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02/09/2010 - Airport Relations CommissionAGENDA EAGAN AIRPORT RELATIONS COMMISSION MEETING EAGAN CITY COUNCIL CHAMBERS TUESDAY, FEBRUARY 9, 2010 7:00 P.M. I. ROLL CALL AND AGENDA ADOPTION II. APPROVAL OF MINUTES III. VISITORS TO BE HEARD IV. OLD BUSINESS A. Communications Update B. MAC Monthly Reports—Eagan-Mendota Heights Corridor Analysis/Technical Advisory Report/17-35 Departure Analysis Report C. Nighttime Runway Use / Concerns by the City of Mendota Heights V. NEW BUSINESS A. Recap of January 12, 2010 ARC Town Hall Meeting at Cedar School and Review Airport Noise Survey Results B. Review MSP Long -Term Comprehensive Plan (LTCP) Update VI. STAFF / COMMISSIONER REPORT VII. ROUNDTABLE VIII. ADJOURNMENT Auxiliary aids for persons with disabilities will be provided upon advance notice of at least 96 hours. If a notice of less than 96 hours is received, the City of Eagan will attempt to provide such aid. 1 City of Ea I. ROLL CALL AND ADOPTION OF THE AGENDA II. APPROVAL OF MINUTES IV. OLD BUSINESS III. VISITORS TO BE HEARD TO: THE EAGAN AIRPORT RELATIONS COMMISSION FROM: DIANNE MILLER, ASSISTANT TO CITY ADMINISTRATOR DATE: FEBRUARY 3, 2010 SUBJECT: AIRPORT RELATIONS COMMISSION MEETING / TUESDAY, FEBRUARY 9, 2010 The Eagan Airport Relations Commission will meet on Tuesday, February 9, 2010 at 7:00 p.m. in the Eagan City Council Chambers. In order that there is a quorum present, please contact Mary O'Brien at 651- 675 -5005 if you are unable to attend this meeting. The agenda, as presented or modified, is in order for adoption by the Commission. Per the ARC's 2009/2010 work plan, the Commission was scheduled to discuss the relationship between the City and the MAC with regards to emergency management in the month of February. However, due to the necessity to address the MAC Long -Term Comprehensive Plan in advance of the February 19 public comment deadline, per the direction of the ARC Chair, the emergency management discussion has been postponed to the March 9 ARC meeting. T e minutes of the December 8, 2009 Airport R 1ations Commission meeting are enclosed on pages 4 through 6 . Also enclosed on page / are the minutes of the January 12, 2010 Airport Relations Commission meeting held at Cedar School. These minutes, as presented or modified, are in order for adoption by the Commission. 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. A. Communications Update — It is the practice of the Airport Relations Commission to discuss their communication initiatives each month, which include articles in the Experience Eagan Newsletter, as well as stories aired on the City's local access cable channels. Currently, the recording of the ARC meeting held at Cedar School is being aired on the City's cable channels. The Commission is welcome at this time to make additional suggestions for communication initiatives regarding airport issues. B. MAC Monthly Reports - Eagan/Mendota Heights Corridor Analysis/Technical Advisory Report /17 -35 Departure Analysis Report - Enclosed on pages through is the December 2009 Eagan/Mendota Heights Corridor Analysis. Enclosed on pages �" through53 is the December 2009 Technical Advisory Report. Enclosed on pages 5i+ through Coc7 is the December 2009 Runway 17 Departure Analysis Report. The December reports were the most current reports available on the MAC website at the time of packet preparation. It is the practice of the Commission to review the reports and discuss any significant deviations that may have occurred or any other noteworthy occurrences as reported in the analyses. In January of 2010, Assistant to the City Administrator Miller was contacted by MSP Air Traffic Control Tower Manager Rydeen regarding the poor compliance in the corridor during the month of December 2009. Mr. Rydeen apologized for the lack of compliance and noted that additional training has been provided to controllers to improve the compliance in the corridor for 2010. C. Nighttime Runway Use / Concerns by the City of Mendota Heights - As has been previously noted to the ARC, the City of Mendota Heights has raised concerns regarding the lack of balance of nighttime operations on the parallel runways; namely, significantly more departures occurring on the north parallel runway. The Noise Oversight Committee (NOC) further discussed the issue at their January 20, 2010 meeting. Enclosed on pages 101 through —7 (g is the background information that was provided to the NOC, including the correspondence that was originally sent to the FAA from the NOC on October 2, 2009, as well as Mr. Rydeen's response on October 15, 2009. Also enclosed on page? -8 i is a letter dated December 14, 2009 from the City of Mendota Heights raising additional questions of the FAA with regard to nighttime parallel runway use. Mr. Rydeen was present at the January 20 NOC meetin and responded to additional questions raised by the City of Mendota Heights. Enclosed on pages through t 09 is the Power Point presentation that Mr. Rydeen used to respond to the issues raised by the City of Mendota Heights. In summary, Mr. Rydeen noted three primary factors as to why the north parallel runway has continuously been used for more nighttime departures than the south parallel runway. Those three factors are: gate location (parking position), low traffic demand, and destination of the departing aircraft. No action is required by the ARC. This item is for informational purposes only. V. NEW BUSINESS A. Recap of January 12, 2010 ARC Town Hall Meeting at Cedar School and Review Airport Noise Survey Results — The Eagan Airport Relations Commission held an airport town hall meeting on Tuesday, January 12, at Cedar School in Eagan. Postcard invitations were sent to approximately 900 Eagan residents who live in the Cedar Grove area. The postcard also included a link inviting residents to take a survey regarding airport noise. Enclosed on pages 1 1 () through 1 1 7 is a summary of the airport noise survey, which includes all responses and open ended comments made by those who submitted the survey. In total, there were 39 people who responded to the airport noise survey. The Commission is encouraged to discuss their reactions to the January 12 town hall meeting and make any recommendations as to content or logistics for future such meetings. The Commission is also encouraged to review the survey results and make any recommendations on issues to discuss based on comments from the respondents. B. Review MSP Long Term Comprehensive Plan (LTCP) Update — The Metropolitan Airports Commission previously completed a Long Term Comprehensive Plan (LTCP) for the Minneapolis /St. Paul Airport in 1996. The 2009 LTCP Update is the first revision to the plan since 1996 and reflects the substantial changes at MSP and the aviation industry over the past 13 years. Currently, the MAC is accepting ublic comments to the LTCP, which are due to the MAC by February 19, 2010. Enclosed on pages 1 • through ) is an Executive Summary of the LTCP. Enclosed on pages through 1 ' is Chapter 5 of the update, which addresses environmental considerations, including noise impact. Included in the environmental consideration section, and enclosed separately on page 7 a are the forecasted 2030 noise contours. Also enclosed on pages f1 1 through, is a memo from Community Development Director Hohenstein summarizing the comments that the Community Development staff is recommending from the planning and building inspections perspectives. Enclosed on pagef a map that was prepared by City staff to demonstrate the difference between the current 2007 noise contours and the forecasted 2030 contours as proposed in the LTCP. Given the size of the entire LTCP Update, a hard copy of all chapters is not included in this packet. However, should the ARC wish to view the update in its entirety, they can go to http : / /www.mspairport.com/about -msp /long -term- comp- plan/ltcp draft_document.aspx. The Commission is asked to review the executive summary and environmental consideration chapter and any other components of the LTCP in order to make a recommendation to the City Council on comments that the City of Eagan should submit to the MAC. Any comments made by the ARC will be forwarded to the City Council for consideration at their February 16 meeting. The City representatives on the Noise Oversight Committee (NOC) met on Tuesday, February 2 to discuss issues or areas of concern with regard to the LTCP so that all of the communities surrounding MSP Airport can be consistent in the comments being made regarding the document. At the February 9 ARC meeting, Assistant to the City Administrator Miller will provide an update on the NOC city meeting and will provide the ARC with the comments being recommended collectively by the NOC city representatives. VI. STAFF / COMMISSIONER REPORT VII. ROUNDTABLE VIII. ADJOURNMENT Assistant to City Administrator Per the request of the Commission, this agenda item has been added so that Commissioners have the opportunity to ask questions or make requests for future agenda items. Per the request of the Commission, the Eagan ARC meetings will go no later than 8:30 p.m. unless agreed upon by the Commission. MINUTES OF THE EAGAN AIRPORT RELATIONS COMMISSION MEETING DECEMBER 8, 2009 A regular meeting of the Eagan Airport Relations Commission was held on Tuesday, December 8, 2009 at 7:00 p.m. Those present were Curtis Aljets, Steve Beseke, James Casper, Dan Johnson, Luke Olson, Chad Stambaugh, Chuck Thorkildson and Carol Whisnant. Also present was Assistant to the City Administrator Miller. AGENDA Chair Thorkildson suggested reversing Old Business and New Business items, and to delete the Communications Update which will be discussed at the January town hall meeting. Whisnant made a motion to approve the agenda as modified. Beseke seconded the motion. All members voted in favor. APPROVAL OF MINUTES Beseke made a motion to approve the minutes of the November 10, 2009 regular meeting of the Eagan Airport Relations Commission. Johnson seconded the motion. All members voted in favor. VISITORS TO BE HEARD There were no visitors to be heard. PRESENTATION / JOHN NELSON, MAC NOISE MITIGATION PROGRAM Miller introduced John Nelson, Noise Mitigation Program Coordinator for the MAC, stating that Mr. Nelson will provide an update to the Commission on the noise mitigation program that is underway as a result of the legal settlement that occurred in 2007. Mr. Nelson gave an overview of the noise mitigation program. He stated the MAC will hold orientation meetings beginning in January 2010 for Eagan homeowners. Mr. Nelson discussed Phase I, which is a 5 decibel reduction package modification. He stated there are no eligible homes in Eagan in this phase. Mr. Nelson stated 453 homes were eligible for Phase I and 400 homes participated in the program, with the average home costing $27,600. Mr. Nelson discussed Phase 2A & 2B. He stated Phase 2A is central air conditioning plus $4,177 to be applied toward additional mitigation. He noted the homeowner can personally contribute up to $1,000. Mr. Nelson noted there are 2,833 eligible homes in Bloomington, Eagan, Richfield and Minneapolis. He stated homeowner orientation began in January 2009 and this phase is scheduled to be completed by December 2012. L4 Eagan Airport Relations Commission December 8, 2009 Page 2 of 3 He further stated Phase 2b is for homes that already have air condition or do not want it. Rather, they can receive $14,620 to be used for noise mitigation. He noted there are 2,515 eligible homes in Bloomington, Eagan, Richfield and Minneapolis. Mr. Nelson stated construction will begin January 2010 and completion is scheduled for December 2012. Mr. Nelson discussed Phase 3, which is the area eligible for reimbursement. He stated approximately 200 homes in Eagan are eligible for this phase. He stated Phase 4 is a multifamily project for residents in the 60 — 64 DNL and is for air conditioning covers or air conditioning installation. There was discussion regarding the difference in the programs, participation, homeowner contributions and reimbursements, and warranty on materials. PLANS FOR JANUARY 12, 2010 ARC TOWN HALL MEETING Miller introduced the item stating, per the request of the Commission, a town hall meeting has been scheduled for January 12, 2010 and will be held at 7:00 p.m. at Cedar School in Eagan. Miller stated it will cost approximately $500 for 900 postcards to be printed and mailed. Casper made a motion asking the City Council to approve an expenditure of printing and mailing notices to residents regarding an airport noise town hall meeting on January 12, 2010. Stambaugh seconded the motion. All members voted in favor. Whisnant made a motion to extend the meeting beyond 8:30 p.m. Casper seconded the meeting. All members voted in favor. The Commission discussed the focus of the January meeting and issues to be covered on the airport noise survey. It was decided to include 5 to 7 questions with multiple choice answers and room for comments on the survey. MAC MONTHLY REPORTS — EAGAN/MENDOTA HEIGHTS CORRIDOR ANALYSIS/TECHNICAL ADVISORY REPORT /17 -35 DEPARTURE ANALYSIS REPORT Miller introduced the item stating the enclosed October 2009 Eagan/Mendota Heights Corridor Analysis Report, the October 2009 Technical Advisory Report and the October 2009 Runway 17 Departure Analysis Report are the most current reports available on the MAC website. Thorkildson discussed the corridor analysis report and the top 10 noise events noting the MD80 aircraft. ROUNDTABLE Thorkildson had positive comments on the joint meeting with the Airport Commission from Mendota Heights. Eagan Airport Relations Commission December 8, 2009 Page 3 of 3 ADJOURNMENT Upon motion by Beseke, seconded by Whisnant, the meeting adjourned at 9:01 p.m. All members voted in favor. DATE SECRETARY MINUTES OF THE EAGAN AIRPORT RELATIONS COMMISSION MEETING A special airport noise town hall meeting of the Eagan Airport Relations Commission was held on Tuesday, January 12, 2010 at Cedar School (2140 Diffley Road) at 7:00 p.m. Those present were Curtis Aljets, Steve Beseke, James Casper, Dan Johnson, Luke Olson, Chad Stambaugh, Chuck Thorkildson and Carol Whisnant. Also present was Assistant to the City Administrator Miller. Chair Thorkildson opened the meeting and welcomed the approximate 90 attendees. Thorkildson provided an overview of the roles and responsibilities of the Eagan Airport Relations Commission (ARC). Members of the ARC introduced themselves. Chad Leqve, Manager of the Aviation Noise and Satellite Programs for the MAC, was introduced and provided a presentation on the current and future trends of operations at MSP Airport, as well as a summary of noise mitigation efforts underway at the MAC. Mr. Leqve and the members of the ARC responded to questions of the audience pertaining to the role of the ARC and the nature of the operations from Runway 17/35. Thorkildson thanked the residents for attending the meeting and encouraged them to take the online Eagan airport noise survey that was prepared specifically for their neighborhood. The meeting adjourned at 8:40 p.m. JANUARY 12, 2010 AGENDA ADJOURNMENT DATE SECRETARY 7 12/01/2009 - 12/31/2009 Eagan /Mendota Heights Departure Corridor Analysis Minneapolis -St. Paul International Airport This report is for infQrmational purposes only and cannot be used for enforcement purposes. Metropolitan Airports Commission 2655* Carrier Jets Departed Runways 12L and 12R in December 2009 2296 (86.5 %) of those Operations Remained in the Corridor 2655* Total 12L & 12R Carrier Departure Operations 2296 (86.5 %) Total 12L & 12R Carrier Departure Operations in the Corridor Minneapolis -St. Paul Penetration Gate Plot for In Corridor Gate 12/01/2009 00:00:00 - 12/31/2009 23:59:59 2296 Tracks Crossed Gate: Left = 1060 (46.2 %), Right = 1236 (53.8 %) *This number includes 1 12L departure track that began beyond the corridor boundaries; therefore the compliance of this track is undetermined. Monthly Eagan /Mendota Heights Departure Condor Analysis. Report Generated: 01/08/2010 14:21 Page 1 Metropolitan Airports Commission 71 (2.7 %) Runway 12L and 12R Carrier Jet Departure Operations were North of the 090° Corridor Boundary During December 2009 Of those, 42( - - )Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park L Sir J .r C MU f i 4 l4e d ® IIiN� trp: 7,111 41 Minneapolis -St. Paul Penetration Gate Plot for North Corridor Gate 12/01/2009 00:00:00 - 12/31/2009 23:59:59 71 Tracks Crossed Gate: Left = 45 (63.4 %), Right = 26 (36.6 %) Page 2 Monthly Eagan /Mendota Heights Departure oidor Analysis. Report Generated: 01/08/2010 14:21 Metropolitan Airports Commission 287 (10.8 %) Runway 12L and 12R Carrier Jet Departure Operations were South of the Corridor (South of 30L Localizer) During December 2009 Of those, 23( — )Returned to Corridor Before Reaching SE Border of Ft. Snelling State Park Minneapolis -St. Paul Penetration Gate Plot for South Corridor Gate 12/01/2009 00:00:00 - 12/31/2009 23:59:59 287 Tracks Crossed Gate: Left = 153 (53.3 %), Right = 134 (46.7 %) Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 01/08/2010 14:21 Page 3 Metropolitan Airports Commission 9 (0.3 %) Runway 12L and 12R Carrier Jet Departure Operations were 5° South of the Corridor (5° South of 30L Localizer) During December 2009 Minneapolis -St. Paul Penetration Gate Plot for 5° South Corridor Gate 12/01/2009 00:00:00 - 12/31/2009 23:59:59 9 Tracks Crossed Gate: Left = 6 (66.7 %), Right = 3 (33.3 %) Page 4 Monthly Eagan /Mendota Heights Departure C1rridor Analysis. Report Generated: 01/08/2010 14:21 a Airport City Heading (deg.) #Ops Percent of Total O SEA SEATTLE 278° 63 2.4% ORD CHICAGO (O'HARE) 124° 63 2.4% ATL ATLANTA 149° 47 1.8% SLC SALT LAKE CITY 252° 42 1.6% PDX PORTLAND 272° 41 1.5% SFO SAN FRANCISCO 251° 40 1.5% YYZ TORONTO 95° 33 1.2% LAX LOS ANGELES 238° 31 1.2% DEN DENVER 237° 30 1.1% DFW DALLAS/ FORT WORTH 193° 30 1.1% LAS LAS VEGAS 243° 29 1.1 BIS BISMARCK 291° 27 1% DTW DETROIT 105° 27 1% DLH DULUTH 19° 25 0.9% PHX PHOENIX 231° 25 0.9% Metropolitan Airports Commission Top 15 Runway 12L/12R Departure Destinations for December 2009 Monthly Eagan /Mendota Heights Departure odor Analysis. Report Generated: 01/08/2010 14:21 Page 5 December 2009 Noise Oversight Committee (NOC) Technical Advisor's Report S p Minneapolis -St. Paul International Airport Table of Contents for December 2009 Complaint Summary 1 Noise Complaint Map 2 FAA Available Time for Runway Usage 3 MSP All Operations Runway Usage 4 MSP Carrier Jet Operations Runway Usage 5 MSP Carrier Jet Fleet Composition 6 MSP All Operations Nighttime Runway Usage 7 MSP Carrier Jet Operations Nighttime Runway Usage 8 MSP Scheduled Nighttime Operators 9 11 MSP Top 15 Nighttime Operators by Type 12 MSP Top 15 Nighttime Operators Stage Mix 13 Airport Noise and Operations Monitoring System Flight Tracks 14 -17 MSP ANOMS Remote Monitoring Tower Site Locations Map 18 Time Above dB Threshold for Carrier Jet Arrival Related Noise Events 19 Time Above dB Threshold for Carrier Jet Departure Related Noise Events 20 Carrier Jet Arrival Related Noise Events 21 Carrier Jet Departure Related Noise Events 22 MSP Top Ten Aircraft Noise Events per RMT 23 -35 Analysis of Daily and Monthly Aircraft Noise Events DNL 36 -38 A Product of the Metropolis ports Commission ANOMS Program Nature of MSP Complaints Complaint i Total Early /Late 39 281 Engine Run -up 0 1 Excessive Noise 826 814 Frequency 8 511 Ground Noise 2 10 Helicopter 0 0 Low Flying 2 458 Structural Disturbance 8 95 Other 1 55 Total 3111 Complaints by Airport Airport Total MSP 1695 Airlake 0 Anoka 75 Crystal 0 Flying Cloud 232 Lake Elmo 0 St. Paul 3 Misc. 0 Total 2005 Time of Day Time Total 0000 -0559 8 56 0600 -0659 11 29 0700 -1159 197 230. 1200 -1559 214 92 1600 -1959 191 233 2000 -2159 117 143 2200 -2259 83 63 2300 -2359 5 23 Total < 1695 City RICHFIELD EAGAN APPLE VALLEY MENDOTA HEIGHTS MINNEAPOLIS SAINT LOUIS PARK BLOOMINGTON BURNSVILLE SAINT PAUL EDINA LILYDALE EDEN PRAIRIE CHANHASSEN CHAMPLIN Total Arrival 0 0 0 0 0 0 0 0 0 0 0 0 0 0 41 232 19 76 369 Departure 0 1 0 0 4 0 0 0 0 0 0 0 0 1 189 106 27 < 347 Other 797 3 0 2 13 0 3 0 0 1 1 0 0 0 43 24 31- 979 Number of Complaints 798 277 265 141 94 83 15 9 7 2 1 1 1 1 1695 Number of Complainants 2 10 8 6 31 2 3 3 4 2 1 1 1 1 75 % of Total Complaints 47.1% 16.3% 15.6% 8.3% 5.5% 4.9% 0.9% 0.5% 0.4% 0.1% 0.1% 0.1% 0.1% 0.1% Note: Shaded Columns represent MSP complaints filed via the Internet. Sum of % Total of Complaints may not equal 100% due to rounding. `As of May 2005, the MSP Complaints by City report includes multiple complaint descriptors per individual complaint. Therefore, the number of complaint descriptors may be more than the number of reported complaints. Report Generated: 01/08/2010 14:54 MSP Complaints by City December 2009 1 (e cks isviIle T ` - 2 - MSP International Airport Aviation Noise Complaints for December 2009 Number of Complaints per Address • • • 1'7 • • • 1 -2 3 -6 7 -10 11 -16 17-47 48 -122 123 -228 229 -797 Report Generated: 01/08/2010 14 :54 Report Generated: 01/08/2010 14:54 Available Hours for Runway Use December 2009 (Source: FAA Aviation Systems Performance Metrics Data) Nighttime Hours 10:30pm to 6:OOam FAA Average Daily Count Note: Sum of daily average count may not equal total due to rounding. As of January 2009, the FAA Aviation Systems Performance Metric (ASPM) was the source for the Available Hours for Runway Use report. December 2008 December 2009 Air Carrier 747 716 Commuter 374 338 General Aviation 35 36 Military 6 9 Total 1162 9 099 Report Generated: 01/08/2010 14:54 Available Hours for Runway Use December 2009 (Source: FAA Aviation Systems Performance Metrics Data) Nighttime Hours 10:30pm to 6:OOam FAA Average Daily Count Note: Sum of daily average count may not equal total due to rounding. As of January 2009, the FAA Aviation Systems Performance Metric (ASPM) was the source for the Available Hours for Runway Use report. All Operations Runway Use Report December 2009 RWY 04 12L 12R 17 22 30L 30R 35 Total Arrivals RWY 04 12L 12R 17 22 30L 30R 35 Arrival/ Departure Arr Arr Arr Arr Arr Arr Arr Arr Arrival/ Departure Dep Dep Dep Dep Dep Dep Dep Dep So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis Total Departures Total Operations 0 2682 2566 0 0 3828 4478 3400 16954 Count Operations 6 1858 1319 2316 7 5229 5957 6 16698 33652 0% 15.8% 15.1% 0% 0% 22.6% 26.4% 20.1% 0% 11.1% 7.9% 13.9% 0% 31.3% 35.7% 0% Last Year Count Operations 1 3893 3769 0 0 3742 4140 2305 17850 Last Year Count Operations 4 2630 1625 4035 11 4237 5061 0 17603 35453 Last Year Percent 0% 21.8% 21.1% 0% 0% 21% 23.2% 12.9% Last Year 0% 14.9% 9.2% 22.9% 0.1% 24.1 % 28.8% 0% - 4 - Note: Sum of RUS % may not equal 100% due to rounding. Report Generated: 01/08/2010 14:54 04 12L 12R 17 22 30L 30R 35 Total Arrivals 04 12L 12R 17 22 30L 30R 35 Arrival/ Departure Arr Arr Arr Arr Arr Arr Arr Arrival/ Departure Dep Dep Dep Dep Dep Dep Dep Dep Overflight Area So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan Overflight Area St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis Total Departures Total Operations Count Operations 0 2311 2313 0 0 3248 3874 2852 14598 Count Operations 6 1485 1170 2134 5 4540 5035 5 14380 28978 0% 15.8% 15.8% 0% 0% 22.2% 26.5% 19.5% Percent 0% 10.3% 8.1% 14.8% 0% 31.6% 35% 0% Last Year Count Operations 0 3151 3249 0 0 3221 3403 1876 14900 Last Year Count Operations 3 2033 1425 3564 8 3647 4094 0 14774 29674 Last Year 0% 21.1% 21.8% 0% 0% 21.6% 22.8% 12.6% Last Year Percent 0% 13.8% 9.6% 24.1 % 0.1% 24.7% 27.7% 0% Report Generated: 01/08/2010 14:54 Carrier Jet Operations Runway Use Report December 2009 as Note: Sum of RUS % may not equal 100% due to rounding. -5- Type FAR Part 36 Take - Off Noise Level Aircraft Description Stage Count Percent B742 110 Boeing 747 -200 3 18 0.1% DC10 103 McDonnell Douglas DC10 3 113 0.4% B744 101.6 Boeing 747 -400 3 62 0.2% DC8Q 100.5 McDonnell Douglas DC8 Re- manufactured 3 12 0% MD11 95.8 McDonnell Douglas MD11 3 127 0.4% B767 95.7 Boeing 767 3 2 0% A330 95.6 Airbus Industries A330 3 185 0.6% B72Q 94.5 Boeing 727 Modified Stage 3 3 108 0.4% A300 94 Airbus Industries A300 3 74 0.3% A310 92.9 Airbus Industries A310 3 2 0% MD80 91.5 McDonnell Douglas MD80 3 1006 3.5% B757 91.4 Boeing 757 3 2164 7.5% DC9Q 91 McDonnell Douglas DC9 Modified Stage 3 3 2574 8.9% A321 89.8 Airbus Industries A321 3 111 0.4% B734 88.9 Boeing 737 -400 3 51 0.2% A320 87.8 Airbus Industries A320 3 3574 12.3% B735 87.7 Boeing 737 -500 3 72 0.2% B738 87.7 Boeing 737 -800 3 1140 3.9% A319 87.5 Airbus Industries A319 3 3366 11.6% B7377 87.5 Boeing 737 -700 3 637 2.2% A318 87.5 Airbus Industries A318 3 60 0.2% B733 87.5 Boeing 737 -300 3 371 1.3% MD90 84.2 McDonnell Douglas MD90 3 8 0% E145 83.7 Embraer 145 3 899 3.1% E190 83.7 Embraer 190 3 232 0.8% E170 83.7 Embraer 170 3 3317 11.4% B717 83 Boeing 717 3 299 1% CRJ 79.8 Canadair Regional Jet 3 8093 27.9% E135 77.9 Embraer 135 3 301 1% Totals 28978 December 2009 MSP Carrier Jet Fleet Composition Note: Sum of fleet mix % may not equal 100% due to rounding. Stage 2 Stage 3 Stage 3 Manufactured Total Stage 3 Count 0 2682 26296 28978 Current Percent 0% 9.3% 90.7% Last Years Percent 0% 9.4% 90.6% Note: Stage 3 represent aircraft modified to meet all Stage 3 criteria as outlined in Federal Aviation Regulation (FAR) Part 36. This includes hushkit engines, engine retrofits or aircraft operational flight configurations. UPS DC8Q are re- engined with manufactured Stage 3 engines and are classified as Stage 3 Manufactured as of January 1, 2008. -The Provided Noise levels from FAR Part 36 are the loudest levels documented per aircraft type during take -off measured in EPNL dBA (Effective Perceived Noise Level). -EPNL is the level of the time integral of the antilogarithm of one -tenth of tone - corrected perceived noise level of an aircraft flyover measured in A- weighted decibels. Report Generated: 01/08/2010 14:54 Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report December 2009 immumar RWY 04 12L 12R 17 22 30L 30R 35 Total Arrivals RWY 04 12L 12R 17 22 30L 30R 35 Arrival/ Departure Arr Arr Arr Arr Arr Arr Arr Arr Arrival/ Departure Dep Dep Dep Dep Dep Dep Dep Dep Overflight Area So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis Total Departures Total Operations Count Operations 0 121 177 0 0 442 253 7 1000 Count Operations 0 91 72 16 0 123 143 0 445 1445 0% 12.1% 17.7% 0 % 0% 44.2% 25.3% 0.7% 0% 20.4% 16.2% 3.6% 0% 27.6% 32.1% 0% Last Year Count Operations 0 143 259 0 0 593 312 4 1311 Last Year Count Operations 0 232 148 80 0 252 372 0 1084 2395 Last Year Percent 0% 10.9% 19.8% 0% 0% 45.2% 23.8% 0.3% Last Year Percent 0% 21.4% 13.7% 7.4% 0% 23.2% 34.3% 0% Report Generated: 01/08/2010 14:54 as Note: Sum of RUS % may not equal 100% due to rounding. -7- Nighttime Carrier Jet Operations 10:30 p.m. to 6:00 a.m. Runway Use Report December 2009 04 12L 12R 17 22 30L 30R 35 Total Arrivals 04 12L 12R 17 22 30L 30R 35 Arrival/ Departure Arr Arr Arr Arr Arr Arr Arr Arr Arrival/ Departure Dep Dep Dep Dep Dep Dep Dep Dep So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis Total Departures Total Operations Count Operations 0 111 164 0 0 414 236 4 929 Count Operations 0 73 62 13 0 109 119 0 376 1305 Percent 0% 11.9% 17.7% 0% 0% 44.6% 25.4% 0.4% 0% 19.4% 16.5% 3.5% 0% 29% 31.6% 0% Last Year Count Operations 0 138 237 0 0 542 284 3 1204 Last Year Count Operations 0 200 127 77 0 213 315 0 932 2136 Last Year Percent 0% 11.5% 19.7% 0% 0% 45% 23.6% 0.2% Last Year Percent 0% 21.5% 13.6% 8.3% 0% 22.9% 33.8% 0% - 8 - a3 Note: Sum of RUS % may not equal 100% due to rounding. Report Generated: 01/08/2010 14:54 Airline Stage 2 Stage3 Manufactured Stage 3 Total Northwest (NWA) 0 17 104 121 Sun Country (SCX) 0 0 82 82 American (AAL) 0 0 57 57 UPS (UPS) 0 0 52 52 Midwest Airlines (MEP) 0 0 42 42 United (UAL) 0 0 41 41 FedEx (FDX) 0 0 39 39 US Airways (USA) 0 0 34 34 Delta (DAL) 0 0 33 33 Frontier Airlines (FFT) 0 0 31 31 Continental (COA) 0 0 23 23 Airtran (TRS) 0 0 10 10 Southwest (SWA) 0 0 4 4 Total 0 17 552 569 100 90 80 rri C 70 0 60 Q 0 ` 50 0 40 E 30 20 10 0 Report Generated: 01/08/2010 14:54 January 2010 Nighttime Scheduled Carrier Jet Operations 10:30 p.m. to 6:00 a.m. 8 1 O ti M v Q C kg O e C) O `..2 C) O k�-1 C'�7 im' O T C) O :f21 C N N N N N N O . O p 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 g Time January 2010 Nighttime Scheduled Carrier Jet Operations 10:30 p.m. to 6:00 a.m. -9- Time ND Carrier Flight Number Equipment Stage 3 Days of Operation Routing 22:30 A Sun Country 416 B737 M M PSP MSP 22:37 A United 726 A319 M TWThF OAK DEN MSP 22:37 A United 463 A320 M Su ORD MSP 22:37 A Northwest 2397 A319 M TWThFSu JFK MSP 22:37 A United 726 A320 M Su OAK DEN MSP 22:38 A Northwest 2397 A320 M M JFK MSP 22:40 A United 463 A320 M TWThF ORD MSP 22:40 A Sun Country 346 B738 M M MCO MSP 22:40 A Sun Country 216 B738 M MWF IFP MSP 22:42 A Airtran 869 B737 M MTWThFSu FLL ATL MSP 22:45 A Sun Country 104 6738 M Su LAS MSP 22:45 A Southwest 1469 B735 M Su OKC DEN MSP 22:47 A Airtran 869 B737 M S FLL ATL MSP 22:48 A United 726 A319 M M OAK DEN MSP 22:49 A Northwest 5657 E175 M M DTW MSP 22:54 A Northwest 2589 A320 M M MCO MSP 22:58 A Northwest 7297 DC9Q H Su DTW MSP 22:58 A Northwest 7297 DC9Q H TWThF PHL DTW MSP 23:00 A American 1284 MD80 M MTWThFSSu DFW MSP 23:06 A Northwest 2598 A320 M S PVR MSP 23:06 A Frontier Airlines 108 A318 M MTWThFSu DEN MSP 23:06 A Frontier Airlines 108 A319 M S DEN MSP 23:20 A Sun Country 384 B738 M TThFSSu RSW MSP 23:25 A Sun Country 384 B738 M M RSW MSP 23:30 A Sun Country 216 B737 M S IFP MSP 23:30 A Midwest Airlines 1678 E170 M TWThFSu DFW MKE MSP 23:30 A Midwest Airlines 2309 E170 M M DFW MKE MSP 23:30 A Sun Country 416 B737 M WF PSP MSP 23:35 A American 1673 B738 M MTWThFSu DCA ORD MSP 23:36 A Delta 1522 B757 M M ATL MSP 23:45 A Delta 1522 B738 M TWThFS ATL MSP 23:45 A Sun Country 422 B738 M M LAX MSP 23:46 A Delta 1522 B757 M Su ATL MSP 23:49 A Continental 2816 E145 M MTWThFSu IAH MSP 23:50 A Sun Country 704 B738 M MTWThFSSu PHX MSP 23:53 A US Airways 984 A320 M MWThFSSu CLT MSP 23:54 A Northwest 2512 A320 M WThFSu LAX MSP 23:54 A US Airways 940 A321 M MTWThFSSu LAS PHX MSP 23:55 A Sun Country 404 B738 M MTWF SAN MSP 23:59 A Northwest 2512 A320 M M LAX MSP 00:05 A Sun Country 106 B738 M MTWThFS LAS MSP 00:15 A Sun Country 346 B738 M Su MCO MSP 00:25 A Delta 1698 B738 M T ATL MSP 00:55 A Sun Country 594 B738 M Su MZT MSP 00:58 A Northwest 2216 A320 M Su SJD MSP 04:24 A UPS 556 B757 M TWThF 04:37 A UPS 558 B757 M TWThF 05:13 A FedEx 1718 MD11 M MTSSu 05:15 A UPS 560 MD11 M TWThF 05:17 A FedEx 1718 MD11 M F January 2010 Nighttime Scheduled Carrier Jet Operations - 10 - Report Generated: 01/08/2010 14:54 Time A/D Carrier Flight Number Equipment Stage 3 Days of Operation Routing 05:20 D Delta 675 B757 M M MSP ATL STT 05:20 D Delta 1073 B738 M TWThFSSu MSP ATL PBI 05:30 D Continental 2017 E145 M MTWThF MSP IAH 05:41 A FedEx 1407 MD11 M FSu 05:43 A FedEx 1407 MD11 M MTWSSu 05:47 A Northwest 2570 A320 M WThFSu SEA MSP DCA 05:47 A Northwest 2570 A320 M S SEA MSP 05:48 A Northwest 2414 B757 M M SEA MSP MCO 05:48 A Northwest 2570 B757 M T SEA MSP DCA 05:49 A Northwest 2360 A320 M M LAS MSP DTW 05:50 A UPS 496 B757 M S 05:50 D Midwest Airlines 2411 E170 M M MSP MKE DCA 05:50 A Sun Country 398 B738 M M SFO MSP 05:50 D Midwest Airlines 1620 E170 M TWThFS MSP MKE DCA 05:55 A Northwest 2438 A333 M MTWThFSSu HNL MSP 05:57 A Northwest 2206 A320 M TWThFSu LAS MSP JFK 05:57 A Northwest 2206 A320 M S LAS MSP January 2010 Nighttime Scheduled Carrier Jet Operations Report Generated: 01/08/2010 14:54 Airline ID Stage Type Count America West AWE 3 A319 6 America West AWE 3 A320 17 America West AWE 3 A321 29 American AAL 3 MD80 31 American AAL 3 B738 34 Compass CPZ 3 E170 64 Continental Exp. BTA 3 E145 54 Delta DAL 3 MD80 7 Delta DAL 3 B7377 8 Delta DAL 3 B738 20 Delta DAL 3 B757 26 FedEx FDX 3 B72Q 9 FedEx FDX 3 MD11 13 FedEx FDX 3 DC10 22 Frontier Airlines FFT 3 A319 7 Frontier Airlines FFT 3 A318 24 Mesaba MES 3 CRJ 90 Northwest NWA 3 DC9Q 20 Northwest NWA 3 A330 24 Northwest NWA 3 A319 67 Northwest NWA 3 B757 105 Northwest NWA 3 A320 124 Pinnacle FLG 3 CRJ 61 Republic Airlines RPA 3 E190 1 Republic Airlines RPA 3 E170 31 Southwest SWA 3 B7377 10 Southwest SWA 3 B733 17 Sun Country SCX 3 B7377 22 Sun Country SCX 3 B738 138 UPS UPS 3 MD11 14 UPS UPS 3 A300 15 UPS UPS 3 B757 35 United UAL 3 A319 12 United UAL 3 A320 24 TOTAL 1181 Hour Count 2230 372 2300 417 2400 124 100 35 200 15 300 6 400 50 500 286 TOTAL 1305 December 2009 Top 15 Actual Nighttime Jet Operators by Type 10:30 p.m. to 6:00 a.m. Total Nighttime Jet Operations by Hour - 12 - Note: The top 15 nighttime operators represent 90.5% of the total nighttime carrier jet operations. ar Report Generated: 01/08/2010 14:54 Airline Stage 2 Stage 3 Manufactured Stage 3 Total Northwest (NWA) 0 20 320 340 Sun Country (SCX) 0 0 160 160 Mesaba (MES) 0 0 90 90 American (AAL) 0 0 65 65 UPS (UPS) 0 0 64 64 Compass (CPZ) 0 0 64 64 Pinnacle (FLG) 0 0 61 61 Delta (DAL) 0 0 61 61 Continental Exp. (BTA) 0 0 54 54 America West (AWE) 0 0 52 52 FedEx (FDX) 0 9 35 44 United (UAL) 0 0 36 36 Republic Airlines (RPA) 0 0 32 32 Frontier Airlines (FFT) 0 0 31 31 Southwest (SWA) 0 0 27 27 Other 0 26 98 124 Total 0 55 1250 1305 December 2009 Nighttime Carrier Jet Operations Mix for Top 15 Airlines 10:30 p.m. to 6:00 a.m. 220 200 180 160 140 120 100 80 60 40 20 0 r N N v N Report Generated: 01/08/2010 14:54 o in O u> O In o ICI o in o c, C7 c, M O O O O N N N N O O O O O O O v ,-4 N N o a o Time December 2009 Nighttime Carrier Jet Fleet Stage Mix for Top 15 Airlines 10:30 p.m. to 6:00 a.m. o u-) O I( o 1411: 0 in O e-1 C7 ri O O O O O O 0 0 O O O O M O O - 13 - Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - December 2009 Dec 1 thru 8, 2009 - 3727 Carrier Jet Arrivals Dec 1 thru 8, 2009 - 207 Nighttime Carrier Jet Arrivals Dec 1 thru 8, 2009 - 78 Nighttime Carrier Jet Departures - 14 - Dec 1 thru 8, 2009 - 3654 Carrier Jet Departures Report Generated: 01/08/2010 14:54 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - December 2009 Dec 9 thru 16, 2009 - 3689 Carrier Jet Arrivals 1 . 11 11 ' t 1 -!. . - ' 1 .1sai l \ N...., t Mr' , l'" - -et alikii , 'kle 4 v ''' - 4 'd' , .it .i le: '- Ari .....11z7 !11 ,_.,),.\\1111.._ 2.i.,,v,...,.,4,...:_,..... '. ',:_,,,, a_ ij ,.._ ...,... _ _ 1 0 ; -•■■, 54 ,V!, - ;■Ce 41.Y • , Dec 9 thru 16, 2009 - 219 Nighttime Carrier Jet Arrivals Report Generated: 01/08/2010 14:54 `6D Dec 9 thru 16, 2009 - 3649 Carrier Jet Departures Dec 9 thru 16, 2009 - 75 Nighttime Carrier Jet Departures - 15 - - 16 - Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - December 2009 Dec 17 thru 24, 2009 - 3861 Carrier Jet Arrivals Dec 17 thru 24, 2009 - 284 Nighttime Carrier Jet Arrivals Dec 17 thru 24, 2009 - 145 Nighttime Carrier Jet Departures I., i -r \ ► ,;. 0� ►� �,� tea. �� ii i11�P sM ---•••••--t � '/ Dec 17 thru 24, 2009 - 3809 Carrier Jet Departures Report Generated: 01/08/2010 14:54 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - December 2009 Dec 25 thru 31, 2009 - 3321 Carrier Jet Arrivals Dec 25 thru 31, 2009 - 219 Nighttime Carrier Jet Arrivals Dec 25 thru 31, 2009 - 78 Nighttime Carrier Jet Departures Report Generated: 01/08/2010 14:54 Dec 25 thru 31, 2009 - 3268 Carrier Jet Departures - 17 - MSP International Airport Remote Monitoring Tower (RMT) Site Locations - 18 - 0 Remote Monitoring Tower Report Generated: 01/08/2010 14:54 RMT ID City Address Time >= 65d6 Time >= 80dB !' Time > = 90dB Time >= 100dB 1 Minneapolis Xerxes Ave. & 41st St. 10:02:33 00:00:29 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 11:34:23 00:07:20 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 13:00:41 00:20:07 00:00:00 00:00:00 4 Minneapolis Park Ave. & 48th St. 11:46:34 00:08:55 00:00:00 00:00:00 5 Minneapolis 12th Ave. & 58th St. 14:14:30 01:52:56 00:00:39 00:00:00 6 Minneapolis 25th Ave. & 57th St. 12:58:36 01:27:35 00:00:59 00:00:00 7 Richfield Wentworth Ave. & 64th St. 00:50:30 00:00:40 00:00:00 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 00:34:48 00:00:04 00 :00 :00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:00:22 00:00:00 00:00:00 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:01:11 00:00:00 00:00:00 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:00:11 00:00:00 00:00:00 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:00:42 00:00:00 00:00:00 00:00:00 13 Mendota Heights Southeast end of Mohican Court 00:10:43 00:00:00 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 14:03:03 00:00:57 00:00:00 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 00:27:51 00:00:00 00:00:00 00:00:00 16 Eagan Avalon Ave. & Vilas Ln. 16:25:17 00:26:49 00:00:14 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:00:20 00:00:00 00:00:00 00:00:00 18 Richfield 75th St. & 17th Ave. 00:29:31 00:00:15 00:00:00 00:00:00 19 Bloomington 16th Ave. & 84th St. 00:07:43 00:00:04 00:00:00 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:00:20 00:00:00 00:00:00 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 00:03:35 00:00:00 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 06:49:17 00:00:07 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 01:35:49 00:01:01 00:00:00 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 13:30:00 00:00:44 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 00:30:48 00:00:00 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 00:42:46 00:00:10 00:00:00 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 00:17:14 00:00:00 00:00:00 00:00:00 28 Richfield 6645 16th Ave. S. 03:11:45 00:02:41 00:00:00 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 00:00:45 00:00:00 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 02:24:16 00:00:05 00:00:00 00:00:00 31 Bloomington 9501 12th Ave. S. 00:01:07 00:00:00 00:00:00 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:00:20 00:00:00 00:00:00 00:00:00 33 Burnsville North River Hills Park 00:01:02 00:00:00 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:05:32 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 04:26:31 00:00:02 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 09:04:00 00:00:08 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 00:02:03 00:00:00 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 00:00:46 00:00:00 00:00:00 00:00:00 39 Eagan 3477 St. Charles Pl. 00:00:00 00:00:00 00:00:00 00:00:00 Total Time for Arrival Noise Events 149:37:25 04:31:09 00:01:52 00:00:00 Time Above dB Threshold for Arrival Related Noise Events December 2009 Report Generated: 01/08/2010 14:54 - 19 - RMT ID " City Address Time >= 65dB Time >_ 80dB Time >= 90dB Time >_ 100dB 1 Minneapolis Xerxes Ave. & 41st St. 03:33:09 00:01:09 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 04:25:13 00:01:15 00:00:01 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 10:43:51 00:07:39 00:00:19 00:00:00 4 Minneapolis Park Ave. & 48th St. 12:24:03 00:12:57 00:00:10 00:00:00 5 Minneapolis 12th Ave. & 58th St. 38:43:28 02:35:55 00:15:40 00:00:00 6 Minneapolis 25th Ave. & 57th St. 44:43:22 04:10:49 00:39:37 00:00:05 7 Richfield Wentworth Ave. & 64th St. 20:08:38 00:33:59 00:00:26 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 10:38:38 00:12:00 00:00:00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:06:23 00:00:25 00:00:03 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:08:26 00:01:37 00:00:32 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:08:57 00:01:02 00:00:21 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:06:11 00:00:03 00:00:00 00:00:00 13 Mendota Heights Southeast end of Mohican Court 04:19:16 00:00:17 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 07:07:33 00:08:06 00:00:03 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 05:43:47 00:01:21 00:00:00 00:00:00 16 Eagan Avalon Ave. & Vilas Ln. 08:32:26 00:24:03 00:00:17 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:09:47 00:00:53 00:00:14 00:00:00 18 Richfield 75th St. & 17th Ave. 07:21:30 00:08:40 00:00:35 00:00:00 19 Bloomington 16th Ave. & 84th St. 04:16:22 00:01:32 00:00:06 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:21:34 00:00:16 00:00:00 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 01:13:14 00:00:04 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 01:25:30 00:00:03 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 11:43:53 00:20:46 00:00:11 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 04:17:40 00:00:55 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 05:30:07 00:00:39 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 02:37:23 00:01:28 00:00:00 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 11:36:15 00:11:28 00:00:00 00:00:00 28 Richfield 6645 16th Ave. S. 19:57:23 00:12:36 00:00:00 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 04:16:09 00:02:21 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 09:24:39 00:36:49 00:00:48 00:00:00 31 Bloomington 9501 12th Ave. S. 00:51:32 00:00:26 00:00:00 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:18 :59 00:00:27 00:00:00 00:00:00 33 Burnsville North River Hills Park 00:55:21 00:00:14 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:12:33 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 01:22:36 00:00:32 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 00:15:21 00:00:00 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 01:23:28 00:00:46 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 02:25:21 00:01:46 00:00:00 00:00:00 39 Eagan 3477 St. Charles Pl. 02:47:17 00:02:04 00:00:00 00:00:00 Total Time for Departure Noise Events 266:17:15 10:17:22 00:59:23 00:00:05 Time Above Threshold dB for Departure Related Noise Events December 2009 - 20 - Report Generated: 01/08/2010 14:54 RMT ID City Address Arrival Events >= 65dB Arrival Events >_! 80dB Arrival Events >= 90dB Arrival Events >_ 100dB 1 Minneapolis Xerxes Ave. & 41st St. 2503 19 0 0 2 Minneapolis Fremont Ave. & 43rd St. 2590 131 0 0 3 Minneapolis West Elmwood St. & Belmont Ave. 2650 260 0 0 4 Minneapolis Park Ave. & 48th St. 2697 162 0 0 5 Minneapolis 12th Ave. & 58th St. 2735 1661 23 0 6 Minneapolis 25th Ave. & 57th St. 2790 1501 41 0 7 Richfield Wentworth Ave. & 64th St. 161 9 0 0 8 Minneapolis Longfellow Ave. & 43rd St. 94 1 0 0 9 St. Paul Saratoga St. & Hartford Ave. 2 0 0 0 10 St. Paul Itasca Ave. & Bowdoin St. 6 0 0 0 11 St. Paul Finn St. & Scheffer Ave. 1 0 0 0 12 St. Paul Alton St. & Rockwood Ave. 3 0 0 0 13 Mendota Heights Southeast end of Mohican Court 41 0 0 0 14 Eagan 1st St. & McKee St. 3806 10 0 0 15 Mendota Heights Cullon St. & Lexington Ave. 110 0 0 0 16 Eagan Avalon Ave. & Vilas Ln. 3705 372 3 0 17 Bloomington 84th St. & 4th Ave. 2 0 0 0 18 Richfield 75th St. & 17th Ave. 153 5 0 0 19 Bloomington 16th Ave. & 84th St. 34 2 0 0 20 Richfield 75th St. & 3rd Ave. 1 0 0 0 21 Inver Grove Heights Barbara Ave. & 67th St. 19 0 0 0 22 Inver Grove Heights Anne Marie Trail 1951 2 0 0 23 Mendota Heights End of Kenndon Ave. 385 8 0 0 24 Eagan Chapel Ln. & Wren Ln. 3757 19 0 0 25 Eagan Moonshine Park 1321 Jurdy Rd. 103 0 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 204 3 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 56 0 0 0 28 Richfield 6645 16th Ave. S. 589 29 0 0 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 2 0 0 0 30 Bloomington 8715 River Ridge Rd. 767 2 0 0 31 Bloomington 9501 12th Ave. S. 5 0 0 0 32 Bloomington 10325 Pleasant Ave. S. 2 0 0 0 33 Burnsville North River Hills Park 6 0 0 0 34 Burnsville Red Oak Park 30 0 0 0 35 Eagan 2100 Garnet Ln. 1301 1 0 0 36 Apple Valley Briar Oaks & Scout Pond 2252 3 0 0 37 Eagan 4399 Woodgate Ln. N. 7 0 0 0 38 Eagan 3957 Turquoise Cir. 4 0 0 0 39 Eagan 3477 St. Charles PI. 0 0 0 0 Total Arrival Noise Events 35524. 4200 67 0 Arrival Related Noise Events December 2009 Report Generated: 01/08/2010 14:54 -21 - RMT ID City Address Departure Events >= 65dB Departure Events >= 80dB Departure Events >= 90dB Departure Events >_ 100dB 1 Minneapolis Xerxes Ave. & 41st St. 805 18 0 0 2 Minneapolis Fremont Ave. & 43rd St. 995 16 1 0 3. Minneapolis West Elmwood St. & Belmont Ave. 2216 72 5 0 4 Minneapolis Park Ave. & 48th St. 2452 124 2 0 5 Minneapolis 12th Ave. & 58th St. 6369 1006 214 0 6 Minneapolis 25th Ave. & 57th St. 7729 1929 365 4 7 Richfield Wentworth Ave. & 64th St. 3587 274 8 0 8 Minneapolis Longfellow Ave. & 43rd St. 2022 116 0 0 9 St. Paul Saratoga St. & Hartford Ave. 19 2 1 0 10 St. Paul Itasca Ave. & Bowdoin St. 18 8 6 0 11 St. Paul Finn St. & Scheffer Ave. 23 6 4 0 12 St. Paul Alton St. & Rockwood Ave. 19 1 0 0 13 Mendota Heights Southeast end of Mohican Court 912 5 0 0 14 Eagan 1st St. & McKee St. 1236 76 2 0 15 Mendota Heights Cullon St. & Lexington Ave. 1114 22 0 0 16 Eagan Avalon Ave. & Vilas Ln. 1298 161 4 0 17 Bloomington 84th St. & 4th Ave. 33 5 2 0 18 Richfield 75th St. & 17th Ave. 1369 120 5 0 19 Bloomington 16th Ave. & 84th St. 744 23 1 0 20 Richfield 75th St. & 3rd Ave. 73 2 0 0 21 Inver Grove Heights Barbara Ave. & 67th St. 250 3 0 0 22 Inver Grove Heights Anne Marie Trail 265 2 0 0 23 Mendota Heights End of Kenndon Ave. 1842 147 3 0 24 Eagan Chapel Ln. & Wren Ln. 821 21 0 0 25 Eagan Moonshine Park 1321 Jurdy Rd. 790 12 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 572 18 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 2374 125 0 0 28 Richfield 6645 16th Ave. S. 3317 165 0 0 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 905 29 0 0 30 Bloomington 8715 River Ridge Rd. 1553 230 17 0 31 Bloomington 9501 12th Ave. S. 191 4 0 0 32 Bloomington 10325 Pleasant Ave. S. 64 2 0 0 33 Burnsville North River Hills Park 187 4 0 0 34 Burnsville Red Oak Park 51 0 0 0 35 Eagan 2100 Garnet Ln. 279 13 0 0 36 Apple Valley Briar Oaks & Scout Pond 56 0 0 0 37 Eagan 4399 Woodgate Ln. N. 266 12 0 0 38 Eagan 3957 Turquoise Cir. 446 26 0 0 39 Eagan 3477 St. Charles Pl. 537 27 0 0 Total Departure Noise Events 47799 4826 640 4, Departure Related Noise Events December 2009 - 22 - 37 Report Generated: 01/08/2010 14:54 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #1) Xerxes Ave. & 41st St., Minneapolis 12/25/2009 14:24 12/21/2009 13:11 12/27/2009 13:06 12/01/2009 19:30 12/06/2009 13:06 12/04/2009 8:26 12/28/2009 12:27 12/23/2009 20:34 12/26/2009 15:03 12/06/2009 18:59 Flight Number NWA7344 NWA321 NWA321 NWA7246 NWA321 CC1706 NWA2113 DAL1094 NWA321 CC1706 Aircraft Type DC9Q B744 B744 DC9Q B744 B72Q B757 MD80 B744 B72Q Arrival/ Departure A D D D D D D A D D 12R 30L 30L 30L 30L 30L 30L 12L 30L 30R 83.7 83.1 82.7 82.6 82.6 82.2 82.1 82 81.9 81.7 (RMT Site #2) Fremont Ave. & 43rd St., Minneapolis 12/06/2009 18:58 12/21/2009 18:19 12/01/2009 8:53 12/22/2009 8:26 12/23/2009 17:05 12/08/2009 10:42 12/08/2009 9:01 12/08/2009 9:16 12/24/2009 7:17 12/23/2009 20:59 Flight Number CCI706 NWA7326 CCI706 NWA2527 NWA7260 N WA7177 N WA7217 NWA7332 NWA7329 N WA7219 Aircraft Type B72Q DC9Q B72Q B757 DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q D A D A A A A A A A 30R 12L 30L 12L 12L 12L 12L 12L 12R 12L 90.2 88.7 88.5 88.1 87.8 87.4 86.7 86.7 86.3 86.2 (RMT Site #3) West Elmwood St. & Belmont Ave., Minneapolis 12/21/2009 13:11 12/27/2009 13:06 12/06/2009 13:06 12/07/2009 13:01 12/11/2009 9:12 12/28/2009 16:51 12/04/2009 8:26 12/26/2009 15:02 12/24/2009 7:39 12/09/2009 14:00 NWA321 NWA321 NWA321 NWA321 CC1706 NWA321 D CC1706 NWA321 CCI706 NWA321 Aircraft Type B744 B744 B744 B744 B72Q B744 B72Q B744 B72Q B744 Arrival/ Departure D D D D D D D D A D 30L 30L 30L 30L 30L 30L 30L 30L 12R 30L 92.1 91.8 91.3 90.7 90.2 89.6 89.4 89.1 88.8 88.7 Report Generated: 01/08/2010 14:54 E - 23 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/30/2009 13:58 NWA321 B744 D 30L 94.2 12/03/2009 13:03 NWA321 B744 D 30L 92.4 12/02/2009 19:27 NWA7246 DC9Q D 30R 89.8 12/18/2009 19:17 NWA7322 DC9Q D 30R 89.7 12/08/2009 21:37 NWA7246 DC9Q D 30L 89.4 12/11/2009 13:24 NWA321 B744 D 30L 89.4 12/18/2009 13:22 NWA7372 DC9Q D 30R 89.1 12/08/2009 19:01 NWA7260 DC9Q D 30L 88.9 12/04/2009 14:28 AAL1196 MD80 D 30R 88.4 12/18/2009 13:16 NWA7393 DC9Q D 30R 88.2 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site#4) Park Ave. & 48th St., Minneapolis - 24 - (RMT Site #5) 12th Ave. & 58th St., Minneapolis 12/06/2009 13:05 12/01/2009 8:52 12/03/2009 9:05 12/01/2009 19:29 12/02/2009 8:13 12/26/2009 15:02 12/01/2009 7:27 12/21/2009 13:10 12/17/2009 19:34 12/15/2009 14:23 Flight Number NWA321 CCI706 CCI706 NWA7246 CCI706 NWA321 NWA7185 NWA321 NWA7265 NWA321 Aircraft Type B744 B72Q B72Q DC9Q B72Q B744 DC9Q B744 DC9Q B744 Arrival/ Departure D D D D D D D D D D 30L 30L 30L 30L 30L 30L 30L 30L 30L 30L 98.5 98.2 98.2 97.8 97.2 97.1 97 96.8 96.4 96.3 (RMT Site #6) 25th Ave. & 57th St., Minneapolis 12/01/2009 7:42 12/01/2009 17:38 12/26/2009 15:25 12/01/2009 7:29 12/07/2009 10:06 12/06/2009 13:33 12/18/2009 14:42 12/26/2009 16:12 12/06/2009 19:27 12/19/2009 15:10 Flight Number NWA9903 NWA7260 NWA7344 N WA7218 NWA7224 NWA7244 NWA7327 NWA7340 N WA7174 N WA7192 Aircraft Type DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q Arrival/ Departure D D D D D D D D D D Runway 30 R 30R 30R 30R 30 R 30R 30 R 30 R 30 R 30 R 101.4 100.6 100.4 100.1 99.6 99.3 99.2 99 99 98.9 Report Generated: 01/08/2010 14:54 DatelTime Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) "... 12/08/2009 15:43 NWA7252 DC9Q D 30L 94.6 12/02/2009 22:35 CCI705 B72Q D 30L 93.5 12/02/2009 7:33 AAL2263 MD80 D 30L 92.6 12/02/2009 21:32 FDX1644 B72Q D 30L 91.9 12/06/2009 10:26 DAL377 MD80 D 30L 90.5 12/08/2009 19:48 DAL1655 MD80 D 30L 90.5 12/03/2009 23:43 CCI705 B72Q D 30L 90.3 12/07/2009 10:50 AAL1408 MD80 D 30L 90 12/18/2009 19:51 NWA7212 DC9Q D 30L 89.7 12/04/2009 11:42 DAL1565 MD80 D 30L 89.6 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #7) Wentworth Ave. & 64th St., Richfield (RMT Site #8) Longfellow Ave. & 43rd St., Minneapolis 12/30/2009 13:29 12/01/2009 8:01 12/08/2009 17:13 12/14/2009 12:59 12/02/2009 17:29 12/16/2009 19:37 12/30/2009 13:40 12/02/2009 19:47 12/06/2009 14:33 12/01/2009 10:09 Flight Number NWA7365 AAL543 AAL1779 N360MB AAL772 NWA264W NWA7393 AAL429 AAL1779 NWA7232 Aircraft Type DC9Q MD80 MD80 GLF3 MD80 DC9Q DC9Q MD80 MD80 DC9Q Arrival/ Departure D D D D D D D D D D 30R 30R 30R 30L 30R 30R 30R 30R 30R 30R 89.4 88.2 87.7 87.5 87.1 87 86.8 86.8 86.4 85.8 12/05/2009 12:57 12/17/2009 13:29 12/24/2009 8:56 12/24/2009 8:58 12/18/2009 13:00 12/09/2009 9:59 12/23/2009 8:23 12/24/2009 8:46 12/02/2009 13:12 12/19/2009 15:05 Flight Number NWA321 NWA321 BMJ66 BMJ48 NWA321 BMJ48 BMJ70 BMJ62 NWA321 NWA321 Aircraft Type B744 B744 BE80 BE65 B744 BE65 BE65 BE65 B744 B744 Arrival/ Departure D D D D D D D D D D 04 04 12L 12L 04 30 R 12R 12L 04 04 90.1 84.5 79.5 79.5 75.2 74.3 74.2 73.5 72.7 72.2 Report Generated: 01/08/2010 14:54 (RMT Site #9) Saratoga St. & Hartford Ave., St. Paul -25- Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/05/2009 12:56 NWA321 B744 D 04 97.4 12/17/2009 13:28 NWA321 B744 D 04 95.6 12/02/200913:12 NWA321 B744 D 04 94.6 12/19/2009 15:05 NWA321 B744 D 04 92.8 12/13/2009 13:43 NWA321 B744 D 04 91.2 12/18/2009 13:00 NWA321 B744 D 04 90.5 12/09/2009 9:58 BMJ48 BE65 D 30R 85.6 12/05/2009 7:32 BMJ66 BE80 D 12L 82.2 12/24/2009 8:56 BMJ66 BE80 D 12L 77.7 12/24/2009 8:29 BMJ72 BE65 D 12R 77.6 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #10) Itasca Ave. & Bowdoin St., St. Paul (RMT Site #11) Finn St. & Scheffer Ave., St. Paul 12/19/2009 15:05 12/02/2009 13:12 12/18/2009 13:00 12/13/2009 13:44 12/09/2009 9:59 12/05/2009 12:57 12/23/2009 10:48 12/24/2009 8:30 12/05/2009 7:32 12/17/2009 13:29 Flight Number NWA321 NWA321 NWA321 NWA321 BMJ48 NWA321 BMJ23 BMJ72 BMJ66 NWA321 Aircraft Type B744 B744 B744 B744 BE65 B744 BE80 BE65 BE80 B744 Arrival/ Departure D D D D D D D D D D 04 04 04 04 30R 04 12L 12R 12L 04 94.1 94.1 93.9 92.3 81.3 80.3 79.5 78.1 77.9 77.6 (RMT Site #12) Alton St. & Rockwood Ave., St. Paul 12/24/2009 9:02 12/05/2009 7:23 12/22/2009 7:53 12/24/2009 8:58 12/23/2009 8:17 12/24/2009 8:46 12/24/2009 9:08 12/28/2009 14:02 12/22/2009 7:55 12/30/2009 12:18 Flight Number BMJ70 BMJ70 BMJ62 BMJ48 BMJ72 BMJ62 BMJ54 NWA2441 BMJ48 CPZ5792 Aircraft Type BE65 BE65 BE65 BE65 BE65 BE65 BE99 A319 BE65 E170 Arrival/ Departure D D D D D D D A D A 12L 12L 12L 12L 12R 12L 12L 30R 12L 12L 81 78.7 76 75.7 75.5 75 74.9 73.3 72.7 71.9 - 26 - HI Report Generated: 01/08/2010 14:54 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/24/2009 13:14 NWA321 B744 D 12R 90.8 12/23/2009 13:17 NWA321 B744 D 12R 90.7 12/08/2009 13:32 NWA321 B744 D 12R 89.7 12/24/2009 9:20 CCI706 B72Q D 12R 89.1 12/23/2009 8:44 CCI706 B72Q D 12R 88.7 12/22/200913:15 NWA321 B744 D 12R 87.7 12/30/2009 11:53 DAL1565 MD80 A 30L 87.6 12/17/200910:59 NWA9900 B744 D 12R 87.6 12/23/2009 1:22 CCI705 B72Q D 12R 87.1 12/12/2009 6:47 DAL1497 MD80 D 12R 86.7 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #13) Southeast end of Mohican Court, Mendota Heights 12/24/2009 7:30 12/08/2009 11:39 12/24/2009 10:25 12/24/2009 13:50 12/21/2009 21:47 12/24/2009 13:33 12/12/2009 15:24 12/24/2009 16:06 12/25/2009 16:05 12/23/2009 11:45 Flight Number MUA9766 N WA7187 AAL543 NWA7372 MUA557 NWA7365 NWA7225 NWA7268 NWA7340 NWA298W DC8Q DC9Q MD80 DC9Q DC8Q DC9Q DC9Q DC9Q DC9Q DC9Q Arrival/ Departure D D D D D D D D D D 12R 12L 12L 12L 12R 12L 12L 12L 12L 12L 83.2 81.6 81 81 80.6 79.7 79.5 79.4 79.1 79.1 (RMT Site #14) 1st St. & McKee St., Eagan (RMT Site #15) CulIon St. & Lexington Ave., Mendota Heights 12/23/2009 17:28 12/12/2009 19:11 12/23/2009 16:03 12/12/2009 19:30 12/25/2009 16:03 12/25/2009 13:57 12/30/2009 12:22 12/24/2009 10:25 12/24/2009 13:49 12/01/2009 11:08 Flight Number NWA7214 NWA7216 NWA7340 NWA7311 AAL597 NWA321 NWA7298 AAL543 NWA7372 BMJ72 Aircraft Type DC9Q DC9Q DC9Q DC9Q MD80 B744 DC9Q MD80 DC9Q B E80 Arrival/ Departure D D D D D D D D D D 12L 12L 12L 12L 12L 12R 12L 12L 12L 12R 88.5 84.2 83.8 83.6 83.2 82.4 82 81.8 81.8 81.6 Report Generated: 01/08/2010 14:54 ya - 27 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/22/2009 13:15 NWA321 B744 D 12R 93 12/30/2009 11:55 NWA7384 DC9Q A 30L 92.2 12/02/2009 17:30 NWA2204 B757 A 30L 92.1 12/20/2009 14:19 NWA7372 DC9Q D 12R 91.6 12/20/2009 13:23 NWA321 B744 D 12R 91 12/24/2009 13:14 NWA321 B744 D 12R 90.9 12/14/2009 14:38 NWA2222 6757 A 30L 90.4 12/23/2009 21:45 MUA557 DC8Q D 12R 89.5 12/25/2009 7:35 NWA7190 DC9Q D 12L 89.5 12/25/2009 13:56 NWA321 B744 D 12R 89.4 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #16) Avalon Ave. & Vilas Ln., Eagan (RMT Site #17) 84th St. & 4th Ave., Bloomington 12/04/2009 13:12 12/01/2009 13:41 12/12/2009 12:59 12/01/2009 21:32 12/10/2009 13:40 12/29/2009 13:35 12/04/2009 6:37 12/15/2009 22:03 12/14/2009 21:42 12/02/2009 6:42 Flight Number NWA321 NWA321 NWA321 FDX1644 NWA321 NWA321 FDX1744 FDX1207 BMJ59 BMJ46 Aircraft Type B744 B744 B744 B72Q B744 B744 B72Q DC10 BE58 BE99 Arrival/ Departure D D D D D D D D D D 22 22 22 30L 22 22 30L 30L 22 30L 94.2 93.1 85.8 81.9 80.5 79.4 78.5 78 75.9 75.2 (RMT Sie #18) 75th St. & 17th Ave., Richfield 12/10/2009 13:40 12/01/2009 13:40 12/04/2009 13:11 12/12/2009 12:58 12/29/2009 13:35 12/29/2009 9:49 12/17/2009 16:26 12/29/2009 7:05 12/12/2009 13:13 12/05/2009 7:26 Flight Number NWA321 NWA321 NWA321 NWA321 NWA321 TCA1 TRS889 BMJ64 N WA7195 NWA7222 Aircraft Type B744 B744 B744 B744 B744 C210 B717 BE65 DC9Q DC9Q Arrival/ Departure D D D D D D D D D D 22 22 22 22 22 17 17 17 17 17 97 96.9 96.8 96.7 95.1 89.1 87.8 86.8 86.1 85.7 - 28 - 43 Report Generated: 01/08/2010 14:54 Date/Time Flight Number Aircraft Type, Arrival/ Departure Runway Lmax(dB) 12/29/2009 13:35 NWA321 B744 D 22 93 12/01/2009 13:41 NWA321 B744 D 22 86.3 12/04/2009 13:12 NWA321 B744 D 22 84.8 12/21/2009 19:53 NWA7212 DC9Q D 17 83.5 12/26/2009 7:57 NWA2539 B757 D 17 83.1 12/23/2009 10:47 DAL377 MD80 D 17 82.7 12/23/2009 9:34 AAL543 MD80 D 17 82.6 12/12/2009 12:59 NWA321 B744 D 22 82.6 12/30/2009 12:33 NWA7274 DC9Q D 17 82.4 12/21/2009 20:03 DAL1725 MD80 D 17 82.1 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/10/2009 13:40 NWA321 B744 D 22 85.7 12/01/2009 21:32 FDX1644 B72Q D 30L 82.3 12/04/2009 6:37 FDX1744 B72Q D 30L 79.9 12/04/2009 13:12 NWA321 B744 D 22 78.3 12/03/2009 21:43 FDX1644 B72Q D 30L 78 12/15/2009 22:03 FDX1207 DC10 D 30L 77.6 12/01/2009 13:41 NWA321 B744 D 22 77.4 12/01/2009 22:36 CCI705 B72Q D 30L 76.8 12/12/2009 12:59 NWA321 B744 D 22 76.4 12/29/2009 13:35 NWA321 8744 D 22 75.9 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #19) 16th Ave. & 84th St., Bloomington (RMT Site #20) 75th St. & 3rd Ave., Richfield (RMT Sie #21) Barbara Ave. & 67th St., Inver Grove Heights 12/24/2009 8:03 12/29/2009 15:04 12/08/2009 13:33 12/17/2009 14:55 12/24/2009 13:30 12/01/2009 11:42 12/22/2009 15:31 12/21/2009 21:48 12/24/2009 13:34 12/30/2009 10:22 Flight Number NWA7394 NWA7344 NWA321 NWA7344 NWA7393 NWA7238 CPZ4615 MUA557 NWA7365 N WA7188 Aircraft Type DC9Q DC9Q B744 DC9Q DC9Q DC9Q E170 DC8Q DC9Q DC9Q Arrival/ Departure D D D D D D D D D D 12L 12L 12R 12L 12L 12L 12L 12R 12L 12L 83.8 82.8 80 79.9 79.6 79.5 79.2 78.9 78.8 78.5 Report Generated: 01/08/2010 14:54 - 29 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway ! Lmax(dB) 12/07/200910:24 JZA7941 CRJ A 30R 81.1 12/20/2009 13:24 NWA321 B744 D 12R 80.9 12/14/2009 10:18 TRS601 B717 A 30R 80.8 12/08/2009 14:28 N934H C650 D 12L 80.3 12/22/2009 0:28 FDX1264 B72Q D 12R 79.7 12/04/2009 4:33 FDX1744 B72Q A 30L 79.5 12/23/2009 9:35 NWA7320 DC9Q D 12L 79.4 12/09/2009 12:41 NWA7242 DC9Q A 30L 78.8 12/26/2009 13:39 NWA7372 DC9Q D 12L 78.5 12/25/2009 22:27 NWA7374 DC9Q D 12L 78.4 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/24/2009 13:49 NWA7372 DC9Q D 12L 95.6 12/12/200919:31 NWA7246 DC9Q D 12L 91.7 12/12/2009 19:33 NWA7250 DC9Q D 12L 90.7 12/24/2009 13:29 NWA7393 DC9Q D 12L 89.9 12/01/2009 11:41 NWA7238 DC9Q D 12L 89.9 12/23/2009 17:28 NWA7214 DC9Q D 12L 89.8 12/30/2009 10:48 NWA7287 DC9Q D 12L 89.8 12/17/2009 15:23 NWA7343 DC9Q D 12L 89.5 12/30/2009 9:32 NWA7387 DC9Q D 12L 89.5 12/26/2009 8:01 NWA7394 DC9Q D 12L 89.3 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #22) Anne Marie Trail, Inver Grove Heights - 30 - (RMT Site #23) End of Kenndon Ave., Mendota Heights (RMT Sie #24) Chapel Ln. & Wren Ln., Eagan 12/24/2009 13:15 12/04/2009 10:11 12/30/2009 11:54 12/22/2009 13:15 12/21/2009 23:55 12/22/2009 21:30 12/08/2009 9:43 12/23/2009 6:38 12/25/2009 11:45 12/30/2009 11:55 Flight Number NWA321 NWA2393 DAL1565 NWA321 NWA7374 MUA557 NWA7228 DAL1747 DAL1565 NWA7384 Aircraft Type B744 B757 MD80 B744 DC9Q DC8Q DC9Q MD80 MD80 DC9Q D A A D D D D D D A 12R 30R 30L 12R 12L 12R 12L 12R 12L 30L 85.1 84.9 83.1 82.7 82.5 82.3 81.9 81.8 81.7 81.6 Report Generated: 01/08/2010 14:54 Date/Time Flight Number Aircraft Type Arrival / Departure Runway Lmax(dB) 12/23/2009 23:52 CC1705 B72Q D 12R 86 12/23/2009 21:45 MUA557 DC8Q D 12R 83.2 12/08/2009 13:58 DAL1627 MD80 D 12R 82.8 12/30/2009 8:41 CCI706 B72Q D 17 81.4 12/23/2009 20:06 DAL1725 MD80 D 12R 80.7 12/24/2009 18:04 NWA7241 DC9Q D 12R 80.6 12/08/2009 11:39 DAL1565 MD80 D 12R 80.5 12/24/2009 22:42 CC1705 B72Q D 12R 80.5 12/25/2009 17:55 NWA7260 DC9Q D 12R 80.2 12/08/2009 10:33 DAL377 MD80 D 12R 80.2 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #25) Moonshine Park 1321 Jurdy Rd., Eagan (RMT Site #26) 6796 Arkansas Ave. W., Inver Grove Heights 12/22/2009 6:11 12/08/2009 13:32 12/17/2009 11:00 12/15/2009 7:52 12/21/2009 21:48 12/22/2009 21:30 12/23/2009 13:18 12/24/2009 10:48 12/24/2009 10:49 12/11/2009 8:16 Flight Number SCX8901 NWA321 NWA9900 NWA7012 MUA557 MUA557 NWA321 DAL377 NWA7320 MES3236 Aircraft Type B738 B744 B744 DC9Q DC8Q DC8Q B744 MD80 DC9Q SF34 Arrival/ Departure D D D A D D D D D A Runway 12R 12R 12R 30R 12R 12R 12R 12R 12R 30R 89.4 85.6 85 83.2 83.1 82.9 82.9 81.9 81.6 81.2 12/06/2009 12:09 12/01/2009 10:31 12/17/2009 22:45 12/04/2009 10:39 12/06/2009 7:38 12/01/2009 8:49 12/02/2009 14:17 12/07/2009 10:33 12/09/2009 9:44 12/04/2009 14:32 Flight Number AAL 1408 DAL377 CC1705 DAL377 AAL2263 AAL675 DAL1627 DAL377 CC1706 AAL 1779 Aircraft Type MD80 MD80 B72Q MD80 MD80 MD80 MD80 MD80 B72Q MD80 Arrival/ Departure D D D D D D D D D D 30L 30L 30L 30L 30L 30L 30L 30L 30L 30L 88.4 88 87.5 87.2 87.1 87 86.6 86.4 86.4 86.3 Report Generated: 01/08/2010 14:54 (RMT S'te #27) Anthony School 5757 Irving Ave. S., Minneapolis 41e -31 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway ;; Lmax(dB) 12/03/2009 21:43 FDX1644 B72Q D 30L 89.8 12/14/2009 11:30 NWA7189 DC9Q D 30L 89.2 12/04/2009 6:36 FDX1744 B72Q D 30L 88.9 12/30/2009 22:13 NWA7219 DC9Q D 30L 88.1 12/03/2009 8:02 AAL543 MD80 D 30L 88.1 12/08/2009 20:41 NWA7268 DC9Q D 30L 88.1 12/08/2009 18:59 NWA7262 DC9Q D 30L 88 12/18/2009 10:33 NWA7273 DC9Q D 17 87.9 12/01/2009 22:36 CCI705 B72Q D 30L 87.8 12/18/2009 22:01 NWA7289 DC9Q D 30L 87.6 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/18/2009 7:41 NWA7368 DC9Q D 30R 87.7 12/18/2009 12:14 NWA7274 DC9Q D 30R 86.7 12/01/2009 18:06 AAL772 MD80 D 30R 84.9 12/04/2009 19:50 AAL429 MD80 D 30R 84.9 12/06/2009 15:54 AAL597 MD80 D 30R 84.7 12/01/2009 19:48 AAL429 MD80 D 30R 84.4 12/15/2009 14:27 AAL1779 MD80 D 30R 83.4 12/04/2009 17:41 AAL772 MD80 D 30R 83.4 12/15/2009 15:51 AAL597 MD80 D 30R 83.1 12/14/2009 12:59 N360MB GLF3 D 30L 83 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #28) 6645 16th Ave. S., Richfield (RMT Site #29) Ericsson Elem. School 4315 31st Ave. S., Minneapolis (RMT Ste #30) 8715 River Ridge Rd., Bloomington Date /me 12/22/2009 9:47 12/23/2009 11:50 12/23/2009 12:01 12/23/2009 13:36 12/23/2009 13:29 12/23/2009 7:42 12/23/2009 11:03 12/22/2009 13:43 12/01/2009 11:32 12/21/2009 18:07 Flight Number CCI706 NWA7389 NWA7384 DAL1627 NWA7273 NWA7385 N WA7301 NWA7275 NWA7189 NWA7209 Aircraft Type B72Q DC9Q DC9Q MD80 DC9Q DC9Q DC9Q DC9Q DC9Q DC9Q Arrival/ Departure D D D D D D D D D D 17 17 17 17 17 17 17 17 17 17 Lmax(dB) 95.9 93.2 92.7 92.2 91.7 91.6 91.2 91.1 90.8 90.7 - 32 - �7 Report Generated: 01/08/2010 14:54 Date/Time .: Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 12/12/2009 12:59 NWA321 B744 D 22 88.1 12/22/2009 9:47 CCI706 B72Q D 17 85.8 12/21/200918:45 AAL1167 MD80 D 17 82.2 12/29/2009 13:36 NWA321 B744 D 22 80.5 12/22/2009 8:02 AAL2263 MD80 D 17 79.2 12/08/2009 8:59 CC1706 B72Q D 17 79 12/16/2009 15:07 AWE73 A320 D 17 78.7 12/26/2009 13:17 AAY5264 MD80 D 17 78.6 12/12/200914:16 AAL1196 MD80 D 17 78.2 12/16/2009 14:19 SWQ737 B734 D 17 78.1 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #31) 9501 12th Ave. S., Bloomington (RMT Site #32) 10325 Pleasant Ave. S., Bloomington 12/08/2009 8:59 12/01/2009 21:33 12/18/2009 8:38 12/04/2009 6:38 12/22/2009 9:48 12/03/2009 21:45 12/02/2009 21:34 12/22/2009 9:11 12/23/2009 8:42 12/29/2009 7:28 Flight Number CCI706 FDX1644 CC1706 FDX1744 CC1706 FDX1644 FDX1644 AAL675 AAL2263 NWA7369 Aircraft Type B72Q B72Q B72Q B72Q B72Q B72Q B72Q MD80 MD80 DC9Q Arrival/ Departure D D D D D D D D D D ............._............. Runway 17 30L 17 30L 17 30L 30L 17 17 30L 86.5 80.2 79.8 79.3 79.2 77.9 77.7 74.8 74.3 73.8 (RMT Ste #33) North River Hills Park, Burnsville 12/18/2009 9:37 12/18/2009 10:26 12/30/2009 7:38 12/23/2009 13:30 12/30/2009 8:54 12/01/2009 13:34 12/22/2009 14:29 12/12/2009 13:40 12/05/2009 15:05 12/12/2009 7:25 Flight Number DAL1597 DAL377 AAL2263 NWA7273 AAL675 N WA7211 AAL1196 NWA7197 AAL1196 NWA7185 Aircraft Type MD80 MD80 MD80 DC9Q MD80 DC9Q MD80 DC9Q MD80 DC9Q Arrival/ Departure D D D D D D D D D D 17 17 17 17 17 17 17 17 17 17 82.5 81.9 81.1 81 79.9 79.3 78.9 78.4 78.1 78 Report Generated: 01/08/2010 14:54 - 33 - Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #34) Red Oak Park, Burnsville 12/20/2009 13:28 12/18/2009 10:37 12/18/2009 9:37 12/18/2009 9:21 12/20/2009 14:04 12/18/2009 10:35 12/22/2009 14:57 12/18/2009 6:34 12/30/2009 8:54 12/18/2009 10:26 Flight Number NWA7331 NWA7203 DAL1597 NWA7320 NWA2117 NWA7301 NWA7307 DAL1747 AAL675 DAL377 Aircraft Type DC9Q DC9Q MD80 DC9Q B757 DC9Q DC9Q MD80 MD80 MD80 Arrival/ Departure D D D D D D D D D D 17 17 17 17 17 17 17 17 17 17 76 75.8 75.7 75.5 75.2 73.9 73.9 73.8 73.3 73 (RMT Site #35) 2100 Garnet Ln., Eagan 12/22/2009 20:10 12/17/2009 16:30 12/20/2009 10:56 12/26/2009 13:15 12/22/2009 10:17 12/17/2009 12:02 12/22/2009 11:01 12/17/2009 14:45 12/05/2009 14:46 12/17/2009 11:47 Flight Number NWA7265 DAL1620 DAL377 NWA7388 NWA7301 NWA7384 DAL377 DAL1563 AAL1779 NWA7281 Aircraft Type MD80 MD80 DC9Q DC9Q DC9Q MD80 MD80 MD80 DC9Q Arrival/ ;! Departure D D D D D D D D D D 17 17 17 17 17 17 17 17 17 17 83.9 82.7 81.9 81.6 81.1 81.1 81 80.7 80.7 80.7 (RMT Site #36) Briar Oaks & Scout Pond, Apple Valley 12/03/2009 7:46 12/10/2009 12:09 12/06/2009 20:36 12/06/2009 12:53 12/04/2009 14:20 12/07/2009 13:15 12/01/2009 10:26 12/06/2009 11:34 12/15/2009 7:30 12/02/2009 16:26 Flight Number MES3292 MES3549 UJT750 MES3138 NWA2226 MES3299 N WA2105 NWA2494 NWA7286 UPS2558 Aircraft Type SF34 CRJ GLF2 SF34 A320 SF34 A320 B757 DC9Q MD11 Arrival/ Departure A A A A A A A A A A Runway 35 35 35 35 30L 35 35 35 35 35 81.5 81.2 80.5 79.9 79.4 79.3 79 79 78.8 78.6 - 34 - 49 Report Generated: 01/08/2010 14:54 Date/Time : Flight Number Aircraft Type Arrival / ` Departure Runway Lmax(dB) 12/12/2009 11:28 DAL1565 MD80 D 17 85.4 12/17/2009 14:50 AAL1779 MD80 D 17 85.2 12/22/2009 13:48 DAL1627 MD80 D 17 84.8 12/12/2009 10:33 DAL377 MD80 D 17 84.6 12/12/2009 9:23 DAL1597 MD80 D 17 83.8 12/01/2009 13:14 NWA7318 DC9Q D 17 83.8 12/12/2009 17:55 DAL1655 MD80 D 17 83.2 12/22/2009 18:51 AAL597 MD80 D 17 83.1 12/30/2009 8:00 AAL543 MD80 D 17 82.4 12/22/2009 9:20 AAL543 MD80 D 17 82.1 Date/Time Flight Number > Aircraft Type Arrival/; Departure Runway Lmax(dB) 12/01/2009 13:40 DAL1627 MD80 D 17 87.4 12/01/2009 11:28 DAL1565 MD80 D 17 85.1 12/23/2009 10:56 FDX895 B72Q D 17 83.8 12/05/2009 10:28 DAL377 MD80 D 17 83.4 12/05/200913:10 DAL1627 MD80 D 17 83.1 12/22/2009 14:47 DAL1563 MD80 D 17 82.5 12/12/2009 13:21 DAL1627 MD80 D 17 82.4 12/22/2009 7:19 FDX637 B72Q D 17 82.1 12/21/200916:41 DAL1620 MD80 D 17 81.8 12/23/2009 10:48 DAL377 MD80 D 17 81.6 Date/Time < Flight Number Aircraft Type Arrival! De parture Runway Lmax(dB) 12/22/2009 9:29 DAL1597 MD80 D 17 89.4 12/26/200910:39 CPZ5774 E170 D 17 85.3 12/22/2009 7:19 FDX637 B72Q D 17 85.1 12/23/2009 7:21 NWA7369 DC9Q D 17 83.8 12/01/200911:29 DAL1565 MD80 D 17 83.6 12/23/2009 10:56 FDX895 B72Q D 17 83.3 12/05/2009 6:46 NWA7146 DC9Q D 17 82 12/23/2009 7:49 DAL1077 MD80 D 17 81.8 12/26/2009 10:24 NWA7364 DC9Q D 17 81.6 12/17/2009 14:45 DAL1563 MD80 D 17 81.3 Top Ten Loudest Aircraft Noise Events for MSP December 2009 (RMT Site #37) 4399 Woodgate Ln. N., Eagan (RMT Site #38) 3957 Turquoise Cir., Eagan (RMT Site #39) 3477 St. Charles PI., Eagan December 2009 Remote Monitoring Tower Too Ten Summary The top ten noise events and the event ranges at each RMT for December 2009 were comprised of 90.8% departure operations. The predominant top ten aircraft type was the DC9Q with 30.3% of the highest Lmax events. December 2009 Technical Advisor Report Notes Unknown fields are due to unavailability of FAA flight track data. Missing FAA radar data for 0 days during the month of December 2009. Report Generated: 01/08/2010 14:54 Sp - 35 - Date #1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13 #14 #15 12/01/2009 55.8 57.9 61.7 59.7 70.2 70.6 63.1 57.4 NA 36.5 NA 35.6 52.7 58.8 55.4 12/02/2009 54.1 55.6 59.3 60.3 68.6 70.1 65.5 58.3 32.2 52.9 52.5 NA 34 58.4 39.6 12/03/2009 51.9 56.5 57.7 59.5 68.6 70.5 66 58.1 NA NA NA NA NA 57.6 38.6 12/04/2009 52.4 55.7 58.7 59.7 68.7 70.8 63.5 58.5 48 47 44.1 37.9 NA 58.8 38.8 12/05/2009 52.6 56.7 59.1 57.4 63.7 64.2 46 50.8 49.9 55.3 44.6 39.8 50.5 54.6 52.2 12/06/2009 51.4 52.9 57.5 57.3 65.7 68.8 59.3 56.7 NA NA 26.5 NA 26.6 54.5 29.3 12/07/2009 47.9 49.2 54.3 56.1 65.1 67.9 60.4 56.3 NA NA NA NA NA 57.3 NA 12/08/2009 53.2 56.2 58 59 66.6 68.5 61.8 55.6 NA NA NA 26.6 50.7 58.8 52.5 12/09/2009 43.8 48.4 54.4 52.7 64 66.7 59.8 52.7 36.6 43.8 41.8 28 NA 57.1 44.5 12/10/2009 48.4 49.8 55.3 54.5 64.6 68.4 60.3 55.6 NA 30.8 33.1 NA 31.2 54.9 40.8 12/11/2009 48.5 55.4 57.5 56.6 63.8 65.6 53.4 52.7 38.4 50.4 25.1 35 50.8 55.3 55.6 12/12/2009 54.5 56.9 60.9 57 64.8 63.4 33.7 41.1 NA NA NA 38.2 52.3 58 55 12/13/2009 48 50.9 54 55.1 65.1 67.4 59.1 54.5 26.6 49.4 50.4 NA NA 53.2 NA 12/14/2009 47.2 49 54.6 54.8 65.2 66.4 60.5 54.3 28.4 NA 32.2 30.2 38.3 53.6 41.5 12/15/2009 42.2 54.6 56 55.2 64 65.9 57.4 54.9 37.4 45.4 48.6 41 38 55.1 43.9 12/16/2009 50.7 56.9 58.9 57.8 66.2 67.9 54.3 54.2 NA NA NA 33.9 52.8 57 53.3 12/17/2009 53.6 58.1 60 59.7 68.1 69.7 55.6 56.4 43.5 53.1 39.2 28.1 50 55.5 51.3 12/18/2009 53.5 55.4 58.1 60.3 67.3 71.2 63.1 59.1 33.8 49.6 51.7 28.9 34.6 57.7 30.6 12/19/2009 49.6 52.3 56 59.5 68.1 71.2 61.7 57.6 33.8 51.1 52.3 36.6 NA 57.8 35.6 12/20/2009 53.5 56.2 61 59.2 67 69 58.3 54.6 NA NA NA NA 48.2 59.3 50 12/21/2009 56.3 58.4 62.4 59.1 68.3 68.5 57.6 55.2 NA NA NA NA 51.4 60.3 54.7 12/22/2009 60.4 62.2 66 61.4 69.8 66.9 47.4 47.2 37.1 NA 33.5 39.6 55.2 62.1 57.2 12/23/2009 61.9 63.1 66.5 62.6 69.8 67.2 51.6 50 36.1 36.6 38.3 37.7 56 63.7 58.5 12/24/2009 60.3 61.2 65.6 61.3 69.2 66.2 51.8 44.1 43.3 41.1 37.1 43.3 56.1 60.8 56.4 12/25/2009 56.8 58.8 63.3 60 67 64.8 49.8 41.2 NA NA NA NA 52.3 60.2 54.1 12/26/2009 54.7 58.7 61.6 59.4 68.7 68 57.4 55.2 NA NA NA NA 47.1 57.4 48.8 12/27/2009 51.1 55.3 58.1 59 68.2 70 62.9 56 NA NA NA 29.5 34.1 58.5 45.7 12/28/2009 51.1 46.7 56.2 57.3 66.9 68.2 63.5 55.3 NA NA NA 33.4 30.9 55.8 36.8 12/29/2009 51.9 57.6 59.6 58.7 64.4 66.5 46.5 49.5 NA NA NA NA 51.2 55.1 53.9 12/30/2009 54.6 57.5 61.8 60.9 68.1 68.9 61.2 55.7 31.9 32.9 35.5 32.8 54.1 59.3 56.1 12/31/2009 46.4 48.3 55.6 54.8 65.2 65.9 59 53.4 NA NA 33 43.3 27.6 55.1 38 Mo.DNL 54.5 56.9 60.5 58.8 67.2 68.4 60.2 55.2 38.9 46.2 44 ` 35.7 49.8 58.2 52 Analysis of Aircraft Noise Events DNL December 2009 Remote Monitoring Towers S/ Report Generated: 01/08/2010 14:54 Date #16 ' #17 #18 #19 #20 #21 #22 #23 #24 #25 #26 #27 #28 #29 /2009 62.2 52.7 56.7 51.8 50.9 46 55.6 59.5 58 47.1 51.7 60.5 61.2 53.9 12/02/2009 63.3 48.3 47.2 43.8 49.7 NA 56 40.5 57.9 43.4 38 57.6 60.7 54.4 12/03/2009 62.8 33.5 45.4 40.6 44.2 32 56.2 46.1 58.3 30.6 40.5 58.8 60.5 55.2 12/04/2009 63.9 55.1 55.2 45 52.3 43 57.6 44.1 59.3 41.5 41.2 60.5 61.9 56.3 12/05/2009 59.7 NA 59.4 55.3 NA 44.7 52.4 57.6 53.9 48.1 47.8 48.7 58.1 48.1 12/06/2009 60.7 49.9 45.3 44.6 48.6 34.6 52.5 35.6 54.6 NA 40.6 56.3 55.6 51.2 12/07/2009 63 NA 45.8 37.5 31.9 37 53.5 50.9 55.9 33.1 39.8 55.9 54.3 49.9 12/08/2009 62.8 NA 50.5 45.3 38.6 46.9 54.6 56.5 56.9 52.5 49.8 57.4 60.1 46.5 12/09/2009 62.3 38.3 42.7 28.6 47 NA 51.8 49.2 55.5 38.5 42.6 55.2 58.6 47 12/10/2009 62.5 45.6 55.2 45.6 45.6 36.1 50.4 46.4 54.8 37.3 35.1 54.7 57 50.6 12/11/2009 60.8 50.3 54.6 47.3 38.1 32.2 49.6 58.8 53.5 52.4 47.8 52.5 54.6 48.1 12/12/2009 57.1 45.7 59.5 52.9 37.5 49 46.4 60.4 53.1 53.2 53.9 40.8 57.9 NA 12/13/2009 60.9 NA 34.4 NA 26.9 NA 49.7 NA 52.8 34.6 33.9 55.3 54.1 47.7 12/14/2009 61.4 36 42.6 40.1 34.6 30.8 48.1 42.7 53.8 36.1 32.9 55.2 56.5 48.2 12/15/2009 63.4 48.3 52 49.2 50 29.9 49.9 45.5 53.8 42.4 40.5 54.8 53.5 52 12/16/2009 58.6 43.5 53.9 51.6 42 48.1 48.9 59.5 52.5 47 54.5 55.1 57.5 42.9 12/17/2009 58.4 31.2 56.1 52.9 NA 46.8 48.3 58 54.9 47.4 51.7 60.7 58.8 47.3 12/18/2009 63.4 37.8 56.6 50.2 39.9 32.4 54.7 44.3 57.7 42.9 45.2 NA 61.3 53.9 12/19/2009 63.6 NA 29.6 NA 29.8 33.4 54.6 41.4 57.4 NA 36.1 57.7 58.1 50.5 12/20/2009 62.8 26.5 54.5 51.6 NA 40.7 53.6 57.4 57.1 47.7 48.4 54.9 57.8 49.4 12/21/2009 64 NA 54.8 52.2 NA 45 52.7 61 58.1 54.4 52.7 56.4 57.1 46.3 12/22/2009 64.7 30 58.9 55.6 NA 48.4 55.4 63.1 58.7 58.8 59.1 43.5 59.6 NA 12/23/2009 66.2 NA 55.9 52.8 NA 50.7 52.5 64.1 59.8 59.6 57.3 45.7 59.5 NA 12/24/2009 63.7 29.7 33.4 NA NA 50.2 49.3 63.2 57.2 57.3 53.4 45.6 53.9 NA 12/25/2009 62.2 NA 29.8 NA NA 45.3 51.1 61.4 56.3 53.6 50.7 NA 53.8 NA 12/26/2009 62.8 28.4 55.2 52.8 35.6 41.8 48.8 56.8 55.2 49.1 45.6 54.8 57.7 36.8 12/27/2009 64.9 NA 40.1 36.5 42 47 52.3 52.7 58.3 49.6 38.9 57.4 59.5 49.2 12/28/2009 62.1 NA 38.5 43.3 28.2 33.6 51.4 45.7 55.7 37.1 33 56.4 58.5 45.9 12/29/2009 60 42.9 59.4 55.2 44.7 46.2 47.7 59.8 52.9 47.2 45.8 47.1 57.5 28.2 12/30/2009 62.9 40.3 53.6 50.1 44.4 50 51.6 61.4 56.4 50.5 53.3 53.9 60.7 46.1 12/31/2009 62.4 39.8 31.3 42.2 29.8 45.2 49 41.7 54.6 24.8 34.9 56.5 54.8 50.7 Mo.DNL ! 62.6 45.1 54.1 49.8 44.1 44.9 52.7 57.8 56.5 51.1 50.4 55.8 58.4 49.8 Report Generated: 01/08/2010 14:54 Analysis of Aircraft Noise Events DNL December 2009 Remote Monitoring Towers - 37 - Date #30 #31 #32 #33 #34 ` #35 '' #36 #37 #38 #39 12/01/2009 58.6 40.8 45.6 45.2 36.2 52.5 54.9 46.1 49.5 47.4 12/02/2009 47.7 43.9 44.1 42.7 36.3 51.9 54.9 46 NA 27.3 12/03/2009 48 NA 40 NA NA 52.1 55.4 NA NA NA 12/04/2009 41.1 NA 51.5 NA 32.9 46.6 49.2 51.5 27.6 45.9 12/05/2009 62.4 39.6 31.9 47.7 41.2 51.5 NA 55.1 57 55.1 12/06/2009 56.6 47.8 44.8 NA 39 50.7 53.6 NA 29.1 NA 12/07/2009 46.1 33.2 NA NA 29.3 49.6 53.1 NA NA NA 12/08/2009 52.9 41.3 48.1 28.9 28.5 46.8 48.9 35.6 40.4 45 12/09/2009 44.5 31.4 37.8 NA NA 46.2 47.9 NA NA NA 12/10/2009 54.3 52 28.8 NA 31.4 50.6 50.4 NA NA NA 12/11/2009 56.4 38 NA 37.6 40.4 53.6 48.3 43.2 41.9 48.2 12/12/2009 58.8 48.6 41.3 47.5 30.2 45 36.8 43.7 48.9 53.8 12/13/2009 35.7 NA NA NA NA 40.7 44.7 NA 28.9 NA 12/14/2009 45.5 NA NA 27 28.2 47.4 50.2 NA NA 28.5 12/15/2009 60 40 38.3 40 38.9 54.4 53 47.1 42.7 48.9 12/16/2009 56.7 42.3 33.5 39.3 33.6 45.2 48.8 39.9 44.1 52.4 12/17/2009 61.6 50.1 43.7 43.6 35.1 54.1 50.5 52.5 54.4 50.1 12/18/2009 62.2 49.1 44.2 50 48.6 53.7 54.7 NA NA NA 12/19/2009 48.9 46 NA NA NA 45.7 49.4 NA NA NA 12/20/2009 59.6 37.8 43 43.4 41.5 49.6 50.1 44.5 48.1 46.5 12/21/2009 59.4 44.4 34.5 42.1 26.4 42.6 NA 43.2 47.9 49.6 12/22/2009 63.9 50.1 43 45.3 38 51 41.3 51.7 52.7 53.5 12/23/2009 61.5 NA 36.2 43.4 27.7 47.5 38.7 49.5 53.6 49.5 12/24/2009 NA NA NA 29.4 NA 27.4 NA 42.6 40.6 49.9 12/25/2009 NA NA NA NA NA NA NA NA NA NA 12/26/2009 60.5 45.2 33.7 44.7 36.4 48.6 46.5 47.9 51 47.6 12/27/2009 43.1 NA 45.9 NA NA 43.7 46 NA 28.1 39.1 12/28/2009 45.4 NA NA NA 36.3 46.5 51.7 NA NA NA 12/29/2009 61.6 46.9 41 39.4 33.2 50.1 45.5 45.7 48.4 52.2 12/30/2009 57 37 40.7 46.6 37.5 45.7 45.3 43.6 47.5 50.6 12/31/2009 45.6 35.4 NA 31.2 NA 46.1 50.4 NA NA NA Mo.DNL 57.7 44.3 42.1 42.1 37.4 49.7 50.2 46.1 47.7 48.1 - 38 - Analysis of Aircraft Noise Events DNL December 2009 Remote Monitoring Towers 53 Report Generated: 01/08/2010 14:54 12/1/2009 - 12/31/2009 Runway 17 Departure Analysis Report Minneapolis -St. Paul International Airport *This report is for inf rmat'onal purposes only and cannot be used tor entorcer'nent purposes. 5� 2134 Carrier Jets Departed Runway 17 - 12/1/2009 - 12/31/2009 Runway 17 Departure Overflight Grid Analysis 41•1111FtaM. _. II le /MY= -!M : ■ FT Metropolitan Airports Commission Runway 17 Departure Analysis Report - 12/1/2009 - 12/31/2009. Report Generated: 01/08/2010 12:19 - 1 - Runway 17 Carrier Jet Departure Operations - 12/1/2009-12/31/2009 2132 (99.9 %) West Bound Carrier Jet Departure Operations Flying the Runway 17 Jet Departure Procedure (Passing Over the 2.5 NM Tum Point) and Runway 17 Eastbound Carrier Jet Departure Operations 2 (0.1%) Carrier Jet Departure Operations Tumed West Before Passing Over the Runway 17 2.5 NM Tum Point. This is 2.0E +13% of 0 Westbound Departures Metropolitan Airports Commission Runway 17 Departure Analysis Re � 2/1/2009- 12/31/2009. Report Generated: 01/08/2010 12:19 - 2 - 0 (0 %) West Bound Carrier Jet 5 (38.5 %) West Bound Carrier Jet Departures Tumed West Between 2.5 and 3.0 NM Departures Tumed West After 3.0 NM from Start of from Start of Takeoff and Remained Over the Takeoff and Remained Over the Minnesota River Minnesota River Valley (trending with Runway 17 Valley (trending with Runway 17 River Departure River Departure Heading) Procedure) 0 (0 %) Carrier Jet Departures Turned 1 (7.7 %) Remaining West Bound Carrier West Before Passing Over the Runway 17 2.5 NM Jet Departures Flew the Runway 17 Jet Departure Turn Point Procedure (Passing Over the 2.5 NM Turn Point), and with an enroute heading to the destination airport Carrier Jet Departure Operations r 7 (53.8 %) Other Nighttime Runway 17 Nighttime Carrier Jet Departure Operations - 12/1/2009 - 12/31/2009 13 Nighttime Carrier Jet Departure Operations off of Runway 17 in 12/1/2009 - 12/31/2009 (10:30 p.m: 6:00a.m.) Metropolitan Airports Commission Runway 17 Departure Analysis Report - 12/1/2009- 12/31/2009. Report Generated: 01/08/2010 12:19 - 3 - Remote Monitoring Tower (RMT) Site Locations LEGEND Existing RMTs s Runway 17 -35 RMTs Metropolitan Airports Commission Runway 17 Departure Analysis Re ort - 12/1/2009 - 12/31/2009. Report Generated: 01/08/2010 12:19 - 4 - Date #30 #31 #32 #33 #34 #35 #36 #37 #38 #39 1 58.6 40.8 45.6 45.2 36.2 52.5 54.9 46.1 49.5 47.4 2 47.7 43.9 44.1 42.7 36.3 51.9 54.9 46 NA 27.3 3 48 NA 40 NA NA 52.1 55.4 NA NA NA 4 41.1 NA 51.5 NA 32.9 46.6 49.2 51.5 27.6 45.9 5 62.4 39.6 31.9 47.7 41.2 51.5 NA 55.1 57 55.1 6 56.6 47.8 44.8 NA 39 50.7 53.6 NA 29.1 NA 7 46.1 33.2 NA NA 29.3 49.6 53.1 NA NA NA 8 52.9 41.3 48.1 28.9 28.5 46.8 48.9 35.6 40.4 45 9 44.5 31.4 37.8 NA NA 46.2 47.9 NA NA NA 10 54.3 52 28.8 NA 31.4 50.6 50.4 NA NA NA 11 56.4 38 NA 37.6 40.4 53.6 48.3 43.2 41.9 48.2 12 58.8 48.6 41.3 47.5 30.2 45 36.8 43.7 48.9 53.8 13 35.7 NA NA NA NA 40.7 44.7 NA 28.9 NA 14 45.5 NA NA 27 28.2 47.4 50.2 NA NA 28.5 15 60 40 38.3 40 38.9 54.4 53 47.1 42.7 48.9 16 56.7 42.3 33.5 39.3 33.6 45.2 48.8 39.9 44.1 52.4 17 61.6 50.1 43.7 43.6 35.1 54.1 50.5 52.5 54.4 50.1 18 62.2 49.1 44.2 50 48.6 53.7 54.7 NA NA NA 19 48.9 46 NA NA NA 45.7 49.4 NA NA NA 20 59.6 37.8 43 43.4 41.5 49.6 50.1 44.5 48.1 46.5 21 59.4 44.4 34.5 42.1 26.4 42.6 NA 43.2 47.9 49.6 22 63.9 50.1 43 45.3 38 51 41.3 51.7 52.7 53.5 23 61.5 NA 36.2 43.4 27.7 47.5 38.7 49.5 53.6 49.5 24 NA NA NA 29.4 NA 27.4 NA 42.6 40.6 49.9 25 NA NA NA NA NA NA NA NA NA NA 26 60.5 45.2 33.7 44.7 36.4 48.6 46.5 47.9 51 47.6 27 43.1 NA 45.9 NA NA 43.7 46 NA 28.1 39.1 28 45.4 NA NA NA 36.3 46.5 51.7 NA NA NA 29 61.6 46.9 41 39.4 33.2 50.1 45.5 45.7 48.4 52.2 30 57 37 40.7 46.6 37.5 45.7 45.3 43.6 47.5 50.6 31 45.6 35.4 NA 31.2 NA 46.1 50.4 NA NA NA Av. DNL 57.7 44,3 42.1 ;'42.1 37.4 49.7 502 ` 46.1 47.7 48.1 Analysis of Aircraft Noise Levels - DNL dBA 12/1/2009- 12/31/2009 Metropolitan Airports Commission Runway 17 Departure Analysis Report - 12/1/2009 - 12/31/2009. Report Generated: 01/08/2010 12:19 - 5 - 59 Airport City Heading (deg.) #Ops Percent of Total Ops ORD CHICAGO (O'HARE) 124° 93 4.4% ATL ATLANTA 149° 92 4.3% DEN DENVER 237° 79 3.7% MDW CHICAGO (MIDWAY) 124° 66 3.1% DFW DALLAS/ FORT WORTH 193° 54 2.5% PHX PHOENIX 231° 31 1.5% DTW DETROIT 105° 28 t3% CLE CLEVELAND 109° 25 1.2% IND INDIANAPOLIS 134° 25 1.2% IAH HOUSTON 185° 25 1.2% MKE MILWAUKEE 114° 24 1.1% OMA OMAHA 205° 23 1.1% LSE LA CROSSE 124° 22 1% GRR GRAND RAPIDS, MI 109° 21 1% MEM MEMPHIS 162° 19 0.9% RMT Aircraft DNL Aircraft DNL Aircraft DNL Aircraft DNL 12/01/06-12/31/06 12/01/07-12/31/07 12/01/08-12/31/08 12/1/2009-12/31/2009 30 63.4 61.2 60 57.7 31 48.9 46.6 45 44.3 32 47.8 40.7 40.2 42.1 33 51.3 46.6 44.6 42.1 34 49.4 42.3 40.3 37.4 35 54.2 51.5 50.9 49.7 36 53.1 50.2 49.3 50.2 37 46.8 47.2 44.8 46.1 38 48.5 50 47.1 47.7 39 48.5 50.9 48.2 48.1 Aircraft Noise Levels DNL dBA 12/1/2009- 12/31/2009 Top 15 Runway 17 Departure Destination Report Metropolitan Airports Commission Runway 17 Departure Analysis Report - 12/1/2009 - 12/31/2009. Report Generated: 01/08/2010 12:19 - 6 - yep MEMORANDUM DATE: January 6, 2010 ITEM 3 TO: MSP Noise Oversight Committee (NOC) FROM: Chad E. Leqve, Manager — Aviation Noise and Satellite Programs SUBJECT: NIGHTTIME RUNWAY USE: FAA RESPONSE ON NIGHTTIME PARALLEL RUNWAY USAGE At the September 16, 2009 NOC meeting the Committee reviewed staffs analysis of nighttime operations data from August 1, 2009 through July 31, 2009. In consideration of the parallel runway use percentages the Committee directed staff to send a letter to the FAA with specific questions related to the balance of operations on the parallel runways during the nighttime hours. Attachment A provides the letter that was sent by the NOC Co- Chairs per the Committee's direction. On October 15, 2009 the FAA responded to the Co- Chairs' letter (see Attachment B). At the November 18, 2009 NOC meeting the Committee again discussed the topic and reviewed the FAA's October 15, 2009 response. Additional questions were raised by Representative Duggan — Mendota Heights, related to the FAA's nighttime runway use. The Committee requested that Representative Duggan submit his additional questions to MAC staff for consideration at the next Committee meeting. On December 14, 2009 MAC staff received a letter from the City of Mendota Heights (see Attachment C); Attachment D provides MAC staffs December 17, 2009 response letter. Attachments E and F provide recent nighttime runway use percentages for November 2009 and December 2009, respectively. At the January 20, 2010 NOC meeting Mr. Carl Rydeen — FAA, will address the Committee on the points raised in the City of Mendota Heights' December 14, 2009 letter. October 2, 2009 NOISE OVERSIGHT COMMITTEE (NOC) Minneapolis /St. Paul International Airport (MSP) 6040 — 28 Avenue South — Minneapolis, MN 55450-2'799 Phone (612) 725 -6455 Minneapolis Airport FAA ATCT Attn: Mr. Carl Rydeen Manager — MSP Air Traffic Control Tower 6311 34th Avenue South Minneapolis, MN 55450 RE: NIGHTTIME RUNWAY USE AT MSP Dear Rydeen; As you know, airport noise is a significant issue for the communities surrounding Minneapolis /St. Paul International Airport (MSP). As such, your continued attendance and participation at Noise Oversight Committee (NOC) meetings is appreciated. As you witnessed at the September 16, 2009 NOC meeting, the communities around MSP have expressed significant concern with the Federal Aviation Administration's runway use practices during the nighttime hours (2230 to 0600). At the September 16 NOC meeting the Committee reviewed nighttime runway use statistics for northwest and southeast operational flows at MSP from August 2008 to August 2009. Attachments 1 and 2 provide the runway use summaries that were discussed by the NOC. Based on this analysis it appears that, in southeast operational flows during the nighttime hours at MSP, the historically balanced use of Runways 12L and 12R, which represented normal Runway Use System operations during the nighttime hours prior to the opening of Runway 17/35, has changed. The data indicate that present southeast runway use pattems at MSP indicate that departure operations are being concentrated on Runway 12L while arrival operations are concentrated on Runway 12R. For example, from August 2008 to August 2009, the highest -used nighttime departure runway at MSP in southeast operational flows was Runway 12L at 55.3 %, followed by Runway 12R at 33.6 %. In the case of arrival operations, the highest -used nighttime arrival runway at MSP in southeast operational flows was Runway 12R at 47.9 %, followed by Runway 12L at 27.6 %. When looking at the same data sample in the case of nighttime northwest flow operations the runway use distributions between the north and south parallel follow the same trend; the predominant use of the north parallel runway (30R) for departures and south parallel runway (30L) for arrivals. As a result of concerns expressed by the City of Mendota Heights at the September 16; 2009 NOC meeting regarding the nighttime Runway 12L and 12R use distribution, the ( unanimously voted to send the following questions to you: 1. Can the FAA provide feedback on why we got into the situation we're in right now, in regard to both nighttime arrivals and departures on Runways 12L and 12R? 2. What can be done about the situation? At this point the Committee is forwarding these questions in an effort to gather information and better understand the circumstances surrounding this new operational trend. As always, thank you for your consideration and attention to air traffic noise issues around MSP. We look forward to your response to the Committee's questions. Sincerely, Vern Wilcox NOC Co -Chair & City Council Member — City of Bloomington arJ Loeffe NOC Co -Chair & Delta Airlines Regional Director — Airline Affairs cc: MSP NOC Mr. Denny Probst — Deputy Executive Director, Planning and Environment Mr. Tom Anderson — MAC General Counsel Mr. Roy Fuhrrnann — Director of Environment Mr. Chuck Prock — FAA Great Lakes Region Legal Counsel Mr. Glen Orcutt — FAA Minneapolis ADO Ms. Annette Davis — FAA Great Lakes Region. Environmental Specialist Attachments (2) Rwy 4 Arr/Depf A ' Overflight Area i Count .Percent 0.0% i 3.2% 1 So. Richfield/Bloomington i 0 N ° 12L 12R A A 1 So. Minneapolis/No. Richfield L 277 So. Minneapolis/No. Richfield i 433 4.9% 17' A So. Minneapolis i 0 0.0% 22 30L -- 1___A_ 30R L .A A St. Paul /Highland_Park I 0 0.096 • Ewan /Mendota Heights 5079 57.8% Eagan/Mendota Heights 2942 • 335% s 35 A Bloomington/Eagan 56 • 0.696 , Total Arrivals 1 8787 100.0% 4 12L 12R 1 D L D St. Paul/Highland Park 1 2 0.096 1 Eagan /Mendota Heights 251 •5.096 I D J Eagan/Mendota Heights Y 267 5.396 1 r D D i Bloomington /Eagan 468 1 1 5o. Richfield/Bloomington I 4 So. Minneapolis/No. Richfield 1186 9.296 22 ; 0.1% 30L , D 23.4% 30R 1 D So. Minneapolis/No. Richfield .4 '2889 So. Minneapolis I. 1 57.0% 0.0% 35 t .. .....D ___L Total - -- Total Departures s . 5068 Operations .- _...__._._ 713855 100.0% , __ �_- - Nighttime Runway Use - Northwest Flow 08/01/2008 - 08/01/2009 10:30 pm to 6:00 am Attachment 1 R wy Arr /Dep ' . Overflight Area Count Percent 4 . - A 5o. Richfield/Bloomington 1 0 . ' 0.096 12L A So. Minneapolis/No. Richfield 1655. 27.6% 12R 'A So. Minnelis/No. Richfield 2879 47.9% 17 A So. Minneapolis . i 2 0.0% 22 A St. Paul/Highland Park # 3 0.096 30L A Eagan /Mendota Heights 1 . 1002 16.7% 30R :A Eagan /Mendota Heights ' 440 7.396 35 A Bloomington/Eagan 4 24 0.496 Total Arrivals 1 6005: 100.0% 4 D St. Paul/Highland Park 0 0.0% 1 2L D Eagan /Mendota Heights 2028 55.3% 12R D Eaggan /Mendota Heights t 1233 33.696 17 D Bloomington/Eagan I 108_ 2.9%' 22. D So. Richfield/Bloomington t 3 0.1% 30L D So. Minneapolis/No. Richfield ( 158 4.3% 30R D So. Minneapolis/No. Richfield] 137 3.7% 35 D 5o. Minneapolis 0 0.0% Total Departures i 3667 .100.0%] Total Operations J .9672 Nighttime Runway Use - Southeast Flow 08/01/2008 - 08/01/2009 10 :30 pm to 6:00 am Attachment 2 Vern Wilcox NOC Co-Chair a City Council Member City of Bloomington Minneapolis Air Traffic Control Tower Minneapolis-St Paul Intl Airport 6311 34 Avenue South Minneapolis, MN 55450 October 15, 2009 • Mary Loeffelholz NOC Co-Chair & Delta Airlines Regional Director — Airline Affairs Re: Nighttime Runway Use at MSP ATCT Dear NOC Co-Chairs Wilcox and Loeffelholt: This letter is in response to your letter dated October 2nd, 2009 regarding "Nighttime runway use at MSP". In your letter you ask 2 questicins: 1. Can the FAA provide feedback on why we got into the situation. we're in right now, with regardto both nighttime arrivals and departures on 121 and .12R? • 2. What can be done about the situation? • •After receiving the letter, an additional request was received from representatives from the City o f. • Minneapolis that requested the FAA to address the same apparent nighttime imbalance on Runways 30L and 30R when in a northwest flow. . The imbalance of traffic that departs 12L vs. 12R and likewise departs 30R vs. 30L during the • nighttime hours is a result of 2 faCtors. One reason is the location of the origination departure gate and the other reason is a result of reduced traffic during that time period. There are no new or revised procedures that purposefully direct traffic to favor one runway over another (Runway 121. or 12R/Runway 30L or 30R). " " • • Miring nighttime periods and.With traffic levels at their current state, the location of departure or arrival gates, have a significant bearing On the runway an aircraft Operates trOftcitri. Our Air • Traffic Handbook (FAA Order 7110.65S, Chapter 2, paragraph 2-1-1) outlines that the "primary purpose of the ATC system is to prevent collision between aircraft operating in the system; to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense." I would characterize our current traffic level as being down. Specifically, MSP Airport has approximately 100,000 fewer operations now than it. had.in 2001. During periods of higher traffic volumes in order to ensure the safety of flight departing aircraft are more often directed to runways based on their direction of flight (destination) and not based on their departure terminal gate. Likewise, with higher traffic volumes arrivals are directed to the runway • more associated to their arrival route and not based on their destination or parlcing position on the airport 1.1 ' • • ":•'79! During the specific time period you outlined, there were 3785 departures off Runways 12L and 12R (according to the data on the MAC Noise web site). Of those departures, 1632 (1351 departed 12L and 281 departed 12R) were operated by Mesaba, Compass, and Pinnacle Airlines. That equates to approximately 43% of the nighttime departures that I am fairly certain originated at gates in concourses A, B, and the southeast portions of concourse C (Gates C12 thru C28). These gate locations are closest to runway 12L or 30R. Other airlines departure gates are located near Runway 12U30R and are likely to be directed to 12U30R similar to Mesaba, Compass, and Pinnacle Airlines. There are approximately 126 departure gates at the Lindbergh and Humphrey Terminals. 71 of those gates are clearly closer to Runway 12L/30R. Considering the higher percentage of departing flights that originate on the east side of the airport as well as the current traffic levels it is understandable that higher numbers of departures would utilize Runway 12L and 30R. Using the same theory, there were 2153 non Mesaba, Compass, or Pinnacle Airlines departures off Runways 12L and 12R (Runway 12L -929 departures and Runway 12R -1224 departures) during that period. According to additional data supplied by MAC Noise personnel (attached), some airlines rarely departed Runway 12L (compared to 12R) or never used it all. For example, Federal Express Airlines had a total of 41 departures off of 12R and only 2 departures off 12L. Federal Express's base operation is located much closer to 12R than 12L. Other operators located closer to 12R or 30L show similar trends. The data provided for arrivals shows some differences in the operators that land aircraft during that time period but does show a consistent effort by the controllers to safely minimize the aircraft's taxi time. Specifically, the data shows that a total of 5,254 aircraft landed 12L and 12R during that nighttime period. Mesaba, Compass and Pinnacle Airlines only had 893 of those flights or approximately 17% of the overall operations. Broken down further, of those 893 flights, 684 (aprox. 76 %) landed 12L and 209 landed 12R. With the reduced levels of traffic, controllers have more opportunities to expedite the traffic flow. It appears that some residents assume that regardless of the traffic volume the numbers should be more of an equal value. Controllers don't have a "scoreboard of departures" that show how many departures have used a specific runway, nor for safety reasons would I want them to. The estimated percentages or numbers of departures that are included in the Environmental Assessment were an estimate based on an assumed a traffic level of 575,000 total operations. I would agree that if traffic levels were closer to that value, the departure numbers would be more equal. I am aware of future plans that include items such as additional gates southeast of the G Concourse, expansion of the Humphrey Terminal, and a crossover taxiway between the approach ends of 30L and 30R. Each of these could affect the departure percentages during nighttime pen MSP Air Traffic Control Tower 612 - 713 -4000 . RNIJp v pd - Chad Leqve, NOC Attachment Airline Aircraft Type ND Flag Runway Count AAL B738 A 12L 38 AAL B738 A 12R 71 AAL B757 D 12L 1 AAL 8777 A 12R - 1 AAL MD80 A 12R 60 AAL MD80 A . 12L 111 AAL MD80 D . 12R .. 2 AAL MD80 D 12L 2 ABX B767 D 12R 1 ACA A320 A 12R 2 ACA A320 '. D 12R . 6 AJI LJ25 D - 12R 1 AMF SW4 A 12R 2 AMF SW4 D • 12R 2 AMX B7377 _A. i4 . 12R 2 APW DC10 D 12R 3 ASA 8738 D 12L 1 ASQ CRJ A . 12L 1 ATE MD80 A 12R 8 ATE .. MD80 D 12R 2 ATN DC8Q A 12R 1 ATN DC8Q ' A 12L 1 ATN DC8Q D 12R 1 'ATN DC8Q 0 12L 1 AWE A319 A 12R 9 AWE A319 . A •12L 48 AWE A319 D 12R 2 AWE A320 A 12L . 53 AWE A320 A 12R. 23 AWE A321 A 12R 31 AWE A321 A• 12L 58 AWE E190 A 12L 9 AWE E190 . A 12R 2 BKA LJ35 . D 12R • 1 BMJ BE58 A 12R 6 BMJ BE58 0 12R. 3 BMJ BE65 A 12L 1 BMJ BE65 A . 12R 5 BMJ BE65 D 12R 1 BMJ BE80 . A 12L 1' BMJ BE80 A 12R 9 BMJ BE80 0 12R 1 BMJ BE99 A 12R 10 BMJ . BE99 . A 12L 2 BMJ. BE99 D 12R 2 BMJ BE9L A 12L 1 BMJ BE9L A 12R 2 BMJ BE9L D 12R 2 BSK B734 A . 12R . 1 BSK B734 D 12R 4 Airline Aircraft Type . ND Flag Count AAL B738 A 109 AAL B757 D 1 AAL. B777 A 1 AAL MD80 A 171 AAL MD80 D 4 ABX B767 0 1 ACA A320 A 2 ACA A320 D 6 AJI LJ25 D • . 1 AMF SW4 A 2 AMF SW4 D 2 AMX B7377 A 2 APW DC10 D 3 ASA B738 D 1 ASQ CRJ i4 . 1 ATE MD80 A 8 ATE MD80. D 2 ATN DC8Q A 2 ATN DC8Q .D 2 AWE A319 A 55 AWE A319 . D 2 AWE A320 A . 76 AWE A321 A 89 AWE E190 A 1 BKA LJ35 D 1 BMJ BE58 A 6 BMJ BE58 D 3 BMJ BE65 A 6 BMJ BE65 • D 1 BMJ BE80 A 10 BMJ BE80 D 1 BMJ. BE99 . A 12 BMJ BE99 D 2 BMJ • BE9L A • 3 BMJ BE9L D 2 BSK 8734 . A 1 BSK B734 D 4 BSK B738 D _ 1 BTA E145 . A . 170 BTA E145 . D 100 BTA D . 1 CCI B72Q A 8 CCI B72Q D 70 CCY FA20 A 1 CCY FA20 D 2 CFW BE20 D . . 1 CGG ASTR D 1 CHQ E135 A 3 CHQ E135 D 1 CHQ E145 A 6 Broken Out for Aircraft Type and Runway 12L and 12R Co g All 12L and 12R operations by Aircraft 1 BSK LR60 ' . B738 -1 D 12R -. • . 1 BTA • COA E145 • A 12R 99 BTA • 1 E145 B738 A 121 71 BTA D E145 COM D. 12R 94 BTA CRJ E145 2 D 12L 6 BTA CPZ E170 D D 12R 1 CCl - B72Q . A 12L ' 3 CCl D B72Q DAL A 12R 5 • CC! ` B72Q 39 D 12L 3 CCl DAL B72Q D D ' 12R • 67 CCY 55 FA20. MD80 A 12R 1 CCY A FA20 DAL D 12R 2 CFW B72Q BE20 • 24 D-:. 12R 1 CGG DHL ASTR A D 12R DC8Q • CHQ • 15 E135 A319 A 12L - 1 CHQ • A E135 • EJA. A '12R • 2 CHQ BE40. - E135 • D 12R '1 CHQ EJA E145 D A 12R 1 CHQ . E145 C56X A 121 5 CHV A LR60 ' ' D 121 _ 1 COA C750 -. B735 2 A 12R. • 5 COA EJA B735 A 12L 1 COA 1 B735 H25B D 12R 1 COA D B7377. EJM A 12R 1 COA • C750 B738 • 1 A 12R - . 1 COA EJM B738 0 0 121 1 COA ' 1 B738. BE9L D 12R 4 COM ... A .CRJ FDX A 12R . . . ..12 COM - A310 CRJ ' A - . ' 12L • 30 COM FDX CRJ A . D ' 12R 2 CPZ . E170 A 12R ' ' ' 96 CPZ E170 . A 12L . 120 CPZ E170 D 12R• 47 CPZ ' E170 0 12L . . 163 CPZ A ' 121 1 .DAL B7377 ' A . 12R .3 DAL 'B7377 D 12R 9 DAL - . B738 . A 12L • 11 DAL B738 . . A 12R •49 DAL . B738 D 12R . 39 DAL B757 . A 12L . 13 DAL B757 .A 12R - 29 DAL B757' ' . D 12L .. 1 DAL B757 0 . 12R 11 DAL MD80 A 12R 47 DAL MD80 A - 12L 8 DAL MD80 ' D 12R . 56 DAL MD80 D 12L 4 DAL MD90 . A 12R 1 DAL MD90 A 121. 1 DAL ' • MD90 D 12R • 13 DHL ' B72Q ' A 12R '20 CHV LR60 ' . D -1 COA ' B735 A 6 COA B735 D 1 COA . B7377 . A 1 COA B738 A 1 COA B738 D 5 X 42 COM CRJ ' A . ' COM CRJ D 2 CPZ E1•70 A 216 CPZ E170 D 210 CPZ A 1 DAL B7377 A 3 DAL B7377 D . 9 DAL B738 A 60 DAL B738 D 39 DAL B757 - A 42 DAL B757 D 12 DAL MD80 A 55 DAL • MD80 D '60 DAL MD90 . A 2 DAL MD90 D • 13 DHL B72Q A • 24 DHL B72Q' D 26 DHL DC8Q A - 12 DHL DC8Q • D - • 15 DNJ A319 D 1 ECJ - LJ35 A 1 EJA. BE40 ' A . 1 EJA BE40. - EJA C560 - A 1 EJA C560 D 2 EJA C56X A ' . . 7 EJA C56X D '3 EJA C680 A 1 EJA C750 . A 8 EJA C750 -. D 2 EJA F2TH - A • 1 EJA GALX EJA GALX D 1 EJA H25B A 1 EJA H25B . - D .1 EJM C56X. . A 4 EJM C750 A . 1 EJM CL30 A 4 EJM C160 0 3 EJM F900 A ' 1 EMD BE9L D • ' 1 FDX A300 A 1 FDX A300 0. 25 FDX A310 FDX A310. 0 ' 5 FDX B72Q A . '1 DHL B72Q A 12L 4 DHL B72Q D 12R 26 DHL - DCBQ A 12R 11 DHL DC8Q A 12L 1 DHL DC8Q D 12R 15 DNJ . A3' . D 12R 1 ECJ . W3 A . 12R 1 •EJA BE40 A 12R 1 EJA BE40 12R 1 EJA BE40 D . 12L 1 EJA C560. A 12R 1 EJA C560 D 12R 2 EJA C56X A 12R 6 EJA C56X A . • 12L 1 EJA C56X D 12R 3 EJA . C680 A 12L 1 EJA C750 A 12R . . 6 EJA • C750 A 12L . 2 EJA C750 D' 12R 2 EJA . F2TH A 12R 1 EJA . GALX A 12R 4 EJA GALX D 12R 1 EJA • H25B A 12R 1 EJA. H25B D 12R 1 EJM C56X A 12R • 4 EJM C750 A 12R 1 EJM . CL30 A 12R 4 EJM • CL60 • D 12L 1 EJM • CL60 • D 12R • . 2 EJM . F900 A 12R 1 EMD BE9L . D _ 12R • . 1 FDX A300 A 12R 1 FDX A300 D . 1.2L 2 FDX • A300. D . 12R 23 FDX' A310 A . 12R 42 FDX A310 A 12L 6 FDX A310 0 12R 5 FDX B72Q A 12R • 1 FDX B72Q • D 12R .2 FDX DC10 A 12R 80 FDX DC10 A . 12L 5 FDX DC10 D 12R 10 FDX MD11 A 12R 17 FDX MD11 A . 12L 2 FDX MD11 D • 12R . 1 FFT A318 A 12R. •2 FFT A319 A . 12L . 5 FFT A319 A 12R .74 FFT A319 D 12R 2 FIV C680 . A 12R 2 FLC BE30 A 12R 1 FLC BE30 D 12R 2 FDX B72Q 'D FDX DC10 A FDX DC10 D FDX. MD11 A FDX MD11 D FFT• A318 A FFT A319 A FFT A319 D . FIV C680 A FLC BE30 A 1 FLC BE30 D FLG CRJ - A FLG CRJ D FRG C402 A FRG C402 0 FRL CRJ A GLT . H25B 0 GOF C130 A GTI B742 A GTI B742 D 1 HPJ LR60 A 1 IFL FA20 A 40 IFL FA20 D 16 JBU E190 D 1 JUS DC9Q• A - 1 JUS DC9Q D •1 KAI • GLF5 A 1 KFS LJ35 A 1 KFS LJ35 D 1 LXJ . CL30 A .. . 3 LXJ CL30 D .1 LXJ CL60 D 1 MEP MD80 A 2 MEP MD80. D - 4 MES • CRJ A 470 MES CRJ . D 764 MES • SF34 A 87 MES SF34 D .271 MES A 1 MWT BE9L A 2 . MWT BE9L D 1 MWT C551 A 1 MWT C650 A 1 NAO B767 D 1 NWA A319. A 218 NWA A319 D . 208 NWA .A320 A 441 NWA A320 D 439 NWA . . A330 A ' . 123 NWA A330 D 17 NWA . B742 A 20 NWA B742 D 22 70 NWA B744 A 2 NWA B757 . • 17 A 582 NWA B757 A D - 12L 91 NWA B767 A 1 NWA DC9Q - 74 A 262 NWA DC9Q D D 12L 429 OAE DC10 A A .. OAE DC10 • 1 D 3 OPT BE40 D A 12L 1 . OPT C750 A 1 OPT C750 . 2 D 1 OPT H25B 'A' ' : 3 PAG SW4 • . D 1 PCE B733 1 A 2 PCE B733 • A • D • 2 PCE B7377 . D 1 PCE 8757 5 D 2 PRY C208 A A 12R 1 PRY C208 • D . 1 PWA • C680 A 1 PWA C680 A D 12R '1 PWA • LJ35 D - 1 RAX C310 - . D 1 RAX FA20 A A 12L * • 1 RAX FA20 . D 1 RAX LJ25 • 14 D . , 2 RAX LJ35 D . 1 RAX 0' 1 RCH B742 1 D 1 RCH C130 - • A 12R .1 RCH • DC10 . D 4 RPA E170 1 A 72 RPA . E170 • . A D' 12R . 19 SCX B7377 • A . 51 SCX B7377 - , . 1 0 . 5 SCX B738 . - A 12R ' 524 SCX B738 D 93 SKW CRJ ' A - 59 SKW CRJ . • D 12R 6 SKW . UKN D . 1 SWA B733 1 A 5 SWA B7377 A A 12R' 18 SW Q B734 .A MD80 5 SWQ B734 , 1 D - TAG F2TH D A . 12R 1 TAG F2TH D. . 1 ICA . UKN 1 D • 3 TRS B717 . A' • A 12L 20 TRS B717 D 1 TRS B7377 • 86 A 67 TRS B7377 • D D 12L 1 TTE C560 D • 1 FLG CRJ A 12R . • 17 FLG CRJ A 12L 102 FLG CRJ , D 12R - 74 FLG CRJ • D 12L - 313 FRG C402 A .. 12L 1 FRG C402 D 12L 1 FRL CRJ . A 12R 2 FRL CRJ' A ' 12L 3 • GLT . 11258 D 12R - 1 GOF C130 A • 12L . - ': ' - 6 GOF C130 A 12R . 5 GTI B742 A 12R 1 GTI • • B742 D 12R HPJ LR60 A 12R 1 IFL FA20 A 12R • 35 !FL FA20 A 12L * 5 . IFL FA20 D 12R • • 14 IFL FA20 • D .12L 2 JBU E190 . D 12R 1 JUS DC9Q A . 12R 1 JUS DC9Q D 12R 1 KAI .GLF5 A 12R . .1 KFS LJ35 • • • A 12R . 1 KFS LJ35 D 12R .1 LXJ CL30 A - 12R 3 LXJ CL30 • D 12R 1 LXJ CL60 • 0 • 12R 1 MEP MD80* A - 12R' 1 MEP MD80 A 12L , 1 MEP .MD80 D 12R - 3 • MEP MD80 . D . 12L 1 MES CRJ A' • 12L 384 MES CRJ A . 12R • 86 MES CRJ D . 12L - '637 MES CRJ 12R. 127 MES SF34 . . A 12L 77 MES SF34. A 12R • 10 MES •SF34. . D . 12L • • 238 MES • SF34 .. . ' D 12R • 33 MES A 12L '1 MWT - BE9L A 12R • . . 2 MWT BE9L ' D 12R 1 MWT C551 A 12R 1 MWT C650 A 12R 1 NAO B767 . D . . 12R 1 NWA A319 • A - 12L . 54 NWA A319 ' A 12R 164 NWA A319 D - 12L 157 NWA A319 - D 12R . 51 NWA A320 A 12R 343 NWA A320 A 12L '98 NWA A320 D 12R 148 :•!`77 71 UAL A319 A 4 UAL A320 291 A A330 . 1 UAL. A320 12L . D 1 UAL 8733 . A 125 UAL B733 . 118 D A330 1 UAL B735 12L A 44 UPS A300 A 27 . UPS A300 16 0 B742 10 UPS. B742 - A 1 UPS • 8742 . • D 1 UPS B757 21 A • B742 44 UPS . B757 12L D 17 UPS B767 • A 11 UPS DC8Q •• A B757 32 UPS DC8Q 12R ' D 2 UPS MD11 A 40 UPS MD11 114 D B757 USA . A319 12R A 49, USA A320 • A 1 USA A321 42 A B767 11 USA E190 12R' A 1 USC BE58 A 7 USC BE58 152 D DC9Q 27 USC C208 12R - A 46 USC C208 . D : 75 USC 1135 350 A DC9Q • 5 USC LJ35 12R D - 27 VIK C130 . A 11 VNR P180 2 A DC10 1 VNR P180 12R 0 1 VPB DC10 D • • 1 VTT F2TI-I . 1 D BE-40 - 1' WCP B757 12R D • 1 WDR GLF3 D 1 XBM BE80 1 A C750 1 XBM BE9L 12R . A 1 XFL BE30 • A - . 1 XFL BE30 1 D. • H25B 3 XRI . UKN 12R A 1 XTP B72Q D • - 1 A319 1 D B733 6 A A320 12R A - 1 PCE A320 D 1 - ASTR • A B733 4 D B190 - 12R D 2 PCE • -. B72Q - A 1 B733 , A B757. 1 D B734 12R D • 2 - B757 D 1 BE1 0 1 D C208 • 1 D BE20 12R A . 2 PWA - BE20 • - A 3 NWA A320 D 121 291 NWA A330 . A 12L . 5 NWA A330 - A 12R 118 - NWA A330 D 12L 1 NWA A330 D . 12R • 16 NWA B742 A 12R 20 NWA B742 D 12R . 21 NWA B742 D 12L 1 NWA • B744 A 12R 2 NWA . B757 A - 12R ' 468. NWA B757 A 12L 114 NWA B757 D 12R 49, NWA B757 D 12L - 42 NWA B767 A . 12R' 1 NWA DC9Q A 12L 152 NWA DC9Q A 12R - 110 NWA • DC9Q D 12L • • 350 NWA DC9Q • D. 12R . 79 OAE DC10 A 12R • 2 OAE . DC10 D 12R 2 OAE . DC10 D 12L . 1 OPT BE-40 A 12R • 1 OPT C750 A 12R • . 1 OPT • • C750 . D 12R . 1 OPT H25B • A • 121 . - 1 OPT H25B A • 12R 2 PAG . SW4 D 12R 1 PCE B733 A 12R 2 PCE 8733 D 12L - 1 PCE . B733 D 12R 1 PCE • -. B7377 D .12R 1 PCE B757. D 12R • 2 PRY .C208 • A 12R 1 PRY C208 • D 12R . 1 PWA - C680 A 12R - . - 1 PWA C680 . D 12R - 1 PWA LJ35 • • D -12R , - • • 1 RAX C310 D 12R • 1 RAX FA20 A • 12R • 1 RAX FA20 • • D 12R • 1 RAX LJ25 • D • 12R .2 RAX LJ35 • D . 12R 1 RAX • D . 12R . RCH - B742 D 12R 1 RCH C130 A 12L - 1 RCH DC10 D 12R 4 RPA E170 A 12R . 43 RPA E170 A 12L . 29 RPA E170 • D 12R 19 SCX - B7377 - A 121 • 5 SCX B7377 A 12R • • 46 SCX B7377 D 12R • 5 7 01. SCX B7 BE20 A D 12R . 482 SCX . B7 •D A 12L 42 SCX • • 37 A D 12R • 85 SCX B7 D 12L 8 SKW CRJ A BE40 12L • 10 SKW CRJ A BE40 12R 49 SKW CRJ D D 12R 6 SKW • UKN • BE40 D D . 12R 1 SWA - - B733 A 12R. , 5 SWA B7377 A • A 12R - 17 SWA 37377 - A 12L 1 SWQ B734 • A 1 12R • 5 SWQ ' 8734 D. 1 12R 3 SWQ B734 D 1 • 12L • '1 TAG F2TH A• "2 12R ' 1 TAG F2TH • • 1 . 12R .. • • .. . • 1 TCA . UKN • . .• 0 .:...;::.. - 12R:•:.••:...• . . 3 .i.,., • : .3 TRS B717 . A 1 .12L ,!..•:•:', - , • - ' . : • ,•': - 2. TRS B717 . 2 12R " . •-• 18 TRS 8717 • D 1 12R 1 TRS . B7377 A 1 12L - 4 TRS . 87377 - A 1 12R • . 63 .TRS B7377 D 2 12R 1 TTE C560 D 3 12R ' 1 UAL A319 - A 4 12L 4 UAL A320 A 1 12R . 1 UAL A320 - . D 2 •12L • 1 UAL B733 A 7 12R • 16 UAL B733 • A 3 12L 109 UAL 8733 D 2 12R . 1 UAL B735 A 2 12L - 40 UAL B735 . A 2 12R • 4 UPS . A300 A , 12L 2 • UPS . A300 A • 12R . 25 UPS ' • • A300 D 3 12R • • 10 UPS . B742 . A 1 12R . . 1 UPS 8742 D D • 9 12R . • 1 UPS B757 - A 12R 34 UPS B757 . DC9Q A. D . 12L 10 UPS 8757 D • • 12R 17 UPS B767 A FA50 12R 10 UPS' B767 1 A - . FA50 12L 1 UPS DC8Q - A 12L 3 _UPS • DQBQ A 3 • 12R . . 29 UPS DC8Q . D D 1 12R • 2 UPS MD11 A • • 12R . 38 UPS . MD11 GL5T - A A 12L 2 UPS MD11 D 12R . 8 USA A319 A GL5T 12L 14 USA A319 2 A • • GLF2 12R . 8 USA A320 • • A 12L . .1 USA . A321 A - 3 12L 5 BE20 D BE20 •D BE30 A BE36 A BE36 D BE40 A N BE40 A BE40 D BE40 D . BE80 A BE9L A • BE9L D 0172 • D 1 C310. 1 C340 D 1 • • C414 "2 C441" • • • 1 . C600 - • D.. , 1 •• C550 D 2 C560 A 1 C560 A 1 C560 D 1 056X A 2 C56X D 3 0650 A 4 0650 •D 1 C650 D 2 0750 A 7 0750. D 3 CL30 A 2 CL30 ' A 2 CL30 D 2 CL30 0 , 2 CL60 A 6 CL60 D • 3 CRJ A 1 CRJ D 9 DC9Q D " 2 DC9Q D 3 FA50 A 8 FA50 D • 1 FA50 D 3 GALX A 3 • GALX D 1 GALX D • 1 GL5T A 1 GL5T 2 GL5T D 2 • GLF2 D 1 GLF4 A 3 GLF4 D 1 USA • A321 A• . .12R • 6 USA E190 • •A GLF5 12R 1 USC . - BE58 A 12R • - 7 USC. BE58 D 12L 1 USC BE58 D .12R D 26 USC 0208 A 12R 41 USC . C208 A 12L 5 USC C208 D 12R 65 USC . C208 D 12L 10 USC LJ35 - A 12R 5 .USC LJ35 D • 12R • 21 USC . - LJ35 .• D 12L . 6 VIK C130 A. 12R • 3 V IK - 0130 . ' A 12L • 8 VNR . P180 A 12R 1 VN R • P180 .. D - 12R . • • . 1 . •VPB - • . . .• 0 • 12R .. .. .1 -V17 .... f2TH.- : - : D • • . 12L • - . 1 WCP : .B757. ' .••.- . . . z D • • . - - 12R. . • ' - . • . 1 W DR • GLF3 • - D 12L - - • - • • 1 XBM . BE80 • A •-• 12L - • 1 XBM • • BE9L A 12L 1 XFL BE30 A 12R 1 XFL . BE30 • . D 12L 1 XFL • • BE30 D 12R 2 XRI UKN - A • 12R - • 1 XTP B72Q 0 12R . • - 1 A319 12L 4 A319 . D 12R • 2 A320 A . • • 12L 1 A320 D 12L ' 1 ASTR . A 12R • . . • 4 B190 . 0 12R . . 2 • B 72Q A 12R • 1 B733 • A 12L • 1 B734 .. D 12R 1 B734 . D 12L B757 • D 12R 1 BE10 D 12R 1 BE20 . A • 12R 2 BE20 A 12R . 3 15E20 .. D 12R • 3 •BE20 . 0 12R BE30 - A 12R 3 BE36 • A. .. 12R • . • 1 BE36 D 12R 1 BE40 A 12R - . BE40 A - 12R . - 1 BE40 D 12R 4 BE40 . . D 12R 1 BE80 A 12R . • 2 BE9L • A 12R 2 GLF4 D 2 GLF5 A 2 GLF5 D 2 H 25B A H25B • D 9 J328 D 2 U31 D 1 LJ35 A 1 LJ35 A . 1 • LJ35 D . 1 LNC4 A 1 LR60 A 1 LR60 D • .1 MD80 A 1 • P46T A 1 • - P46T D 1 PA31 - ' • A 2 • - PA31 • . . • D • 3 .ZpAsE - A . • 1 • PAS E A • 2 PASE •-• D • PAY2 • D .- - 1 SR22 A 1 , UKN A 3 UKN D 7 WW24 A 1 A 1 A • 1 D - 1 D 3 • BE9L D 12R 2 C172 D 12L 1 C310 D 12R . 1 C340 D 12R 1 C414 D 12R - • 2 C441 - A 12R - 1 C441 D 12R 1 C500 D 12R 1 C550 D 12R 2 C560 ' A 12R 1 C560 A 12R 1 C560 D 12R 1 C56X . A 12R 2 C56X D 12L 1 C56X D 12R 2 C650 •• A 12R 3 C650 • A 12L - • .1 C650 . D • 12L - • 1 C650• - • D 12R - - 2 C750 A . 12L 1 •• C750 . A 12R 6 C750 • D 12R 3 CL30 A - 12R • 2 CL30 • A 12R .1 CL30 A .- 12L 1 CL30 . D 12R • 2 - CL30 D 12R - -1 CL30 D 12L 1 CL60 A 12R 6 CL60 .. ' - D 12R • . 3 CRJ A 12L - 1 CRJ• • D 12R 2 CRJ D 12L 7 . . DC9Q • D 12L 2 DC9Q • D 12L 1 DC9Q: D . 12R 2 FA50 A • 12L 1 - FA50 A - 12R . 7 • FA50 D 12R 3 FA50 D •12R 1 GALX • A 12R . 3 . GALX ' D- 12R 1 GALX D . 12R . 1 GL5T A 12R • 1 GL5T • D • 12R 2 GL5T D 12R • 2 GLF2 . D 12R 1 GLF4 A 12L 2 GLF4 • A 12R 1 GLF4 D •• 12R • 2 GLF4 D . 12R 1 GLF5 • A . 12L . 1 • GLF5 A 12R. 1 GLF5 D 12R 2 H25B • A 12R 6 H25B D •12L 3 H25B D 12R 6 J328 D 12R 2 LJ31 D 12R • 1 . LJ35 A 12R 1 LJ35 A 12R 1 LJ35 D 12R 1 LNC4 A 12L 1 • LR60 A • 12R 1 LR60 D 12R 1 MD80 A 12L 1 P46T A • 12R 1 P46T D 12R ' 1 PA31 • . A 12R • " - 2 • PA31 D - 12R , • 3 PASE • A 12R • .. 1 • PASE • A 12R •2 PASE • D 12R 1 PAY2 D 12R 1 • SR22 A 12L 1 UKN , A 12L 1 UKN A 12R 2 UKN • D •12L • 3 UKN D 12R • 4 WW24 A 12R 1 A 12R 1 A 12R • .1 0 12R. 1 • • D 12R • 3 An.••••A December 14, 2009 Chad Leqve Metropolitan Airports Commission 6040 28 Ave So Minneapolis, MN 55450 -2799 Dear Chad: As requested at the November 18 MAC Noise Oversight Committee Meeting, we have summarized Mendota Heights Questions regarding nighttime use of the parallel runways. They are as follows: 1. In 2002, 42 additional gates were added to the north concourse; 12R/30L remained a favored runway in 2003. No shift in runway use occurred at that time, why is it occurring now? 2. Between 2001 and 2009 there have been many ups and downs in the number of airport operations including nighttime operations. Despite that, there was a very good balance in night -time operations prior to 17/35. Why has that changed? 3. In 2004, when the airport saw in excess of 540,000 operations, the use of the south parallel was still greater than the north parallel. Why in light of a 17% decrease in operations, including night -time operations, would the FAA not have greater flexibility to achieve a better balance in the night -time use of the parallels? 4. If no change is going to occur until the airport 1) expands gates at Humphrey and on the south concourse; 2)reaches 575,000 operations annually; or 3) constructs the crossover taxiway, does that mean that the communities at the end of 12L and 30R have to wait 6 -20 years to get relief from the current distribution of nighttime noise? 5. Is the greater use of the north parallel more related to reduced taxi distance to /from gates, and therefore fuel cost savings, than it is to numbers of operations? 6. Why does the number of operations matter in relation to take - offs /landings in Tight of the statement: "With the reduced levels of traffic, controllers have more opportunities to expedite the traffic flow. "? Wouldn't this give them greater flexibility to assign runways? (Quote taken from October 15, 2009 letter from Carl Rydeen to NOC Co- Chairs.) 7. If according to RUS policy there is to be no preference shown for the use of either parallel over the other, why is a clear preference being shown for using the north parallel for departures and the south parallel for landings? a. If the FEIS and RUS are not currently adhered to, what assurance do we have that today's standard procedure does not become standard operating procedure in perpetuity? 8. How do the current runway use percentages match -up with those estimated under the FEIS for runway 17 -35? What relief is or will be provided now that 17/35 is fully operational and it's impact on the Airport is more fully understood. 1101 Victoria Curve • Mendota Heights, MN 55118 • (651) 452 -1850 • FAX (651) 452 -8940 www.mendota- heights.com City of Mendota Heights Page 1of2 type 9. Flights were routinely being taxied to runway 17 at night in 2007. Why coul dn't they also be taxied the much shorter distance to 12R? 10. Please provide a comson of the nighttime RUS today versus nighttime RUS 2000's (prior to opening 17/35). US in the 1990's and 11. How often at nighttime is crossing in the corridor used vs. the number of h potentially be used (with a single controller)? ours that it could Thank you Chad for your continuing assistance in this matter. Sincerely, • epresentative cc. Mayor John Huber Commissioner John McDonald, Jr. / Liz Petschel NOC Representative (alternate) METROPOLITAN AIRPORTS COM1VIISSION December 17, 2009 Minneapolis -Saint Paul International Airport 6040 - 28th Avenue South • Minneapolis, MN 55450 -2799 Phone (612) 726 -8100 Mendota Heights City Hall Attn: Council Member Ultan Duggan Mrs. Liz Petschel 1101 Victoria Curve Mendota Heights, MN 55118 Dear Ultan and Liz, I have received your letter dated December 14, 2009. Thank you for summarizing the City's concerns as discussed at the November 18, 2009 Noise Oversight Committee (NOC) meeting. As was determined at that meeting, this will be a continuing discussion item at the January 20, 2010 NOC meeting. I have forwarded your letter to the FAA and will include it with the staff memorandum on this topic in advance of the January 20 meeting. Given the nature of these questions, and the fact that the Federal Aviation Administration (FAA) has sole jurisdiction over this issue, Carl Rydeen — FAA MSP Tower Manager, will be addressing your questions related to this issue at the January 20 NOC meeting. Please contact me at 612- 725 -6326 if you have any questions related to this course of action. I wish you a happy and safe holiday season! Chad E. Leqve Manager, Aviation Noise and Satellite Programs cc: Mendota Heights Mayor John Huber MAC Commissioner John McDonald, Jr. Mr. Carl Rydeen — MSP FAA Tower Manager Mr. Denny Probst — Deputy Executive Director of Planning and Environment Mr. Roy Fuhrmann — Director of Environment The Metropolitan Airports Commission is an affirmative action employer. wwwnispairport.com Reliever Airports: AIRLAKE • ANOKA COUNTY /BLAINE • CRYSTAL • FLYING CLOUD • LAKE ELMO • SAINT PAUL DOWNTOWN �e Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report November 2009 m ® , Report Generated: 12/11/2009 12:20 04 12L 12R 17 22 30L 30R 35 Total Arrivals RWY 04 12L 12R 17 22 30L 30R 35 Arrival/ Departure Arr Arr Arr Arr Arr Arr Arr Arr Arrival/ Departure Dep Dep Dep Dep Dep Dep Dep Dep So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan St. Paul /Highland Park Eagan /Mendota Heights Eagan /Mendota Heights Bloomington /Eagan So. Richfield /Bloomington So. Minneapolis /No. Richfield So. Minneapolis /No. Richfield So. Minneapolis Total Departures Total Operations Count Operations 0 112 234 1 1 323 141 1 813 Count Operations 31 75 22 0 43 18 1 191 1004 0% 13.8% 28.8% 0.1% 0.1% 39.7% 17.3% 0.1% Percent 0.5% 16.2% 39.3% 11.5% 0% 22.5% 9.4% 0.5% Last Year Count Operations 0 184 263 0 0 474 204 5 1130 Last Year Count .' Operations 0 227 120 65 1 80 216 0 709 1839 Last Year Percent 0% 16.3% 23.3% 0% 0% 41.9% 18.1% 0.4% Last Year Percent 0% 32% 16.9% 9.2% 0.1% 11.3% 30.5% 0% Note: Sum of RUS % may not equal 100% due to rounding. -7- RWY Arrival/ Departure Overflight Area Count Operations Percent Last Year Count Operations Last Year Percent 04 Arr So. Richfield /Bloomington 0 0% 0 0% 12L Arr So. Minneapolis /No. Richfield 121 12.1% 143 10.9% 12R Arr So. Minneapolis /No. Richfield 177 17.7% 259 19.8% 17 Arr So. Minneapolis 0 0% 0 0% 22 Arr St. Paul /Highland Park 0 0% 0 0% 30L Arr Eagan /Mendota Heights 441 44.1% 593 45.2% 30R Arr Eagan /Mendota Heights 253 25.3% 312 23.8% 35 Arr Bloomington /Eagan 7 0.7% 4 0.3% Total Arrivals 999 1311 RWY Arrival/ Departure Overflight Area Count Operations Percent Last Year Count Operations Last Year Percent 04 Dep St. Paul /Highland Park 0 0% 0 0% 12L Dep Eagan /Mendota Heights 91 20.4% 232 21.4% 12R Dep Eagan /Mendota Heights 72 16.2% 148 13.7% 17 Dep Bloomington /Eagan 16 3.6% 80 7.4% 22 Dep So. Richfield /Bloomington 0 0% 0 0% 30L Dep So. Minneapolis /No. Richfield 123 27.6% 252 23.2% 30R Dep So. Minneapolis /No. Richfield 143 32.1% 372 34.3% 35 Dep So. Minneapolis 0 0% 0 0% Total Departures 445 1084 Total Operations 1444 2395 Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report December 2009 Report Generated: 01/05/2010 12:49 Note: Sum of RUS % may not equal 100% due to rounding. -7- 0 a) 4 6 MIMa • a) J O CC W 0 U 0 t 0 0 a) - o - o a) a) 0) a) N O • O R3 c a) 1• a) a) 9- U a) E i 0) c a) O N . = (� N a) U 0 a) LL • 4- O a) E c N 0) 4- O a) as 0_ O 0 0 8 8 v 3 80 80 -uer LO LO-uer 90 - Inr 90 - uer 8 e9 So -Inr ri co n So - uer CO 4o - Inr 40 -uer £0-Inr to to £o-Uer m Zo ZO -uer 40 40 - Uer rn 00Inr N - oo - Uer 66 - Inf III 66 -uer co as 96 a 86 •a a o -L6-hr � ^- sq - L6-uer E >9 3> >m - 96 - Inr m a - 96 -Uer m a N a X &- S6-Inf It 6-11 Br °O 0 2 N 0 0 a) 0 0 0 u O 0 O Q 4- O E 0 O CO • CD- CT3 O a) E L -4--, (1) O E a) d O O ca a) a) E O � Q Q C a) U a) _c Q O - 0 O • 0 CZ CD c a) -o a) a) (1) 0 O c 0 (6 a) (B 4 5 U c s.°2 - - a) (6 E (t3 E N a) a) 4- O crs - o O ET) 0 Co) B� u) i cam "iii Z >% lima E MIN U C CD C 0 T. 0 0 0 0 L() in excess of 0) c ca 0 1• oC c co1• L a) tzs0 0 Q W ^' W _c Et2 Q C 0 CD0 C 0 0 0 C -o C O uiC O 0 o a) E 1 4- 0.) 0) 0 c C O 0 0 C o a) cnas L 0 -o as 0 a) (25. a) O a) = E 0) O a) c C L 0 eL0 a) L o E a) c c 0 L 0 L o 0) u) ^a) W 4-- 73 a) (_) O E c a)L 4- O 4- D 0) 44-- 4E) O 4- fi 0 a) C czt 0 .(0 c 0 c U) -o a) O L as 0 t0 C 0 4) co a] 0) 0 as ^L 0 4- E CL o CD s- -0 -O Q gS- c up _ _ _ O C CD a) O) U) E O p U) c a) \� O RS co .a) ( C }+ a) ( t5 N _U � -_- O 4- 0 N �' Q) (a cn CZ • _ C� c-- C�3 c m 2 -0 2 0) c x a a) O 4- c c U - ° O o o_ i4 = CU C 2 Q co - ca Q — cu }+ c N 0 +� U a) E O N (LT a) x O) Q. 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LEI r • • el LEI rn f+, r r tti el co p i RI i n q en rrr • la "r r r r n1 in I n; rM l ma gfigg d 't a w F CI CI 40 II1 gm to ,C8 ; 0 1--1; 0 0 - 0 rn; Ln; or) co{ cJ CsJi 01 11 1 IN chi co: LrY, cr.! C Ni 10 c‘ji 1--1; 7.-0 /DS 1 0 9 2010 Airport Noise Survey no n 08 US I ID 1 of1 2010 Airport Noise Survey 31,6 %0 am not bothered by aircraft noise There has been an increase in noise, but it is tolerable The noise is extremely bothersome to me Other (please specify) s uestion It 1of1 1 some time week me up Dec 31, 2009 8:25 PM 2 I would characterize the impact as bothersome, as opposed to extremely bothersome Jan 2, 2010 12:39 AM 3 The noise is so loud. we cannot sleep in the late evening, and when we are outside you have stop everything and wait. Jan 4, 2010 3:04 AM 4 When we are outside we can't hear each other talk when a plane goes over. Jan 4, 2010 2:53 PM 5 very bothersome, late nights when I am in bed, extremely loud and a lot of planes on weekends. Jan 4, 2010 5:50 PM 6 Much of the time it is tolerable but sometimes it is bothersome Jan 5, 2010 12:12 PM 7 The noise from the 0530 - 0730 flights are bothersome during spring /summer, otherwise tolerable Jan 9, 2010 4:20 PM 8 When the air traffic volume is high, the noixe is rediculously loud! If planes can take off and quickly accelerate to a high altitude the nosie is tolerable. When landing if they can slow down over head and it would be more tolerable. Jan 11, 2010 9:02 PM 9 Everytime an airplane flies overhead you can't help but to hear the engines. Regardless of time of year. Jan 12, 2010 7:30 PM 10 certain planes are SO much louder than others. Those are the bothersome planes...several times a day! Jan 13, 2010 4:10 AM 11 There has been an increase in noise. It is tolerable as long as I'm in the house with closed windows, but loud when I'm outdoors or have open windows. Jan 13, 2010 8:15 PM 12 Persistent arrival operations at 65 -75 decibals ruins any chances of having windows open while trying to have conversations or watching television, not to mention trying to get to sleep. Jan 14, 2010 12:28 AM 2010 Airport Noise Survey 31,6 %0 am not bothered by aircraft noise There has been an increase in noise, but it is tolerable The noise is extremely bothersome to me Other (please specify) s uestion It 1of1 2010 Airport Noise Survey kw.K. ry 38.5% 20.5% 53.8% n ....... The number of flights over my Arrival operations Departure operations Late evening /early morning operations Other (please specify) 15 21 of 1 Engine run -up, excessive noise and frequency. Spring, Summer, and Fall when on deck and in yard where we spend a lot of time Jan 1, 2010 11:49 PM 2 Increase in Asthma problems Jan 4, 2010 3:20 PM 3 especially the late and early flights as they have disturbed my sleepmw And still do. Jan 4, 2010 4:15 PM 4 how about the polution that's come with it...dumping the fuel even a mile away mu deck(Cedar) is a mess every year!! Jan 4, 2010 7:02 PM 5 Our blinds rattle / vibrate from both departure and arrival flights. Saturday / Sunday mornings seem to be worse. Jan 4, 2010 8:45 PM 6 More noticeable in the summer when house windows are open Jan 5, 2010 12:12 PM 7 Departures, arrivals all day long but mostly during high traffic times. Jan 11, 2010 9:02 PM 8 I work at 4am and try to go to bed at 7 -8pm. I can hear planes overhead landing and have had to drown out the noise with use of a fan. Jan 12, 2010 7:30 PM 9 It is too loud to have windows open at night and disruptive when outside Jan 15, 2010 2:46 PM 2010 Airport Noise Survey kw.K. ry 38.5% 20.5% 53.8% n ....... The number of flights over my Arrival operations Departure operations Late evening /early morning operations Other (please specify) 15 21 of 2010 Airport Noise Survey t apoi tarf.!A wrports Com l .�h l a l h hor a i o hol skipped d ", e h ce II I � nI���� 28.2 % or online complal uestion 2010 Airport Noise Survey ou =have filed a complaint awlth <the M$ t o :epect any of the fol Early /Late operations Engine run -up Excessive noise Frequency of flights Ground Noise Helicopter noise Low flying aircraft Structural disturbance Other (please specify) 30 8% 69.2% 69.2% 15.4% 15.4% 30.8% 15,4% 23.1% 4 1 didn't know that I had any option to complain Jan 1, 2010 12:09 AM 2 Previous complaint ignored and runway built anyway Jan 4, 2010 3:20 PM 3 My windows shake and vibrate !!! Jan 4, 2010 7:02 PM 2010 Airport Noise Survey ou =have filed a complaint awlth <the M$ t o :epect any of the fol Early /Late operations Engine run -up Excessive noise Frequency of flights Ground Noise Helicopter noise Low flying aircraft Structural disturbance Other (please specify) 30 8% 69.2% 69.2% 15.4% 15.4% 30.8% 15,4% 23.1% 4 2010 Airport Noise Survey CIt� and th E Airgor Relation , mmisslon an advisor r aomlmissian . cammunicat wl resid #ll at do you end is oat nlc to to residents regarding wort; Community meetings Newspaper City Newsletter articles Programming on local access cable television Direct mailings Other (please specify) 10.3% skipped <question 1 2 3 4 email emails Schoolboards, retailers, Dr's offices, restaurants, park commissions etc etc etc...EVERYONE!! I would love to attend on the 12th of January, however I am working in the morning and will be unable to attend Dec 21, 2009 5:13 PM Jan 1, 2010 10:45 PM Jan 4, 2010 7:02 PM Jan 12, 2010 7:30 PM 2010 Airport Noise Survey Comm ssi!on should 1 of ilt 1 Limit the amount of flights over any particular neighborhood. There are so many over mine. Dec 31, 2009 6:49 PM 2 no Dec 31, 2009 8:25 PM 3 the high # of flights and high frequency Dec 31, 2009 11:50 PM 4 Don't know of any at this time. Jan 1, 2010 12:09 AM 5 When an airplane is flying over Cedar Grove we find it necessary to cease conversation in order to be heard. Jan 1, 2010 2:03 AM 6 I have had to stop conversations due to the noise, and when planes have flown over I will have disruptions to my TV reception. Jan 3, 2010 8:17 PM 7 We purchased our home because their not any flights over us. Now we seem to have the bulk of them. One after another. Now we our unable to relocate, and stuck listening to very thing we wanted to avoid. Jan 4, 2010 3:04 AM 8 Health- increase in medical bills due to increase asthma problems since flights became active. Can't prove it but dramatic increase in migraine headaches put my wife in hospital a few times. More meds does not seem to help much. Related? Coincidence? Time fame matches exactly. Jan 4, 2010 3:20 PM 9 I think that the noise is the biggest issue. I have a well insulated house w/ triple pane windows and 1 can still hear the planes in my closed up house over the TV/ radio. Jan 4, 2010 4:15 PM 10 frequency of flights over my home, arrival patterns Jan 4, 2010 5:50 PM 11 I was married at 7:30 ish on Sept 19th 2008 and I have a video to prove how loud and low the aircrafts were that night we had to pause restart pause and restart several times!!! Jan 4, 2010 7:02 PM 12 no Jan 9, 20104:20 PM 13 The noise is one thing but my greater concern is to have one of these planes crash in the neighborhood. I would think that MAC would do anything to avid this and it seems the only way to avoid this scenario completely is to not have planes flying over residential nieghborhoods. Jan 11, 2010 9:02 PM 14 The timing of flights is another issue. Seems like we have phases when a flight comes over our house every 20 seconds or so for about an hour at a time. That is unreasonable. We also experience airplane traffic - plane after plane - at 10:30 or 11pm night after night. That is also very unreasonable. Jan 12, 2010 7:13 PM 15 Time of operation Jan 12, 2010 7:30 PM 2010 Airport Noise Survey Comm ssi!on should 1 of 16 When I can hit an airplane with a softball being thrown from my back yard is an issue. If a plane is flying over my home, we have to stop communication until it passes. I can not have my window's or doors open because of the noise. It goes sometimes so close it shakes my home. 17 18 19 The airport noise is here to stay there is not a dam thing I can about it. Ready to to move out of eagan even thou I have lived here most of my life Please stop the late night flights they are LOUD especially in the summer added insultaion in our attic,which we cannot afford to do,since we are retired (please). Jan 12, 2010 7:54 PM Jan 12, 2010 11:33 PM Jan 13, 2010 4:10 AM Jan 18, 2010 10:16 PM I II EXECUTIVE SUMMARY MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission EXECUTIVE SUMMARY E.1 PURPOSE The Metropolitan Council adopted guidelines to integrate information pertinent to planning, developing, and operating the region's airports in a manner compatible with their surrounding environs. The process to ensure this orderly development is documented in a Long Term Comprehensive Plan (LTCP) for each airport. In recognition of the dynamic nature of the aviation industry, the plans are to be updated regularly. The previous LTCP for the Minneapolis - St. Paul International Airport (MSP) was completed in 1996. The 2009 update will be the first revision to that LTCP and reflects substantial changes for MSP and the aviation industry over the past 13 years. E.2 NEED The aviation industry has changed since the previous LTCP for MSP was published in 1996. Airline consolidation, shifts in the aircraft fleet, new technologies, and evolving security protocols stemming from the September 11, 2001 terrorist attacks have resulted in many changes to operations that require new approaches to airport planning. These changes have affected airline service patterns, passenger processing and behavior, and have resulted in some development at MSP that was not part of the 1996 LTCP. Airports work best when the capacities of their various elements are balanced and work in harmony to provide a safe, efficient system of facilities with a high level of customer service. Over time, some of MSP's facilities have become less efficient and some have not been improved to meet the dynamic needs of today's travelers. While MSP's airfield was dramatically improved with the addition of a fourth runway in 2005, portions of the terminal and landside facilities have become outdated and need improvement. MSP's two- terminal system could be utilized more efficiently to provide better service to airlines and passengers alike. Terminal facilities, including the international arrivals hall, bag -claim hall, passenger security screening, and some concourses, need improvement. Access roads, parking, and terminal curb areas are also in need of enhancements to serve increasing passenger levels into the future. Finally, even with the new runway, MSP's airfield may require additional taxiways to improve aircraft circulation, especially around the terminal areas. These issues are the primary focuses of this updated LTCP. The LTCP is a 20 -year plan for MSP focused on developing facilities to accommodate forecast growth in a safe and efficient manner with a high level of customer service. Proposed improvements are phased to reflect the gradual growth of demand at MSP and to reflect lead time required for detailed planning, environmental analysis, design, and implementation. E.3 PROCESS AND CONTENT The LTCP consists of five primary tasks: 1. Assessing the condition and capacity of existing facilities 2. Forecasting long -range aviation demand 3. Determining future facility requirements 4. Identifying and evaluating various development options 5. Selecting a preferred comprehensive plan E -1 I 19 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission The LTCP Update identifies the type and location of facility improvements needed to safely and efficiently accommodate aviation demand through the year 2030. The LTCP Update also provides guidance for phasing airport improvements during the development period. Noise contours were also generated for 2030 and are included in the full report. The goals of this LTCP Update were established at the outset of the planning process and are listed here: 1. Provide sufficient, environmentally - friendly facilities to serve existing and future demand; 2. Provide improved energy efficiencies; 3. Encourage increased use of public transportation; 4. Minimize confusion associated with having two terminals and multiple access points; 5. Allow for flexibility in growth; 6. Utilize and maintain existing facilities to the fullest extent possible; and 7. Enhance aircraft operational safety and efficiency. E.4 INVENTORY Existing facilities at MSP were inventoried and their conditions and capacities assessed. The inventory shows that future plans for MSP will require consideration of balancing airfield capacity, terminal capacity, and landside capacity. In addition to properly balancing the capacities of these three functional elements of the airport, more efficient balance and utilization of the airport's two terminal complexes required consideration. E.5 FORECAST Forecasts of annual passenger boardings and aircraft operations (takeoffs and landings) were completed in June 2009. They show that passenger boardings are expected to increase by more than 73% by 2030, growing from 16.4 million to 28.4 million. Total aircraft operations at MSP are expected to grow by about 40% from 450,000 to 630,000 by 2030. While the current economic recession has resulted in declines in both boardings and operations at MSP since 2005, passenger boardings are expected to return to previous levels in 2013, and operations are expected to return to previous levels in 2019. 35 30 - 25 s, 20 c Boardings Forecast 0 1990 1995 2000 2005 2010 2015 Year E -2 2020 2025 2030 MSP Long Term Comprehensive Plan Update 700 Operations Forecast 650 - c 600 -- 0 550- t�. 500 - 450 .°_ 400 - 350- 0 303 250 200 "t 150 - c 100 c 50--- 0 1990 1995 2000 2005 2010 Year 2015 Metropolitan Airports Commission 2020 2025 2030 E.6 FACILITY REQUIREMENTS Growth in the number of passengers and aircraft operations will require airport facilities to be improved in order to continue operating in a safe and efficient manner. The inventory of airport facilities and existing capacity evaluation identified 15 key focus areas for the LTCP Update to evaluate. Each of these focus areas identified existing facilities that are operating inefficiently today or that are expected to operative inefficiently with moderate increases in passenger numbers. The 15 focus areas are: 1. Balancing passenger demand between the two terminals 2. Reallocation of airlines between the two terminals 3. Arrival curbside capacity (Lindbergh Terminal) 4. Public parking (Both Terminals) 5. Wayfinding / Signage for the airport roadways 6. Baggage claim facilities (Lindbergh Terminal) 7. Security Screening Check Points (Lindbergh Terminal) 8. International arrivals (Customs and Border Protection) facilities (Lindbergh Terminal) 9. Regional carrier aircraft gates (Lindbergh Terminal) 10. Refurbishing Concourses E and F (Lindbergh Terminal) 11. Rental car facilities (Both Terminals) 12. Airfield capacity and taxiways 13. The United States Post Office facility (Lindbergh Terminal) 14. Potential development of an airport hotel 15. Air Traffic Control Tower (ATCT) improvements The analysis concluded that the existing passenger terminal complexes and their landside facilities are not able to accommodate planned forecast growth without expansion. Growth in passenger boardings will prompt additional aircraft gates, parking, roadway improvements and terminal space to allow passengers to enjoy a safe and comfortable airport environment. Balancing passenger demand between the Lindbergh and Humphrey Terminals will result in improved efficiency and customer service of both facilities. This balance can best be achieved E -3 Ia1 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission improved efficiency and customer service of both facilities. This balance can best be achieved by utilizing the Lindbergh Terminal to accommodate Delta Air Lines and its partner airlines while relocating all other airlines to the Humphrey Terminal. The aviation activity forecast suggests that this move should occur by 2015. Though aircraft operations will be growing as well, the existing four - runway airfield is expected to be able to continue operating in a safe and efficient manner without the need for additional runways. Some improvements to taxiways are recommended to help aircraft move around the airfield as they taxi between the runways and the terminal complexes. E.7 CONCEPTS Though it is typical for an airport LTCP effort to provide a series of broad organizational concepts for airport development, the nature of this study was to focus on key facilities and develop concepts that would resolve existing and forecast facility deficiencies. A more detailed description, by subject area, is included in the full report and a summary of the recommendations is provided below and shown on Figure E -1 located at the end of this Executive Summary. Lindbergh Terminal • ADDITIONAL GATES - Extending Concourse G would provide new gates capable of accommodating domestic or international flights. • EXPANDED INTERNATIONAL ARRIVALS (CBP) FACILITY - New, larger facilities will be provided as part of the Concourse G expansion to accommodate forecasted growth in demand for international flights to MSP. • SECURITY SCREENING - Reconfiguration of security screening areas would improve efficiency and reduce wait times. • BAGGAGE CLAIM - The existing baggage claim hall would be reconfigured with larger, modern baggage claim systems. • PARKING - Additional parking garages would be constructed adjacent to the existing garages to accommodate existing and future parking demand. • ARRIVALS CURB - Enhancements to the curb area would improve capacity and efficiency for arriving passengers to reach shuttles, taxis, and private vehicles. • HOTEL - A site has been identified that would be appropriate for hotel development. Humphrey Terminal • ADDITIONAL GATES - New gates would be added by extending the passenger concourses to the north and south accommodating up to 26 additional gates. • PASSENGER PROCESSING - Ticketing and baggage claim facilities would be expanded to accommodate additional airlines and passengers. E-4 Ida MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission • PARKING - Existing garages would be expanded to accommodate future parking demand. • RENTAL CAR FACILITIES - Accommodations for rental cars would be provided by developing facilities in expanded existing parking garages. • ACCESS ROADS - Post Road and 34th Avenue would be improved and signed to accommodate increasing traffic volumes and simplify circulation. E.8 FACILITY IMPLEMENTATION SCHEDULE AND COSTS Improvements must be phased and constructed in response to demand and with consideration for the capital improvement budget. A preliminary phasing plan prepared for the LTCP Update includes four 5 -year phases along with very preliminary cost estimates. These costs are for new development only and do not include normal rehabilitation and maintenance efforts that will be required during this period. The costs are based upon planning concepts for the airport. Preliminary design has not been accomplished for any of these projects. The costs therefore, represent the general order of magnitude of costs that could be expected for the proposed development. They are expressed in 2009 dollars, with no allowance for inflation. • Phase I (2010- 2015): Expand Humphrey Terminal and relocate airlines. Cost Range - $380 Million - $445 Million • Phase II (2015- 2020): Modernize and expand Lindbergh Terminal, including a new international arrivals facility. Cost Range - $810 Million - $960 Million • Phase III (2020- 2025): Complete expansion of Humphrey Terminal, balancing passenger loads between the two terminals. Cost Range - $620 Million - $735 Million • Phase IV (2025- 2030): Construct crossover taxiways and access road improvements at Lindbergh Terminal. Cost Range - $190 Million - $225 Million This phasing plan allows improvements to be implemented over a 20 -year period in response to gradual increases in demand. It also allows implementation of improvements to occur with minimal disruption to the day -to -day operation of the airport. E -5 1d3 CHAPTER 5: ENVIRONMENTAL CONSIDERATIONS MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission CHAPTER 5: ENVIRONMENTAL CONSIDERATONS 5.1 AIRPORT AND AIRCRAFT ENVIRONMENTAL CAPABILITY An integral part of the airport planning process focuses on the manner in which the airport and any planned enhancements to the facility pose environmental impacts. This chapter evaluates the major environmental implications of the planned operation and development of the Minneapolis -St. Paul International Airport. The larger tables referenced in this chapter are included in Appendix B. 5.2 AIRCRAFT NOISE 5.2.1 QUANTIFYING AIRCRAFT NOISE Basics of Sound Sound is a physical disturbance in a medium, a pressure wave moving through air. A sound source vibrates or otherwise disturbs the air immediately surrounding the source, causing variations in pressure above and below the static (at -rest) value of atmospheric pressure. These disturbances force air to compress and expand, setting up a wavelike movement of air particles that move away from the source. Sound waves, or fluctuations in pressure, vibrate the eardrum creating audible sound. The decibel, or dB, is a measure of sound pressure level that is compressed into a convenient range, that being the span of human sensitivity to pressure. Using a logarithmic relationship and the ratio of sensed pressure compared against a fixed reference pressure value, the dB scale accounts for the range of hearing with values from 0 to around 200. Most human sound experience falls into the 30 dB to 120 dB range. Decibels are logarithmic and thus cannot be added directly. Two identical noise sources each producing 70 dB do not add to a total of 140 dB, but add to a total of 73 dB. Each time the number of sources is doubled, the sound pressure level is increased 3 dB. Baseline: 70 dB 2 sources: 70 dB + 70 dB = 73 dB 4sources: 70 dB + 70 dB + 70 dB + 70 dB = 76 dB 8sources: 70 dB +70 dB +70 dB + 70 dB + 70 dB + 70 dB + 70 dB + 70 dB = 79 dB The just - noticeable change in loudness for normal hearing adults is about 3 dB. That is, changes in sound level of 3 dB or Tess are difficult to notice. A doubling of loudness for the average listener of A- weighted sound is about 10 dB. Measured, A- weighted sound levels changing by 10 dBA effect a subjective perception of being "twice as loud ". 3 A- weighted decibels represent noise levels that are adjusted relative to the frequencies that are most audible to the human ear. 4 Peppin and Rodman, Community Noise, p. 47 -48; additionally, Harris, Handbook, Beranek and Ver, Noise and Vibration Control Engineering, among others. 110 lace MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Day Average Sound Level (DNL) In 1979 the United States Congress passed the Aviation Safety and Noise Abatement Act. The Act required the Federal Aviation Administration (FAA) to develop a single methodology for measuring and determining airport noise impacts. In January 1985 the FAA formally implemented the Day -Night Average Sound Level (DNL) as the noise metric descriptor of choice for determining long -term community noise exposure in the airport noise compatibility planning provisions of 14 C.F.R. Part 150. Additionally, FAA Order 1050.1, "Environmental Impacts: Policies and Procedures" and FAA Order 5050.4, "National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions," outlines DNL as the noise metric for measuring and analyzing aircraft noise impacts. As detailed above, the FAA requires the DNL noise metric to determine and analyze noise exposure and aid in the determination of aircraft noise and land use compatibility issues around United States airports. Because the DNL metric correlates well with the degree of community annoyance from aircraft noise, the DNL has been formally adopted by most federal agencies dealing with noise exposure. In addition to the FAA, these agencies include the Environmental Protection Agency, Department of Defense, Department of Housing and Urban Development, and the Veterans Administration. The DNL metric is calculated by cumulatively averaging sound levels over a 24 -hour period. This average cumulative sound exposure includes the application of a 10- decibel penalty to sound exposures occurring during the nighttime hours (10:00 PM to 7:00 AM). Since the ambient, or background, noise levels usually decrease at night the night sound exposures are increased by 10 decibels because nighttime noise is more intrusive. The FAA considers the 65 DNL contour line to be the threshold of significance for noise impact. As such, sensitive land use areas (e.g., residential) around airports that are located in the 65 or greater DNL contours are considered by the FAA as incompatible structures. Integrated Noise Model (INM) The FAA- established mechanism for quantifying airport DNL noise impacts is the Integrated Noise Model (INM). The FAA's Office of Environment and Energy (AEE -100) has developed the INM for evaluating aircraft noise impacts in the vicinity of airports. The INM has many analytical uses, such as assessing changes in noise impact resulting from new or extended runways or runway configurations and evaluating other operational procedures. The INM has been the FAA's standard tool since 1978 for determining the predicted noise impact in the vicinity of airports. Statutory requirements for INM use are defined in FAA Order 1050.1, "Environmental Impacts: Policies and Procedures" and FAA Order 5050.4, "National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions," and Federal Aviation Regulations (FAR) Part 150, "Airport Noise Compatibility Planning." The model utilizes flight track information, runway use information, operation time of day data, aircraft fleet mix, standard and user - defined aircraft profiles, and terrain as inputs. Quantifying aircraft - specific noise characteristics in the INM is accomplished through the use of a comprehensive noise database that has been developed under the auspices of Federal Aviation Regulations (FAR) Part 36. As part of the airworthiness certification process, aircraft manufacturers are required to subject an aircraft to a battery of noise tests. Through the use of federally adopted and endorsed algorithms, this aircraft - specific noise information is used in the generation of INM DNL contours. Justification for such an approach is rooted in national standardization of noise quantification at airports. 111 lay MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission The INM produces DNL noise exposure contours that are used for land use compatibility maps. The INM program includes built -in tools for comparing contours and utilities that facilitate easy export to commercial Geographic Information Systems. The model also calculates predicted noise at specific sites such as hospitals, schools or other sensitive locations. For these grid points, the model reports detailed information for the analyst to determine which events contribute most significantly to the noise at that location. The model supports 16 predefined noise metrics that include cumulative sound exposure, maximum sound level and time -above metrics from both the A- Weighted, C- Weighted and the Effective Perceived Noise Level families. The INM aircraft profile and noise calculation algorithms are based on several guidance documents published by the Society of Automotive Engineers (SAE). These include the SAE - AIR -1845 report titled "Procedure for the Calculation of Airplane Noise in the Vicinity of Airports," as well as others which address atmospheric absorption and noise attenuation. The INM is an average - value -model and is designed to estimate long -term average effects using average annual input conditions. Because of this, differences between predicted and measured values can occur because certain local acoustical variables are not averaged, or because they may not be explicitly modeled in the INM. Examples of detailed local acoustical variables include temperature profiles, wind gradients, humidity effects, ground absorption, individual aircraft directivity patterns and sound diffraction, terrain, buildings, barriers, etc. The noise contours for the 2030 Preferred Alternative were calculated using INM version 7.0b, which is the most current version released by the Federal Aviation Administration. The noise contours developed for the 2008 base case, as developed in the Metropolitan Airports Commission's 2009 Annual Noise Contour Report, were calculated using INM version 7.0a. The input data developed in the 2009 Annual Noise Contour Report were re -run in the latest version of the INM and compared. The slight differences in the contours due to changes implemented in the latest version of the model did not justify reproducing the 2008 noise contour analysis contained in the 2009 Annual Noise Contour Report. Moreover, by using the 2008 actual noise contour that was developed in the 2009 Annual Noise Contour Report, the comparative noise assessment between the base case and forecast noise contours are conservative in this document. 5.3 MSP BASE CASE 2008 NOISE CONTOURS 5.3.1 2008 BASE CASE AIRCRAFT OPERATIONS AND FLEET MIX The past seven years have presented many challenges to the aviation industry. From a local perspective, operational levels and the aircraft fleetmix at MSP have been subject to lingering effects from the events of 9/11, high fuel prices, a flurry of bankruptcy filings by several legacy airlines including Northwest Airlines, an economic recession and overall market forces that appear to be favoring consolidation, as indicated by Delta Air Lines' acquisition of Northwest Airlines in 2008. These developments have had profound effects on airline and airport operations. For example, the actual 2008 operational level at MSP was below the operational level documented at the airport over 13 years ago. The total MSP operations numbers for this study were derived from Airport Noise and Operations Monitoring System (ANOMS) data. The ANOMS total operations number was 1.2% lower than the Federal Aviation Administration Air Traffic Activity Data System (ATADS) number. The slightly lower ANOMS number can be attributed to normal system data gaps that 112 fa? Operations Category Number of Operations* Scheduled Passenger Air Carrier (a) 402,347 Cargo 14,361 Charter 536 GA 29,708 Military 3,020 TOTAL 449,972 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission occur regularly on an annual basis. To rectify the numbers, Metropolitan Airports Commission staff adjusted the ANOMS data upward to equal the total 2008 FAA ATADS number. Table 5.1 provides the total number of 2008 aircraft operations at MSP by operational category. TABLE 5.1: 2008 TOTAL OPERATIONS NUMBERS Notes: (a) Includes both air carrier and regional carrier operations. * Based on actual year -to -date 2008 ANOMS data adjusted to match FAA ATADS data (to account for unavailable ANOMS operations data). The 2008 total operations number of 449,972 — in the context of historical annual operations at MSP, the 2008 operations level is the lowest annual operations at MSP since 1994. In addition to the reduction in overall operations at MSP, the aircraft fleet mix at MSP is continuing to change. Considering the multi- faceted nature of the variables that are presently impacting the operational downturn at MSP, it is difficult to forecast long -term operational implications. All signs, however, seem to point to a fundamental change in the nature of airline operations at MSP, especially in the type of aircraft flown by all airlines. Specifically, operations by older aircraft such as the DC9 and B727 that have been "hushkitted" to meet the Stage 3 noise standard are decreasing. Following the events of 9/11, the number of monthly Stage 3 hushkit operations dropped off significantly at MSP and has never returned to pre -9/11 levels. The number of monthly Stage 3 hushkit operations dropped to 9,450 in September 2001 and has continued to drop since. Stage 3 hushkit operations dropped to a low of 2,487 total monthly operations in September 2008. In January 2009 the number of monthly Stage 3 hushkitted operations dropped to an all -time low of 2,150. At the same time that older hushkit aircraft operations are declining, the use of newer and quieter manufactured Stage 3 aircraft is on the rise. The best examples at MSP of the increasing use of newer aircraft are the Airbus A320/319, Airbus 330, Canadair Regional Jets (CRJs), Boeing B757- 200/300, and Boeing B737-800. These aircraft are replacing older hushkitted Stage 3 aircraft such as the DC10, DC9, and B727. When comparing the DC9 hushkitted aircraft to the CRJ -200 regional jet (the CRJ is one of the replacement aircraft for the smaller DC9s at MSP), 43 CRJ operations would be required to generate the same noise impact as one DC9 operation. The CRJ -200 aircraft represents newer technology engine noise emission levels. Table 5.2 provides a breakdown of the 2008 aircraft fleet mix at MSP. 113 l ag MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission TABLE 5.2: 2008 AIRCRAFT FLEET MIX AVERAGE DAILY OPERATIONS Group Manufactured/ Re- engined Stage 3 Jet Hushkit Stage 3 Jet Stage 2 less than 75,000 Ib. Aircraft Type A300 -622R A310 -304 A319 -131 A320 -211 A321 -232 A330 8717 -200 B737 -300 B737 -400 B737 -500 B737 -700 B737 -800 B747 -100 B747 -200 B747 -400 B757-200 B757 -300 B767 -200 B767 -300 B777 -200 CARJ /CL601 CL600 CNA500 CNA650 CNA750 DC10 DC820 DC860 DC870 EMB145 GIV GV IA1125 L101 LEAR35 M D11 GE M D81 MD9025 M U3001 Total 727Q 737Q BAC111 DC9Q Total FAL20 Gil GIII 114 ) 30 Day 2.2 0.3 118.1 138.6 0.4 8.8 5.4 15.4 0.5 10.5 9.5 24.2 0.0 0.5 2.3 62.0 31.9 0.3 0.2 0.0 255.2 2.3 1.4 3.1 5.1 3.6 0.0 0.0 0.6 31.3 2.0 66.9 0.8 0.1 7.0 0.5 28.0 0.5 8.5 847.8 1.7 0.1 0.0 100.2 102.0 1.1 1.9 0.3 Night Total 2.0 4.1 1.0 1.2 8.9 126.9 11.2 149.8 0.3 0.8 1.6 10.4 0.7 6.1 2.7 18.0 0.2 0.7 2.0 12.5 1.6 11.1 12.6 36.9 0.0 0.0 0.2 0.7 0.0 2.3 7.1 69.0 3.7 35.5 0.0 0.3 0.3 0.6 0.0 0.0 19.9 275.1 0.2 2.5 0.1 1.5 0.3 3.4 0.5 5.6 2.4 6.0 0.0 0.0 0.0 0.0 1.0 1.6 3.3 34.5 0.1 2.1 5.9 72.8 0.1 0.9 0.0 0.1 2.8 9.8 0.6 1.1 4.9 32.9 0.2 0.7 0.6 9.1 99.0 946.8 2.9 4.6 0.0 0.1 0.0 0.0 9.2 109.4 12.1 114.1 0.1 1.1 0.2 2.1 0.0 0.3 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission MTOW Propeller Helicopter Military Jet LEAR25 5.6 0.5 6.1 Total 8.9 0.8 9.6 1900D 4.2 0.7 4.9 BEC58P 9.9 3.8 13.7 C130 6.5 0.3 6.8 CNA172 0.2 0.0 0.2 CNA206 0.3 0.0 0.3 CNA441 1.0 0.1 1.1 DHC6 6.9 2.4 9.2 DHC8 0.1 0.0 0.1 GASEPF 1.6 1.7 3.3 GASEPV 1.1 0.1 1.2 HS748A 0.2 0.0 0.2 PA28 0.1 0.0 0.1 PA31 0.8 0.1 0.9 SD330 0.1 0.0 0.2 SF340 108.9 7.4 116.3 Total 141.7 16.6 158.3 A109 0.0 0.0 0.0 B206L 0.0 0.0 0.0 B212 0.0 0.0 0.0 B222 0.0 0.0 0.0 S70 0.0 0.0 0.0 Total 0.1 0.0 0.1 C17 0.1 0.0 0.1 C9A 0.0 0.0 0.0 F16GE 0.0 0.0 0.0 F-18 0.0 0.0 0.0 KC135 0.0 0.0 0.0 T1 0.1 0.0 0.1 T34 0.0 0.0 0.0 T38 0.1 0.0 0.1 U21 0.1 0.0 0.1 Total 0.5 0.0 0.5 Total Ops. 1100.9 128.5 1229.4 5.3.2 2008 BASE CASE RUNWAY USE The Federal Aviation Administration's control of runway use throughout the year for arrival and departure operations at MSP has a notable effect on the overall noise impact around the airport. The number of people and dwellings impacted by noise is a direct factor of the number of operations on a given runway and the land uses off the end of the runway. Historically, prior to the opening of Runway 17 -35, arrival and departure operations occurred on the parallel runways at MSP (12L -30R and 12R -30L) in a manner that resulted in approximately 50% of the arrival and departure operations occurring to the northwest over South Minneapolis and to the southeast over Mendota Heights and Eagan. As a result of the dense residential land uses to the northwest and the predominantly industrial /commercial land uses to the southeast of MSP, focusing arrival and departure operations to the southeast has long been the preferred configuration from a noise reduction perspective. 115 Op Type Runway Day 1 Night Total Arrivals 04 0.0% 0.0% 0.0% 22 0.1% 0.0% 0.1% 12L 22.5% 15.0% 21.7% 30R 22.6% 21.9% 22.5% 12R 21.1% 24.4% 21.4% 30L 17.8% 37.2% 19.8% 17 0.0% 0.0% 0.0% 35 15.8% 1.5% 14.4% Total 100.0% 100.0% 100.0% Departures 04 0.1 % 0.1% 0.1% 22 0.2% 0.1% 0.2% 12L 13.2% 19.8% 14.0% 30R 28.8% 24.9% 28.4% 12R 6.6% 20.9% 8.2% 30L 24.3% 20.4% 23.8% 17 26.7% 13.8% 25.3% 35 0.0% 0.0% 0.0% Total 100.0% 100.0% 100.0% Overall 04 0.1% 0.1% 0.1% 22 0.1% 0.0% 0.1% 12L 17.9% 17.5% 17.9% 30R 25.7% 23.4% 25.5% 12R 13.9% 22.6% 14.8% 30L 21.0% 28.5% 21.8% 17 13.2% 7.2% 12.6% 35 8.0% 0.7% 7.2% Total 100.0% 100.0% 100.0% MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Since the introduction of Runway 17 -35 at MSP, another opportunity exists to route aircraft over an unpopulated area - the Minnesota River Valley. With use of the Runway 17 Departure Procedure, westbound departure operations off Runway 17 are routed such that they avoid close -in residential areas southwest of the new runway. Thus, use of Runway 17 for departure operations is the second preferred operational configuration (after Runways 12L and 12R) for noise reduction purposes. Table 5.3 provides the runway use percentages for 2008. TABLE 5.3: 2008 RUNWAY USE Note: Totals ma not add u • to 100% due to roundin Sources: MAC ANOMS data was used to calculate runway use for 2008. 116 3a, MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.3.3 2008 BASE CASE FLIGHT TRACKS In large part, the 2008 Integrated Noise Model (INM) flight tracks are consistent with those used previously to develop the 2002 MSP Part 150 Update 2007 forecast mitigated noise contour, with the exception of Runways 17, 35, and 4 departure tracks. The Metropolitan Airports Commission (MAC) updated the INM departure tracks to conform to actual radar flight track data. Figures 5 -1 (a -h) provide the INM departure and arrival flight tracks that were used to develop the 2008 actual noise contour. Table 5.4, located in Appendix B, provides the 2008 INM flight use percentages. 5.3.4 2008 BASE CASE ATMOSPHERIC CONDITIONS The MAC gathered atmospheric data for the 2008 base case noise contour from the National Weather Service (NWS) and the Minnesota State Climatologist's Office. The MAC used the NWS's 2008 annual average temperature of 44.7 degrees Fahrenheit and 2008 average annual wind speed of 7.6 Kts. in the INM modeling process. The MAC also used a 2008 average annual pressure of 29.98 inches and a 2008 annual average relative humidity of 74 %, as reported by the Minnesota State Climatologist's Office. 5.3.5 2008 MODELED VERSUS MEASURED DNL LEVELS As part of the 2008 base case noise contour development process, a correlation analysis was conducted comparing the INM - developed 2008 base case DNL noise contours to actual measured aircraft noise levels at the 39 Airport Noise and Operations Monitoring System (ANOMS) Remote Noise - Monitoring Towers (RMTs) around MSP in 2008. An INM grid point analysis was conducted to determine the model's predicted 2008 DNL noise levels at each of the RMT locations (determined in INM by the latitude and longitude coordinates of each RMT). Table 5.5 provides a comparison of the INM grid point analysis at each RMT site, based on the 2008 base case noise contour as produced with INM, and the actual ANOMS monitored aircraft DNLs at those locations in 2008. The average absolute difference between the modeled and measured DNLs was 1.9 dB. The median difference was 1.1 dB. The ANOMS RMTs, on average, reported higher DNL levels than the INM model generated. The MAC believes that this is due in part to the inclusive approach MAC staff has taken in tuning the ANOMS noise -to -track matching parameters. This conservative approach, along with the increasing number of quieter jets operating at the airport, results in increased instances of community- driven noise events being attributed to quieter aircraft operating at further distances from the monitoring location. 117 INN' Flight Tracks Runwa 17 Figure 5 -1d DD 33 :�� VW Minneapolis - St Paul - International Airport (MSP) MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission The use of Figure 5 - absolute values provides a perspective of total difference between the INM modeled values and the measured DNL values provided by the ANOMS in 2008. The median is considered the most reliable indicator of correlation when considering the data variability across modeled and monitored data. Overall, the small variation between the actual ANOMS monitored aircraft noise levels and the INM - modeled noise levels provides additional external system verification that the INM is providing an accurate assessment of the aircraft noise impacts around MSP. TABLE 5.5: 2008 MEASURED VERSUS INM DNL VALUES AT ANOMS RMT LOCATIONS RM'r Site 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 39 2008 Annul Difference (Modeled Measured DNL (a) 2008 Modeled DNL minus Measured) Logarithmic Difference Notes. All units in dB DNL (a) computed from dairy DNLs Source: MAC RMT data 57.0 55.9 -1.1 1.1 58.9 57.1 -1.8 1.8 62.9 62.6 -0.3 0.3 61.5 61.2 -0.3 0.3 69.4 69.1 -0.3 0,3 71.3 68.9 -2.4 2.4 80.6 60.5 -0.1 0.1 59.D 58.7 -0.3 03 43.6 429 -0.7 0.7 48.6 49.5 0.9 0.9 44.3 45.6 1.3 1.3 39.3 48.1 8.8 8.8 541 55.8 1.7 1.7 62.0 61.4 -0.6 0.6 57.5 56.8 -0.7 0.7 65.4 63.9 -1.5 1.5 49.5 48.2 .1.3 1.3 57.9 58.8 0.9 0.9 53. 54 0.3 0.3 48.3 50.2 1.9 1.9 51.1 521 1.0 1.0 56.0 56.9 0.9 0.9 62.9 61.6 43 1.3 60.1 59.9 -0.2 0.2 51.5 56.3 4.8 4.8 548 52.6 -2.2 2.2 55.3 56.3 1.0 1.0 59.5 61.3 1.6 1.8 54.7 54.4 -0.3 0.3 62.8 61.2 -1.4 1.4 47.9 49.9 2.0 2.0 44.9 47.3 2.4 2.4 47.7 50.8 3:1 3.1 44.8 49.2 4.4 4.4 542 54.2 0.0 0.0 53.5 52.4 -1.1 1.1 47.9 49.5 1.6 1.6 504 51.5 1.1 1.1 51.7 53.2 1.5 1.5 126 Sign Absolute Average 1.8 Median 1.1 c ity Count taingie.Fs Lily - tau. Fruity 6044 6640 70-74 76+ Total 60-64 65.69 70-74 76+ Togo Bloomington Completed Additional 57 57 129 620 749 Total 57 57 129 820 749 Eagan Completed Additional 269 1 270 Total 269 1 270 Mendota Heights Completed Additional 45 1 46 7 7 Total 45 1 +46 7 7 Minneapolis Completed Additional 6207 105 2241 116 8564 105 1905 4 746 6 2657 4 Total 6312 2241 116 8669 1909 746 6 1 Richfield Completed Additional 918 205 1121 284 284 Total 916 205 1121 284 284 All Clies Completed Additional 7494 105 2448 116 10058 105 2325 4 1366 6 3697 4 Total 7599 2448 116 10163 _ 2229 1366 6 3701 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.3.6 2008 BASE CASE NOISE CONTOUR IMPACTS Based on the 449,972 total operations in 2008, approximately 5,716.5 acres are in the 65 DNL noise contour and approximately 12,975.5 acres are in the 60 DNL noise contour. Table 5.6 contains the count of single - family (one unit per structure) and multi - family (greater than one unit per structure) dwelling units in the 2008 actual noise contours. The MAC based the counts on the parcel intersect methodology where all parcels that are within or touched by the noise contour are counted. The 2008 count of residential units within the actual 60 DNL noise contour that have not received noise mitigation around MSP is 4,865. There are no unmitigated homes in the 2008 actual 65 DNL noise contour around MSP. A depiction of the 2008 actual noise contour is provided in Figure 5.2. TABLE 5.6: SUMMARY OF 2008 ACTUAL DNL NOISE CONTOUR SINGLE FAMILY AND MULTI - FAMILY UNIT COUNTS Note: Parcel intersect method, completed includes all parcels mitigated or eligible for mitigation. 127 I y-3 Operations Category Number of Operations Scheduled Passenger Air Carrier (a) 576,682 Cargo 18,834 Charter 218 GA (b) 32,988 Military 2,115 Total 630,837 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.4 2030 PREFERRED ALTERNATIVE FORECAST NOISE CONTOURS As is detailed in Chapter 4 there are a number of development elements included in the preferred 2030 alternative. Although these developments include additional gates and terminal amenities, because no additional runway capacity is being developed there are no substantive impacts on the forecast noise contours resulting from the proposed developments. 5.4.1 2030 AIRCRAFT OPERATIONS AND FLEET MIX The forecast information provided in Chapter 2 was the principal source of operations information used in the preparation of the 2030 day /night fleet mix projections. Table 5.7 provides the total operations summary for 2030. TABLE 5.7: 2030 TOTAL OPERATIONS NUMBERS Notes: (a) Includes both air carrier and regional carrier operations (b) Includes True Air Taxi This analysis also included the development of detailed fleet mix and stage length information for most of the aircraft operations projected for 2030. Additional analysis utilizing ANOMS and other data sources was required to generate the day /night splits and refine the fleet mix estimates for the general aviation and military operations. Table 5.8 provides a detailed breakdown of the forecasted 2030 fleet mix at MSP. 129 116 MSP Long Term Comprehensive Plan Update TABLE 5.8: 2030 AIRCRAFT FLEET MIX AVERAGE DAILY OPERATIONS G rou p 737300 737400 737700 737800 747400 757300 757RR 767300 767CF6 777200 777300 A300 -622R A310 -304 A319 -131 A320 -211 A320 -232 A321 -232 A330 -301 A330 -343 CIT3 CL600 CL601 CNA500 CNA55B CNA750 DC1010 DHC6 DHC8 DHC830 D0328 ECLI PSE500 EM B145 F10062 GIV GV HS748A IA1125 LEAR35 MD11 GE MD81 MD9025 MU3001 Total 0.0 1.8 0.6 227.3 2.1 0.0 4.4 13.3 13.4 8.3 6.4 3.1 0.1 82.5 134.0 51.7 40.6 7.1 9.7 7.9 4.2 251.6 2.7 1.1 6.1 0.4 3.6 0.1 139.0 0.1 0.5 29.9 0.9 7.8 271.5 0.2 0.9 8.6 0.5 0.1 28.7 7.0 1380.0 0.0 5.2 0.1 33.3 0.1 0.0 5.6 3.2 1.5 0.5 0.1 2.7 0.4 9.6 15.2 5.7 5.0 0.6 0.1 0.8 0.4 19.5 0.2 0.1 0.6 0.3 0.8 0.7 9.0 0.0 0.0 3.5 0.1 0.8 23.4 0.0 0.1 1.5 0.6 0.0 2.3 0.7 154.2 Manufactured /R e- engined Stage 3 Jet Aircraft Type Day Night Total 0.0 7.0 0.7 260.6 2.2 0.0 10.1 16.5 14.9 8.9 6.5 5.9 0.5 92.1 149.3 57.4 45.6 7.7 9.8 8.7 4.6 271.1 3.0 1.2 6.7 0.7 4.4 0.8 147.9 0.1 0.5 33.3 1.0 8.5 294.8 0.2 1.0 10.1 1.1 0.1 31.0 7.7 1534.1 130 Metropolitan Airports Commission Stag 2 less than ; FAL20 Gil GIIB LEAR25 N (V r Q CO 0.2 0.1 0.0 0.6 2.4 1.1 0.2 7.2 Total 9.9 1.0 10.9 1900D 4.9 5.8 BEC58P 14.7 19.3 C130 0.1 0.1 C -130E 5.0 5.2 CNA172 0.1 0.1 Propeller CNA208 0.8 O 2.5 CNA441 0.8 0.9 PA31 0.3 0.4 GASEPF 2.1 2.3 GASEPV 0.6 0.6 Total 29.5 7.7 37.1 132.0 13.5 145.4 Jet Total 132.0 13.5 145.4 0.0 0.1 0.0 0.1 Helicopter H5OOD O Q 0.0 0.0 0.0 0.0 Total 0.1 0.0 0.1 C17 Q Q O O Q Q Q Q Q C5A F16G E F -18 Military Jet KC -135 T1 0 �� O O Q Q T34 T -38A U21 Total 0.4 0.0 0.4 MSP Long Term Comprehensive Plan Update Total Operations 1551.8 176.3 Source: ops_calc.dbffrom INM Version 7.0b Notes: Differences may exisit due to rounding This is the modeled INM fleet mix and due to aircraft substitutions, 131 Metropolitan Airports Commission 1728.1 In summary, a total of 630,837 annual operations, which equates to approximately 1,728 daily operations, are forecasted for 2030. Op Type Runway Day Night Total 04 0.0% 0.0% 0.0% 22 0.3% 0.3% 0.3% 12L 18.6% 17.6% 18.5% 30R 20.7% 13.2% 19.9% Arrivals 12R 22.6% 24.8% 22.8% 30L 10.4% 10.6% 10.4% 17 0.0% 0.0% 0.0% 35 27.5% 33.6% 28.1% Total 100.0% 100.0% 100.0% 04 0.2% 0.0% 0.2% 22 0.1% 0.1% 0.1% 12L 15.4% 16.5% 15.5% 30R 20.9% 20.0% 20.8% Departures 12R 8.1% 10.9% 8.4% 30L 24.6% 26.9% 24.8% 17 30.8% 25.6% 30.3% 35 0.0% 0.0% 0.0% Total 100.0% 100.0% 100.0% 04 0.1% 0.0% 0.1% 22 0.2% 0.2% 0.2% 12L 17.0% 17.0% 17.0% 30R 20.8% 16.7% 20.4% Overall 12R 15.3% 17.6% 15.6% 30L 17.4% 19.0% 17.6% 17 15.4% 13.2% 15.1% 35 13.8% 16.2% 14.1% Total 100.0% 100.0% 100.0% MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.4.2 2030 RUNWAY USE Table 5.9 shows the 2030 modeled runway use. TABLE 5.9: 2030 RUNWAY USE The runway use modeled for the scheduled and un- scheduled aircraft operations in the development of the forecasted 2030 noise contour is the same as the runway use included in the July 2005 MSP 2015 Terminal Expansion Environmental Assessment (EA). This was determined based on discussions with the MAC and the Federal Aviation Administration related to how the proposed alternatives at MSP would impact the use of the airfield in 2030. The data used were extracted from Table B.2.2 - 2015 Estimated Average Annual Runway Use for the 2015 Proposed Project located in Appendix B, Page B.2.5 of the July 2005 MSP 2015 Terminal Expansion EA. The runway use modeled for the military operations forecasted in 2030 is based on the runway use modeled in the 2008 base case noise analysis. The use of the helicopter pads was limited to the six pads modeled in the 2008 base case noise analysis. The operations were distributed evenly across the six pads. For the purposes of this analysis the runway use for the scheduled and un- scheduled operations was applied to the fleet mix based on aircraft operational categories. This is consistent with the methodology used in the analysis included in the July 2005 MSP 2015 Terminal Expansion EA. 132 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.4.3 2030 FLIGHT TRACKS The flight track layout and associated use for all the modeled operations were derived from the 2008 base case noise contour analysis. The Integrated Noise Model (INM) flight tracks used for the 2030 noise contour are the same as those used for the 2008 base case noise contour as provided in Figures 5.1 (a -h). The 2030 INM track usage percentages are provided in Table 5.10, located in Appendix B. As with the runway use, the flight track use for scheduled and un- scheduled operations was also applied to the fleet mix by a secondary aircraft operational category. To this end, the fleet mix modeled was categorized by Heavy (H), Passenger (P), Regional (R) and Propeller (P). The 2030 fleet mix was then assigned the corresponding operational categories, so as to assign the aircraft to the appropriate track, to and from the runway, being used for each operation. The military operations were assigned to the appropriate tracks in the same manner as was done in the 2008 base case noise contour analysis. The helicopter operations were distributed evenly across the tracks associated with the six pads modeled in the 2008 base case noise contour analysis. 5.4.4 2030 ATMOSPHERIC CONDITIONS The weather data that were used in the 2030 noise contour modeling was derived from the July 2005 MSP 2015 Terminal Expansion EA. This assumes an annual average temperature of 47.7 degrees Fahrenheit, an average annual pressure of 29.9 inches, an average annual humidity of 64% and a 5.3 knot operational headwind. 5.4.5 2030 NOISE CONTOUR IMPACTS Based on the 630,837 total operations forecasted in 2030, approximately 8,540 acres are in the 65 DNL noise contour (an increase of 2,823.5 acres from the 2008 base case noise contour) and approximately 21,185.1 acres are in the 60 DNL noise contour (an increase of 7,209.7 acres from the 2008 base case noise contour). Table 5.11 contains the counts of single - family (one unit per structure) and multi - family (greater than one unit per structure) dwelling units in the forecast 2030 noise contour. The counts are based on the parcel intersect methodology where all parcels that are within or touched by the noise contour are counted. A depiction of the 2030 actual noise contour is provided in Figure 5 -3. 133 City Count Dvmlik+9 Units Within DNL WS) Interval Single- Famlfy Multi-Family 60.64 8648 70.74 76+ Total 60-44 6649 70-74 76+ Total Bloom Completed 306 98 0 0 404 566 447 820 0 1733 Add Norval 45 0 0 0 45 24 50 0 0 74 Total 351 98 0 0 449 690"! 520 0 1807 Burnsville Comp4eted 0 0 0 0 0 0 0 0 0 0 Additional 29 0 0 0 29 0 0 0 0 0 Total 0 0 0 0 0 Eagan Completed 194 0 0 0 194 0 0 0 0 Additional 342 0 0 0 342 104 0 0 0 104 Total 536 0 0 0 536 104 0 0 0 104 Mendota Completed 0 0 0 0 0 0 0 0 0 0 Additional 13 0 0 0 13 0 0 0 0 0 Total 13 0 0 0 13 0 0 0 0 0 Mendota taeghts Completed 66 4 0 0 70 49 0 0 0 49 A dditional 13 0 0 0 13 226 0 0 D 2 Total 79 4 0 0 83 275 0 0 0 275 Minneapolis Completed 6548 3966 784 0 11298 2513 606 525 0 3644 Additional 3600 2 0 0 3602 1556 0 0 0 1556 Total 10148 3968 784 0 14900 40 1306 525 0 5200 Richfield Completed 1172 545 IV 0 1786 1407 218 0 0 1625 Additional 1.678 0 0 0 1578 1252 4 0 0 1256 Total 2750 545 69 0 3364 222 0 2881 All Cities Completed 8285 4613 853 0 13752 4635 1271 1145 0 7051 prdd Nora! 5620 2 0 0 5822 3162 54 0 0 3216 Total 13906 4615 853 0 19374 7797 1325 1145 0 10267 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission The forecast 2030 and 2008 base case noise contours are provided in Figure 5 - The 2030 65 DNL noise contour is 49.4% larger than the 2008 base case 65 DNL noise contour, and the 2030 base case 60 DNL noise contour is 55.6% larger than the 2008 base case 60 DNL noise contour. TABLE 5.11: SUMMARY OF 2030 FORECAST DNL NOISE CONTOUR SINGLE FAMILY AND MULTI - FAMILY UNIT COUNTS Note: Parcel intersect method, completed includes all parcels mitigated or eligible for mitigation. 135 IS MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 5.5 AIR QUALITY 5.5.1 AIRCRAFT EMMISSIONS This analysis details the data inputs used to develop the emissions inventory for use in the Long Term Comprehensive Plan (LTCP) at Minneapolis St. Paul International Airport (MSP) and the results of the analysis. The purpose of this analysis is to determine the aircraft related emissions for National Ambient Air Quality Standard (NAAQS) criteria pollutants at MSP for the years 2008 and 2030. Pollutants Considered Air pollutants associated with emissions include major criteria pollutants. The U.S. Environmental Protection Agency has established National Ambient Air Quality Standards (NAAQS) and identified six "criteria pollutants" that cause or contribute to air pollution and could endanger the public's health and welfare. The NAAQS criteria pollutants and /or their precursors included in this study are: Carbon Monoxide (CO), Particulate Matter (PM -10, PM -2.5), Sulfur Dioxide (SO Nitrogen Dioxide (NO and Volatile Organic Compounds (VOCs). Operational Pollutant Sources Aircraft operations that potentially contribute to pollutant concentrations on the ground include departure taxiing, queuing, takeoff, climb -out, approach, landing and arrival taxiing. Other aircraft- related emissions included in this emission inventory are aircraft ground support equipment (GSE) and Auxiliary Power Units (APUs) that provide power and air - conditioning to aircraft when the engines are not running. Aircraft Operations Annual landing and takeoff aircraft operational levels were determined from the 2008 Integrated Noise Model (INM) operations database file generated and provided by the MAC and the operations database file for the 2030 noise contours. Tables 5.12 and 5.13 provide the INM and Emissions and Dispersion Modeling System (EDMS) fleet mix modeled and annual landing takeoff operations (LTOs) for 2008 and 2030, respectively. It should be noted that EDMS total operations vary slightly from INM total operations due to rounding functions within the EDMS model. 137 153 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission TABLE 5.12: FLEET MIX AND LTO ANNUAL OPERATIONS — 2008 LTO INM Type EDMS Type Annual F16GE Lockheed Martin F -16 Fighting Falcon 7.6 GASEPF Cessna 172 Skyhawk 607.4 GASEPV Cessna 182 215.3 A109 Agusta A -109 3.5 A300 -622R Airbus A300B4 -600 series 755.3 A310 -304 Airbus A310 -300 series 228.0 A319 -131 Airbus A319 -100 series 23,163.9 A320 -211 Airbus A320 -200 series 27,343.8 A321 -232 Airbus A321 -200 series 137.5 A330 -301 Airbus A330 -300 series 1,890.8 IA1125 Israel IAI -1125 Astra 168.3 B206L Bell 206 JetRanger 6.1 B212 Bell UH -1 Iroquois 0.5 B222 Agusta A109 1.0 737N17 Boeing 737 -200 series 10.1 737N9 Boeing 737 -200 series 7.6 BAC 111 BAC 1 -11 300/400 2.0 BEC58P Raytheon Beech Baron 58 2,493.1 1900D Raytheon Beech 1900 -D 885.6 717200 Boeing 717 -200 series 1,106.6 737300 Boeing 737 -300 series 3,290.5 737400 Boeing 737 -400 series 123.9 737500 Boeing 737 -500 series 2,282.1 737700 Boeing 737 -700 series 2,023.7 737800 Boeing 737 -800 with winglets 6,730.0 747100 Boeing 747 -100 series 2.0 747200 Boeing 747 -200 series 126.4 747400 Boeing 747 -400 series 417.6 757PW Boeing 757 -200 series 12,597.1 757300 Boeing 757 -300 series 6,486.6 767CF6 Boeing 767 -200 series 51.1 767300 Boeing 767 -300 series 101.6 777200 Boeing 777 - 200 -ER 5.1 C -130E Lockheed C -139 Hercules 1,246.3 C17 Boeing C -17A 20.2 C9A Boeing DC -9 -10 series 1.0 CNA172 Cessna 172 Skyhawk 31.8 CNA206 Cessna 206 56.6 CNA500 Cessna 501 Citation 1 SP 274.5 CIT3 Cessna 500 Citation 1 618.3 138 15y MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission INM Type CNA750 CL600 CL601 CNA441 DHC6 DHC8 DC1010 DC820 DC860 DC870 DC93LW DC9Q9 DC95HW EMB145 F -18 727EM1 727EM2 Gil GIIB GIV GV HS748A KC -135 L1011 LEAR25 LEAR35 MD11GE MD81 MD9025 MU3001 PA31 PA28 S70 SD330.4. SF340 T1 T34 U21 Grand Total EDMS Type Cessna 750 Citation X Bombardier Challenger 600 Bombardier Challenger 601 Cessna 441 Conquest II DeHavilland DHC -6 -300 Twin DeHavilland DHC -8 -100 Boeing DC -10 -10 series Boeing DC -8- series 50 Boeing DC -8 series 60 Boeing DC -8 series 70 Boeing DC -9 -30 series Boeing DC -9 -30 series Boeing DC -9 -50 series Embraer ERJ145 -ER Boeing F /A -18 Homet Boeing 727 -100 series Boeing 727 -200 series Gulfstream 11 Gulfstream II -B Gulfstream IV -SP Gulfstream G500 Hawker HS748 -2 Boeing KC -135 Stratotanker Lockheed L -1011 Tristar Bombardier Learjet 25 Bombardier Learjet 36 Boeing MD -11 Boeing MD -81 Boeing MD -90 Mitsubishi MU -300 Diamond Piper PA -31 Navajo Piper PA -28 Cherokee series Sikorsky UH -60 Black Hawk Shorts 330 -200 series Saab 340 -B Rockwell T -2 Buckeye Raytheon Beech Bonanza 36 Raytheon King Air 90 139 1 SS LTO Annual 1,013.1 668.8 50,210.2 222.4 Otter 1,686.4 19.2 1,103.6 1.5 1.0 295.3 9,967.0 28.2 9,972.1 6,299.6 4.5 1.0 840.2 380.7 56.6 388.2 13,286.0 29.8 9.1 12.1 1,131.8 1,791.5 208.8 6,003.3 132.5 1,660.1 137.5 7.1 1.0 27.8 21,222.3 19.2 1.0 10.6 224,371.4 Source: MAC INM Input files for 2008 DNL contour; HNTB Analysis, 2009. MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission TABLE 5.13: FLEET MIX AND LTO ANNUAL OPERATIONS — 2030 INM Type GASEPF GASEPV A109 A300 -622R A310 -304 A319 -131 A320 -211 A320 -232 A321 -232 A330 -301 A330 -343 IA1125 B206L BEC58P 1900D 737QN 737300 737400 737700 737800 747400 757RR 757300 767CF6 767300 777200 777300 C -130E C130 C17 C5A CNA172 CNA208 CNA55B CNA500 CIT3 CNA750 CL600 CL601 CNA441 EDMS Type Cessna 172 Skyhawk Cessna 182 Agusta A -109 Airbus A300B4 -600 series Airbus A310 -300 series Airbus A319 -100 series Airbus A320 -200 series Airbus A320 -200 series Airbus A321 -200 series Airbus A330 -300 series Airbus A330 -300 series Israel IAI -1125 Astra Bell 206 JetRanger Raytheon Beech Baron 58 Raytheon Beech 1900 -D Beoing 737 -200 series Boeing 737 -300 series Boeing 737 -400 series Boeing 737 -700 series Boeing 737 -800 with winglets Boeing 747 -400 series Boeing 757 -200 series Boeing 757 -300 series Boeing 767 -200 series Boeing 767 -300 series Boeing 777 - 200 -ER Boeing 777 -300 series Lockheed C -139 Hercules Lockheed C -139 Hercules Boeing C -17A Lockheed C -5 Galaxy Cessna 172 Skyhawk Cessna 208 Caravan Cessna 550 Citation II Cessna 500 Citation 1 Cessna 500 Citation 1 Cessna 750 Citation X Bombardier Challenger 600 Bombardier Challenger 601 Cessna 441 Conquest II 140 ISe LTO Annual 413.8 109.7 9.3 1,073.7 95.3 16,800.0 27,240.2 10,474.4 8,319.1 1,409.3 1,786.2 174.7 11.6 3,513.6 1,055.6 26,543.6 5.4 1,275.7 123.3 47, 566.7 397.2 1,836.6 6.4 2,718.5 3,020.1 1,617.7 1,178.9 952.2 22.5 15.0 3.8 26.7 449.3 213.9 542.1 1,581.7 1,229.2 838.6 49,481.4 161.1 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission INM Type DHC6 DHC8 DHC830 DC1010 DO328 ECLIPSE500 EMB145 F10062 F16GE F -18 FAL20 Gil GIIB GIV GV HSO0D HS748A KC -135 LEAR25 LEAR35 MD11GE MD81 MD9025 MU3001 PA31 S70 T1 T34 T -38A U21 Grand Total Source: HNTB Analysis, 2009. EDMS Type DeHavilland DHC -6 -300 Twin Otter DeHavilland DHC -8 -100 DeHavilland DHC -8 -300 Boeing DC -10 -10 series Donier 328 -100 series Piper PA -42 Cheyenne Series Embraer ERJ145 -ER Fokker F100 Lockheed Martin F -16 Fighting Falcon Boeing F /A -18 Hornet Dassault Falcon 20-D Gulfstream II Gulfstream II -B Gulfstream IV -SP Gulfstream G500 Hughes 500D Hawker HS748 -2 Boeing KC -135 Stratotanker Bombardier Learjet 25 Bombardier Learjet 36 Boeing MD -11 Boeing MD -81 Boeing MD -90 Mitsubishi MU -300 Diamond Piper PA -31 Navajo Sikorsky UH -60 Black Hawk Rockwell T -2 Buckeye Raytheon Beech Bonanza 36 T -38 Talon Raytheon King Air 90 141 I5') LTO Annual 795.2 149.6 26,998.8 122.3 21.9 99.9 6,085.2 188.2 6.0 5.3 445.1 205.8 27.9 1,553.7 53,806.2 2.3 36.5 5.3 1,309.0 1,840.6 194.1 22.9 5,660.3 1,400.1 68.9 2.3 10.5 0.8 14.3 6.8 315,379.3 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Table 5.14 identifies the taxi times used in the EDMS model for each year. TABLE 5.14: TAXI TIMES (MINUTES) Year Taxi -out Taxi -in 2008 19.2 8.2 2030 18.1 10.7 Source: ASPM Data extracted 11/4/2009, HNTB Analysis, 2005. The following assumptions were made in development of the inventory: • Default ground support equipment (GSE) and times for equipment assigned by EDMS were used for individual aircraft types. • Default auxiliary power unit (APU) values were used (EDMS uses 13 minutes of APU for arrival and departure, a total of 26 minutes). Version 5.1.1 of EDMS (the lastest version) was used to determine aircraft - related emissions. Results Tables 5.15 and 5.16 provide the air pollutant emissions in tons per year from aircraft, GSE, and APU operations in 2008 and 2030, respectively. It should be noted that the 2030 GSE pollutants are much lower than 2008 due to EDMS technology assumptions for 2030 GSE. The EDMS model assumes that emission factors (EF) for equipment such as gasoline baggage tractors will be significantly reduced by the year 2030. An example the CO EF for a baggage tractor in 2008 is 125.6 (grams /hp /hr) and in 2030 CO EF is reduced to 14.0 (grams /hp /hr). These reductions provide a significant decrease in the amount of pollutants created from GSE. TABLE 5.15: 2008 EMISSIONS INVENTORY (TONS/YEAR) PM- PM- Category CO VOC NOx SOx 10 2.5 Aircraft 2,210.42 369.82 2,112.56 233.22 34.23 34.23 GSE 2,265.40 79.01 267.33 7.27 8.03 7.71 APUs 99.18 4.83 66.52 8.72 8.00 8.00 Grand Total 4,574.99 453.66 2,446.41 249.20 50.25 49.94 Source: HNTB Analysis, 2009. 142 Pollutant 15 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission TABLE 5.16: 2030 EMISSIONS INVENTORY (TONS/YEAR) Pollutant PM- PM- Category CO VOC NOx SOx 10 2.5 Aircraft 3,161.21 441.15 3,260.18 351.11 48.58 48.58 GSE 416.08 17.00 37.91 4.35 2.59 2.41 APUs 108.72 5.68 104.67 13.07 10.64 10.64 Grand Total 3,686.01 463.83 3,402.77 368.54 61.82 61.64 Source: HNTB Analysis, 2009. 5.5.2 ROADWAY AND PARKING EMISSIONS — MSP 2008 AND 2030 Roadway and parking emissions are estimated for existing (2008) vehicle volumes and projected 2030 volumes, assuming development occurs as described in this Long Term Comprehensive Plan. Because the Twin Cities Metropolitan Region is a designated maintenance area for carbon monoxide (CO), the primary pollutant of concern from vehicular traffic is CO. The Minnesota Pollution Control Agency generated CO emission factors from the U.S. Environmental Protection Agency data. However, for this assessment, all criteria pollutants addressed by the EDMS model have also been evaluated. Default CO emission rates used in the EDMS model were compared with those used by the Minnesota Pollution Control Agency and the Metropolitan Council and found to inadequately represent regional CO emissions. Some reasons for these differences are: the default EDMS evaluation month is July while the Minnesota evaluation month is January, when assumed minimum and maximum temperatures are more than 30 degrees lower; the Reid Vapor Pressure assumed in Minnesota is almost 70% higher than the EDMS default value; the EDMS model uses a national default average vehicle mix, while a vehicle mix unique to the Twin Cities Metropolitan Area is used by the Metropolitan Council. The EDMS default Mobile 6.2 input files do include, however, various fuel - related factors that are not assumed in the Minnesota model since these do not affect CO emissions. Pollutant emission rate predictions for 2008 and 2030 were therefore generated using the Mobile 6.2 emissions model with merged Minnesota and EDMS inputs rather than using the EDMS model directly. In this way, the model reflects regional vehicle registration and age data for the Twin Cities Metropolitan Area and Minnesota temperature and fuel - related parameters, along with fuel - related assumptions in the EDMS model for calculating non -CO emission rates. A range of predicted speeds from 2.5 mph to 65 mph was used in this evaluation for predictions in parking ramps, arterial /collector roads and freeways. Roadway Emissions Roadway emissions are based upon traffic forecasts provided by the Metropolitan Council, for public roadways on and surrounding MSP. Traffic estimates on these roadways associated with the Lindbergh Terminal and the Humphrey Terminal parking ramps were generated for 2009 and for 2030 without the MSP 2030 improvements. The increase in background traffic between these two years was small; it is therefore reasonable to assume that 2009 volumes can be used for 2008. The 2030 public roadway volumes were adjusted upwards to account for the MSP 143 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission 2030 plan using the Average Daily Traffic volume growth on Glumack Drive projected in Section 3.6. This growth factor, based on Table 3.3, is 1.366. The allocation of traffic on Lindbergh Terminal roadways developed in the MSP 2015 Terminal Expansion Environmental Assessment was assumed in this study but with volumes adjusted upward using the growth factor noted above. Limited growth was assumed on the airport road servicing the air cargo area. An estimate of criteria pollutant emissions on major roadways around the perimeter of MSP and within the airport was made for each roadway segment for which traffic volumes were available. Emissions were based upon daily travel volumes, average travel speed, and emission factors. As noted above, emission factors were generated with the Mobile 6.2 model for the Twin Cities Metropolitan Area. Annual traffic volumes were estimated from daily traffic, assuming traffic occurs 365 days per year. Summaries of roadway emissions for 2008 and 2030 are presented below in Table 5.17 and Table 5.18, respectively. 144 160 1 -Awl 1£9'0 1 1E0'0 1 11z'0 I £V0 1 I1Z'0 1 16Z'0 ILZ'0 191'0 [L1'0 11L'0 1 18Z'0 1 1_1410 1 19z. 1 I 1 180'0 1 60 ' 0 It'o I9Z'17 - - - - 1 1 190 0 1 Z£'0 199 0 Imo 11717' 0 1017 0 19Z'0 19Z'0 1 80'1. 1 1£17 '0 I 189'0 J. 1 017' 0 1 0 1 117 1 0 1£1 0 I L0'0 £9'9 I osl 191'0 1 100 190 0 1 IZ1.'0 190'0 1 1 8 0 . 0 1 L o'0 190'0 190'0 I0Z'0 180'0 lZ1'0 I LO'0 1 0'0 11700 I Z0'0 I1.o'o 1 Izz'1 XON ItELZ 1 1£9'1 1£9''1. 1 l0Z'6Z 181'91. 1617'171. 1L17'£1 16£'6 10£'6 I Z L'£9 117E'LZ 169 "E£ 1 0t' 91. 1Z9'1 166'Z 11717 I£L Z 199'£LZ 01 160'17 1. rzi3o 117 1'9 I z£ 'm 160'9 _- IPL'L 161.L - - ILLt 119'9 106'91. 11L'9 1 L9 "01 - 101 11.Z'1. 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L _ *6'0 I006'0 A 1 1.77'0 1 I0Z8'0 1 I OL73. 16tr8'0 1 (Roadway Segment 134th Avenue - (West Service Road - 11-494 (TH77 to 24th Ave) 1 11-494 (24th Ave to 34TH Ave) - 11-494 (34th Ave to TH5) - 'Lindbergh Exit - !Lindbergh Entrance 'Post Road - 'Terminal Roadways 1TH 5 (TH55 to Entrance) 1TH 5 (Entrance to 34th Ave) 1 1TH 5 (34th Ave to 1-494) �1 1TH 55 (TH62 to 1TH 62 (TH77 to 28th Ave) 1TH 62 (36th Ave to TH55) 1 1TH 77 (1-494 to 66th St) 1 : 1TH77 (66th St to TH62) 1 Roadway Emissions (2030) 1 re a. co co co csi cn ro cn LLI MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Parking Area 2008 Parking Spaces 2030 Parking Spaces Lindbergh Ramp 14,400 24,500 Humphrey Ramp 9,200 15,100 Delta B Ramp 1,700 1,700 Delta C South Lot 2,300 2,300 Delta C North Lot 1,500 1,500 Total Spaces 29,100 45,100 Parking Travel Speed Veh /space Facility (ft) (mph) Weekday Weekend Lindbergh 680 35/5 0.98 0.69 Humphrey 450 35/5 0.72 0.53 Delta B 40 1 2.5 0.63 Delta C South 80 1 1.65 0.41 Delta C North 70 1 1.78 0.44 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Parking Emissions Parking emissions are estimated from the major parking facilities on the airport that are shown in Table 5.19. No parking was assumed for the Econo -Lot and the Delta F Ramp. TABLE 5.19: MAJOR MSP PARKING FACILITIES ANALYZED Emissions are not related directly to the number of parking spaces, but are related to the vehicular activity within each parking area, the average travel speed of vehicles on access roads to and from the ramp and within the ramp, and the average idling time within the ramp. Detailed activity in the Lindbergh Terminal and Humphrey Terminal ramps was developed for the MSP 2015 Terminal Expansion Environmental Assessment and has been assumed in this study. This activity (hourly inbound and outbound vehicle volumes by time of day and day of week) has not changed and is therefore still relevant for this analysis. Assumed travel distance on ramp access roads and within the ramp, average travel speed and vehicle activity per 24 -hour day are shown in Table 5.20. Travel distance includes the ramp access road that is separated from the terminal roadway. A speed of 35 mph is assumed along these roadways at the Terminal 1 and Terminal 2 ramps with a ramp speed of 5 mph. Delta's (formerly Northwest's) parking demand was reduced to account for an expected reduction in work force at MSP although use of these spaces remains uncertain. TABLE 5.20: PARKING FACILITY PARAMETERS ASSUMED FOR THE EMISSIONS ANALYSIS Note: From EA -2015 Termirill'ExpanhAT MTT,Ma§72005. 147 163 Parking Area 2008 2030 Lindbergh Ramp 137.88 172.87 Humphrey Ramp 34.70 53.89 Delta B Ramp 5.42 3.41 Delta C South Lot 9.22 4.30 Delta C North Lot 5.65 2.84 All spaces 192.86 237.30 Net Change 44.44 MSP Long Term Comprehensive Plan Update The average weekday and weekend activity in the combined Lindbergh Terminal general and short-term parking areas and in the Humphrey Terminal ramp is presented in Table 5.21. TABLE 5.21: ASSUMED ENTRY PLUS EXIT MOVEMENTS Note: Adjusted from EA -2015 Terminal Expansion Project, August 2005. For the Lindbergh ramp, the number of vehicles entering and exiting is essentially the same on weekdays and weekends. This may also be true for the Humphrey ramp in 2030 but data from actual activity were deemed more reliable. The resulting carbon monoxide emission estimates for parking facilities in 2008 and 2030 are presented in Table 5.22 to demonstrate the relative contributions of each ramp. Relative contributions of other pollutants are similar. TABLE 5.22: PARKING CARBON MONOXIDE EMISSIONS (SHORT TONS/YEAR) 148 Metropolitan Airports Commission Lindbergh Weekday Ramp Weekend Humphrey Weekday Ramp Weekend 2008 12,406 8,749 4,465 3,496 2030 24,196 17,064 10,975 8,014 MSP Long Term Comprehensive Plan Update The average weekday and weekend activity in the combined Lindbergh Terminal general and short-term parking areas and in the Humphrey Terminal ramp is presented in Table 5.21. TABLE 5.21: ASSUMED ENTRY PLUS EXIT MOVEMENTS Note: Adjusted from EA -2015 Terminal Expansion Project, August 2005. For the Lindbergh ramp, the number of vehicles entering and exiting is essentially the same on weekdays and weekends. This may also be true for the Humphrey ramp in 2030 but data from actual activity were deemed more reliable. The resulting carbon monoxide emission estimates for parking facilities in 2008 and 2030 are presented in Table 5.22 to demonstrate the relative contributions of each ramp. Relative contributions of other pollutants are similar. TABLE 5.22: PARKING CARBON MONOXIDE EMISSIONS (SHORT TONS/YEAR) 148 Metropolitan Airports Commission MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Combined Roadway and Parking Emissions A comparison of the combined roadway and parking emissions for 2008 and 2030 is presented in Table 5.23. TABLE 5.23: COMBINED ROADWAY AND PARKING CARBON MONOXIDE EMISSIONS (TONS) The change in emissions resulting from the implementation of the 2030 Long Term Comprehensive Plan is a decrease of 235 tons of carbon monoxide emissions and 210 tons of NOx. This result is based upon an evaluation of traffic changes in the immediate vicinity of the airport combined with parking changes on the airport. The lower emissions in 2030 are due primarily to reductions in pollutant emissions from motor vehicles that are significant enough to overcome the projected increase in airport- related vehicle volumes. Therefore, a reduction in overall traffic and parking emissions is predicted in the immediate airport area, and no regional adverse impacts on air quality is anticipated with implementation of the 2030 Master Plan. Infrastructure Emissions Infrastructural emissions are primarily associated with heating of terminal facilities. Other point sources include vehicle fueling, paint, generators and solvents. Actual emissions from these sources for 2008 are listed below in Table 5.24. According to an analysis completed by Michaud Cooley Erickson, the Metropolitan Airports Commission's energy consultant, the extension of the G Concourse at the Lindbergh Terminal is expected to generate an additional 54% of demand on the heating system. The current system has the capability to absorb the majority of this Toad; however, additional boiler capacity will need to be added or greater efficiencies will need to be incorporated into the building envelope to reduce the demand. The Humphrey Terminal is scheduled for significant development and will require an additional 178% of demand capacity over the existing system per this same analysis. Other sources are not anticipated to change significantly. A comparison of the 2008 and 2030 infrastructure emissions is presented in Table 5.24. 149 CO NMHC VOC TOG NOx SOx PM -10 PM -2.5 2008 Roadway 2645.33 100.30 101.62 108.01 273.56 1.22 6.53 4.25 Parking 192.86 12.80 12.65 13.87 18.40 0.07 0.40 0.26 Total 2838.19 113.10 114.27 121.88 291.96 1.29 6.93 4.51 2030 Roadway 2365.86 57.58 58.51 62.91 74.53 1.70 5.33 2.55 Parking 237.30 9.83 9.68 10.74 7.77 0.14 0.45 0.22 Total 2603.17 67.41 68.19 73.65 82.30 1.84 5.78 2.77 Change _ - 235.02 - 45.69 - 46.09 -48.23 - 209.66 0.55 -1.14 -1.74 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission Combined Roadway and Parking Emissions A comparison of the combined roadway and parking emissions for 2008 and 2030 is presented in Table 5.23. TABLE 5.23: COMBINED ROADWAY AND PARKING CARBON MONOXIDE EMISSIONS (TONS) The change in emissions resulting from the implementation of the 2030 Long Term Comprehensive Plan is a decrease of 235 tons of carbon monoxide emissions and 210 tons of NOx. This result is based upon an evaluation of traffic changes in the immediate vicinity of the airport combined with parking changes on the airport. The lower emissions in 2030 are due primarily to reductions in pollutant emissions from motor vehicles that are significant enough to overcome the projected increase in airport- related vehicle volumes. Therefore, a reduction in overall traffic and parking emissions is predicted in the immediate airport area, and no regional adverse impacts on air quality is anticipated with implementation of the 2030 Master Plan. Infrastructure Emissions Infrastructural emissions are primarily associated with heating of terminal facilities. Other point sources include vehicle fueling, paint, generators and solvents. Actual emissions from these sources for 2008 are listed below in Table 5.24. According to an analysis completed by Michaud Cooley Erickson, the Metropolitan Airports Commission's energy consultant, the extension of the G Concourse at the Lindbergh Terminal is expected to generate an additional 54% of demand on the heating system. The current system has the capability to absorb the majority of this Toad; however, additional boiler capacity will need to be added or greater efficiencies will need to be incorporated into the building envelope to reduce the demand. The Humphrey Terminal is scheduled for significant development and will require an additional 178% of demand capacity over the existing system per this same analysis. Other sources are not anticipated to change significantly. A comparison of the 2008 and 2030 infrastructure emissions is presented in Table 5.24. 149 MSP Long Term Comprehensive Plan Update TABLE 5.24: INFRASTRUCTURE EMISSIONS Metropolitan Airports Commission The 2030 Long Term Comprehensive Plan terminal expansions represent an opportunity to incorporate a significant number of building efficiency improvements to address the anticipated energy needs. The Metropolitan Airports Commission may consider LEED - certified buildings, green roof designs and a number of energy sources such as solar, geothermal and wind technologies to incorporate renewable energy advancements. The above emissions estimate is expected to be a worst case scenario, using current efficiencies and system management controls. The increase in emissions in 2030 is due to increased terminal square footage and no incorporation of energy conservation technologies. Emissions Summary The emissions analysis conducted for this LTCP included an evaluation of aircraft, Ground Service Equipment (GSE), Auxiliary Power Unit, roadway and parking emissions as well as infrastructure. During this planning period there will be an increase in emissions associated with infrastructure development. However, US Environmental Protection Agency and Federal Aviation Administration model assumptions incorporate significant carbon monoxide (CO) emission reductions associated with GSE and vehicles. As previously stated, the Twin Cities Metropolitan Region is a designated maintenance area for CO. The estimated reduction in CO with the 2030 development is in excess of 1100 tons. 5.6 SANITARY SEWER AND WATER 5.6.1 SANITARY SEWER Wastewater discharges from MSP are conveyed to the Metropolitan Council Environmental Services (MCES) Metro Plant on Childs Road. This plant has a design capacity of 250 million gallons per day (MGD). The proposed projects are expected to increase passengerloads`by approximately 50% between 2004 and 2015. This passenger growth will be accompanied by an approximately equivalent increase in wastewater discharges. Wastewater is discharged to the Metro Plant through the MCES sewer interceptor system. Discharges from MSP are conveyed to the interceptor system through three different sewer systems. The majority is discharged from the airport to a tunnel near the Mississippi River that discharges into the interceptor system. A small volume of wastewater is discharged into the City of Minneapolis sewer system prior to reaching the MCES interceptors. Wastewater from 150 CO VOC Lead NOx SOx PM -2.5 PM -10 2008 (tons /year) Lindbergh Terminal 14.690 0.962 0.000 17.488 0.105 1.329 1.329 Humphrey Terminal 1.273 0.083 0.000 1.516 0.009 0.115 0.115 Other Sources 4.227 2.845 0.000 6.396 0.496 2.120 3.556 Total MAC 20.19 3.890 0.000 25.4 0.610 3.564 5.000 2030 (tons /year) Lindbergh Terminal 22.623 1.481 0.000 26.932 0.162 2.047 2.047 Humphrey Terminal 3.539 0.231 0.000 4.214 0.025 0.320 0.320 Other Sources 4.227 2.845 0.000 6.396 0.496 2.120 3.556 Total MAC 30.389 4.557 0.000 37.542 0.683 4.486 5.922 Change 10.199 0.667 0.000 12.142 0.073 0.922 0.922 MSP Long Term Comprehensive Plan Update TABLE 5.24: INFRASTRUCTURE EMISSIONS Metropolitan Airports Commission The 2030 Long Term Comprehensive Plan terminal expansions represent an opportunity to incorporate a significant number of building efficiency improvements to address the anticipated energy needs. The Metropolitan Airports Commission may consider LEED - certified buildings, green roof designs and a number of energy sources such as solar, geothermal and wind technologies to incorporate renewable energy advancements. The above emissions estimate is expected to be a worst case scenario, using current efficiencies and system management controls. The increase in emissions in 2030 is due to increased terminal square footage and no incorporation of energy conservation technologies. Emissions Summary The emissions analysis conducted for this LTCP included an evaluation of aircraft, Ground Service Equipment (GSE), Auxiliary Power Unit, roadway and parking emissions as well as infrastructure. During this planning period there will be an increase in emissions associated with infrastructure development. However, US Environmental Protection Agency and Federal Aviation Administration model assumptions incorporate significant carbon monoxide (CO) emission reductions associated with GSE and vehicles. As previously stated, the Twin Cities Metropolitan Region is a designated maintenance area for CO. The estimated reduction in CO with the 2030 development is in excess of 1100 tons. 5.6 SANITARY SEWER AND WATER 5.6.1 SANITARY SEWER Wastewater discharges from MSP are conveyed to the Metropolitan Council Environmental Services (MCES) Metro Plant on Childs Road. This plant has a design capacity of 250 million gallons per day (MGD). The proposed projects are expected to increase passengerloads`by approximately 50% between 2004 and 2015. This passenger growth will be accompanied by an approximately equivalent increase in wastewater discharges. Wastewater is discharged to the Metro Plant through the MCES sewer interceptor system. Discharges from MSP are conveyed to the interceptor system through three different sewer systems. The majority is discharged from the airport to a tunnel near the Mississippi River that discharges into the interceptor system. A small volume of wastewater is discharged into the City of Minneapolis sewer system prior to reaching the MCES interceptors. Wastewater from 150 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission the southwest portion of MSP is discharged through the City of Richfield sewer system prior to reaching the MCES interceptors. The estimated 50% increase in passenger loads is predicted to increase the daily sanitary discharge volume by approximately 0.35 MGD. This increase would be conveyed through the tunnel and Richfield systems. Assuming a 2.5 peak loading factor, this would amount to a peak addition of approximately 37,000 gallons per hour. This increase in loading is not expected to be an issue with the Metro Plant's total capacity, because the increase amounts to Tess than 0.2% of the plant's daily treatment capacity. However, there could be issues with the wet - weather conveyance capacity of the interceptor system from other municipal sources. The MCES has informed Metropolitan Airports Commission (MAC) staff and consultants that there is sufficient dry- weather capacity in the MCES interceptor system to handle the proposed increase in flow (see discussion below regarding wet - weather capacity). In addition, the Richfield system is oversized to provide options for the City of Bloomington to divert its discharges through the Richfield system to the Metro Plant if Bloomington's conveyance to the Seneca Treatment Facility is obstructed. Recent upgrades to the Bloomington conveyance system make Bloomington's use of the Richfield system unlikely. Therefore, the Richfield system should have adequate capacity. Additionally, the City of Minneapolis and the MCES have been working diligently on a Combined Sewer Overflow (CSO) separation project that will return sewer capacity and reduce the CSO problems that exist within the sanitary sewer network. Although the issue is not unique to airport growth, the MAC is considering the timing and impact of these projects in future planning for MSP. Whether or not the proposed Capital Improvement Program projects for MSP are implemented, the MAC -owned sanitary sewer infrastructure may require upgrades to convey the higher volume of wastewater from the Lindbergh and /or Humphrey Terminals (upstream of the "tunnel" and Richfield systems). As it makes development decisions, the MAC will evaluate the existing capacity of the MAC -owned sanitary sewer system to determine where and when capacity limitations may be encountered. The MAC has reduced the use of municipality- supplied potable water by specifying and using high - efficiency fixtures /valves, such as automatic sensors, to reduce water usage and wastewater volumes. These measures have resulted in sanitary sewer flow reduction; therefore, capacity exists for the projects planned in the LTCP. Any environmental concerns associated with this project activity are mitigated with the acquisition and the maintenance of appropriate permits. 5.6.2 WATER SUPPLY As noted in Chapter 1, the MSP campus currently uses approximately one million gallons of potable water per day. The uses include restrooms, concessions, tenant facilities, facility cleaning, irrigation, cargo uses, and rental car wash facilities. The proposed projects in this LTCP document include expansions to concourses at both the Lindbergh and Humphrey Terminals. These expansions will include additional restrooms and concessions, along with other water using services. The proposed plan also includes a hotel, which would be a significant user of potable water. By 2030, the proposed projects would increase water demand at the airport. As projects are reviewed for preliminary engineering and design, water usage and fire flow demands will be 151 MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission incorporated. It is not expected that water usage would exceed 1.5 million gallons per day based on the proposed projects in this LTCP document. The City of Minneapolis currently provides 100% of the water used on campus. The city's current maximum capacity is 180 million gallons per day. The maximum peak usage in the city in 2007 was approximately 145 million gallons per day. Therefore, the MAC's increased usage will not require capacity enhancements in Minneapolis. The MAC has also studied the possibility of obtaining some of its water from either the City of Richfield or the City of St. Paul. While not proposed at this time, these are alternatives that could be reviewed as a part of future ways to meet increasing water demands. 5.6.3 SOLID WASTE The quantities of waste generated by an increase in the traveling public cannot be identified with certainty at this time; however such an increase is not expected to have a significant impact on the airport's solid waste capacity. The MAC and MSP tenants will continue efforts in waste reduction and recycling, commensurate with increased awareness and participation on the part of the traveling public. Any increases in solid waste generation are assumed to be within the capability of the regional solid waste management system. 5.7 WATER QUALITY Based on a review of the anticipated projects identified in this LTCP, there will be a minor (2 %) increase in new impervious pavement. The MAC will evaluate each phase of construction and the associated storm water runoff from the new impervious surface with respect to the previously- discussed drainage areas (Chapter 1 section 1.5.2). Each drainage area and the associated pond will be evaluated during the environmental review process to minimize the impacts, and measures such as green roofs and emerging technologies will be used to manage the storm water flows. Based on these measures it is not anticipated that the water quality will be affected; therefore storm water runoff will be able to be to be handled by the current detention ponds. The various project sites are located primarily on previously - developed areas. The MAC is considering utilizing a green roof concept on some of the proposed terminal expansions. This initiative may result in a reduction in the amount and rate (peak flow) of runoff entering the storm water drainage system. The retained water would be available for use by the vegetation instead of being added to the storm drains. As mentioned in Chapter 1, storm water runoff from nearly all of MSP is directed to one of three storm water detention pond systems. These ponds provide protection for the Minnesota River against fuel spills and, as designed, remove Total Suspended Solids (TSS), phosphorus and tice'tants from the storm -ovate There are no known groundwater impacts in the area of the LTCP projects. The projects may have minor short-term localized groundwater movement but are not expected to have a significant effect on hydro - geological conditions on the airport. If groundwater impacts are encountered during project implementation or during site prep, mitigation of the impacted water will occur in accordance with Minnesota Pollution Control Agency (MPCA) permits and regulations. Under the construction dewatering National Pollutant Discharge Elimination System permit, groundwater is brought to a water management area and, 152 Ilp MSP Long Term Comprehensive Plan Update Metropolitan Airports Commission if contaminated, is either be treated through a carbon system for a surface water discharge or is routed to the municipal wastewater treatment system. Expansion of the terminals will require an expansion of the existing fuel hydrant system. Although this will not affect the groundwater, it may create a potential source of groundwater impacts should the hydrant system have an unintended release. Leak detection equipment, system maintenance procedures and Best Management Practices currently employed with the airport hydrant system will be applied to a new system to ensure that the potential for unsought releases is minimized. Additionally, the MPCA will incorporate and review any additions to the hydrant fueling system as part of the Aboveground Storage Tank permitting process. 5.8 WETLANDS As briefly discussed in Chapter 1, very few wetlands remain on the MSP campus, aside from Mother Lake. It is unlikely that any of the proposed projects will impacts remnant wetlands. There are no obvious wetland impacts identified for the projects proposed in this LTCP document. However, project locations will be reviewed in more detail as part of any environmental review document completed for specific projects, with any necessary impacts and corresponding mitigation identified. 153 Ib9 City of Eaaali Mcmo TO: DIANNE MILLER, ASSISTANT TO THE CITY ADMINISTRATOR FROM: JON HOHENSTEIN, COMMUNITY DEVELOPMENT DIRECTOR DATE: FEBRUARY 1, 2010 SUBJECT: MAC /MSP LONG TERM COMPREHENSIVE PLAN COMMENTS As we discussed, the Airport Relations Commission will be reviewing the MSP Long Term Comprehensive Plan Update to consider possible comments for submittal to the MAC in its regard. Community Development staff have reviewed the LTCP Environmental Chapter and 2030 Noise Contour Maps to provide information to the Commission and you from the Planning and Building Inspections perspectives. As a part of the City's own Comprehensive Plan update and in consideration of the settlement of the sound attenuation lawsuit between noise affected cities and the MAC, the City of Eagan reviewed its land use related aircraft noise attenuation policies and implemented a Noise Attenuation Construction Ordinance for new development and redevelopment within the MAC /Met Council Noise Exposure Zones and the one mile buffer around the zones. In summary, the City's policy strategy will be to minimize the construction of new noise sensitive land uses within the Noise Zones and buffer area. Where new development of noise sensitive uses would be considered within those zones, because other land use factors support it (in -fill development, redevelopment within established residential areas, etc.), conditions of approval will be applied to development approvals to assure indoor noise attenuation suitable for the exposure level. In addition, the City adopted a noise attenuation construction ordinance to clarify the standards to be followed to achieve the noise attenuation levels required where those conditions are applied. At the time the Noise Attenuation Construction Ordinance was approved, the City Council concluded that it was not necessary to apply substantial new sound attenuation requirements to existing construction in areas of the City that were not previously required to meet them. While the City will provide best practices information to anyone interested in improving the sound attenuation ability of their home generally or at the time of remodeling, it was concluded that additional standards would not be required of existing properties in those areas. 17 1 Staff has discussed the application of this policy in light of the 2030 Contours that are included in the MSP LTCP. From a Comprehensive Plan standpoint, the City may not use a contour in its Plan that has not been adopted by the Metropolitan Council. Therefore, any discussion of the policies that relate to the contours are preliminary and speculative. We would not recommend revisiting the policies unless and until the Met Council makes a determination. By way of preliminary review, however, as can be seen in Figure 5-4 of the Plan, the 2030 Contours do not change dramatically in size or shape in the northern part of Eagan as compared to the 2008 Contours. On the other hand, the Contours associated with Runway 17/35 expand in length and width over the westem part of the City. When the one -mile buffer zone is overlaid on the 2030 Contour, it extends over the west City boundary into Burnsville, over the City's southern boundary into Apple Valley near Cedar Avenue and east to a line roughly paralleling Blackhawk Road. This area is dominated by existing residential development and, while it is a larger area than had been covered by the contour and buffer zone in the past, it would be reasonable to continue to provide advisory information to property owners interested in noise attenuation strategies, but not consider modifications of policy until the Metropolitan Council acts on the Contours. As a consequence, it would be advisable to ask the ARC to consider including a comment in its recommendation along the lines of: The City of Eagan has adopted land use policies through its Comprehensive Guide Plan and construction regulations through its zoning code to minimize the introduction of substantial new areas of noise sensitive uses within the 2008 Policy Contours and to require sound attenuation construction practices where appropriate. The City cannot implement modifications of the Policy Contours unless and until the Metropolitan Council takes action in that regard. The City will monitor the Met Council review of the MSP LTCP and revisit these topics as may be necessary once that review has been completed. If you have any questions regarding our discussions or this memo, please let me know. /7a �p r 0 ) C v 0 V L, 1 1.12 E z du 5 J . � V � a z z O 1 t1 • • . • '+I r rlrr111111 1111 11` .r F 1 • • • PILOT KNOB RO • • • • • • • • <:\ � 1 �1;,,� r �� ,. • • ., I I, -4 1111ijuT11111r1►4l fr • r�1tr�1r11,tra•����� • 4* • Y11. OM ■ ■ 1. r 1.