Noise Exposure Map Update Louisville International Airport

Transcription

1 oise xposure Map pdate ouisville International Airport Marh 2011

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3 oise xposure Map pdate ouisville International Airport In Compliane with 14 CF Part 150 Marh 2011 ouisville egional Airport Authority P.. Box 9129 ouisville, entuy

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7 Contents F oise xposure Map pdate Contents Glossary... vii 1 ICI History of oise and and se Compatibility at the ouisville International Airport Projet oation and etting CF Part 150 verview oise xposure Map oise Compatibility Program ay-ight Average ound evel, Community annoyane oise/and se Compatibility Guidelines Projet oles and esponsibilities ouisville egional Airport Authority Federal Aviation Administration Community oise Forum Consulting team FAA Chelist XIIG I CMPAIBIIY PGAM Program lements ummary Airraft perational/abatement Measures Program lements ummary oise Mitigation Measures Program lements ummary Program Management Measures A Jurisdition and Zoning around the Airport Compatible and se Analysis and se Measures and aquisition and reloation ound insulation PM F I C Airport Physial Parameters Airport perations evelopment of 2011 operations perations in evelopment of 2016 operations perations in Airraft oise and Performane Charateristis unway tilizations xisting Conditions unway tilization Foreast Conditions unway tilization Flight ra Geometry and tilization Flight ras for All Airraft exept Military Airraft Area avigation (A) Flight ras Flight ras for Military Airraft verall Flight ra ensity Meteorologial Conditions errain XIIG A FCA I XP MAP Comparison of 2011 xisting Contours and 2016 Foreast Contours ouisville egional Airport Authority v

8 Contents F oise xposure Map pdate 5.2 Compatible and se Analysis Histori esoures and on-esidential oise-ensitive and ses within the oise Contours esidential and ses and Population within the oise Contours PBIC PAICIPAI Community oise Forum Publi orshop Publi Input eeived during the tudy Proess Figures Figure 1 ouisville International Airport and urrounding Communities... 5 Figure 2 Perentage of People Highly Annoyed... 7 Figure 3 xisting F Airport ayout Figure 4 xisting (2011) orth Flow Arrival and eparture ras Figure 5 xisting (2011) outh Flow Arrival and eparture ras Figure 6 Foreast (2016) orth Flow Arrival and eparture A ras Figure 7 Foreast (2016) outh Flow Arrival and eparture A ras Figure 8 Military Arrival and eparture ras Figure 9 Flight ra ensity Plot for ouisville International Airport Jet epartures Figure 10 Flight ra ensity Plot for ouisville International Airport Jet Arrivals Figure 11 xisting Condition (2011) oise xposure Map Figure 12 Foreast Condition (2016) oise xposure Map Figure 13 Comparison of xisting (2011) and Foreast (2016) oise xposure Maps ables able 1 14 CF PA 150 oise/and se Compatibility Guidelines... 8 able 2 14 CF Part 150 oise xposure Map Chelist able 3 unway etails able perations ummary able 5 Modeled Average aily Airraft perations for able perations ummary able 7 Modeled Average aily Airraft perations for able 8 Adjustments to eparture tage engths Based on aeoff eights Boeing able 9 verall unway se Perentages for able 10 Modeled Average aily unway se for able 11 Modeled Average aily Civilian urbojet unway se by ime of ay for able 12 Annual Average Contraflow Perentages able 13 hree-year Historial Average aily unway se for ate Morning ime of ay able 14 verall unway se Perentages for able 15 Modeled Average aily unway se for able 16 Modeled Average aily Civilian urbojet unway se by ime of ay for able 17 A Airraft ist able 18 A Arrival Flight ras (Proedures) for able 19 A eparture Flight ras (Proedures) for able 20 Military Fixed-ing Airraft Flight ras and se able 21 Military Heliopter Flight ras and se able 22 Comparison of and Area nlosed by the 2011 and 2016 db Contours able 23 umber of Histori esoures and on-esidential ensitive eeptors within the 2011 and 2016 Contours able 24 isting of Histori esoures and on-esidential ensitive eeptors within the 2011 and 2016 Contours able 25 stimated esidential Population within 2011 and 2016 Contours able 26 Community oise Forum Meetings vi Marh 2011.

9 Contents F oise xposure Map pdate GAY A - Airports istrit ffie AA - Aurate avigation AI - Amerian ational tandards Institute AA - Airport afety and oise Abatement At AA - Air raffi Ativity ata ystem AC - Air raffi Control AC - Air raffi Control ower CF - Code of Federal egulations CF - Community oise Forum db - eibel - ay-ight Average ound evel I - nvironmental Impat tatement MC - nhaned raffi Management ystem Counts FAA - Federal Aviation Administration FI - Final nvironmental Impat tatement FM - Flight Management ystem FI - Finding f o ignifiant Impat GI - Geographi Information ystem GP - Global Positioning ystem HMMH - Harris Miller Miller & Hanson In. H - epartment of Housing and rban evelopment ICA - International Civil Aviation rganization IM - Integrated oise Model yag - entuy Air ational Guard AA - oal Area Augmentation ystem AIP - ouisville International Airport Improvement Program ouisville egional Airport Authority vii

10 Contents F oise xposure Map pdate A - oalizer type iretional Aid JIC - ouisville and Jefferson County Information Consortium AA - ouisville egional Airport Authority AAI - avigational Aid ystem CP - oise Compatibility Program M - oise xposure Map - oise evel edution AA - egional Airport Authority A - Area avigation A - eord of Approval IP - esidential ound Insulation Program F - ouisville International Airport I - tandard Instrument eparture A - tandard erminal Arrival oute AF - erminal Area Foreast P - nited Parel ervie viii Marh 2011.

11 ICI F oise xposure Map pdate 1 ICI he emphasis on airraft noise ompatibility planning started with the passing of the Airport afety and oise Abatement (AA) At of his at gave the Federal Aviation Administration (FAA) the authority to issue regulations on noise ompatibility planning and provide a means for federal funding for projets dediated to improving the noise environment around an airport. hese regulations beame the impetus for publishing itle 14 of the Code of Federal egulation (CF) Part 150. As a result, 14 CF Part 150 Airport oise Compatibility Planning, 1 sets forth standards for airport operators to use in doumenting noise exposure in their airport environs and for establishing programs to minimize noise-related land use inompatibilities. hile partiipation in this program by an airport is voluntary, over 250 airports, inluding ouisville International Airport (F), have partiipated in the program, whih assists in standardizing noise analysis at a national level. Airport partiipation provides aess to federal funding for implementing any FAA-approved noise ompatibility program measure. 14 CF Part 150 inludes two prinipal elements: (1) a oise xposure Map (M) and (2) a oise Compatibility Program (CP). he ouisville egional Airport Authority (AA) is updating the M only at this time. his volume presents the draft updated oise xposure Map doumentation for ouisville International Airport, as required by the speifi provisions of 14 CF Part 150 ubpart B, etion , and Appendix A. A separate volume, oise xposure Map pdate ouisville International Airport Appendies, inludes the Appendies referened in the M doumentation. he purpose and goals of this M update are to: pdate the F M to reflet urrent implementation of the oise Compatibility Program and to reflet urrent and foreasted airraft operations at F Collet, analyze and report information regarding urrent and foreasted operations as it relates to F airraft noise and land use ompatibility Continue implementation of the oise Compatibility Program, in partiular, the voluntary residential land aquisition program and sound insulation program hare data and information with the publi Appendix A of this doument provides a referene to noise fundamentals and terminology. his hapter provides a historial perspetive of the 14 CF Part 150 at F (etion 1.1); a brief summary of the loation and setting (etion 1.2); an introdution to 14 CF Part 150 (etion 1.3); projet roles and responsibilities (etion 1.4); and a ompleted opy of the FAA M review helist (etion 1.5). 1.1 History of oise and and se Compatibility at the ouisville International Airport he existing airraft noise and land use ompatibility programs at F began with the 1990 nvironmental Impat tatement (I) for the ouisville International Airport Improvement Program (AIP). he AIP I addressed the potential environmental impats of: (1) the onstrution and use of parallel unways and 17-35, (2) related airfield development projets, and (3) the aquisition and reloation of businesses and residential properties. 1 itle 14 of the Code of Federal egulations (CF) Part 150. ouisville egional Airport Authority 1

12 ICI F oise xposure Map pdate As part of the AIP I, noise analyses were performed for 1988 (existing onditions) and future years 1995 and 2010 with and without the proposed projet. he analyses onluded that overall noise exposure in the ommunity would be substantially redued with the AIP in 1995 and 2010 as a result of (1) onstrution of the new parallel runways, (2) nited Parel ervie s (P) ommitment to operate only 14 CF Part 36 tage 3 airraft at the Airport, (3) aquisition of residential properties near the Airport, and (4) implementation of the following mitigation measures: Preferential daytime runway use program maximum use of unways 17 and 17 for departures (south flow) Contraflow airraft operations (arrivals from the south and departures to the south) beginning no earlier than 10:00 p.m. and ending no later than 7:00 a.m. traight-out, extended departure flight tra proedures on unways 17, 17, 35, and 35 he AIP I anowledged, however, that noise exposure would inrease in some areas as a result of the new runways and assoiated flight tras. By 2010, noise exposure levels were predited to be signifiant south of the Airport in Minor ane Heights and outh Par iew. As part of the AIP I, the egional Airport Authority of ouisville and Jefferson County 2 (AA) ommitted to (1) soundproofing Minor ane Heights lementary hool, the niversity of ouisville, and the histori residene at 2111 outh Par oad; (2) undertaing other preventive and orretive land use measures; and (3) ompleting a 14 CF Part 150 oise and and se Compatibility tudy. As reommended by the AIP I, the AA ompleted its first oise xposure Map in he offiial M provided maps for the existing and future onditions of 1991 and 1997, respetively. he FAA found the M in ompliane with 14 CF Part 150 requirements and aepted the M tober 13, he FAA approved the assoiated CP in 1994 and a supplemental CP in In 2003, the AA submitted updated oise xposure Maps for 2003 and 2008 and an updated oise Compatibility Program. he FAA found the 2003 and 2008 Ms in ompliane with 14 CF Part 150 requirements effetive on ovember 18, 2003 (Appendix B). n May 14, 2004, the FAA approved in full 20 of the 42 measures proposed in the CP pdate. f the remaining 22 measures, eight were approved in part, three were disapproved, four were disapproved for 14 CF Part 150 purposes, and seven were ategorized as no ation. he FAA too no ation beause additional tehnial and environmental analyses were required to determine feasibility and environmental impats. he approvals indiate that the ations would, if implemented, be onsistent with the purposes of 14 CF Part 150. he FAA, on August 4, 2009, provided a eord of Approval (A) for three of the seven measures previously ategorized as no ation. Copies of the May 14, 2004 and August 4, 2009 eord of Approvals are provided in Appendix C. 1.2 Projet oation and etting he Airport is loated in Jefferson County approximately 5 miles south of downtown ouisville. he Airport is loated within a built-up urban environment. esidential neighborhoods and ommerial enters are loated to the north, south, east, and west of the Airport. he niversity of ouisville and the entuy Fair & xposition Center (the Fairgrounds) are north of the Airport. arehouses and industrial failities are loated south of the Airport along Fern alley oad 2 he egional Airport Authority of ouisville and Jefferson County provided operation and management of ouisville International Airport until In 2003 the City of ouisville annexed the area of Jefferson County forming a merged government. he name of the Airport governing body was then hanged to the ouisville egional Airport Authority (AA). 3 FAA approved the CP April 8, 1994 and a supplemental CP ovember 13, Marh 2011

13 ICI F oise xposure Map pdate and uter oop rive, inluding a Ford Motor Company plant and the Jefferson County andfill. he outh Par iew neighborhood is loated near the intersetion of Interstates 265 and 65. he east side of the Airport is bordered by Interstate 65 and the dgewood neighborhood. he west side of the Airport is bordered by the CX ailroad tras and the Beehmont eighborhood. A large industrial trat is loated on the west side of Crittenden rive, ontiguous with the Airport. Primary aess to the Airport is provided via Interstate 264 (the atterson xpressway), an east-west orridor on the north side of the Airport. Interstate 264 intersets Interstate 65 northeast of the Airport. Interstate 65 parallels the Airport to the east and provides aess to downtown ouisville and Interstate 265 (the Gene nyder Freeway), loated approximately 3 miles south of the Airport. Figure 1 shows the Airport and its surrounding area for referene CF Part 150 verview 14 CF Part 150 sets forth a proess for airport proprietors to follow in developing and obtaining FAA approval of programs to redue or eliminate inompatibilities between airraft noise and surrounding land uses. In establishing the requirements for the development of noise ompatibility programs at airports, 14 CF Part 150 presribes speifi standards and systems for: Measuring noise stimating umulative noise exposure esribing other means to assess the impats of noise (inluding single airraft event levels and umulative levels) Coordinating oise Compatibility Program development with loal land use offiials and other interested parties oumenting the analytial proess used in developing ompatibility program ubmitting doumentation to the FAA Providing for FAA and publi review proesses As a result of applying these speifi standards and systems, as stated earlier, 14 CF Part 150 inludes two formal submissions to the FAA: the M and the CP. he AA is updating the M only at this time oise xposure Map he M doumentation desribes the airport layout and operation, airraft-related noise exposure, land uses in the airport environs, and the resulting noise/land use ompatibility situation. he airraft noise exposure is expressed in deibels (db) in terms of the ay-ight Average ound evel (). 4 Contours of equal values, similar to topographi ontours of equal elevation, form the basis for evaluating the noise exposure to the ommunity. he M must address two time frames: (1) data representing the year of submission (the existing onditions ) and (2) the fifth alendar year or later following the year of submission (the foreast onditions ). he M also addresses how the foreast operations will affet the ompatibility of the land uses depited. he primary objetive is to desribe the urrent and foreast onditions at the airport and the noise effets of the airraft ativity on the surrounding ommunities. hile this desription is normally proessed into individual noise exposure maps, 14 CF Part 150 requires more than a simple map to provide all the 4 etion provides a brief overview of. oise metris and noise effets are disussed in detail in Appendix A. ouisville egional Airport Authority 3

14 ICI F oise xposure Map pdate neessary information. he information required to provide the graphis and baground for analysis inlude suh tass as: Colleting historial aviation ativity data suh as airraft fleet mix, number and type of operations, airraft departure weights, runway utilization eveloping a foreast airraft ativity for a period at least five years in the future from the year representing the existing onditions etermining airraft flight tras and usage based on radar data, if available, or other soure data Creating the neessary inputs to the FAA Integrated oise Model using the average annual input onditions to inlude airport onfiguration, meteorologial data, operations, et. btaining approval for user-speified airraft substitutions or profiles from the FAA Conduting supplemental noise measurements in aordane with 14 CF Part 150, A150.5, to better haraterize any speial noise effets on the ommunity (optional and not inluded with this M update) Colleting data from loal jurisditions to establish detailed land use data in the airport environs stimating population data within the loal area herefore, in addition to the graphis, an extensive effort is made to doument, through tabulated information and text disussions, the noise environment due to airraft ativity at the airport now and in the future. hus, the M doumentation desribes the data olletion and analysis undertaen in development and graphi depition of existing and future noise exposure resulting from airraft operations and the land uses in the airport environs. uring the proess, the airport initiates and maintains ontat with the loal airport ommunity, via the previously formed Community oise Forum, desribed in etion 1.4.3, to get the various perspetives on the modeling inputs. After onsidering all staeholder and publi omments, the airport sponsor submits the M doument to the FAA, and, subsequent to a thorough review, the FAA maes a determination of ompliane with the 14 CF Part 150 standards. he year of submission for this update is herefore, the existing onditions noise ontours are for 2011 and the five-year foreast ase ontours are for oise Compatibility Program he CP is essentially a list of the ations the airport proprietor proposes to undertae to minimize existing and future noise/land use inompatibilities. his 2011 M pdate did not modify the F CP, but reviewed the existing program measures and implementation status in etion ay-ight Average ound evel, In simple terms, is the average noise level over a 24-hour period exept that noises ourring at night (defined as 10:00 p.m. to 7:00 a.m.) are artifiially inreased by 10 db. his weighting is intended to reflet the added intrusiveness of nighttime noise events attributable to the fat that ommunity baground noise levels derease at night. More information on (and other ommonly used noise metris) an be found in Appendix A. 14 CF Part 150 requires airport noise studies to be based on omputer modeled ontour estimates depited in terms of equal-exposure 65, 70 and 75 db noise ontours. he AA has requested the 2011 M update also inlude the 60 db ontour for information purposes only. 4 Marh 2011

15 264 MI B Y B PY Q I AG I G A I M IA A I A A Y B PA A C MAIC Jeff ers on Cou B ul nty litt C oun ty 1 A AI B IC P H Hollyvilla C A HI A MP egend xpressway esidential/ingle Family hools Arterial esidential Multi-Family Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se Figure 1 ouisville International Airport and urrounding Communities AF oise xposure Map pdate ouisville International Airport duational Muniipal Boundary ound Insulation Areas College/niversity Airport eloation Area 65 CA IG A A GA G IC B MA Airport Boundary Coulter Mapping olutions (CM), In. County Boundary MP HI 3 Y A -8 4 CA C M I PA Y GA B H 7 I P Y AY M HA A A A I H I A I B C H A MM A H P BA A A 7 outh Par iew 17 of ouisville niversity 2 15 H Y AA A I 26 JH H H P 2 G 3 2 Y 1 6 H A A 26 C H IX I H 264 Y 264 H hively P Y H 2 35 Histori istrit ransportation on-istrit Histori ite aant / ndefined 0 2,500 Feet 5,000 ± CI 1 29 IC Y84 P 17 Y P Parway illage F Y ynnview A B Y H P 265 B A CA B A B 9 H Poplar Hills Audubon Par C G I X AY AY G Y F F A B M AI FF I B Y J A I M AI A M H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure1_Airport_Communities.mxd AMP A P P A 1 Y-84 A H I FF G 1 5 H B 7 H 3 4 H 6 Y H I I 2 A IP 6H H JA BY C P P HI 1 AY BA 264 IA A atterson Par H P I Y 64 A X BA P Y BA A 1 Y A Y 65 A 64 M ty C ou n rso n Jeffe ty Coun Clar 71 P J CH A B A G B 71 C est Buehel trathmoor Manor P I trathmoor illage F YA IA I Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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17 ICI F oise xposure Map pdate Community annoyane umerous psyhoaousti surveys provide substantial evidene that individuals reations to noise vary widely for a given noise exposure level. However, sine the early 1970 s, researhers have determined, and subsequently onfirmed, that a ommunity s aggregate response is generally preditable and relates reasonably well to measures of umulative noise exposure, suh as. Figure 2 shows the widely reognized relationship between environmental noise and the perentage of people highly annoyed, annoyane being the ey indiator of ommunity response usually ited in this body of researh. Figure 2 Perentage of People Highly Annoyed oure: Federal Interageny Committee on oise, ol. 2, ehnial eport. Federal Ageny eview of eleted Airport oise Analysis Issues. August (From data provided by AF Armstrong aboratory). pp his relationship shows that 12 to 13 perent of the exposed population will be highly annoyed at levels of 65 db, and that perentage inreases to 22 to 23 perent at levels of 70 db oise/and se Compatibility Guidelines he FAA, other federal agenies, and several states have used the information on ommunity reation to noise to reate guidelines for identifying the land uses that are ompatible with whih noise exposure levels the more noise-sensitive the land use, the lower the noise exposure should be in order to ahieve ompatibility. Aording to these FAA guidelines, all identified land uses, even the more noise-sensitive ones, normally are ompatible with airraft noise at levels below 65 db. he signifiane of this level is supported in a formal way by standards adopted by the.. epartment of Housing and rban evelopment (H). Part 51 of the Code of Federal egulations indiates that areas exposed to levels less than or equal to 65 db are aeptable for H funding. Areas exposed to noise levels between 65 db and 75 db are normally unaeptable, and require speial abatement measures and review. hose at 75 db and above are unaeptable exept under very limited irumstanes. ouisville egional Airport Authority 7

18 ICI F oise xposure Map pdate FAA land use guidelines, as defined in 14 CF Part 150 and reprodued here in able 1, are unhanged sine the previous Part 150 update and again used for this M update. able 1 14 CF PA 150 oise/and se Compatibility Guidelines oure: 14 CF Part 150, Appendix A, able 1 Yearly ay-ight Average ound evel,, in eibels and se < >85 esidential se esidential other than mobile homes and transient lodgings Y (1) (1) Mobile home par Y ransient lodgings Y (1) (1) (1) Publi se hools Y (1) (1) Hospitals and nursing homes Y Churhes, auditoriums, and onert halls Y Governmental servies Y Y ransportation Y Y Y(2) Y(3) Y(4) Y(4) Paring Y Y Y(2) Y(3) Y(4) Commerial se ffies, business and professional Y Y holesale and retail--building materials, hardware and farm equipment Y Y Y(2) Y(3) Y(4) etail trade--general Y Y Y(2) Y(3) Y(4) tilities Y Y Y(2) Y(3) Y(4) Communiation Y Y Manufaturing and Prodution Manufaturing general Y Y Y(2) Y(3) Y(4) Photographi and optial Y Y Agriulture (exept livesto) and forestry Y Y(6) Y(7) Y(8) Y(8) Y(8) ivesto farming and breeding Y Y(6) Y(7) Mining and fishing, resoure prodution and extration Y Y Y Y Y Y ereational utdoor sports arenas and spetator sports Y Y(5) Y(5) utdoor musi shells, amphitheaters Y ature exhibits and zoos Y Y Amusements, pars, resorts and amps Y Y Y Golf ourses, riding stables, and water rereation Y Y ey to able 1 otes are presented on the following page CM: tandard and se Coding Manual. Y(Yes): (o): and use and related strutures ompatible without restritions. and use and related strutures are not ompatible and should be prohibited. : oise evel edution (outdoor to indoor) to be ahieved through inorporation of noise attenuation into the design and onstrution of the struture. 25, 30, or 35: and use and related strutures generally ompatible; measures to ahieve of 25, 30, or 35 db must be inorporated into design and onstrution of struture. 8 Marh 2011

19 ICI F oise xposure Map pdate otes for able 1 he designations ontained in this table do not onstitute a Federal determination that any use of land overed by the program is aeptable or unaeptable under Federal, tate, or loal law. he responsibility for determining the aeptable and permissible land uses and the relationship between speifi properties and speifi noise ontours rests with the loal authorities. FAA determinations under 14 CF Part 150 are not intended to substitute federally determined land uses for those determined to be appropriate by loal authorities in response to loally determined needs and values in ahieving noise ompatible land uses. 1. here the ommunity determines that residential or shool uses must be allowed, measures to ahieve outdoor to indoor oise evel edution () of at least 25 db and 30 db should be inorporated into building odes and be onsidered in individual approvals. ormal residential onstrution an be expeted to provide a of 20 db, thus, the redution requirements are often started as 5, 10, or 15 db over standard onstrution and normally assume mehanial ventilation and losed windows year round. However, the use of riteria will not eliminate outdoor noise problems. 2. Measures to ahieve of 25 db must be inorporated into the design and onstrution of portions of these buildings where the publi is reeived, offie areas, noise sensitive areas or where the normal noise level is low. 3. Measures to ahieve of 30 db must be inorporated into the design and onstrution of portions of these buildings where the publi is reeived, offie areas, noise sensitive areas or where the normal noise level is low. 4. Measures to ahieve of 35 db must be inorporated into the design and onstrution of portions of these buildings where the publi is reeived, offie areas, noise sensitive areas or where the normal noise level is low. 5. and use ompatible provided speial sound reinforement systems are installed. 6. esidential buildings require an of esidential buildings require an of esidential buildings not permitted. 1.4 Projet oles and esponsibilities everal groups were involved in the development of the M update, inluding the ouisville egional Airport Authority, the Federal Aviation Administration, the Community oise Forum, and the onsulting team ouisville egional Airport Authority As the airport operator, the AA has authority over the M update study elements and submission to FAA. he AA retained a team of onsultants to ondut the tehnial wor required to fulfill the M analysis and doumentation requirements, and to assist in publi outreah and onsultation. etion desribes the omposition of the onsulting team and the general assignment of responsibilities among its members. he AA utilized the existing Community oise Forum (CF) to ensure that outside staeholders were provided appropriate representation and involvement in this M update. he CF is a ey element of the omprehensive publi involvement program onduted over the ourse of the M update, as desribed further in etion Federal Aviation Administration For the M update, the FAA responsibility inludes a review of the submission to determine that the tehnial wor, onsultation, and doumentation omply with 14 CF Part 150 requirements. he FAA must also approve the non-standard modeling requests, if any are proposed. he final role of the FAA is to aept or not aept the M update. FAA involvement inludes partiipation by staff from at least two levels in the ageny: he Memphis Airports istrit ffie (A) and/or Airports-outhern egion evaluates and aepts (or does not aept) the M and supporting doumentation in aordane with 49..C. etion (enabled by the Aviation afety and oise Abatement At of 1979). ouisville egional Airport Authority 9

20 ICI F oise xposure Map pdate FAA headquarters, in partiular the Airport Planning and nvironmental ivision (APP-400) and the ffie of nvironment and nergy oise ivision (A-100) reviews and approves (or disapproves) of non-standard data inputs to the FAA Integrated oise Model (IM). he FAA also provides Federal funding to omplete the M update Community oise Forum he AA onvened a Community oise Forum to monitor the implementation of the CP, and the CF harter was adopted Marh 7, he CF is omprised of designated representatives from a broad spetrum of entities. hese entities inlude the AA s Board of iretors, the AA Management, ouisville Air raffi Control staff, ouisville Airport Affairs Committee, entuy Air ational Guard, nited Parel ervie, General Aviation ommunity at F, niversity of ouisville, ouisville Metro Government, Airport eighbors Alliane, outhern Indiana, and ommunity representatives from eah quadrant bounding the airport. he CF formed the ore advisory group during this M update proess. he members are responsible for representing their onstituents throughout the M update proess, and review and provide omments on projet material. he CF also provides a medium for disussion of omplex issues and sharing of differing perspetives on airraft noise issues. etion 6 disusses the publi partiipation proess, inluding the CF partiipation, during the development of the M update for F Consulting team he AA ontrated with the onsulting firm of Harris Miller Miller & Hanson In. (HMMH) to omplete the tehnial wor required for the M update. HMMH has overall projet management responsibility for the M update, has responsibility for all noise-related tehnial elements, as well as responsibilities for airspae proedures, and assistane with land-use, airport plan and publi outreah. ther elements of the M update were handled through a number of subonsultant agreements. he Boeing Company assisted with determining, and modeling, the airraft operational proedures pilots use at F. CH2M Hill In. reviewed the existing Master Plan Foreasts and the urrent FAA erminal Area Foreast (AF) foreasts to prepare the M update foreast that is reasonably onsistent with reent developments at F. hile originally planned for year 2015, the foreast was also found to be representative of year 2016 whih ultimately was the foreast year for the M update. Coulter Mapping olutions In. oordinated, olleted, and organized the base map and verified the land use data. Guthrie/Mayes Publi elations assisted with CF meeting briefings as well as ongoing regular oordination between the AA staff and HMMH projet team members. 1.5 FAA Chelist he FAA has developed helists for their internal use in reviewing M submissions. he FAA prefers that the oise xposure Map doumentation inlude opies of the helists. able 2 presents a ompleted opy of the M helist. 5 he Community oise Forum s harter is available at 10 Marh 2011

21 ICI F oise xposure Map pdate able 2 14 CF Part 150 oise xposure Map Chelist oure: FAA/APP, ashington, C, Marh 1989; revised June 2005; reviewed for urreny 12/ Airport ame: ouisville International Airport I. ubmitting and Identifying the M: 14 CF PA 150 I XP MAP CHCI-PA I I: Yes o upporting Pages/eview Comments A. ubmission properly identified: C.F.. Part 150 M? X Cover page, etion 1, p M and CP together? X /A nly M update 3. evision to Ms FAA previously determined to be in ompliane with Part 150? X etion 1.1, p. 2 B. Airport and Airport perator s name are identified? X Certifiation, p. iii C. CP is transmitted by operator s dated over letter, desribing it as a Part 150 submittal and requesting appropriate FAA determination? X Cover letter II. Consultation: [150.21(b), A (a)] A. Is there a narrative desription of the onsultation aomplished, inluding opportunities for publi review and omment during map development? B. Identifiation of onsulted parties: X etion 6, p Are the onsulted parties identified? X etion 6, p o they inlude all those required by (b) and A (a)? 3. Agenies in 2., above, orrespond to those indiated on the M? C. oes the doumentation inlude the airport operator's ertifiation, and evidene to support it, that interested persons have been afforded adequate opportunity to submit their views, data, and omments during map development and in aordane with (b)?. oes the doument indiate whether written omments were reeived during onsultation and, if there were omments that they are on file with the FAA regional airports division manager? III. General equirements: [150.21] X etion 6, p. 93 X etion 6, p. 93 X Certifiation p. iii and etion 6 X etion 6 and Appendix A. Are there two maps, eah learly labeled on the fae with year (existing ondition year and one that is at least 5 years into the future)? B. Map urreny: 1. oes the year on the fae of the existing ondition map graphi math the year on the airport operator's M submittal letter? 2. Is the foreast year map based on reasonable foreasts and other planning assumptions and is it for at least the fifth alendar year after the year of submission? X X X xisting (2011) M is Figure 11; Foreast (2016) M is Figure 12 Cover letter; Figure 11 is 2011 existing M Cover letter; Figure 12 is year foreast M; Appendix 6 ouisville egional Airport Authority 11

22 ICI F oise xposure Map pdate Airport ame: ouisville International Airport 14 CF PA 150 I XP MAP CHCI-PA I 3. If the answer to 1 and 2 above is no, the airport operator must verify in writing that data in the doumentation are representative of existing ondition and at least 5 years foreast onditions as of the date of submission? I: Yes /A o upporting Pages/eview Comments C. If the M and CP are submitted together: /A 1. Has the airport operator indiated whether the foreast year map is based on either foreast onditions without the program or foreast onditions if the program is implemented? /A 2. If the foreast year map is based on program implementation: a. Are the speifi program measures that are refleted on the map identified? b. oes the doumentation speifially desribe how these measures affet land use ompatibilities depited on the map? 3. If the foreast year M does not model program implementation, the airport operator must either submit a revised foreast M showing program implementation onditions [B150.3 (b), (f)] or the sponsor must demonstrate the adopted foreast year M with approved CP measures would not hange by plus/minus 1.5? [150.21(d)] /A /A /A I. MAP CA, GAPHIC, A AA QIM: [A , A , A , (a)] A. Are the maps of suffiient sale to be lear and readable (they must be not be less than 1 to 2,000'), and is the sale indiated on the maps? (ote (1) if the submittal uses separate graphis to depit flight tras and/or noise monitoring sites, these must be of the same sale, beause they are part of the doumentation required for Ms.) (ote (2) supplemental graphis that are not required by the regulation do not need to be at the 1 to 2,000 sale) B. Is the quality of the graphis suh that required information is lear and readable? (efer to C. through G., below, for speifi graphi depitions that must be lear and readable) C. epition of the airport and its environs. 1. Is the following graphially depited to sale on both the existing ondition and foreast year maps: x X 1 to 5,000 sale of all map figures in main doument with 1 to 2,000 sale maps of Ms and flight tras inluded in poet folders All figures a. Airport boundaries X b. unway onfigurations with runway end numbers X Figure 11 (2011) and Figure 12 (2016) Ms 2. oes the depition of the off-airport data inlude? a. A land use base map depiting streets and other identifiable geographi features b. he area within the 65 db (or beyond, at loal disretion) X X Figures with geographi information delineates the boundaries and names of jurisditions with planning and land use ontrol authority in an area well beyond the 65 db 12 Marh 2011

23 ICI F oise xposure Map pdate Airport ame: ouisville International Airport 14 CF PA 150 I XP MAP CHCI-PA I. Clear delineation of geographi boundaries and the names of all jurisditions with planning and land use ontrol authority within the 65 db (or beyond, at loal disretion). 1. Continuous ontours for at least 65, 70, and 75 db? I: Yes X X o upporting Pages/eview Comments All ontour figures 2. Has the loal land use jurisdition(s) adopted a lower loal standard and, if so, has the sponsor depited this on the Ms? 3. Based on urrent airport and operational data for the existing ondition year M, and foreast data representative of the seleted year for the foreast M?. Flight tras for the existing ondition and foreast year timeframes (these may be on supplemental graphis whih must use the same land use base map and sale as the existing ondition and foreast year M), whih are numbered to orrespond to aompanying narrative? F. oations of any noise monitoring sites (these may be on supplemental graphis whih must use the same land use base map and sale as the offiial Ms) X X Certifiation letter, p. iii and etion 4.2 presents urrent and foreast operational data and other modeling inputs X Figures 4 through 8 X G. onompatible land use identifiation: 1. Are nonompatible land uses within at least the 65 db noise ontour depited on the map graphis? 2. Are noise sensitive publi buildings and histori properties identified? (ote: If none are within the depited M noise ontours, this should be stated in the aompanying narrative text.) 3. Are the nonompatible uses and noise sensitive publi buildings readily identifiable and explained on the map legend? 4. Are ompatible land uses, whih would normally be onsidered nonompatible, explained in the aompanying narrative?. AAI PP F MAP AA: [150.21(a), A150.1, A , A ] A. 1. Are the tehnial data and data soures on whih the Ms are based adequately desribed in the narrative? 2. Are the underlying tehnial data and planning assumptions reasonable? B. Calulation of oise Contours: X X X /A X X epited on Figure 11 (2011) and Figure 12 (2016) Ms. ables 23 and 24 provide nonresidential noise-sensitive reeptor ounts for 2011 and 2016 etion 4 presents urrent and foreast operational data and other modeling inputs; Appendix 1. Is the methodology indiated? X etion 4, p. 35; IM 7.0b a. Is it FAA approved? X etion 4, p. 35; IM 7.0b ouisville egional Airport Authority 13

24 ICI F oise xposure Map pdate Airport ame: ouisville International Airport 14 CF PA 150 I XP MAP CHCI-PA I b. as the same model used for both maps? (ote: he same model also must be used for CP submittals assoiates with M determinations already issued by FAA where the CP is submitted later, unless the airport sponsor submits a ombined M/CP submittal as a replaement, in whih ase the model used must be the most reent version at the time the update was started.). Has A approval been obtained for use of a model other than those that have previous blanet FAA approval? I: Yes X /A o upporting Pages/eview Comments 2. Corret use of noise models: a. oes the doumentation indiate, or is there evidene, the airport operator (or its onsultant) has adjusted or alibrated FAA-approved noise models or substituted one airraft type for another that was not inluded on the FAA s pre-approved list of airraft substitutions? b. If so, does this have written approval from A, and is that written approval inluded in the submitted doument? 3. If noise monitoring was used, does the narrative indiate that Part 150 guidelines were followed? X X /A etters requesting FAA approval and FAA response for airraft substitutes and user-defined profiles ee Appendies, F, G, and H 4. For noise ontours below 65 db, does the supporting doumentation inlude an explanation of loal reasons? (ote: A narrative explanation, inluding evidene the loal jurisdition(s) have adopted a noise level less than 65 db as sensitive for the loal ommunity(ies), and inluding a table or other depition of the differenes from the Federal table, is highly desirable but not speifially required by the rule. However, if the airport sponsor submits CP measures within the loally signifiant noise ontour, an explanation must be inluded if it wants the FAA to onsider the measure(s) for approval for purposes of eligibility for Federal aid.) C. onompatible and se Information: /A he 60 db ontour is shown for informational purposes only. 1. oes the narrative (or map graphis) give estimates of the number of people residing in eah of the ontours ( 65, 70 and 75, at a minimum) for both the existing ondition and foreast year maps? 2. oes the doumentation indiate whether the airport operator used able 1 of Part 150? X etion 5.2 able 25, p. 91 X etion 1.3, p. 8 a. If a loal variation to table 1 was used: (1) oes the narrative learly indiate whih adjustments were made and the loal reasons for doing so? /A (2) oes the narrative inlude the airport operator's omplete substitution for table 1? /A 14 Marh 2011

25 ICI F oise xposure Map pdate I. Airport ame: ouisville International Airport 14 CF PA 150 I XP MAP CHCI-PA I 3. oes the narrative inlude information on selfgenerated or ambient noise where ompatible or nonompatible land use identifiations onsider nonairport and non-airraft noise soures? 4. here normally nonompatible land uses are not depited as suh on the Ms, does the narrative satisfatorily explain why, with referene to the speifi geographi areas? 5. oes the narrative desribe how foreast airraft operations, foreast airport layout hanges, and foreast land use hanges will affet land use ompatibility in the future? MAP CIFICAI: [150.21(b), (e)] I: Yes /A /A o upporting Pages/eview Comments X etion 5.2, p. 82 A. Has the operator ertified in writing that interested persons have been afforded adequate opportunity to submit views, data, and omments onerning the orretness and adequay of the draft maps and foreasts? B. Has the operator ertified in writing that eah map and desription of onsultation and opportunity for publi omment are true and omplete under penalty of 18..C. etion 1001? X X Certifiation, p. iii ouisville egional Airport Authority 15

26 ICI F oise xposure Map pdate his page intentionally left blan 16 Marh 2011

27 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate 2 XIIG I CMPAIBIIY PGAM he AA developed the first F 14 CF Part 150 CP in A revised CP was submitted to the FAA in 2003 and inluded a mix of noise abatement, program management, and land use elements. he FAA s eord of Approval (A) for the 2003 CP was issued in May 2004 and listed the CP elements in the order presented below. Italiized text is taen diretly from the 2004 FAA A. In addition, the FAA prepared a seond A in August 2009 that ontains the FAA s approval/disapproval deisions for 3 of the 7 CP measures that were previously deferred. Appendix C provides opies of both the May 2004 and August 2009 A. n May 14, 2004, the FAA approved 20 of the 42 measures proposed. he approvals indiate that the ations would, if implemented, be onsistent with the purposes of 14 CF Part 150. f those measures (22) not fully approved, eight were approved in part, three were disapproved, four were disapproved for 14 CF Part 150 purposes, and seven were ategorized as no ation. he FAA too no ation beause the data provided for those seven measures were insuffiient to allow an approval/disapproval determination. n August 4, 2009, the FAA released another A to address the seven previously deferred no ation measures. 2.1 Program lements ummary Airraft perational/abatement Measures his setion ontains a summary of the 18 airraft operational/abatement measures submitted to the FAA in prior studies. A paraphrased summary of eah measure is presented below in italis. he summary is followed by an evaluation of the measure to date. his CP will not be altered as part of this M update. his disussion of the existing CP is organized in the same manner as the FAA s A. A-1. Maintain outh flow runway preferene Approved as oluntary his measure would ontinue the urrent daytime preferene for south flow when wind onditions permit exept as revised in measure A-3 below. FAA Ation: (May 14, 2004) Approved as voluntary. his measure ontinues a previously approved measure that plaes flights over areas to the south that are less densely populated. Implementation tatus: Implemented A-2. everse ast-est preferene (ay and ight) o ation/isapproved everse the urrent runway use program to prefer the west runway. he trigger of 3 airraft in the landing or departure queue urrently used to diret air traffi to both runways would be retained. his measure would redue the noise impats within the 65 ontour to about 2,175 residents and 1,079 dwelling units but would inrease noise over the niversity of ouisville, ld ouisville and neighborhoods to the northwest. Beause students at of were not inluded in the impat analysis the number of students experiening noise impats are not nown. he measure, if ombined with Measure A-7, would tae advantage of a orridor of ompatible land uses immediately north of the airport. FAA Ation (May 14, 2004): o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). A tehnial analysis of this measure in onert with Measures A-3 and A-7, and an environmental analysis, are required to determine its feasibility and environmental impats. he FAA also will determine during any follow-on analysis whether the measure provides an overall net benefit to populations impated, inluding the of, a requirement for approval under Part 150. ouisville egional Airport Authority 17

28 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate FAA Ation (August 4, 2009): isapproved. his measure is disapproved beause it is dependent/relational to A-7 whih is disapproved. Beause the measure was disapproved operationally, no additional environmental study or analysis is neessary. Implementation tatus: ot Implemented A-3. Morning orth flow Preferene o ation/isapproved In onjuntion with the offset approah and departure reommendation (A-7), reverse the normal daytime runway use preferene from south flow to north flow during morning hours 9:30 a.m. to 12:30 p.m. to minimize overflights of the niversity of ouisville and residential areas to the north of the airport. here are more airraft arrivals than departures during this period at F. FAA Ation (May 14, 2004): o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). A tehnial analysis of this measure in onert with Measures A-2 and A-7, and an environmental analysis, are required to determine its feasibility and environmental impats. Implementation of this measure would be in onjuntion with A-2 and A-7 if approved. (his measure would modify measure AA 7.1 in the 1995 A.) FAA Ation (August 4, 2009): isapproved. his measure is disapproved beause it is dependent/relational to A-7 and A-2 whih were disapproved. Beause the measure was disapproved operationally, no additional environmental study or analysis is neessary. Implementation tatus: Implemented loally A-4. outhbound ivergene Aording to estination Approved as oluntary Continue the urrent pratie of obtaining neessary divergene between airraft departing to the south by assigning airraft to departure tras based on their route of flight. FAA Ation: (May 14, 2004) Approved as voluntary. his is a ontinuation of a previously approved measure. he CP states that no other tras to the south would provide a greater noise benefit. Implementation tatus: Implemented (ivergene 20º) A-5. Maintain Contraflow Program Approved as oluntary Contraflow at F means that arrivals between 10:00 p.m. and 7:00 a.m. are to the north and departures are to the south (subjet to weather, wind and operational demand). his direts air traffi south of the airport over southern Jefferson and Bullitt ounties whih are less densely populated and where mitigation (reloation) measures have been and ontinue to be implemented. FAA Ation: (May 14, 2004) Approved as voluntary. his measure is a ombination of previously approved measures 7.1, 7.3 and 7.5 in the 1995 A and would help redue the 65 db noise ontour to the north over noise-sensitive areas. Implementation tatus: Implemented 18 Marh 2011

29 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate A-6. edue exeptions to ontraflow isapproved nhanement of existing measure. Airport owner would wor with airlines to adjust arrival and departure times for sheduled flights to more losely onform to normal pea arrival and departure periods. FAA Ation: (May 14, 2004) isapproved for purposes of Part 150. he FAA disapproves reduing exeptions to ontraflow. Contraflow requires departing airraft to be aimed diretly at arriving airraft, and greater use inreases the potential for loss of separation between arriving and departing airraft. his ould ause substantial delay. his disapproval under Part 150 does not prohibit airport management from seeing ooperation from the airlines to adjust shedules of a voluntary basis to more losely onform to normal pea periods. heduling hanges that redue exeptions to ontraflow will require onsultation with FAA s Air raffi offie to determine whether they impat airraft operational safety. Implementation tatus: Implemented A-7. se an ffset eparture from unway 35 and ffset Approah to unway 17 o ation/isapproved his measure is to tae advantage of an industrial orridor to the northwest of the runway to redue the adverse effets of the reommended hange in preferential use of the east and west runways (Measure A-2). Airraft not equipped with GP/FM would require installation of a oalizer type diretional aid (A). It is assumed that a oal Area Augmentation ystem (AA) would be required for a Global Positioning ystem (GP) approah. his measure would remove about 423 homes north of the airport from the 65 ontour. FAA Ation (May 14, 2004): o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). A tehnial analysis of this measure in onert with Measures A-2 and A-3, and an environmental analysis, are required to determine its feasibility and environmental impats. FAA is onerned that adoption of the arrival portion of this measure would redue runway arrival apaity by approximately one-third when the offset approah is in use. hile we do not objet in priniple to the departure proedure as a voluntary measure, the CP does not provide separate analysis for the departure proedure alone. he FAA will review the study results to determine whether this measure is feasible. At present, when parallel approahes are being onduted, urrent proedures allow for lateral separation of 2 miles between two airraft landing on the parallel runways. sing an offset approah to Y 17, this separation standard would inrease to 3 miles. FAA Ation (August 4, 2009): isapproved. perational proedures neessary to implement this measure were detailed in the supplemental supporting information provided by AA requesting FAA approval for implementation of an ffset Approah to unway 17 outside of the Part 150 proess. he result of the FAA s tehnial evaluation onluded the proedures were unaeptable and the request was disapproved. his measure annot be implemented without reduing the level of aviation safety provided and adversely affeting the effiient use and management of the navigable airspae and air traffi ontrol systems. Beause the measure was disapproved operationally, no additional environmental study or analysis is neessary. Implementation tatus: ot implemented. ouisville egional Airport Authority 19

30 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate A-8. esignate departure and arrival flight tras to be used by all turbojet and appliable turboprop airraft weighing over 12,500 pounds Approved in part, as oluntary hese measures have the effet of reduing the width of noise ontours and noise exposure as measured in grid point analyses by reduing airraft dispersion around the existing flight tras (ew Measure). Conformane to reommended noise abatement flight tras by non GP/FM or A equipped airraft would require the installation of navigational aids to define eah ourse segment. FAA Ation: (May 14, 2004) Approved in part, as voluntary. Airport management may wor with F AC to designate flight tras within existing approved orridors. FAA's Flight tandard's offie (- 31) must review these proedures before they may tae effet. his measure is disapproved for new noise abatement flight tras outside of existing orridors. It is noted that there is no request in this CP for FAA approval, or a ommitment by FAA, to install AAI to be used as departure navigational aids. At this time, FAA has suspended A departure proedure development. Implementation tatus: Partially implemented A-9. Assign GP/FM or A equipped airraft to defined FM/GP eparture and Arrival Flight ras for urbojet and Military Airraft Approved in part, as oluntary he tras reommended for this measure are generally onsistent with those defined in Measure A-8 above but are defined using area navigation (A) apabilities, either satellite or ground based to redue or eliminate the need for additional ground based failities to define tras. FAA Ation: (May 14, 2004) Approved in part, as voluntary. Flight tras may be defined within existing or approved flight orridors. here are a number of ations neessary to implement the reommended AA proedures. Most of the required ations are the responsibility of FAA, primarily its Air raffi ivision. his measure is disapproved for new noise abatement flight tras outside of existing orridors. here is no request for approval in this CP, nor any ommitment by FAA, to install AAI to be used as departure navigational aids. At this time, FAA has suspended A departure proedure development. Implementation tatus: Partially implemented A-10. FM/GP eparture and Arrival Flight ras for urboprop Airraft weighing over 12,500 pounds Approved in part, as oluntary Plae FM/GP equipped turboprop airraft on different departure tras from those defined for turbojet airraft in Measure A-9 to minimize impat on departure apaity. his is to redue airraft dispersion around the existing flight tras. iret routes or earlier turns would be provided onsistent with noise abatement goals to enhane onformane. FAA Ation: (May 14, 2004) Approved in part, as voluntary. Flight tras may be defined within existing or approved flight orridors. his measure is disapproved for new noise abatement flight tras outside of existing orridors. Implementation tatus: Partially implemented 20 Marh 2011

31 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate A-11. equest FAA AC to require all airraft to interept the runway enterline at or beyond the initial approah fix o ation Compliane with this measure would require limiting use of visual approahes that do not onform to the approah paths defined by the instrument approahes and result in arriving airraft interepting the glide slope at higher altitudes. FAA Ation: (May 14, 2004) o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). A tehnial evaluation on feasibility and environmental impats should examine the measure's effets on airraft safety, apaity, and effiieny. Implementation tatus: Implemented loally A-12. equest FAA to publish a tandard Instrument eparture (I) Proedure for eah runway to be used in all weather onditions, inluding F onditions o ation Is would be developed to enhane onformane to the reommended noise abatement departure proedures. hese proedures would inlude instrutions for following eah segment of proposed departure flight tras based on navigational equipment available. Inlusion of the AA would redue dispersion of airraft over nonompatible land uses. FAA Ation: (May 14, 2004) o ation required at this time under 49..C. setion 47504(b). his measure is to publish Is for flight proedures proposed in the CP. he FAA has deferred ation on those flight proedures beause they require additional tehnial and other analyses. Implementation of this measure would be subjet to: FAA approval of the proposed equipment to be used; development of the proedures in onjuntion with airlines operating at F (primary arriers); and development of speial harting and flight-testing. he FAA notes that there is no request in this CP for FAA approval, or a ommitment by FAA, to install AAI to be used as departure navigational aids. ot all air arrier airraft would be equipped with devies that would allow them to utilize these proedures. Implementation tatus: In progress loally A-13. equest FAA to publish a tandard erminal Arrival oute (A) for eah runway to be used in all weather onditions inluding F onditions o ation hese proedures would inlude instrutions for following eah segment of proposed arrival flight tras based on navigational equipment available. FAA Ation: (May 14, 2004) o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). he FAA has deferred ation on noise abatement approah proedures that would use the reommended As (A-7, A-11). he FAA notes that A guidane typially terminates miles from the airport, and may be of little value in reduing noise. he results of the required studies for the deferred measures should speify hanges to impats and benefits so that FAA an mae an informed determination under Part 150. Implementation tatus: In progress loally ouisville egional Airport Authority 21

32 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate A-14. As part of an ongoing noise management program, extend noise abatement flight tras beyond those identified in Measure A-8 through A-11 o ation his would enable airraft operators to onform more losely to reommended flight tras over noise sensitive areas that are beyond the noise ontours. Implementation would require more detailed information on the land uses affeted and the effets on airspae and air traffi ontrol than is possible in this [part 150] study. evelopment of flight proedures should be onduted in onsultation with FAA, airraft operators, and members of potentially affeted ommunities. FAA Ation: (May 14, 2004) o ation required at this time. his measure relates to flight proedures under 49..C. setion 47504(b). here is insuffiient information to determine either the noise benefits or operational impats of extending the flight tras. nvironmental analysis would be required. his measure attempts to address impats outside of the 65 db noise ontour. Beause it ould introdue operational delay, analysis should show how any additional airraft operational delay is offset by the expeted benefits in those areas. Implementation tatus: In progress loally A-15. limination of early desent isapproved Current approah proedures allow airraft to desend to the initial approah altitude prior to the initial approah point if direted by AC. nder this measure, AA would disourage AC from direting desents earlier than required to maintain a onstant rate of desent to the initial approah while maintaining adequate safety margins. FAA Ation: (May 14, 2004) isapproved. his measure, if hanged as desribed, would have the effet of prohibiting desents rather than disourage desents below the minimum, published altitude at those fixes. Any airraft, inluding smaller fixed-wing and heliopters operating from any nearby base of operations would be required to limb to a minimum of the published altitude for any given fix until reahing that fix. he existing 2500' authorization for redued altitudes was added at AC's request for operational effiieny. equiring airraft to remain at or above 5000 feet would remove two IF altitudes (3000 and 4000 feet) from AC use, effetively reduing airspae by 25%. Implementing this proposal would restrit the ability of AC to perform funtions in a safe effiient manner. he CP anowledges, at page 8-10, that In pratie, modifiation to approah proedures are liely to entail unaeptable redutions in safety margins. Implementation tatus: ot implemented A-16. equest the airlines serving the airport to use the FAA istant oise Abatement eparture Proedure in Advisory Cirular (AC) 91-53A, oise Abatement eparture Proedure Approved as oluntary his measure would benefit areas exposed to departure noise of 65+ from unways 35, 35, and 17. FAA Ation: (May 14, 2004) Approved as voluntary. AA an request the airlines follow the istant oise Abatement Proedure. Implementation tatus: Implemented 22 Marh 2011

33 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate A-17. Continue Airport regulation restriting airraft engine run-ups to ertain hours and loations Approved FAA Ation: (May 14, 2004) Approved. FAA approved as noise benefiial in 1994 the following run-up measures in the AA's previous Part 150 submittal: equire AA pre-approval to ondut stati run-ups between 9:00 p.m. and 7:00 a.m. equire run-ups lasting more than 1 minute to be onduted on the south end of unway 1/19 equire run-ups lasting more than 1 minute to be onduted on the east parallel taxiway at the south end of unway 17/35 Implementation tatus: Implemented A-18. imit use of orth runway extension to airraft needing full runway length and use south extension for departures to the north isapproved FAA Ation: (May 14, 2004) isapproved pending submission of additional information to mae an informed analysis. FAA's 2003 Finding of o ignifiant Impat for the proposed north runway extension inluded a mitigation ommitment that only airraft requiring the full runway length for departures would use either runway extension. he AC has granted a waiver allowing some proedures based on the runway being delared departure only between the hours of 3:30 AM to 6:00 AM loal time. he CP speulates, but does not show, how this measure is more noise benefiial than that inluded in the 2003 FI. Changes to operational proedures also would require environmental analysis. Implementation tatus: ot Implemented 2.2 Program lements ummary oise Mitigation Measures his setion ontains a summary of the 19 noise mitigation measures submitted to the FAA in prior studies. he noise mitigation measures inlude remedial, preventive, and ompensatory measures. he CP states that implementation of some measures would be dependent upon the availability of noise program funding through FAA grants and the ability of the AA to devote the neessary mathing funds for these programs. M-1. Continue the urrent oluntary esidential Aquisition Program inluding the Innovative Housing Program Approved FAA Ation: (May 14, 2004) Approved. oluntary aquisition must omply with the niform eloation and eal Property Aquisition Poliies At in order to be eligible for Federal funding. (Approved as measure 11A, 11B, & 11C in A 1994 and amended in A 1995.) Implementation tatus: Implemented M-2. xpanded oluntary esidential Aquisition within the 65 db to the south of the airport that will ontinue to be exposed to signifiant noise levels in 2008 Approved FAA Ation: (May 14, 2004) Approved. oluntary aquisition must omply with the niform eloation and eal Property Aquisition Poliies At in order to be eligible for Federal funding. (xpansion of measure 11C, A 1995.) Implementation tatus: Implemented ouisville egional Airport Authority 23

34 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate M-3. Provide soundproofing in residential areas within the 65 db ontour to the north of the airport Approved ligibility of individual strutures would depend on the feasibility of ahieving at least a 5.0 db noise level redution as required by FAA. (Measure 11 in A 1955 and onsidered in the AIP I but not implemented with new runways onstrution.) FAA Ation: (May 14, 2004) Approved. Implementation tatus: Implemented M-4. ffer sound insulation for nonompatible institutional areas within 65 (Potentially niversity of ouisville & additional hurhes) Approved FAA Ation: (May 14, 2004) Approved. he airport sponsor made a ommitment to soundproof the niversity of ouisville in the FAA's 1991 I. he sponsor has not yet fulfilled that ommitment (see AIP I page 1-30, FI, Addendum I, page 8 and FAA eord of eision, January 7, 1991, p.18). his approval under Part 150 anowledges that the measure would be noise benefiial. Implementation tatus: ot implemented M-5. esidential ales Assistane Program within 65 Approved Conurrently with the residential soundproofing program for areas within the 65 ontour, offer sales assistane to homeowners delining to partiipate in the soundproofing program. FAA Ation: (May 14, 2004) Approved. Implementation of this measure must omply with the niform eloation and eal Property Aquisition Poliies At to be eligible for Federal funding. Implementation tatus: ot implemented M-6. Construt an earth berm along the northwest side of the airfield to redue ground noise assoiated with airraft taeoffs on unway 17 Approved FAA Ation: (May 14, 2004) Approved. he AA estimates that over 200 homes ould reeive a 5-7 dba redution in departure noise. his measure also was inluded in the ovember 21, 2003, FI for the runway extensions. Implementation tatus: Implemented M-7. tudy potential noise barrier for Preston Par neighborhood Approved ew airport failities are antiipated in the southeast portion of the airport. he AA would fund a study to determine whether suh failities ould be onstruted and oriented to shield areas to the east of the airport from ground noise originating in the immediate viinity of the strutures. FAA Ation: (May 14, 2004) Approved for study. Implementation tatus: ot implemented 24 Marh 2011

35 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate M-8. Construt Ground un-up nlosure (Hush Houses) if required to redue noise from maintenane run-up ativity isapproved his measure should be given further onsideration if hanges in the pattern of engine run-ups generate ommunity onerns. FAA Ation: (May 14, 2004) isapproved pending submission of additional information to mae an informed analysis. Constrution of run-up enlosures must be supported by suffiient analysis to demonstrate their noise benefits. Implementation tatus: ot implemented M-9. esidential sound insulation for areas between 60 and 65 that would experiene a 3 db inrease in noise levels as a result of reommended noise abatement measures isapproved FAA Ation: (May 14, 2004) isapproved for purposes of Part 150. etion 189 of Publi aw , ision 100-Century f Aviation eauthorization At, eember 12, 2003, speifially prohibits FAA approval of Part 150 program measures that all for Federal funding to mitigate airraft noise below 65 (through Fisal Year 2007). Implementation tatus: ot implemented M-10. ffer sound insulation to nonompatible institutional land uses (examples, portions of niversity of ouisville and hurhes) between 60 to 65 that would experiene a 3 db inrease in noise levels from the noise abatement measures isapproved FAA Ation: (May 14, 2004) isapproved for purposes of Part 150. etion 189 of Publi aw , ision 100-Century f Aviation eauthorization At, eember 12, 2003, speifially prohibits FAA approval of Part 150 program measures that all for Federal funding to mitigate airraft noise below 65 (through Fisal Year 2007). Implementation tatus: ot implemented M-11. Compatible and se Planning Approved in part he AA would oordinate with the Planning Commission to adopt poliies in its Cornerstone 2020 Plan to disourage new nonompatible development and dislose noise levels for new residential development. Measures to provide notifiation for new development would apply to 60 db and to areas within 65 db that are already substantially developed. FAA Ation: (May 14, 2004) he portion of this measure that permits new inompatible development within the 65 db, even with sound attenuation and/or dislosure, is inonsistent with the FAA's guidelines and 1998 poliy and is disapproved for the purposes of Part 150. ther portions of this ompatible land use planning measure that do not permit inompatible development within the 65 db noise ontour are approved for the purposes of Part 150. his deision relates to the measure's onsisteny with the purposes of Part 150. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. Implementation tatus: Partially implemented ouisville egional Airport Authority 25

36 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate M-12. AA would oordinate with the Planning Commission to adopt a poliy onerning rezoning from ompatible to nonompatible uses in the Airport environs Approved FAA Ation: (May 14, 2004) Approved. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. Implementation tatus: ot implemented M-13. ubdivision egulations Approved in part he AA would oordinate with the Planning Commission to inlude a noise dislosure statement for new subdivisions in Poliy Areas 1 & 2, Cornerstone 2020 Plan. his would allow future residents to mae informed land purhase deisions. FAA Ation: (May 14, 2004) he portion of this measure that permits new inompatible development within the 65 db, even with sound attenuation and/or dislosure, is inonsistent with the FAA's guidelines and 1998 poliy and is disapproved for the purposes of Part 150. ther portions of this ompatible land use planning measure that do not permit inompatible development within the 65 db noise ontour are approved for the purposes of Part 150. his deision relates to the measure's onsisteny with the purposes of Part 150. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. Implementation tatus: ot implemented M-14. AA would onsider partiipation in a edevelopment Program (enaissane Zone Program) initiative Approved in part AA would onsider partiipation in a edevelopment Program (enaissane Zone Program) initiative that would redevelop areas in the Airport environs as part of a joint effort with the Fairgrounds, P, and Ford Motor Company. In onjuntion with other partiipants, the AA will wor with the City of ouisville and Jefferson County to develop inentives for ompatible development. FAA Ation: (May 14, 2004) he portion of this measure that permits new inompatible development within the 65 db, even with sound attenuation and/or dislosure, is inonsistent with the FAA's guidelines and 1998 poliy and is disapproved for the purposes of Part 150. ther portions of this ompatible land use planning measure that do not permit inompatible development within the 65 db noise ontour are approved for the purposes of Part 150. his deision relates to the measure's onsisteny with the purposes of Part 150. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. elease of land under ontrol of the AA must omply with FAA grant agreements, be onsistent with FAA's ligibility Handboo to preserve ompatible land uses, and is subjet to environmental review. Implementation tatus: Implemented 26 Marh 2011

37 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate M-15. AA would wor with the Planning Commission to develop an overlay zone, to supplement other land use planning tehniques Approved in part he AA would wor with the Planning Commission to develop an overlay zone, to supplement other land use planning tehniques. his would be based on the 2007 M to be refleted in the Core Graphis setion of the Cornerstone 2000 Plan FAA Ation: (May 14, 2004) he portion of this measure that permits new inompatible development within the 65 db, even with sound attenuation and/or dislosure, is inonsistent with the FAA's guidelines and 1998 poliy and is disapproved for the purposes of Part 150. ther portions of this ompatible land use planning measure that do not permit inompatible development within the 65 db noise ontour are approved for the purposes of Part 150. his deision relates to the measure's onsisteny with the purposes of Part 150. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. e note that the offiial Ms are for the years 2003 and he doument states that the 2008 M was based on a review of foreasts for the year he FAA assumes the referene to the 2007 M in this measure is a referene to the offiial 2008 M. Implementation tatus: ot implemented M-16. Building Code evision Approved in part he AA would wor with the Commonwealth of entuy to develop and adopt enabling legislation either permitting loal building ode provisions or inorporating sound insulation provisions in the statewide building ode. FAA Ation: (May 14, 2004) he portion of this measure that permits new inompatible development within the 65 db, even with sound attenuation and/or dislosure, is inonsistent with the FAA's guidelines and 1998 poliy and is disapproved for the purposes of Part 150. ther portions of this ompatible land use planning measure that do not permit inompatible development within the 65 db noise ontour are approved for the purposes of Part 150. his deision relates to the measure's onsisteny with the purposes of Part 150. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no ontrol over loal land use planning. Implementation tatus: ot implemented M-17. Consider islosure rdinanes Approved or with loal governmental bodies to examine the feasibility of ordinanes to require dislosure of airport noise exposure within designated distanes from the airport and/or doumented levels of exposure. islosure would be for vaant and residentially developed properties within the 65+ db and db noise ontours. FAA Ation: (May 14, 2004) Approved. his measure is within the authority of the AA and loal planning jurisdition. he Federal Government has no authority over loal land use planning deisions. Implementation tatus: ot implemented ouisville egional Airport Authority 27

38 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate M-18. Avigation easement purhase within 65 Approved he AA would purhase avigation easements from homeowners in areas eligible for residential soundproofing and sales assistane who do not believe they would benefit from either program. Program implementation would be ontingent upon FAA grant funding. FAA Ation: (May 14, 2004) Approved. Implementation tatus: ot implemented M-19. Avigation easement purhases within 60 to 65 isapproved he AA would offer to purhase avigation easements from home owners in areas exposed to 60 to 65 noise levels that experiene a 3 db inrease in noise exposure and that are eligible for residential soundproofing and sales assistane who do not believe they would benefit from either program FAA Ation: (May 14, 2004) isapproved for purposes of Part 150. etion 189 of Publi aw , ision 100-Century f Aviation eauthorization At, eember 12, 2003, speifially prohibits FAA approval of Part 150 program measures that all for Federal funding to mitigate airraft noise below 65 (through Fisal Year 2007). Implementation tatus: ot implemented 2.3 Program lements ummary Program Management Measures he reommended program management measures are to enhane the effetiveness of both the noise abatement and mitigation measures through ontinuing staeholder oordination, researh and development, data olletion, and dissemination of program information. PM-1. stablish new AA staff position dediated to management of noise ompatibility program Approved Inumbent performs duties assoiated with data olletion and analysis, implementation, liaison and further study. (his position has been established.) FAA Ation: (May 14, 2004) Approved. Implementation tatus: Implemented PM-2. stablish Advisory Committee Approved stablish advisory ommittee omposed of ommunity, user and air traffi ontrol interests to maintain oordination among the staeholders in the noise ompatibility program FAA Ation: (May 14, 2004) Approved. Implementation tatus: Implemented 28 Marh 2011

39 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate PM-3. Aquire Portable oise Monitoring quipment Approved Aquire portable noise monitoring equipment to enable the Authority's oise/nvironmental Programs Coordinator to monitor atual noise and provide aurate information to ommunity members. FAA Ation: (May 14, 2004) Approved. For reasons of aviation safety, this approval does not extend to use of the monitoring equipment for enforement purposes by in situ measurement of any present noise thresholds. Implementation tatus: Implemented PM-4. Aquire quipment to Monitor Airraft perations Approved Aquire equipment to monitor airraft operations and establish a regular program of monitoring and reporting onformane with reommended noise abatement proedures. FAA Ation: (May 14, 2004) Approved. For reasons of aviation safety, this approval does not extend to use of the monitoring equipment for enforement purposes by in situ measurement of any present noise thresholds. Implementation tatus: Implemented PM-5. Airport oise ffie to ollet and disseminate information Approved he AA would use the Airport oise ffie as a entral point to ollet and disseminate information. FAA Ation: (May 14, 2004) Approved Implementation tatus: Implemented ouisville egional Airport Authority 29

40 XIIG I CMPAIBIIY PGAM F oise xposure Map pdate his page intentionally left blan 30 Marh 2011

41 A F oise xposure Map pdate 3 A he Airport is entrally loated within a predominantly urbanized area, with the exeption of areas south of the Gene nyder Freeway (I-265). oise sensitive residential and publi land uses are loated throughout the study area. he area north of the Airport ontains a greater mixture of land uses, partiularly in the downtown area adjaent to the hio iver. his part of the study area is more urban in harater and ontains neighborhoods that are designated as histori distrits by the andmars Commission and City of ouisville. uh neighborhoods/distrits inlude ld ouisville, imeri, helby Par, Audubon Par, and Cheroee riangle. he area to the south of the Airport inludes the 5,000-are Jefferson Memorial Forest and the ommunities of Fairdale and olona. Minor ane Heights was a ommunity in this area that was subjet to the AA s existing land aquisition program and is now essentially vaant. A signifiant number of other parels are urrently undeveloped or used for agriultural purposes. o reate the GI base map layers, data were olleted and proessed from ouisville/jefferson County Information Consortium (JIC), the latest ouisville Planning and Zoning data, existing sound mitigation program boundaries, and airport layout information. he Airport ayout Plan layers inlude the airport property line, taxiway, runway information and airport buildings. and use data for the study area were developed from a number of soures. xisting zoning or land use maps were researhed and updated to provide appliable information. he JIC database was the main soure of land use information for ouisville Metro 7. he Bullitt County Comprehensive Plan provided the soure for similar information for the most southern portions of the study area. oise-sensitive land use loations were field-verified, as identified per 14 CF Part 150 guidelines, within the boundaries of the expeted 65 db ontours. and use data were developed out to 60 db without field verifiation. and use data development within the 60 db and within Bullitt County is based on existing aerial photography in onjuntion with the Bullitt County Comprehensive Plan. xisting land uses were grouped in the following nine ategories: ingle-family esidential, Multi-family esidential, Commerial, Manufaturing, Publi/Government se, duation, Pars/Cemeteries/ ereation, ransportation and aant. he single-family ategory inludes all types of detahed residential units, whereas the multi-family ategory inludes all types of attahed dwelling units, inluding duplexes, townhouses, and apartments. he ommerial ategory inludes all types of retail and business uses, as well as offies. he manufaturing use lassifiation inludes manufaturing and warehousing. he publi/government use lassifiation inludes uses suh as the niversity of ouisville 8, libraries, plaes of worship, City- or County-owned properties used for governmental purposes, and the Fairgrounds. he pars/emeteries/rereation ategory inludes all publily or privately owned lands held for par, onservation, or golf ourse uses and emeteries. his ategory would inlude the Jefferson Memorial Forest, loated south of the Airport along the Jefferson and Bullitt County border, and Iroquois Par, loated west of the Airport. he transportation lassifiation is a fator of ativity and loation omprising all properties dediated to transportation resoures and inluding properties owned by the AA for airport-related purposes. 7 ouisville Metro was established in 2003 when the City of ouisville merged with Jefferson County. 8 he niversity of ouisville has multiple land uses within its property whih, based on onversations with the university, has been identified as eduational use for purposes of this study. ouisville egional Airport Authority 31

42 A F oise xposure Map pdate 3.1 Jurisdition and Zoning around the Airport Zoning and subdivision regulations are in effet for the entire study area. xisting zoning information was readily available for the Jefferson County portion of the area. Muh of the area south of the Airport is urrently zoned in a residential ategory that would permit up to 4.84 dwelling units per are. A portion of that area, nown as the Minors ane Area, is now essentially vaant, but still oded as residential by JIC. 3.2 Compatible and se Analysis ine land use outside of 65 db is onsidered ompatible for purpose of 14 CF Part 150, the analysis within 60 to 65 db only inluded an inventory of the estimated population and noise sensitive loations. he land use ompatibility guidelines ontained in 14 CF Part 150, whih are based on empirial studies of the orrelation between reported levels of annoyane and levels of umulative noise exposure, provide a desription of the types of land uses that are most sensitive to airport related noise. For example, residential uses (inluding mobile home pars and transient lodgings), shools, and amphitheaters are onsidered inompatible with noise levels of 65 db or greater. ther uses, inluding hospitals, nursing homes, hurhes and auditoriums, are also onsidered inompatible within levels of 65 db or greater. 3.3 and se Measures Planning and land use regulatory authority for entuy is authorized by state statute, whih requires omprehensive planning as a prerequisite for the establishment of land use regulations and authorizes the reation of joint planning agenies. here joint planning ommissions are established, the ommission prepares and adopts the omprehensive plan and administers the land use regulations. he appliable legislative bodies also adopt the omprehensive plan and land use regulations. he legislative bodies are also responsible for final deisions on zoning map amendments, although planning ommissions have final approval authority for subdivisions and aquisition and reloation ith the 1991 FAA approval of the expansion of F, a land aquisition and reloation plan was begun in areas near to the airport surroundings. he initial phase inluded reloating more than 4,000 people in 1,581 homes as well as 150 businesses on 100 business properties in the tandiford, Prestonia, Highland Par, and uberose areas. his effort evolved into a oluntary esidential eloation Program that onentrated on reloating those people within the FAA-approved 65 ontour for F. hrough the years this program has resulted in 2,159 more residenes approved for aquisition in the neighborhoods of dgewood, Ashton Adair, along Preston Highway, and in the Minors ane area. In onjuntion with the ouisville Airport Improvement Program, 3,663 of the 3,740 families in the most noise-impated areas near the Airport have been reloated to quieter neighborhoods as of eember 31, he reloation beame so suessful that it plaed a drain on omparable homes in the loal area with fewer homes available in the related prie ategory. he AA and FAA wored ooperatively to develop an innovative program using $10 million in grants from both entities to purhase and develop the infrastruture on a 287-are site. his established the Heritage Cree program under whih the AA reimburses those displaed families to build new homes in that area. he oluntary esidential eloation Program urrently supports the traditional purhase program and the Heritage Cree Program. Both programs offer families the opportunity to move from their noiseaffeted homes, whih are demolished upon vaating. In addition, the aquired and vaated land has been designated for uses to benefit F, the City of ouisville, and the Commonwealth of entuy. Former 32 Marh 2011

43 A F oise xposure Map pdate neighborhoods ontain airport related funtions (e.g., Fixed Base perator [FB], entuy Air ational Guard [yag], F maintenane faility and fuel farm) while others are identified for ommerial and industrial redevelopment or other non-residential uses ound insulation ne of the reommended and approved measures of the 2003 CP (M-3, summarized in etion 2.2, M- 3) provided a means for the AA to develop a esidential ound Insulation Program (IP). he program foused on those inompatible residential uses to the north of the airport within the 65 db and higher noise ontours. Approved sound insulation program areas are depited on the Ms (Figures 11 and 12). he objetive of IP is to provide interior noise levels ompatible with normal indoor ativities. ound attenuation treatments typially inlude aoustial windows, doors, and other treatments to redue the penetration of airraft noise into the living spaes. Partiipation in the IP is voluntary for those residential units inside the FAA-approved 65 db ontour. he goals of the program are to provide an interior airraft noise environment not to exeed 45 db indoors and provide a notieable improvement, whih is at least a 5 db inrease in noise level redution of the struture. pon ompletion of the onstrution and verifiation of goal attainment, the soundproofed residential units are then onsidered ompatible with the airraft noise exposure levels. he program is generally broen into groups of residenes by area or phase. As of tober 15, 2010, onstrution has been ompleted on 37 residential units within Phase 1 of the program. Constrution on the remaining units in Phase 1 was sheduled to begin in mid-ovember he design phase for 79 residential units in Phase 2 of the program was ompleted in July ouisville egional Airport Authority 33

44 A F oise xposure Map pdate his page intentionally left blan 34 Marh 2011

45 PM F I C F oise xposure Map pdate 4 PM F I C he ontours were prepared using the most reent release of the FAA s IM, ersion 7.0b. he IM requires inputs in the following ategories: Physial desription of the airport layout umber and mix of airraft operations ay-night split of operations (by airraft type) unway utilization rates Prototypial flight tra desriptions Flight tra utilization rates he model was used without any unauthorized alibration or adjustment. Contour input was developed using ealcontours, a proprietary program that provides greater detail to the modeling proess by improving the preision of modeling individual airraft flight tras and is further desribed in etion Airport Physial Parameters he F airfield, loated approximately 5 miles south of downtown ouisville, Y, onsists of three 150-foot wide runways, two of whih are parallel, and one rosswind runway that is roughly perpendiular to the set of parallel runways. he two parallel runways provide F with the greatest apaity to aommodate airraft operations while the rosswind runway is oasionally used during strong rosswinds. ah end of the runways is designated by a number that, with the addition of a trailing 0, reflets the magneti heading of the runway to the nearest 10º, as seen by the pilot. hus, the rosswind runway, 11-29, has the designation 11 at the west end of the pavement looing eastward, indiating that it is aligned on a magneti heading of approximately 110º, while the opposite end of the same piee of pavement has the designation 29 indiating its orientation on an approximate heading of 290º. unway is 7,250 feet long. he two parallel runways, and 17-35, are oriented on approximate magneti headings of 170º and 350º and are 8,579 feet and 11,890 feet long, respetively. he parallel runways are distinguished from eah other with letter endings, meaning left, and, meaning right, as seen by the pilot. unway length, runway width, instrumentation and delared distanes may affet whih airraft might use a partiular runway and under what onditions, and therefore how often a runway would be used relative to the other runways at the airport. Figure 3 presents the existing F airport layout and able 3 provides the atual oordinates and parameters for eah runway end. It should be noted that while the full length of unway 17/35 is available, most departures start their tae-off roll at the intersetion of axiway B, whih is also the loation of the respetive displaed thresholds. he loation of the displaed landing thresholds for unways 17 and 35 are indiated by red arrows in Figure 3 and speified in the table as the runway points 17 and 35. Heliopter operations were modeled from axiway 4 as this is the primary departure and arrival loation as indiated by disussions with the AA staff, FAA Air raffi Control and the Fixed Base perators. o hanges to the airfield are expeted within the 5-year time frame for this projet and therefore, the runway layout modeled for the 2011 base year and the 2016 foreast year is idential. ouisville egional Airport Authority 35

46 PM F I C F oise xposure Map pdate Figure 3 xisting F Airport ayout oure: FAA, digital erminal Proedures, effetive tober 21, 2010 to ovember 18, 2010 ote: ed arrow, label 17 and label 35 added as disussed in the text 36 Marh 2011

47 PM F I C F oise xposure Map pdate able 3 unway etails oure: FAA Form 5010, Current April 8, 2010 hreshold Magneti atitude ongitude levation isplaed Glide unway atitude (dd-mm-ss) ongitude (dd-mm-ss) Crossing rientation (degrees) (degrees) (ft, M) hreshold lope Height (degrees)* ** 50** ** 50** H4*** otes: unways labeled with (displaed threshold) suffix are the intersetion of axiway B and the start of tae-off roll on the named runway. *Magneti rientation from the FAA s Airport iagram, urrent 10/21/2010 to11/18/2010. **Form 5010 did not provide guidane on the glide slope and threshold rossing heights for unways 11 and 29. Assumed values are industry standards. ***H4 is a representation of axiway 4 for noise modeling of heliopter operations only. hese data are not from Form ouisville egional Airport Authority 37

48 PM F I C F oise xposure Map pdate 4.2 Airport perations 14 CF Part 150 and its table of noise/land use ompatibility guidelines require the alulation of yearly values. hat is, the daily noise exposure (in ) averaged over a year usually a alendar year. he IM produes these values of exposure utilizing an average annual day of airport operations. In this M update, alendar year 2009 F airraft ativity was used as the baseline to develop the average annual day s operations for Adjustments were made to the 2009 operations data to reflet hanges in 2010 that would then provide the representative operations for 2011 onditions evelopment of 2011 operations he 2011 operations and fleet mix information were developed from several soures. perations were obtained from the AA s Airene.om flight traing data for the time period of January 1, 2009 through eember 31, hese 12 months of data were then adjusted to represent annual 2011 operations by saling to April 2009 thru Marh 2010 FAA tower ounts (as reported by the Air raffi Ativity ata ystems or AA) 9 aording to the four ategories defined by the FAA: Air Carrier, Air axi, General Aviation and Military. 10 ee able 4. he Airene.om data were supplemented with published airline fleet inventories 11 whih were used to estimate the number of airraft having different engine types within a given operator s fleet. General aviation airraft were assigned representative IM model types based on the flight plan information filed with eah flight in the Airene.om database. he Airene.om flight tra data were also modified to aount for fleet mix hanges expeted to our between alendar years 2009 and For example, P retired C-8 airraft in May of 2009 and these airraft are not in the 2011 fleet mix, although C-8 airraft from other operators are in the 2011 fleet mix. he Airene.om data were used diretly in the modeling proess with ealcontours, as desribed in etion 4.5, to ategorize individual operations by operator, airraft type, and time of day (daytime or nighttime) for both departures and arrivals. he Airene.om data were supplemented with data from the.. epartment of ransportation () Bureau of ransportation tatistis (B) Airline n-ime Performane ata 12, the FAA s Airraft egistration atabase 13 and the AA landing reports 14. o assist in the proration of these data to the FAA tower ounts, eah operation was assoiated with one of the three ivilian FAA ategories: Air Carrier, Air axi and General Aviation. perations were also saled suh that the modeled arrival operations math the modeled departure operations by airraft type. he mix of engines and noise treatments varies among operators. he flight traing data, supplemented by published soures, provide the detailed engine information needed to develop F-speifi noise emissions for eah individual operation. his proedure ensured that the efforts of operators to ahieve a quieter fleet, espeially for nighttime operations, would be properly represented in the noise model alulations. For example, sine the last M update, P has phased out their 727s, , and C-8 airraft and added airraft to its fleet. Information regarding military operations and heliopter operations (both military and ivilian) were estimated through disussions with the loal FB. For the military transient operations, 95% ourred hese ategories are defined in Chapter 9 of FAA rder he most urrent version of this order is available at 11 J.P. Airline Fleet International 2009/2010, 43 rd ed.; Flight, eed Business Information, 12 hough only selet airlines are required to report operations, this provided supplementary information for ertain flights and various quality ontrol hes Marh 2011

49 PM F I C F oise xposure Map pdate during the daytime with 95% being fixed-wing airraft and the remaining 5% being heliopters. Fixedwing airraft were estimated to be 75% transport and 25% fighters and trainers. he loally-based military operations were modeled using the IM representative type for the C-130 airraft operations by the yag based at F. he total number of loally-based yag operations was estimated to be 2,160 operations (1,080 sorties) annually. 15 his estimate is higher than the orresponding tower ount due to the nature of military flight formations. Airraft flying in formation are represented by a single tower ount. 16 AG and FAA Air raffi Control ower (AC) disussions indiate that for every three tower ounts, there are four operations. wo outbound airraft are ounted one, and upon return are ounted again separately. he estimated annual tower ounts assoiated with the loal yag is 1, perations in 2011 his setion presents the detailed average daily airraft ativity summaries developed for alendar year 2011 as desribed in the previous setion. he FAA ount of the total numbers of operations at F for the entire alendar year is listed below in able 4. Category able perations ummary oure: HMMH, FAA AA umber of Annual perations eported by FAA 1 umber of Annual perations Modeled umber of aily Average perations Modeled Air Carrier 87,876 87, Air axi 43,981 43, General Aviation 11,667 11, Military 2, , otal 146, , otes: 1 perations for 12 months, April 2009 to Marh 2010, inlusive 2 As disussed in the text, military operations are based on data from tober 2008 to eptember 2009 and tober 2009 to Marh Military perations Modeled is adjusted for FAA tower ounts representing multiple military airraft flying in formation and being ounted as a single operation. able 5 shows the number of average annual daily airraft arrivals and departures, as well as whether they our during the day or night time period 7 a.m. to 10 p.m. and 10 p.m. to 7 a.m., respetively. he day/night breadown is ritial to the alulation of beause the metri weights night operations by a fator of 10 (mathematially equivalent to adding ten deibels to the noise level produed by airraft operating at night). he airraft are designated by the IM type with whih they were modeled. 15 Based on information that the YAG provided for Federal Fisal Year (FY) 2008 (t 2007 to ep 2008) and FY2009 to date (t 2009 to Mar 2010). he YAG felt that FY2009 operations were not representative of typial onditions 16 FAA s guidelines for ounting military operations are in etion of FAA rder he most urrent version of this order is available at ouisville egional Airport Authority 39

50 PM F I C F oise xposure Map pdate able 5 Modeled Average aily Airraft perations for 2011 oure: HMMH, Airene ata, AA, FAA AA epartures Arrivals Airraft ype IM ype ay ight ay ight Air Carrier Passenger 1 Airbus A319/A320/A321 A < < Airbus A319/A320/A321 A <0.01 < Boeing <0.01 < Boeing (Hushit) Boeing (Hushit) < Boeing /400/ Boeing /400/ B Boeing /400/ Boeing /400/ Boeing /800/ Boeing /800/ Boeing Boeing P < < Boeing < <0.01 Boeing < < Boeing CF6 < < Boeing C-10 C <0.01 < Boeing C-9-10/30 (Hushit) C < <0.01 Boeing C-9-40/50 (Hushit) C95H <0.01 Boeing M-80 eries M Boeing M-80 eries M Boeing M-80 eries M Canadair CJ-700/900 CJ Canadair CJ-700/900 CJ mbraer 170 MB mbraer 190 MB19 < <0.01 ub-total Air Carrier Cargo 1 Airbus A300 A Airbus A310 A Antonov B <0.01 <0.01 <0.01 <0.01 Boeing (Hushit) 727M1 < Boeing (Hushit) 727M Boeing (Hushit) 727Q Boeing A Boeing B Boeing Boeing P Boeing Boeing Boeing CF Boeing J < <0.01 Boeing C-8-60 (Hushit) C86H < < Boeing C-8-70 (e-engine) C Boeing C-9-10/30 (Hushit) C Boeing M-11 M11G Boeing M-11 M11P Convair 580 C Convair 640 H748A <0.01 <0.01 ub-total Marh 2011

51 PM F I C F oise xposure Map pdate epartures Arrivals Airraft ype IM ype ay ight ay ight Air axi Passenger 2 Canadair CJ-100/200 C mbraer 135/145 MB mbraer 135/145 MB win-ngine urboprop HC ub-total Air axi Cargo 2 Beeh Cessna 208 Caravan CA Fairhild Metro III / I HC horts 330/ ub-total Air axi ther and General Aviation 3 Jet CI < Jet C Jet C Jet CA Jet CA < <0.01 Jet CA55B Jet CA Jet CIP < Jet MB < Jet MB Jet F Jet FA Jet FA Jet FA <0.01 Jet GII Jet GIIB Jet GI 0.5 < Jet G Jet IA Jet J <0.01 Jet A Jet A Jet M urbo Prop urbo Prop CA urbo Prop CA urbo Prop CA urbo Prop HC urbo Prop HC8 < < urbo Prop urbo Prop MB120 < < urbo Prop PA <0.01 urbo Prop < Piston Prop BC58P Piston Prop CA Piston Prop CA Piston Prop CA Piston Prop CA Piston Prop CA Piston Prop CMP Piston Prop HC Piston Prop GAPF ouisville egional Airport Authority 41

52 PM F I C F oise xposure Map pdate epartures Arrivals Airraft ype IM ype ay ight ay ight Piston Prop GAP Piston Prop PA < Piston Prop PA < <0.01 Piston Prop PA Heliopter B Heliopter B407 < < Heliopter Heliopter ub-total Military C-130 C130H ransport C Fighter F Heliopter ub-otal Grand otals otes: otals and sub-totals may not math exatly due to rounding. perations are arried to out to 4 deimal plaes, but are only presented to 2 deimal (1/100th). 1/100th of an average annual day operation is less than 4 flights per year. 1. hese airraft are apable of arrying more than 60 passengers therefore ounted as Air Carrier by FAA (FAA rder ) 2. hese airraft are not apable of arrying more than 60 passengers therefore ounted as Air axi by FAA (FAA rder ) 3. hese types of airraft an be ounted by FAA as either Air axi or General Aviation depending on how the flight plan for the individual operation was filed evelopment of 2016 operations A five-year foreast of operations was prepared using a variety of data soures inluding, but not limited to: ouisville International Airport 2004 Master Plan Foreast FAA erminal Area Foreast (AF) FAA Air raffi Ativity ata ystem (AA) FAA nhaned raffi Management ystem Counts (MC) perator interviews he methodology and assumptions in the Master Plan Foreast were reasonably onsistent with other reent trend and growth projetions suh as the AF. hus, the Master Plan rates were applied to the 2009 baseline as well as using speifi growth projetions by loal airport users. Appendix presents the foreast memorandum that was submitted to FAA May 11, 2010 and the FAA s assoiated May 18, 2010 foreast approval letter. Also inluded are both a memorandum updating the original foreast for 2015 to year 2016 that was submitted to FAA tober 18, 2010 and the FAA s assoiated response tober 28, 2010 approving the update perations in 2016 able 6 presents the 2016 operations foreast as approved by FAA, and the assoiated daily average modeled operations. he five-year foreast projets 157,451 total operations in 2016 with estimated growth in the Air Carrier, Air axi, and General Aviation airraft operation ategories. isussions with the yag and the loal FB indiated that there are no expeted hanges in military operations during the five-year period and formation flights are expeted to remain at the same level as disussed in etion Marh 2011

53 PM F I C F oise xposure Map pdate Category able perations ummary oure: CH2M HI, HMMH umber of Foreast Annual perations umber of Annual perations Modeled umber of aily Average perations Modeled Air Carrier 90,198 90, Air axi 51,236 51, General Aviation 13,213 13, Military 2, , otal 157, , otes: 1 As disussed in the etion text, military perations Modeled is adjusted for FAA tower ounts representing multiple military airraft flying in formation and being ounted as a single operation. able 7 shows the number of average annual daily airraft arrivals and departures, as well as whether they our during the day or night time period 7 a.m. to 10 p.m. and 10 p.m. to 7 a.m., respetively. etailed airraft assignments were based on several soures, inluding disussions with operators. In the absene of operator information, growth in operations was assumed to be primarily from airraft types that are urrently in prodution. Airraft types that are not urrently in prodution were generally assumed to stay the same as 2011 or redue operations/phase-out if suh information was available. 17 o new airraft types were assumed to operate at F by he split between day/night operations was assumed to be the same as the existing operations, unless additional operator information was available. able 7 inludes the perentage of operations for eah airraft whih were modeled using future Area avigation (A) proedure tras. etion 4.5 provides details about the reation and use of A tras in the 2016 M modeling. able 7 Modeled Average aily Airraft perations for 2016 oure: CH2M HI, HMMH Airraft ype IM ype Perent A epartures Arrivals ay ight ay ight Air Carrier Passenger 1 Airbus A319/A320/A321 A % < < Airbus A319/A320/A321 A % 0.00 <0.01 < Boeing % <0.01 < <0.01 Boeing (Hushit) < <0.01 Boeing (Hushit) < Boeing /400/ % Boeing /400/ % Boeing /400/ % 0.71 < Boeing /400/ B2 98% 0.46 < Boeing /800/ % Boeing /800/ % 0.05 < Boeing % < < Boeing P 100% < < Boeing % <0.01 <0.01 <0.01 <0.01 Boeing % < < Boeing CF6 100% < < Boeing C-10 C <0.01 < Boeing C-9-10/30 (Hushit) C < < For example, Fedx plans to retire their Boeing airraft around Fedx Corporation Q3 Fisal 2010 tatistis, available at and viewed April 12, 2010 ouisville egional Airport Authority 43

54 PM F I C F oise xposure Map pdate Airraft ype IM ype Perent A epartures Arrivals ay ight ay ight Boeing C-9-40/50 (Hushit) C95H <0.01 Boeing M-80 eries M81 91% Boeing M-80 eries M82 97% Boeing M-80 eries M83 97% Canadair CJ-700/900 CJ9-94% mbraer 170 MB17 97% mbraer 190 MB19 100% < < ub-total Air Carrier Cargo 1 Airbus A300 A % Airbus A310 A % Antonov B - <0.01 <0.01 <0.01 <0.01 Boeing (Hushit) 727M1 - <0.01 < Boeing (Hushit) 727M2 - < < Boeing (Hushit) 727Q Boeing A Boeing B Boeing % Boeing P 96% Boeing % Boeing % Boeing CF6 100% 0.00 < <0.01 Boeing J9 100% 0.00 < <0.01 Boeing C-8-60 (Hushit) C86H - < < Boeing C-8-70 (e-engine) C870 - < < Boeing C-9-10/30 (Hushit) C Boeing M-11 M11G 98% Boeing M-11 M11P 98% Convair 580 C < Convair 640 H748A - < <0.01 <0.01 ub-total Air axi Passenger 2 Canadair CJ-100/200 C601 96% mbraer 135/145 MB145 96% mbraer 135/145 MB14 83% win-ngine urboprop HC ub-total Air axi Cargo 2 Beeh Cessna 208 Caravan CA Fairhild Metro III / I HC horts ub-total Air axi ther and General Aviation 3 Jet CI < Jet C600 40% Jet C601 31% Jet CA500 57% Jet CA510 64% 0.11 < <0.01 Jet CA55B 80% Jet CA750 91% Jet CIP < Jet MB145 97% 0.05 < Jet MB17 85% 0.03 < < Marh 2011

55 PM F I C F oise xposure Map pdate Airraft ype IM ype Perent A epartures Arrivals ay ight ay ight Jet F Jet FA Jet FA50 90% Jet FA900 93% <0.01 Jet GII Jet GIIB Jet GI 93% 0.57 < Jet G 93% Jet IA % 0.18 < <0.01 Jet J <0.01 Jet A Jet A35 26% Jet M % urbo Prop urbo Prop CA206 - < < urbo Prop CA urbo Prop CA urbo Prop HC urbo Prop HC8 - < < urbo Prop urbo Prop MB120 - < < urbo Prop PA < <0.01 urbo Prop < Piston Prop BC58P Piston Prop CA Piston Prop CA <0.01 Piston Prop CA < <0.01 Piston Prop CA Piston Prop CA < Piston Prop CMP Piston Prop HC6 - < < Piston Prop GAPF < <0.01 Piston Prop GAP Piston Prop PA < Piston Prop PA < <0.01 Piston Prop PA Heliopter B Heliopter B407 - < < Heliopter Heliopter ub-total Military C-130 C130H ransport C Fighter F Heliopter ub-otal Grand otals otes: otals and sub-totals may not math exatly due to rounding. perations are arried to out to 4 deimal plaes, but are only presented to 2 deimals (1/100th). 1/100th of an average annual day operation is less than 4 flights per year. 1. hese airraft are apable of arrying more than 60 passengers therefore ounted as Air Carrier by FAA (FAA rder ) 2. hese airraft are not apable of arrying more than 60 passengers therefore ounted as Air axi by FAA (FAA rder ) 3. hese types of airraft an be ounted by FAA as either Air axi or General Aviation depending on the flight plan filing indiates airraft type most liely does not have A apability. ouisville egional Airport Authority 45

56 PM F I C F oise xposure Map pdate 4.3 Airraft oise and Performane Charateristis peifi noise and performane data must be entered into the IM for eah airraft type operating at the airport. oise data are inluded in the form of sound exposure level ( see Appendix A) at a range of distanes (from 200 feet to 25,000 feet) from a partiular airraft with engines at a speifi thrust level. Performane data inlude thrust, speed and altitude profiles for taeoff and landing operations. he IM database ontains standard noise and performane data for over one hundred different fixed-wing airraft types, most of whih are ivilian airraft. he IM automatially aesses the noise and performane data for taeoff and landing operations by those airraft. ithin the IM database, airraft taeoff or departure profiles are usually defined by a range of trip distanes identified as stage lengths. A longer trip distane or higher stage length is assoiated with a heavier airraft due to the inrease in fuel requirements for the flight. For this study, ity pair distanes were determined for eah departure flight tra and used in most ases to define the speifi stage length using the IM standard definitions. his study inluded many different airraft types. hile many airraft ould be modeled by diret assignments from the standard IM database, some were not in the IM database. For those airraft types not in the IM standard database, FAA-approved substitutions were used to model the airraft with a similar type. If no suffiiently similar airraft ould be found, a user-defined airraft was reated for that speifi airraft type. ser defined airraft/substitutions were submitted to FAA on May 22, 2010 (Appendix ) with FAA approval or reommendation response reeived on July 13, 2010 (Appendix F). In addition to the airraft substitutions, there were several airraft types whose flight profiles were different enough from the standard IM profiles that user-defined profiles were developed in ooperation with the airraft manufaturer, Boeing Airraft Company. wo airraft types had user-defined profiles to represent redued thrust taeoff typially used at F for air argo jets (Boeing and Boeing ). 18 he Assumed emperature Method is a ommon proedure used to redue the taeoff thrust. In this method, pilots program their airraft s on-board Flight Management ystem (FM) to assume temperatures higher than atual temperatures in order to redue thrust at taeoff. he airraft then automatially redues the thrust and alulates a flight path based on lower density air, aused by the assumed higher temperature. he result is generally a slower airspeed and a lower altitude as ompared to the standard IM profile. hese user profiles were verified by omparing the profiles to atual limb performane data at F. ser-defined profiles for the Boeing M-11 (IM types M11P and M11G) were developed to represent proedures that are used at F that are not available in IM for these partiular airraft. he proedures used by these airraft are typial of those used by large airraft, and are available for other types in IM, but not offered for the M Appendix G provides the doumentation of the user-defined airraft profiles for the predominant air argo jets that were submitted to the FAA on June 17, Also inluded in Appendix G is additional information that was provided to the FAA, at their request, on eptember 20, 2010 and tober 7, 2010 for review. FAA provided their approval on ovember 19, 2010 for the use of all reommended user- 18 IM types 757 and hese partiular proedures are sometimes referred to as ICA A. he IM offers ICA A profiles, and ICA A profiles were used, for the Boeing (IM type ) and the Airbus A300 (IM type A ). 46 Marh 2011

57 PM F I C F oise xposure Map pdate defined profiles (Boeing , Boeing and Boeing M-11) for this M update (Appendix H). he redued thrust settings in the Boeing 757 and 767 user-defined profiles produe a lower altitude on departure as ompared to the IM tandard profiles. he two M-11 user-defined profiles better repliate the ICA A proedures when ompared to the standard IM profiles. A least-squares analysis of atual airraft speed and altitude profiles obtained from the F monitoring system verified the greater agreement ahieved by the FAA-approved user-defined profiles. he previous Part 150 pdate at F assumed the differenes between atual airraft performane and the IM tandard profiles were due to inreased tae-off weights. hus the noise modeling analysis utilized inreased taeoff weights (higher stage lengths) in the IM to adjust for the differene in altitude between the model and the atual tras obtained from the FAA radar data. A reent analysis of estimated taeoff weights using data from the epartment of ransportation () did not support the assertion that taeoff weights were the reason for the differene with most airraft operating at F. However, aording to the reords, the Boeing argo airraft did have higher than standard taeoff weights. By adjusting the departure stage lengths derived from the ity pair analysis for those inreased taeoff weights, the modeled profiles for the airraft provided better agreement with the altitude profiles in the flight tra data. able 8 shows the adjustments made to the stage lengths based on the reorded inreased taeoff weights. able 8 Adjustments to eparture tage engths Based on aeoff eights Boeing oure:, HMMH tage ength based on City Pairs tage ength Adjusted for Atual Airraft eight unway tilizations eather, in partiular wind diretion and wind speed, is the primary fator affeting runway use at airports. Additional fators that may affet runway use inlude the position of a faility relative to the runways and temporary runway losures, generally for airfield maintenane and onstrution. he flight tras within the radar data reviewed for the ouisville oise xposure Map pdate inlude the use of all six diretions on the three runways at F xisting Conditions unway tilization he flight tra data from Airene.om for alendar year 2009 ontained the neessary information to determine the atual runway end used for eah arrival and departure. he 2011 ivilian runway use, by airraft and time of day, was developed from the same flight tra data used to develop the 2011 airraft operations. ue to a la of military operations in the flight tra data from Airene.om (these operations are typially filtered out by design), military runway use estimates were developed through disussions with the yag 20. he yag base is loated on the east side of the airfield and, therefore, it is onvenient 20 elephone interview between HMMH and yag Marh 30, yag estimated runway use: 17/35 90%; 17/35 8%; 11/29 2%. ouisville egional Airport Authority 47

58 PM F I C F oise xposure Map pdate for the yag airraft to use unway 17 and unway 35. he north/south diretional flow was aounted for in the military runway use by assuming the military airraft would approximately follow the perentage of air arrier passenger airraft flow use as wind is the predominant fator in diretion of airraft operations. ransient military airraft were assumed to have the same runway use as yag sine transient military airraft taxi to and from the FB faility, whih is just north and adjaent to the yag base. isussions with the AA, FAA Air raffi Control and the FB indiated that all heliopters, both ivilian and military, were assumed to arrive and depart axiway 4, whih is loated near the FB faility. he summarized runway use perentages projeted for alendar year 2011, as presented in able 9, were based on the atual annual-average runway use for both arrivals and departures in alendar year 2009 based on the Airene flight tra data. able 10 provides additional details, inluding runway use perentages by the time period (daytime and nighttime) and airraft group. he groupings and time periods in able 10 orrespond to the airraft operations presented in the operations tables. able 9 and able 10 also inlude estimates of the departures that use the full length of unways 17 and 35 (also nown as using the unway 17 and unway 35 extensions). able 9 verall unway se Perentages for 2011 oure: HMMH, AA, Airene data, yag unway epartures Arrival % 32.6% % 16.8% 17 (X) 0.8% 0.0% % 27.2% 35 (X) 0.3% 0.0% % 21.3% % 0.0% % 2.1% otal 100% 100% otes: otals may not math exatly due to rounding. (X) identifies operations that are estimated to use the full length/extensions of unway 17 or unway 35. All heliopters, military and ivilian, were modeled using axiway 4 48 Marh 2011

59 PM F I C F oise xposure Map pdate able 10 Modeled Average aily unway se for 2011 oure: HMMH Air Carrier Passenger eparture Arrival unway aytime ighttime aytime ighttime % 33.1% 44.9% 27.9% % 47.0% 12.3% 12.2% 17 (X) 0.0% 0.0% 0.0% 0.0% % 2.6% 26.2% 36.9% 35 (X) 0.0% 0.0% 0.0% 0.0% % 16.3% 13.4% 21.8% % 0.0% 0.0% 0.0% % 0.9% 3.1% 1.2% otal 100.0% 100.0% 100.0% 100.0% Air Carrier Cargo eparture Arrival unway aytime ighttime aytime ighttime % 26.1% 23.5% 13.6% % 50.9% 34.5% 22.9% 17 (X) 2.4% 1.6% 0.0% 0.0% % 13.6% 32.6% 41.7% 35 (X) 1.3% 0.4% 0.0% 0.0% % 7.2% 6.6% 21.2% % 0.0% 0.0% 0.0% % 0.2% 2.7% 0.6% otal 100.0% 100.0% 100.0% 100.0% Air axi Passenger eparture Arrival unway aytime ighttime aytime ighttime % 47.3% 48.5% 32.1% % 31.8% 9.6% 7.8% % 1.2% 16.0% 26.6% % 18.9% 22.7% 32.3% % 0.0% 0.0% 0.0% % 0.9% 3.2% 1.2% otal 100.0% 100.0% 100.0% 100.0% Air axi Cargo eparture Arrival unway aytime ighttime aytime ighttime % 49.1% 27.8% 27.1% % 22.4% 33.6% 10.2% % 10.7% 15.8% 18.7% % 16.2% 7.0% 43.0% % 1.2% 0.0% 0.0% % 0.3% 15.8% 0.9% otal 100.0% 100.0% 100.0% 100.0% Air axi ther and General Aviation eparture Arrival unway aytime ighttime aytime ighttime % 40.8% 51.9% 31.0% % 20.7% 8.0% 13.2% % 12.5% 3.8% 17.2% % 24.6% 32.8% 37.9% % 0.5% 0.3% 0.0% % 0.9% 3.2% 0.7% otal 100.0% 100.0% 100.0% 100.0% ouisville egional Airport Authority 49

60 PM F I C F oise xposure Map pdate Military eparture Arrival unway aytime ighttime aytime ighttime % 60.3% 69.3% 50.4% % 7.6% 2.6% 2.1% % 0.4% 5.4% 6.1% % 29.7% 20.7% 39.4% % 0.0% 0.0% 0.0% % 2.1% 2.0% 2.1% otal 100.0% 100.0% 100.0% 100.0% All Fixed ing Airraft eparture Arrival unway aytime ighttime aytime ighttime % 30.5% 44.3% 17.5% % 45.7% 14.3% 19.9% 17 (X) 0.5% 1.2% 0.0% 0.0% % 11.8% 19.3% 37.8% 35 (X) 0.3% 0.3% 0.0% 0.0% % 9.9% 18.9% 24.2% % 0.1% 0.1% 0.0% % 0.3% 3.1% 0.7% otal 100.0% 100.0% 100.0% 100.0% otes: otals may not math exatly due to rounding. (X) identifies operations that are estimated to use the full length/extension of unway 17 or unway 35. All heliopters, military and ivilian, were modeled using axiway 4 he airport s informal preferential runway use agreement (Appendix I) for turbojet airraft lists the preferred runway ombinations for arrivals and departures for four time periods as presented below. he agreement inludes the most preferred arrival and departure runway ombination, followed by the preferred list of alternatives, with the least preferred arrival and departure runway ombination at the end of the list for the respetive time period. In some ases, pilots, at their disretion, may request a different runway. he agreement desribes the following four time periods and assoiated first-preferene runway ombinations. 21 perations from 7:00 a.m. to 9:30 a.m. o epart on unways 17 and 17 o Arrive on unway 17 perations from 9:30 a.m. to 12:30 p.m. 22 o epart on unways 35 o Arrive on unway 35 and 35 perations from 12:30 p.m. to 10:00 p.m. o epart on unways 17 and 17 o Arrive on unway 17 perations from 10:00 p.m. to 7:00 a.m. o epart on unways 17 and 17 o Arrive on unway 35 and his is a simplified summary of the agreement for informational purposes only. 22 n weeends, operations remain to the south on unways 17 and17, when onditions permit. 50 Marh 2011

61 PM F I C F oise xposure Map pdate able 11 provides the 2011 modeled ivilian turbojet runway use perentages for the four time periods defined in the informal preferential runway use agreement. 23 he perentages assoiated with the firstpreferene runways during the respetive time periods are highlighted in the table. In most ases, the first-preferene runways are the most used runways during the respetive time period. he single exeption is the arrival operations during the 9:30 a.m. to 12:30 p.m. time period, in whih the seond preferene arrival runway is unway 17. able 11 Modeled Average aily Civilian urbojet unway se by ime of ay for 2011 oure: HMMH, Airene data unway otal peration 7:00 a.m. 9:30 a.m. eparture 37.9% 34.7% 0.0% 2.1% 5.4% 19.9% 100.0% Arrival 43.9% 22.9% 0.1% 1.4% 18.8% 12.8% 100.0% peration 9:30 a.m. 12:30 p.m. 24 eparture 28.3% 24.7% 0.0% 3.0% 10.0% 33.9% 100.0% Arrival 33.6% 21.4% 0.0% 2.5% 24.4% 18.1% 100.0% peration 12:30 p.m. 10:00 p.m. eparture 28.5% 32.6% 0.0% 3.3% 11.1% 24.5% 100.0% Arrival 47.4% 10.8% 0.0% 3.6% 19.0% 19.3% 100.0% peration 10:00 p.m. 7:00 a.m. eparture 28.6% 49.7% 0.0% 0.3% 12.4% 9.0% 100.0% Arrival 16.3% 20.9% 0.0% 0.7% 39.8% 22.4% 100.0% otes: otals may not math exatly due to rounding. umbers in bold and in green shaded ells indiate preferred runways during the respetive period. Military operations are not inluded. perations unway 17 and 35 perentage inlude operations that used the full length of the respetive runway Foreast Conditions unway tilization For the foreast runway use, adjustments were based on a sample of long-term historial trend data. he development of projeted runway use for the 2016 M also onsidered two time periods of interest defined in the informal runway use agreement ontraflow during nighttime and the late morning period Contraflow uring ighttime Period he AA ontraflow reports 25 provided eight full-alendar years from 2002 to 2009 of annual average perentage of jet and large propeller operations at F departing to or arriving from the south during the 23 As disussed previously, military operations do not have omplete information in the data sets and the missing data inlude the airraft type, whih is needed to determine if the flight tra is a jet or propeller airraft. herefore, military airraft are not inluded in this analysis. 24 n weeends, operations remain to the south on unways 17 and 17, when onditions permit. 25 ouisville International Airport, Contraflow (10:00 p.m. 7:00 a.m.) perations eport, January 4-8, ouisville egional Airport Authority 51

62 PM F I C F oise xposure Map pdate nighttime period (able 12). Appendix J provides an example of a AA ontraflow summary report. he last 5-year historial average departure and arrival ontraflow perentages were 77% and 67% respetively, and were used for the 5-year planning projetion. Any adjustments to the future runway use based on this information were applied to all airraft types. able 12 Annual Average Contraflow Perentages oure: AA Year eparture Arrival % 69% % 69% % 63% % 73% % 75% % 63% % 63% % 63% ast 5-Year 1 77% 67% Average otes: 1 he last 5-year average is based on alendar years 2005 to 2009 inlusive ate Morning ime Period he late morning time period has been traed in the CF meeting minutes for three full onseutive alendar years from 2007 to he annual average runway use for these three years shown in able 13 was used for the late morning time period and applied to all ivilian airraft types. Military airraft runway use was not modified sine information from yag suggested the majority of the military operations our during the afternoon hours. able 13 hree-year Historial Average aily unway se for ate Morning ime of ay oure: HMMH, AA, CF Meeting minutes unway otal peration 9:30 AM 12:30 PM eparture 28.6% 20.9% 0.2% 2.2% 9.3% 39.0% 100% Arrival 30.8% 20.2% 0.0% 1.6% 24.5% 23.1% 100% otes: otals may not math exatly due to rounding. umbers in bold and in green shaded ells indiate preferred runways during the respetive period. Inludes all ivilian fixed wing airraft; military operations are not inluded. perations unway 17 and 35 perentage inlude operations that used the full length of the respetive runway Foreast unway tilization ummary he future runway use data for the ontraflow and late morning time periods were inorporated into the development of the overall and modeled average day runway use perentages for 2016 as shown in able 14 and able 15. As provided for the existing onditions, able 16 details the modeled average runway 52 Marh 2011

63 PM F I C F oise xposure Map pdate use for turbojet airraft for the various times of the day. he perentages assoiated with the firstpreferene runways during the respetive time periods are highlighted in the table. able 14 verall unway se Perentages for 2016 oure: HMMH, AA, yag unway epartures Arrival % 32.0% % 15.4% 17 (X) 0.9% 0.0% % 27.9% 35 (X) 0.3% 0.0% % 22.7% % 0.0% % 2.0% otal 100% 100% otes: otals may not math exatly due to rounding. (X) identifies operations that are estimated to use the full length/extensions of unway 17 or unway 35. All heliopters, military and ivilian, were modeled using axiway 4 able 15 Modeled Average aily unway se for 2016 oure: HMMH Air Carrier Passenger eparture Arrival unway aytime ighttime aytime ighttime % 32.3% 42.9% 22.8% % 47.6% 13.2% 9.7% 17 (X) 0.0% 0.0% 0.0% 0.0% % 2.8% 26.4% 43.6% 35 (X) 0.0% 0.0% 0.0% 0.0% % 16.5% 14.5% 22.8% % 0.0% 0.0% 0.0% % 0.7% 3.0% 1.2% otal 100.0% 100.0% 100.0% 100.0% Air Carrier Cargo eparture Arrival unway aytime ighttime aytime ighttime % 25.9% 27.7% 12.0% % 49.7% 28.3% 20.5% 17 (X) 3.2% 2.1% 0.0% 0.0% % 14.1% 28.1% 45.1% 35 (X) 1.5% 0.5% 0.0% 0.0% % 7.3% 13.7% 21.8% % 0.0% 0.0% 0.0% % 0.3% 2.3% 0.6% otal 100.0% 100.0% 100.0% 100.0% Air axi Passenger eparture Arrival unway aytime ighttime aytime ighttime % 47.3% 45.9% 26.2% % 31.8% 10.9% 6.2% % 1.2% 17.5% 30.1% % 18.9% 22.6% 36.3% % 0.0% 0.0% 0.0% % 0.9% 3.1% 1.2% otal 100.0% 100.0% 100.0% 100.0% ouisville egional Airport Authority 53

64 PM F I C F oise xposure Map pdate Air axi Cargo eparture Arrival unway aytime ighttime aytime ighttime % 49.1% 28.5% 23.4% % 22.4% 33.1% 8.8% % 10.7% 15.8% 20.4% % 16.2% 6.9% 46.5% % 1.2% 0.0% 0.0% % 0.3% 15.8% 0.9% otal 100.0% 100.0% 100.0% 100.0% Air axi ther and General Aviation eparture Arrival unway aytime ighttime aytime ighttime % 40.8% 50.8% 23.5% % 20.9% 9.3% 10.3% % 12.6% 6.4% 20.2% % 24.4% 30.5% 45.3% % 0.5% 0.2% 0.0% % 0.9% 2.7% 0.7% otal 100.0% 100.0% 100.0% 100.0% Military eparture Arrival unway aytime ighttime aytime ighttime % 60.3% 69.3% 50.4% % 7.6% 2.6% 2.1% % 0.4% 5.4% 6.1% % 29.7% 20.7% 39.4% % 0.0% 0.0% 0.0% % 2.1% 2.0% 2.1% otal 100.0% 100.0% 100.0% 100.0% All Fixed ing Airraft eparture Arrival unway aytime ighttime aytime ighttime % 31.0% 43.6% 15.4% % 44.2% 13.9% 17.2% 17 (X) 0.6% 1.6% 0.0% 0.0% % 12.0% 19.4% 40.7% 35 (X) 0.3% 0.3% 0.0% 0.0% % 10.4% 20.2% 26.1% % 0.1% 0.0% 0.0% % 0.4% 2.8% 0.7% otal 100.0% 100.0% 100.0% 100.0% otes: otals may not math exatly due to rounding. (X) identifies operations that are estimated to use the full length/extension of unway 17 or unway 35. All heliopters, military and ivilian, were modeled using axiway 4 54 Marh 2011

65 PM F I C F oise xposure Map pdate able 16 Modeled Average aily Civilian urbojet unway se by ime of ay for 2016 oure: HMMH unway otal peration 7:00 a.m. 9:30 a.m. eparture 38.0% 34.7% 0.0% 2.2% 5.2% 20.0% 100.0% Arrival 44.3% 22.7% 0.1% 1.5% 18.4% 13.1% 100.0% peration 9:30 a.m. 12:30 p.m. 26 eparture 28.3% 21.3% 0.2% 2.2% 9.5% 38.5% 100.0% Arrival 30.5% 20.2% 0.0% 1.7% 24.8% 22.8% 100.0% peration 12:30 p.m. 10:00 p.m. eparture 29.0% 32.3% 0.0% 3.3% 10.7% 24.8% 100.0% Arrival 47.4% 10.7% 0.0% 3.6% 18.8% 19.4% 100.0% peration 10:00 p.m. 7:00 a.m. eparture 28.8% 48.8% 0.0% 0.4% 12.7% 9.3% 100.0% Arrival 14.3% 18.2% 0.0% 0.7% 43.1% 23.7% 100.0% otes: otals may not math exatly due to rounding. umbers in bold and in green shaded ells indiate preferred runways during the respetive period. Military operations are not inluded. perations unway 17 and 35 perentage inlude operations that used the full length of the respetive runway. 4.5 Flight ra Geometry and tilization As disussed earlier, ealcontours provides inreased preision in modeling IM flight tras. ealcontours M uses individual flight tras taen diretly from radar systems rather than relying on onsolidated, representative flight tras data. his provides the advantage of modeling eah airraft operation on the speifi runway it atually used and at the atual time of day of the arrival or departure. ealcontours M then sets up an IM study for eah day using the IM standard data. ah day is then modeled in the IM and the results for eah day ombined and averaged to get the annual ontour. uring the development of this study, information beame available that indiated A proedures for F would be implemented by the end of alendar year isussions with the CF and the onsultant team ensued as to whether to inlude these proedures for the 2016 foreast operations. o assist in the deision proess, the FAA provided the A proedure definitions in AG files dated eptember 2 and 17, 2010 for arrivals and departures, respetively. As a result of an analytial review of the proedures, a request to use these proedures for modeling the foreast ase was forwarded to the FAA on eptember 14, 2010 and approved by the FAA on eptember 17, 2010 (Appendix ). ue to a la of military operations in the flight tra data from Airsene.om, the traditional modeling approah was used, whih populates nominal flight tras with military airraft operations. he nominal military fixed-wing flight tras developed in the previous part 150 were used for this M update. he same flight tras were used for both 2011 and 2016 military operations. 26 n weeends, operations remain to the south on unways 17 and 17, when onditions permit. ouisville egional Airport Authority 55

66 PM F I C F oise xposure Map pdate Flight ras for All Airraft exept Military Airraft ample model tras for orth Flow (unways 35/ and 29) and outh Flow (unways 17/ and 11) are provided in Figure 4 and Figure 5 respetively. A total of 1,867 representative flight tras (1,040 arrival and 827 departure) are shown for the orth Flow and 2,420 representative flight tras (1,142 arrival and 1,278 departure) are shown for the outh Flow. ue to the inompleteness of the military flight tras in the radar data, modeled heliopter flight tras were developed in the onventional IM method by using a sample of radar data from heliopters to determine predominant flight paths. A total of 126,002 individual flight tras were modeled for the 2011 M and 125,308 individual flight tras were modeled for 2016 M. he redution in flight tras modeled is due to removal of those flight tras assoiated with foreast airraft-type retirements through o hanges to the airfield are expeted within the 5-year time frame for this projet. Airspae hanges with the introdution of A proedures were inluded in the 2016 foreast year as disussed in the following setion Area avigation (A) Flight ras Airraft require speialized avionis to fly A proedures. Most modern air arrier and regional jets and some general aviation jets possess the required equipment. Airraft whih are unliely to possess the proper equipment inlude propeller airraft and older jets. A review of uroontrol s website 27 of A approval status provided the jet airraft by airraft odes listed in able 17. hese airraft types were flagged for A modeling with the perentage of A operations listed in the 2016 operations table (able 7). his approval status list ontains some airraft for whih the required avionis are either a retrofit or a prodution option. Additionally, pilots may not opt to utilize the A proedures in ertain situations. egardless, all radar tras with the mathing airraft ode were initially tagged for A modeling, liely resulting in a onservatively high estimate of A utilization. able 17 A Airraft ist oure: uroontrol website, HMMH Air Carrier Jets egional Jets General Aviation Jets A306 A30B A310 A319 A320 B712 B733 B734 B735 B737 B738 B739 B744 B752 B753 B762 B763 M11 M82 M83 M87 M88 CJ1 CJ2 CJ7 CJ X A C25A C25B C510 C525 C560 C56X C680 C750 F2H F900 FA50 G150 GAX G5 GX GF4 GF5 J45 J60 he A proedure definitions provided by the FAA were onverted to IM babone and dispersed model tras. he starting points and radii of turns depended on airraft performane harateristis suh as ban angle, altitude, and speed. he onversion algorithms produed these model tra parameters by using the airraft performane harateristis found in the IM s airraft profiles. hus, the babone A model tras vary slightly for eah IM airraft in the 2016 modeling. he onversion algorithms reated the dispersed model tras whih flan the babone based on the observed dispersion of A proedures at other airports. 27 uroontrol is the uropean rganisation for the afety of Air avigation. tatus aessed tober 26, Marh 2011

67 PM F I C F oise xposure Map pdate ot all airraft operations in the 2016 modeling use the A IM tras. Airraft operations were modeled on the same paths as utilized for the 2011 modeling if the airraft was not deemed liely to be apable of performing an A proedure, the destination or origin of the operation was too lose to F, or the appropriate A tra assignment was unlear. For A-tagged radar tras, re-assignment to a partiular A proedure was based on the origin or destination airport. he proedure was seleted with the shortest total distane from the origin or destination airport, through the proedure, and down to the assigned runway end. In some ases where the distanes for two proedures were similar, an examination of the radar data was used to determine the urrent predominant flight path for an origin or destination airport. he A tra most losely mathing this path was then seleted for all flights to or from that airport. Airraft operations to ities whih lay loser to F than the extents of the assigned A tra were modeled using the atual radar tra instead of the A proedure. ome airraft tras did not possess origin or destination data. hese operations were assigned to A tras using spatial gates whih enompassed the span of operations already assigned to eah A tra. perations without origin or destination data and for whih the gate analysis did not produe an assignment, typially beause the radar tra ended before two A proedures diverged, were modeled on their existing radar tras. Figure 6 and Figure 7 show all the modeled A arrival and departure tras or proedures for north flow and south flow, respetively. able 18 and able 19 list the use of the arrival and departure A flight tras or proedures by airraft ategory and runway that were used in modeling the 2016 foreast operations. able 18 A Arrival Flight ras (Proedures) for 2016 oure: HMMH aytime ighttime unway AM MA FIZ MA PAY AM MA FIZ MA PAY Air Carrier Passenger 17 24% 5% 11% 53% 6% 46% 0% 12% 41% 0% 17 30% 8% 20% 37% 5% 68% 1% 21% 11% 0% 35 19% 10% 25% 46% 1% 46% 2% 37% 15% 0% 35 17% 3% 8% 54% 17% 33% 0% 1% 64% 1% All unways 22% 7% 16% 49% 6% 45% 1% 21% 32% 0% Air Carrier Cargo 17 47% 2% 7% 33% 12% 20% 5% 5% 47% 22% 17 47% 2% 20% 21% 10% 41% 15% 22% 14% 8% 35 44% 2% 20% 25% 10% 36% 16% 24% 14% 9% 35 39% 1% 11% 35% 15% 14% 5% 7% 45% 29% All unways 45% 2% 15% 27% 11% 31% 12% 18% 24% 15% Air axi Passenger 17 40% 0% 2% 42% 16% 35% 1% 0% 60% 4% 17 36% 6% 8% 31% 19% 72% 1% 2% 25% 0% 35 11% 6% 38% 36% 8% 7% 1% 43% 48% 1% 35 20% 1% 10% 33% 36% 17% 1% 14% 61% 5% All unways 29% 2% 12% 37% 20% 22% 1% 19% 55% 4% Air axi ther and General Aviation 17 21% 10% 13% 45% 12% 28% 0% 18% 36% 17% 17 19% 16% 19% 34% 12% 100% 0% 0% 0% 0% 35 27% 12% 15% 23% 22% 37% 32% 0% 31% 0% 35 21% 11% 11% 36% 21% 33% 8% 12% 36% 12% All unways 21% 11% 13% 40% 16% 32% 6% 13% 35% 13% ouisville egional Airport Authority 57

68 PM F I C F oise xposure Map pdate able 19 A eparture Flight ras (Proedures) for 2016 oure: HMMH aytime ighttime unway APA FA MYIC P APA FA MYIC P Air Carrier Passenger 17 19% 19% 36% 26% 3% 22% 71% 3% 17 21% 36% 12% 31% 12% 64% 3% 21% 35 25% 25% 21% 28% 4% 44% 31% 22% 35 17% 33% 23% 26% 5% 51% 29% 15% All unways 20% 30% 22% 28% 8% 48% 30% 14% Air Carrier Cargo 17 25% 56% 9% 10% 4% 68% 5% 24% 17 63% 13% 7% 16% 49% 15% 14% 22% 35 49% 15% 9% 27% 43% 16% 15% 27% 35 30% 36% 20% 14% 6% 56% 12% 26% All unways 55% 18% 9% 19% 33% 32% 12% 23% Air axi Passenger 17 3% 20% 36% 40% 1% 31% 23% 46% 17 2% 46% 15% 37% 1% 65% 3% 31% 35 4% 27% 29% 40% 0% 26% 14% 60% 35 2% 29% 28% 41% 1% 44% 15% 40% All unways 3% 29% 28% 40% 1% 45% 14% 40% Air axi ther and General Aviation 17 20% 42% 14% 24% 20% 49% 6% 24% 17 20% 43% 12% 25% 0% 21% 15% 63% 35 24% 45% 12% 19% % 43% 14% 28% 28% 39% 11% 22% All unways 19% 42% 13% 25% 22% 43% 9% 26% Flight ras for Military Airraft ue to a la of military operations in the flight tra data from Airene.om, the traditional modeling approah was used, whih populates nominal flight tras with military airraft operations. he nominal military fixed-wing flight tras developed in the previous Part were used for this M update. he available heliopter tras in the radar data formed the basis for the military heliopter model tras and tra utilization rates. Figure 8 displays the military fixed-wing and heliopter arrival and departure modeled flight tras and able 20 and able 21 show the flight tra use for the military flight operations. he foreast military flight tras and usage remained unhanged from the existing ondition. 28 eigh Fisher Assoiates, FA Part 150 oise tudy pdate ouisville International Airport, January Marh 2011

69 PM F I C F oise xposure Map pdate able 20 Military Fixed-ing Airraft Flight ras and se oure: 2003 CP, HMMH Arrival eparture aytime ighttime unway Flight Flight se % se % ra ra A A A A A A A A A A A A A A A A A able 21 Military Heliopter Flight ras and se oure: HMMH Arrival eparture aytime ighttime Helipad Flight Flight se % se % ra ra 4 H4MH H4MH H4MH H4MH H4MH H4MH H4MH H4MH H4MH verall Flight ra ensity In addition to the north and south flow flight tra graphis, flight tra density plots are inluded showing arrivals and departures. hese plots permit presentation of omparative information for longer ouisville egional Airport Authority 59

70 PM F I C F oise xposure Map pdate time frames using thousands of atual airraft flight tras. ather than presenting every individual tra, these plots use olor gradations to depit the frequeny of airraft operations over extended time periods. hese graphis summarize the flight tra geometry, dispersion, and the frequeny of airraft operations by using a uniform olor gradient sheme based on the relative density of traffi. he warm olors (reds) indiate the areas where the most airraft operations ourred and the ool olors (blues) indiate the areas where the fewest airraft operations ourred given the sets of flight tra data desribed above. he flight density plots in Figure 9 and Figure 10 represent the density (i.e., frequeny) of jet arrivals and jet departure flight tras, respetively. he flight tras used to develop these density plots are from the first fourteen days of eah month during alendar year 2009 (i.e. January 1 st through 14 th, February 1 st through 14 th, Marh 1 st through 14 th, et.). he plots are eah based on the use of over 17,000 atual flight tras. hese figures provide a visual summary of where airraft predominantly fly throughout the year and represent a sample of the flight tras that were used to develop the noise ontours in this M pdate. ote that airraft densities appear to drop suddenly over the airfield due to the flight tras beginning and ending near the airfield within the data set. 4.6 Meteorologial Conditions he IM has several settings that affet airraft performane profiles and sound propagation based on meteorologial data. Meteorologial settings inlude average annual temperature, barometri pressure, relative humidity at the airport, and average headwind speed. eather data for 2009 from the ational Climati ata Center (CC) 29 for F (BA 93821) were olleted and reviewed. Based on analysis of the CC data, the average annual onditions for F inlude a temperature of 57.3 o F, sea level pressure of in-hg, and relative humidity of 66.9 perent. For modeling purposes, the average headwind speed was set to 8.0 nots. 4.7 errain errain data desribe the elevation of the ground surrounding the airport and on airport property. he IM uses terrain data to adjust the ground level under the flight paths. he terrain data do not affet the airraft s performane or emitted noise levels, but do affet the vertial distane between the airraft and a reeiver on the ground. his in turn affets the noise levels reeived at a partiular point on the ground. he terrain data were obtained from the nited tates Geologial urvey (G). 30 errain data were not inluded in the previous 14 CF Part 150 for F ata downloaded from on 6/22/2010 in 1/3 Ar seond GridFloat format. 60 Marh 2011

71 trathmoor illage A AI H xpressway esidential/ingle Family Arrival ras hools Arterial esidential Multi-Family eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se duational Muniipal Boundary ransportation County Boundary aant / ndefined on-istrit Histori ite o un ty litt C HI 1 Y84 A MP Figure 4 xisting (2011) orth Flow Arrival and eparture ras (heet 1 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± College/niversity A Y GA G Airport Boundary A PA A A C M IC MA C P B C Histori istrit P Hollyvilla Airport eloation Area B ul Jeff ers on 1 CA IG Y -84 egend ound Insulation Areas B IC 65 MP HI B Y MI 1 A -8 4 YA 3 Y A PY Q I Cou nty C A H PY GA hively PY AA A I A A C H Y AG outh Par iew 17 A A B I H Y B MAIC A CA A A Y G I X AY A B I M IA A I I G A A F F A AY F B B M AI FF I B Y J G I M AI A M I B C H A MM A M HA I A A Y B B IC AMP IP CI AY B 1 Y-84 P HI I PA AY P BA A A FF IA niversity of ouisville Coulter Mapping olutions (CM), In. J I F Y 17 H 7 H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure4_orth_Flow_ras.mxd C P B 29 Parway illage IX I Audubon Par A 265 Y H H A 2 H I Poplar Hills P Y CA P Y G 1 6 H A Y B J 22 H G H A P 1 I BY H 264 H H JA P C H H P A P P ynnview 9H 15 7 Y A BA A BAX 5 H 4 7 H 3 H 6 Y H I I A 6H BA atterson Par 264 P 2 2 6H A Y 2 1 A 1 64 ty 65 M C ou n ty Coun CH rs on 71 P I Jeffe Clar G B IA I est Buehel trathmoor Manor Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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73 HI I A I Y P IA C P P IP PH I 7 H B Hollow Cree pring Mill CH Y H B P AH CH P B FF J 35 HI A Y B AY I 7 H 22 IXI HY A A I H Y 3 A CH C GB H Y-841 egend College/niversity xpressway esidential/ingle Family Arrival ras hools Arterial esidential Multi-Family eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se duational Muniipal Boundary ransportation County Boundary aant / ndefined Airport eloation Area Coulter Mapping olutions (CM), In. ound Insulation Areas Histori istrit on-istrit Histori ite I C 265 P outh Par iew Airport Boundary A M IC A C I A H B GA P A AA Y AM P I CA Y A F IC A A BA BA P H H F C BC H Jeffersontown Y A GAG P P A ynnview PY MA B YP Poplar Hills 264 Y H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure4-2_orth_Flow_ras.mxd H hively CM est Buehel H H 264 atterson Par Audubon Par Y B B B G CI C A A B C Parway illage A G niversity of ouisville BA B FG AY I B C HB Y P F Y MI B 2 4 H Y trathmoor Manor ellington G A C A I B P 3 I 1 H PY QI A 6H HI 16 H Y P AG 9 A G A IGIIA I M 15H H J H H 26 AY A B Y- Figure 4 xisting (2011) orth Flow Arrival and eparture ras (heet 2 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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75 trathmoor illage A AI H xpressway esidential/ingle Family Arrival ras hools Arterial esidential Multi-Family eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se duational Muniipal Boundary ransportation County Boundary aant / ndefined Histori istrit on-istrit Histori ite o un ty litt C HI 1 Y84 A MP Figure 5 xisting (2011) outh Flow Arrival and eparture ras (heet 1 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± College/niversity A Y GA G Airport Boundary A PA A A C M IC MA C P B C P Hollyvilla Airport eloation Area B ul Jeff ers on 1 CA IG Y -84 egend ound Insulation Areas B IC 65 MP HI B Y MI 1 A -8 4 YA 3 Y A PY Q I Cou nty C A H PY GA hively PY AA A I A A C H Y AG outh Par iew 17 A A B I H Y B MAIC A CA A A Y G I X AY A B I M IA A I I G A A F F A AY F B B M AI FF I B Y J G I M AI A M I B C H A MM A M HA I A A Y B B IC AMP IP CI AY B 1 Y-84 P HI I PA AY P BA A A FF IA niversity of ouisville Coulter Mapping olutions (CM), In. J I F Y 17 H 7 H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure5_outh_Flow_ras.mxd C P B 29 Parway illage IX I Audubon Par A 265 Y H H A 2 H I Poplar Hills P Y CA P Y G 1 6 H A Y B J 22 H G H A P 1 I BY H 264 H H JA P C H H P A P P ynnview 9H 15 7 Y A BA A BAX 5 H 4 7 H 3 H 6 Y H I I A 6H BA atterson Par 264 P 2 2 6H A Y 2 1 A 1 64 ty 65 M C ou n ty Coun CH rs on 71 P I Jeffe Clar G B IA I est Buehel trathmoor Manor Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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77 HI I A I Y P IA C P P IP PH I 7 H Y B AY I 7 H 22 IXI HY A A I B Hollow Cree pring Mill CH Y H B P AH CH P B Y 3 A CH C P Y-841 egend College/niversity xpressway esidential/ingle Family Arrival ras hools Arterial esidential Multi-Family eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se duational Muniipal Boundary ransportation County Boundary aant / ndefined Airport eloation Area Coulter Mapping olutions (CM), In. ound Insulation Areas Histori istrit on-istrit Histori ite I C 265 A outh Par iew Airport Boundary A M IC I A C GB H B GA H Y AM P CA H FF J 35 HI IC A P A AA Y H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure5-2_outh_Flow_ras.mxd H I 29 Y A F MA F C BA BA P H H 11 A A Jeffersontown Y A GAG BC H B YP P P A ynnview PY hively CM est Buehel H Poplar Hills 17 H 264 Y B B atterson Par CI C A A B G Audubon Par niversity of ouisville B C Parway illage A B FG BA G AY I B C HB Y P F Y MI B 2 4 H Y trathmoor Manor ellington G A C A I B P 3 I 1 H PY QI A 6H HI 16 H Y P AG 9 A G A IGIIA I M 15H H J H H 26 AY A B Y- Figure 5 xisting (2011) outh Flow Arrival and eparture ras (heet 2 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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79 MI B Y B PY Q I AG A A Y I M IA A I A I G B PA A A A GA G B egend esidential/ingle Family A Arrival ras hools Arterial esidential Multi-Family A eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se Airport Boundary duational Muniipal Boundary ransportation County Boundary aant / ndefined on-istrit Histori ite nty litt C o un ty Cou Jeff ers on B ul MAIC A AIA 1 Y -84 P H Hollyvilla C A HI A MP xpressway B IC College/niversity ound Insulation Areas A AI Coulter Mapping olutions (CM), In. C Histori istrit A AIA Airport eloation Area CA IG IC 3 65 MA MP Y HI CA C M I PA AP A B H 7 I P 1 A AY M HA GA A A A I H I A I B C H A MM A H P BA A A 7 outh Par iew 17 of ouisville niversity 2 15 H Y AA A I 26 JH H H P 2 G 3 2 Y 1 A 6 H F P A A 26 C H IX IC I Y H 264 M Y 264 H hively P Y H Y Figure 6 Foreast (2016) orth Flow Arrival and eparture A ras AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± CI 1 Y84 IC 29 P F Y B 17 Y Y H 265 B A CA P P Parway illage C A B 9 H ynnview B A G I X AY A AY G Y A F F A A B B M AI FF I B Y J Poplar Hills 1 5 H B 7 H 3 4 H 6 Y H I I 2 A Audubon Par A A AMP I M AI G A P P IP P HI A 1 Y-84 H JA BY C P Y M H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure6_A_orth_Flow_ras.mxd H I FF BA H P J A 264 AY IA atterson Par I A X BA BA P Y 6H A Y 1 P A Y A 1 A 64 A AP 64 F 65 C I Y M CH ty M C ou n ty Coun 71 P G B est Buehel trathmoor Manor C 71 rs on Clar trathmoor illage P I Jeffe F YA IA I Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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81 PA A A A GA G C M B xpressway esidential/ingle Family A Arrival ras hools Arterial esidential Multi-Family A eparture ras Hospital Colletor Commerial ursing Home oal Manufaturing ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se Muniipal Boundary ransportation County Boundary aant / ndefined ound Insulation Areas Histori istrit on-istrit Histori ite nty litt C o un ty Cou Jeff ers on B ul MAIC Y A F CA IG P H Hollyvilla C A HI A MP MA College/niversity duational B IC egend Airport Boundary Airport eloation Area Coulter Mapping olutions (CM), In. C A AI MY IC A MY IC P 3 PY IC MA Y A MP F APA CA APA Figure 7 Foreast (2016) outh Flow Arrival and eparture A ras AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± MI B Y B PY Q I AG A A Y I M IA A I A I G B I I PA B H 7 HI 65 1 A H AY M HA GA outh Par iew A A A I I M I B C H H MM A A P BA A A 11 P H 17 niversity of ouisville H Y AA A I 26 JH H H P 2 G 3 2 Y 1 6 H A A 26 C H IX I H 264 Y 264 H hively P Y H Y84 P CI IC Y C B A A B A CA B A F Y Y H 265 B G I X AY P Parway illage ynnview P Poplar Hills Audubon Par AMP 9 H Y A F F A G AY A P P A IP 64 A A B B M AI FF I B Y J G P HI I M AI 1 5 H B 7 H 3 4 H 6 Y H I I 2 A Y A AIA A H JA BY C P H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure7_A_outh_Flow_ras.mxd 1 Y-84 H I FF A AIA BA H P J A 264 AY IA A X BA atterson Par I BA P Y A Y 1 A Y A P CH ty M C ou n ty Coun 71 G B est Buehel trathmoor Manor C 71 rs on Clar trathmoor illage P I Jeffe F YA IA I Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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83 B Y nty litt C o un ty Cou B ul 29 A1 Y 35A1 35 A4 1 Y -84 MP 1 A C eparture Babone ras hools Arterial esidential Multi-Family Arrival Babone ras Hospital Colletor Commerial eparture ispersed ras ursing Home oal Manufaturing Arrival ispersed ras ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se duational Muniipal Boundary ransportation County Boundary aant / ndefined -8 4 Y H Hollyvilla C A HI esidential/ingle Family Airport Boundary 4 P xpressway on-istrit Histori ite egend Histori istrit 35A 5 CA IG A AI IC A MA 35A3 35A1 B IC A 6 Jeff ers on H0 3 A MAIC C M 65 H 4M H 01 College/niversity 2 35A 35A 3 MI 175 HI ound Insulation Areas H0 4M H B B PY Q I I G Airport eloation Area Coulter Mapping olutions (CM), In. 01 H4 MH CA 2 35A AG I M IA A I A A Y B I PA A 841 B H 7 Y AY M HA I P GA 4 A A A A I H I A I B C H H MM A A P BA A A 7 outh Par iew 17 of ouisville niversity H Y AA A I 26 JH H H P 2 G 3 2 Y 1 6 H A A 26 C H IX 35 4 I H Y H hively P Y H 4M Y- P 04 Figure 8 Military Arrival and eparture ras (heet 1 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± CI 264 C 35 A IC A MH H A CA B A F Y F G I X AY A B 9 H Parway illage P H A F F A AY G 6H B B Y H 265 P A A M A2 17 ynnview AMP 1 Audubon Par A IP A P P Poplar Hills PA B B M AI FF I B Y J G P HI Y I M AI H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure8_Military_ras.mxd BY A H I 1 Y-84 JA C P H P FF J H atterson Par 264 AY IA BA I A G B P Y A X BA A Y BA H B 7 H 3 4 H 6 Y H I I 2 A 64 17A 1 P 1 A Y 65 A 64 ty 17A CH 17A 2 M C ou n ty Coun A 17 C 71 rs on Clar est Buehel trathmoor Manor P I Jeffe trathmoor illage H 02 H4 M YA IA I Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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85 7 H HI IP I H IA P I Commerial eparture ispersed ras oal Manufaturing Arrival ispersed ras ibrary ailroad Pars / Cemeteries / ereation Plae of orship unway Publi / Government se Muniipal Boundary ransportation County Boundary aant / ndefined ound Insulation Areas on-istrit Histori ite C P H0 CH C A H 4M Colletor ursing Home Histori istrit 2 4M H0 I A I B Y P PH AY 22 IXI HY A I CA Y GB H H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure8-2_Military_ras.mxd Arrival Babone ras CH esidential Multi-Family AH CH Arterial Hospital B hools A2 eparture Babone ras 17 esidential/ingle Family 2 xpressway A College/niversity 35 duational A3 B egend Airport Boundary 265 Y A 4 H 4M H0 265 M Airport eloation Area Coulter Mapping olutions (CM), In. IC A IC B Par iew outh 1 Y A A 35 1 A A P A P A I A 35 C Y H 29A1 pring Mill 01 H M 4 H P A AA GA G H I Hollow Cree B FF J Y H I B C B FG H Y 65 H 03 H4 M P H H BA Y A F Jeffersontown P 4 17 BA BC H AG G B YP 35 35A6 F C 35 A HI H P P A Y IC 3 A 35 MA C A Poplar Hills ynnview A A 29 A CM B est Buehel 17 hively atterson Par Y B B PY B G H CI Audubon Par A C A AY A trathmoor Manor ellington niversity of ouisville I C Parway illage A A 1 2 A Y Y B I H A 5 3 A 35 F Y 4 MI B B 2 4 H 3 17 A1 17 HI 16 H Y P A IA GI I I M PY QI G A 1 G 4 H 15H A G A A 17 H AY A B 7 H 7H H J 4 Figure 8 Military Arrival and eparture ras (heet 2 of 2) AF oise xposure Map pdate ouisville International Airport 0 2,500 Feet 5,000 ± Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved.

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87 orthfield t egis Par indy Hills 31 t u Jeffersontown Glenview 155 t Matthews Indian Hills ty Coun rson Jeffe ty Coun Clar Audubon Par Heritage Cree 265 atterson Par 31 t u est Buehel Hollyvilla hively egend Airport Boundary xpressway Muniipal Boundary Arterial County Boundary Colletor Airport eloation Area oal ound Insulation Areas ailroad Figure 9 Flight ra ensity Plot For ouisville International Airport Jet epartures AF oise xposure Map pdate ouisville International Airport unway 0 Flight ra ensity Coulter Mapping olutions (CM), In. High Medium ow 5,000 Feet 10,000 ± H:\GI\A\Y\304060_ouisville_M\304060_F_M_Figure9_Flight_ra_ensity_ep.mxd 31 t u ers on C ou Bul n ty litt C oun ty 71 Jeff Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved. ouisville International Airport Airraft Flight ra Monitoring ystem, 2009

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89 orthfield t egis Par indy Hills 31 t u Jeffersontown Glenview 155 t Matthews Indian Hills ty Coun rson Jeffe ty Coun Clar Audubon Par niversity of ouisville Heritage Cree 265 atterson Par 31 t u est Buehel Hollyvilla hively egend Airport Boundary xpressway Muniipal Boundary Arterial County Boundary Colletor Airport eloation Area oal ound Insulation Areas ailroad Figure 10 Flight ra ensity Plot For ouisville International Airport Jet Arrivals AF oise xposure Map pdate ouisville International Airport unway 0 Flight ra ensity Coulter Mapping olutions (CM), In. High Medium ow 5,000 Feet 10,000 ± H:\GI\A\Y\304060_ouisville_M\304060_F_Figure7_Flight_ra_ensity_Arr.mxd 31 t u ers on C ou Bul n ty litt C oun ty 71 Jeff Copyright () 2010, II A JFF CY MPIA IIC (M), II A CMPAY,II M GM, and JFF CY PPY AAI AMIIA (PA). All ights eserved. ouisville International Airport Airraft Flight ra Monitoring ystem, 2009