Aircraft Noise Exposure Contours

Transcription

1 Boca Raton Airport Aircraft Noise Exposure Contours PREPARED FOR: Boca Raton Airport Authority PREPARED BY: RICONDO & ASSOCIATES, INC. November 2017 DRAFT Ricondo & Associates, Inc. (R&A) prepared this document for the stated purposes as expressly set forth herein and for the sole use of Boca Raton Airport Authority and its intended recipients. The techniques and methodologies used in preparing this document are consistent with industry practices at the time of preparation.

2 Table of Contents 1. Introduction Airfield Facilities Surrounding Communities Aircraft Operations Annual Aircraft Operations Average Annual Daily Aircraft Operations Runway Geometry and Use Flight Track Locations and Use Aircraft Weight and Trip Length Noise Exposure Patterns BCT Noise Exposure Patterns, 2001 vs Aircraft Operations Runway Use Noise Exposure Patterns List of Appendices Appendix A Flight Track Use List of Tables Table 4-1: Monthly Aircraft Operations (July 2016 through June 2017)... 7 Table 4-2: Annual Operations by AEDT Aircraft Type, Itinerant Operations Table 4-3: Annual Operations by AEDT Aircraft Type, Local Operations Table 4-4: Annual Arrivals and Departures by Day and Night Table 4-5: Percentages of Annual Operations by Daytime and Nighttime Table 4-6: Average Annual Daily Aircraft Operations Table 4-7: Runway Use by Aircraft Category Table 4-8: Area within Aircraft DNL Exposure Contours Table 4-9: Estimated Population and Residences within Aircraft DNL Exposure Contours Table 5-1: Annual Operations and Aircraft Category Comparison: 2001 versus Aircraft Noise Exposure [i]

3 List of Tables (continued) Table 5-2: Comparison of Daytime Equivalent Operations by Aircraft Category: 2001 versus Table 5-3: Average Annual Day Operations and Fleet Mix Comparison: 2001 versus Table 5-4: Aggregated Runway Use 2001 and Table 5-5: Area Within and Outside Airport Property Exposed to DNL 65 and Higher 2001 and Table 5-6: Population and Residences within the Aircraft DNL 65 and Higher Exposure Areas 2001 Compared to List of Exhibits Exhibit 2-1: Boca Raton Airfield Facilities... 3 Exhibit 3-1: Communities Surrounding Boca Raton Airport... 5 Exhibit 4-1: Example Radar Track Bundles Runway 5 Daytime Jet Aircraft Arrivals Exhibit 4-2: Runway 5 Arrival, Departure and Touch-and-Go Flight Tracks Exhibit 4-3: Runway 23 Arrival, Departure and Touch-and-Go Flight Tracks Exhibit 4-4: Existing Noise Contours ( ) Exhibit 5-1: Comparative Noise Footprints for Common Aircraft Types 2001 and Exhibit 5-2: 2001 and Noise Exposure Comparison: DNL 65 and Higher Aircraft Noise Exposure [ii]

4 1. Introduction This aircraft noise analysis for Boca Raton Airport (BCT) was undertaken at the request of Airport management to determine existing noise conditions at BCT and to compare them with conditions described in the CFR Part 150 Noise Exposure Maps document for the Airport. The report is intended for use by the Airport Administration and is not intended as an official update of the FAA-accepted Noise Exposure Maps. This document briefly describes the assumptions and methodology used in assessing the noise contours at BCT. The FAA's Aviation Environmental Design Tool (AEDT), version 2d was used to produce noise exposure contours for operating conditions at Boca Raton Airport (BCT, or the Airport) in Noise exposure contours for day-night average sound level (DNL) 55, 60, 65, 70, and 75 (expressed in A-weighted decibels [dba]) were produced. DNL 65 and higher is considered by the FAA, as set forth in 14 CFR Part 150 land use guidelines, as the level at which noise-sensitive land uses, such as residences, churches, and schools, are considered to be incompatible. 1 Noise between DNL 55 and 65 is known to be disturbing to at least some people in residential areas, particularly where outdoor living and relaxation are important. 2 Population and households exposed to DNL 55 and higher were estimated. The AEDT requires considerable user-supplied input data. Input data for the analysis of aircraft noise at BCT and the resulting noise exposure contours are described in the following sections. Section 2 describes the existing ( ) Airport facilities and Section 3 provides an overview of the surrounding communities. Section 4 describes aircraft operations at the Airport, the generalized flight tracks modeled, and the noise exposure patterns in the communities surrounding the Airport. Section 5 includes a comparative analysis of the noise exposure patterns between contours and 2001 Noise Exposure Map CFR Part 150, Airport Noise Compatibility Planning, Appendix A, Table 1. 2 U.S. Environmental Protection Agency, Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety, Report 550/ , March Aircraft Noise Exposure [1]

5 2. Airfield Facilities BCT is located on more than 215 acres in Palm Beach County, Florida. Airfield facilities (i.e., runways and taxiways) at BCT were considered in developing the noise exposure maps. Exhibit 2-1 presents the existing Airport runways and taxiways. The existing airfield consists of a single runway. Runway 5-23 is 6,276 -feet long and 150 feet-wide, and generally oriented northeast/southwest. Both the runway ends have displaced arrival thresholds, as shown on Exhibit 2-1. Runway 5-23 can accommodate the gross weight of all aircraft operating at the Airport. A majority of the time, aircraft operations are in a northeast flow configuration with arrivals and departures on Runway 5. The taxiway system at BCT provides aircraft access between the runways and general and corporate aviation areas, including fixed base operators (FBOs, maintenance facilities, aircraft hangars, and other aircraft parking areas on the northwest side of the runway. Aircraft Noise Exposure [2]

6 NOVEMBER 2017 BOCA RATON AI RPORT [Preliminary Draft for Discussion Purposes Only] 6, 27 6 ft. X 15 0 ft. 23 PA L M BEACH COUNTY 5 LEGEND Airf ie ld Build ings! He lip ad Airp o rt Prop e rty S OURCES :Esri,DigitalGl o be,ge o Eye,Earth star Ge o grap h ics,cnes /Airbu sds,us DA,US GS,Ae ro GRI D,I GN,an d th e GI S Use r Co m m u n ity,octo be r 2017( base m ap ) ;Bo carato n Airp o rt Au th o rity,2017( airp o rt p ro p e rtyan d f acil itie s). PREPARED BY:Rico n d o & Asso ciate s,i n c.,octo be r [ NORTH 0 1,500 ft. W:\Projects\BCT\MXD\BCT_Ex2-1_AirportFacilities_ mxd Aircraf t No is e Exp os ure EXHIBIT 2-1 Boc araton Airport Airf ie ld F ac ilitie s

7 3. Surrounding Communities As shown on Exhibit 3-1, BCT is located in Southeast Florida situated off of I-95, midway between West Palm Beach and Ft. Lauderdale. Base mapping data were collected from multiple sources and incorporated into a geographic information system (GIS) database. The information for municipal boundaries, county boundaries, water bodies and roads were obtained from the U.S. Census Bureau, Geography Division, and the Florida Geographic Data Library (FGDL) census block boundaries and population and household data for each census block were obtained from the U.S. Census Bureau. Aircraft Noise Exposure [4]

8 23 BO CA RATO N AIRPO RT NO VEMBER 2017 [Preliminary Draft for Discussion Purposes Only] PA L M B E A C H CO U N T Y 5 A t l a n t i c O c e a n B R O W A R D C O U N T Y LEGEND Existing Runw a y Municipa lbounda ry CountyBounda ry AirportPrope rty SO URCES:Esri,HERE,De Lorm e,usgs,inte rm a p,incrementp,nrca n,esri Ja pa n,meti,esri Ch ina (Hong Kong ),Esri Kore a,esri (Th a ila nd),ma pm yindia,ngcc,o pe nstre e tma p contrib utors,a ndth e GISUse r Com m unity, O ctob e r 2017(b a se m a p);florida Ge og ra ph icda ta Lib ra ry(fgdl),2015(cityb ounda ry);tiger/line Sh a pe file s,usce nsus Bure a u,ge og ra ph icdiv ision,2017(countie s);boca Ra ton AirportAuth ority,2017(a irportprope rty). PREPARED BY:Ricondo& Associa te s,inc.,o ctob e r [NORTH 0 10 mi. W:\Projects\BCT\MXD\BCT_Ex3-1_SurroundingCommunities_ mxd EXHIBIT 3-1 Com m unitie s Surrounding Boca Ra ton Airport Aircra ftnoise Exposure

9 4. Aircraft Operations Several types of information are required to produce DNL noise exposure maps for aircraft operations at an airport. These include estimates of the numbers of actual operations by specific aircraft types during day and nighttime periods, flight track locations, flight track and runway use, and aircraft operating characteristics. BCT serves mainly general aviation and air taxi operations. The numbers and characteristics of aircraft operating at BCT during are described in this section, including: (1) annual aircraft operations, (2) average annual daily aircraft operations, (3) runway use, (4) flight track locations and use, (5) aircraft weight and trip length, and (6) noise exposure patterns. The data used for much of this analysis were derived from flight header data obtained from the BCT Aircraft Noise and Operations Monitoring (ANOMS) system; the FAA s Traffic Flow Management System Counts (TFMSC) operations data; and FAA Airport Traffic Control Tower (ATCT) counts provided by the Boca Raton Airport Authority (BRAA). The most recent comprehensive list of based aircraft at BCT was provided by BRAA. The ANOMS flight header data provide FAA aircraft type, flight number/aircraft registration number, runway assignment, operation type (arrival/departure), time of day, and beacon code for both fixed wing aircraft and helicopters. The ANOMS flight header data was used to derive annual runway use, aircraft fleet mix, and the day-night split at the Airport for the 12-month study period. Besides the flight header information, the ANOMS also provided the flight track radar data which is discussed below in Section 4.4. The FAA s TFMSC data, which provides fleet counts by user category, was also analyzed as supplemental information to generate the fleet of aircraft operated by military and governmental agencies. The TFMSC data provides information on air traffic counts by airport or by city pair for various data groupings such as aircraft type or by time of day. TFMSC contains every flight record and includes information about air carriers, air taxis, general aviation, and military to and from every airport or landing facility as well as every navigational fix through which a flight passes. The ATCT traffic log detailing the number of aircraft operations for at BCT was used to establish the total number of operations for the 12-month period. The based aircraft information was used to as an aid to developing the fleet mix assumptions for general aviation aircraft operations. 4.1 Annual Aircraft Operations Based on ATCT counts, 65,789 operations were conducted at the Airport from July 2016 through June Table 4-1 provides a summary of aircraft operations by month for the 12-month period. Air taxi accounted for almost 15 percent of the operations at the Airport during that time. General aviation represented the highest Aircraft Noise Exposure [6]

10 proportion of operations with almost 85 percent of the total, including itinerant 3 and local 4 operations. Military operations made up the remainder, with less than 0.5 percent of total operations. Table 4-1: Monthly Aircraft Operations (July 2016 through June 2017) ITINERANT LOCAL AIR TAXI GENERAL AVIATION MILITARY TOTAL GENERAL AVIATION MILITARY TOTAL TOTAL OPERATIONS Jul , ,933 1, ,536 4,469 Aug , ,802 1, ,812 4,614 Sep , ,876 2, ,490 5,366 Oct , ,904 1,127-1,127 4,031 Nov , ,023 2, ,035 6,058 Dec , ,531 1,319-1,319 4,850 Jan , ,966 1,298-1,298 5,264 Feb-17 1,326 3, ,693 1, ,463 6,156 Mar-17 1,165 3, ,720 2, ,278 6,998 Apr-17 1,271 3, ,640 1,818-1,818 6,458 May , ,730 2, ,040 5,770 Jun , ,123 2, ,632 5,775 Annual 9,825 34, ,941 21, ,848 65,789 Avg. Annual Day Percent 14.93% 51.75% 0.11% 66.79% 33.08% 0.12% 33.21% 100% SOURCE: BCT Airport Traffic Control Tower Operations Log obtained July 19, 2017 (July 2016 to May 2017 operations); Airport operations data from Federal Aviation Administration, Air Traffic Activity Data System data ( accessed July 22, 2017 (June 2017 operations). PREPARED BY: Ricondo & Associates, Inc., August The ANOMS flight header database provides a detailed record for each unique radar flight track for most flights operating under Instrument Flight Rules (IFR) flight plans and some under Visual Flight rules (VFR) flight plans. ANOMS recorded 57,216 operations during the twelve-month period from July 2016 to June The associated flight information includes flight identification, type of aircraft, arrival and departure time of operation, and runway use. The ANOMS also logs flights without flight plans, although the detailed flight information is usually absent. For many of these flights, however, the aircraft registration numbers (N numbers) 3 Itinerant operations are operations performed by an aircraft that lands at an airport, arriving from outside the airport area, or departs an airport and leaves the airport area 4 Local operations are those operations performed by aircraft that remain in the local traffic pattern such as, touch-and-go operations. Aircraft Noise Exposure [7]

11 are recorded. For those flights, the N numbers were matched with the based aircraft list and the FAA aircraft registry data to determine the corresponding aircraft model. The FAA counts each arrival and departure, and usually counts a go-around, or missed approach that landed on the second approach as two operations (counted as one track in the radar data). The FAA may also count approaches that do not actually touch down at the Airport (e.g., practice instrument approaches) as operations, as well. Therefore, the FAA annual count would be expected to be higher than the radar count. The distribution of operations by aircraft type was determined from the ANOMS radar data. The percentages of aircraft types were then applied to the known total annual operations by category from the ATCT counts (e.g., air taxi, general aviation, and military) to derive the number of annual operations by aircraft type for each category. Each aircraft type operating at BCT was assigned a representative AEDT aircraft type. AEDT contains a database of aircraft types that includes most, but not all, of the aircraft operating at BCT in To accommodate all of the various aircraft types, the FAA developed substitution criteria to use in AEDT. Aircraft substitutions are based on common noise profiles, engine performance criteria, aircraft weights, and other performance characteristics. In establishing the approved list of aircraft substitutions, the FAA also considered aircraft noise characteristics data documented in FAA Advisory Circular (AC) 36-3H 5 to match similar aircraft by comparing estimated A-weighted sound levels measured in accordance with Title 14 Code of Federal Regulations (CFR) Part 36, Noise Standards: Aircraft Type and Airworthiness Certification. For this BCT aircraft noise study, FAA-approved substitutions were used whenever possible for aircraft types not in the AEDT aircraft database. If an approved substitution was not provided by the FAA, Ricondo & Associates (R&A) identified an AEDT aircraft type that closely resembled the aircraft type in question based on engine type, aircraft weight, and 14 CFR Part 36 noise levels. 6 Many different types of helicopters operate at BCT. Several types are not included in the AEDT database, or operated only infrequently at the Airport. Therefore, unique helicopter types were grouped by using representative AEDT types based on the engine type (piston-powered engine or turbine-powered engine), number of engines (single engine or multi-engine), and weight of the helicopter. Table 4-2 and Table 4-3 present the annual aircraft operations at the Airport by representative AEDT aircraft type for the study period. Annual daytime and nighttime operations for each AEDT aircraft type were divided by 365 to obtain Average Annual Day (AAD) numbers. Finally, the numbers of arrivals and departures by each aircraft type were equalized (half of the total for departures and remaining half for arrivals). For example, if the 5 U.S. Department of Transportation, Federal Aviation Administration. Advisory Circular 36-3H, Estimated Airspace Noise Levels in A- Weighted Decibels. May 25, If the noise exposure analysis is used to determine eligibility for mitigation programs funded via FAA Airport Improvement Program (AIP) funds or serve as a baseline for an AIP-funded project (e.g. Environmental Assessment or 14 CFR Part 150 noise study), the substitutions would have to be submitted to FAA for approval. Aircraft Noise Exposure [8]

12 data showed that there were 3.4 arrivals and 3.35 departures for a particular aircraft type on an average day of the year, the numbers were equalized to arrivals and departures. This overall normalization process ensures that, over the course of one year, total arrivals and departures are balanced. Table 4-4 presents a summary of the annual arrivals and departures by aircraft category based on the process described above. Table 4-5 presents the percentages of annual operations by aircraft category and time of day. Aircraft Noise Exposure [9]

13 Table 4-2 (1 of 3): Annual Operations by AEDT Aircraft Type, Itinerant Operations USER CATEGORY AIRCRAFT CATEGORY AEDT TYPE OF CATEGORY (RADAR) ANNUAL OPERATIONS OF TOTAL OPERATIONS Air Taxi Jet CIT3 0.04% % CL % % CL % 1, % CNA % % CNA % % CNA525B 1.11% % CNA525C 1.00% % CNA55B 0.26% % CNA % % CNA % % ECLIPSE % % EMB % % F % % GIV 4.43% % GV 5.11% % IA % % LEAR % 1, % MU % 2, % Props BEC58P 0.24% % GASEPF 0.15% % GASEPV 0.08% % Turboprops CNA % % CNA % % DHC6 5.33% % Helicopter HELO 0.02% % Air Taxi Total % 9, % Aircraft Noise Exposure [10]

14 Table 4-2 (2 of 3): Annual Operations by AEDT Aircraft Type, Itinerant Operations USER CATEGORY AIRCRAFT CATEGORY AEDT TYPE OF CATEGORY (RADAR) ANNUAL OPERATIONS OF TOTAL OPERATIONS General Aviation Jet CIT3 0.96% % CL % 1, % CL % 2, % CNA % % CNA % % CNA525B 1.74% % CNA525C 2.62% % CNA55B 0.91% % CNA % % CNA % % ECLIPSE % % EMB % % F % % GIIB(Hushkit) 0.16% % GIV 4.57% 1, % GV 2.19% % IA % % LEAR % 5, % MU % 1, % Props BEC58P 4.68% 1, % CNA % 2, % CNA % % CNA % % DC6 0.06% % GASEPF 19.66% 6, % GASEPV 5.26% 1, % PA % % PA % % Turboprops CNA % % CNA % % DHC6 1.84% % PA % % Helicopter HELO 1.62% % General Aviation Total % 34, % Aircraft Noise Exposure [11]

15 Table 4-2 (3 of 3): Annual Operations by AEDT Aircraft Type, Itinerant Operations USER CATEGORY AIRCRAFT CATEGORY AEDT TYPE OF CATEGORY (RADAR) ANNUAL OPERATIONS OF TOTAL OPERATIONS Military Jet CNA % % CNA55B 2.99% % GIV 9.83% % GV 0.85% % IA % % LEAR % % MU % % Props BEC58P 5.13% % CNA % % GASEPV 1.71% % Turboprops CNA % % CNA % % DHC % % Helicopter HELO 1.28% % Military Total % % Itinerant Total 43, % NOTE: Columns may not add to totals due to rounding. SOURCE: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar and Flight Header Data, date obtained July (July 2016 to June 2017 operations); BCT Airport Traffic Control Tower Operations Log, date obtained July 19, 2017 (July 2016 to May 2017 operations); Federal Aviation Administration, Air Traffic Activity Data System data and Traffic Flow Management System Counts (TFMSC), (accessed July 22, 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [12]

16 Table 4-3 (1 of 2): Annual Operations by AEDT Aircraft Type, Local Operations USER CATEGORY AIRCRAFT CATEGORY AEDT TYPE OF CATEGORY (RADAR) ANNUAL OPERATIONS OF TOTAL OPERATIONS General Aviation Jet CIT3 0.26% % CL % % CL % % CNA % % CNA % % CNA525B 0.32% % CNA525C 0.90% % CNA55B 0.71% % CNA % % CNA % % ECLIPSE % % EMB % % F % % GIV 0.93% % GV 0.16% % IA % % LEAR % 1, % MU % % Props BEC58P 5.14% 1, % CNA % 2, % CNA % % CNA % 1, % GASEPF 35.22% 7, % GASEPV 8.06% 1, % PA % % Turboprops CNA % % CNA % % DHC6 1.83% % PA % % Helicopter HELO 1.06% % General Aviation Total % 21, % Aircraft Noise Exposure [13]

17 Table 4-3 (2 of 2): Annual Operations by AEDT Aircraft Type, Local Operations USER CATEGORY AIRCRAFT CATEGORY AEDT TYPE OF CATEGORY (RADAR) ANNUAL OPERATIONS OF TOTAL OPERATIONS Military Jet CNA55B 2.99% % CNA % % GIV 9.83% % GV 0.85% % IA % % LEAR % % MU % % Props BEC58P 5.13% % CNA % % GASEPV 1.71% % Turboprops CNA % % CNA % % DHC % % Helicopter HELO 1.28% % Military Total % % Local Total 21, % Airport Total 65, % NOTE: Columns may not add to totals due to rounding. SOURCES: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar and Flight Header Data, date obtained July 10, 2017 (July 2016 to June 2017 operations); BCT Airport Traffic Control Tower Operations Log, date obtained July 19, 2017 (July 2016 to May 2017 operations); Federal Aviation Administration, Air Traffic Activity Data System data and Traffic Flow Management System Counts (TFMSC), (accessed July 22, 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [14]

18 BOCA RATON AIRPORT OCTOBER 2017 Table 4-4: Annual Arrivals and Departures by Day and Night ITINERANT OPERATIONS ARRIVALS DEPARTURES ANNUAL AIRCRAFT CATEGORY DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL TOTAL Jet 11, , , , , , , Turboprop 1, , , , , Prop 6, , , , , Helicopter Itinerant Total 19, , , , , , , LOCAL OPERATIONS ARRIVALS DEPARTURES ANNUAL AIRCRAFT CATEGORY DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL TOTAL Jet 2, , , , , Turboprop , Prop 7, , , , , Helicopter Local Total 10, , , , , Grand Total 30, , , , , , , NOTES: Columns and rows may not add to totals due to rounding. 1/ DAY = 7:00 a.m. to 10:00 p.m. 2/ NIGHT = 10:00 p.m. to 7:00 a.m. SOURCE: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar and Flight Header Data, date obtained July 10, 2017 (July 2016 to June 2017 operations); BCT Airport Traffic Control Tower Operations Log, date obtained July 19, 2017 (July 2016 to May 2017 operations); Federal Aviation Administration, Air Traffic Activity Data System data and Traffic Flow Management System Counts (TFMSC), (accessed July 22, 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [15]

19 BOCA RATON AIRPORT OCTOBER 2017 Table 4-5: Percentages of Annual Operations by Day and Night ITINERANT OPERATIONS ARRIVALS DEPARTURES AIRCRAFT CATEGORY DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL Jet 89.87% 10.13% 100% 91.43% 8.57% 100% Turboprop 94.14% 5.86% 100% 91.38% 8.62% 100% Prop 92.10% 7.90% 100% 90.82% 9.18% 100% Helicopter 92.68% 7.32% 100% 86.15% 13.85% 100% ITINERANT TOTAL 90.90% 9.10% 100% 91.17% 8.83% 100% LOCAL OPERATIONS ARRIVALS DEPARTURES AIRCRAFT CATEGORY DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL Jet 91.24% 8.76% 100% 91.24% 8.76% 100% Turboprop 92.96% 7.04% 100% 92.96% 7.04% 100% Prop 94.71% 5.29% 100% 94.71% 5.29% 100% Helicopter % - 100% % - 100% LOCAL TOTAL 93.89% 6.11% 100% 93.89% 6.11% 100% GRAND TOTAL 91.89% 8.11% 100% 92.07% 7.93% 100% NOTES: Columns and rows may not add to totals due to rounding. 1/ DAY = 7:00 a.m. to 10:00 p.m. 2/ NIGHT = 10:00 p.m. to 7:00 a.m. SOURCE: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar and Flight Header Data, date obtained July 10, 2017 (July 2016 to June 2017 operations); BCT Airport Traffic Control Tower Operations Log, date obtained July 19, 2017 (July 2016 to May 2017 operations); Federal Aviation Administration, Air Traffic Activity Data System data and Traffic Flow Management System Counts (TFMSC), (accessed July 22, 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [16]

20 4.2 Average Annual Daily Aircraft Operations A file representing the average annual day (AAD) operations by aircraft type, operation type, and time of day was developed using the data presented in Tables 4-1 through 4-4. Table 4-6 presents the itinerant and local AAD arrivals and departures by aircraft category and type and time of day. AAD activity is computed by adding all aircraft operations occurring during the year and dividing the result by 365 days. As such, the AAD activity does not reflect activity on any specific day, but represents average conditions as they occur during the course of the year. The AAD operations were distributed among aircraft types in the AEDT database, based on the percentage for each aircraft type derived from the ANOMS data. After an initial assignment step, those aircraft with AAD counts below 0.5 operation were combined with a similar aircraft type with a count more than 0.5 operation per day. Several single-engine propeller aircraft with counts below 0.5 operations per day were combined. In , AAD operations were conducted at BCT, of which 85.5 operations were by jet aircraft, 92.6 operations by turboprop/prop aircraft and, 2.2 operations by helicopters. 4.3 Runway Geometry and Use AEDT requires coordinates for the physical ends of the runways and the ends of the displaced thresholds. Latitude and longitude coordinates for all runway ends and the locations of the displaced thresholds were specified for AEDT input based on the Airport Layout Plan (ALP) dated February 2012, which was provided by the BRAA. The AEDT uses runway use data to distribute aircraft operations onto the correct runway end by type of operation (arrival or departure). The distribution of aircraft between the runway ends was based on the ANOMS data. The ANOMS flight radar data for provided the numbers of operations by each type of aircraft, the runway each aircraft used, and the time of operation for aircraft operations at the Airport. The runway use data by aircraft fleet is based on the flights that were registered on the ANOMS radar data. The data provide definitive information relative to the runway end used by specific aircraft operators. Table 4-7 provides runway use data for operating conditions at BCT in , for day and night operations by jet, prop, and turboprop aircraft categories as shown in Table 4-4. For modeling purposes, one helicopter landing/takeoff location (situated on the west side of Taxiway P7) and its operational use was developed based on conversations with BRAA personnel. Aircraft Noise Exposure [17]

21 Table 4-6 (1 of 2): Average Annual Daily Aircraft Operations ITINERANT OPERATIONS ARRIVALS DEPARTURES AIRCRAFT CATEGORY AEDT TYPE DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL TOTAL Jets CIT CL CL CNA CNA CNA525B CNA525C CNA55B CNA CNA ECLIPSE EMB F GIV 3/ GV IA LEAR MU Props BEC58P CNA CNA CNA DC GASEPF GASEPV PA PA Turboprops CNA CNA DHC PA Helicopter HELO 4/ Itinerant Total Aircraft Noise Exposure [18]

22 Table 4-6 (2 of 2): Average Annual Daily Aircraft Fleet Mix LOCAL OPERATIONS ARRIVALS DEPARTURES AIRCRAFT CATEGORY AEDT TYPE DAY 1/ NIGHT 2/ TOTAL DAY 1/ NIGHT 2/ TOTAL TOTAL Jets CIT CL CL CNA CNA CNA525B CNA525C CNA55B CNA CNA ECLIPSE EMB F GIV GV IA LEAR MU Props BEC58P CNA CNA CNA GASEPF GASEPV PA Turboprops CNA CNA DHC PA Helicopters HELO 4/ Local Total Total AAD NOTES: 1/ DAY = 7:00 a.m. to 10:00 p.m. 2/ NIGHT = 10:00 p.m. to 7:00 a.m. 3/ Gulfstream IIB (Hushkit) operations of 0.15 included with Gulfstream IV operations for modeling purposes. 4/ Representative helicopter category include operations by Agusta A-109, Bell 407, Bell 206, Robinson 22, and Sikorsky S-76. SOURCES: Ricondo & Associates, Inc., July 2017; Radar and Flight Header data from BCT Aircraft Noise Monitoring System covering period July 2016 to June 2017; FAA s Traffic Flow Management System Counts (TFMSC) data from July 2016 to June 2017 ( date accessed July 22, 2017); BCT Airport Traffic Control Tower Operations Log from July 2016 to May 2017, obtained July 19, FAA s Operations Network (OPSNET) data for June 2017, ( accessed July 19, 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [19]

23 Table 4-7: Runway Use by Aircraft Category DAY 1/ NIGHT 2/ CATEGORY RUNWAY 5 RUNWAY 23 TOTAL RUNWAY 5 RUNWAY 23 TOTAL Arrivals Jet 75.5% 24.5% 100% 77.8% 22.2% 100% Turboprop 74.1% 25.9% 100% 73.7% 26.3% 100% Prop 75.6% 24.4% 100% 79.5% 20.5% 100% Arrivals Total 75.5% 24.5% 100% 78.0% 22.0% 100% Departures Jet 76.9% 23.1% 100% 81.5% 18.5% 100% Turboprop 75.6% 24.4% 100% 81.4% 18.6% 100% Prop 76.1% 23.9% 100% 81.7% 18.3% 100% Departures Total 76.6% 23.4% 100% 81.5% 18.5% 100% Total 76.0% 24.0% 100% 79.7% 20.3% 100% Local Operations Jet 83.1% 16.9% 100% 79.7% 20.3% 100% Turboprop 75.0% 25.0% 100% 90.0% 10.0% 100% Prop 76.0% 24.0% 100% 90.5% 9.5% 100% Local Total 77.4% 22.6% 100% 87.1% 12.9% 100% Grand Total 76.2% 23.8% 100% 80.2% 19.8% 100% NOTES: columns and rows may not add to totals due to rounding. 1/ DAY = 7:00 a.m. to 10:00 p.m. 2/ NIGHT = 10:00 p.m. to 7:00 a.m. SOURCE: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar and Flight Header Data, date obtained July 10, 2017 (period covering July 2016 to June 2017). PREPARED BY: Ricondo & Associates, Inc., August Aircraft Noise Exposure [20]

24 4.4 Flight Track Locations and Use To calculate noise levels on the ground using the AEDT, it is necessary to define aircraft flight tracks. Flight track definition and usage information is a key element of AEDT input data. Flight tracks to and from an airport are generally a function of the orientation of the runways and the surrounding airspace structure. AEDT-generalized flight tracks are the two-dimensional representations of flight tracks of aircraft arrivals and departures. To accurately determine noise levels in the model, it is necessary to construct AEDT flight tracks that represent the typical trajectory and dispersion characteristics of actual flights throughout the period of interest. As a starting point in developing AEDT flight tracks for BCT, archived radar flight track data representing four seasons in 2016 and 2017, as recorded in the ANOMS system, were analyzed. More than 21,000 unique flight tracks were extracted from the ANOMS and used in this analysis. This large amount of data was parsed into groups by operation type (arrival, departure), runway, and aircraft category (jets, turbo-prop/propeller aircraft, and helicopters). The parsed sets of data were each imported to an FAA software tool, Terminal Area Route Generation, Evaluation, and Traffic Simulation (TARGETS). TARGETS software allows for the display of radar track data on a map, along with a simultaneous display of a variety of other map layers, including airport runways, airspace fixes, and depictions of standard flight procedures. Within TARGETS, the parsed sets of radar track data were further subdivided into bundles based on the similar trajectories or directional characteristics of the flights to or from BCT. Exhibit 4-1 depicts an example of bundling separate radar tracks s for a single runway and operation type, with each color representing a separate bundle. These radar track bundles were developed based on the ultimate direction of departure or arrival within the local airspace (northbound, from the west, etc.) and based on any unique route characteristics closer to the Airport runways (varying initial headings, long or short final approaches, wide turns toward destination fixes, etc.). All actual radar tracks were assigned to a bundle, except those representing extremely rare route occurrences. Once bundles were identified, AEDT flight tracks were developed for each unique bundle. Each bundle was represented by a set of AEDT flight tracks, the number within each set (1, 3, 5, 7, or 9) varies depending on user specification. The number was specified generally based on the total number of flights in the bundle and the lateral width of the splay of flights near the Airport. Each AEDT flight track within a set is referred to as a subtrack with the central track being designated as the backbone track. Sub-tracks are used to effectively represent the degree of variance, or dispersion, which occurs to the left and right of the central "backbone" route along the entire flight track. Exhibit 4-2 and Exhibit 4-3 depict the location of the AEDT flight tracks for arrival, departure, and touch-and-go operations for each runway. Aircraft Noise Exposure [21]

25 Exhibit 4-1: Example Radar Track Bundles Runway 5 Daytime Jet Aircraft Arrivals SOURCES: Ricondo & Associates, Inc., July 2017; Boca Raton Airport Authority, Aircraft Noise Monitoring System, Aircraft Radar Data, obtained July 10, 2017; FAA s Terminal Area Route Generation, Evaluation, and Traffic Simulation Version May 2017 (track bundles). PREPARED BY: Ricondo & Associates, Inc., July Aircraft Noise Exposure [22]

26 NOVEMBER 2017 BOCA R ATON AI R POR T [Preliminary Draft for Discussion Purposes Only] LEGEND Mod eled J et Arriv al Flig h t T rac ks Mod eled Propeller Arriv al Flig h t T rac ks Mod eled J et DepartureFlig h t T rac ks Mod eled Propeller DepartureFlig h t T rac ks Mod eled T ouc h and GoT rac ks R ad ar Flig h t T rac ks Ex isting R un w ay SOUR CES:Esri,HER E,DeLorm e,usgs,i n term ap,i NCR EMENTP,NR Can,Esri J apan,meti,esri Ch in a ( Hon g Kon g ),Esri Korea,Esri ( Th ai land ),Mapm yi n d ia,ngcc,open StreetMapc on tri butors,an d th egi SUser Com m un i ty, Oc tober 2017( basem ap) ;Boc a R aton Airport Auth ority,airc raf t NoiseMon i torin g System,J uly2017( rad ar trac ks) ;R ic on d o& Assoc iates,i nc.,aviation En viron m en tal Desig n Tool ( AEDTTrac ks),oc tober PR EPAR ED BY:R i c on d o& Assoc iates,i nc.,oc tober [ NORTH mi. W:\Projects\BCT\MXD\BCT_Ex4-2_Rwy5_FlightTrack_ mxd Airc raf t NoiseEx posure EXHIBIT 4-2 R unw ay5 Arriv al,departureand T ouch and GoF lig h t T rac ks

27 NOVEMBER 2017 BOCA R ATON AI R POR T [Preliminary Draft for Discussion Purposes Only] LEGEND Mo d eled J et Ar r iv al Flig h t T r ac ks Mo d eled Pr o pellerar r iv al Flig h t T r ac ks Mo d eled J et Depar tur eflig h t T r ac ks Mo d eled Pr o pellerdepar tur eflig h t T r ac ks Mo d eled Helic o ptert r ac ks Mo d eled T ouc h and Go T r ac ks R ad arflig h t T r ac ks Ex isting R un w ay SOUR CES:Esr i,her E,DeLo r m e,usgs,i n ter m ap,i NCR EMENTP,NR Can,Esr i J apan,meti,esr i Ch in a ( Ho n g Ko n g ),Esr i Ko r ea,esr i ( Th ai land ),Mapm yi n d ia,ngcc,open Str eetmapc o n tr i buto r s,an d th egi SUserCo m m un i ty Oc to ber2017( basem ap) ;Bo c a R ato n Air po r t Auth o r ity,air cr af t No isemo n i to r in g System,J uly2017( r ad artr ac ks) ;R ic o n d o & Asso c iates,i nc.,aviatio n En vir o n m en tal Desig n To o l ( AEDTTr ac ks),oc to ber2017. PR EPAR ED BY:R i c o n d o & Asso c iates,i nc.,oc to ber2017. [ NORTH mi. W:\Projects\BCT\MXD\BCT_Ex4-3_Rwy23_FlightTrack_ mxd Air cr af t No iseex posur e EXHIBIT 4-3 R unw ay23 Ar r iv al,depar tur e, Helic opterand T ouch and Go Flig h t T r ac ks

28 The AEDT flight track geometry and position calculation is performed within TARGETS, which builds sets of AEDT tracks that accurately and efficiently overlay the splay of radar data observed for each bundle. TARGETS uses a series of lines known as gates that intersect the entire bundle perpendicularly at several points along the bundle. The software tool counts the number of tracks and records the locations where each penetrated the perpendicular line. TARGETS then uses the calculated statistics to determine the backbone and sub-track point locations at each of the gates. The points at each gate are linked to form the modeled flight tracks. The basic principle of route dispersion calculated in TARGETS is that each sub-track represents some percentage of the total traffic flying the route. Within TARGETS, the user can specify the percent distribution to each subtrack, provided that the total percentage across all sub-tracks equals 100 percent. For several bundled track sets, the sub-track use percentages were selected based on TARGETS defaults, which are based on a normal distribution (bell curve). Using those percentages, TARGETS identifies the appropriate point along each gate for each sub-track. After the backbone and sub-track sets were developed for every bundle of actual radar data, the modeled flight tracks were exported from TARGETS and imported into the AEDT, retaining all positional and percentage distribution characteristics. In this way, the actual flights from are accurately represented using AEDT flight tracks. Appendix A, Flight Track Use, presents the modeled flight track use data. Helicopter AEDT flight tracks were developed using the same methodology as described above based on the sample of radar data for helicopter flights. The ANOMS radar data revealed a wide dispersion of the helicopter tracks. Several backbone tracks in AEDT were created for helicopter routes for modeling purposes to best represent helicopter activity. Exhibit 4-3 also depicts the AEDT helicopter tracks. The assignment of jet, turboprop, prop, and helicopter operations to the backbone flight tracks modeled for aircraft operations at BCT is presented in Appendix A, Flight Track Use. The percentages of operations distributed to the sub-tracks are specific to each track/sub-track combination and depend on the number of sub-tracks and the location of the actual radar tracks. 4.5 Aircraft Weight and Trip Length Aircraft departure weight is a factor in the dispersion of noise in an airport environs because it affects the rate at which an aircraft is able to climb. The heavier the aircraft, the slower the climb rate, and the dispersion of noise along its route of flight is wider. Because actual aircraft weights for each operation vary substantially, the AEDT uses the distance flown to the first stop as a surrogate for aircraft weight by assuming that the weight has a direct relationship to the fuel load necessary to reach the first destination. The AEDT groups trip lengths into several stage length categories based on aircraft weights and departure profiles for each aircraft type. The only category of aircraft for which more than one stage length is available in AEDT are large air carrier jet aircraft. All the aircraft operating at BCT are comprised of small corporate and general aviation jets which have only one stage length departure profile in the AEDT. All departing aircraft were modeled using the standard Stage Length 1 departure profile (a departure distance of up to 500 nautical miles). All helicopters were modeled using the single standard departure profile for each type of helicopter. Aircraft Noise Exposure [25]

29 Noise Exposure Patterns The compiled operations and flight track data described above were used as input to AEDT Version 2d to calculate noise exposure contour in the Airport environs. Aircraft noise exposure contours are presented for DNL 55, 60, 65, 70, and 75. The DNL 65, 70, and 75 contours are mapped in accordance with standard FAA guidance for 14 CFR Part 150 mapping. The DNL 55 and 60 contours are mapped at the request of Airport management. DNL 65 and higher is considered by the FAA, as set forth in 14 CFR Part 150 land use guidelines, as the level at which noise-sensitive land uses, such as residences, churches, and schools, are considered to be incompatible 7. As noted in Section 1, noise between DNL 55 and 65 is known to be disturbing to at least some people in residential areas, particularly where outdoor living and relaxation are important. 8 Exhibit 4-4 depicts the AAD DNL noise exposure contours in the Airport environs for the operating conditions in at BCT. The noise exposure contours do not represent the noise levels present on any specific day, but, rather, represent the AAD energy-average of all 365 days of operation during The DNL noise exposure extends from each runway end at BCT, reflective of the relative use of each runway end and the aircraft flight tracks. The relative distance of the contours from the Airport along each route is a function of the frequency of the use of each runway for arrivals and departures, as well as the runway use at night, and the type of aircraft assigned to the route. The shape of the noise contours is primarily a function of the combination of flight tracks, types of aircraft, time of operations, and runway use at BCT. The noise contours northeast and southwest of the Airport reflect the predominant northeast flow runway operating configuration and use of Runway 5 for majority of departures and arrivals. The somewhat narrow noise contours to the southwest are typical of a runway used predominantly for arrivals, and the wider pattern to the northeast is typical of a runway used predominantly for departures. Table 4-8 presents the area within each noise exposure range in 5 db increments. Population and residences exposed to these levels of aircraft noise were determined by overlaying the contours onto 2010 U.S. Census block data. Geometric centroids for each census block were created for the surrounding airport region. For each noise contour range, centroids located within the contour range were selected and the corresponding populations and residences of the census blocks represented by the selected centroids were summed. The residential population and housing units exposed to noise of DNL 55 and higher are summarized in Table CFR Part 150, Airport Noise Compatibility Planning, Appendix A, Table 1. 8 U.S. Environmental Protection Agency, Information on Levels of Environmental Noise Requisite to Protect Public Health and Welfare with an Adequate Margin of Safety, Report 550/ , March Aircraft Noise Exposure [26]

30 BOCA RAT ON AIRPORT NOVEMBER 2017 [Preliminary Draft for Discussion Purposes Only] 23 5 LEGEND Ex istingrunway Airport Prope rty Noise Exposure Contours NOTES DNL55 DNL60 DNL65 DNL70 DNL75 DNL=Day -Nigh t Ave rage Sound Le ve l SOURCES:NationalGe ograph ic,esri,de Lorm e,here,unep-wcmc,usgs,nasa,esa,met I,NRCAN,GEBCO,NOAA,incre m e nt PCorp.,Octobe r2017(base m ap);aviation Environm e ntalde sign T ool,octobe r2017(aedt T rack s); Ricond o & Associate s,inc.,octobe r2017. PREPARED BY:Rico nd o & Asso ciate s,inc.,octobe r2017. EXHIBIT 4-4 [NORTH 0 5,000 ft. Ex istingnoise Contours ( ) W:\Projects\BCT\MXD\BCT_Ex4-4_NoiseExposure_ _ mxd Aircraft Noise Ex posure

31 Table 4-8: Area within Aircraft DNL Exposure Contours NOISE EXPOSURE RANGE AREA WITHIN AIRPORT PROPERTY (SQUARE MILES) AREA OUTSIDE AIRPORT PROPERTY (SQUARE MILES) TOTAL AREA (SQUARE MILES) DNL DNL DNL DNL DNL Total DNL SOURCE: Ricondo & Associates, Inc. October Calculated using the Aviation Environmental Design Tool (AEDT) using the assumptions described herein. PREPARED BY: Ricondo & Associates, Inc., October Table 4-9: Estimated Population and Residences within Aircraft DNL Exposure Contours NOISE EXPOSURE RANGE POPULATION RESIDENCES DNL , DNL DNL DNL DNL Total DNL 55+ 1, SOURCE: Ricondo & Associates, Inc. October Calculated using the Aviation Environmental Design Tool (AEDT) using the assumptions described herein. PREPARED BY: Ricondo & Associates, Inc., October Aircraft Noise Exposure [28]