APPENDIX G. Noise Measurement Program. G.1.1 Noise Measurement Locations

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1 APPENDIX G Noise Measurement Program This appendix provides detailed information on the community sound levels measured as part of the Philadelphia International Airport (PHL) Part 150 Noise Compatibility Program Update s temporary noise measurement program. The program was designed to accomplish the following objectives: Sample and document overall outdoor sound levels in the communities surrounding the airport, and Sample and document the sound levels of aircraft, and determine the contribution of aircraft noise to the overall sound levels. Twenty-eight portable noise monitors were placed in locations surrounding PHL between November 7 th and November 16 th, The noise measurement program was designed to identify characteristics of noise exposure as a result of aircraft overflights in the context of a Part 150 study. It is important to mention that the noise monitoring values are for supplemental purposes and are the result of the environmental factors of a 10- day sample; whereas modeled noise levels represent average daily conditions for an entire calendar year (365 days) using the FAA s Integrated Noise Model (INM). The measurement period is a representative slicein-time that allows the characterization of the daily fluctuations in airport traffic throughout a typical week. Since the 10-day measurement period occurred under a variety of weather conditions, specifically shifting wind patterns, the program also demonstrates changes in the noise environment as the operational flow at the airport varies. G.1.1 Noise Measurement Locations The locations for the noise measurement program were selected based on evaluation of previous noise monitoring locations from the original 2003 Part 150 Study, the 17/35 Extension Environmental Impact Statement (EIS), and the PHL/NY/NJ Airspace Redesign EIS. In addition, the locations of callers to the airport's noise hotline were also considered in site selection. The noise monitoring sites were located in areas that are subject to repeated aircraft overflights at a range of altitudes, and included departing and arriving operations at PHL. Five of the noise measurement sites were co-located with PHL s permanent noise monitoring system. Table G-1 provides the location and distance of each of the noise measurement locations from the Airport Reference Point (ARP) at PHL, and Figure G-1 depicts the noise measurement locations. G-1

2 Location Table G-1. Noise Measurement Locations Address Distance from ARP (miles) P Buist Ave., Philadelphia, PA 2.6 P2 NMS #2 - Ft. Mifflin, Philadelphia, PA 1.6 P3 NMS #4 Gloucester City, NJ 7.1 P4 NMS #5 - West Deptford, NJ 3.1 P5 NMS #6 - Tinicum Township, PA 1.1 P6 NMS #8 - Collingswood, NJ 9.0 P Luther Place, Philadelphia, PA 1.4 P Woodland Ave., Sharon Hill, PA 2.8 P9 220 Printz Ave., Essington, PA 3.2 P Iroquois St., Lester, PA 2.0 P11 91 Seneca St., Essington, PA 2.6 P Shaw Rd., Ridley Park, PA 5.0 P Carlisle Ave., Prospect Park, PA 4.1 P Hickory Rd., Secane, PA 4.6 P Laurel Rd., Landsdown, PA 4.1 P Devon Rd., Norwood, PA 2.9 P17 6 Moore Circle, Media, PA 8.8 P Warren Ave., Cherry Hill, NJ 12.0 P Prospect Rd., Haddonfield, NJ 11.5 P Hopkins Ave., Haddonfield, NJ 11.2 P Windward Drive, Mt. Royal, NJ 5.4 P22 35 W. Broad St., Paulsboro, NJ 2.9 P Parliament Way, Thorofare, NJ 4.6 P Queen St., Woodbury, NJ 4.5 P Upsan Downs, Ardencroft, DE 13.7 P Inwood Rd., Wilmington, DE 14.0 P27 2 Rigby Court, Garnet Valley, PA 14.8 P28 5 Moore Circle, Media, PA 8.8 Source: Wyle, 2008 Notes: NMS #1 was inaccessible during measurement program. NMS #3 and #7 are located in the vicinity of Northeast Philadelphia Airport. G-2

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4 G.1.2 Noise Measurement Program Details Sound level data was collected using fourteen Larson Davis Laboratories Model LD-820 sound level meters, five Larson Davis LD-824 sound level meters, and eight Larson Davis LD-831 sound level meters. Each sound level meter was equipped with a half-inch microphone and a windscreen, and secured at each location with a tripod or other device. Each of the sound level meters used in the program meet American National Standards Institute (ANSI) S standards for a I precision sound level meters, and meet or exceed accuracy requirements defined in Part 150 paragraph A Prior to the noise measurement program, each sound level meter was programmed to capture and store twosecond average A-weighted sound level time histories on a continuous (24 hours per day) basis. Calibration traceable to the National Institutes of Standards and Technologies (NIST) was accomplished using a Bruel & Kjaer Model 4231 Sound Level Calibrator, both prior to the initiation of the program and during site visits. Sound level meters (i.e. noise monitors) were installed at each site between Monday, November 5 th and Wednesday, November 7 th. Field engineers set up each monitor to operate from 12:00 a.m., Wednesday, November 7 th, 2007 until 11:59 p.m., Friday, November 16 th, Throughout the duration of the measurement program, field engineers visited each site to service, calibrate, and download each sound level meter. Where feasible and with time permitting, short periods of observations were completed at many of the sites in order to document aircraft operations, ambient sound levels, and additional noise events such as automotive traffic and other sources of noise. Sound level data was transferred from each monitor to a laptop computer for storage and analysis. To ensure the monitors were operating properly, calibration was performed during each service visit. A tolerance of +/- 1.0 db is generally considered to be an acceptable level of precision for environmental noise measurements. The internal clocks of the monitors were synchronized to the National Institute of Standards and Technology F1 Cesium Fountain Atomic Clock, and the location of each sound level meter was recorded utilizing a handheld Garmin GPS unit. 1 During the course of the program, one sound level meter malfunctioned and was replaced with a sound level meter that meets II standards. G-4

5 G.1.3 Weather Conditions Weather conditions can have both direct and indirect effects on the levels of noise reported at each site. Temperature, humidity, wind direction and speed, and precipitation can all impact the transmission of sound. Wind can play a significant role in the propagation of sound, resulting in increased sound levels downwind or reduced sound levels upwind of a noise source. The effects of wind on sound propagation are complex, but the scientific community generally considers wind speeds in excess of 10 knots to have a significant effect on environmental noise. Rain can also change the overall environmental noise environs by increasing ambient sound levels or increasing the sound levels of some sources (e.g., automobiles produce higher sound levels on rain-soaked streets). In addition, temperature and humidity generally affect an aircraft's performance, most notably the climb rate on departures. These factors vary seasonally, and can affect noise levels heard at the ground level. Weather data used by pilots and collected at airport weather stations, including the weather station at PHL, is called METAR data. METAR data reports are an hourly set of weather data that pilots and Air Traffic controllers use for navigation purposes, and include wind direction, wind speed, temperature and dew point, sky conditions (cloud cover), precipitation, visibility, and barometric pressure. These hourly reports are utilized to determine periods of weather variability. The National Oceanic and Atmospheric Administration (NOAA) reported weather events as shown in Table G- 2. High winds can significantly affect the propagation of sound. While there is no specific speed above which wind significantly affects sound propagation, a wind speed of 10 knots or more is often considered to be a high wind for noise monitoring purposes. Table G-2. High Wind and Precipitation Events Time Precipitation Wind 7-Nov-07 00:00-17: knots 10-Nov-07 02:30-09:00 Rain 3-10 knots 10-Nov-07 10:00-15: knots 12-Nov-07 23:00-24:00 Rain 6-7 knots 13-Nov-07 08:00-11:00 Rain 0-5 knots 15-Nov-07 03:00-15: knots 15-Nov-07 07:00-17:00 Rain 9-24 knots 16-Nov-07 00:00-24: knots Source: NOAA, 2008 A summary of the average, minimum, and maximum temperature, humidity, wind direction (the direction from which the wind is blowing), and wind speed as reported by NOAA is presented in Table G-3. Wind direction and speed generally affect an airport's flight patterns. Wind direction affects the direction of airport traffic flow at the airport (i.e. which runways are in use). Air traffic controllers generally direct aircraft to depart and arrive so that they are flying into the wind. Wind direction can change throughout a given day, and thus the operational flow of an airport can accordingly change. G-5

6 Table G-3. Daily Weather Summary Temp (Deg. F) Humidity Wind Direction Average Wind Speed (knots) Average Nov Minimum NW to W 6 Maximum Average Nov Minimum S to SW 0 Maximum Average Nov Minimum NE to E 0 Maximum Average Nov Minimum N to NE 3 Maximum Average Nov Minimum N to NE 0 Maximum Average Nov Minimum S to SW 4 Maximum Average Nov Minimum S to SW 0 Maximum Average Nov Minimum S to SW 0 Maximum Average Nov Minimum N to NW 6 Maximum Average Nov Minimum NW to W 10 Source: NOAA, 2008 Maximum G.1.4 Measurement Period al Data Airport operational data was collected from the airport s Total Airport Management Information System (TAMIS) noise monitoring and flight tracking system, which tracks flights arriving and departing from PHL. From this data, operational characteristics were derived, including the number of operations, runway utilization, and information on individual flights. PHL typically operates in one of two configurations, based on the predominant direction of winds. The primary operating flow is a west flow with arrivals approaching the airport from a eastern direction, and departures from the airport on westbound headings. West flow consists of aircraft departures from s 27L, 27R, and 35 and aircraft arrivals to s 27L, 27R, 26, and 35. East flow consists of aircraft departures from s 9L, 9R, 8, and 17, and arrivals to s 9L, 9R, 8, and 17. Figure G-2 depicts the total number of arrivals and departures on each runway that occurred during the measurement period. On average, there were 691 arrivals and 685 departures per day during the G-6

7 measurement period, with the busiest days occurring on Wednesday, November 7 th and Thursday, November 8 th and the fewest operations occurring on Saturday, November 10 th Arrivals Departures /7/ /8/ /9/ /10/ /11/ /12/ /13/ /14/ /15/ /16/2008 Figure G-2. Airport s - November 7 th November 16 th, 2007 Over the course of the measurement period, the airport operated in a west flow configuration the majority of the time, accounting for over 95% of arrivals and departures. On November 10 th, the airport operated with approximately 30% of operations arriving and departing in east flow, and on November 14 th, an east flow configuration was in effect for over 90% of operations. Table G-4 depicts the percentage of time aircraft operated in either configuration. Table G-4. Daily Operating Configuration West Flow East Flow 7-Nov 99.9% 0.1% 8-Nov 98.0% 2.0% 9-Nov 97.9% 2.1% 10-Nov 69.3% 30.7% 11-Nov 99.9% 0.1% 12-Nov 99.7% 0.3% 13-Nov 98.5% 1.5% 14-Nov 9.3% 90.7% 15-Nov 99.6% 0.4% 16-Nov 99.9% 0.1% Source: Wyle, TAMIS, 2008 Note: East Flow: Arrivals to s 9L, 9R, 17; Departures from s 9L, 9R, 8, 17 West Flow: Arrivals to s 27L, 27R, 35, 26; Departures from s 27L, 27R, 35. Throughout the measurement period, s 9L/27R and 9R/27L were the most heavily utilized, accounting for over 76% of total operations, as shown in Table G-5. During west flow, 27L is the most heavily utilized departure runway, serving 70% or more of total operations, followed by 27R and is not used for departures. West flow arrivals primarily utilize G-7

8 27R, followed by 35 and 26. During times the airport is in east flow, 9L is the primary departure runway, and 9R is the primary arrival runway. The frequency of operations, runway utilization, and individual aircraft identification collected from the TAMIS system will be used to evaluate individual aircraft overflights in forthcoming sections. 7-Nov 8-Nov 9-Nov Flow West West West Table G-5. Percentage of s by L 27R 9R 27L UNK Total Arrivals 16% 24% 57% 0% 2% 100% Departures 4% 0% 14% 74% 7% 100% Arrivals 16% 23% 0% 58% 2% 100% Departures 1% 0% 4% 3% 13% 72% 7% 100% Arrivals 12% 24% 0% 62% 0% 1% 100% Departures 1% 4% 3% 18% 68% 7% 100% 1 Arrivals 5% 6% 19% 47% 22% 1% 100% 10-Nov Mixed Departures 5% 0% 4% 25% 7% 1% 51% 7% 100% 11-Nov 12-Nov 13-Nov West West West Arrivals 14% 26% 56% 0% 4% 100% Departures 5% 0% 12% 74% 9% 100% Arrivals 13% 24% 62% 1% 1% 100% Departures 0% 4% 0% 7% 84% 5% 100% Arrivals 16% 14% 67% 1% 1% 1% 100% Departures 0% 4% 1% 9% 81% 5% 100% 2 Arrivals 2% 13% 1% 7% 75% 0% 2% 100% 14-Nov Mixed Departures 11% 0% 71% 0% 5% 9% 4% 100% 15-Nov West Arrivals 12% 19% 67% 2% 0% 100% Departures 0% 0% 5% 1% 8% 0% 80% 6% 100% Arrivals 12% 24% 61% 0% 1% 100% 16-Nov West Departures 3% 0% 7% 83% 7% 100% 1-70% West Flow, 30% East Flow 2-90% East Flow, 10% West Flow Source: TAMIS, Wyle, 2008 G-8

9 G.2 Measured Noise Levels The following sections provide an overview of the metrics used to evaluate the noise environment at each site. These metrics include both cumulative noise exposure metrics such as L eq, percentile-exceeded sound level (L x ), and DNL, and single event metrics such as the maximum sound level ( ), sound exposure level (), and the number-of-events above (NA) a specified threshold. Sections G.2.1 and G.2.2 provide an analysis of the noise measurement results prior to the identification and matching of aircraft overflights. These sections present the total measured noise levels at each site. The metrics presented in Sections G.2.3 through G.2.5 are used to match aircraft overflights with measured noise data, and present the noise levels of individual aircraft overflight events. In Section G.2.6, DNL noise levels are presented for both the total measured noise levels and specific levels of aircraft noise events. G.2.1 Equivalent Sound Level (L eq ) The equivalent sound level (L eq ) represents the average sound level of all noise occurring over any specified period of time. The hourly L eq value includes both aircraft and community noise sources that occurred throughout the time period, and does not distinguish aircraft and community events. L eq values were calculated and presented on an hourly basis at each site. An hourly L eq value of 60 db represents the average sound level of a site over the period of 60 minutes, and would be equivalent to hearing a constant sound measuring 60 db for 60 continuous minutes with no variations. In the field, an hourly L eq is an average of sound levels that could range from the threshold of hearing to levels that exceed the threshold of hearing. Table G-6 presents the minimum and maximum hourly L eq values measured at each site for the 10-day measurement period. L eq values were also calculated for a 24-hour period. The range of measured L eq values shows the diversity of sound levels in the communities around the airport. Lower values typically occurred during nighttime hours, while higher values occurred during daytime hours when both the airport and communities were more active. The minimum values ranged from 29 to 53 db, while maximum L eq values ranged from 56 to 89 db. G-9

10 Location Table G-6. Minimum and Maximum Hourly Measured Equivalent Sound Levels Street Address Hourly L eq Minimum Maximum P Buist Ave., Philadelphia, PA P2 NMS #2 - Ft. Mifflin, Philadelphia, PA P3 NMS #4 Gloucester City, NJ P4 NMS #5 - West Deptford, NJ P5 NMS #6 - Tinicum Township, PA P6 NMS #8 - Collingswood, NJ P Luther Place, Philadelphia, PA P Woodland Ave., Sharon Hill, PA P9 220 Printz Ave., Essington, PA P Iroquois St., Lester, PA P11 91 Seneca St., Essington, PA P Shaw Rd., Ridley Park, PA P Carlisle Ave., Prospect Park, PA P Hickory Rd., Secane, PA P Laurel Rd., Landsdown, PA P Devon Rd., Norwood, PA P17 6 Moore Circle, Media, PA P Warren Ave., Cherry Hill, NJ P Prospect Rd., Haddonfield, NJ P Hopkins Ave., Haddonfield, NJ P Windward Drive, Mt. Royal, NJ P22 35 W. Broad St., Paulsboro, NJ P Parliament Way, Thorofare, NJ P Queen St., Woodbury, NJ P Upsan Downs, Ardencroft, DE P Inwood Rd., Wilmington, DE P27 2 Rigby Court, Garnet Valley, PA P28 5 Moore Circle, Media, PA Source: Wyle 2008 G.2.2 Percentile-Exceeded Sound Level (L x ) While L eq indicates the average sound level over a given period of time, percentile-exceeded sound levels (indicated as L x, where x is the percent of the time period in which a sound level exceeded) can provide details about the levels of sound exceeded over a given percentage of time. During the measurement period, sound levels were measured for A-weighted hourly sound levels exceeded 1, 10, 50, 90, and 99 percent of the time. The most commonly used of these metrics is L 90, which represents the sound level exceeded 90 percent of the time (54 minutes out of one hour) and is used to represent background sound levels. The background sound level is comprised of constant noises such as a distant freeway, and frequent noises such as voices or passing automobiles. L 1 is the sound level exceeded only 1 percent of the time and includes only infrequent loud noise events. For a one-hour interval the L 1 is the sound level exceeded for only 36 seconds. The L 10 is the sound level exceeded 10 percent of the time (6 minutes in an hour). It represents the A- weighted sound level of typical noisy events, some of which may be aircraft. The L 50 is the median sound level. During an hour, the measured sound levels are greater than the L 50 half of the time, and less than the L 50 half of the time. The L 99 is the sound level exceeded 99 percent of the time, which includes almost all measured noise. G-10

11 The average daily measured L x values (i.e. the 24-hour L x values for each day averaged over the 10-day monitoring program), including both community and aircraft events, are presented in Table G-7. Table G-7. Measured Average Daily Percentile-Exceeded Sound Levels Location Street Address L 1 L 10 L 50 L 90 L 99 P Buist Ave., Philadelphia, PA P2 NMS #2 - Ft. Mifflin, Philadelphia, PA P3 NMS #4 Gloucester City, NJ P4 NMS #5 - West Deptford, NJ P5 NMS #6 - Tinicum Township, PA P6 NMS #8 - Collingswood, NJ P Luther Place, Philadelphia, PA P Woodland Ave., Sharon Hill, PA P9 220 Printz Ave., Essington, PA P Iroquois St., Lester, PA P11 91 Seneca St., Essington, PA P Shaw Rd., Ridley Park, PA P Carlisle Ave., Prospect Park, PA P Hickory Rd., Secane, PA P Laurel Rd., Landsdown, PA P Devon Rd., Norwood, PA P17 6 Moore Circle, Media, PA P Warren Ave., Cherry Hill, NJ P Prospect Rd., Haddonfield, NJ P Hopkins Ave., Haddonfield, NJ P Windward Drive, Mt. Royal, NJ P22 35 W. Broad St., Paulsboro, NJ P Parliament Way, Thorofare, NJ P Queen St., Woodbury, NJ P Upsan Downs, Ardencroft, DE P Inwood Rd., Wilmington, DE P27 2 Rigby Court, Garnet Valley, PA P28 5 Moore Circle, Media, PA Source: Wyle, 2008 In most cases, the loudest L 1 levels occur at the sites co-located with the permanent noise monitors. Site P2, located at Fort Mifflin, directly underneath the west flow arrival path to 27L, has the highest L 1 level of 86 db. The L 90 level, which is indicative of the background noise level, was between 40 and 59 db for all sites during the measurement period. G.2.3 Single Event Analysis Following the completion of the noise measurement program, TAMIS radar tracking data from the airport was obtained for use in the noise measurement program analysis. The TAMIS data includes the following specific information about each flight operation: date, time, altitude, X and Y ground location coordinates, callsign (when available), beacon code, runway utilization, and operation type (arrival, departure, or overflight). G-11

12 Measured noise events were selected from the time histories of sound levels. These noise events had to meet two criteria: (1) s between specific minimum and maximum values; and (2) Sound levels above a specific threshold. These parameters (duration and threshold) were defined separately for each site based on field observations of the sound levels of aircraft and other noise sources such as automobiles and railroads. The parameters were intended to filter out most of the noise due to sources other than aircraft. A computer program was used to match each radar track to a corresponding measured noise event. This was accomplished using software that determines the point of closest approach of each operation to each of the noise monitoring sites closest to that flight track. The date and time of the point of closest approach is determined, and a noise event is searched which matches that date and time (within a small margin of error, which accounts for the speed of sound propagation and the actual position of the plane where the noise is at a maximum). If a matching noise event is found, the date, time,,, and duration are associated with the flight operation. This process is repeated for every noise monitoring site within a set distance from the site (typically a one-mile radius). In some cases, no noise event was measured during a given flight operation, due to excessive local noise near the noise monitor, lack of measured data (when the monitor was being serviced, or was malfunctioning), or the event was too quiet to be detected compared to the ambient noise level. These flights were not included in the analysis. In other cases, a noise event existed that did not correlate with any flight operations; such noise events were eliminated from the analysis. Eliminating these uncorrelated noise events greatly increased the accuracy of the analysis, since only noise events due to aircraft were used in the analysis. A database was compiled for each site, including all flight track and noise event data for every successful match. This database was checked by selecting matched flights and finding the corresponding noise data in the original time histories. The acoustic descriptors used to quantify single events are the Maximum Sound Level ( ) and the Sound Exposure Level (), both of which are expressed in decibels. The metric is described as the highest A-weighted integrated sound level that is measured during a single event in which the sound level values vary with time (e.g., an aircraft over-flight). In the simplest terms, is the highest sound level measured during a single noise event and describes the maximum level of a noise event, but does not take into account its duration. During an aircraft over-flight, the noise level starts at the ambient or background noise level, rises to the maximum level as the aircraft flies closest to the observer, and returns to the background level as the aircraft recedes into the distance. indicates the maximum sound level occurring for a fraction of a second. The Sound Exposure Level () is a composite metric that represents both the duration and magnitude (or amplitude) of a time-varying noise event, and is a logarithmic measure of the total acoustic energy that occurs during the noise event. Mathematically, it is defined as the total acoustic energy of an event from background to background (typically computed from 10 to 20 db from the event peak), but normalized to a one-second time period. The sound levels of individual time-varying events have several main characteristics the time when the sound level exceeds the lower threshold level, rising to a maximum noise level ( ) during the aircraft flyover, then the time during which the sound level decreases to the lower threshold level. In effect, the metric squeezes the energy of the entire noise event into one second. The single value represents the level of a constant sound that, in one second, would generate the same acoustic energy as the actual timevarying noise event. The principal benefit of is that it can be used to compare noise events that have different durations., therefore, represents the best metric to compare noise levels from different G-12

13 overflights. does not directly represent the sound level heard at any given time, but rather provides a measure of the net sound energy of the entire acoustic event. Note that describes only one dimension of an event; it provides no information on the cumulative noise exposure generated by a sound source. In fact, two events with identical may produce very different total exposures. One may be of very short duration, while the other may be much longer. However, provides some measure of the intrusiveness of the event and is one of the few noise metrics which people can actually hear or experience. Since aircraft overflights usually last longer than one second, and the value is normalized to one second, the of an overflight is higher than the of the same overflight. A general rule of thumb is that the of an aircraft event is approximately 10 db higher than the of the event (although can range anywhere from 7 to 12 db higher than ). Figure G-3 is a graphical representation of the comparison between the and metrics. The example shows the time history of an aircraft overflight, beginning at the background sound level (70 db), rising to the maximum sound level (93.5 db) as the aircraft approaches and flies overhead, and slowly fading into the background as the aircraft leaves the area. The area under the time history curve represents the total (A-weighted) acoustic energy of the event. Normalizing the event s total acoustic energy to one second to compute its yields db, as shown by the tall narrow bar (one second in width) in Figure G-3. Figure G-3. Graphical Representation of a Typical Flyover G.2.4 Number-of-events Above Threshold (NA) The matched aircraft noise events were analyzed to determine the average number of events that exceeded a set of defined thresholds. This analysis was completed for each site for each day of available data, and the results were averaged over the number of days the monitor was functional throughout the noise monitoring period. The number of events above or method has a distinct advantage in communicating certain aspects of noise exposure that are not available through the use of other metrics or tools. It is has been employed as supplemental metric in several studies in order to combine single-event noise levels with the G-13

14 number of aircraft operations. In essence, it answers the question of how many aircraft exceed a certain threshold noise level when flying over a specific location. Table G-8 presents the average daily number of aircraft noise events that exceeded the following levels: 60, 70, 80, and 90 db. The number of noise events are cumulative. For example, a noise event with an greater than 90 db is also included in the numbers of events with an greater than 60 db, 70 db and 80 db. Location Table G-8. Average Daily Noise Events ( ) Street Address Number-of-Events Above ( ) 90 db 80 db 70 db 60 db P Buist Ave., Philadelphia, PA P2 NMS #2 - Ft. Mifflin, Philadelphia, PA P3 NMS #4 Gloucester City, NJ P4 NMS #5 - West Deptford, NJ P5 NMS #6 - Tinicum Township, PA P6 NMS #8 - Collingswood, NJ P Luther Place, Philadelphia, PA P Woodland Ave., Sharon Hill, PA P9 220 Printz Ave., Essington, PA P Iroquois St., Lester, PA P11 91 Seneca St., Essington, PA P Shaw Rd., Ridley Park, PA P Carlisle Ave., Prospect Park, PA P Hickory Rd., Secane, PA P Laurel Rd., Landsdown, PA P Devon Rd., Norwood, PA P17 6 Moore Circle, Media, PA P Warren Ave., Cherry Hill, NJ P Prospect Rd., Haddonfield, NJ P Hopkins Ave., Haddonfield, NJ P Windward Drive, Mt. Royal, NJ P22 35 W. Broad St., Paulsboro, NJ P Parliament Way, Thorofare, NJ P Queen St., Woodbury, NJ P Upsan Downs, Ardencroft, DE P Inwood Rd., Wilmington, DE P27 2 Rigby Court, Garnet Valley, PA P28 5 Moore Circle, Media, PA Source: Wyle, 2008 Table G-9 presents the average daily number of aircraft noise events that exceeded the following levels: 60, 70, 80, and 90 db. As with, the numbers of noise events are also cumulative. G-14

15 Table G-9. Average Daily Noise Events () Number-of-Events Above () Location Street Address 90 db 80 db 70 db 60 db P Buist Ave., Philadelphia, PA P2 NMS #2 - Ft. Mifflin, Philadelphia, PA P3 NMS #4 Gloucester City, NJ P4 NMS #5 - West Deptford, NJ P5 NMS #6 - Tinicum Township, PA P6 NMS #8 - Collingswood, NJ P Luther Place, Philadelphia, PA P Woodland Ave., Sharon Hill, PA P9 220 Printz Ave., Essington, PA P Iroquois St., Lester, PA P11 91 Seneca St., Essington, PA P Shaw Rd., Ridley Park, PA P Carlisle Ave., Prospect Park, PA P Hickory Rd., Secane, PA P Laurel Rd., Landsdown, PA P Devon Rd., Norwood, PA P17 6 Moore Circle, Media, PA P Warren Ave., Cherry Hill, NJ P Prospect Rd., Haddonfield, NJ P Hopkins Ave., Haddonfield, NJ P Windward Drive, Mt. Royal, NJ P22 35 W. Broad St., Paulsboro, NJ P Parliament Way, Thorofare, NJ P Queen St., Woodbury, NJ P Upsan Downs, Ardencroft, DE P Inwood Rd., Wilmington, DE P27 2 Rigby Court, Garnet Valley, PA P28 5 Moore Circle, Media, PA Source: Wyle, 2008 G.2.5 Noise Contributors Tables G-10 through G-37 present the measured aircraft noise events with the highest sound levels (ranked by ) for each of the noise monitoring sites. Noise events are listed by date, operation type (arrival or departure), runway, aircraft type, and duration. Both and metrics are reported. Note that these results were taken from the available noise measurement data, and that additional events may have occurred while other noise near a given site interfered (for example, running a leaf-blower near the monitor), or while monitors were not functioning (for example, during site service or malfunctions). G-15

16 Table G-10. Site P1 Noise Contributors 12-Nov-07 Departure Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure UNK 106 Falcon Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Table G-11. Site P2 Noise Contributors 16-Nov-07 Arrival 27R 38 Boeing Nov-07 Arrival 27R 34 Boeing Nov-07 Departure 27R 54 Dehavilland Dash Nov-07 Arrival 27R 56 Boeing Nov-07 Arrival 27R 60 Boeing Nov-07 Departure 9L 52 McDonnell Douglas MD Nov-07 Arrival 27R 38 Embraer Nov-07 Arrival 27R 20 Embraer Nov-07 Arrival 27R 46 Canadair RJ Table G-12. Site P3 Noise Contributors 7-Nov-07 Arrival 27R 68 McDonnell Douglas MD Nov-07 Arrival 27R 60 Antonov Nov-07 Departure 9L 56 McDonnell Douglas MD Nov-07 Departure 9L 34 Boeing Nov-07 Arrival 27R 32 Antonov Nov-07 Arrival 27R 46 Antonov Nov-07 Arrival 27R 38 Antonov Nov-07 Departure 9L 48 Boeing Nov-07 Departure 9L 34 McDonnell Douglas MD Nov-07 Arrival 27R 50 McDonnell Douglas MD G-16

17 Table G-13. Site P4 Noise Contributors 14-Nov-07 Departure 8 48 Airbus A Nov-07 Arrival 27R 12 Embraer Nov-07 Departure 8 50 Unknown Nov-07 Departure 9L 34 Boeing Nov-07 Departure 9L 62 McDonnell Douglas MD Nov-07 Departure 9L 46 Boeing Nov-07 Departure 9L 62 McDonnell Douglas DC Nov-07 Arrival 27R 64 Boeing Nov-07 Departure 9L 48 Boeing Table G-14. Site P5 Noise Contributors 13-Nov-07 Arrival 27R 44 Boeing Nov-07 Arrival 27R 56 Boeing Nov-07 Arrival 27R 48 Boeing Nov-07 Arrival Canadair RJ Nov-07 Departure 27L 56 Canadair RJ Nov-07 Arrival Canadair RJ Table G-15. Site P6 Noise Contributors 14-Nov-07 Departure 9L 136 Boeing Nov-07 Departure 9L 40 Boeing Nov-07 Departure 9L 118 McDonnell Douglas MD Nov-07 Arrival 27R 66 Airbus A Nov-07 Arrival 27R 62 Antonov Nov-07 Arrival 27R 56 Boeing Nov-07 Arrival 27R 58 Antonov Nov-07 Arrival 27R 32 Boeing Nov-07 Arrival 27R 148 Airbus A Nov-07 Arrival 27R 74 Antonov G-17

18 Table G-16. Site P7 Noise Contributors 8-Nov-07 Departure Beech Baron Nov-07 Departure Beech Baron Nov-07 Departure 27L 78 Cessna Nov-07 Arrival Beechjet Nov-07 Departure Falcon Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure Beech Bonanza Nov-07 Departure Mitsubishi MU Table G-17. Site P8 Noise Contributors 8-Nov-07 Departure Dehavilland Dash Nov-07 Departure Piper Navaho Nov-07 Departure Gulfstream Nov-07 Departure Piper Navaho Nov-07 Departure Dehavilland Dash Nov-07 Departure Learjet Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure Beech Bonanza Nov-07 Departure Dehavilland Dash Table G-18. Site P9 Noise Contributors 7-Nov-07 Departure 27L 94 Canadair RJ Nov-07 Departure 27L 42 Antonov Nov-07 Departure 27R 68 Antonov Nov-07 Departure 27L 68 McDonnell Douglas MD Nov-07 Departure 27R 90 Antonov Nov-07 Departure 27R 48 McDonnell Douglas MD Nov-07 Departure 27L 48 Boeing Nov-07 Departure 27L 58 Antonov Nov-07 Departure 27L 46 McDonnell Douglas MD Nov-07 Departure 27R 102 McDonnell Douglas MD G-18

19 Table G-19. Site P10 Noise Contributors 15-Nov-07 Departure 27L 70 Boeing Nov-07 Departure 27L 28 Canadair RJ Nov-07 Departure 27R 50 Boeing Nov-07 Departure 27L 46 Canadair RJ Nov-07 Departure 27L 52 Boeing Nov-07 Departure 27L 124 McDonnell Douglas DC Nov-07 Departure 27L 68 McDonnell Douglas DC Nov-07 Departure 27L 60 Boeing Nov-07 Departure 27L 124 McDonnell Douglas MD Nov-07 Departure 27L 112 McDonnell Douglas DC Table G-20. Site P11 Noise Contributors 9-Nov-07 Departure 27R 116 McDonnell Douglas MD Nov-07 Departure 27L 128 McDonnell Douglas DC Nov-07 Departure 27L 124 McDonnell Douglas MD Nov-07 Departure 27L 36 McDonnell Douglas MD Nov-07 Departure 27L 40 Boeing Nov-07 Departure 27R 60 McDonnell Douglas DC Nov-07 Departure 27L 112 McDonnell Douglas MD Nov-07 Departure 27L 120 Boeing Nov-07 Departure 27L 108 McDonnell Douglas MD Nov-07 Departure 27L 48 McDonnell Douglas MD Table G-21. Site P12 Noise Contributors 15-Nov-07 Departure 27L 54 Boeing Nov-07 Departure 27R 58 McDonnell Douglas DC Nov-07 Departure 27L 84 McDonnell Douglas MD Nov-07 Departure 27L 64 Airbus A Nov-07 Departure 27R 128 Beech Baron Nov-07 Departure 27L 40 Airbus A Nov-07 Departure 27L 52 McDonnell Douglas DC Nov-07 Arrival UNK 52 Unknown Nov-07 Departure 27L 46 Boeing Nov-07 Departure 27L 62 Boeing G-19

20 Table G-22. Site P13 Noise Contributors 11-Nov-07 Departure 27R 72 Cessna Nov-07 Departure UNK 134 Dehavilland Dash Nov-07 Arrival 9R 28 Embraer Nov-07 Departure 27L 64 Boeing Nov-07 Departure 27R 106 Cessna Nov-07 Departure 27R 26 Beech King Air Nov-07 Departure 27R 64 Cessna 208 Caravan Nov-07 Departure 27R 132 Beech Baron Nov-07 Departure 27R 64 Boeing Nov-07 Departure 27R 56 Dehavilland Dash Table G-23. Site P14 Noise Contributors 16-Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure Beech Super King Air Nov-07 Departure Dehavilland Dash Nov-07 Departure Mitsubishi MU Nov-07 Departure Dehavilland Dash Nov-07 Departure 27L 42 Mitsubishi MU Nov-07 Departure Sikorski S-76 Helicopter Nov-07 Departure Dehavilland Dash Nov-07 Departure Beech Super King Air Table G-24. Site P15 Noise Contributors 16-Nov-07 Departure Beech Baron Nov-07 Departure Beech Baron Nov-07 Departure 9L 70 McDonnell Douglas DC Nov-07 Departure Cessna Citation Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash Nov-07 Departure 9L 90 Airbus A Nov-07 Departure 9R 54 Airbus A Nov-07 Departure Dehavilland Dash Nov-07 Departure Dehavilland Dash G-20

21 Table G-25. Site P16 Noise Contributors 16-Nov-07 Departure 27L 76 Dehavilland Dash Nov-07 Departure 27R 72 Cessna Nov-07 Departure 27R 90 Learjet Nov-07 Departure 27L 98 Beech Baron Nov-07 Departure 27R 106 Beech Baron Nov-07 Departure UNK 66 Dehavilland Dash Nov-07 Departure 27R 52 Cessna Nov-07 Departure 27R 70 Cessna 208 Caravan Nov-07 Departure 27R 64 Embraer Nov-07 Arrival UNK 40 Unknown Table G-26. Site P17 Noise Contributors 7-Nov-07 Departure UNK 78 McDonnell Douglas MD Nov-07 Departure 27L 86 McDonnell Douglas MD Nov-07 Departure 27R 94 McDonnell Douglas MD Nov-07 Departure 27L 76 McDonnell Douglas MD Nov-07 Departure 27L 110 McDonnell Douglas MD Nov-07 Departure 27R 60 McDonnell Douglas MD Nov-07 Departure 27L 82 Airbus A Nov-07 Departure 27L 64 McDonnell Douglas MD Nov-07 Departure 27L 76 McDonnell Douglas MD Nov-07 Departure 27L 58 Airbus A Table G-27. Site P18 Noise Contributors 7-Nov-07 Arrival 27R 62 Airbus A Nov-07 Arrival 27R 104 Antonov Nov-07 Arrival 27R 64 Airbus A Nov-07 Arrival 27R 52 Gulfstream Nov-07 Arrival 27R 88 McDonnell Douglas MD Nov-07 Arrival 27R 86 Antonov Nov-07 Arrival 27R 74 Embraer Nov-07 Arrival Bell 430 Helicopter Nov-07 Departure 9L 38 Boeing Nov-07 Arrival 27R 80 Antonov G-21

22 Table G-28. Site P19 Noise Contributors 13-Nov-07 Arrival 27R 66 Canadair RJ Nov-07 Departure 9L 58 Helicopter Nov-07 Arrival 27R 92 Airbus A Nov-07 Departure 9L 104 Unknown Nov-07 Arrival 27R 66 Airbus A Nov-07 Arrival 27R 150 Embraer Nov-07 Arrival 27R 50 Boeing Nov-07 Arrival 27R 58 Boeing Nov-07 Arrival 27R 64 Airbus A Nov-07 Arrival 27R 72 Airbus A Table G-29. Site P20 Noise Contributors 9-Nov-07 Arrival 27R 42 Canadair RJ Nov-07 Arrival 27R 66 Embraer Nov-07 Arrival 27R 50 Airbus A Nov-07 Departure 9L 56 Helicopter Nov-07 Arrival 27R 146 Boeing Nov-07 Arrival 27R 66 Boeing Nov-07 Arrival 27R 56 Boeing Nov-07 Arrival 27R 64 Boeing Nov-07 Arrival 27R 60 Boeing Nov-07 Departure 9L 96 Unknown Table G-30. Site P21 Noise Contributors 11-Nov-07 Departure 27L 72 Antonov Nov-07 Arrival Canadair RJ Nov-07 Arrival Beech Baron Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Departure 27R 78 McDonnell Douglas MD Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash G-22

23 Table G-31. Site P22 Noise Contributors 7-Nov-07 Departure UNK 34 Cirrus SR-20/ Nov-07 Departure UNK 96 Cirrus SR-20/ Nov-07 Departure UNK 66 Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Departure Beech Baron Nov-07 Arrival Beechjet Nov-07 Arrival Canadair RJ Nov-07 Arrival Mitsubishi MU Nov-07 Arrival Canadair RJ Nov-07 Arrival Dehavilland Dash Table G-32. Site P23 Noise Contributors 13-Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Boeing Nov-07 Arrival Boeing Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Canadair RJ Nov-07 Arrival Canadair RJ Nov-07 Arrival Dehavilland Dash Table G-33. Site P24 Noise Contributors 9-Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Canadair RJ Nov-07 Arrival Canadair RJ Nov-07 Arrival Canadair RJ Nov-07 Arrival Dehavilland Dash Nov-07 Arrival 27R 32 Canadair RJ Nov-07 Arrival Dehavilland Dash Nov-07 Arrival Beech Baron G-23

24 Table G-34. Site P25 Noise Contributors 14-Nov-07 Arrival 9R 44 McDonnell Douglas MD Nov-07 Departure 27L 112 Boeing Nov-07 Departure 27L 76 Boeing Nov-07 Departure 27L 82 McDonnell Douglas DC Nov-07 Departure UNK 90 McDonnell Douglas MD Nov-07 Departure 27L 150 McDonnell Douglas MD Nov-07 Departure 27L 56 Boeing Nov-07 Arrival 9R 44 Boeing Nov-07 Departure 27L 86 Gulfstream Nov-07 Departure 27L 68 McDonnell Douglas DC Table G-35. Site P26 Noise Contributors 14-Nov-07 Arrival 9R 52 Boeing Nov-07 Departure 27L 64 Boeing Nov-07 Arrival 9R 74 Antonov Nov-07 Arrival 9R 136 McDonnell Douglas MD Nov-07 Departure 27L 118 Boeing Nov-07 Arrival 9R 80 McDonnell Douglas DC Nov-07 Arrival 9R 48 Airbus A Nov-07 Departure 27R 92 McDonnell Douglas MD Nov-07 Departure 27R 84 Boeing Nov-07 Arrival 9R 72 McDonnell Douglas DC Table G-36. Site P27 Noise Contributors 15-Nov-07 Departure 27L 114 McDonnell Douglas DC Nov-07 Arrival 9R 80 Canadair RJ Nov-07 Departure 27L 98 Boeing Nov-07 Departure 27L 54 Boeing Nov-07 Departure 27L 68 Boeing Nov-07 Departure 27L 80 Boeing Nov-07 Departure 27L 100 McDonnell Douglas MD Nov-07 Departure 27L 76 McDonnell Douglas DC Nov-07 Departure 27R 112 McDonnell Douglas MD Nov-07 Departure 27L 100 Airbus A G-24

25 Table G-37. Site P28 Noise Contributors 13-Nov-07 Departure 27L 98 McDonnell Douglas MD Nov-07 Departure 27L 50 Airbus A Nov-07 Departure 27L 48 Boeing Nov-07 Departure 27L 64 Boeing Nov-07 Departure 27L 40 Airbus A Nov-07 Departure UNK 46 Boeing Nov-07 Departure 27L 58 Embraer Nov-07 Departure Mitsubishi MU Nov-07 Departure 27L 70 Canadair RJ Nov-07 Departure 27L 84 Canadair RJ G.2.6 Day-Night Average Sound Level (DNL) The Day-Night Average Sound Level (DNL) is used for the evaluation of both community and aircraft noise, and is the metric adopted by the FAA for the evaluation of aircraft noise impact. The DNL is the energyaverage of the sound levels at a location over a 24-hour period, with a 10-decibel penalty added to nighttime sound levels between 10:00 p.m. and 7:00 a.m. The penalty accounts for the added intrusiveness of sounds that occur during normal sleeping hours, both because of the increased sensitivity to noise during these hours and because ambient sound levels during nighttime are typically about 10 db lower than during daytime. The DNL represents total average sound exposure during one day, and does not represent the sound level heard at any particular time. For example, a DNL of 65 db could result from a few very noisy events or from a large number of quieter events. In this study three different types of DNL were computed: (1) Total DNL, (2) DNL, and (3) Community DNL. The total DNL is comprised of all noise sources present at a noise monitoring location, and is computed from measured hourly average sound levels (L eq ).. In cases where the monitor was undergoing service or was malfunctioning, the DNL values were calculated using the available data for each day. The DNL was calculated using only the noise events caused by aircraft, resulting from the correlation process described previously. The of each aircraft noise event (including the 10 db penalty for nighttime flights) which correlated with a radar track were summed and used to compute the aircraft DNL. The community DNL for each monitoring location is comprised of all other noise not correlated with an aircraft event. The community DNL includes noise from railroad and automotive traffic, lawnmowers, dogs, and other local non-aircraft noise sources at each site. It is calculated by logarithmically subtracting the aircraft DNL from the total DNL. For each site, the DNL values were logarithmically averaged over the ten-day period, and are presented for the total, aircraft, and community DNL in Table G-38. G-25

26 Location P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 P11 P12 P13 P14 Street Address 7535 Buist Ave., Philadelphia, PA NMS #2 - Ft. Mifflin, Philadelphia, PA NMS #4 - Gloucester City, NJ NMS #5 - West Deptford, NJ NMS #6 - Tinicum Township, PA NMS #8 - Collingswood, NJ 8542 Luther Place, Philadelphia, PA 1308 Woodland Ave., Sharon Hill, PA 220 Printz Ave., Essington, PA 439 Iroquois St., Lester, PA 91 Seneca St., Essington, PA 382 Shaw Rd., Ridley Park, PA 1508 Carlisle Ave., Prospect Park, PA 730 Hickory Rd., Secane, PA Table G-38. Daily and Average DNL DNL 10-Day 7-Nov 8-Nov 9-Nov 10-Nov 11-Nov 12-Nov 13-Nov 14-Nov 15-Nov 16-Nov Average Total Community Total a Community Total Community Total Community Total Community Total Community Total Community Total Community Total Community Total a Community Total Community Total Community Total Community Total Community a - Monitor malfunction b - Monitor was placed at P17, but moved to P28 on 13 Nov c - Noise levels at site exceeded normal operating paramters Shaded boxes indicate partial days - values were not included in the calculation of total DNL Source: Wyle, 2008 G-26