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
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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 off Runway 30R and
arrival operations on Runway 17 during the Runway 12U30R reconstruction from mid - August to
the end of 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.
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