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03/09/2010 - Airport Relations CommissionAGENDA EAGAN AIRPORT RELATIONS COMMISSION MEETING EAGAN CITY COUNCIL CHAMBERS TUESDAY, MARCH 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. Comments to MAC Long Term Comprehensive Plan V. NEW BUSINESS A. Emergency Management Presentation 13. 2009 MSP Annual Noise Contour Report VI. STAFF / COMMISSIONER REPORT A. 2010-2011 Airport Relations Commission Meeting Schedule 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. 41 City of EaQall MeMo TO: THE EAGAN AIRPORT RELATIONS COMMISSION FROM: DIANNE MILLER, ASSISTANT TO CITY ADMINISTRATOR DATE: MARCH 3, 2010 SUBJECT: AIRPORT RELATIONS COMMISSION MEETING / TUESDAY, MARCH 9, 2010 The Eagan Airport Relations Commission will meet on Tuesday, March 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. I. ROLL CALL AND ADOPTION OF THE AGENDA The agenda, as presented or modified, is in order for adoption by the Commission. II. APPROVAL OF MINUTES TTh minutes of the February 9, 2010 Airport Relations Commission meeting are enclosed on pages through 4. These minutes, as presented or modified, are in order for adoption by the Commission. III. VISITORS TO BE HEARD The Eagan City Council and its Commissions set aside up to ten minutes at the beginning of public meetings to permit visitors to address items of interest that are not addressed on the regular agenda. Items that will take more than ten minutes or that require specific action can be scheduled for a future meeting agenda. IV. OLD BUSINESS 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 January g 2010 Eagan/Mendota Heights Corridor Analysis. Enclosed on pa es Y 3 throu h is the January 2010 Technical Advisory Report. Enclosed on pages through is the January 2010 Runway 17 Departure Analysis Report. The January 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. Comments to MAC Long Term Comprehensive Plan — Enclosed on pages through is the correspondence sent to the Metropolitan Airports Commission (MAC) with comments from the City of Eagan regarding the proposed MAC Long Term Comprehensive Plan (LTCP). The letter was approved at the February 16, 2010 City Council meeting. The Council thanked the ARC for their feedback and recommendations. No further action is needed on this item; rather, it is for informational purposes only. V. NEW BUSINESS A. Emergency Management Presentation — The ARC adopted a 2009 -2010 Work Plan, which called for a discussion regarding how Eagan works with the MAC and surrounding communities on issues of emergency management and preparedness. Tim Anderson, Executive Director of the MAC, will be in attendance to speak to the MAC's approach to emergency preparedness. Police Chief Jim McDonald, Fire Chief Mike Scott, and Police Support Service Manager Jeremy Klein will also be in attendance to speak to Eagan's emergency management approach in the event of an aviation disaster or incident at MSP Airport. B. 2009 MSP Annual Noise Contour Report — Per the consent decree that resulted from the airport noise settlement in 2007, the MAC is required to develop and make available to the general public a noise contour report by March 1 of each year. Enclosed on pages 1,,q_ through(a is the March 2009 contour report. The report will be presented to the Noise Oversight Committee on March 17. The Commission is encouraged to review the report and make any comments or ask questions, which can then be raised by Assistant to the City Administrator Miller at the March NOC meeting. VI. STAFF / COMMISSIONER REPORT A. 2010 -2011 Airport Relations Commission Meeting Schedule — On February 9, the Eagan City Council approved the creation of a new Energy and Environment Advisory Commission, which will be staffed by Assistant to the City Administrator Miller. With the input of Chair Thorkildson and the members of the ARC, and in an effort to balance the workload for City staff, the City Council made the decision to have the ARC meet on a bimonthly basis beginning when the commission appointments are made in early May. Therefore, for the remainder of 2010, the ARC will meet in April, May, July, September, and November. However, should any time sensitive issues arise, the ARC could feel free to call a special meeting if needed. The new Energy and Environment Advisory Commission will meet in the off -ARC months, which are the even months of June, August, October, and December. As a reminder, Commission applications are due on Wednesday, March 31. Applications are available online at www.cityofeagan.com. VII. ROUNDTABLE 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. VIII. ADJOURNMENT 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. Assistant to City Administrator 3 MINUTES OF THE EAGAN AIRPORT RELATIONS COMMISSION MEETING FEBRUARY 9, 2010 A regular meeting of the Eagan Airport Relations Commission was held on Tuesday, February 9, 2010 at 7:00 p.m. Those present were Curtis Aljets, Steve Beseke, James Casper, Luke Olson, Chad Stambaugh, Chuck Thorkildson and Carol Whisnant. Absent was Dan Johnson. Also present was Assistant to the City Administrator Miller. AGENDA Beseke made a motion to approve the agenda as presented. Stambaugh seconded the motion. All members voted in favor. APPROVAL OF MINUTES Casper made a motion to approve the minutes of the December 8, 2009 regular meeting of the Eagan Airport Relations Commission. Whisnant seconded the motion. All members voted in favor. Aljets made a motion to approve the minutes of the January 12, 2010 Airport Relations Commission town hall meeting. Whisnant seconded the motion. All members voted in favor. VISITORS TO BE HEARD There were no visitors to be heard. COMMUNICATIONS UPDATE Miller stated 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. Miller stated the town hall meeting regarding airport noise which was held at Cedar School on January 12, 2010 is currently being aired on the City's cable channels. She stated approximately 90 residents attended the meeting. MAC MONTHLY REPORTS — EAGAN /MENDOTA HEIGHTS CORRIDOR ANALYSIS /TECHNICAL ADVISORY REPORT /17 -35 DEPARTURE ANALYSIS REPORT Miller introduced the item stating the enclosed December 2009 Eagan/Mendota Heights Corridor Analysis Report, the December 2009 Technical Advisory Report and the December 2009 Runway 17 Departure Analysis Report are the most current reports available on the MAC website. Miller stated in January she was contacted by MSP Air Traffic Control Tower Manager Rydeen regarding the poor compliance in the corridor during the month of December, and he apologized for the lack of compliance and noted additional training has been provided to the controllers. 4 Eagan Airport Relations Commission February 9, 2010 Page 2 of 3 The Commission noted that there were 10 complainants for the City of Eagan and that nighttime operations were significantly lower than the previous year. NIGHTTIME RUNWAY USE / CONCERNS BY THE CITY OF MENDOTA HEIGHTS Miller introduced the item stating the City of Mendota Heights has raised concerns regarding the lack of balance of nighttime operations on the parallel runways; specifically departures occurring on the north parallel runway. Miller gave background on the issues and concerns of Mendota Heights. Miller stated the Noise Oversight Committee discussed the issue at their January 20, 2010 meeting. She stated MSP Air Traffic Control Tower Manager Rydeen was present and indicated three primary factors why more nighttime departures are occurring off the north parallel runway; 1.) gate location, 2.) low traffic demand and, 3.) destination of the departing aircraft. Miller noted that the MAC's long term comprehensive plan calls for the addition of a cross taxiway, which could result in more balanced use of the runway and specifically, more use of the south parallel runway. RECAP OF JANUARY 12, 2010 ARC TOWN HALL MEETING AT CEDAR SCHOOL AND REVIEW OF AIRPORT NOISE SURVEY RESULTS Miller introduced the item stating the Eagan Airport Relations Commission held an airport town hall meeting on January 12, 2010 at the Cedar School in Eagan. She stated approximately 900 postcard invitations were mailed to Eagan residents living in the Cedar Grove area and approximately 90 residents attended. Miller also noted the postcard included a link inviting residents to participate in a survey regarding airport noise in which a total of 39 people responded to the survey. The Commission discussed the town hall meeting and survey results, and noted their pleasure with the turnout. It was suggested that if future surveys are conducted, such surveys could be provided in hard copy at the meeting to ensure easy access for those who may not have access to online surveys. The Commission also commented on the respondents overwhelming preference for direct mailings as a form of communication. The Commission thanks Chad Legve for his education presentation at the town hall meeting. REVIEW MSP LONG -TERM COMPREHENSIVE PLAN (LTCP) UPDATE Miller introduced the item stating the Metropolitan Airports Commission (MAC) previously completed a Long Term Comprehensive Plan for MSP in 1996 and this is the first revision to that plan since 1996. Miller stated the Noise Oversight Committee (NOC) met on Tuesday, February 2, and discussed issues and areas of concern with regard to the MSP Long Term Comprehensive Plan Update. She further stated the MAC is accepting public comments on the update. The Commission reviewed the proposed plan and made recommendation for additions to be added to the letter prior to the Council's consideration of the comments at the February 16 meeting. 5 Eagan Airport Relations Commission February 9, 2010 Page 3 of 3 STAFF / COMMISSIONER REPORT Miller announced that applications are now being accepted for Commission terms that are expiring in April of 2010. Miller encouraged all interested residents to consider applying for an advisory commission. ADJOURNMENT Upon motion by Beseke seconded by Whisant, the meeting adjourned at 8:06 p.m. All members voted in favor. DATE SECRETARY 1/1/2010- 1/31/2010 Eagan /Mendota Heights Departure Corridor Analysis Minneapolis -St. Paul International Airport 35 Corridor This report is for infQrmational purposes only cannot be used tor enforcement purposes. Metropolitan Airports Commission 2262* Carrier Jets Departed Runways 12L and 12R in January 2010 2128 (94.1%) of those Operations Remained in the Corridor 2262* Total 12L & 12R Carrier Departure Operations 2128 (94.1%) Total 12L & 12R Carrier Departure Operations in the Corridor Minneapolis -St. Paul Penetration Gate Plot for In Corridor Gate 1/1/2010 00:00:00 - 1/31/2010 23:59:59 2128 Tracks Crossed Gate: Left = 1181 (55.5 %), Right = 947 (44.5 %) 6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 -1 40 -1.20 -1.00 -0.80 -0.60 -0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 1.20 1.40 Deviation From Center of Gate (Mlles) •In cases where altitude information is unavailable, that operation 1s not represented in above graph. This number includes 2 12L/12R departure tracks that began beyond the corridor boundaries; therefore the compliance of these tracks is undetermined. Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 02/16/2010 12:18 Page 1 Metropolitan Airports Commission 97 (4.3 %) Runway 12L and 12R Carrier Jet Departure Operations were North of the 090° Corridor Boundary during January 2010 Of those, 67(—) returned to Corridor before reaching SE border of Ft. Snelling State Park flffl 4 .-4„ g go ns 141 Richfield Bloom‘rtglton pple Valley Ro emount Grey Cloud Isla rp Minneapolis -St. Paul Penetration Gate Plot for North Corridor Gate 1/1/2010 00:00:00 - 1/31/2010 23:59:59 97 Tracks Crossed Gate: Left = 81 (83.5 %), Right = 16 (16.5 %) 6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 -2 50 -2.00 -1.50 -1.00 -0.50 0.00 0.50 1.00 1.50 2.00 (Runway End) (Corridor End) Deviation From Canter of Gate (Miles) *In cases where altitude lnFormation is unavailable, that operation is not represented In above graph. 2.50 Page 2 Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 02/16/2010 12:18 Metropolitan Airports Commission 35 (1.5 %) Runway 12L and 12R Carrier Jet Departure Operations were South of the Corridor (South of 30L Localizer) During January 2010 Of those, 5( —) returned to Corridor before reaching SE Border of Ft. Snelling State Park St Paul Park Heights Minneapolis -St. Paul Penetration Gate Plot for South Corridor Gate 1/1/2010 00:00:00 - 1/31/2010 23:59:59 35 Tracks Crossed Gate: Left = 21 (60 %), Right = 14 (40 %) 6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 0 0 `> L 0 -2.0 -1.8 -1.6 -1.4 -1.2 -1.0 -0.0 -0.6 -0.4 -0.2 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 (Corridor End) (RWY Mid- Point) Deviation From Center of Gate (Miles) cases where altitude information is unavailable, that operation is not represented in above graph. Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 02/16/2010 12:18 Page 3 Metropolitan Airports Commission 1 (0 %) Runway 12L and 12R Carrier Jet Departure Operations were 5° South of the Corridor (5° South of 30L Localizer) During January 2010 / \ Richfield Bloom r(gton I FI i r // urnsville fi pple Valley agan 0 a ) j : 4441Ic rt Snelling (un•F. Sunfish West St. Pag lL 1 Rosemount outh St. `ights P I. c II Ill , Voodb St Paul Park Grey Cloud Island Twp Minneapolis -St. Paul Penetration Gate Plot for 5° South Corridor Gate 1/1/2010 00:00:00 - 1/31/2010 23:59:59 1 Tracks Crossed Gate: Left = 1 (100 %), Right = 0 (0 %) 6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0 0.0 0.2 0.4 0.5 0.8 1.0 1.2 1.4 1.6 1.8 2.0 (Corridor End) (RWV Mid-Point) Deviation From Center of Gate (Miles) *In cases where altitude information is unavailable. that operation 1s not represented in above graph. Page 4 Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 02/16/2010 12:18 1 1 Airport City Heading (deg.) #Ops Percent of Total Ops FAR FARGO 312° 70 3.1% SEA SEATTLE 278° 70 3.1% ORD CHICAGO (O'HARE) 124° 69 3.1% BIS BISMARCK 291° 58 2.6% DLH DULUTH 19° 54 2.4% GRB GREEN BAY 90° 54 2.4% SLC SALT LAKE CITY 252° 53 2.3% DTW DETROIT 105° 51 2.3% YYZ TORONTO 95° 50 2.2% GFK GRAND FORKS 316° 47 2.1% YWG WINNIPEG 330° 46 2% SFO SAN FRANCISCO 251° 42 1.9% BOS BOSTON 97° 41 1.8% ATW APPLETON 90° 40 1.8% YEG EDMONTON 302° 38 1.7% Metropolitan Airports Commission Top 15 Runway 12L/12R Departure Destinations for January 2010 Monthly Eagan /Mendota Heights Departure Corridor Analysis. Report Generated: 02/16/2010 12:18 Page 5 January 2010 Noise Oversight Committee (NOC) Technical Advisor's Report Minneapolis -St. Paul International Airport Table of Contents for January 2010 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 36 -38 Analysis of Daily and Monthly Aircraft Noise Events DNL A Product of the Metropolitrports Commission ANOMS Program City Complaint Arrival Departure 30 Other Number of Complaints Number of Complainants % of Total Complaints RICIII II.LD 0 1083 0 0 717 0 1033 1 0 1033 1 47.4 "0 f:A(iAN (1 Structural Disturbance 3 0 Other 454 3 'Lola) 133 593 12 27.25 API'LL: VALLI V 0 242 0 12 2 10 266 7 12.2". \IINNLAPOLIS 0 9 (l 19 0 61 95 28 4.4 "1L N11INDOhA IIIIGHIS 0 0 (1 11 _ 73 86 5 3.9 ",i SAINT LOUIS PARK 0 57 0 (1 (1 7 64 1 2.9"i. BLOOMING ION 0 0 0 (l _ 19 21 9 1 ";i LDLN I'RAIRII{ 0 0 0 0 0 5 6 1 (1.3" o BURNS \ILLI{ 1 0 0 4 0 1 6 3 0.39,, CIIANHASSIN (l (1 0 0 0 5 1 0.2 "„ SAINT PAUL 0 0 0 1 I 1 3 3 (1.1"s Total 312 501 1365 2178 71 Nature of MSP Complaints Complaint Total l arlyiLale 30 314 1inginc Run -up 1 0 1 \cessi\ Noise 1050 1083 Frequency 5 717 Ground Noise 7 1 H0it:ont . 0 0 Low Flynn) 778 Structural Disturbance 3 293 Other 0 7) 'Lola) 4378 Complaints by Airport Airport Total NISI' 2178 Airlakc 0 Anoka 61 Crystal 0 LlyingCloud 159 Lake [lino 0 St. Paul 5 Misc. ll 'total 2403 Time of Day Time Total 0000 -0559 1 33 0000 -0059 9 28 0700 -1159 255 2 99 1200 -1559 269 127 1000 -1959 258 343 2000-2159 141 204 22(1((225) 97 70 23(1(1-2359 10 18 'Fowl 2178 MSP Complaints by City January 2010 Note: Shaded Columns represent MST' complaints filed via the Int comet. Sum of Total of Complaints may not equal 1001/4 due to rounding. "As of May 2005, the MSI' Compla by City report includes not liple complaint descriptors per individual complaint. Therefore, the number of complaint descriptors may he more than the number of reported complaints. Report Generated: 02/16/2010 12:57 MSP International Airport Aviation Noise Complaints for January 2010 LONG MEADOW LAK Bloomington Little o - ville - 2 - Number of Complaints per Address ® 0 • • 0 • 0 0 1 -3 4 -8 9 -15 16 -25 26 -36 37 -71 72 -242 243 -1033 I � Report Generated: 02/16/2010 12:57 Report Generated: 02/16/2010 12:57 Available Hours for Runway Use January 2010 (Source: FAA Aviation Systems Performance Metrics Data) Nighttime Hours 10:30 p.m. to 6 a.m. FAA Average Daily Count l� Note: Sum of daily average count may not equal total due to rounding. *Data was not available from FAA when this report was published. Once this data becomes available this report will be amended and re- published. January 2009 January 2010* Air Carrier 739 NA Commuter 380 NA General Aviation 34 NA Military 11 NA Total 1164 NA Report Generated: 02/16/2010 12:57 Available Hours for Runway Use January 2010 (Source: FAA Aviation Systems Performance Metrics Data) Nighttime Hours 10:30 p.m. to 6 a.m. FAA Average Daily Count l� Note: Sum of daily average count may not equal total due to rounding. *Data was not available from FAA when this report was published. Once this data becomes available this report will be amended and re- published. RWY Arrival/ Departure Overflight Area Count Operations Percent Last Year Count Operations Last Year Percent 04 Arr So. Richfield /Bloomington 1 0% 0 0% 12L Arr So. Minneapolis /No. Richfield 3088 18.4% 2083 11.7% 12R Arr So. Minneapolis /No. Richfield 3074 18.3% 1994 11.2% 17 Arr So. Minneapolis 0 0% 0 0% 22 Arr St. Paul /Highland Park 0 0% 0 0% 30L Arr Eagan /Mendota Heights 3463 20.6% 4525 25.5% 30R Arr Eagan /Mendota Heights 4102 24.4% 5595 31.5% 35 Arr Bloomington /Eagan 3092 18.4% 3547 20% Total Arrivals 16820 17744 RWY Arrival/ Departure Overflight Area Count Operations Percent Last Year Count Operations Last Year Percent 04 Dep St. Paul /Highland Park 2 0% 0 0% 12L Dep Eagan /Mendota Heights 1945 11.6% 1326 7.6% 12R Dep Eagan /Mendota Heights 926 5.5% 795 4.6% 17 Dep Bloomington /Eagan 3767 22.5% 2609 15% 22 Dep So. Richfield /Bloomington 9 0.1% 7 0% 30L Dep So. Minneapolis /No. Richfield 4716 28.1% 5546 31.9% 30R Dep So. Minneapolis /No. Richfield 5399 32.2% 7082 40.8% 35 Dep So. Minneapolis 2 0% 0 0% Total Departures 16766 17365 Total Operations 33586 35109 All Operations Runway Use Report January 2010 - 4 - Note: Sum of RUS % may not equal 100% due to rounding. Report Generated: 02/16/2010 12:57 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 2649 18.3% 1705 11.4% 12R Arr So. Minneapolis /No. Richfield 2708 18.7% 1713 11.5% 17 Arr So. Minneapolis 0 0% 0 0% 22 Arr St. Paul /Highland Park 0 0% 0 0% 30L Arr Eagan /Mendota Heights 3000 20.7% 3922 26.2% 30R Arr Eagan /Mendota Heights 3567 24.6% 4625 31% 35 Arr Bloomington /Eagan 2574 17.8% 2976 19.9% Total Arrivals 14498 14941 RWY Arrival/ Departure Overflight Area Count Operations Percent Last Year Count Operations Last Year Percent 04 Dep St. Paul /Highland Park 2 0% 0 0% 12L Dep Eagan /Mendota Heights 1512 10.5% 1003 6.8% 12R Dep Eagan /Mendota Heights 750 5.2% 680 4.6% 17 Dep Bloomington /Eagan 3467 24% 2333 15.9% 22 Dep So. Richfield /Bloomington 8 0.1% 6 0% 30L Dep So. Minneapolis /No. Richfield 4129 28.6% 4910 33.4% 30R Dep So. Minneapolis /No. Richfield 4594 31.8% 5781 39.3% 35 Dep So. Minneapolis 0 0% 0 0% Total Departures 14462 14713 Total Operations 28960 29654 Report Generated: 02/16/2010 12:57 Carrier Jet Operations Runway Use Report January 2010 Note: Sum of RUS % may not equal 100% clue to rounding. -5- Type FAR Part 36 Take - Off Noise Level Aircraft Description Stage Count Percent DC10 103 McDonnell Douglas DC10 3 104 0.4% B744 101.6 Boeing 747 -400 3 70 0.2% DC8Q 100.5 McDonnell Douglas DC8 Re- manufactured 3 58 0.2% MD11 95.8 McDonnell Douglas MD11 3 123 0.4% B767 95.7 Boeing 767 3 97 0.3% A330 95.6 Airbus Industries A330 3 202 0.7% B720 94.5 Boeing 727 Modified Stage 3 3 6 0% A300 94 Airbus Industries A300 3 6 0% MD80 91.5 McDonnell Douglas MD80 3 678 2.3% B757 91.4 Boeing 757 3 2277 7.9% DC9Q 91 McDonnell Douglas DC9 Modified Stage 3 3 2837 9.8% A321 89.8 Airbus Industries A321 3 125 0.4% B734 88.9 Boeing 737 -400 3 19 0.1% A320 87.8 Airbus Industries A320 3 3710 12.8% B735 87.7 Boeing 737 -500 3 82 0.3% B738 87.7 Boeing 737 -800 3 1305 4.5% A318 87.5 Airbus Industries A318 3 69 0.2% B733 87.5 Boeing 737 -300 3 278 1% A319 87.5 Airbus industries A319 3 3092 10.7% B7377 87.5 Boeing 737 -700 3 652 2.3% MD90 84.2 McDonnell Douglas MD90 3 156 0.5% E145 83.7 Embraer 145 3 1092 3.8% E170 83.7 Embraer 170 3 3666 12.7% E190 83.7 Embraer 190 3 145 0.5% B717 83 Boeing 717 3 351 1.2% CRJ 79.8 Canadair Regional Jet 3 7451 25.7% E135 77.9 Embraer 135 3 305 1.1% J328 76.5 Fairchild Dornier 328 3 4 0% Totals 28960 January 2010 MSP Carrier Jet Fleet Composition Note: Sum of fleet mix % may not equal 100% due to rounding. 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: 02/16/2010 12:57 Count Current Percent Last Years Percent Stage 2 0 0% 0% Stage 3 2843 9.8% 7.3 °/0 Stage 3 Manufactured 26117 90.2% 92.7% Total Stage 3 28960 January 2010 MSP Carrier Jet Fleet Composition Note: Sum of fleet mix % may not equal 100% due to rounding. 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: 02/16/2010 12:57 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 92 10.2% 96 8.4% 12R Arr So. Minneapolis /No. Richfield 154 17.1% 179 15.6% 17 Arr So. Minneapolis 0 0% 0 0% 22 Arr St. Paul /Highland Park 0 0% 0 0% 30L Arr Eagan /Mendota Heights 401 44.5% 531 46.3% 30R Arr Eagan /Mendota Heights 249 27.6% 338 29.5% 35 Arr Bloomington /Eagan 6 0.7% 2 0.2% Total Arrivals 902 1146 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 41 16% 111 13.1% 12R Dep Eagan /Mendota Heights 65 25.4% 80 9.4% 17 Dep Bloomington /Eagan 18 7% 47 5.5% 22 Dep So. Richfield /Bloomington 3 1.2% 0 0% 30L Dep So. Minneapolis /No. Richfield 63 24.6% 173 20.4% 30R Dep So. Minneapolis /No. Richfield 64 25% 436 51.5% 35 Dep So. Minneapolis 2 0.8% 0 0% Total Departures 256 847 Total Operations 1158 1993 Nighttime All Operations 10:30 p.m. to 6:00 a.m. Runway Use Report January 2010 Report Generated: 02/16/2010 12:57 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 84 10.1% 92 8.6% 12R Arr So. Minneapolis /No. Richfield 149 18% 167 15.6% 17 Arr So. Minneapolis 0 0% 0 0% 22 Arr St. Paul /Highland Park 0 0% 0 0% 30L Arr Eagan /Mendota Heights 368 44.4% 500 46.6% 30R Arr Eagan /Mendota Heights 226 27.3% 313 29.2% 35 Arr Bloomington /Eagan 1 0.1% 1 0.1% Total Arrivals 828 1073 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 33 16.8% 97 13.1% 12R Dep Eagan /Mendota Heights 49 25% 67 9% 17 Dep Bloomington /Eagan 14 7.1% 38 5.1% 22 Dep So. Richfield /Bloomington 2 1% 0 0% 30L Dep So. Minneapolis /No. Richfield 50 25.5% 154 20.8% 30R Dep So. Minneapolis /No. Richfield 48 24.5% 385 52% 35 Dep So. Minneapolis 0 0% 0 0% Total Departures 196 741 Total Operations 1024 1814 Nighttime Carrier Jet Operations 10:30 p.m. to 6:00 a.m. Runway Use Report January 2010 - 8 - as Note: Sum of RUS % may not equal 100% due to rounding. Report Generated: 02/16/2010 12:57 Airline Stage 2 Stage 3 Manufactured Stage 3 Total Northwest (NWA) 0 21 124 145 Sun Country (SCX) 0 0 115 115 UPS (UPS) 0 0 54 54 Delta (DAL) 0 0 53 53 Midwest Airlines (MEP) 0 0 48 48 Continental (COA) 0 0 44 44 United (UAL) 0 0 42 42 FedEx (FDX) 0 0 36 36 US Airways (USA) 0 0 33 33 Frontier Airlines (FFT) 0 0 28 28 Airtran (TRS) 0 0 25 25 American (AAL) 0 0 13 13 Southwest (SWA) 0 0 6 6 Total 0 21 621 642 160 140 120 100 80 60 40 20 0 February 2010 Nighttime Scheduled Carrier Jet Operations 10:30 p.m. to 6:00 a.m. M • O a C) �V O a M Cr ' O -4-4 M O -I-I M O e�-I M V O H [` V C. C) V N N .J M i N N N N .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . . .. .. .. .. .. .. .. .. .. .. M M M 0 0 0 0 s-1 e--1 .r-1 < C. f`7 [' 1 C• 1 Cr Cr 0 LL") 0 .. O I N N N N N N O O O O O O O O O O O O O O O O O 0 O O 0 O O O O Report Generated: 02/16/2010 12:57 Time February 2010 Nighttime Scheduled Carrier Jet Operations 10:30 p.m. to 6:00 a.m. c3 O NWA 0 SCX MI UPS 0 DAL O MEP O COA O UAL IN FDX O USA 0 FFT O TRS 0 AAL 0 SWA -9- Time A/D Carrier Flight Number Equipment Stage 3 Days of Operation Routing 22:37 A United 726 A319 M MTWThF OAK DEN MSP 22:37 A United 726 A320 M Su OAK DEN MSP 22:37 A Northwest 2397 A319 M MTWThFSu JFK MSP 22:37 A United 463 A319 M Su ORD MSP 22:40 A United 463 A320 M MTWThF ORD MSP 22:40 A Sun Country 216 B738 M MF IFP MSP 22:40 A Sun Country 346 B737 M Su MCO MSP 22:42 A Airtran 869 B737 M MTWThFSu FLL ATL MSP 22:45 A Southwest 1469 B735 M MTWThFSu OKC DEN MSP 22:45 A Sun Country 104 B738 M Th LAS MSP 22:47 A Airtran 869 B737 M S FLL ATL MSP 22:58 A Northwest 7297 DC90 H MTWThF PHL DTW MSP 22:58 A Northwest 7297 DC9Q H Su 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 A319 M S DEN MSP 23:06 A Frontier Airlines 108 A318 M MTWThFSu DEN MSP 23:20 A Sun Country 384 B738 M MThFSSu RSW MSP 23:30 A Sun Country 416 B737 M MWF PSP MSP 23:30 A Sun Country 216 B737 M S IFP MSP 23:35 A American 1673 B738 M MTWThFSu DCA ORD MSP 23:45 A Delta 1522 B738 M MTWThFS ATL 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 MWThFSSu PHX MSP 23:50 A Midwest Airlines 1578 E170 M MTWThFSu DFW MKE MSP 23:53 A US Airways 984 A320 M WThFSSu CLT MSP 23:54 A US Airways 940 A321 M MTWThFSSu LAS PHX MSP 23:54 A Northwest 2512 A320 M MWThFSu LAX MSP 23:55 A Sun Country 404 B738 M MF SAN MSP 00:05 A Sun Country 594 B738 M M MZT Pv1SP 00:05 A Sun Country 106 B738 M MTThFS LAS MSP 00:15 A Sun Country 346 B738 M Su MCO MSP 00:15 A Sun Country 548 B738 M Su SJD MSP 00:20 A Sun Country 108 B738 M M LAS MSP 00:45 A Sun Country 386 B738 M Su RSW MSP 00:55 A Sun Country 594 B738 M Su MZT MSP 00:58 A Northwest 2216 A320 M Su SJD MSP 03:14 A UPS 3982 B757 M F 03:59 D UPS 3982 B757 M F 04:24 A UPS 556 B757 M TWThF 04:37 A UPS 558 B757 M TWThF 04:47 A UPS 558 B757 M F 05:13 A FedEx 1718 MD11 M TWThF 05:15 A UPS 560 MD11 M TWThF 05:20 D Delta 1073 B738 M MTWThFSSu MSP ATL RBI 05:30 D Continental 2017 E145 M MTWThF MSP IAH 05:43 A FedEx 1407 MD11 M TWThFS 05:47 A Northwest 2570 A320 M MTWThFSu SEA MSP DCA 05:47 A Northwest 2570 A320 M S SEA MSP February 2010 Nighttime Scheduled Carrier Jet Operations - 1 - Report Generated: 02/16/2010 12:57 Time A/D Carrier Flight Number Equipment Stage 3 Days of Operation Routing 05:50 D Midwest Airlines 1620 E170 M MTWThFS MSP MKE DCA 05:50 A UPS 496 B757 M S 05:55 A Northwest 2438 A333 M MTWThFSSu HNL MSP 05:57 A Northwest 2206 A320 M MTWThFSu LAS MSP JFK 05:57 A Northwest 2206 A320 M S LAS MSP February 2010 Nighttime Scheduled Carrier Jet Operations Report Generated: 02/16/2010 12:57 Airline ID Stage Type Count Air Transport Intl ATN 3 DC8Q 30 America West AWE 3 E190 1 America West AWE 3 A320 21 America West AWE 3 A321 31 American AAL 3 B738 27 American AAL 3 MD80 30 Compass CPZ 3 E170 34 Continental Exp. BTA 3 E145 60 Delta DAL 3 DC9Q 1 Delta DAL 3 A319 1 Delta DAL 3 A330 1 Delta DAL 3 A320 3 Delta DAL 3 B757 17 Delta DAL 3 B738 49 FedEx FDX 3 B72Q 1 FedEx FDX 3 MD11 9 FedEx FDX 3 DC10 21 Frontier Airlines FFT 3 A319 6 Frontier Airlines FFT 3 A318 25 Mesaba MES 3 CRJ 22 Northwest NWA 3 A330 25 Northwest NWA 3 B757 28 Northwest NWA 3 DC9Q 28 Northwest NWA 3 A319 31 Northwest NWA 3 A320 155 Pinnacle FLG 3 CRJ 26 Republic Airlines RPA 3 E170 26 Southwest SWA 3 B7377 5 Southwest SWA 3 B733 8 Southwest SWA 3 B735 12 Sun Country SCX 3 B7377 21 Sun Country SCX 3 B738 145 UPS UPS 3 A300 3 UPS UPS 3 MD11 16 UPS UPS 3 B757 34 TOTAL 953 Hour Count 2230 219 2300 351 2400 100 100 27 200 12 300 8 400 47 500 260 TOTAL 1024 January 2010 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 93.1% of the total nighttime carrier jet operations. Report Generated: 02/16/2010 12:57 Airline Stage 2 Stage 3 Manufactured Stage 3 Total Northwest (NWA) 0 28 239 267 Sun Country (SCX) 0 0 166 166 Delta (DAL) 0 1 71 72 Continental Exp. (BTA) 0 0 60 60 American (AAL) 0 0 57 57 UPS (UPS) 0 0 53 53 America West (AWE) 0 0 53 53 Compass (CPZ) 0 0 34 34 Frontier Airlines (FFT) 0 0 31 31 FedEx (FDX) 0 1 30 31 Air Transport Intl (ATN) 0 0 30 30 Republic Airlines (RPA) 0 0 26 26 Pinnacle (FLG) 0 0 26 26 Southwest (SWA) 0 0 25 25 Mesaba (MES) 0 0 22 22 Other 0 5 66 71 Total 0 35 989 1024 140 120 100 January 2010 Nighttime Carrier Jet Operations Mix for Top 15 Airlines 10:30 p.m. to 6:00 a.m. 80 60 40 20 0 (, . 8 N c".; N N N Report Generated: 02/16/2010 12:57 v O a M v O M • O a [` v O . CO V O . [' v O V .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Cl N N O O O O O O O O O O O O O O O • O O O O O O O O O Time January 2010 Nighttime Carrier Jet Fleet Stage Mix for Top 15 Airlines 10:30 o.m. to 6:00 a.m. NWA ❑ SCX ❑ DAL ❑ BTA ❑ AAL • UPS ❑ AWE ❑ CPZ ❑ FFT ® FDX ❑ ATN ❑ RPA ❑ FLG ❑ SWR ❑ MES ❑ * - 13 - Jan 1 thru 8, 2010 - 247 Nighttime Carrier Jet Arrivals Jan 1 thru 8, 2010 - 80 Nighttime Carrier Jet Departures - 14 - Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - January 2010 Jan 1 thru 8, 2010 - 3823 Carrier Jet Arrivals Jan 1 thru 8, 2010 - 3813 Carrier Jet Departures Bloomtn Edina Savage Report Generated: 02/16/2010 12:57 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - January 2010 Jan 9 thru 16, 2010 - 3703 Carrier Jet Arrivals Jan 9 thru 16, 2010 - 199 Nighttime Carrier Jet Arrivals Jan 9 thru 16, 2010 - 39 Nighttime Carrier Jet Departures Report Generated: 02/16/2010 12:57 Jan 9 thru 16, 2010 - 3681 Carrier Jet Departures Burnsville_, Mena" Heights Ap ple Valley Rosemount Edina. Savage - 15 - Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - January 2010 Jan 17 thru 24, 2010 - 3697 Carrier Jet Arrivals Jan 17 thru 24, 2010 - 199 Nighttime Carrier Jet Arrivals Jan 17 thru 24, 2010 - 43 Nighttime Carrier Jet Departures - 16 - Jan 17 thru 24, 2010 - 3705 Carrier Jet Departures Burnsville ,Nlendota Hei -Edina Savage Report Generated: 02/16/2010 12:57 Airport Noise and Operations Monitoring System Flight Tracks Carrier Jet Operations - January 2010 Jan 25 thru 31, 2010 - 3275 Carrier Jet Arrivals Jan 25 thru 31, 2010 - 183 Nighttime Carrier Jet Arrivals Jan 25 thru 31, 2010 - 34 Nighttime Carrier Jet Departures Report Generated: 02/16/2010 12:57 51 Jan 25 thru 31, 2010 - 3263 Carrier Jet Departures Apple 1lalJey R osemoun - 17 - MSP International Airport Remote Monitoring Tower (RMT) Site Locations t. Louis Savage Apple Valley MISSISSIPPI RIVER LilydaI redit River Twp. - 18 - // Lakeville 0 Remote Monitoring Tower Rosemount Empire Twp. Coates Report Generated: 02/16/2010 12:57 RMT ID City Address Time >= 65dB Time >= 80dB Time >= 90dB Time >= 100dB 1 Minneapolis Xerxes Ave. & 41st St. 08:51:59 00:00:33 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 11:48:02 00:03:49 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 14:48:28 00:18:06 00:00:03 00:00:00 4 Minneapolis Park Ave. & 48th St. 12:40:03 00:08:32 00:00:00 00:00:00 5 Minneapolis 12th Ave. & 58th St. 16:05:58 02:02:13 00:00:29 00:00:00 6 Minneapolis 25th Ave. & 57th St. 15:11:46 01:46:30 00:01:50 00:00:00 7 Richfield Wentworth Ave. & 64th St. 00:22:28 00:00:03 00:00:00 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 00:30:26 00:00:00 00:00:00 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:00:00 00:00:00 00:00:00 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:00:11 00:00:00 00:00:00 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:00:15 00:00:00 00:00:00 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:00:09 00:00:00 00:00:00 00:00:00 13 Mendota Heights Southeast end of Mohican Court 00:05:46 00:00:00 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 10:45:23 00:00:16 00:00:00 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 00:20:16 00:00:00 00:00:00 00:00:00 16 Eagan Avalon Ave. & Vilas Lane 15:24:40 00:22:32 00:00:07 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:00:11 00:00:00 00:00:00 00:00:00 18 Richfield 75th St. & 17th Ave. 00:26:10 00:00:27 00:00:00 00:00:00 19 Bloomington 16th Ave. & 84th St. 00:05:59 00:00:03 00:00:00 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:00:51 00:00:00 00:00:00 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 00:01:22 00:00:00 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 03:43:20 00:00:11 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 01:30:25 00:00:14 00:00:00 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 09:45:08 00:00:10 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 00:21:46 00:00:11 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 00:19:55 00:00:03 00:00:00 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 00:18:10 00:00:02 00:00:00 00:00:00 28 Richfield 6645 16th Ave. S. 02:11:00 00:00:54 00:00:00 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 00:01:18 00:00:00 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 01:46:21 00:00:07 00:00:00 00:00:00 31 Bloomington 9501 12th Ave. S. 00:00:42 00:00:00 00:00:00 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:00:09 00:00:00 00:00:00 00:00:00 33 Burnsville North River Hills Park 00:00:47 00:00:00 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:04:15 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 02:30:02 00:00:07 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 06:30:00 00:00:00 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 00:02:50 00:00:00 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 00:00:00 00:00:00 00:00:00 00:00:00 39 Eagan 3477 St. Charles Pl. 00:00:19 00:00:00 00:00:00 00:00:00 Total Time for Arrival Noise Events 136:36:50 04:45:03 00:02:29 00:00:00 Time Above dB Threshold for Arrival Related Noise Events January 2010 Report Generated: 02/16/2010 12:57 - 19 - RMT ID City Address Time >= 65dB Time >= 80dB Time >= 90dB Time >= 100dB 1 Minneapolis Xerxes Ave. & 41st St. 02:15:44 00:00:33 00:00:00 00:00:00 2 Minneapolis Fremont Ave. & 43rd St. 02:46:13 00:00:34 00:00:00 00:00:00 3 Minneapolis West Elmwood St. & Belmont Ave. 07:06:31 00:03:24 00:00:02 00:00:00 4 Minneapolis Park Ave. & 48th St. 08:13:13 00:06:48 00:00:00 00:00:00 5 Minneapolis 12th Ave. & 58th St. 29:37:36 01:37:36 00:05:26 00:00:00 6 Minneapolis 25th Ave. & 57th St. 36:19:00 03:10:58 00:28:30 00:00:00 7 Richfield Wentworth Ave. & 64th St. 15:44:40 00:15:34 00:00:00 00:00:00 8 Minneapolis Longfellow Ave. & 43rd St. 08:02:53 00:07:27 00:00:07 00:00:00 9 St. Paul Saratoga St. & Hartford Ave. 00:01:17 00:00:00 00:00:00 00:00:00 10 St. Paul Itasca Ave. & Bowdoin St. 00:03:17 00:00:30 00:00:09 00:00:00 11 St. Paul Finn St. & Scheffer Ave. 00:05:56 00:00:30 00:00:04 00:00:00 12 St. Paul Alton St. & Rockwood Ave. 00:01:13 00:00:00 00:00:00 00:00:00 13 Mendota Heights Southeast end of Mohican Court 03:46:59 00:00:25 00:00:00 00:00:00 14 Eagan 1st St. & McKee St. 03:49:23 00:03:51 00:00:14 00:00:00 15 Mendota Heights Cullon St. & Lexington Ave. 05:25:43 00:02:06 00:00:02 00:00:00 16 Eagan Avalon Ave. & Vilas Ln. 04:33:10 00:10:08 00:00:38 00:00:00 17 Bloomington 84th St. & 4th Ave. 00:11:18 00:01:10 00:00:06 00:00:00 18 Richfield 75th St. & 17th Ave. 11:42:26 00:18:24 00:00:44 00:00:00 19 Bloomington 16th Ave. & 84th St. 05:33:16 00:01:51 00:00:00 00:00:00 20 Richfield 75th St. & 3rd Ave. 00:12:00 00:00:21 00:00:00 00:00:00 21 Inver Grove Heights Barbara Ave. & 67th St. 00:45:28 00:00:04 00:00:00 00:00:00 22 Inver Grove Heights Anne Marie Trail 00:42:34 00:00:00 00:00:00 00:00:00 23 Mendota Heights End of Kenndon Ave. 10:01:31 00:14:34 00:01:02 00:00:00 24 Eagan Chapel Ln. & Wren Ln. 02:26:44 00:00:57 00:00:00 00:00:00 25 Eagan Moonshine Park 1321 Jurdy Rd. 05:02:53 00:00:04 00:00:00 00:00:00 26 Inver Grove Heights 6796 Arkansas Ave. W. 01:50:40 00:00:56 00:00:00 00:00:00 27 Minneapolis Anthony School 5757 Irving Ave. S. 08:45:53 00:03:25 00:00:00 00:00:00 28 Richfield 6645 16th Ave. S. 16:43:57 00:12:57 00:00:00 00:00:00 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 02:32:27 00:00:55 00:00:00 00:00:00 30 Bloomington 8715 River Ridge Rd. 13:56:33 00:39:08 00:00:58 00:00:00 31 Bloomington 9501 12th Ave. S. 00:45:43 00:00:27 00:00:06 00:00:00 32 Bloomington 10325 Pleasant Ave. S. 00:09:15 00:00:00 00:00:00 00:00:00 33 Burnsville North River Hills Park 01:17:41 00:00:03 00:00:00 00:00:00 34 Burnsville Red Oak Park 00:10:35 00:00:00 00:00:00 00:00:00 35 Eagan 2100 Garnet Ln. 01:48:10 00:00:29 00:00:00 00:00:00 36 Apple Valley Briar Oaks & Scout Pond 00:27:40 00:00:00 00:00:00 00:00:00 37 Eagan 4399 Woodgate Ln. N. 01:42:50 00:00:18 00:00:00 00:00:00 38 Eagan 3957 Turquoise Cir. 02:54:09 00:01:06 00:00:00 00:00:00 39 Eagan 3477 St. Charles PI. 04:08:01 00:01:20 00:00:00 00:00:00 Total Time for Departure Noise Events 221:44:32 07:18:53 00:38:08 00:00:00 Time Above Threshold dB for Departure Related Noise Events January 2010 - 20 - Report Generated: 02/16/2010 12:57 RMT ID City Address Arrival Events >= 65dB Arrival Events >= 80dB Arrival Events >= 90dB Arrival Events >_ 100dB 1 Minneapolis Xerxes Ave. & 41st St. 2383 6 0 0 2 Minneapolis Fremont Ave. & 43rd St. 2858 71 0 0 3 Minneapolis West Elmwood St. & Belmont Ave. 3131 253 1 0 4 Minneapolis Park Ave. & 48th St. 3071 142 0 0 5 Minneapolis 12th Ave. & 58th St. 3259 1754 13 0 6 Minneapolis 25th Ave. & 57th St. 3280 1840 71 0 7 Richfield Wentworth Ave. & 64th St. 98 2 0 0 8 Minneapolis Longfellow Ave. & 43rd St. 103 0 0 0 9 St. Paul Saratoga St. & Hartford Ave. 0 0 0 0 10 St. Paul Itasca Ave. & Bowdoin St. 1 0 0 0 11 St. Paul Finn St. & Scheffer Ave. 1 0 0 0 12 St. Paul Alton St. & Rockwood Ave. 1 0 0 0 13 Mendota Heights Southeast end of Mohican Court 20 0 0 0 14 Eagan 1st St. & McKee St. 2939 5 0 0 15 Mendota Heights Cullon St. & Lexington Ave. 69 0 0 0 16 Eagan Avalon Ave. & Vilas Ln. 3497 333 3 0 17 Bloomington 84th St. & 4th Ave. 1 0 0 0 18 Richfield 75th St. & 17th Ave. 132 7 0 0 19 Bloomington 16th Ave. & 84th St. 36 2 0 0 20 Richfield 75th St. & 3rd Ave. 2 0 0 0 21 Inver Grove Heights Barbara Ave. & 67th St. 9 0 0 0 22 Inver Grove Heights Anne Marie Trail 1143 4 0 0 23 Mendota Heights End of Kenndon Ave. 339 6 0 0 24 Eagan Chapel Ln. & Wren Ln. 2822 4 0 0 25 Eagari Moonshine Park 1321 Jurdy Rd. 83 3 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 116 1 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 75 1 0 0 28 Richfield 6645 16th Ave. S. 451 16 0 0 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 5 0 0 0 30 Bloomington 8715 River Ridge Rd. 603 2 0 0 31 Bloomington 9501 12th Ave. S. 3 0 0 0 32 Bloomington 10325 Pleasant Ave. S. 1 0 0 0 33 Burnsville North River Hills Park 5 0 0 0 34 Burnsville Red Oak Park 26 0 0 0 35 Eagan 2100 Garnet Ln. 756 2 0 0 36 Apple Valley Briar Oaks & Scout Pond 1807 0 0 0 37 Eagan 4399 Woodgate Ln. N. 17 0 0 0 38 Eagari 3957 Turquoise Cir. 0 0 0 0 39 Eagari 3477 St. Charles PI. 1 0 0 0 Total Arrival Noise Events 33144 4454 88 0 Arrival Related Noise Events January 2010 Report Generated: 02/16/2010 12:57 -21 - RMT ID City Address Departure Events >= 65dB Departure Events >= 80dB Departure Events >= 90dB Departure Events >_ 100dB 1 Minneapolis Xerxes Ave. & 41st St. 619 8 0 0 2 Minneapolis Fremont Ave. & 43rd St. 696 11 0 0 3 Minneapolis West Elmwood St. & Belmont Ave. 1628 28 1 0 4 Minneapolis Park Ave. & 48th St. 1731 74 0 0 5 Minneapolis 12th Ave. & 58th St. 5390 722 86 0 6 Minneapolis 25th Ave. & 57th St. 6633 1474 305 1 7 Richfield Wentworth Ave. & 64th St. 3127 173 0 0 8 Minneapolis Longfellow Ave. & 43rd St. 1620 69 1 0 9 St. Paul Saratoga St. & Hartford Ave. 5 0 0 0 10 St. Paul Itasca Ave. & Bowdoin St. 9 3 2 0 11 St. Paul Finn St. & Scheffer Ave. 19 4 2 0 12 St. Paul Alton St. & Rockwood Ave. 4 0 0 0 13 Mendota Heights Southeast end of Mohican Court 878 10 0 0 14 Eagan 1st St. & McKee St. 788 40 3 0 15 Mendota Heights Cullon St. & Lexington Ave. 1119 26 1 0 16 Eagan Avalon Ave. & Vilas Ln. 858 78 8 0 17 Bloomington 84th St. & 4th Ave. 32 7 2 0 18 Richfield 75th St. & 17th Ave. 2294 208 7 0 19 Bloomington 16th Ave. & 84th St. 1066 42 0 0 20 Richfield 75th St. & 3rd Ave. 41 3 0 0 21 Inver Grove Heights Barbara Ave. & 67th St. 191 2 0 0 22 Inver Grove Heights Anne Marie Trail 167 0 0 0 23 Mendota Heights End of Kenndon Ave. 1728 111 14 0 24 Eagan Chapel Ln. & Wren Ln. 533 12 0 0 25 Eagan Moonshine Park 1321 Jurdy Rd. 721 3 0 0 26 Inver Grove Heights 6796 Arkansas Ave. W. 458 11 0 0 27 Minneapolis Anthony School 5757 Irving Ave. S. 1919 49 0 0 28 Richfield 6645 16th Ave. S. 2830 172 0 0 29 Minneapolis Ericsson Elem. School 4315 31st Ave. S. 597 14 0 0 30 Bloomington 8715 River Ridge Rd. 2380 294 18 0 31 Bloomington 9501 12th Ave. S. 201 5 1 0 32 Bloomington 10325 Pleasant Ave. S. 39 0 0 0 33 Burnsville North River Hills Park 315 3 0 0 34 Burnsville Red Oak Park 45 0 0 0 35 Eagan 2100 Garnet Ln. 415 10 0 0 36 Apple Valley Briar Oaks & Scout Pond 100 0 0 0 37 Eagan 4399 Woodgate Ln. N. 374 11 0 0 38 Eagan 3957 Turquoise Cir. 649 16 0 0 39 Eagan 3477 St. Charles PI. 894 28 0 0 Total Departure Noise Events 43113 3721 451 1 Departure Related Noise Events January 2010 - 22 - Report Generated: 02/16/2010 12:57 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/15/2010 8:52 NWA7316 DC9Q A 12L 88.2 01/18/2010 12:50 NWA619 B744 D 30L 86.4 01/21/2010 11:49 NWA7320 DC9Q A 12L 86.3 01/01/2010 19:53 NWA7367 DC9Q D 30R 85.9 01/28/2010 13:13 NWA619 B744 D 30L 85.8 01/22/2010 17:45 NWA7236 DC9Q A 12L 85.6 01/23/2010 16:04 NWA7303 DC9Q A 12L 84.6 01/23/2010 17:14 NWA7392 DC9Q A 12L 84.4 01/23/2010 16:09 NWA7308 DC9Q A 12L 84.2 01/23/2010 9:10 NWA7388 DC9Q A 12L 84.1 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/21/201016:14 NWA2141 B757 A 12R 92 01/31/2010 13:35 DAL619 B744 D 30L 90.8 01/28/2010 13:12 NWA619 B744 D 30L 89.9 01/26/2010 12:55 NWA619 B744 D 30L 89.5 01/25/2010 13:15 NWA619 B744 D 30L 89.5 01/03/2010 13:11 NWA321 B744 D 30L 89.3 01/04/2010 14:01 NWA321 B744 D 30L 88.5 01/21/2010 12:17 KFS98 LJ25 A 12R 88.2 01/23/2010 11:53 NWA7300 DC9Q A 12R 87.4 01/05/2010 13:48 NWA321 B744 D 30L 87 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/05/2010 13:48 NWA321 B744 D 30L 85.3 01/20/2010 10:21 NWA2393 B757 A 12L 85.2 01/22/2010 17:41 AAL1484 MD80 A 12R 83.4 01/31/2010 13:36 DAL619 B744 D 30L 82 01/21/2010 12:11 NWA7300 DC9Q A 12R 81.8 01/18/2010 15:26 NWA7281 DC9Q D 30R 81.7 01/21/2010 10:26 NWA7287 DC9Q A 12R 81.7 01/25/2010 15:24 NWA7281 DC9Q D 30R 81.3 01/26/201012:55 NWA619 B744 D 30L 81.3 01/03/2010 13:12 NWA321 B744 D 30L 81.1 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #1) Xerxes Ave. & 41st St., Minneapolis (RMT Site #2) Fremont Ave. & 43rd St., Minneapolis (RMT Site #3) West Elmwood St. & Belmont Ave., Minneapolis Report Generated: 02/16/2010 12:57 37 - 23 - Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/24/2010 15:12 NWA7281 DC9Q D 30R 100.1 01/25/2010 13:48 NWA730W DC9Q D 30R 99 01/24/2010 14:05 NWA7320 DC9Q D 30R 98.3 01/18/2010 13:57 NWA7214 DC9Q D 30R 98.1 01/24/2010 17:51 NWA7396 DC9Q D 30R 98.1 01/24/2010 17:41 NWA7354 DC9Q D 30R 98 01/25/2010 7:48 NWA7234 DC9Q D 30R 97.5 01/24/2010 20:11 NWA7384 DC9Q D 30R 97.5 01/01/2010 15:59 NWA7372 DC9Q D 30R 97.3 01/24/2010 13:46 NWA7214 DC9Q D 30R 97.3 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/27/2010 13:57 NWA619 B744 D 30L 89.6 01/02/2010 13:02 NWA321 B744 D 30L 89.3 01/24/2010 13:10 NWA619 B744 D 30L 89 01/23/2010 17:54 DAL1490 MD80 A 12L 88.7 01/20/2010 15:56 NWA7303 DC9Q A 12L 88.5 01/18/2010 13:58 NWA7214 DC9Q D 30R 88.3 01/21/2010 19:41 BMJ69 BE65 A 12L 87.5 01/05/2010 8:53 NWA7302 DC9Q D 30R 87.4 01/22/2010 22:10 NWA7297 DC9Q A 12L 87.1 01/22/2010 20:48 NWA7200 DC9Q A 12L 87 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/02/2010 13:02 NWA321 B744 D 30L 96.9 01/05/2010 13:47 NWA321 B744 D 30L 96.7 01/04/2010 14:00 NWA321 B744 D 30L 96.2 01/03/2010 13:11 NWA321 B744 D 30L 95.6 01/18/2010 12:49 NWA619 B744 D 30L 95.4 01/07/2010 13:59 NWA321 B744 D 30L 95 01/25/2010 13:14 NWA619 B744 D 30L 94.9 01/24/2010 13:09 NWA619 B744 D 30L 94.9 01/24/2010 22:27 NWA7247 DC9Q D 30L 94.8 01/28/201013:12 NWA619 B744 D 30L 94.7 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site#4) Park Ave. & 48th St., Minneapolis (RMT Site #5) 12th Ave. & 58th St., Minneapolis (RMT Site #6) 25th Ave. & 57th St., Minneapolis - 24 - Report Generated: 02/16/2010 12:57 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/02/2010 7:41 AAL2263 MD80 D 30L 88.7 01/31/2010 14:15 AAL1196 MD80 D 30L 88.6 01/03/2010 8:48 AAL675 MD80 D 30L 87.9 01/01/2010 14:49 DAL1563 MD80 D 30L 87.9 01/07/2010 8:20 AAL2263 MD80 D 30L 87.5 01/03/2010 19:42 NWA7212 DC9Q D 30L 87.3 01/02/201014:13 AAL1196 MD80 D 30L 86.9 01/14/201014:20 AAL1196 MD80 D 30L 86.8 01/02/2010 7:09 FDX645 DC10 D 30L 86.6 01/29/2010 8:52 AAL675 MD80 D 30L 86.6 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/25/2010 7:48 NWA7234 DC9Q D 30R 91.3 01/11/2010 8:54 NWA7302 DC9Q D 30R 89.5 01/24/2010 20:12 NWA7384 DC9Q D 30R 89.1 01/30/2010 13:28 NWA7300 DC9Q D 30R 89.1 01/30/2010 19:07 NWA7254 DC9Q D 30R 87.6 01/25/2010 13:49 NWA730W DC9Q D 30R 87.2 01/14/2010 8:02 AAL543 MD80 D 30R 86.8 01/18/2010 7:47 NWA7234 DC9Q D 30R 86.2 01/29/2010 8:45 NWA7302 DC9Q D 30R 85 01/25/2010 10:51 NWA7380 DC9Q D 30R 84.8 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/11/201013:28 NWA619 B744 D 04 76.4 01/11/2010 21:28 NWA7236 DC9Q D 30R 73 01/27/2010 7:24 BMJ48 BE65 D 30R 69.8 01/28/2010 1:24 ATN807 DC8Q D 30R 69.5 01/01/2010 22:21 NWA2520 A320 D 30R 67.5 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #7) Wentworth Ave. & 64th St., Richfield (RMT Site #8) Longfellow Ave. & 43rd St., Minneapolis (RMT Site #9) Saratoga St. & Hartford Ave., St. Paul Report Generated: 02/16/2010 12:57 3y - 25 - Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/11/201013:28 NWA619 B744 D 04 92.5 01/22/2010 13:04 NWA619 B744 D 04 90.5 01/21/2010 7:02 BMJ62 BE65 D 12R 81 01/07/2010 7:35 BMJ48 BE65 D 30R 80.1 01/20/2010 6:40 BMJ88 BE65 D 12R 76.4 01/27/2010 7:23 BMJ48 BE65 D 30R 76.4 01/19/2010 10:05 BMJ88 BE80 D 12R 75.6 01/20/2010 13:21 MES3168 SF34 D 12L 74.6 01/26/2010 10:41 BMJ59 BE9L D 30L 73.1 01/21/2010 6:57 BMJ68 BE99 D 12R 72.8 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/11/2010 13:28 NWA619 B744 D 04 94.2 01/22/2010 13:03 NWA619 B744 D 04 91.6 01/21/2010 7:01 BMJ62 BE65 D 12R 81.6 01/19/2010 10:04 BMJ88 BE80 D 12R 78.9 01/23/2010 7:25 BMJ66 BE80 D 12L 75.6 01/27/2010 7:23 BMJ48 BE65 D 30R 72.7 01/20/2010 6:40 BMJ88 BE65 D 12R 71.9 01/10/2010 13:52 MES3138 SF34 A 12L 71.9 01/23/2010 7:20 BMJ72 BE65 D 12L 70.6 01/21/2010 6:57 BMJ68 BE99 D 12R 69.7 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/25/2010 16:11 DAL1760 B738 A 30R 75.3 01/23/2010 7:22 BMJ54 BE65 D 12L 73.5 01/20/2010 6:40 BMJ88 BE65 D 12R 72 01/23/2010 7:19 BMJ72 BE65 D 12L 71.6 01/19/2010 6:50 BMJ70 BE65 D 12R 71.2 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #10) Itasca Ave. & Bowdoin St., St. Paul (RMT Site #11) Finn St. & Scheffer Ave., St. Paul - 26 - (RMT S'te #12) Alton St. & Rockwood Ave., St. Paul Report Generated: 02/16/2010 12:57 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/13/2010 21:45 NWA7260 DC9Q D 12L 82 01/15/2010 22:24 NWA7247 DC9Q D 12L 81.3 01/16/2010 19:39 NWA7392 DC9Q D 12L 80.9 01/15/2010 15:38 NWA7239 DC90 D 12L 80.7 01/12/2010 20:36 NWA7351 DC9Q D 12L 80.6 01/16/2010 19:28 NWA7260 DC9Q D 12L 80.5 01/13/2010 20:11 NWA264 A330 D 12R 80.5 01/22/2010 19:29 NWA7260 DC9Q D 12L 80.2 01/12/201018:24 AAL1167 MD80 D 12L 80.1 01/12/2010 15:02 NWA7281 DC9Q D 12L 80 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/17/2010 10:03 NWA9900 B744 D 12R 94.3 01/13/2010 12:51 NWA619 B744 D 12R 93.5 01/21/201013:18 NWA619 B744 D 12R 90.8 01/09/2010 13:01 NWA321 B744 D 12R 89.9 01/29/2010 8:01 NWA7280 DC9Q A 30L 89 01/06/2010 12:59 NWA321 B744 D 12R 87.7 01/19/201013:11 NWA619 B744 D 12R 87.2 01/20/2010 13:01 NWA619 B744 D 12R 87 01/16/2010 15:39 NWA7394 DC9Q D 12R 86.1 01/13/201014:20 AAL1196 MD80 D 12R 85.4 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/16/2010 19:59 NWA7351 DC9Q D 12L 90.3 01/21/2010 22:22 NWA7247 DC9Q D 12L 89 01/15/2010 22:23 NWA7247 DC9Q D 12L 86.7 01/23/2010 19:54 NWA7392 DC9Q D 12L 83.6 01/13/2010 20:16 NWA7392 DC9Q D 12L 83.3 01/23/2010 19:40 NWA7260 DC9Q D 12L 83.3 01/23/2010 19:53 NWA7351 DC9Q D 12L 83.2 01/19/2010 19:23 NWA7260 DC90 D 12L 83.2 01/12/201018:24 AAL1167 MD80 D 12L 83.1 01/16/201019:38 NWA7392 DC9Q D 12L 83 Report Generated: 02/16/2010 12:57 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #13) Southeast end of Mohican Court, Mendota Heights (RMT Site #14) 1st St. & McKee St., Eagan (RMT Site #15) Cu!Ion St. & Lexington Ave., Mendota Heights - 27 - Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/10/2010 12:58 NWA619 B744 D 22 90.9 01/15/2010 14:15 NWA619 B744 D 22 90.4 01/12/2010 13:22 NWA619 B744 D 22 89.8 01/14/2010 13:09 NWA619 B744 D 22 84.5 01/17/2010 13:01 NWA619 B744 D 22 84.4 01/23/2010 7:34 BMJ64 BE65 D 17 81.8 01/30/2010 13:59 DAL619 B744 D 22 80.1 01/28/2010 23:01 UPS559 MD11 D 22 79.2 01/11/2010 22:01 FDX1207 DC10 D 30L 79.2 01/19/2010 6:59 BMJ64 BE65 D 17 76.6 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/17/2010 13:00 NWA619 B744 D 22 98.4 01/15/2010 14:14 NWA619 B744 D 22 97.8 01/12/2010 13:21 NWA619 B744 D 22 97.2 01/30/2010 13:59 DAL619 B744 D 22 95.7 01/10/2010 12:58 NWA619 B744 D 22 95.7 01/14/2010 13:09 NWA619 B744 D 22 94.6 01/19/2010 0:12 VIR44W B744 D 22 91.1 01/22/2010 9:22 NWA7230 DC9Q D 17 89.1 01/23/2010 9:25 NWA374W DC9Q D 17 87.7 01/18/2010 7:17 NWA7331 DC9Q A 35 87.6 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/17/2010 10:03 NWA9900 B744 D 12R 94.5 01/21/201013:18 NWA619 B744 D 12R 92.7 01/13/201012:51 NWA619 B744 D 12R 92.5 01/26/2010 21:57 DAL1710 B757 A 30L 91.9 01/16/2010 15:38 NWA7394 DC9Q D 12R 91.7 01/17/2010 19:53 NWA7238 DC9Q D 12R 91.6 01/17/2010 13:33 NWA7300 DC9Q D 12R 91.4 01/20/2010 13:00 NWA619 B744 D 12R 90.9 01/06/2010 12:59 NWA321 B744 D 12R 90.7 01/25/2010 12:20 NWA7320 DC9Q A 30L 90.5 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #16) Avalon Ave. & Vilas Lane, Eagan (RMT Site #17) 84th St. & 4th Ave., Bloomington (RMT Site #18) 75th St. & 17th Ave., Richfield - 28 - Report Generated: 02/16/2010 12:57 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/19/2010 0:12 VIR44W B744 D 22 83.6 01/14/2010 13:09 NWA619 B744 D 22 81.9 01/30/2010 13:59 DAL619 B744 D 22 80.2 01/17/2010 13:01 NWA619 B744 D 22 79.2 01/11/2010 22:01 FDX1207 DC10 D 30L 79 01/10/2010 12:58 NWA619 B744 D 22 77.4 01/12/2010 13:22 NWA619 B744 D 22 75.8 01/15/2010 14:14 NWA619 B744 D 22 75 01/14/2010 7:23 FDX645 DC10 D 30L 74.5 01/07/2010 15:22 NWA2489 A319 D 30L 74.3 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/17/2010 13:01 NWA619 B744 D 22 87.1 01/21/2010 7:35 NWA7234 DC9Q D 17 84.3 01/19/2010 6:59 BMJ64 BE65 D 17 83.8 01/22/2010 13:38 NWA7300 DC9Q D 17 83.1 01/10/2010 12:58 NWA619 B744 D 22 83 01/27/2010 13:12 NWA7371 DC9Q A 35 82.9 01/21/2010 14:24 NWA7214 DC9Q D 17 82.3 01/10/2010 14:44 NWA7222 DC9Q D 17 82.2 01/15/201014:14 NWA619 B744 D 22 82.1 01/21/2010 16:24 NWA7394 DC9Q D 17 82 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/20/201013:02 NWA619 B744 D 12R 83.6 01/21/201013:19 NWA619 B744 D 12R 80.2 01/13/2010 11:43 NWA7340 DC9Q D 12L 78.6 01/13/2010 19:59 NWA7351 DC9Q D 12L 78.4 01/21/2010 20:00 NWA7351 DC9Q D 12L 78.4 01/21/2010 19:56 NWA7392 DC9Q D 12L 78.3 01/23/2010 22:08 NWA7336 DC9Q D 12R 77.6 01/16/2010 15:22 NWA7275 DC9Q D 12R 77.4 01/22/2010 20:01 NWA7392 DC9Q D 12L 76.8 01/23/2010 13:20 NWA619 B744 D 12R 76.5 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #19) 16th Ave. & 84th St., Bloomington (RMT Site #20) 75th St. & 3rd Ave., Richfield (RMT Ste #21) Barbara Ave. & 67th St., Inver Grove Heights Report Generated: 02/16/2010 12:57 1 3 - 29 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/16/2010 19:59 NWA7351 DC9Q D 12L 97.1 01/16/2010 19:38 NWA7392 DC9Q D 12L 95.9 01/13/2010 21:44 NWA7260 DC9Q D 12L 93.1 01/19/2010 19:22 NWA7260 DC9Q D 12L 92.9 01/15/2010 19:49 NWA7351 DC9Q D 12L 92 01/13/2010 22:00 NWA7247 DC9Q D 12L 91.9 01/13/2010 19:57 NWA7351 DC9Q D 12L 91.1 01/22/2010 19:28 NWA7260 DC9Q D 12L 90.9 01/12/2010 15:41 NWA7275 DC9Q D 12L 90.8 01/15/2010 22:23 NWA7247 DC9Q D 12L 90.8 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/07/2010 7:06 NWA7265 DC9Q A 30R 85.4 01/25/2010 9:40 AAL1038 MD80 A 30L 84.5 01/25/201011:14 NWA2393 B757 A 30R 82.1 01/25/2010 7:49 NWA7331 DC9Q A 30L 80.2 01/25/2010 8:18 NWA7370 DC9Q A 30L 79.1 01/24/2010 17:05 NWA265 A330 A 30L 78.8 01/02/2010 5:54 FDX1407 DC10 A 30L 78.4 01/07/2010 12:46 NWA7300 DC9Q A 30R 78.4 01/23/2010 16:06 NWA7214 DC9Q D 12L 78.2 01/22/2010 8:56 NWA7302 DC9Q D 12R 77.9 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/26/2010 8:11 NWA7280 DC9Q A 30L 89.8 01/17/2010 10:04 NWA9900 B744 D 12R 85.9 01/13/2010 12:52 NWA619 B744 D 12R 85.5 01/21/201013:18 NWA619 B744 D 12R 83.7 01/13/2010 14:20 AAL1196 MD80 D 12R 82.4 01/16/2010 15:39 NWA7394 DC9Q D 12R 82.4 01/06/2010 13:00 NWA321 B744 D 12R 82.4 01/25/2010 8:58 NWA7256 DC9Q A 30L 81.5 01/20/2010 15:56 NWA7224 DC9Q D 12L 81.4 01/17/2010 8:16 AAL2263 MD80 D 12R 80.9 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #22) Anne Marie Trail, Inver Grove Heights (RMT Site #23) End of Kenndon Ave., Mendota Heights (RMT Site #24) Chapel Ln. & Wren Ln., Eagan - 30 - 44' Report Generated: 02/16/2010 12:57 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/13/2010 12:52 NWA619 B744 D 12R 87.8 01/20/2010 15:25 NWA7275 DC9Q D 12L 83.4 01/20/2010 13:01 NWA619 B744 D 12R 83 01/28/2010 17:50 FLG3902 CRJ A 30R 83 01/17/2010 10:04 NWA9900 B744 D 12R 82.6 01/16/2010 9:38 DAL1593 MD80 D 12L 82.5 01/20/2010 14:54 NWA7281 DC9Q D 12L 82.3 01/19/201013:11 NWA619 B744 D 12R 82.1 01/29/201013:11 NWA619 B744 D 12R 81 01/23/2010 13:19 NWA619 B744 D 12R 80.9 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/25/2010 10:25 NWA7378 DC9Q A 30L 87.6 01/04/2010 13:43 NWA7197 DC9Q A 30L 83.8 01/03/2010 5:46 NWA2414 B757 A 30L 83 01/12/201014:26 AAL1779 MD80 D 17 81.4 01/20/2010 13:01 NWA619 B744 D 12R 81.1 01/21/201013:18 NWA619 B744 D 12R 80.6 01/17/2010 10:03 NWA9900 B744 D 12R 79.7 01/12/2010 15:36 NWA7394 DC9Q D 17 78.9 01/12/2010 14:31 NWA7222 DC9Q D 17 78.1 01/16/2010 15:39 NWA7394 DC9Q D 12R 77.7 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/18/2010 8:47 AAL675 MD80 D 30L 86.2 01/05/2010 9:40 DAL1593 MD80 D 30L 84.9 01/30/2010 7:35 AAL2263 MD80 D 30L 84.4 01/31/2010 9:53 DAL1593 MD80 D 30R 83.9 01/03/2010 9:27 DAL1597 MD80 D 30L 83.7 01/02/2010 11:04 DAL377 MD80 D 30L 83.4 01/04/2010 13:15 DAL1627 MD80 D 30L 83.3 01/31/2010 16:33 DAL1620 MD80 D 30L 83.1 01/18/201014:28 AAL1196 MD80 D 30L 83 01/18/2010 15:31 NWA7394 DC9Q D 30L 83 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #25) Moonshine Park 1321 Jurdy Rd., Eagan (RMT Site #26) 6796 Arkansas Ave. W., Inver Grove Heights (RMT S'te #27) Anthony School 5757 Irving Ave. S., Minneapolis Report Generated: 02/16/2010 12:57 us -31 - Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/21/2010 16:24 NWA7394 DC9Q D 17 95.1 01/20/2010 10:42 NWA7372 DC9Q D 17 94 01/22/2010 15:39 NWA7394 DC9Q D 17 92.8 01/23/2010 13:26 NWA7338 DC9Q D 17 91.4 01/21/2010 10:26 NWA7329 DC9Q D 17 91.3 01/21/2010 7:42 NWA7291 DC9Q D 17 91.3 01/20/2010 19:39 NWA7325 DC9Q D 17 91.2 01/21/2010 13:17 NWA7305 DC9Q D 17 91.2 01/20/2010 10:11 NWA7329 DC9Q D 17 91.2 01/22/2010 19:39 NWA7333 DC9Q D 17 91.2 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/27/2010 7:25 BMJ72 BE65 D 30R 84.9 01/24/2010 11:52 NWA7340 DC9Q D 30R 82.5 01/26/2010 7:59 AAL543 MD80 D 30R 82.3 01/24/2010 10:36 NWA7388 DC9Q D 30R 82.2 01/17/2010 15:59 NWA7214 DC9Q D 30R 82.1 01/25/2010 14:40 NWA7222 DC9Q D 30R 82.1 01/25/2010 7:49 NWA7234 DC9Q D 30R 82 01/15/2010 6:59 BMJ48 BE65 D 30R 81.9 01/01/2010 7:59 AAL543 MD80 D 30R 81.7 01/06/2010 19:27 AAL429 MD80 D 30R 81.2 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/01/2010 21:45 NWA289W DC9Q D 30L 88.8 01/01/2010 22:27 NWA7219 DC9Q D 30L 88.2 01/21/201015:19 NWA2356 A319 A 12L 88.2 01/14/2010 22:04 NWA7336 DC9Q D 30L 88 01/14/2010 11:39 NWA7360 DC9Q D 30L 87.6 01/21/2010 7:42 NWA7291 DC9Q D 17 87.3 01/23/2010 13:47 NWA7323 DC9Q D 17 86.8 01/21/2010 9:57 NWA7331 DC9Q D 17 86.6 01/20/2010 7:44 NWA7291 DC9Q D 17 86.6 01/23/2010 11:55 NWA7329 DC9Q D 17 86.2 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #28) 6645 16th Ave. S., Richfield (RMT Site #29) Ericsson Elem. School 4315 31st Ave. S., Minneapolis (RMT S'te #30) 8715 River Ridge Rd., Bloomington - 32 - 4tp Report Generated: 02/16/2010 12:57 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/10/2010 12:59 NWA619 B744 D 22 76.7 01/22/2010 10:51 AAL1408 MD80 D 17 75.3 01/25/2010 22:35 NWA7336 DC9Q D 30L 75 01/21/201011:03 AAL1408 MD80 D 17 74.2 01/18/201011:30 AWE941 A321 D 17 74 01/15/2010 6:44 ATN808 DC8Q D 17 72.2 01/18/201011:34 NWA2105 A320 D 17 71.9 01/22/2010 14:58 MES3546 CRJ D 17 71.7 01/18/2010 6:38 FFT113 A318 D 17 71.6 01/25/2010 14:38 MES3260 SF34 D 30L 71.2 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/17/2010 13:01 NWA619 B744 D 22 94.2 01/20/2010 8:43 AAL675 MD80 D 17 85.3 01/22/2010 10:50 AAL1408 MD80 D 17 84.8 01/29/2010 13:46 SCX713 B7377 D 17 81.9 01/21/201011:02 AAL1408 MD80 D 17 80.3 01/25/2010 10:27 NWA7378 DC9Q A 30L 79.6 01/20/2010 10:50 AAL1408 MD80 D 17 79.3 01/15/2010 9:19 MES3573 CRJ D 17 79.2 01/21/2010 7:41 AAL2263 MD80 D 17 78.7 01/22/2010 6:58 BMJ64 BE65 D 17 78.2 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/21/2010 9:02 AAL675 MD80 D 17 81.1 01/18/2010 10:59 AAL1408 MD80 D 17 80.5 01/23/2010 17:32 NWA7335 DC9Q D 17 80 01/10/2010 9:29 NWA7331 DC9Q D 17 79.8 01/16/2010 7:34 AAL2263 MD80 D 17 79.1 01/17/2010 19:41 NWA7325 DC9Q D 17 78.4 01/16/2010 8:43 AAL675 MD80 D 17 78.4 01/13/2010 10:33 NWA7329 DC9Q D 17 78.1 01/21/2010 20:07 NWA7381 DC9Q D 17 78 01/15/201018:34 AAL1167 MD80 D 17 77.1 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #31) 9501 12th Ave. S., Bloomington (RMT Site #32) 10325 Pleasant Ave. S., Bloomington (RMT Site #33) North River Hills Park, Burnsville Report Generated: 02/16/2010 12:57 4l - 33 - Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/16/2010 9:33 NWA7331 DC9Q D 17 75.3 01/10/2010 9:29 NWA7331 DC9Q D 17 74.8 01/01/2010 6:52 DAL1747 MD80 D 17 74.5 01/16/2010 17:35 NWA7335 DC9Q D 17 74.4 01/31/2010 16:36 MES3150 SF34 A 35 74.2 01/28/2010 7:49 MES3259 SF34 A 35 73.9 01/06/2010 20:13 BMJ63 BE65 A 35 73.7 01/18/2010 10:42 NWA7372 DC9Q D 17 72.9 01/19/201011:58 NWA7391 DC9Q D 17 72.8 01/18/2010 10:40 NWA7280 DC9Q D 17 72.2 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/11/2010 11:57 NWA7220 DC9Q A 35 85.1 01/21/201015:17 NWA7365 DC9Q D 17 81.9 01/15/2010 14:20 DAL1597 MD80 D 17 81.6 01/17/201013:02 NWA619 B744 D 22 81.2 01/16/201010:47 AAL1408 MD80 D 17 81.1 01/18/2010 17:06 TRS861 B717 A 35 80.7 01/14/2010 7:17 UPS2557 MD11 D 17 80.6 01/22/201018:48 AAL1167 MD80 D 17 80.5 01/21/2010 19:40 NWA7330 DC9Q D 17 80.5 01/17/2010 11:29 NWA7360 DC9Q D 17 80.4 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/06/2010 7:17 MES3353 CRJ A 35 79.7 01/27/2010 7:23 MES3209 SF34 A 35 79.1 01/19/2010 14:29 NWA7219 DC9Q D 17 79 01/06/201018:48 FDX728 MD11 A 35 78.9 01/27/201017:11 NWA2590 A320 A 30L 78.8 01/18/2010 10:42 NWA7372 DC9Q D 17 78.8 01/20/2010 14:46 NWA7365 DC9Q D 17 78.7 01/05/2010 7:33 MES3292 SF34 A 35 78.6 01/29/2010 7:48 MES3148 SF34 A 35 78.6 01/18/2010 11:28 NWA7360 DC9Q D 17 78.5 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #34) Red Oak Park, Burnsville (RMT Site #35) 2100 Garnet Ln., Eagan (RMT S'te #36) Briar Oaks & Scout Pond, Apple Valley - 34 - fie Report Generated: 02/16/2010 12:57 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/15/2010 20:07 AAL429 MD80 D 17 84.5 01/23/2010 9:25 DAL1593 MD80 D 17 82.9 01/17/2010 19:26 NWA7254 DC9Q D 17 82.8 01/12/2010 9:41 DAL1593 MD80 D 17 82.6 01/16/2010 14:24 AAL1779 MD80 D 17 82.6 01/17/2010 19:46 AAL429 MD80 D 17 82.5 01/15/2010 13:55 NWA7214 DC9Q D 17 82.4 01/13/201011:02 AAL1408 MD80 D 17 81.9 01/23/2010 8:24 AAL543 MD80 D 17 81.7 01/15/2010 17:23 NWA7354 DC9Q D 17 81.6 Date/Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/22/2010 9:36 DAL1593 MD80 D 17 83.9 01/21/2010 15:20 KFS98 LJ25 D 17 83.8 01/22/2010 11:30 NWA7360 DC9Q D 17 83.7 01/17/2010 13:02 NWA619 B744 D 22 83 01/21/2010 9:33 DAL1593 MD80 D 17 82.7 01/21/2010 8:47 FDX420 MD11 D 17 81.8 01/23/2010 14:50 NWA7365 DC9Q D 17 81.5 01/10/2010 10:49 AAL1408 MD80 D 17 81.3 01/15/2010 16:04 AAL597 MD80 D 17 81.2 01/16/2010 7:57 AAL543 MD80 D 17 81 Date /Time Flight Number Aircraft Type Arrival/ Departure Runway Lmax(dB) 01/21/2010 10:54 NWA7372 DC9Q D 17 82.9 01/22/2010 9:37 DAL1593 MD80 D 17 81.4 01/21/2010 10:27 NWA7280 DC9Q D 17 81 01/21/2010 16:25 NWA7394 DC9Q D 17 80.9 01/17/2010 10:36 NWA7372 DC9Q D 17 80.3 01/15/2010 16:04 AAL597 MD80 D 17 80.3 01/15/2010 14:20 DAL1597 MD80 D 17 80.2 01/23/2010 16:17 NWA7224 DC9Q D 17 80.2 01/20/2010 19:50 NWA7238 DC9Q D 17 80.2 01/21/2010 20:13 NWA7238 DC9Q D 17 80.1 Top Ten Loudest Aircraft Noise Events for MSP January 2010 (RMT Site #37) 4399 Woodgate Ln. N., Eagan (RMT Site #38) 3957 Turquoise Cir., Eagan (RMT Site #39) 3477 St. Charles PI., Eagan January 2010 Remote Monitoring Tower Top Ten Summary The top ten noise events and the event ranges at each RMT for January 2010 were comprised of 86.1% departure operations. The predominant top ten aircraft type was the DC9Q with 43.2% of the highest Lmax events. January 2010 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 January 2010. Report Generated: 02/16/2010 12:57 'I9 - 35 - Date #1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13 #14 #15 01/01/2010 48 47.7 54.1 54.8 63.6 66.6 57.9 52.3 37 39.6 41.3 NA NA 52 NA 01/02/2010 48.2 52.3 58.6 56.1 66.9 67.7 60.8 54.1 NA NA NA NA 48 56.3 48.5 01/03/2010 47.1 48.3 54.8 55.3 65.3 67.5 58 53.6 NA NA NA NA NA 50.5 30.7 01/04/2010 48.9 45.7 53.7 53 65.1 67.7 59.3 53.4 NA NA NA 34.6 NA 52.5 41.4 01/05/2010 48.9 49.6 52.6 54.6 64.6 67.2 58.5 53.3 NA NA 27.2 34.7 38.7 52.7 41.9 01/06/2010 53.3 54.5 58.8 57.8 65.4 66.4 56 54.1 NA NA NA 38.1 44.4 55.1 45.9 01/07/2010 48 49.4 56 55.8 64.3 66.6 60.5 53.7 NA NA 40.9 NA 32.5 55.9 30.8 01/08/2010 48.1 48.4 52.8 54.6 63.4 66.8 58.2 55.3 NA NA NA NA 42.7 52.3 27.9 01/09/2010 52.8 54.6 58.2 56.4 63.3 64 43.7 47.3 NA NA NA NA 46.3 53.8 49.9 01/10/2010 48.4 53.5 56 55.1 63.4 65.6 54.7 50.1 NA 30.8 NA NA 46.7 56.9 48.6 01/11/2010 48.1 49.6 53.3 56.5 64.3 68.6 59.4 56.7 38.4 52 51.3 33.6 38.4 55.9 38.3 01/12/2010 54.6 57.7 61.9 58.6 65.8 64.7 44.9 46.2 NA NA NA NA 55.5 57.6 56.7 01/13/2010 55.5 58 61.3 58.7 66.1 65.3 42.6 41.5 NA NA NA NA 56.5 60 58.3 01/14/2010 51.8 50.6 54.3 57.8 65.1 68.6 59 55.5 NA NA NA NA 40.6 59.7 42.5 01/15/2010 52.9 57.5 61 59.4 66.2 67 55.8 52.4 NA NA NA NA 55.1 59.1 58.8 01/16/2010 54 55.8 60.4 56.7 64.4 63 NA 41.4 NA NA NA NA 51.2 61.1 55.2 01/17/2010 55.2 56.2 59.6 58.8 64.9 67.5 54.6 52.6 NA NA NA NA 49.6 60.4 51.4 01/18/2010 52.5 53.7 57.5 58.6 66.2 69 59.2 56.6 NA NA NA NA 50.8 58.6 52.5 01/19/2010 53.7 57.4 61.3 59.2 64.5 65.1 54.1 51 NA 38.3 43.3 42 46.8 58 50.8 01/20/2010 58.8 60.5 64.2 60.8 67.2 67 42.6 42.7 NA 42.2 46.3 42.4 52.8 57.9 57 01/21/2010 59.4 61.9 64.3 61.8 67.5 67.3 45.2 40.4 NA 42.7 42.8 NA 55.8 57.4 59.8 01/22/2010 59.2 60.4 66 61.4 69.7 66.4 40.3 44.2 NA 49.3 48.5 NA 56.5 59.7 58.9 01/23/2010 56.8 59.2 64 60 68.3 66 44.2 42.5 NA 36.2 32.2 34.3 49.7 54.3 52.8 01/24/2010 53.4 51.8 58.7 57.7 68.2 70 59.4 56.5 NA NA 31.3 NA 36.1 59.8 44.6 01/25/2010 48.5 50.7 55.6 57 65.7 70 61.3 58 NA NA NA 31.6 29.6 58.7 41.8 01/26/2010 44.6 48.2 53.2 53.4 62.9 66.3 57.6 55.8 NA NA 31.2 31.9 25.7 55.9 28.7 01/27/2010 48.1 50.8 54 55.1 63.1 66.3 58.5 53.4 29.9 30.7 36.7 NA 26.2 55.3 39.2 01/28/2010 47.7 51.2 53.9 54.6 63.6 67.8 56.8 53.8 36 NA NA 30.2 NA 53.9 25.8 01/29/2010 46.8 56 57 58 64.2 67 54.9 52.7 NA NA NA NA 49.1 55.4 50.8 01/30/2010 50.5 53.2 52.2 54.1 59.9 67.5 49.9 54.1 36.5 44.5 NA NA 42.4 55.4 41.4 01/31/2010 48.5 50.4 54.2 55.9 62.9 67.4 56.8 53.6 NA NA NA NA 42.6 58 44.5 Mo.DNL 53.3 55.4 59.4 57.7 65.5 67.2 56.8 53.3 28.4 40.3 40.2 32.5 49.8 57.3 52.6 - 36 - Analysis of Aircraft Noise Events DNL January 2010 Remote Monitoring Towers Report Generated: 02/16/2010 12:57 Date #16 #17 #18 #19 #20 #21 #22 #23 #24 #25 #26 #27 #28 #29 01/01/2010 60.1 NA 43.6 43.7 NA NA 46.3 43.8 50.3 28.8 40.2 51.3 58.4 52.1 01/02/2010 62.9 NA 44.8 33.4 37.9 44.7 51.1 57.9 54 43.4 48.4 54.5 51.3 47.2 01/03/2010 61.1 39.5 49.2 33.1 43.2 NA 44.6 44.6 51.1 49.4 34.7 55.1 53.6 43.8 01/04/2010 61.1 NA 42.4 35.2 NA 33.4 46.3 47.5 51.6 41.3 30.5 54.7 53.1 44.3 01/05/2010 61.5 NA 46.3 30 NA 38.9 46.8 43.6 53 34.1 33.7 55.7 51.4 42.6 01/06/2010 61.5 NA 55.4 47.5 NA 37.9 48.8 51.4 53.7 40.9 48.1 54.2 56.5 47.5 01/07/2010 62 25.9 40.6 NA 38 NA 50.1 46 55.2 38.5 41.7 54.8 57.7 44.8 01/08/2010 61.7 40 48.8 45.8 43.6 NA 47.4 48.4 51.2 39.8 35.8 53.2 53.7 44.5 01/09/2010 59.8 38.8 54.3 45.5 40.2 43.6 43.2 57.7 50.8 41.2 53 44.8 51.1 39 01/10/2010 61 50 56.8 50.1 36.8 40.6 46.4 53.7 54.1 43.7 47.9 52.2 55.8 42 01/11/2010 61.6 49 50.3 48.3 49.9 32 49.9 47.1 55 38.6 44.8 55.1 55.9 47.3 01/12/2010 59.3 49.5 59.7 51 39.3 47 49.5 61.8 54.9 53.8 53.1 40.6 55.8 33.7 01/13/2010 62.1 NA 57.9 51.6 NA 48.9 51.7 64.5 56.9 52.6 53.2 42.6 56.2 32.3 01/14/2010 64.4 47.4 53.2 52.9 44.8 NA 55.2 51.7 58.6 36.2 46.3 52.6 60.6 49.7 01/15/2010 62.5 50.2 60.1 54.3 37.2 45.7 53.6 63.6 56.8 51.6 47.6 51.8 56.3 51.8 01/16/2010 61 NA 57.2 52.2 NA 43.7 51.2 62.8 58.4 51.3 55.6 38.6 54.7 32.9 01/17/2010 63.9 48.4 58.5 53.9 44.3 42.5 52.2 57.9 57.8 45.4 51.2 52 53.6 45.5 01/18/2010 63 46.5 53.8 45.6 46.9 45.8 53 59 56.8 47.7 48.6 55.4 56.6 47.9 01/19/2010 61 49 62.5 55.4 54.5 41.8 48.7 59.8 55.6 48.2 48.8 47.2 56.5 42.2 01/20/2010 60.4 NA 58.8 55.7 NA 43.4 46.8 61.2 53.9 55.6 50.5 41 58.6 NA 01/21/2010 59.5 NA 59.5 56.7 NA 49 44.7 64.5 53 52.3 53.3 41.5 61 33.9 01/22/2010 61.4 NA 59.9 55.1 NA 46.8 49.7 63.4 56.9 56.9 51.6 33.4 59 NA 01/23/2010 57 39.8 59.1 52 NA 48.2 40.8 58.8 50.9 49.8 50.3 41.4 60.4 NA 01/24/2010 65.3 31.8 40.3 NA 42.1 NA 53.4 50.4 58.5 45.4 42.3 56.4 57.6 49 01/25/2010 64.3 NA 36.1 28.4 31.6 NA 55.1 49.6 59.2 45.1 40.1 54.8 58 51.8 01/26/2010 62 NA 37.4 32.2 NA 41.2 51.3 38.9 55.4 37.4 43.3 55.1 53.3 50.2 01/27/2010 61.5 NA 41.3 37.6 38.5 26.4 51.4 45.5 55.3 26.4 38.2 53.8 53.1 51.2 01/28/2010 61.7 48.5 54.7 46 40.3 26.9 48.8 43.6 53.1 NA 54.6 53.8 52 48.3 01/29/2010 60.6 40.9 50.9 43.5 NA 53.1 51.1 55.7 53.6 37.8 47.7 51 51.1 41 01/30/2010 59.6 41 55.4 46.9 41.3 30.1 50.7 50 53.4 44.3 45.6 47.8 53.7 42.1 01/31/2010 58.8 36.1 41.4 44.9 35.7 27.5 52.1 53.3 57 24.7 46.4 53.1 52.1 44.8 Mo.DNL 61.7 43.9 55.8 50.3 43.1 44 50.6 58.3 55.4 48.7 49.4 52.6 56.4 46.7 Analysis of Aircraft Noise Events DNL January 2010 Remote Monitoring Towers Report Generated: 02/16/2010 12:57 SJ - 37 - Date #30 #31 #32 #33 #34 #35 #36 #37 #38 #39 01/01/2010 58.4 39 NA 41 42.8 50.2 50.8 35.5 NA NA 01/02/2010 45.7 NA 45.1 NA NA 45.8 51.6 NA NA NA 01/03/2010 56 36.3 NA NA 26.8 45.1 49.1 37.8 NA NA 01/04/2010 44.4 NA NA NA 38.8 44.3 49.4 39.5 NA NA 01/05/2010 43.6 37.6 40 30.2 36.7 44.5 48.5 39.3 NA NA 01/06/2010 59.7 36.9 29.3 42.7 36.6 49 49.9 44.2 46 46 01/07/2010 42.4 NA NA 26.8 27.8 46.1 46.7 NA NA 31.7 01/08/2010 54.9 40.4 41.7 40.5 40.9 44.8 50.3 42.3 NA NA 01/09/2010 58.8 41.3 NA 43.9 33 48.9 41.5 46.4 46.6 47.1 01/10/2010 55.9 34.3 35.2 44.1 38 47 48.8 45.9 48.1 49.3 01/11/2010 57.1 44.6 42.5 43.9 43.1 51.7 52 37.3 NA 33.4 01/12/2010 57.4 39 32.3 45.1 33.4 44.2 33.5 46.4 48.8 52.7 01/13/2010 59.3 42.4 32.3 46 39.1 44.5 31.3 49.7 50.7 51.9 01/14/2010 60.4 48.6 45.3 35.2 37.5 54.2 53.4 35.6 29.2 NA 01/15/2010 62.6 44.2 45.2 46.3 31.1 51.1 47.5 47.3 49.6 53.4 01/16/2010 59.2 40.1 30 48.9 40.6 45.9 41.4 46.5 49.8 52.6 01/17/2010 59.2 52.8 32.9 47.2 35.2 50.7 49.6 48 50.4 51 01/18/2010 NA 44.5 43.5 44.3 38.4 52.6 54.6 NA NA NA 01/19/2010 60.7 35.1 NA 39.5 31.8 46.3 35.2 48 49.3 49.6 01/20/2010 63.7 46.4 30.7 44.8 38 49.2 41.9 48.8 50.1 52.1 01/21/2010 64.6 47 36.2 45.8 33.6 50.2 37.1 50.8 53.5 52.7 01/22/2010 62.6 49.7 38.3 43.6 32.5 48.6 35 48.6 51.7 52.4 01/23/2010 59.6 35.2 NA 43.6 NA 45.4 34.1 47.2 50 50.6 01/24/2010 NA NA NA NA NA NA NA NA NA NA 01/25/2010 44.4 38.2 43.8 26 NA 45.7 48.8 NA NA NA 01/26/2010 44.7 28 38.5 NA 27 47.1 50.8 31.3 NA NA 01/27/2010 46.3 NA NA NA 33.1 47.8 51.7 NA NA NA 01/28/2010 53 NA 40.6 NA 40 45.8 50.8 NA NA 30.8 01/29/2010 57.9 36.2 NA 34.9 38 48.4 49.8 41.4 42.6 47.9 01/30/2010 60.4 34.2 NA 41.6 30.1 51.2 51.7 38.2 41.3 41.4 01/31/2010 58.9 NA NA 38.6 31.2 49 51.6 39.2 NA NA Mo.DNL 58.5 43.1 38.7 42.4 36.9 48.6 49.2 44.5 46.3 47.8 - 38 - Analysis of Aircraft Noise Events DNL January 2010 Remote Monitoring Towers Report Generated: 02/16/2010 12:57 1/1/2010- 1/31/2010 Runway 17 Departure Analysis Report Minneapolis -St. Paul International Airport f AfSP 35 2S NM Turn Point This report is for informatiQnal purposes only and cannot be used for enforcement purposes. 53 3467 Carrier Jets Departed Runway 17 - 1/1/2010 - 1/31/2010 Snelling (unop Runway 17 Departure Overflight Grid Analysis AIMINIF/IMINIIII■IN MI•11■=1111•M111■1111 1■111111111011T, 1■INNIMIIIII■iliV• 111111 El El fir • NM IPIIIIIMELiftrie .)- Air illill1111 III /11111111111101111 NEEIrEa1 - 1 Fraa ,.ill ...,.....,,.. •. 411.... ..... 1023 trIllmmi NMI 4411 , :s"r' ':,:' ;, 011 ■,t eN■ 11110 '' VI Miailli 11-% tatt LVI a 710 In PF027 \L_ ICE =rat . 1311111121& 59 669 II giVAIP' WiNWaliss j 7 AffirdillIti KIM 4 21821 _. . . Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010-1/31/2010. Report Generated: 02/10/2010 16:21 - 1 - s- Runway 17 Carrier Jet Departure Operations - 1/1/2010-1/31/2010 3461 (99.8 %) West Bound Carrier Jet Departure Operations Flying the Runway 17 Jet Departure Procedure (Passing Over the 2.5 NM Turn Point) and Runway 17 Eastbound Carrier Jet Departure Operations 6 (0.2 %) Carrier Jet Departure Operations Turned West Before Passing Over the Runway 17 2.5 NM Turn Point. This is 6.0E +13% of 0 Westbound Departures f� ort Snelling (un1w 2100 2000 1900 1800 1700 1600 1500 1400 1300 Minneapolis -St. Paul International Airport Gate Plot Runway 17 Departures That Turned West Before 2.5NM Turn Point 1/1/2010 00:00 :00 - 1/31/2010 23:59 :59 6 Tracks Crossed Gate: Left = 6(100 %), Right =0(0 %) 0 0 0 1200 ' -1 20 -1.00 0 0 -0.80 -0.60 -0.40 -0.20 0.00 0.20 0.40 0.60 0.80 1.00 (Runway End) (Corridor End) Deviation From Center of Gate (Miles) *In cases where altitude information is unavailable, that operation is not represented in above graph. 1.20 Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010 - 1/31/2010. Report Generated: 02/10/2010 16 :21 2 - ' 0 (0 %) West Bound Carrier Jet Departures Turned West Between 2.5 and 3.0 NM from Start of Takeoff and Remained Over the Minnesota River Valley (trending with Runway 17 River Departure Heading) ■ 5 (35.7 %) West Bound Carrier Jet Departures Turned West After 3.0 NM from Start of Takeoff and Remained Over the Minnesota River Valley (trending with Runway 17 River Departure Procedure) 0 (0 %) Carrier Jet Departures Turned West Before Passing Over the Runway 17 2.5 NM Turn Point ® 1 (7.1 %) Remaining West Bound Carrier Jet Departures Flew the Runway 17 Jet Departure Procedure (Passing Over the 2.5 NM Turn Point), and with an enroute heading to the destination airport Carrier Jet Departure Operations 8 (57.1%) Other Nighttime Runway 17 Nighttime Carrier Jet Departure Operations - 1/1/2010 - 1/31/2010 14 Nighttime Carrier Jet Departure Operations off of Runway 17 in 1/1/2010 - 1/31/2010 (10:30 p.m.- 6:00a.m.) Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010 - 1/31/2010. Report Generated: 02/10/2010 16:21 - 3 - Remote Monitoring Tower (RMT) Site Locations apple Valley LEGEND Existing RMT's Runway 17 -35 RMT's Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010 - 1/31/2010. Report Generated: 02/10/2010 16:21 - 4 - 5'1 Date #30 #31 #32 #33 #34 #35 #36 #37 #38 #39 1 58.4 39 NA 41 42.8 50.2 50.8 35.5 NA NA 2 45.7 NA 45.1 NA NA 45.8 51.6 NA NA NA 3 56 36.3 NA NA 26.8 45.1 49.1 37.8 NA NA 4 44.4 NA NA NA 38.8 44.3 49.4 39.5 NA NA 5 43.6 37.6 40 30.2 36.7 44.5 48.5 39.3 NA NA 6 59.7 36.9 29.3 42.7 36.6 49 49.9 44.2 46 46 7 42.4 NA NA 26.8 27.8 46.1 46.7 NA NA 31.7 8 54.9 40.4 41.7 40.5 40.9 44.8 50.3 42.3 NA NA 9 58.8 41.3 NA 43.9 33 48.9 41.5 46.4 46.6 47.1 10 55.9 34.3 35.2 44.1 38 47 48.8 45.9 48.1 49.3 11 57.1 44.6 42.5 43.9 43.1 51.7 52 37.3 NA 33.4 12 57.4 39 32.3 45.1 33.4 44.2 33.5 46.4 48.8 52.7 13 59.3 42.4 32.3 46 39.1 44.5 31.3 49.7 50.7 51.9 14 60.4 48.6 45.3 35.2 37.5 54.2 53.4 35.6 29.2 NA 15 62.6 44.2 45.2 46.3 31.1 51.1 47.5 47.3 49.6 53.4 16 59.2 40.1 30 48.9 40.6 45.9 41.4 46.5 49.8 52.6 17 59.2 52.8 32.9 47.2 35.2 50.7 49.6 48 50.4 51 18 NA 44.5 43.5 44.3 38.4 52.6 54.6 NA NA NA 19 60.7 35.1 NA 39.5 31.8 46.3 35.2 48 49.3 49.6 20 63.7 46.4 30.7 44.8 38 49.2 41.9 48.8 50.1 52.1 21 64.6 47 36.2 45.8 33.6 50.2 37.1 50.8 53.5 52.7 22 62.6 49.7 38.3 43.6 32.5 48.6 35 48.6 51.7 52.4 23 59.6 35.2 NA 43.6 NA 45.4 34.1 47.2 50 50.6 24 NA NA NA NA NA NA NA NA NA NA 25 44.4 38.2 43.8 26 NA 45.7 48.8 NA NA NA 26 44.7 28 38.5 NA 27 47.1 50.8 31.3 NA NA 27 46.3 NA NA NA 33.1 47.8 51.7 NA NA NA 28 53 NA 40.6 NA 40 45.8 50.8 NA NA 30.8 29 57.9 36.2 NA 34.9 38 48.4 49.8 41.4 42.6 47.9 30 60.4 34.2 NA 41.6 30.1 51.2 51.7 38.2 41.3 41.4 31 58.9 NA NA 38.6 31.2 49 51.6 39.2 NA NA Av. DNL 58.5 43.1 38.7 42.4 36.9 48.6 49.2 44.5 46.3 47.8 Analysis of Aircraft Noise Levels - DNL dBA 1/1/2010- 1/31/2010 Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010- 1/31/2010. Report Generated: 02/10/2010 16:21 - 5 - Airport City Heading (deg.) #Ops Percent of Total Ops ORD CHICAGO (O'HARE) 124° 217 6.3% DEN DENVER 237° 165 4.8% ATL ATLANTA 149° 161 4.6% DFW DALLAS/ FORT WORTH 193° 117 3.4% STL ST LOUIS 160° 108 3.1% IAN HOUSTON 185° 92 2.7% MDW CHICAGO (MIDWAY) 124° 86 2.5% EWR NEW YORK 106° 77 2.2% MKE MILWAUKEE 114° 65 1.9% FSD SIOUX FALLS 245° 60 1.7% DTW DETROIT 105° 60 1.7% MEM MEMPHIS 162° 60 1.7% OMA OMAHA 205° 57 1.6% CLE CLEVELAND 109° 55 1.6% PHX PHOENIX 231° 53 1.5% RMT Aircraft DNL Aircraft DNL Aircraft DNL Aircraft DNL 01/01/07-01/31/07 01/01/08-01/31/08 01/01/09-01/31/09 1/1/2010-1/31/2010 30 62 60.1 58.9 58.5 31 47.9 45.6 43.5 43.1 32 47.5 42 40.6 38.7 33 49.9 47.1 43.1 42.4 34 46.6 40.7 40.1 36.9 35 54.1 51.1 52.1 48.6 36 53 50.7 50.6 49.2 37 45.2 47.1 46.3 44.5 38 47.8 50.1 46.6 46.3 39 46.5 50.3 45.9 47.8 Aircraft Noise Levels DNL dBA 1/1/2010- 1/31/2010 Top 15 Runway 17 Departure Destination Report Metropolitan Airports Commission Runway 17 Departure Analysis Report - 1/1/2010- 1/31/2010. Report Generated: 02/10/2010 16:21 - 6 - S� Mike Maguire Mayor Paul Bakken Cyndee Fields Gary Hansen Meg Tilley Council Members Thomas Hedges City Administrator Municipal Center 3830 Pilot Knob Road Eagan, MN 55122 -1810 651.675.5000 phone 651.675.5012 fax 651.454.8535 TDD Maintenance Facility 3501 Coachman Point Eagan, MN 55122 651.675.5300 phone 651.675.5360 fax 651.454.8535 TDD www.cityofeagan.com The Lone Oak Tree The symbol of strength and growth In our community. City of Eaali February 16, 2010 Ms. Jenn Felger MAC Planning and Environment 6040 28 Avenue South Minneapolis, MN 55450 Dear Ms. Felger: Thank you for the opportunity to comment on the proposed 2030 MSP Long Term Comprehensive Plan (LTCP). The Eagan City Council, per the recommendation of the Eagan Airport Relations Commission, approved the following comments at the February 16, 2010 City Council meeting. Noise Impacts The draft LTCP forecasts 40% growth in annual aircraft operations by 2030, from 450,000 to 630,000 operations. Based on the increase in operations, the draft plan includes 2030 projected noise contours (Figure 5-4). These projected 60 DNL noise contours depict noise levels in portions of Eagan and other communities extending well beyond blocks that have previously qualified for noise mitigation funds. The Metropolitan Airports Commission (MAC) has a history of proactively addressing noise impacts on residential area through noise mitigation programs. However, the draft LTCP does not discuss additional residential noise mitigation, nor does it state MAC's anticipated expenditures towards noise mitigation through 2030. According to the LTCP projections, an additional 536 single and multi family homes in Eagan would be added to the 60 -64 DNL contours. Given the dramatic increase to the noise contours over southwest Eagan, which is made up of predominately residential homes that were built well before the decision was made to build Runway 17/35, the City of Eagan strongly recommends that the fmal version of the LTCP outline a noise mitigation approach that would apply to all newly impacted blocks. Specifically, the City advocates that those homes being added to the 60 -64 DNL contours receive, at minimum, the same level of noise mitigation as those homes that received mitigation under the 2007 legal settlement (with an adjusted funding allocation per the CPI). oV Moreover, the City of Eagan has understandable concerns with the extension of the noise contours, and corresponding increase in operations, using Runway 17/35. This concern is exacerbated when the noise contours over the Eagan/Mendota Heights Corridor are proposed to shrink significantly. How and why is it that the contour "lobe" is proposed to increase so dramatically off of 17/35, while decreasing over the Corridor? Is the proposed contour extension over southwest Eagan a direct result of additional gates being added to the Humphrey Terminal? Additionally, Figure 5.9 shows that projected runway use in 2030 calls for Runway 17 to be used for 30.3% of all departures, the highest percentage of all runways. Furthermore, Runway 17 is proposed to be used for 25.6% of all nighttime departures, which well exceeds the forecasted use of both 12L and 12R. These projections directly conflict with the approved Runway Use System (RUS) at MSP, which calls for the parallel runways to serve as the first priority for both day and evening departure operations. How will the MAC address this conflict between the 2030 runway use projections and the approved RUS? While the residents living in and around the Corridor would undoubtedly appreciate noise relief, the City of Eagan has taken the long held public policy decision to plan and guide the Eagan/Mendota Heights Corridor for noise compatible uses. Furthermore, the legal settlement in 2007 ensured that those residents living in and around the Corridor received the noise mitigation they deserved. As such, Eagan strongly encourages the MAC to work with the FAA in the coming years to ensure that the RUS is adhered to and the Corridor is used to the greatest extent possible so as not to place undue burden on the predominately residential areas of Eagan, including those homes under the flight paths of 17/35. During discussions with the Noise Oversight Committee regarding the LTCP, MAC staff communicated their intent to revisit the LTCP operational forecasts and corresponding noise contours in five years (2015) in hopes that the economy and airline industry will have stabilized at that point so as to provide a more accurate forecast. The City of Eagan recognizes that forecasts are difficult during this time of economic upheaval, and will anticipate a thorough review of the operations and contours in five years, or as soon as the economy and airline industry stabilize. Once that stabilization has occurred, the City asks that the MAC undergo a formal Part 150 process to ensure that the noise environment and corresponding noise mitigation program can be evaluated accordingly. Land Use In light of the proposed 2030 contours included in the LTCP, the City of Eagan reviewed its own Comprehensive Guide Plan, and specifically the City's Noise Attenuation Construction ordinance The City of Eagan has adopted land use policies through its Comprehensive Guide Plan and construction regulations through its zoning code to minimi7.e 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. Airfield Capacity The LTCP states that the existing four - runway airfield configuration is expected to be able to continue operating in a safe and efficient manner without the need for additional runways. According to the operation projections in the LTCP, there were over 450,000 operations in 2008. Airport planning guidelines (FAA Order 5090.3c) state that an additional runway or supplemental airport planning process begins when the airfield reaches 60- 75% of annual capacity, which is a threshold that would be reached at MSP when operations exceed 480,000 operations per year. Additionally, statements have been made to lead communities to believe that congestion levels at MSP Airport are on track to exceed delay levels of 10 minutes per operation. In light of the operation levels being predicted for MSP out to 2030, at what point will the MAC address airfield capacity concerns, and is there is a optimum size or activity level for MSP? Additionally, what considerations have been made in the long term planning process regarding the possibility for the construction of a 3 parallel runway? MSP Infrastructure The City of Eagan very much appreciates the ongoing commitment the MAC has made to improve the infrastructure at MSP Airport. Eagan continues to support the efforts of the MAC to strengthen the presence of MSP Airport through improvements to its facilities, parking structures, and transportation system. As an employment and transportation hub, Eagan stands to benefit significantly from an economic development standpoint, and encourages the MAC to continue reinvesting in MSP Airport. Furthermore, as the City promotes its goal of reducing energy and promoting environmental sustainability, we encourage the MAC to continue its efforts to utilize sustainable building practices as expansion and reinvestment plans for MSP take shape. Again, thank you for the opportunity to comment on the proposed 2030 LTCP. Should you have any questions about the comments made by the City of Eagan, please feel free to contact Dianne Miller, Assistant to the City Administrator, at 651/675 -5014. Sincerely, Mike Maguire Mayor im4(/d)Ac- cc: Eagan's Legislative Delegation Dan Wolter, District 15 Metropolitan Council Representative Wendy Wulff, District 16 Metropolitan Council Representative Governor Tim Pawlenty Metropolitan Airports Commission Annual Noise Contour Analysis NiSise rid Sa,teillite ,Progr Office FielatioarAy401r0 .4. Table of Contents List of Tables List of Figures iii Chapter 1: Background 1 1.1 Corrective Land Use Efforts at MSP to Address Airport Noise 1 1.2 2007 Forecast Mitigated Noise Contour 3 1.3 Airport Noise Litigation 4 1.4 Noise Mitigation Settlement and Annual Noise Contour Analysis 5 Chapter 2: 2009 Actual Noise Contour 7 2.1 2009 Actual Noise Contour Development 7 2.1.1 Integrated Noise Model 7 2.1.2 Aircraft Operations and Fleet Mix 7 2.1.3 2009 Runway Use 13 2.1.4 2009 Flight Tracks 14 2.1.5 2009 Atmospheric Conditions 14 2.2 2009 Modeled Versus Measured DNL Levels 15 2.3 2009 Noise Contour Impacts 15 Chapter 3: Comparison of the 2009 Actual Noise Contour and the 2007 Forecast Noise Contour 17 3.1 Comparison of 2009 Actual and 2007 Forecast Noise Contour Inputs 17 3.1.1 Integrated Noise Model (INM) Considerations 17 3.1.2 Aircraft Operations and Fleet Mix Comparison 17 3.1.3 Runway Use Comparison 23 3.1.4 Flight Track Considerations 24 3.1.5 Atmospheric Conditions Comparison 25 3.2 Comparative INM Grid Point Analysis 25 3.3 Contour Comparison Summary 25 1 List of Tables Table 1.1: Summary of 2007 Forecast Mitigated DNL Noise Contour Single and Multi - Family Unit Counts 4 Table 2.1: Minneapolis -St. Paul International Airport 2009 Total Operations Number 8 Table 2.2: Minneapolis -St. Paul International Airport 2009 Aircraft Fleet Mix and Average Daily Operations 9 Table 2.3: Minneapolis -St. Paul International Airport 2009 Runway Use 13 Table 2.4: Minneapolis -St. Paul International Airport 2009 Measured Versus Modeled INM DNL Values at ANOMS RMT Locations 15 Table 2.5: Summary of 2009 Actual DNL Noise Contour Single and Multi - Family Unit Counts 16 Table 3.1: Minneapolis -St. Paul International Airport 2007 Forecast Mitigated vs. 2009 Actual Annual Total Operations Summary 17 Table 3.2: Minneapolis -St. Paul International Airport Comparision of 2007 Mitigated Forecast Fleet Mix and 2009 Actual Fleet Mix 19 Table 3.3: Minneapolis -St. Paul International Airport 2009 Actual and 2007 Mitigated Forecast Runway Use Comparision 23 Lae 11 List of Figures Figure 1.1: 2007 Forecast Mitigated Contours Following Page 4 Figure 2.1: 2009 INM Tracks — Runway 30L Departures Overall Use Percentage Following Page 14 Figure 2.2: 2009 INM Tracks — Runway 30R Departures Overall Use Percentage Following Page 14 Figure 2.3: 2009 INM Tracks — Runway 04 Departures Overall Use Percentage Following Page 14 Figure 2.4: 2009 INM Tracks — Runway 12L Departures Overall Use Percentage Following Page 14 Figure 2.5: 2009 INM Tracks — Runway 12R Departures Overall Use Percentage Following Page 14 Figure 2.6: 2009 INM Tracks — Runway 22 Departures Overall Use Percentage Following Page 14 Figure 2.7: 2009 INM Tracks — Runway 17 Departures Overall Use Percentage Following Page 14 Figure 2.8: 2009 INM Tracks — Runway 35 Departures Overall Use Percentage Following Page 14 Figure 2.9: 2009 INM Tracks — Runway 12R Arrivals Overall Use Percentage Following Page 14 Figure 2.10: 2009 INM Tracks — Runway 12L Arrivals Overall Use Percentage Following Page 14 Figure 2.11: 2009 INM Tracks — Runway 22 Arrivals Overall Use Percentage Following Page 14 Figure 2.12: 2009 INM Tracks — Runway 30R Arrivals Overall Use Percentage Following Page 14 Figure 2.13: 2009 INM Tracks — Runway 30L Arrivals Overall Use Percentage Following Page 14 Figure 2.14: 2009 INM Tracks — Runway 04 Arrivals Overall Use Percentage Following Page 14 Figure 2.15: 2009 INM Tracks — Runway 35 Arrivals Overall Use Percentage Following Page 14 Figure 2.16: 2009 INM Tracks — Runway 17 Arrivals Overall Use Percentage Following Page 14 Figure 2.17: 2009 Actual Contours Following Page 16 Figure 2.18: 2009 and 2007 Actual Noise Contours Following Page 16 Figure 3.1: Decibel Levels from 2009 Actual Grid Point DNLs Following Page 25 Figure 3.1: Decibel Levels from 2009 Actual Grid Point DNLs City of Minneapolis Following Page 25 Figure 3.3: Decibel Levels from 2009 Actual Grid Point DNLs City of Richfield Following Page 25 Figure 3.4: Decibel Levels from 2009 Actual Grid Point DNLs West Eagan, Bloomington Following Page 25 Figure 3.5: Decibel Levels from 2009 Actual Grid Point DNLs East Eagan, Inver Grove Heights, Mendota Heights Following Page 25 III Figure 3.6: Decibel Levels from 2007 Forecast Mitigated Grid Point DNLs Following Page 25 Figure 3.7: Decibel Levels from 2007 Forecast Mitigated Grid Point DNLs City of Minneapolis Following Page 25 Figure 3.9: Decibel Levels from 2007 Forecast Mitigated Grid Point DNLs City of Richfield Following Page 25 Figure 3.9: Decibel Levels from 2007 Forecast Mitigated Grid Point DNLs West Eagan, Bloomington Following Page 25 Figure 3.10: Decibel Levels from 2007 Forecast Mitigated Grid Point DNLs East Eagan, Inver Grove Heights, Mendota Heights Following Page 25 Figure 3.11: Difference in dB Level Between 2007 Forecast Mitigated and 2009 Actual Grid Point DNLs for Blocks Included in Noise Mitigation Settlement Following Page 25 Figure 3.12: Difference in dB Level Between 2007 Forecast Mitigated and 2009 Actual Grid Point DNLs for Blocks Included in Noise Mitigation Settlement City of Minneapolis Following Page 25 Figure 3.13: Difference in dB Level Between 2007 Forecast Mitigated and 2009 Actual Grid Point DNLs for Blocks Included in Noise Mitigation Settlement City of Richfield Following Page 25 Figure 3.14: Difference in dB Level Between 2007 Forecast Mitigated and 2009 Actual Grid Point DNLs for Blocks Included in Noise Mitigation Settlement West Eagan and Bloomington Following Page 25 Figure 3.15: Difference in dB Level Between 2007 Forecast Mitigated and 2009 Actual Grid Point DNLs for Blocks Included in Noise Mitigation Settlement East Eagan, Inver Grove Heights, Mendota Heights Following Page 25 Figure 3.16: 2007 Forecast Mitigated Contours and 2009 Actual Contours Following Page 25 id? IV Chapter 1 Backwound The issue of noise at Minneapolis -St. Paul International Airport (MSP) includes a long history of local efforts to quantify and mitigate noise impacts in a manner responsive to concerns raised by the communities around the airport and consistent with federal policy. These efforts have resulted in the conceptualization and implementation of many initiatives to reduce noise impacts around MSP. One of the most notable elements these initiatives has been the sound insulation program implemented under 14 Code of Federal Regulations (C.F.R.) Part 150. Part 150 provides a framework for airport operators to develop a comprehensive noise plan for an airport in the form of a Noise Compatibility Program (NCP). A Part 150 NCP is comprised of two fundamental approaches to addressing noise impacts around an airport: (1) Land Use Measures, and (2) Noise Abatement Measures (operational measures to reduce noise). A key component of Part 150 program planning is the development of a base case Noise Exposure Map (NEM) and a five -year forecast NEM without (unmitigated forecast scenario) and with (forecast mitigated scenario) the recommended operational noise abatement measures. Including operational noise abatement measures is important, because the manner in which an airport is operated and how aircraft procedures are executed have a direct effect on an airport's noise impact. NEMs are commonly referred to as noise contours. Forecast mitigated noise contours depict the areas that may be eligible for Land Use Measures (compatible land use plans, property acquisition, residential relocation, and sound mitigation) around an airport. Recognizing the need for increased infrastructure and the emerging importance of noise issues as operations at MSP increased, the Metropolitan Airports Commission (MAC) submitted its first MSP Part 150 Study to the Federal Aviation Administration (FAA) in October 1987. NEMs were accepted by the FAA in October 1989, and portions of the NCP were approved in April 1990. The NCP included Corrective Land Use Measures which called for the soundproofing of residences, schools and other public buildings. A 1992 update to the NCP and NEM marked the beginning of corrective mitigation measures in the forecast 1996 NEM 65 and greater Day -Night Average Sound Level (DNL) noise contours. 1.1 Corrective Land Use Efforts at MSP to Address Airport Noise Since 1992, the residential noise mitigation program has been a large and visible part of the Part 150 program at MSP. The MAC designed the MSP residential noise mitigation program using FAA structural Noise Level Reduction (NLR) documentation to establish product - specific Sound Transmission Class (STC) ratings and associated NLR goals, creative bidding practices, and cooperative prioritization and funding efforts. Through innovative approaches to continually enhancing the program as new information and technologies became available, the MSP residential noise mitigation program quickly became a national model. Because testing and evaluation of single - family homes near MSP indicated that the majority of such homes provided an average 30 dB of outside - to-inside sound attenuation, the MAC developed a so-called "5 dB package" for single - family homes within the 65 DNL and greater noise contours. This package provided an average exterior - to-interior noise reduction level of 5 dB, ensuring a noticeable level of reduction designed to meet the FAA's target of a 45 DNL interior 1 noise level in each home.' The 5 dB package offered a menu of mitigation measures that the MAC might install to achieve an average of a 5 dB noise reduction and meet the 45 DNL interior noise level in an individual home. The menu of mitigation measures included windows, prime doors, attic insulation, baffling of attic vents, mail slots and chimneys, and the addition of central air - conditioning. The MAC determined which specific mitigation measures were necessary for a particular home after assessing the home's existing condition. As a result of detailed and extensive project management and quality control, the program achieved an excellent record of homeowner satisfaction. Since 1997, when homeowners were asked if the improvements were effective at reducing aircraft noise, an average 97 percent responded yes. When asked if the modifications improved interior home comfort, an average of 95 percent responded yes. In 2003, when homeowners were asked if they were satisfied with the overall program product quality, 100 percent answered yes. In 2004, the MAC awarded the final bids for the remaining unmitigated homes in the 1996 65 DNL noise contour. In early 2006, the MAC completed the mitigation of an additional 165 single - family homes in the 2007 forecast mitigated 65 DNL noise contour. A significant milestone at MSP, this also represented a significant accomplishment for an industry- leading airport noise mitigation program. The program resulted in the mitigation of over 7,800 single - family homes in communities around MSP. The financial investment in the MSP Residential Sound Insulation Program is among the largest in the nation for such programs. Throughout the 14 -year project (1992 -2006) several variables had an impact on the project's annual financial profile. Year -to -year variations in housing stock and material costs caused fluctuations in the unit, or house -per- house, costs. This, combined with variations in annual budgets as a result of challenges such as the terrorist attacks of 9/11, resulted in a fluctuating rate of annual home completions. Annual average mitigation costs per single - family home have ranged from a low of $17,300 in 1994 to a high of $45,000 in 2001. The MAC spent a total of approximately $229.5 million on the single - family home mitigation program during its 14 -year lifespan. In addition to the single - family mitigation program, the MAC has also mitigated multi - family units and schools, and has engaged in property acquisition and relocation. The multi - family component of the residential noise mitigation program started in 2001, and was significantly smaller in both the number of structures mitigated and the associated costs. With completion of multi - family structures in the 1996 65 DNL noise contour, the MAC mitigated approximately 1,327 multi - family units at a total cost of approximately $11.1 million. Also, since 1981, the MAC has mitigated 18 schools located around MSP. This total represents all of the schools located within the 65 DNL noise contour. In response to the legislature's directives, the MAC also provided mitigation to certain schools located outside the 1996 65 DNL noise contour. The costs of insulating individual schools varied from $850,000 to $8 million. A total of approximately $52 million was spent on the school sound insulation program. In addition to the residential and school noise mitigation programs, the MAC also implemented a residential property acquisition program that facilitated the relocation of sensitive land uses, such as residential buildings, in noise impact areas. The intent of the residential acquisition program was to address impacted properties in the 1996 65 DNL noise contour where the property owners and the city in which the respective property resided agreed that acquisition was the desirable means of FAA, "Guidelines for the Sound Insulation of Residences Exposed to Aircraft Operations, "October 1992, pg. 3 -18. 2 Zb mitigating the homes. As a result, the MAC acquired approximately 437 residential properties. In total, the MAC expended approximately $93.0 million on the residential property acquisition program. 1.2 2007 Forecast Mitigated Noise Contour In late 1998, the MAC authorized an update to the Part 150 program at MSP. The update process began in 1999 with the development of noise contours and noise abatement and land use measures. The MAC published a draft Part 150 Update document in October 2000 and submitted the study, including a 2005 forecast NEM and revised NCP, to the FAA for review. In May 2002, after further consideration of the events of 9/11, the MAC withdrew the study to update the forecast and associated noise contours. The forecast update process began in February 2003. This effort focused on updating the base case year from a 2000 scenario to a 2002 base case, and updating the forecast year from 2005 to 2007. The purpose of the forecast update was to ensure that the noise contours considered the events of 9/11 and ongoing changes in the aircraft fleet. In addition to updating the forecast, the MAC and the MSP Noise Oversight Committee (NOC) conducted a review of the Integrated Noise Model (INM) input methodology and data to ensure continued consensus with the previous contour (i.e., November 2001) development process. On November 17, 2003, the MAC approved the revised forecast and fleet mix numbers and INM input methodology and data for use in developing the 2002 and 2007 NEMs. In March 2004, the MAC revised the forecast to incorporate certain corrections in general aviation numbers and to reflect Northwest Airline's announcement that it would resume service of five RJ85 aircraft that had been previously taken out of service. The 2004 Part 150 Update resulted in a comprehensive Noise Compatibility Program (NCP) recommendation. In addition to several land use measures around MSP, the NCP included provisions for a number of operational Noise Abatement (NA) Measures. The aircraft and airport operational noise abatement initiatives in the 2004 Part 150 Update focused on aircraft operation procedures, runway use, departure and arrival flight tracks, voluntary operational agreements with the airlines, and provisions for further evaluation of technology. As a result of the extensive analyses and review included in the 2004 MSP Part 150 Update, the Part 150 Update's NCP included 17 NA Measures. The MAC has implemented 12 of the 17 NA Measures. Of the remaining five measures, two are modifications of existing NCP measures that the MAC recommended as part of the 1993 Part 150 Update and three are new measures. The MAC has implemented the operational noise NA Measures outlined in the November 2004 Part 150 Update NCP that are reflected in the 2007 forecast mitigated noise contour included in the 2004 MSP Part 150 Update. Given that the MAC has implemented the operational noise abatement measures that result in the shape and size of the 2007 forecast mitigated noise contour, consistent with the Dual -Track Airport Planning Process Final Environmental Impact Statement, and that the 2007 forecast mitigated assumptions are conservative when compared with existing operations and fleet mix figures, the 2007 forecast contours are a reasonable estimate of future noise impacts at MSP. Moreover, recent operations forecast in the Draft MSP Long -Term Comprehensive Plan (LTCP) Update indicate that the 2007 forecasted level of operations will not occur until after 2019. 3 City I r310CK Intersect Count implementation Method, Completed Reflect All Units Completed Prior to 7J1W U1OI Dwelling Units Within DNL (dB) Interval Single - Family Multi - Family 60-64 65-69 70 -74 75+ Total 60-64 65.69 70-74 75+ Total Minneapolis Completed Additional 3794 3637 3078 - 504 - - - 7376 3637 167 1228 27 - 466 - - - 660 1228 Total 7431 3078 504 - 11013 1395 27 466 - 1888 Bloomington Completed Additional 91 57 109 - 40 - - - 240 57 - 388 447 - 618 - - - 1065 388 Total 148 109 40 - 297 388 447 618 - 1453 Richfield Completed Additional 464 670 296 - - - - - 760 670 18 491 14 - - - - - 32 491 Total 1134 296 - - 1430 509 14 - - 523 Eagan Completed Additional 234 416 22 - - - - - 256 416 - 38 - - - - - - - 38 Total 650 22 - - 672 38 - - - 38 Mendota Heights Completed Additional 93 - 4 - - - - - 97 - - - - - - - - - - - Total 93 4 - - 97 - - - - All Cities Completed Additional 4676 4780 3509 - 544 - - - 8729 4780 185 2145 488 - 1084 - - - 1757 2145 Total 9456 3509 544 - 13509 2330 488 1084 - 3902 Based on the estimate of 582,366 total operations in the 2007 forecast mitigated scenario, approximately 7,234.4 acres are in the 65 DNL noise contour and approximately 15,708.3 acres are in the 60 DNL noise contour. Table 1.1 contains the count of single - family (one to three units per structure) and multi - family (more than three units per structure) dwelling units within the 2007 forecast mitigated noise contours. The counts are based on the block intersect methodology, where all structures on a block that is within or touched by the noise contour are counted. Table 1.1 MINNEAPOLIS - ST.PAUL INTERNATIONAL AIRPORT Summary of 2007 Forecast Mitigated DNL Noise Contour Single and Multi - Family Unit Counts As a result of new updated parcel information that the MAC obtained from MetroGIS on October 31, 2007, the unit counts in Table 1.1 differ from previous figures published for the 2007 forecast mitigated noise contours in the November 2004 Part 150 Update Document. A depiction of the 2007 forecast mitigated noise contours is provided in Figure 1.1. 1.3 Airport Noise Litigation One of the largest discussion items in the Part 150 Update process that began in 1999 focused on the mitigation program that the MAC would offer in the 64 to 60 DNL noise contour area. The FAA recognizes sensitive land uses, such as residential land uses, within the 65 and greater DNL noise contours that are impacted by aircraft noise as eligible for noise mitigation under Part 150. However, as part of the Dual -Track Airport Planning Process the MAC made a policy decision to provide some level of noise mitigation out to the 60 DNL noise contour at MSP. During the Dual - Track Airport Planning Process, the MSP Noise Mitigation Committee was tasked with developing a noise mitigation plan to be considered in conjunction with the expansion of MSP at its present location. Throughout the entire Part 150 Update process, the intent of the MSP Noise Mitigation Committee's recommendation regarding mitigation outside the 65 DNL contour was a topic of detailed discussion and debate. During the course of the Part 150 Update process the MAC formulated a number of mitigation proposals, culminating in a final MAC position on mitigation outside the 65 DNL contour. In the November 2004 Part 150 Update, the MAC's recommendation for mitigation in the 64 to 60 DNL contours called for providing central air - conditioning to single - family homes that did not have it, with a homeowner co -pay based on the degree of noise impact. The MAC based eligibility for the mitigation proposal on the 2007 forecast mitigated noise contour using the block intersect methodology. The cities located around MSP expressed dissatisfaction 73, 4 ~Z3 with the MAC proposal, asserting that the MSP Noise Mitigation Committee recommended that the 5 dB package was to be expanded to all properties in the 64 to 60 DNL noise contours. The MAC countered that the MSP Noise Mitigation Committee recommendations did not specify the mitigation package elements to be offered in the 64 to 60 DNL noise contour area and that because homes in Minnesota have higher than the national average pre- existing noise attenuation characteristics, the full 5 dB package was not necessary outside the 65 DNL contour. In early 2005, the Cities of Minneapolis, Eagan, and Richfield filed suit in Hennepin County District Court claiming the MAC violated the Minnesota Environmental Rights Act (MERA) by failing to provide a 5 dB package to single - family homes in the 64 to 60 DNL contours. In September 2005, plaintiffs seeking class action certification filed a separate action against the MAC alleging breach of contract claims associated with mitigation in the 64 to 60 DNL contours. In January 2007, Hennepin County District Judge Stephen Aldrich granted the cities partial summary judgment on Count II of the cities' complaint. The court found that the MAC, by virtue of implementing the 5 dB package, created an environmental standard that the MAC violated by recommending different mitigation in the 64 to 60 DNL noise contour area. In February 2007, the court held a trial on the cities' claims. Before the court entered final judgment post - trial, however, the parties negotiated a global settlement resolving the cities' case and the class action suit. 1.4 Noise Mitigation Settlement and Annual Noise Contour Analysis On October 19, 2007, Judge Stephen Aldrich approved a Consent Decree entered into by the MAC and the cities of Minneapolis, Eagan, and Richfield that settled the cities' litigation. The Consent Decree provided that it became effective only if: (1) the FAA advised the MAC in writing by November 15, 2007 that the Decree was an appropriate use of airport revenue and was consistent with the MAC's federal grant obligations; and (2) that the court approved a settlement in the class action case by January 17, 2008. Both of these conditions were satisfied, and the MAC is implementing single - family and multi - family mitigation out to the 2007 60 DNL and 2005 60 DNL noise contours as the Consent Decree requires. Under the Decree, mitigation activities will vary based on noise contour. Homes in the most noise - impacted contours are eligible for more extensive mitigation than those in less impacted areas. The Decree provides that approximately 433 homes in the 2007 64 to 63 DNL noise contours are eligible to receive the same level of noise mitigation that the MAC provided in the 1996 65 DNL and greater contours. The 2007 64 to 63 DNL noise contour mitigation program is designed to achieve five decibels of noise reduction on average, with mitigation measures that may include the following, depending upon the home's existing condition: central air- conditioning; exterior and storm window repair or replacement; prime door and storm door repair or replacement; wall and attic insulation; baffling of roof vents and chimney treatment. The Decree requires that the MAC complete construction of mitigation in the 2007 64 and 63 DNL noise contours by December 31, 2009. This task has been completed. In addition, under the Decree owners of the approximately 5,394 single - family homes in the 2007 62 to 60 DNL noise contours will be eligible for one of two mitigation packages: 1) an estimated 2,852 homes that did not have central air - conditioning as of September 1, 2007 will receive it and up to $4,000 (including installation costs) in other noise mitigation products and services they could choose from a menu provided by the MAC; or 2) owners of homes that already had central air - conditioning installed as of September 1, 2007 or who choose not to receive central air - conditioning will be eligible for up to $14,000 (including installation costs) in noise mitigation products and services they could choose from a menu provided by the MAC. The mitigation menu 5 includes upgrades such as: exterior and storm window repair or replacement; prime door and storm door repair or replacement; wall and attic insulation; and baffling of roof vents and chimney treatment. The Decree requires that the MAC complete construction of mitigation in the 2007 62 to 60 DNL contours by December 1, 2012. Single- family homes in the 2007 64 and 63 DNL contours and in the 2007 62 to 60 DNL contours whose earlier owners opted out of the previously completed MAC noise mitigation program for the 1996 65 and greater DNL contours but that had new owners on September 1, 2007 are eligible to "opt in" and receive noise mitigation. If the total cost to the MAC of the opt -in mitigation is less than $7 million, any remaining funds will be used to reimburse owners of single - family homes between the 2005 mitigated 60 DNL contour and the 2007 forecast mitigated 60 DNL contour for purchase and installation of products included on a menu provided by the MAC. The amount each homeowner receives will be determined by subtracting dollars spent for the opt -in program from the total $7 million budget, and then dividing the remainder among the total number of single - family homes within the 2005 60 DNL and 2007 60 DNL contours. The MAC will begin to issue reimbursements by March 1, 2010 and will complete them by July 31, 2014. The total cost of the "opt -in" mitigation and the 2005 mitigated 60 DNL contour reimbursement mitigation program is capped at $7 million. The MAC began implementing the Noise Mitigation Program in October 2007 following the terms and conditions of the Consent Decree that settled the noise mitigation lawsuit. As of March of 2010, the MAC has completed noise mitigation for all of the single - family homes in the 2007 63 -64 DNL contours. (400 homes participated in the program.) In addition, the MAC has completed 763 homes in the 2007 60 -62 DNL and has another 810 homes in the design and construction phases at present. With regard to the multi - family noise mitigation program, the MAC has installed acoustical covers on the air conditioners in 1,723 living units and will complete the installation of new conditioning units in 166 living units in 2010. The total cost to implement mitigation under the Consent Decree is uncertain until the program is complete, but it could cost as much as $130 million. In addition to the MAC's mitigation obligations, the Consent Decree releases legal claims that the cities and homeowners have against the MAC in exchange for the actions that the MAC will perform under the Decree. (Consent Decree Section 8.1, p. 38.) The releases cease to be effective for a certain location if the average annual aircraft noise level in DNL at that location is at or above DNL 60 and is at least two decibels in DNL higher than the DNL level for that location in the 2007 mitigated noise contours. The MAC determines future DNL values by using the FAA's Integrated Noise Model and actual MSP operations data to generate a noise contour reflecting noise conditions at MSP for the prior calendar year. (Consent Decree Section 8.1(d), pp. 38 -39.) The MAC must develop a noise contour reflecting noise conditions for the prior calendar year by March 1 of each year. The MAC has prepared this report to satisfy Section 8.1(d) of the Consent Decree. The actual contour that the MAC must develop under Section 8.1(d) of the Consent Decree is relevant only to the release provisions in Section 8.1. The Consent Decree requires the MAC to use only the 2007 forecast mitigated DNL contours and the 2005 forecast DNL mitigated contours for mitigation purposes. MAC staff and representatives from the cities of Minneapolis, Eagan, and Richfield met on February 11 and 20, 2008 to discuss and finalize the annual report format. - 75 6 Chapter 2 2009 Actual Noise colour As discussed previously, Section 8.1(d) of the Consent Decree requires the MAC by March 1 of each year to prepare an actual noise contour reflecting the noise conditions around MSP for the prior calendar year. This chapter provides detailed information regarding the 2009 actual noise contour at MSP. 2.1 2009 Actual Noise Contour Development 2.1.1 Integrated Noise Model The FAA- established mechanism for quantifying airport DNL noise impacts is the Integrated Noise Model (INM). The availability of federal or airport- generated funds for the purpose of noise mitigation efforts such as sound insulation is contingent upon the development of a Noise Exposure Map (DNL noise contours) in a manner that is consistent with the federal criteria (i.e., INM and DNL). The INM is used to assess the noise impact of aircraft operations. INM uses input files consisting of information relative to runway use, flight track use, aircraft fleet mix, aircraft performance and thrust settings, topography information, and atmospheric conditions to generate a noise exposure map. The computer model generates contours, typically represented in five DNL increments, that depict an annualized average day of aircraft noise impacts. The DNL contours generated are the focal point of any noise mitigation measure proposed in a Part 150 program. Quantifying aircraft - specific noise characteristics in INM is accomplished through the use of a comprehensive noise database that has been developed under the auspices of Federal Aviation Regulation (FAR) Part 36. As part of the airworthiness certification process, aircraft manufacturers are required to subject 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. The FAA Office of Environment and Energy (AEE -100) developed the INM. Since 1978, the INM has been the FAA's standard tool for determining the predicted noise impact in the vicinity of airports. The INM is designed to estimate long -term average effects using average annual input conditions. The MAC used INM Version 7.0b, which is the latest version of the model, to develop the 2009 actual noise contour. 2.1.2 2009 Aircraft Operations and Fleet Mix The past eight years have presented many challenges to the aviation industry. From a local perspective, operational levels and the aircraft fleet mix 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 2009 operational level at MSP is below the operational level documented at the airport over 16 years ago. - 14) 7 Operations Category Number of Operations* Scheduled Passenger Air Carrier (a) Cargo 394,625 11,146 Charter 371 GA 23,804 Military 2,658 432,604 TOTAL The MAC derived total MSP operations numbers for this study from Airport Noise and Operations Monitoring System (ANOMS) data. The ANOMS total operations number was 1.4 percent lower than the FAA Air Traffic Activity Data System (ATADS) number. The slightly lower ANOMS number can be attributed to normal system data gaps that occur regularly on an annual basis. To rectify the numbers, the MAC adjusted the ANOMS data upward to equal the total 2009 FAA ATADS number. Table 2.1 Table 2.1 provides the total number MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT of 2009 aircraft 2009 Total Operations Numbers operations at MSP by operational category. The 2009 total operations number of 432,604 is down from the 2008 number of 449,972 (3.9 percent reduction). In the context of historical annual operations at MSP, the 2009 operations level is the lowest annual operations at MSP since 1992. * Based on actual year -to -date 2009 ANOMS data adjusted to match FAA ATADS data (to account for unavailable ANOMS In addition to the operations data). 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 and in particular by Delta Air Lines. 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 have continued to drop. Stage 3 hushkit operations dropped to a low of 2,150 total monthly operations in January 2009. 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, Regional Jets (CARJ -200 and EMB- 170), Boeing B757-200/300, and Boeing B737 -800. These aircraft are replacing older hushkitted Stage 3 aircraft such as the DC10, DC9, and B727. Notes: (a) Includes both air carrier and regional carrier operations When comparing the DC9 hushkitted aircraft to the CRJ -200 regional jet, 43 CARJ operations would be required to generate the same noise impact as one DC9 operation. The CARJ -200 aircraft represents newer technology engine noise emission levels. Table 2.2 provides a breakdown of the 2009 aircraft fleet mix at MSP. The average daily number of hushkitted aircraft operations was down in 2009 to 92.8 from 114.1 in 2008. In 2009, the average daily number of total nighttime operations was 108.1, down from the 128.5 average daily nighttime operations in 2008. Overall, the 2009 total average daily operations number of 1,184.7 is down by 3.6 percent from the 1,229.4 average daily operations in 2008. 8 Table 2.2 MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT 2009 Aircraft Fleet Mix Average Daily Operations Grou Manufactured/ Re- engined Stage 3 Jet Aircraft T •e Da N ht Total A300 -622R 0.3 0.7 1.0 A300B4 -203 0.0 0.0 0.0 A310 -304 0.1 0.4 0.5 A318 0.0 0.0 0.0 A319 -131 109.2 6.7 115.8 A320 -211 123.3 11.0 134.4 A321 -232 3.6 0.9 4.5 A330 7.6 1.3 8.9 A340 0.0 0.0 0.0 ASTR 0.0 0.0 0.0 B717 -200 7.1 1.2 8.3 B737 -300 17.4 2.3 19.7 B737 -400 0.5 0.2 0.7 B737 -500 6.0 0.7 6.7 B737 -700 17.6 2.8 20.4 B737 -800 25.3 10.3 35.6 B737 -900 0.0 0.0 0.0 B747 -100 0.0 0.0 0.0 B747 -200 0.8 0.4 1.2 B747 -400 2.1 0.0 2.1 B757 -200 49.3 7.3 56.5 B757 -300 29.6 2.4 32.0 B767 -200 0.2 0.1 0.3 B767 -300 0.9 0.0 1.0 B777 -200 0.0 0.0 0.0 BA46 0.0 0.0 0.0 BEC400 1.6 0.2 1.7 C500 0.0 0.0 0.0 0650 0.0 0 0 0.0 C750 0.0 0.0 0.0 CARJ /CL601 269.8 18.6 288.4 CL600 1.4 0.1 1.5 CNA500 0.1 0.0 0.1 CNA501 0.1 0.0 0.1 CNA525 0.8 0.0 0.9 CNA550 0.5 0.0 0.5 CNA551 0.0 0.0 0.0 CNA560 4.8 0.3 5.1 CNA650 2.6 0.2 2.8 CNA750 4.3 0.5 4.7 DC10 2.6 1.3 3.9 DC820 0.0 0.0 0.0 DC860 0.0 0.0 0.0 DC87 0.2 0.3 0.5 E145 0.0 0.0 0.0 9 �19 10 EMB135 8.8 8.9 EMB145 22 5 25.8 EMB170 94.3 102.0 EMB190 3.4 3.4 GLF4 0.0 0.0 GLF5 1.3 1.4 GLFIV 1.5 1.6 HS125 3.6 3.9 IA1124 0.1 0.1 IA1125 0.5 0.6 L101 0.0 0.0 LEAR31 0.3 0 0 0.3 LEAR35 2.1 2.4 LEAR45 1.4 1.4 LEAR55 0.1 0.1 LEAR60 0.6 0.7 MD11GE 2.2 4.1 MD81 32.6 36.3 MD83 0.0 0.0 MD9025 1.0 1.2 MU300 0.0 0.0 SABR65 0.1 0.1 SBR2 0.0 0.0 Total 866.1 88.2 954.1 Hushkit 727Q 2.0 3.1 Stage 3 Jet 737Q 0.1 o 0 0.1 BAC111 0.0 0.0 DC9Q 83.8 89.6 Total 85.9 6.9 92.8 Microjet CNA510 0.0 0.1 Total 0.0 0.1 Stage 2 FAL10 0.0 0.1 Less than FAL200 0.9 1.5 75,000 lb. MTOW FAL20A 0.0 0.7 Gil 0.1 1.6 GIII 0.0 0.2 LEAR24 0.0 0.0 LEAR25 0.0 0.1 SABR75 0.0 - - - - - - - - - -- 0.0 - - - - - -- - - - - -- Total 1.0 4.2 Propeller A748 0 r I- (O O 0 CO N C7 O N 0 0 CO 1 0 0 0 0 0 0 0 BEC100 BEC190 BEC200 BEC23 BEC24 O O O O BEC300 BEC3OB BEC33 BEC55 BEC58 �19 10 BEC65 2.8 0.7 3.5 BEC76 0.0 0.0 0.0 BEC80 4.9 1.6 6.5 BEC90 0.8 0.1 0.9 BEC95 0.0 0.0 0.0 BEC99 4.4 1.2 5.6 BL26 0.0 0.0 0.0 C130 5.7 0.2 6.0 CNA150 0.0 0.0 0.0 CNA172 0.1 0.0 0.1 CNA177 0.0 0.0 0.0 CNA180 0.0 0.0 0.0 CNA182 0.1 0.0 0.1 CNA185 0.0 0.0 0.0 CNA205 0.0 0.0 0.0 CNA206 0.1 0.0 0.1 CNA208 0.6 0.0 0.6 CNA210 0.2 0.0 0.3 CNA303 0.0 0.0 0.0 CNA310 0.1 0.0 0.1 CNA320 0.0 0.0 0.0 CNA337 0.0 0.0 0.0 CNA340 0.0 0.0 0.0 CNA401 0.0 0.0 0.0 CNA402 0.1 0.0 0.1 CNA404 0.0 0.0 0.0 CNA414 0.2 0.0 0.2 CNA421 0.1 0.0 0.1 CNA425 0.0 0.0 0.0 CNA441 0.0 0.0 0.0 DHC6 0.0 0.0 0.0 DHC8 0.0 0.0 0.0 00328 0.0 0.0 0.0 FK27 0.0 0.0 0.0 GASEPF 0.3 0.0 0.3 GASEPV 0.2 0.0 0.2 GULF1 0.2 0.0 0.2 LA42 0.0 0.0 0.0 M20J 0.3 0.0 0.3 MU2 0.0 0.0 0.0 PA23AZ 0.0 0.0 0.0 PA24 0.0 0.0 0.0 PA28 0.0 0.0 0.0 PA31 0.4 0.1 0.5 PA32 0.1 0.0 0.1 PA34 0.2 0.0 0.3 PA42 0.0 0.0 0.0 PA44 0.0 0.0 0.0 PA46 0.1 0.0 0.1 PA60 0.1 0.0 0.1 RWCM69 0.0 0.0 0.0 SAMER2 0.0 0.0 0.0 11 12 SAMER4 SD330 SF340 1.5 0.0 91.4 0.1 0.0 7.3 1.6 0.0 98.7 Total 120.9 12.0 133.1 Helicopter A109 B206L B212 B222 EC130 R22 S70 222 0 0 0 0 0 0 0 o o 0 0 0 0 0 6666666 0000000 0 0 0 0 0 0 0 Total 0.0 0.0 0.0 Military Jet C17 05 C9A F -18 F16GE KC135 T1 T34 T37 T38 U21 00000000000 0- o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 o 0 0 0 0 0 0 0 0 0 Total 0.3 0.0 0.4 Total Operations 1076.4 108.1 1184.7 12 2.1.3 2009 Runway Use FAA control of runway use throughout the year for arrival and departure operations at MSP has a notable effect on the noise impact around the airport. The number of people and dwellings impacted by noise is a direct result 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 (12U30R and 12R/30L) in a manner that resulted in approximately 50 percent of the arrival and departure operations occurring to the northwest over South Minneapolis and 50 percent 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. With the introduction of Runway 17/35 at MSP in 2005, 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 - Table 2.3 in residential areas southwest of the new MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT runway. Thus, use of Runway 17 for departure 2009 Runway Use operations is the second preferred operational configuration (after Runways 12L and 12R) for Op Type noise reduction purposes. Arrivals Departures Overall Runway Day Night Total 4 0.0% 0.1% 0.0% 12L 14.6% 11.2% 14.3% 12R 14.8% 24.4% 15.6% 17 5.4% 1.3% 5.1% 22 2.7% 0.5% 2.5% 30L 18.2% 37.7% 19.8% 30R 19.7% 21.2% 19.9% 35 24.6% 3.7% 22.8% Total 100.0% I 100.0% 100.0% 4 1 8% 1.6% 1.8% 12L 8.4% 14.4% 9.0% 12R 12.6% 22.7% 13.6% 17 18.7% 13.2% 18.2% 22 0.1% 0.1% 0.1% 30L 30.6% 24.3% 30.0% 30R 27.7% 23.5% 27.3% 35 0.0% 0.1% 0.0% Total 100.0% 100.0% 100.0% 4 0.9% 0.9% 0.9% 12L 11.6% 12.9% 11.7% 12R 13.7% 23.5% 14.6% 17 12.0% 7.6% 11.6% 22 1.4% 0.3% 1.3 % 30L 24.3% 30.6% 24.9% 30R 23.6% 22.4% 23.5% 35 12.5% 1.7% 11.5% Total 100.0 %T100.0% 100.0% Note: Total may not add up to 100% due to rounding. SOURCES MACNOMS data was used to calculate runway use for 2009 13 Table 2.3 provides the runway use percentages for 2009. From 2008 to 2009 arrival operations percentages decreased on Runways 12L, 12R, 17, 22, and 30R (Runway 30L 2008 and 2009 arrival percentages were identical) and increased on Runways 4 and 35. The most notable change in arrival runway use from 2008 to 2009 was a 7.4 percent reduction in Runway 12L arrival operations. The most notable change in arrival runway use during the nighttime hours was also on Runway 12L, where operations decreased from 15.0 percent in 2008 to 11.2 percent in 2009. Departure operations decreased on Runways 12L, 17, 22 and 30R and increased on Runways 4, 12R, 30L and 35 from 2008 to 2009. The most notable change in departure runway use from 2008 to 2009 was a 7.1 percent reduction in Runway 17 departure operations. The most notable change in departure runway use during the nighttime hours was on Runway 12L, where operations decreased from 19.8 percent in 2008 to 14.4 percent in 2009. It is notable that total Runway 12L departure operations decreased from 14.0 percent in 2008 to 9.0 percent in 2009. During 2009 the center 3,800 -foot section of Runway 12U30R was reconstructed. As a result of the runway closure from mid - August to the end of October 2009, operations were conducted to the north of Runway 17/35 with arrival operations on Runway 17 and departure operations on Runway 35. Under normal operating scenarios Runway 17/35 is not used for operations to and from the north. In an effort to quantify the noise impacts of the temporary reconstruction operations, the MAC recalculated the runway use percentages assuming that Runway 12U30R was not closed in 2009. When comparing the resulting noise contours to the 2009 actual noise contours, the changes were minor. More specifically, the change is well below the FAA's criteria for establishing an environmental impact under the National Environmental Policy Act (NEPA). The FAA has established 65 DNL as the threshold above which aircraft noise is considered to be incompatible with residential areas. In addition, the FAA has determined that a significant impact occurs if a proposed action would result in an increase of 1.5 DNL or more on any noise - sensitive area within the 65 DNL exposure level when compared to the No Action alternative for the same time frame. In 1992, the Federal Interagency Committee on Noise (FICON) recommended that in cases where increases in noise of 1.5 DNL occur within the area exposed to 65 DNL, further evaluation should be completed to assess whether or not noise increases of 3 DNL or more occur at noise - sensitive locations within the area exposed to 60 -65 DNL. Increases of this magnitude below 65 DNL are not significant impacts, but they should be examined for possible mitigation options. The FAA adopted FICON's recommendation into FAA Order 1050.1E. The FAA's thresholds for significance are a 1.5 dB DNL increase for sensitive land uses within the 65 DNL noise contour and a 3.0 dB DNL increase for sensitive land uses within the 60 DNL noise contour. The 2009 temporary reconstruction runway use at MSP did not result in noise level changes that were significant based on the FAA's established criteria. 2.1.4 2009 Flight Tracks In large part, the INM flight tracks used to develop the 2009 actual noise contour are identical to those used for the 2007 actual noise contour. The tracks are also consistent with those used previously to develop the 2007 forecast mitigated noise contour, with the exception of Runways 17, 35, and 4 departure tracks. The MAC updated the INM departure tracks to conform to actual radar flight track data for Runway 17 and the use of Runways 35 and 4 during the 2009 reconstruction of Runway 12U30R. Figures 2.1 to 2.16 provide the INM departure and arrival flight track and use information that the MAC used to develop the 2009 actual noise contour. 2.1.5 2009 Atmospheric Conditions The MAC gathered atmospheric data for the 2009 actual noise contour from the National Weather Service (NWS) and the Minnesota State Climatologist's Office. The MAC used the NWS's 2009 annual average temperature of 46.1 degrees Fahrenheit and 2009 average annual wind speed of 7.3 Kts. in the INM modeling process. The MAC also used a 2009 average annual pressure of 30.00 inches and a 2009 annual average relative humidity of 71 percent, as reported by the Minnesota State Climatologist's Office. 2 FAA ORDER 1050.1E FAR 150.21(A)(2)(D). FICON 1992, PP. 3 -5. 14 2009 INM Tracks - Runway 30L Departures Overall Use Percentage Figure 2.1 I p 4 c) cp a90 - ORo 0.6% 0.4% z. 4 /+� 1.3 i 1.3% 1.25 2.5 Miles o \o N o\ L y ' o\ 0 0 o 8 ) o - -o. . l v NH.) Q O�O O Note: The thickness of the INM tracks as displayed on this map is a function of overall use percentage 2009 INM Tracks - Runway 30R Departures Overall Use Percentage Figure 2.2 7. 0 0.g a _!? . 7 % L o s 3o \ O\ h O 0 1 2 4 OO 1 I I Miles O e * °o rb° fu r\k0 j I Note: The thickne of the INM tracks as displayed on th map is a function of overall us percentage -i 00 C7_ 44_ 0 2009 INM Tracks - Runway 12L Departures Overall Use Percentage Figure 2.4 0 0 00000.e / 0 i `. 20 r 1 \0 L__J / i 8% 0.6% 2.8°l0 0. 9% 1.8% i3 9 • asd playe I5oril. as4,fU¢ of overall u e percentage 2009 INM Tracks - Runway 22 Departures Overall Use Percentage Figure 2.6 L l—j T if 4 2 1 Miles Note: The thickness of the INM tracks as displayed on this map is a function of overall use percentage 2009 INM Tracks - Runway 35 Arrivals Overall Use Percentage Figure 2.14 0.0% 0.0% 0,0% o• \ 0 O• 0 L 1 anari Note: The thickness of the M tracks 03 1 2 as displayed on this map is . function t 1 I of overall use percen age Miles Z5-0 ?fro 00 Ea. 0 — To au Cr cc >, c co °; c C 41 tri v — I- v > � rn 0 0 N ci N"� v ,.s -----1 I— —� r - T r Note: The thickness of the INM tracks l as displayed an this map is 0 function of overall use percentage 0 0.51 1 2 I t� 1 t I Mlles 0 99 _ L 1 2009 INM Tracks - Runway 17 Arrivals Overall Use Percentage Figure 2.16 1 2.2 2009 Modeled Versus Measured DNL Levels As part of the 2009 actual noise contour development process, the MAC conducted a correlation analysis comparing the INM- developed 2009 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 2009. The MAC conducted an INM grid point analysis to determine the model's predicted 2009 DNL noise levels at each of the RMT locations (determined in the INM by the latitude and longitude coordinates of each RMT). Table 2.4 provides a comparison of the INM grid point analysis at each ANOMS RMT site, based on the 2009 actual noise contour as produced with the INM, and the actual ANOMS monitored aircraft DNLs at those locations in 2009. Table 2.4 MINNEAPOLIS-5T. PAUL INTERNATIONAL AIRPORT 2009 Measured vs. Modeled INM DNL Values at ANOMS RMT The average absolute difference between the Locations modeled and measured DNLs was 1.3 dB (the 2008 2009 Annual 2 099 Difference rr (Modeled RMT Measured DNL Modeled minus iaae Measured) average absolute difference was 1.9 dB). The Site (a) DNL SIT Absolute median difference was 1.0 dB (the 2008 median 1 56, 57 5 551 -1 ° - 6 1.6 2 55 5 1 6 difference was 1.1 dB). The ANOMS RMTs, on 3 623 619 -04 04 4 60 4 60 0 -0.4 0.4 average, reported slightly higher DNL levels than the 5 666 684 -02 02 6 70.2 67.8 -24 2.4 INM model generated. The MAC believes that this is 7 605 59.5 -1 0 1 0 8 57.6 57.6 0.0 0.0 due in part to the inclusive approach MAC staff has 9 520 499 -21 21 10 56.5 54.8 -1.7 1.7 taken in tuning ANOMS noise - to-track matching 11 471 46.6 -0.5 0.5 parameters. This conservative approach, along with 12 53 0 54 2 1 2 1.2 13 53 0 54 2 1 2 1.2 the increasing number of quieter jets operating at the 14 609 60.5 -04 04 15 55 6 54 9 -0.7 0.7 airport, results in increased instances of community- 16 647 62.8 -1.9 1.9 17 49 7 48.0 -1.7 1.7 driven noise events being attributed to quieter 18 573 57.8 0.5 0.5 19 526 53.1 05 0.5 aircraft operating at further distances from the 20 459 49.3 3.4 3.4 21 49.8 51.0 1.2 1.2 monitoring location. The use of absolute values 22 555 558 03 03 provides a perspective of total difference between 23 5 0 9 610 597 3 1 3 p p p 24 59 0 s9 1 0 1 0 1 the INM modeled values and the measured DNL 25 511 550 39 39 26 54 2 51 6 -2 6 2.6 values provided by ANOMS in 2009. The median is 27 569 565 -04 °4 28 59.2 60.6 1.4 1.4 considered the most reliable indicator of correlation 29 532 53.4 02 02 30 61.1 59.5 -1.6 1.6 when considering the data variability across 31 474 48.5 1.1 1.1 32 42.9 45.9 3.0 3.0 modeled and monitored data. 33 449 49.1 42 42 34 44 1 47.7 3 6 3.6 35 539 54.1 02 02 Overall, the small variation between the actual 36 54 2 52.6 -1 6 1 6 37 476 484 08 0.8 ANOMS monitored aircraft noise levels and the INM 38 499 502 03 03 39 501 51.1 10 10 modeled noise levels provides additional external Average 1.3 Median 1.0 system verification that the INM is providing an Notes accurate assessment of the aircraft noise impacts All units In dB DNL com.uled from 4411 DNLs around MSP. I tic) 15 SOURCE MAO RMT data 2.3 2009 Noise Contour Impacts Based on the 432,604 total operations in 2009, approximately 4,772.3 acres are in the 65 DNL noise contour (a reduction of 944.2 acres from the 2008 actual noise contour) and approximately 10,918.6 acres are in the 60 DNL noise contour (a reduction of 2,056.9 acres from the 2008 actual noise contour). Table 2.5 contains the count of single - family (one to three units per structure) and multi - family (more than three units per structure) dwelling units in the 2009 actual noise contours. City Count Dwelling Units Within DNL (dB) Interval Single- Family Multi - Family 60-64 65-69 70-74 75+ Total 60-64 65-69 70-74 75+ Total Minneapolis Completed 4366 Additional 2068 2384 - 66 - - - 6816 2068 151 851 493 - - - - - 644 851 Total 6434 2384 66 - 8884 1002 493 - - 1495 Bloomington Completed Additional 79 - 2 - - - - - 81 - 447 - 618 - - - - - 1065 - Total 79 2 - - 81 447 618 - - 1065 Richfield Completed Additional 452 416 177 - - - - - 629 416 32 108 - - - - - - 32 108 Total 868 177 - - 1045 140 - - - 140 Eagan Completed Additional 172 21 - - - - - - 172 21 - - - - - - - - - - Total 193 - - - 193 - - - - - Mendota Heights Completed Addi5onal 76 - 1 - - - - - 77 - - - - - - - - - - - Total 76 1 - - 77 - - - - - All Cities Completed Additional 5145 2505 2564 - 66 - - - 7775 2505 1589 959 1111 - - - - - 1741 959 Total 7650 2564 66 - 10280 1589 1111 - - 2700 The MAC based the counts on the block intersect methodology where all structures on a block that are within or touched by the noise contour are counted. Table 2.5 MINNEAPOLISST.PAUL INTERNATIONAL AIRPORT Summary of 2009 Actual DNL Noise Contour Single - Family and Multi- Family Unit Counts (Block Intersect Imiplementation Method, Completed Reflects All Units Completed Prior to 2/16/2010 The 2009 count of residential units within the actual 60 DNL noise contour that have not received noise mitigation around MSP is 3,464, a reduction of 48.7 percent from the total of 6,749 based on the 2008 actual noise contours. There are no unmitigated homes in the 2009 actual 65 DNL noise contour around MSP. All homes within the 2009 actual 60+ DNL contours will be mitigated by 2014 by virtue of the noise litigation Consent Decree. This significant reduction is due in large part to an overall operations reduction of 3.9 percent, an 18.7 percent reduction in hushkitted aircraft operations and a 15.9 percent reduction in nighttime operations from 2008 to 2009. A depiction of the 2009 actual noise contour is provided in Figure 2.17. The 2007, 2008 and 2009 actual noise contours are provided in Figure 2.18. The 2009 actual 65 DNL noise contour is 16.5 percent smaller than the 2008 actual 65 DNL noise contour and the 2009 actual 60 DNL noise contour is 15.9 percent smaller than the 2008 actual 60 DNL noise contour. 16 - O O - v Chapter 3 Comparison of the 2009 Actual Noise Contour and the 2007 Forecast Noise Contour This chapter provides a detailed comparative analysis of the 2009 actual and 2007 forecast mitigated noise contours, focusing on the significant noise modeling variables and noise impacts at MSP. 3.1 Comparison of 2009 Actual and 2007 Forecast Noise Contour Inputs 3.1.1 Integrated Noise Model (INM) Considerations To develop the actual 2009 contour the MAC used INM Version 7.0b, which is the latest version of the model available for use incorporating new lateral attenuation capabilities and updates to noise and performance data for commercial aircraft, updates to substitution aircraft data, and corrections to minor software issues. The MAC developed the 2007 forecast mitigated contour using INM Version 6.1. When comparing the 2007 forecast mitigated noise contour to the 2009 actual noise contour, the MAC notes that the new lateral attenuation capabilities that were incorporated into the previous 7.0 INM update have the effect of increasing the size of the 2009 actual noise contour by as much as 3 -10 percent over what INM 6.1 would have modeled. 3.1.2 Aircraft Operations and Fleet Mix Comparison Table 3.1 provides a comparison of total MSP operations by operational category used in the 2007 forecast mitigated noise contour and the 2009 actual noise contour. Table 3.1 MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT 2007 Mitigated Forecast vs. 2009 Actual Annual Total Operations Summary Component Scheduled Passenger Air Carrier (a) Cargo Charter GA Military TOTAL 2009 Actual* 2007 Forecasted 394,625 11,146 371 23,804 2,658 432,604 Notes: (a) Includes both air carrier and regional carrier operations 523,472 21,158 5,766 28,846 3,124 582,366 * Based on actual 2009 ANOMS data adjusted to match FAA ATADS data (to account for unavailable ANOMS operations data). loy 17 As is indicated in Table 3.1, the 2009 actual total MSP operations number of 432,604 represents a 25.7 percent reduction from the 2007 forecast mitigated total operations number of 582,366. Scheduled passenger air carrier and cargo operations accounted for the majority of the reduction. However, it is notable that charter operations are 93.5 percent below the 2007 forecast mitigated number. Table 3.2 provides a comparison of the 2007 forecast mitigated noise contour fleet mix and the 2009 actual noise contour fleet mix. The MAC is providing an assessment of average daily operations per aircraft type with daytime and nighttime operation statistics. 18 Table 3.2 MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT Comparison of 2007 Mitigated Forecast Fleet Mix and 2009 Actual Fleet Mix Average Daily Operations 19 OC? Day Night Total 2007 2009 2007 2009 2007 2009 Difference Forecast Group Aircraft Type Forecast Actual Forecast Actual Forecast Actual and Actual Manufactured/ A300 -622R 4.8 0.3 4.2 0.7 9.1 1.0 -8.1 Re- engined A300B4 -203 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Stage 3 Jet A310 -304 1 4 0.1 1.3 0.4 2.7 0.5 -2.2 A318 57 0.0 0.5 0.0 62 0.0 -6.2 A319 -131 149.1 109 2 3.9 6.7 153.0 115.8 -37 2 A320 -211 173.4 123 3 16 5 11.0 189.9 134.4 -55.5 A321 -232 0.0 3.6 0 0 0.9 0.0 4.5 4.5 A330 6.2 7.6 0.0 1.3 6.2 8.9 2.7 A340 2.1 0.0 0.0 0.0 2.1 0.0 -2.1 ASTR 2.3 0.0 0.2 0.0 2.5 0.0 -2.5 B717 -200 7.3 7.1 1.0 1.2 8.3 8.3 0.0 B737 -300 48.2 17.4 3.5 2.3 51.7 19.7 -32.0 B737-400 0.1 0.5 0.0 0.2 0.1 0.7 0.6 B737-500 5.7 6.0 0.5 0.7 6.2 6.7 0.5 B737 -700 7.8 17.6 0.5 2.8 8.3 20.4 12.1 B737 -800 65.5 25.3 12.6 10.3 78.1 35.6 -42.5 B737 -900 5.7 0.0 0.5 0.0 6.2 0.0 -6.2 B747 -100 0 0 0.0 0.0 0.0 0.0 0.0 0.0 0747 -200 0.0 0.8 0.0 0.4 0 0 1.2 1.2 B747 -400 1.9 2.1 0 2 0 0 2 1 2.1 0.0 B757 -200 88.4 49.3 8 6 7.3 97.1 56.5 -40.6 B757 -300 34.1 29.6 1.1 2.4 35.1 32.0 -3.1 B767 -200 1.2 0.2 0.5 0.1 1.7 0.3 -1.4 0767 -300 0.0 0.9 0.0 0.0 0.0 1.0 1.0 B777 -200 0 0 0.0 0.0 0.0 0.0 0.0 0.0 BA46 74.3 0.0 2.2 0.0 76 5 0.0 -76.5 BEC400 0.0 1.6 0.0 0.2 0.0 1.7 1.7 C500 1.4 0.0 0.1 0.0 1.4 0.0 -1.4 C650 4.9 0.0 0 6 0.0 5.5 0.0 -5.5 C750 4.6 0.0 0.3 0.0 4.9 0.0 -4.9 CARJ /CL601 264.1 269.8 14.7 18.6 278.8 288.4 9.6 CL600 0.0 1.4 0.0 0.1 0.0 1.5 1.5 CNA500 0 0 0.1 0.0 0.0 0.0 0.1 0.1 CNA501 00 0.1 0.0 0.0 00 01 0.1 CNA525 0.0 0.8 0.0 0.0 0.0 0.9 0.9 CNA550 0.0 0.5 0.0 0.0 0.0 0.5 0.5 CNA551 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA560 0.0 4.8 0.0 0.3 0.0 5.1 5.1 CNA650 0.0 2.6 0.0 0.2 0.0 2.8 2.8 CNA750 0.0 4.3 0.0 0.5 0 0 4.7 4.7 DC 10 9 6 2.6 3.8 1.3 13.4 3.9 -9.5 Table 3.2 MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT Comparison of 2007 Mitigated Forecast Fleet Mix and 2009 Actual Fleet Mix Average Daily Operations 19 OC? Hushkit Stage 3 Jet Microjet Stage 2 Less than 75,000 Ib. MTOW Propeller DC820 0.0 0.0 DC860 0.0 0.0 DC87 0.0 0.2 E145 45.3 0.0 EMB110 0.0 0.0 EMB135 0.0 8.8 EMB145 0.0 22.5 EMB170 0.0 94.3 EMB190 0.0 3.4 GLF4 2.6 0.0 GLFS 0.8 1.3 GLFIV 0.0 1.5 HS125 0.0 3.6 IA1124 0.0 0.1 IA1125 0.0 0.5 L101 0.6 0.0 LEAR31 0.0 0.3 LEAR35 26.0 2.1 LEAR45 0.0 1.4 LEAR55 0.0 0.1 LEAR60 0.0 0 6 MD11GE 03 22 MD81 0.5 32.6 MD83 17.0 0.0 MD9025 0.0 1.0 MU300 7.2 0.0 SABR65 0.0 0.1 SBR2 0.4 0.0 Total 1070.5 866.1 727Q 8.0 2.0 737Q 0.0 0.1 BAC111 0.0 0.0 DC9Q 245.3 83.8 Total 253.3 85.9 CNA510 0.0 0.1 Total 0.0 0 1 FAL10 0.0 0.1 FAL200 0.0 0.6 FAL20A 1.0 0.6 Gil 2.1 1.5 GIII 0.0 0.2 LEAR24 0.0 0.0 LEAR25 2.1 0.1 SABR75 0.0 0.0 Total 5.2 3.1 A748 0.0 0.0 BEC100 0.0 0.1 BEC190 0.0 3.4 BEC200 0.0 1.3 BEC23 0.0 0.0 BEC24 0.0 0.0 BEC300 0.0 0.3 BEC3OB 0.0 0.2 !07 0.0 0.0 1.4 0.2 0.0 0.0 0.0 0.0 0.0 0.2 0.1 0.0 0.0 0.0 0.0 0.2 0.0 2.3 00 0.0 00 0.4 0.0 1.6 0.0 0.6 0.0 0.0 843 88.2 6.4 0.0 0.0 15.3 21.7 20 00 0.0 00 00 07 0.2 0.0 0.0 0.4 0.0 0.0 0.3 0.0 0.0 0.2 3.3 7.7 0.0 0.0 0.1 0.1 0.4 0.0 0.1 0.0 0.0 0.3 0.1 0.0 0.0 1.9 3.7 0.0 0.1 0.0 0.0 0.0 1.1 0.0 0.0 5.8 6.9 0.0 00 0.0 0.9 0.0 0.1 0.0 0.0 0.0 0.0 0.0 1.3 1.0 0.0 0.0 0.0 00 0.0 0.0 0.0 0.0 00 0.0 03 0.2 0.0 00 0.1 0.0 0.0 0.0 1.4 45.5 0.0 0.0 0.0 0.0 0.0 2.8 0.9 0.0 0.0 0.0 0.0 0.8 0.0 28.4 0.0 0.0 0.0 0.7 0.6 18.6 0.0 7.8 0.0 0.4 1155.0 14.4 0.0 0.0 260.5 274.9 0.0 0.0 0.0 0.0 1.7 2.3 0.0 0.0 2.5 0.0 6.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.5 -09 0.0 -45.5 0.0 0.0 8.9 8.9 25.8 25.8 102.0 102.0 3.4 3.4 0.0 -2.8 1.4 0.5 1.6 1.6 3.9 39 0.1 01 0.6 0.6 0.0 -08 0.3 0.3 2.4 -26.0 1.4 1.4 0.1 0.1 0.7 0.7 4.1 3.4 36.3 35.7 0.0 -18.6 1.2 1.2 0.0 -7.8 0.1 0.1 0.0 -04 954.1 -200.9 3.1 -11.3 0.1 0.1 0.0 0.0 89.6 -170.9 92.8 -182.1 0.1 0.1 01 0.1 0.1 01 1.5 1.5 0.7 -1.0 1.6 -07 0.2 02 0.0 0.0 0.1 -24 0.0 0.0 4.2 -23 0.0 0.0 0.1 0.1 3.7 3.7 1.6 1.6 0.0 0.0 0.0 0.0 0.3 0.3 0.2 0.2 BEC33 0.0 0.3 0.0 0.0 0.0 0.3 0.3 BEC55 0.0 0.0 0.0 0.0 0.0 0.0 0.0 BEC58 14.3 0.2 4 7 0.1 19.0 0.2 -18.8 BEC60 0.0 0.0 0 0 0.0 0.0 0.0 0.0 BEC65 0.0 2.8 0.0 0.7 0.0 3.5 3.5 BEC76 0.0 0.0 0.0 0.0 0.0 0.0 0.0 BEC80 0.0 49 0.0 1.6 0.0 6.5 6.5 BEC90 0.0 0.8 0.0 0.1 0.0 0.9 0.9 BEC95 0.0 0.0 0.0 0.0 0.0 0.0 0.0 BEC99 0.0 4.4 0.0 1.2 0.0 5.6 5.6 BL26 0.0 0.0 0.0 0.0 0.0 0.0 00 C130 7.8 5.7 0.2 0.2 8.0 6.0 -2 0 CNA150 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA172 0.0 0.1 0.0 0.0 0.0 0.1 0.1 CNA177 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA180 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA182 0.0 0.1 0.0 0.0 0.0 0.1 0.1 CNA185 0.0 0.0 0 0 0.0 0.0 0.0 0.0 CNA205 0.0 0.0 0 0 0.0 0.0 0.0 0.0 CNA206 0.0 0.1 0.0 0.0 0.0 0.1 0.1 CNA208 00 0.6 0.0 0.0 0.0 06 06 CNA210 0.0 0.2 00 00 0.0 0.3 0.3 CNA303 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA31 0 0.0 0.1 0.0 0.0 0.0 0.1 0.1 CNA320 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA337 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA340 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA401 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA402 0.0 0.1 0.0 0.0 0.0 0.1 0.1 CNA404 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA414 0.0 0.2 0 0 0.0 0.0 0.2 0.2 CNA421 0.0 0.1 0.0 0.0 0.0 0.1 01 CNA425 0.0 0.0 0.0 0.0 0.0 0.0 0.0 CNA441 0.0 0.0 0.0 0.0 0.0 0.0 0.0 DHC6 22.5 0 D 4.4 0.0 26.8 0.0 -26.8 DHC8 0.0 0.0 0.0 0 0 0.0 0.0 0.0 DO328 0.0 0 0 0.0 0.0 0.0 0.0 0.0 FK27 0.1 0.0 0 0 0.0 0.1 0.0 -0 1 GASEPF 1.3 0.3 0.3 0.0 1.6 0.3 -1.3 GASEPV 3.7 0.2 0.5 0.0 4.3 0.2 -4.1 GULF1 0.0 0.2 0.0 0.0 0.0 0.2 0.2 LA42 0.0 0.0 0.0 0.0 0.0 0.0 0.0 M20J 0.0 0.3 0.0 0.0 0.0 0.3 0.3 MU2 0.0 0.0 0.0 0.0 0.0 0.0 00 PA23AZ 0.0 0.0 0.0 0.0 0.0 0.0 0.0 PA24 0.0 0.0 00 0.0 0.0 0.0 00 PA28 0.0 0.0 0.0 0.0 0.0 0.0 0.0 PA31 0.0 0.4 0.0 0.1 0.0 0.5 0.5 PA32 0.0 0.1 0.0 0.0 0.0 0.1 0.1 PA34 0.0 02 0.0 0.0 0.0 03 0.3 PA42 0.0 0.0 0.0 0.0 0.0 0.0 0.0 PA44 0.0 0.0 0.0 00 0.0 00 0.0 PA46 0.0 0.1 0.0 0.0 0.0 0.1 0.1 PA60 0.0 0.1 0.0 0.0 0.0 0.1 0.1 21 Category Manufactured/Re - engined Stage 3 Jet Hushkit Stage 3 Jet Microjet Stage 2 Less than 75,000 lb. MTOW Propeller Helicopter Military Jet Summary of Forecast FIi • ht 0 • erations Chan • e Day -204.4 -167.4 0.1 - 2.1 -22.1 0.0 - 0 1 Night 3.9 -14.8 0.0 - 0.3 - 4.0 0.0 00 Differences may exist due to rounding as actual INM input is to six decimal places. Only one decimal place is shown in the table for comparison purposes. SOURCE: 2007 mitigated forecast and 2009 actual noise contour INM input files 22 Total -200.9 -182.1 0.1 -2.3 -25.9 0.0 -0.1 Total w /night (10) -165.4 -315.4 0.1 -5.1 -62.1 0 -0.1 RVVCM69 SF340 0.0 93.3 0.0 91.4 0.0 5.9 0.0 0.0 0.0 0.1 0 0 7.3 0.0 0.0 0.0 0.0 0.0 99.2 0.0 0.0 0.1 1.6 0.0 98.7 CD o r CO o 4) O O O r 0 0 Total 143.0 120.9 16.0 12.0 159.0 133.1 -25.9 Helicopter A109 0.0 0.0 0 0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0 EC130 0.0 0.0 0 0 0.0 0.0 0.0 R22 0.0 0.0 0.0 0.0 0.0 0.0 S70 0.0 0.0 0.0 0.0 0.0 0.0 Total 0.0 0.0 0.0 0.0 0.0 0.0 00 Military Jet 017 O r o r r o o r o 0 O 000o000g00 C5 C9A F -18 F16GE KC135 0 0 0 0 T1 T34 T37 T38 U21 Total 0.4 0.3 0.0 ] 0.0 0.5 0.4 -01 Total Operations 1472.4 1076.4 123.3 108.1 1595.9 1184.7 -411.2 Category Manufactured/Re - engined Stage 3 Jet Hushkit Stage 3 Jet Microjet Stage 2 Less than 75,000 lb. MTOW Propeller Helicopter Military Jet Summary of Forecast FIi • ht 0 • erations Chan • e Day -204.4 -167.4 0.1 - 2.1 -22.1 0.0 - 0 1 Night 3.9 -14.8 0.0 - 0.3 - 4.0 0.0 00 Differences may exist due to rounding as actual INM input is to six decimal places. Only one decimal place is shown in the table for comparison purposes. SOURCE: 2007 mitigated forecast and 2009 actual noise contour INM input files 22 Total -200.9 -182.1 0.1 -2.3 -25.9 0.0 -0.1 Total w /night (10) -165.4 -315.4 0.1 -5.1 -62.1 0 -0.1 Op Type Runway Day Night Total 2007 Fcst. 2009 Actual 2007 Fcst. 2009 Actual 2007 Fcst. 2009 Actual Arrivals 4 0.0% 0.0% 3.8% 0.1% 0.3% 0 0% 12L 21.8% 146% 17.2% 11.2% 21.4% 14.3% 12R 14.7% 14.8% 12.4% 24.4% 145% 15.6% 17 0.0% 5.4% 0.0% 1.3% 0.0% 5.1% 22 0.5% 2.7% 2.4% 0.5% 0.6% 2.5% 30L 21.1% 18.2% 25.1% 37.7% 21.4% 19.8% 30R 25.1% 19.7% 26.4% 21.2% 25.2% 19.9% 35 16.9% 24.6% 12.7% 3.7% 16.5% 22.8% Total 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% Departures 4 0.2% 1.8% D. 4% 1.6% O.2% 1.8% 12L 8 9% 8.4% 14.1 % 14.4% 9.3% 9.0% 12R 15.9% 12.6% 18.3% 22.7% 16.1% 13.6% 17 37.2% 18 7% 34.6% 13.2% 37.0% 18.2% 22 0.1% 0.1% 0.8% 0.1% 0.1% 0.1% 30L 15.0% 30.6% 12.8% 24.3% 14.8% 30.0% 30R 22.7% 27.7% 19.2% 23.5% 22.4% 27.3% 35 0.0% 0.0% 0.0% 0.1% 0.0% 0.0% Total 100.0% 100.0% 100.0% 100 100.0% 100.0% Overall 4 0.1% 0.9% 2.1% 0.9% 0.3% 0.9% 12L 15.3% 11.6% 15.6% 12.9% 15.4% 11.7% 12R 15.3% 13.7% 15.3% 23.5% 15.3% 14.6% 17 18.6% 12.0% 17.1% 7.6% 18.5% 11.6% 22 0.3% 1.4% 1.6% 0.3% 0.4% 1.3% 30L 18.0% 24.3% 19.0% 30.6% 18.1% 24.9% 30R 23.9% 23.6% 22.8% 22.4% 23.8% 23.5% 35 8.4% 12.5% 6.4% 1.7% 8.3% 11.5% Total 1 00.0% 100 0% 100 0% 100.0% 100.0% 100.0% In general, many of the aircraft types operating at MSP showed a reduction in the number of average daily operations from the 2007 forecast mitigated to the 2009 actual operations statistics. Manufactured Stage 3 aircraft average daily operations in the 2009 actual statistics were down 17.4 percent from the 2007 forecast mitigated number. The hushkitted Stage 3 average daily operations in the 2009 actual statistics were down 66.2 percent from the 2007 forecast mitigated number. In total, the 2009 actual average daily number of operations was 1,184.7, which is a 25.8 percent reduction from the 2007 forecast mitigated of 1,595.5 operations. Nighttime operations decreased by 15.2 average daily operations from the 2007 forecast mitigated to the 2009 actual operations statistics. 3.1.3 Runway Use Comparison Table 3.3 provides a comparison of the 2007 forecast mitigated noise contour and the 2009 actual noise contour runway use percentages. Table 3.3 MINNEAPOLIS -ST. PAUL INTERNATIONAL AIRPORT 2009 Actual and 2007 Mitigated Forecast Runway Use Comparison Note: Runway use for 2007 forecast reflects Part 150 mitigated 2007 runway use Totals may not add up to 100% due to rounding. SOURCES: ANOMS data was used to calculate runway use for 2009 Actual. Runway use for 2007 forecast was obtained from the November 2004 Part 150 document. 23 A general evaluation of the runway use percentages in Table 3.3 indicates that use of Runway 17 for departure operations is well below the percentage use numbers forecasted in the 2007 mitigated scenario. The departure percentage on Runway 30L is notably higher than what was forecasted in the 2007 forecast mitigated scenario. The nighttime departure percentage on Runway 17 is significantly lower, and the Runway 30L nighttime departure percentage is significantly higher, than the levels forecasted in the 2007 forecast mitigated scenario. The arrival percentage on Runways 17 and 35 are notably higher than the percentage forecasted in the 2007 forecast mitigated scenario. Conversely, the arrival percentage on Runways 12L and 30R are notably lower than the percentage forecasted in the 2007 forecast mitigated scenario. Nighttime arrival percentages on Runways 12R and 30L are significantly higher, the nighttime arrival percentage is lower on Runway 12L, and significantly lower on Runway 35, than the levels forecasted in the 2007 forecast mitigated scenario. It is important to note that during 2009 the center 3,800 -foot section of Runway 12U30R was reconstructed. As a result of the runway closure from mid - August to the end of October 2009, operations were conducted to the north of Runway 17/35 with arrival operations on Runway 17 and departure operations on Runway 35. Under normal operating scenarios Runway 17/35 is not used for operations to and from the north. 3.1.4 Flight Track Considerations As detailed in Section 2.1.4, the INM flight tracks the MAC used to develop the 2009 actual noise contour are identical to those used for the 2007 actual noise contour. The tracks are also consistent with those used to develop the 2007 forecast mitigated noise contour, with the exception of Runways 17, 35, and 4 departure tracks. The MAC updated the INM departure tracks to conform to actual radar flight track data for Runway 17 and use of Runways 35 and 4 during the 2009 reconstruction of Runway 12U30R. The MAC used new technologies and analysis methodologies for developing INM flight track operation statistics, and then used that INM flight track information in developing the 2009 actual noise contour. As was the case with the 2002 and 2006 actual noise contours at MSP, the MAC correlated radar flight track data to INM core flight tracks by using a geographic gate analysis. Once correlated to the core track, INM distributes operations to sub - tracks by a distribution percentage. The radar -to -INM flight track correlation process that the MAC used to develop the 2009 actual noise contour employs a best -fit analysis of the radar flight track data based on linear trends. This approach provides the ability to directly match each radar flight track to the appropriate INM track. The enhanced ability to interpret similarities along a track, rather than solely at a gate location, provides the ability to analyze all INM tracks as core tracks. The most notable changes in the contours from the 2007 forecast mitigated to the 2009 actual noise contour scenarios are a slight northwesterly shift, and a significant reduction of, the Runway 30R northbound departure heading lobe in the noise contour, a slight extension of the contour arrival lobe on Runway 12R and a significant reduction in the Runway 12L arrival lobe. The northwest shift and reduction in the Runway 30R northbound departure heading lobe is primarily a result of the refined INM flight track analysis conducted as part of the 2009 actual noise contour development, reduced departure usage of the northbound heading and arrival operations on Runway 17 during the Runway 12U30R reconstruction from mid - August to mid - October 2009. The slightly larger arrival lobe on Runway 12R is a function of higher nighttime arrival operations on that runway, while the significant reduction in the Runway 12L arrival lobe in the contour is a result of lower arrival operations on that runway. I1 i 24 3.1.5 Atmospheric Conditions Comparison The MAC used an average annual temperature of 47.7 degrees Fahrenheit and an average annual wind speed of 5.3 Kts. in the 2007 forecast mitigated INM contour modeling process. The MAC also used an average annual pressure of 29.90 inches and an annual average relative humidity of 64 percent. As stated in Section 2.1.5, for the 2009 actual noise contour the MAC used a 2009 annual average temperature of 46.1 degrees Fahrenheit and a 2009 average annual wind speed of 7.3 Kts. in the INM modeling process. In addition, the MAC used a 2009 average annual pressure of 30.00 inches and a 2009 annual average relative humidity of 71 percent. 3.2 Comparative INM Grid Point Analysis The MAC used the INM to conduct a grid point analysis based on the 2007 forecast mitigated noise contour and 2009 actual noise contour INM input files. The MAC used INM Version 6.2a for the 2007 forecast mitigated noise contour grid point analysis because this was the oldest version of INM available to MAC staff to conduct the analysis in early 2008 when the annual noise contour report process began at MSP. When comparing the DNL values generated for the ANOMS RMT locations with INM 6.1 in the November 2004 Part 150 Update Document to the levels generated for those same locations with INM 6.2a, the differences were insignificant. The MAC generated DNL values for the center points of each city block included in the mitigation programs outlined in the Consent Decree. Figures 3.1 to 3.5 depict the 2009 actual grid point analysis area and the DNL levels calculated for each block by city. Figures 3.6 to 3.10 depict the 2007 forecast mitigated grid point analysis area and the DNL levels calculated for each block by city. Figures 3.11 to 3.15 depict the difference in DNL levels, on a block -by -block basis, between the 2007 forecast mitigated noise contours and the 2009 actual noise contours. 3.3 Contour Comparison Summary The 2009 actual noise contour is smaller than the 2007 forecast mitigated contour by 4,789.7 acres (30.5 percent reduction) in the 60 DNL contour and by 2,462.1 acres (34.0 percent reduction) in the 65 DNL contour. As depicted in Figure 3.16, there are areas in South Minneapolis where the 2009 actual noise contours extend beyond the 2007 forecast mitigated noise contours. However, there is an overall decrease of 1,884 residential units in the 65 DNL contour and 2,547 residential units in the 60 to 64 DNL noise contours around MSP when comparing the 2007 forecast mitigated contour with the 2009 actual contour that the MAC developed under the requirements of the Consent Decree. The areas in which the 2009 actual noise contour extends beyond the 2007 forecast mitigated noise contour can largely be attributed to runway use variances between what was forecasted and what was occurring in 2009. The Runway 12L/30R reconstruction had an influence on the 2009 runway use at MSP. Additionally, as detailed in Section 3.1.4, new technologies and analysis methodologies for developing INM flight track operation statistics were used in the development of the 2009 actual noise contour. 4 As discussed in Section 3.1.1, it is also important to note that the new lateral attenuation capabilities incorporated into INM 7.0 increased the size of the 2009 actual noise contour by as much as 3 -10 percent over the INM version 6.1 that the MAC used to develop the 2007 forecast mitigated noise contour. 25 -d• 1•85 1..65 rd!' " bee 1 911 ; ,;(50 E 6S -.4. 009 1 ' P: • I I : . J : I _ • ; 1 . 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The slightly larger arrival lobe on Runway 12R is a function of higher nighttime arrival operations on that runway, while the significant reduction in the Runway 12L arrival lobe in the contour is a result of lower arrival operations on that runway. In summary, in addition to modeling enhancements, the primary factors to consider when comparing the 2007 forecast mitigated noise contours to the 2009 actual noise contours are total operations, fleet mix, runway use, and nighttime operations. 26