Staff: C. Leqve, S. Skramstad, J. Lewis, D. Bitner, A. Nyren, J. Felger, J. Nelson

Transcription

1 METROPOLITAN AIRPORTS COMMISSION MSP NOISE OVERSIGHT COMMITTEE MEETING MINUTES Wednesday,, 1:30 p.m. General Offices, Lindbergh Conference Room Call to Order A regularly scheduled meeting of the MSP Noise Oversight Committee (NOC), having been duly called, was held Wednesday,, in the Lindbergh Conference Room of the Metropolitan Airports Commission s General Offices. Chair Loeffelholz called the meeting to order at 1:30pm. The following were in attendance: Representatives: K. Hoffmann, K. Erazo, T. Valento, S. Holme, M. Kline, T. Beutell, M. Loeffelholz, E. Petschel, M. Otto, E. Glidden, T. Fitzhenry, J. Bergman Staff: C. Leqve, S. Skramstad, J. Lewis, D. Bitner, A. Nyren, J. Felger, J. Nelson Others: J. Teppen City of Inver Grove Heights; D. Rosemark City of St. Paul; C. Costello City of Richfield; T. Perillo Northwest Airlines/Delta; P. Dmytrenko City of Richfield; W. Eginton Inver Grove Heights; L. Moore - Bloomington 1. Approval of the Minutes of the 19 November 2008 and 21 January 2009 Meeting Minutes IT WAS MOVED BY REPRESENTATIVE BERGMAN AND SECONDED BY REPRESENTATIVE PETSCHEL TO APPROVE THE 18 NOVEMBER 2008 AND THE 21 JANUARY 2009 MEETING MINUTES. THE MOTION CARRIED BY UNANIMOUS VOTE. 2. Update on Runway 17 RNAV Departure Procedure Trial Chad Leqve, Technical Advisor, informed Committee members a 4-hour trial of the Runway 17 RNAV Departure Procedure was conducted on 24 February 2009 from 9:30am 1:30pm. Eighteen flights including regional jet, 757 and Airbus aircraft flew the procedure. Leqve reported that the trial was successful. He showed a graphic depicting flight tracks of aircraft that used the MCONL and RUMLE fixes; on the graphic, the swath of grey tracks are for flights that were vectored to those fixes, and the narrow green tracks are for flights that used the RNAV procedure. Leqve showed another graphic depicting the gate penetrations of the same tracks; on the graphic, the large cluster of blue diamonds show the penetrations by the vectored aircraft, and the narrow cluster of pink diamonds show the penetrations by aircraft using the RNAV procedure. Leqve stated that the average deviation to the left or right of the desired track by aircraft using the RNAV procedure is 150 feet. Leqve noted that the datum outlier depicted on the graphics was a flight on which the pilots were flying the procedure by hand and were momentarily distracted in the cockpit and overflew the desired RNAV track. He assured Committee members that discussions were held with the pilots of that flight to determine there was nothing inherently wrong with the RNAV concept.

2 Page 2 Leqve noted that utilization of the Runway 17 RNAV Procedure means there is a higher degree of concentration of overflights over specific geographic locations. Leqve showed a graphic depicting where the RNAV tracks overfly residential land uses southwest of Minneapolis-St Paul International Airport. He pointed out that the minimum altitude of aircraft flying the RNAV procedure during the trial was 3644 feet, while the maximum altitude was over 5700 feet, with the average altitude being approximately 4600 feet. Leqve noted that he will meet with representatives from the City of Burnsville regarding the RNAV procedure to make sure any questions they may have are addressed and that any concerns regarding the implementation of the Runway 17 RNAV Procedure are dealt with proactively. Representative Petschel, Mendota Heights, noted that the Runway 12L/12R RNAV Procedure tracks over Interstates 494 and 35E and asked if there is concern regarding overflights in that area. Leqve stated that MAC staff is in the process of evaluating that issue and that the results of the evaluation will be brought to the Committee for review. Petschel said it was her understanding the procedure replicates, to an extent, the Crossing-in-the- Corridor Procedure which has been in use for some time. She noted there have not been a significant number of complaints from residents regarding the use of the Crossing-in-the- Corridor Procedure. Leqve stated that the topic will be on the Committee s agenda for its next meeting. Leqve noted that the next step is a 24-hour test of the Runway 17 RNAV Procedure, which is planned to take place Tuesday and Wednesday, April He pointed out that that date may shift depending on weather. He noted that, if the 24-hour test is deemed successful, a 30-day trial of the procedure would be established. If the 30-day test is deemed successful, the necessary paperwork would be submitted to the Federal Aviation Administration (FAA) for approval to make the procedure public use. Leqve noted that Representative Wilcox, Bloomington, recently attended a meeting of the National Organization to Insure a Sound-controlled Environment (NOISE), at which interest was expressed in the efforts the MAC is making regarding RNAV at MSP. According to Leqve, Wilcox indicated that the NOISE is interested in advocating for the work the MAC is doing and has added RNAV at MSP to its legislative agenda for the year. Representative Valento, MBAA, asked if the 24-hour test on April 2009 will be conducted by general aviation aircraft. Leqve clarified that only airlines involved in the 4-hour trial on 29 February will be involved in the April test. Representative Beutell, Northwest Airlines/Delta Retired, asked if the MSP Air Traffic Control Tower (ATCT) had provided any feedback regarding the 29 February test. Leqve replied that he would characterize the MSP ATCT response as pleased, as was the response of individuals in the TRACON. Representative Bergman, At-large Representative, if the crew members participating in the April 2009 test will be the same crew members that participated in the 29 February trial. Leqve said it is possible they may be but that they will not necessarily be the same members.

3 3. Runway 12L/30R Reconstruction Communication Plan Page 3 Chad Leqve, Technical Advisor, reminded the Committee that the center section of the south parallel runway was reconstructed in 2007 and noted that the center section of the north parallel runway is now scheduled to be reconstructed. He noted that the plan is to close Runway 12L/30R on 17 August 2009 and to re-open it on or about 30 October Leqve noted that airport operations will be modified during this period, and reminded Committee members that various operational scenarios were discussed at the Committee s 21 January 2009 meeting. He reminded Committee members that one Visual Flight Rules (VFR) scenario calls for arrivals on Runways 17 and 22 and departures off of Runway 12R; it is anticipated this scenario will be utilized 41-45% of the time. The second VFR scenario calls for arrivals on Runways 35 and 30L and departures off of Runway 17; it is anticipated this scenario will be utilized 21-23% of the time during the reconstruction period. The third scenario calls for arrivals on Runways 35 and 30L and departures off of Runway 30L; it is anticipated this scenario will be utilized 21-23% of the time. Leqve noted that, in addition, there are two marginal VFR scenarios that may be utilized. In the first scenario, arrivals would be on Runways 35 and 30L with departures off of Runway 4; it is anticipated this scenario would be utilized 1-6% of the time. In the second scenario, arrivals would be on Runways 17 and 22 with departures off of Runway 12R; it is anticipated this scenario would be utilized 1-6% of the time. Leqve noted that there was more inclement weather during the 2007 reconstruction project period than had been anticipated, which skewed how often Instrument Flight Rules (IFR) scenarios were utilized from what had been anticipated. There are two IFR scenarios that may be used during the 2009 reconstruction project period. In the first, arrivals would be on Runway 35 and departures would be off of Runway 22; it is anticipated this scenario would be utilized 2-4% of the time. In the second scenario, arrivals would be on Runway 12R and departures would be off of Runway 17; it is anticipated this scenario would be utilized 2-3% of the time during the 2009 reconstruction project period. Leqve noted that in determining the VFR and IRF scenarios, weather data from were analyzed and runway use percentages were calculated for each scenario by calculating Runway Utilization Constraints and FAR Weather Minimums. First priority was given to the scenario(s) with the least amount of delay. Leqve summarized that, during the 2009 reconstruction project period: Arrivals on Runway 17 should occur, typically, 30-31% of the time Arrivals on Runway 35 should occur, typically, 24-25% of the time Arrivals on Runway 4 should occur, typically, 21-22% of the time Arrivals on Runway 22 should occur, typically, 0% of the time Arrivals on Runway 30L should occur, typically, 2-3% of the time Arrivals on Runway 12R should occur, typically, 20-21% of the time Departures off of Runway 17 should occur, typically, 21-23% of the time Departures off of Runway 35 should occur, typically, 16-18% of the time Departures off of Runway 4 should occur, typically, <1% of the time Departures off of Runway 22 should occur, typically, 5-9% of the time Departures off of Runway 30L should occur, typically, 31-33% of the time Departures off of Runway 12R should occur, typically, 21-23% of the time

4 Page 4 Leqve noted that noticeable operational changes will include no operations on Runway 12L/30R, arrivals on Runway 17 with flights queuing over downtown Minneapolis, arrivals on Runway 22 and departures off of Runway 35 (which should be minor due to consistency with existing routes off of Runway 30R). Leqve stated that the plan to communicate operational changes during the 2009 reconstruction period to residents is identical to the plan that was used for the 2007 reconstruction period. The four elements of the plan are as follows: MSP Noise News Newsletter The first and second quarter 2009 editions of the newsletter will provide details regarding the modified operations at MSP during the construction. The newsletter is mailed to approximately 4,400 households around MSP. Web Page A web page will be developed on the MAC Noise Program website detailing how the airport will be operated during construction, areas that should anticipate increased operations, and contact information for further information. MAC staff will coordinate with the impacted cities to ensure a link connects city websites to the runway construction web page. Post Card A total of two postcards will be mailed to residents in impacted areas (including elected officials). One postcard will be mailed in mid-may 2009 and one will be mailed to arrive two weeks prior to the first planned community open house. The postcard will include a general announcement of the operational changes, notification of the community open houses, an Internet address for the construction web page and MAC staff contact information to receive more detailed information. MAC staff will coordinate with the impacted cities to establish appropriate postcard distribution areas. Community Open Houses A total of four community open houses will be conducted prior to the commencement of construction. Two community open houses will be held two weeks prior to the beginning of construction and two will be held one week prior to construction. The open house locations will include sites in the cities of Minneapolis, St. Paul, Eagan and Bloomington. Representative Glidden, Minneapolis, asked if cities will receive information regarding the areas to which the postcard mailings are sent. Leqve said areas for mailing will be determined and vetted through the appropriate cities for consultation and coordination. Glidden asked if Leqve could give a sense of the difference between the runway use percentages that were projected for the 2007 reconstruction period and the actual runway use percentages. Leqve pointed out that those percentages were determined by HNTB and stated that he believes there is consensus that use of historic weather data for determining VFR and IFR scenarios is the most credible approach to take. Glidden noted that residents have expressed safety concerns regarding sight line issues and the way aircraft depart or approach the airport. She asked how confident the MAC is that there is no safety concern. Leqve stated that the Federal Aviation Administration has set criteria for establishing a safe operational environment at an airport and that those criteria will not change during the reconstruction period. Representative Beutell, Northwest Airlines/Delta Retired, noted that the same concerns were expressed prior to the 2007 reconstruction period and he pointed out that there were no operational issues in terms of safety during that reconstruction. He added that there is little maneuverability available when an aircraft is taking off; the FAA is aware of that and sets

5 Page 5 aircraft separation to take that into account. He stated that all pilots are trained to look out the cockpit windows when they can and to use automation as quickly as possible after take-off so that they can look out the window. Glidden noted that the City of Minneapolis will likely request an update on the runway reconstruction at its committee meetings and have information available on it local cable access channels. Leqve stated that he would be happy to help with those efforts. Representative Petschel, Mendota Heights, noted that residents often obtain information through city television and she encouraged the MAC to attend various city council meetings to convey reconstruction information to as many people as possible. IT WAS MOVED BY REPRESENTATIVE FITZHENRY AND SECONDED BY REPRESENTATIVE HOLME TO APPROVE THE MSP CONSTRUCTION OPERATIONS COMMUNICATION PLAN AS OUTLINED. THE MOTION CARRIED BY UNANIMOUS VOTE. 4. Annual MSP Noise Contour Report 2008 Actual Noise Contour Chad Leqve, Technical Advisor, reminded Committee members that a noise contour report for the previous year will be generated annually in satisfaction of the requirements of the Consent Decree. He noted that the report will contain information on INM Grid Point Analysis, and comparison of 2008 actual noise to the 2007 forecast mitigated noise contour. Leqve noted this year s report was completed on 25 February He pointed out that the format of the report and the types of information contained in it were determined cooperatively by the cities involved in the noise mitigation litigation that eventually gave rise to the Consent Decree. Leqve pointed out that the 2007 forecast noise contour called for 582,366 total operations at MSP, while the actual number of operations was 449,972 a reduction of approximately 22.7% in operations. He noted that the bulk of the reductions occurred in scheduled passenger air carrier and in cargo operations. He stated that the 2008 actual operations are down slightly from the 2007 actual number of operations of 453,567 (a 0.8% reduction). Leqve stated that the 2008 actual average daily operations of hushkitted Stage 3 aircraft were down from the 2007 forecast mitigated number. In 2008 there were average daily number of hushkitted aircraft at MSP compared to in He noted that 2008 actual nighttime operations increased by 5.2 average daily operations from the 2007 forecast mitigated number. In 2008 the average daily number of total nighttime operations was 128.5, down from average daily nighttime operations in Leqve noted that the use of Runway 12L for departure operations is higher and departure operations on Runway 12R are lower than what was forecasted. In addition, the use of Runway 30L for departures and the use of Runway 12R for arrivals, especially at night, are higher than the percentage use numbers forecasted. Leqve noted that the 2008 actual contours are smaller than the 2007 actual contours, due to hushkitted and nighttime operations being reduced. He pointed out that the 2008 contours were developed using the most current version of the Integrated Noise Model (INM) (7.0a) and that previous contours were developed using older versions of INM. Capabilities incorporated

6 Page 6 into INM 7.0a have the effect of increasing the size of the 2008 actual noise contour by as much as 3-10% over what INM 6.1 would have modeled. Leqve added that the MAC used new flight analysis methodology radar-to-inm flight track correlation that provides the ability to directly match radar flight tracks to the appropriate INM tracks. 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. Leqve pointed out that, when comparing the 2008 actual noise contour to the 2007 forecast mitigated contour, a small lobe of the 2008 contour extends past the 2007 contour. He reminded Committee members that arrival operations on Runway 12R are higher than what was forecast, which accounts for the lobe extension. In addition, the 2008 lobe extension to the north, beyond the 2007 forecast contour, is a function of updated flight track modeling capabilities. The small 2008 lobe extension beyond the 2007 forecast contour in Richfield is the result of increased use of Runway 30L for departures during nighttime hours. Leqve noted that, in total, the 2008 actual noise contour is smaller than the 2007 forecast mitigated contour by 2, acres (a 17.4% reduction) in the 60 DNL contour. The 2008 actual noise contour is smaller than the 2007 forecast mitigated contour by 1, acres (a 21% reduction) in the 65 DNL contour. Leqve pointed out that there is an overall decrease of 1,089 residential units in the 65 DNL contour and of 323 residential units in the DNL contours when comparing the 2008 actual noise contour and the 2007 forecast mitigated contour. Leqve reminded Committee members there are 39 remote monitoring towers (RMT) around the airport that collect data 24 hours a day, 365 days a year. Actual aircraft DNL levels at each RMT site for 2008 were compared to the model impact noise level indicated in the model; close correlation was determined, with an average difference of 1.6 db between and an absolute difference of 1. Leqve noted that the 2008 count of residential units within the actual 60 DNL noise contour that have not received noise mitigation around MSP is 6,749, a reduction of 26.1% from the total of 9,128 in There are no unmitigated homes in the 2008 actual 65 DNL noise contour around MSP. Chair Loeffelholz asked what the progress is on the DNL contour of the noise mitigation program. John Nelson, MAC Airport Development, stated that as part of Phase 1 and as of 23 March 2009 designs had been completed for 274 of 453 homes. He noted that by 1 July 2009, the MAC is to have entered all homes in the pre-construction phase, and that that requirement had been met as of 19 March Nelson stated that a letter to that effect will be sent to plaintiffs council and city managers as appropriate. He stated that the construction phase must be completed for 250 homes by 1 July Nelson noted that that goal has been exceeded. He stated that approximately 325 more homes must be completed by 1 September Nelson said the MAC will meet that target. He noted the final deadline for all homes to be completed by 31 December 2009; Nelson projects the MAC will achieve that goal in mid-october Nelson stated that over 125 homes have been invited to participate in Phase 2 of the project ($4K or air-conditioning package, or the $14,625 package with no air-conditioning) and those services have been contracted. Nelson stated that the target is for 715 homes to be completed and he estimates that 435 will have windows and doors installed in the 5 db phase of the project. He noted that it may take 6-7 weeks to completion if a homeowner chooses to

7 Page 7 have windows and doors installed as they must be manufactured, but that it may take only 3 weeks to completion if a homeowner chooses only air-conditioning. Loeffelholz asked if the MAC or homeowners are in line to receive any benefits from the recently passed federal economic stimulus package. Nelson said he does not any stimulus funding for this noise mitigation project, but that there is an energy savings tax credit within the stimulus package. He has requested that CenterPoint Energy and the Center for Energy and Environment prepare a report for him detailing how the credits may be utilized with respect to communications with homeowners. He noted that homeowners would generally be the recipients of the credits, but the MAC is making payments for the materials so clarity on the tax credit process needs to be achieved. Loeffelholz asked where the project will stand related to the overall budget for the noise mitigation project. Nelson said project target was $ M but that he ran the numbers recently and he is forecasting approximately $122M. He cautioned there are factors such as a consumer price index adjustment that must be done each year, escalating costs, and offsetting efficiencies that add elasticity to that figure. 5. Public Comment Period There were no public comments. The next meeting of the NOC is scheduled for Wednesday, 20 May The meeting adjourned at 1:57pm. Respectfully submitted, Christene Sirois Kron, Recording Secretary