forecast Contour Comparison
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4. 2020 ANNUAL NOISE CONTOUR
As discussed previously, the first amendment to the Consent Decree requires the MAC to determine
eligibility for noise mitigation on an annual basis using actual noise contours, developed under Section
8.1(d) of the Consent Decree. This chapter provides detailed information about noise mitigation impacts
from the 2020 Actual Contour at MSP.
4.1 2020 ACTUAL CONTOUR NOISE MITIGATION IMPACT
Under the provisions of the first and second amendments to the Consent Decree, properties must meet
certain criteria to be considered eligible for participation in the MAC noise mitigation program.
First, as stated in the first amendment:
“The community in which the home is located has adopted local land use controls and
building performance standards applicable to the home for which mitigation is sought
that prohibit new residential construction, unless the construction materials and
practices are consistent with the local land use controls and heightened building
performance standards for homes within the 60 dB DNL Contour within the community
in which the home is located.”
This criterion has been met by all of the incorporated cities contiguous to MSP.
Second, as stated in the first amendment:
“The home is located, for a period of three consecutive years, with the first of the three
years beginning no later than calendar year 2020 (i) in the actual 60-64 dB DNL noise
contour prepared by the MAC under Section 8.l(d) of this Consent Decree and (ii) within
a higher noise impact mitigation area when compared to the Single-Family home's status
under the noise mitigation programs for Single-Family homes provided in Sections 5.1
through 5.3 of this Consent Decree or when compared to the Multi- Family home's
status under the noise mitigation programs for Multi-Family homes provided in Section
5 .4 of this Consent Decree. The noise contour boundary will be based on the block
intersect methodology. The MAC will offer noise mitigation under Section IX of this
Consent Decree to owners of eligible Single-Family homes and Multi-Family homes in the
year following the MAC's determination that a Single-Family or Multi-Family home is
eligible for noise mitigation under this Section.”
Table 4.1 provides a summary of the number of single-family living units within the 2020 60 dB DNL noise
contour, as well as changes in mitigation and the number of years of eligibility achieved by virtue of the
2020 Actual Contour.
Table 4.2 provides the number of multi-family living units within the 2020 60 dB DNL noise contour, as
well as changes in mitigation and the number of years of eligibility achieved by virtue of the 2020 Actual
Contour. The spatial analysis was performed in Universal Transverse Mercator (UTM Zone 15).
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Table 4.1: Summary of 2020 Actual Contour Single-Family Unit Counts
Year of Eligibility City Mitigation
DNL Contours
60-62 63-64 65-69 70-74 75+ Total
No Change in Eligibility Bloomington In 2020 Actual Contour 1 - - - - 1
No Change in Eligibility Eagan In 2020 Actual Contour 93 15 - - - 108
No Change in Eligibility Mendota Heights In 2020 Actual Contour - 1 - - - 1
No Change in Eligibility Minneapolis In 2020 Actual Contour 3,186 894 312 - - 4,392
No Change in Eligibility Richfield In 2020 Actual Contour 327 8 - 335
Grand Total 3,607 918 312 - - 4,837
Notes: Block-Intersect Methodology; Multi-Family = 4 or more units; As a result of parcel information updated in January 2021, unit counts may differ from previous reports.
Source: HNTB provided AEDT Contours, MAC analysis 2021
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MSP 2020 Annual Noise Contour Report Metropolitan Airports Commission
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Table 4.2 Summary of 2020 Actual Contour Multi-Family Unit Counts
Year of Eligibility City Mitigation
DNL Contours
60-64 65-69 70-74 75+ Total
No Change in Eligibility Bloomington In 2020 Actual Contour previously mitigated - - - - -
No Change in Eligibility Eagan In 2020 Actual Contour previously mitigated - - - - -
No Change in Eligibility Minneapolis In 2020 Actual Contour previously mitigated 768 - - - 768
No Change in Eligibility Richfield In 2020 Actual Contour previously mitigated 18 - - - 18
Grand Total 786 - - - 786
Notes: Block-intersect Methodology; Multi-Family = 4 or more units; As a result of parcel information updated in January 2021, unit counts may differ from previous reports.
Source: HNTB provided AEDT Contours, MAC analysis 2021
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4.2 AMENDED CONSENT DECREE PROGRAM ELIGIBILITY
Based on the 2020 Actual Contour, no additional homes qualify for mitigation as outlined by the terms of
the Consent Decree. The MAC will continue to implement the mitigation program for homes that remain
eligible from previous years analyses.
4.3 AMENDED CONSENT DECREE PROGRAM MITIGATION STATUS
2017 Mitigation Program
Single-family: In 2017 the MAC began the project to provide mitigation to 138 single-family homes that
became eligible by virtue of the 2015 Actual Contour. As of January 19, 2021, 118 homes have been
completed, 10 homes declined to participate, 6 homes were moved to the 2019 program and 5 homes
were moved to the 2020 program.
Multi-family: Two multi-family structures also were eligible to participate in the Multi-Family Mitigation
Program in 2017. One property is completed, and one property declined to participate.
The total cost for the 2017 Mitigation Program was $2,442,685. The 2017 Mitigation Program is now
complete.
2018 Mitigation Program
Single-family: In 2018, the MAC began the project to provide mitigation to 283 single-family homes that
became eligible by virtue of the 2016 Actual Contour. As of January 19, 2021, 230 homes have been
completed, 20 homes declined to participate while 21 homes were moved to the 2019 program and 12
homes were move to the 2020 program.
Multi-family: The 2018 Mitigation Program does not include any multi-family properties.
The total cost for the 2018 Mitigation Program to date is $7,294,999.
2019 Mitigation Program
Single-family: In 2019, the MAC began the project to provide mitigation to 429 single-family homes that
became eligible by virtue of the 2017 Actual Contour. As of January 19, 2021, including the homes
transitioned from the 2017 and 2018 programs, 368 homes have been completed, 3 homes are in the
construction or pre-construction phase and 56 homes declined to participate.
Multi-family: The 2019 Mitigation Program does not include any multi-family properties.
The total cost for the 2019 Mitigation Program to date is $13,201,527.
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2020 Mitigation Program
Single-family: In 2020, the MAC began the project to provide
mitigation to 243 single-family homes that became eligible by
virtue of the 2018 Actual Contour. As of January 19, 2021,
including the homes transitioned from the 2018 and 2019
programs, 152 homes have been completed, 112 homes are in
the construction or pre-construction phase and 26 homes
declined to participate.
Multi-family: The 2020 Mitigation Program does not include
any multi-family properties.
The total cost for the 2020 Mitigation Program to date is
$4,687,111.
2021 Mitigation Program
Single-family: In 2021, the MAC began the project to provide
mitigation to 16 single-family homes that became eligible by
virtue of the 2019 Actual Contour. As of January 19, 2021, 16
homes are in the pre-construction phase.
Multi-family: The 2021 Mitigation Program does not include
any multi-family properties.
To date, there have not been any financial expenditures attributed to the 2021 Mitigation Program.
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Figure 4.1: 2020 Contours and Mitigation Program Eligibility
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Figure 4.2: 2020 Contours and Mitigation Program Eligibility – City of Minneapolis
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Figure 4.3: 2020 Contours and Mitigation Program Eligibility – City of Eagan
61
Metropolitan Airports Commission
MAC Community Relations Office and HNTB Corporation
6040 28th Avenue South · Minneapolis, MN 55450
macnoise.com
62
List of Appendices
Appendix 1 Detailed Aircraft Fleet Mix Average Daily Operations
Appendix 2 2020 Model Flight Track and Use
Appendix 3 Noise Model Grid Point Maps
63
Appendix 1: Detailed Aircraft Fleet Mix Average Daily Operations
Table Content Page
Table A1-1 2020 Aircraft Fleet Mix Average Daily Operations A-3
Table A1-2 Comparison of 2007 Forecast Fleet Mix and 2020 Actual Fleet Mix
Average Daily Operations
A-8
64
Table A1-1: 2020 Aircraft Fleet Mix Average Daily Operations
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Manufactured to be Stage 3+ A124 74720B Antonov An-124 Ruslan 0.03 0.01 0.04
A20N A320-271N Airbus A320NEO Series 2.36 0.81 3.16
A21N A321-232 Airbus A321 series 0.09 0.05 0.14
A306 A300-622R Airbus A300-600/622R 0.87 1.40 2.27
A319 A319-131 Airbus A319 series 40.87 2.30 43.17
A320 A320-211 Airbus A320 series 20.27 1.91 22.18
A320 A320-232 Airbus A320 series 9.49 2.60 12.09
A320 A320-271N Airbus A320 series 0.00 - 0.00
A321 A321-232 Airbus A321 series 55.79 3.67 59.46
A332 A330-301 Airbus A330-200 0.02 0.00 0.02
A332 A330-343 Airbus A330-200 0.48 0.03 0.51
A333 A330-301 Airbus A330-300 0.65 0.12 0.76
A333 A330-343 Airbus A330-300 0.61 0.11 0.72
A339 A330-343 Airbus A330-900 0.01 - 0.01
A359 A350-941 Airbus A350-900 0.37 0.02 0.39
ASTR IA1125 IAI 1125 Astra 0.03 - 0.03
B712 717200 Boeing 717-200 / Extended Range 14.18 0.42 14.60
B733 737300 Boeing 737-300 0.11 0.00 0.11
B734 737400 Boeing 737-400 0.37 0.18 0.55
B735 737500 Boeing 737-500 0.02 0.00 0.03
B737 737700 Boeing 737-700 14.10 2.17 16.27
B738 737800 Boeing 737-800 54.21 12.43 66.64
B739 737800 Boeing 737-900 46.11 3.36 49.47
B744 747400 Boeing 747-400 0.20 0.09 0.29
B748 7478 Boeing 747-800 0.20 0.05 0.25
B752 757PW Boeing 757-200 16.16 4.32 20.48
B752 757RR Boeing 757-200 2.36 2.29 4.64
B753 757300 Boeing 757-300 5.60 0.17 5.77
B762 767CF6 Boeing 767-200 0.01 0.01 0.02
B762 767JT9 Boeing 767-200 0.03 0.02 0.05
B763 767300 Boeing 767-300 4.50 2.09 6.59
B764 767400 Boeing 767-400ER 0.21 0.02 0.23
B772 777200 Boeing 777-200 0.54 0.01 0.54
B77L 777300 Boeing 777-200LR 0.01 0.01 0.02
B77W 7773ER Boeing 777-300ER 0.02 - 0.02
B789 7878R Boeing 787-9 Dreamliner 0.19 0.02 0.21
BCS1 737700 Airbus A220-100 5.56 0.09 5.66
BD70 BD-700-1A10 Bombardier BD-700 Global Express 0.01 - 0.01
BE40 MU3001 Beechcraft Beechjet 400 0.56 0.03 0.59
C25A CNA500 Cessna CitationJet CJ2, 525A 0.09 0.01 0.10
C25B CNA500 Cessna CitationJet CJ3, 525B 0.31 0.01 0.31
C25C CNA525C Cessna CitationJet CJ4, 525C 0.04 0.01 0.05
C25M CNA500 Cessna CitationJet CJ1, 525 0.04 - 0.04
C500 CNA500 Cessna Citation I Twin Jet - 0.01 0.01
C525 CNA500 Cessna CitationJet CJ1, 525 0.08 - 0.08
C550 CNA55B Cessna Citation 550 Citation II 0.07 0.01 0.07
C55B CNA55B Cessna Citation 550 Citation II 0.06 - 0.06
C560 CNA55B Cessna 560 Citation V, Ultra & Ultra Encore 0.14 0.02 0.15
C560 CNA560U Cessna 560 Citation V, Ultra & Ultra Encore 0.14 0.02 0.15
C56X CNA560U Cessna 560XL Citation Excel 1.33 0.05 1.38
C56X CNA560XLS Cessna 560XL Citation Excel 0.30 0.00 0.31
65
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Manufactured to be Stage 3+ C650 CIT3 Cessna Citation III 0.18 0.01 0.19
C680 CNA680 Cessna 680 Citation Sovereign 0.72 0.03 0.75
C68A CNA680 Cessna Citation Latitude 1.25 0.03 1.28
C700 CNA680 Cessna Citation Longitude 0.04 - 0.04
C750 CNA750 Cessna 750 series/Citation X 0.89 0.04 0.93
CL30 CL600 Bombardier Challenger 300 1.28 0.09 1.36
CL35 CL600 Bombardier Challenger 350 1.84 0.07 1.91
CL60 CL600 Canadair Bombardier CL600/610 Challenger Twin Jet 0.18 0.01 0.19
CL60 CL601 Canadair Bombardier CL600/610 Challenger Twin Jet 0.56 0.03 0.58
CRJ2 CL600 Bombardier CRJ 200 Regional Jet 62.43 4.72 67.15
CRJ7 CRJ9-ER Bombardier CRJ 700 Regional Jet 17.05 0.99 18.04
CRJ9 CRJ9-ER Bombardier CRJ 900 Regional Jet 120.66 4.68 125.35
DC10 DC1010 McDonnell Douglas DC-10 0.10 0.05 0.15
DC10 DC1030 McDonnell Douglas DC-10 0.19 0.16 0.35
DC10 DC1040 McDonnell Douglas DC-10 0.00 - 0.00
E135 EMB145 Embraer ERJ-135 0.13 0.01 0.14
E145 EMB145 Embraer ERJ-145 2.02 0.09 2.11
E170 EMB170 Embraer ERJ-170 2.73 0.21 2.94
E170 EMB175 Embraer ERJ-170 2.73 0.35 3.08
E175 EMB175 Embraer ERJ-175 0.01 - 0.01
E190 EMB190 Embraer ERJ-190-100 /-200 0.31 0.01 0.31
E35L EMB145 Embraer EMB-135 LR 0.03 - 0.03
E45X EMB145 Embraer EMB-145 EX (Extra Long Range) 0.03 0.00 0.03
E550 CNA55B Embraer EMB550 Phenom 300 0.05 0.00 0.05
E55P CNA55B Embraer EMB550 Phenom 300 1.08 0.06 1.14
E75L EMB175 Embraer ERJ-175 Long Range 49.11 2.65 51.76
E75S EMB175 Embraer ERJ-175 Special 7.20 0.73 7.93
F2TH CNA750 Dassault Falcon 2000 0.47 0.02 0.49
F900 FAL900EX Dassault Falcon 900 1.23 0.04 1.27
FA10 LEAR35 Dassault Falcon 10 0.01 - 0.01
FA50 FAL900EX Dassault Falcon 50 0.15 0.01 0.16
FA7X GIV Dassault Falcon 7X 0.09 0.01 0.10
G150 IA1125 Gulfstream G150 0.04 - 0.04
G280 IA1125 Gulfstream G280 0.92 0.11 1.02
GA5C GV Gulfstream G500/600 0.01 - 0.01
GA6C GV Gulfstream G500/600 0.01 - 0.01
GALX CNA750 IAI 1126 Astra Galaxy/Gulfstream 200 0.39 0.02 0.40
GL5T BD-700-1A11 Bombardier Global 5000 BD-700 0.09 0.01 0.09
GLEX BD-700-1A10 Bombardier BD-700 Global Express 0.18 0.01 0.19
GLF4 GIV Gulfstream IV 0.58 0.02 0.59
GLF5 GV Gulfstream V 0.90 0.09 0.99
GLF6 G650ER Gulfstream VI / G650 0.30 0.03 0.33
H25B LEAR35
Hawker 800/800 XP/850 XP Twin Turbojet/Bae (Hawker-
Siddeley) 125-800 0.55 0.02 0.57
H25C LEAR35 Hawker 1000 / Bae 125-1000 0.03 - 0.03
HA4T CNA750 Hawker Beechcraft 4000 Horizon (Horizon 1000) 0.02 0.01 0.03
HDJT CNA680 Honda Jet 0.02 - 0.02
HDJT MU3001 Honda Jet 0.02 - 0.02
J328 CNA750 Fairchild Dornier 328 Jet 0.11 - 0.11
LJ31 LEAR35 Learjet 31 Twin Jet 0.01 0.00 0.02
LJ35 LEAR35 Learjet 35 Twin Jet 0.11 0.01 0.12
LJ40 LEAR35 Learjet 40 Twin Jet 0.09 0.00 0.09
66
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Manufactured to be Stage 3+ LJ45 LEAR35 Learjet 45 Twin Jet 0.45 0.02 0.47
LJ55 LEAR35 Learjet 55 Twin Jet 0.03 - 0.03
LJ60 CNA750 Learjet 60 Twin Jet 0.19 0.01 0.20
LJ60 LEAR35 Learjet 60 Twin Jet 0.19 0.01 0.20
LJ70 LEAR35 Learjet 70 Twin Jet 0.01 - 0.01
LJ75 LEAR35 Learjet 75 Twin Jet 0.01 - 0.01
MD11 MD11GE McDonnell Douglas MD-11 (Mixed) 0.65 0.35 1.00
MD11 MD11PW McDonnell Douglas MD-11 (Mixed) 1.00 0.52 1.51
MD81 MD81 McDonnell Douglas MD-81 0.01 0.01 0.02
MD88 MD83 McDonnell Douglas MD-88 0.06 0.02 0.09
MD90 MD9028 McDonnell Douglas MD-90 0.01 - 0.01
PC24 CNA55B Pilatus PC-24 0.04 0.00 0.04
PRM1 CNA55B Raytheon 390 Premier 0.01 0.00 0.01
PRM1 MU3001 Raytheon 390 Premier 0.01 0.00 0.01
WW24 IA1125 IAI 1124 Westwind 0.01 - 0.01
Manufactured to be Stage 3+ Total 581.57 57.29 638.86
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Hushkit B722 727EM2 Boeing 727-200 0.00 0.00 0.01
DC91 DC93LW McDonnell Douglas DC-9-10 with ABS3 Hushkit 0.01 0.00 0.01
DC93 DC93LW McDonnell Douglas DC-9-30 with ABS3 Hushkit 0.01 - 0.01
FA20 FAL20 Dassault Falcon 20 Mystere 20 /200 0.03 0.01 0.04
Hushkit Total 0.05 0.01 0.06
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Military C130 C130E Lockheed Martin C-130 0.81 0.02 0.83
C17 C17 Boeing C-17 Globemaster III 0.01 - 0.01
C30J C130HP Lockheed Martin C-130J Super Hercules 0.02 - 0.02
E6 707320 Boeing E-6 Mercury 0.00 0.00 0.01
HAWK T-38A Raytheon Hawker 400 0.01 - 0.01
Military Total 0.85 0.02 0.87
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Microjet C510 CNA510 Cessna Citation Mustang 0.04 - 0.04
E50P CNA510 Embraer EMB500 Phenom 100 0.03 - 0.03
E545 CNA510 Embraer Legacy 545 0.39 0.01 0.39
EA50 ECLIPSE500 Eclipse 500 VLJ 0.02 0.00 0.03
SF50 CNA510 Cirrus Vision SF50 0.03 - 0.03
Microjet Total 0.51 0.01 0.52
67
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Propeller AC50 BEC58P Rockwell Aero Commander 500 0.01 - 0.01
AT43 DHC8 Avions de Transport Régional ATR-43 1.22 0.18 1.40
AT7 ATR72-212A Avions de Transport Régional ATR-72 0.01 - 0.01
AT72 ATR72-212A Avions de Transport Régional ATR-72 - 0.01 0.01
ATR ATR72-212A Avions de Transport Régional ATR Series 0.01 0.00 0.01
ATR DHC8 Avions de Transport Régional ATR Series 0.00 - 0.00
B190 1900D Beechcraft 1900D 0.77 0.05 0.82
B350 DHC6 Beechcraft Super King Air 350/300B 0.26 0.01 0.27
BE10 DHC6 Beechcraft King Air 100 0.01 - 0.01
BE20 DHC6 Beechcraft Model 200 (Super) King Air 200 0.16 0.01 0.17
BE30 DHC6 Beechcraft Super King Air 300 0.18 0.01 0.19
BE36 GASEPV Beechcraft Model 36 Bonanza 0.02 - 0.02
BE55 BEC58P Beechcraft Model E-55 0.01 - 0.01
BE58 BEC58P Beechcraft Model 58 Baron 0.01 - 0.01
BE65 BEC58P Beechcraft Model 65 Queen Air 6.15 0.47 6.62
BE77 GASEPF Beechcraft Model 77 Skipper 0.01 - 0.01
BE80 BEC58P Beechcraft Model 80 Queen Air 0.33 0.03 0.36
BE99 DHC6 Beechcraft Airliner Model 99 3.48 0.12 3.60
BE9L DHC6 Beechcraft Model 90 King Air 0.09 0.05 0.14
BE9T CNA441 Beechcraft Super King Air F90 0.01 - 0.01
BL8 GASEPF Bellanca Champion Decathlon 0.01 - 0.01
C170 CNA172 Cessna 170 Single Engine SEPF 0.01 - 0.01
C172 CNA172 Cessna 172 Single Engine SEPF 0.05 - 0.05
C182 CNA182 Cessna 182 Skylane 0.03 0.00 0.03
C206 CNA206 Cessna 206 Stationair 0.01 - 0.01
C208 CNA208 Cessna 208 Caravan I 5.36 - 5.36
C310 BEC58P Cessna 310 Twin Engine Piston aircraft 0.03 0.01 0.03
C340 BEC58P Cessna 340 Twin Piston MEVP 0.01 - 0.01
C402 BEC58P Cessna 402 Businessliner 0.01 0.01 0.02
C414 BEC58P Cessna 414 Chancellor MEVP 0.01 - 0.01
C421 BEC58P Cessna 421 Golden Eagle 0.02 - 0.02
C441 CNA441 Cessna 441 (Conquest/Conquest2) 0.04 - 0.04
CTLS GASEPF Flight Design CT 0.01 - 0.01
DA42 PA30 Diamond DA42 Twin Star 0.01 - 0.01
DH8 DHC8 de Havilland Canada Dash-8/DHC8-100/200/400 0.01 - 0.01
DHC6 DHC6 de Havilland Canada DHC-6 Twin Otter 0.01 - 0.01
DHC6 DHC6QP de Havilland Canada DHC-6 Twin Otter 0.00 - 0.00
E110 DHC6 Embraer Bandeirante 110 0.01 - 0.01
E120 EMB120 Embraer EMB-120 Brasilia 0.04 0.04 0.09
GLST GASEPV Glasair GlaStar 0.01 - 0.01
M020 GASEPV Mooney Mark 20 Series 0.01 - 0.01
M20P GASEPV Mooney Mark 20 Series 0.02 - 0.02
M600 CNA441 Piper PA-46 Malibu M600 0.01 - 0.01
MU2 DHC6 Mitsubishi MU-2 Marquise / Solitaire 0.01 0.00 0.01
P180 DHC6 Piaggio P180 Avanti 0.01 - 0.01
P28A GASEPF Piper PA-28-140/150/160/180 Cherokee 0.02 0.00 0.02
P28A PA28 Piper PA-28-140/150/160/180 Cherokee 0.02 0.00 0.02
P28R GASEPF Piper PA-28R-180/200/201 Cherokee Arrow I/II/III 0.01 - 0.01
P46T CNA441 Piper PA-46-500TP Malibu Meridian 0.01 - 0.01
PA27 BEC58P Piper PA-27 Aztec 0.01 - 0.01
PA28 GASEPF Piper PA-28-151 Cherokee Warrior 0.00 0.00 0.01
PA28 PA28 Piper PA-28-151 Cherokee Warrior 0.00 0.00 0.01
68
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Propeller PA31 BEC58P Piper PA-31 Navajo 0.01 - 0.01
PA32 GASEPV Piper PA-32 Cherokee Six 0.01 - 0.01
PA34 BEC58P Piper PA-34 Seneca 0.01 - 0.01
PA46 GASEPV Piper PA-46 Malibu 0.01 - 0.01
PAT4 CNA441 Piper PA-31T-2 Cheyenne I/II 0.06 0.06 0.12
PC12 CNA208 Pilatus PC-12 3.03 0.04 3.07
RV6 GASEPV Van's Aircraft RV-6 0.01 - 0.01
S22T COMSEP Cirrus SR22 Turbo 0.01 - 0.01
SR20 COMSEP Cirrus SR20 0.01 0.01 0.02
SR22 COMSEP Cirrus SR22 0.13 0.00 0.13
SW4 DHC6 Swearingen Merlin IV /Fairchild Merlin IV 5.54 0.21 5.74
TBM7 CNA208 Socata TBM 700 0.01 - 0.01
TBM7 GASEPV Socata TBM 700 0.01 - 0.01
TBM8 CNA441 Socata TBM 850 Single Engine Turboprop 0.03 - 0.03
TBM9 CNA208 Daher TMB900 0.02 - 0.02
Propeller Total 27.34 1.33 28.67
Group Aircraft
Code
AEDT Aircraft
(ANP) AEDT Aircraft Description 2020
Day
2020
Night
2020
Total Helicopter A109 A109 Agusta / AgustaWestland A-109 0.00 0.00 0.01
B407 B407 Bell Helicopter 407 0.01 - 0.01
EC12 SA341G Eurocopter EC120 Colibri 0.01 - 0.01
EC20 SA341G Eurocopter EC120 Colibri 0.01 - 0.01
H269 H500D Schweizer 269 0.01 - 0.01
HELO A109 Various Helicopter 0.00 - 0.00
HELO B407 Various Helicopter 0.01 - 0.01
HELO H500D Various Helicopter 0.00 - 0.00
HELO R44 Various Helicopter 0.00 - 0.00
HELO S76 Various Helicopter 0.00 - 0.00
HELO SA341G Various Helicopter 0.01 - 0.01
R44 R44 Robinson R44 Clipper/Raven Helicopter 0.01 - 0.01
Helicopter Total 0.07 0.00 0.08
Group 2020 Day 2020 Night 2020 Total
Manufactured to be Stage 3+ 581.57 57.29 638.86
Hushkit 0.05 0.01 0.06
Military 0.85 0.02 0.87
Microjet 0.51 0.01 0.52
Propeller 27.34 1.33 28.67
Helicopter 0.07 0.00 0.08
Total 610.40 58.67 669.06
69
Table A1-2: Comparison of 2007 Forecast Fleet Mix and 2020 Actual Fleet Mix Average Daily
Operations
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Helicopter A109 0.00 0.01 0.00 0.00 0.00 0.01 0.01
B206L 0.00 0.00 0.00 0.00 0.00 0.00 0.00
B212 0.00 0.00 0.00 0.00 0.00 0.00 0.00
B222 0.00 0.00 0.00 0.00 0.00 0.00 0.00
B407 0.00 0.01 0.00 0.00 0.00 0.01 0.01
EC130 0.00 0.00 0.00 0.00 0.00 0.00 0.00
H500D 0.00 0.01 0.00 0.00 0.00 0.01 0.01
R44 0.00 0.01 0.00 0.00 0.00 0.01 0.01
S70 0.00 0.00 0.00 0.00 0.00 0.00 0.00
S76 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SA341G 0.00 0.04 0.00 0.00 0.00 0.04 0.04
Helicopter Total 0.00 0.07 0.00 0.00 0.00 0.08 0.08
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Hushkit Stage 3 Jet 727EM2 8.00 0.00 6.40 0.00 14.40 0.01 -14.39
737Q 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BAC111 0.00 0.00 0.00 0.00 0.00 0.00 0.00
DC93LW 0.00 0.01 0.00 0.00 0.00 0.02 0.02
DC9Q 245.30 0.00 15.30 0.00 260.50 0.00 -260.50
FAL20 0.00 0.03 0.00 0.01 0.00 0.04 0.04
Hushkit Stage 3 Jet Total 253.30 0.05 21.70 0.01 274.90 0.06 (274.84)
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Military 707320 0.00 0.00 0.00 0.00 0.00 0.01 0.01
C130E 0.00 0.81 0.00 0.02 0.00 0.83 0.83
C-130E 7.80 0.00 0.20 0.00 8.00 0.00 -8.00
C130HP 0.00 0.02 0.00 0.00 0.00 0.02 0.02
C17 0.00 0.01 0.00 0.00 0.10 0.01 -0.09
C5 0.10 0.00 0.00 0.00 0.10 0.00 -0.10
C9A 0.00 0.00 0.00 0.00 0.00 0.00 0.00
F16GE 0.10 0.00 0.00 0.00 0.10 0.00 -0.10
F-18 0.00 0.00 0.00 0.00 0.00 0.00 0.00
KC135 0.00 0.00 0.00 0.00 0.00 0.00 0.00
T1 0.00 0.00 0.00 0.00 0.00 0.00 0.00
T34 0.00 0.00 0.00 0.00 0.00 0.00 0.00
T37 0.10 0.00 0.00 0.00 0.10 0.00 -0.10
T38 0.10 0.00 0.00 0.00 0.10 0.00 -0.10
T-38A 0.00 0.01 0.00 0.00 0.00 0.01 0.01
U21 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Military Total 8.20 0.85 0.20 0.02 8.50 0.87 (7.63)
70
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
Microjet CNA510 0.00 0.49 0.00 0.01 0.00 0.49 0.49
ECLIPSE500 0.00 0.02 0.00 0.00 0.00 0.03 0.03
Microjet Total 0.0 0.51 0.0 0.01 0.0 0.52 0.52
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Propeller 1900D 0.00 0.77 0.00 0.05 0.00 0.82 0.82
A748 0.00 0.00 0.00 0.00 0.00 0.00 0.00
ATR72-212A 0.00 0.01 0.00 0.01 0.00 0.02 0.02
BEC100 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC190 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC200 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC23 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC300 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC30B 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC33 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC55 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC58 14.30 0.00 4.70 0.00 19.00 0.00 -19.00
BEC58P 0.00 6.58 0.00 0.51 0.00 7.10 7.10
BEC60 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC65 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC80 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC90 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC95 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BEC99 0.00 0.00 0.00 0.00 0.00 0.00 0.00
BL26 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA150 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA172 0.00 0.06 0.00 0.00 0.00 0.06 0.06
CNA177 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA180 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA182 0.00 0.03 0.00 0.00 0.00 0.03 0.03
CNA185 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA205 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA206 0.00 0.01 0.00 0.00 0.00 0.01 0.01
CNA208 0.00 8.42 0.00 0.04 0.00 8.46 8.46
CNA210 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA303 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA310 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA320 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA337 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA340 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA401 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA402 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA404 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA414 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA421 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA425 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA441 0.00 0.15 0.00 0.06 0.00 0.21 0.21
COMSEP 0.00 0.14 0.00 0.01 0.00 0.15 0.15
71
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Propeller DHC6 22.50 9.74 4.40 0.41 26.80 10.16 -16.64
DHC6QP 0.00 0.00 0.00 0.00 0.00 0.00 0.00
DHC8 0.00 1.23 0.00 0.18 0.00 1.40 1.40
DO328 0.00 0.00 0.00 0.00 0.00 0.00 0.00
EMB120 0.00 0.04 0.00 0.04 0.00 0.09 0.09
FK27 0.10 0.00 0.00 0.00 0.10 0.00 -0.10
GASEPF 1.30 0.04 0.30 0.01 1.60 0.05 -1.55
GASEPV 3.70 0.09 0.50 0.00 4.30 0.09 -4.21
M20J 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA23AZ 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA24 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA28 0.00 0.02 0.00 0.01 0.00 0.02 0.02
PA30 0.00 0.01 0.00 0.00 0.00 0.01 0.01
PA31 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA32LA 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA34 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA42 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA44 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA46 0.00 0.00 0.00 0.00 0.00 0.00 0.00
PA60 0.00 0.00 0.00 0.00 0.00 0.00 0.00
RWCM69 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SAMER2 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SAMER3 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SAMER4 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SD330 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SF340 93.30 0.00 5.90 0.00 99.20 0.00 -99.20
Propeller Total 135.2 27.34 15.8 1.33 151 28.67 (122.3)
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
Stage 2 Jets
under 75,000 lbs
GII 2.10 0.00 0.20 0.00 2.30 0.00 -2.30
GULF3 0.00 0.00 0.00 0.00 0.00 0.00 0.00
LEAR24 0.00 0.00 0.00 0.00 0.00 0.00 0.00
LEAR25 2.10 0.00 0.40 0.00 2.50 0.00 -2.50
SABR75 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Stage 2 Jets under 75,000 lbs
Total 4.2 0.0 0.6 0.0 4.8 0.0 (4.8)
72
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Manufactured to be Stage 3+ 7478 0.00 0.20 0.00 0.05 0.00 0.25 0.25
717200 7.30 14.18 1.00 0.42 8.30 14.60 6.30
737300 48.20 0.11 3.50 0.00 51.70 0.11 -51.59
737400 0.10 0.37 0.00 0.18 0.10 0.55 0.45
737500 5.70 0.02 0.50 0.00 6.20 0.03 -6.17
737700 7.80 19.66 0.50 2.26 8.30 21.93 13.63
737800 65.50 100.33 12.60 15.79 78.10 116.11 38.01
747400 1.90 0.20 0.20 0.09 2.10 0.29 -1.81
757300 34.10 5.60 1.10 0.17 35.10 5.77 -29.33
767300 0.00 4.50 0.00 2.09 0.00 6.59 6.59
767400 0.00 0.21 0.00 0.02 0.00 0.23 0.23
777200 0.00 0.54 0.00 0.01 0.00 0.54 0.54
777300 0.00 0.01 0.00 0.01 0.00 0.02 0.02
74720B 0.00 0.03 0.00 0.01 0.00 0.04 0.04
757PW 88.40 16.16 8.60 4.32 97.10 20.48 -76.62
757RR 0.00 2.36 0.00 2.29 0.00 4.64 4.64
767CF6 0.00 0.01 0.00 0.01 0.00 0.02 0.02
767JT9 0.00 0.03 0.00 0.02 0.00 0.05 0.05
7773ER 0.00 0.02 0.00 0.00 0.00 0.02 0.02
7878R 0.00 0.19 0.00 0.02 0.00 0.21 0.21
A300-622R 4.80 0.87 4.20 1.40 9.10 2.27 -6.83
A319-131 149.10 40.87 3.90 2.30 153.00 43.17 -109.83
A320-211 173.40 20.27 16.50 1.91 189.90 22.18 -167.72
A320-232 0.00 9.49 0.00 2.60 0.00 12.09 12.09
A320-271N 0.00 2.36 0.00 0.81 0.00 3.17 3.17
A321-232 0.00 55.88 0.00 3.72 0.00 59.60 59.60
A330-301 6.20 0.67 0.00 0.12 6.20 0.78 -5.42
A330-343 0.00 1.10 0.00 0.14 0.00 1.24 1.24
A350-941 0.00 0.37 0.00 0.02 0.00 0.39 0.39
BD-700-1A10 0.00 0.18 0.00 0.01 0.00 0.19 0.19
BD-700-1A11 0.00 0.09 0.00 0.01 0.00 0.09 0.09
CIT3 0.00 0.18 0.00 0.01 0.00 0.19 0.19
CL600 0.00 65.73 0.00 4.89 0.00 70.62 70.62
CL601 264.10 0.56 14.70 0.03 278.80 0.58 -278.22
CNA500 1.40 0.52 0.10 0.02 1.40 0.54 -0.86
CNA525C 0.00 0.04 0.00 0.01 0.00 0.05 0.05
CNA55B 0.00 1.44 0.00 0.09 0.00 1.54 1.54
CNA560U 0.00 1.47 0.00 0.07 0.00 1.54 1.54
CNA560XLS 0.00 0.30 0.00 0.00 0.00 0.31 0.31
CNA680 0.00 2.02 0.00 0.06 0.00 2.09 2.09
CNA750 4.60 2.06 0.30 0.10 4.90 2.16 -2.74
CRJ9-ER 0.00 137.72 0.00 5.67 0.00 143.39 143.39
DC1010 9.60 0.10 3.80 0.05 13.40 0.15 -13.25
DC1030 0.00 0.19 0.00 0.16 0.00 0.35 0.35
DC1040 0.00 0.00 0.00 0.00 0.00 0.00 0.00
EMB145 45.30 2.21 0.20 0.10 45.50 2.31 -43.19
EMB170 0.00 2.73 0.00 0.21 0.00 2.94 2.94
EMB175 0.00 59.05 0.00 3.73 0.00 62.78 62.78
EMB190 0.00 0.31 0.00 0.01 0.00 0.31 0.31
FAL900EX 0.00 1.37 0.00 0.05 0.00 1.42 1.42
G650ER 0.00 0.30 0.00 0.03 0.00 0.33 0.33
GIV 2.60 0.67 0.20 0.02 2.80 0.69 -2.11
73
Group Aircraft Type
Day Night Total
Difference 2007
Forecast
2020
Actual
2007
Forecast
2020
Actual
2007
Forecast
2020
Actual Manufactured to be Stage 3+ GV 0.80 0.92 0.10 0.09 0.90 1.01 0.11
IA1125 0.00 0.99 0.00 0.11 0.00 1.10 1.10
LEAR35 26.00 1.49 2.30 0.07 28.40 1.57 -26.83
MD11GE 0.30 0.65 0.40 0.35 0.70 1.00 0.30
MD11PW 0.00 1.00 0.00 0.52 0.00 1.51 1.51
MD81 0.50 0.01 0.00 0.01 0.60 0.02 -0.58
MD83 17.00 0.06 1.60 0.02 18.60 0.09 -18.51
MD9028 0.00 0.01 0.00 0.00 0.00 0.01 0.01
MU3001 0.00 0.59 0.00 0.03 0.00 0.62 0.62
737900 5.70 0.00 0.50 0.00 6.20 0.00 -6.20
747100 0.00 0.00 0.00 0.00 0.00 0.00 0.00
747200 0.00 0.00 0.00 0.00 0.00 0.00 0.00
767200 1.20 0.00 0.50 0.00 1.70 0.00 -1.70
A310-304 1.40 0.00 1.30 0.00 2.70 0.00 -2.70
A318 5.70 0.00 0.50 0.00 6.20 0.00 -6.20
A340 2.10 0.00 0.00 0.00 2.10 0.00 -2.10
ASTR 2.30 0.00 0.20 0.00 2.50 0.00 -2.50
BA46 74.30 0.00 2.20 0.00 76.50 0.00 -76.50
BEC400 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA501 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA525 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA550 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA551 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA560 0.00 0.00 0.00 0.00 0.00 0.00 0.00
CNA650 4.90 0.00 0.60 0.00 5.50 0.00 -5.50
DC820 0.00 0.00 0.00 0.00 0.00 0.00 0.00
DC860 0.00 0.00 0.00 0.00 0.00 0.00 0.00
DC870 0.00 0.00 1.40 0.00 1.40 0.00 -1.40
EMB110 0.00 0.00 0.00 0.00 0.00 0.00 0.00
EMB135 0.00 0.00 0.00 0.00 0.00 0.00 0.00
FAL10 0.00 0.00 0.00 0.00 0.00 0.00 0.00
FAL200 0.00 0.00 0.00 0.00 0.00 0.00 0.00
FAL20A 1.00 0.00 0.70 0.00 1.70 0.00 -1.70
GULF1 0.00 0.00 0.00 0.00 0.00 0.00 0.00
HS125 0.00 0.00 0.00 0.00 0.00 0.00 0.00
IA1124 0.00 0.00 0.00 0.00 0.00 0.00 0.00
L101 0.60 0.00 0.20 0.00 0.80 0.00 -0.80
LEAR31 0.00 0.00 0.00 0.00 0.00 0.00 0.00
LEAR45 0.00 0.00 0.00 0.00 0.00 0.00 0.00
LEAR55 0.00 0.00 0.00 0.00 0.00 0.00 0.00
LEAR60 0.00 0.00 0.00 0.00 0.00 0.00 0.00
MD9025 0.00 0.00 0.00 0.00 0.00 0.00 0.00
MU2 0.00 0.00 0.00 0.00 0.00 0.00 0.00
MU300 7.20 0.00 0.60 0.00 7.80 0.00 -7.80
SABR65 0.00 0.00 0.00 0.00 0.00 0.00 0.00
SBR2 0.40 0.00 0.00 0.00 0.40 0.00 -0.40
Manufactured to be Stage 3+
Total 1071.50 581.57 85.00 57.29 1156.50 638.86 (517.84)
Grand Total 1472.4 610.4 123.3 58.7 1595.7 669.1 (926.8)
74
Appendix 2: 2020 Model Flight Tracks and Use
Figure Content Page
Figure 2.1 Runway 4 Arrivals A-14
Figure 2.2 Runway 12L Arrivals A-15
Figure 2.3 Runway 12R Arrivals A-16
Figure 2.4 Runway 17 Arrivals A-17
Figure 2.5 Runway 22 Arrivals A-18
Figure 2.6 Runway 30L Arrivals A-19
Figure 2.7 Runway 30R Arrivals A-20
Figure 2.8 Runway 35 Arrivals A-21
Figure 2.9 Runway 4 Departures A-22
Figure 2.10 Runway 12L Departures A-23
Figure 2.11 Runway 12R Departures A-24
Figure 2.12 Runway 17 Departures A-25
Figure 2.13 Runway 22 Departures A-26
Figure 2.14 Runway 30L Departures A-27
Figure 2.15 Runway 30R Departures A-28
Figure 2.16 Runway 35 Departures A-29
75
£¤169
£¤212
§¨¦35W
§¨¦35
§¨¦494
§¨¦35E
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 4Overall Use Percentage
Figure 2.1
0 2.5 51.25
Miles
76
£¤169
£¤12
£¤394
£¤10
£¤212
§¨¦394
§¨¦694
§¨¦494
§¨¦35E
§¨¦35W
§¨¦94
§¨¦94
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 12LOverall Use Percentage
Figure 2.2
0 3 61.5
Miles
77
£¤169
£¤12 £¤394
£¤10
£¤212
§¨¦394
§¨¦494
§¨¦35W
§¨¦94
§¨¦35E
§¨¦94
§¨¦694
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 12ROverall Use Percentage
Figure 2.3
0 3 61.5 Miles
78
£¤169
£¤52
£¤61
£¤61
£¤10
£¤10
£¤212
§¨¦94
§¨¦394
§¨¦94
§¨¦35E
§¨¦494
§¨¦35E
§¨¦94
§¨¦494
§¨¦35E
§¨¦694
§¨¦94
§¨¦694
§¨¦35W
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 17Overall Use Percentage
Figure 2.4
0 3 61.5 Miles
79
£¤61
£¤52
£¤61
£¤61
£¤61
£¤10
§¨¦35W
§¨¦494
§¨¦94
§¨¦694
§¨¦35E
§¨¦35E
§¨¦694
§¨¦94
§¨¦694
§¨¦35E
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 22Overall Use Percentage
Figure 2.5
0 2.5 51.25 Miles
80
£¤61
£¤61
£¤61
£¤52
§¨¦394
§¨¦694
§¨¦494
§¨¦94
§¨¦35W
§¨¦35E
§¨¦35
§¨¦35E
§¨¦94
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 30LOverall Use Percentage
Figure 2.6
0 3.5 71.75 Miles
81
£¤61
£¤10
£¤61
£¤61
£¤52
§¨¦694
§¨¦494
§¨¦94
§¨¦35W
§¨¦35E
§¨¦35E
§¨¦94
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 30ROverall Use Percentage
Figure 2.7
0 3 61.5 Miles
82
£¤169
£¤52
£¤212
§¨¦35
§¨¦35E
§¨¦494
§¨¦35W
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - ARRIVAL RUNWAY 35Overall Use Percentage
Figure 2.8
0 3 61.5 Miles
83
£¤169 £¤61
£¤61
£¤61
£¤52
£¤61
£¤10
£¤61
£¤10
£¤212
§¨¦394
§¨¦494
§¨¦94
§¨¦35E
§¨¦35E
§¨¦94
§¨¦494 §¨¦694
§¨¦94
§¨¦35W
§¨¦694
§¨¦94
§¨¦35E
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 4Overall Use Percentage
Figure 2.9
0 3.5 71.75 Miles
84
§¨¦394
§¨¦494
§¨¦94
§¨¦35W
§¨¦35E
§¨¦35E
§¨¦35
§¨¦35E
§¨¦694
§¨¦94
§¨¦94
§¨¦694
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 12LOverall Use Percentage
Figure 2.10
0 4 82Miles
85
§¨¦394
§¨¦494
§¨¦94
§¨¦35W
§¨¦35E
§¨¦35
§¨¦35E
§¨¦694
§¨¦94
§¨¦694
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 12ROverall Use Percentage
Figure 2.11
0 4 82Miles
86
£¤169
£¤61
£¤394
£¤212
£¤61
£¤52
§¨¦94
§¨¦35W §¨¦494
§¨¦35E
§¨¦35
§¨¦394
§¨¦94
§¨¦35E
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 17Overall Use Percentage
Figure 2.12
0 3.5 71.75 Miles
87
£¤169
£¤52
£¤212
§¨¦94
§¨¦35W
§¨¦94
§¨¦35E
§¨¦35
§¨¦35E
§¨¦394
§¨¦494
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 22Overall Use Percentage
Figure 2.13
0 2.5 51.25 Miles
88
£¤169
£¤169
£¤169
£¤61
£¤61
£¤61
£¤12
£¤12
£¤52
£¤10
£¤61
£¤61
£¤10
£¤212
§¨¦394
§¨¦494
§¨¦694
§¨¦94
§¨¦35W
§¨¦35E
§¨¦35
§¨¦35E
§¨¦94
§¨¦694
§¨¦94
§¨¦94
§¨¦694
§¨¦35E
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 30LOverall Use Percentage
Figure 2.14
0 6 123Miles
89
£¤169
£¤61
£¤61
£¤61
£¤61
£¤12 £¤394
£¤52
£¤10
£¤10
£¤212
§¨¦394
§¨¦494
§¨¦94
§¨¦35W
§¨¦694
§¨¦35E
§¨¦35
§¨¦35E
§¨¦94
§¨¦94
§¨¦694
§¨¦35E§¨¦94
§¨¦694
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
2020 AEDT TRACKS - DEPARTURE RUNWAY 30ROverall Use Percentage
Figure 2.15
0 4 82Miles
90
£¤169
£¤61
£¤61
£¤52
£¤10
£¤212
§¨¦394
§¨¦494
§¨¦94
§¨¦35W
§¨¦694
§¨¦35E
§¨¦35E
§¨¦94
§¨¦494
§¨¦694
§¨¦94
§¨¦35E
2020 AEDT TRACKS - DEPARTURE RUNWAY 35Overall Use Percentage
Figure 2.16
0 3 61.5 Miles
AEDT Track Use Percentage
< 5%
5 - 10%
10 - 20%
20 - 30%
30 - 50%
> 50%
91
Appendix 3: Noise Model Grid Point Maps
Figure Content Page
Figure 3-1 to
Figure 3-5 Decibel Levels from 2020 Actual Grid Point DNLs A-31
Figure 3-6 to
Figure 3-10 Decibel Levels from Base Case Year Grid Point DNLs A-36
Figure 3-11 to
Figure 3-15
Difference in dB Level Between Block Base Case Year and 2020 Actual Grid
Point DNLs for Blocks Included in the Noise Mitigation Settlement A-41
92
(f) w � 1-w ....J ....J 8 z
(f) w � 0 z ::5 ti: 0 a.
DECIBEL LEVELS FROM 2020 ACTUAL GRID POINT DNL
Min:
53.0
Figure 3.1 ___ ..
LONE OAK RD
)_/ l YANKEE DOODLE RD
Max:
68.7
(J
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107