"National and Global Issues for the Next Century"
February 23-25, 1998, San Diego Princess Resort
This 13th symposium in a series on airport noise and land-use compatibility was sponsored by the Technology Transfer Program of the Institute for Transportation Studies, University of California, Berkeley, and the Aviation Operations Research Center of Excellence, along with the Federal Aviation Administration, Caltrans Aeronautics Program, and San Diego Unified Port District. The symposium is intended for individuals with responsibility for the management, technical implementation, and/or legal analysis of airport noise programs, as well as public information officers, planners, and community affairs professionals.
In previous years, the symposium consisted of two separate programs: a two-day symposium and a one-day management seminar. This year the symposium adopted a single three-day format in order to address the increasingly complex and global issues associated with airport and aircraft noise.
|February 23, 1998 (Monday) |
|7:30 - 3:00||Registration|
|8:15 - 8:30||Introductions:|
Linda Howe, Project DirectorWelcome:
Chairman, Board of Port Commissioners (Invited)
|Session I: Noise Issues -- From Now to The Year 2000|
|Moderator: Neal Phillips, Metropolitan Washington Airports Authority|
|8:30- 9:20||Implementation of a 100% Stage 3 fleet|
Specific compliance dates for the transition to an all Stage 3 fleet were established as a result of the Airport Noise and Capacity Act. The airline industry has expended and will expend significant amounts of money to comply with the federal regulation. Have the noise and aircraft operating benefits of this effort been positive for the stakeholders? Will the airlines meet the 1999 phaseout date for retiring their Stage 2 aircraft or will some seek last-minute extensions of that deadline?
|9:20 - 10:10||The European Experience|
Many European countries have been involved in the regulation of compatible land uses near airports for many years with some success. However, some national regulations are being improved in order to take into account an increasing sensitivity to noise exposure. With continuing globalization, 90% of intercontinental air services to and from Europe are concentrated at 33 large airports. Present capacity levels will not accommodate further growth and they cannot be increased without further noise reductions.
|10:10 - 10:30||Break|
|10:30 - 11:15||Availability of Funding for Noise Mitigation|
Changes in funding levels in the FAA grant-in-aid program, together with efforts to privatize or modify the sources for funding airports, has caused concern about resources for funding noise mitigation efforts. These noise mitigations are typically vital elements in NEPA environmental documents and in Part 150 studies.
|11:15 - 12:00||Land Use Compatibility - Noise Disclosure Laws|
More states are enacting real estate laws requiring the disclosure of existing conditions that might have a negative influence on a potential property buyer's decision to purchase. Aircraft noise is one such potential nuisance identified in the actual application of these laws. How this is accomplished, who does it and the basis on which it is done raises major concern, not only for potential buyers, but to existing proper ty owners, airport proprietors and local governments as well.
|Noon - 1:30||Lunch (on your own) |
|Session II : Noise Issues - Expectations And Reality|
|Moderator: Armando Tovar, Raleigh-Durham Airport Authority|
|1:30 - 2:15||Some General Aviation Jet Aircraft Exempt from Stage 3 Requirements|
Part 91 of the Federal Aviation Regulations exempts aircraft with gross take off weights of less than 75,000 lbs from compliance with the mandatory provisions of Stage 3 noise reductions. This leaves many communities adjacent to general aviation airports and many public airport owners without the benefits offered by the federally imposed noise mitigation.
|2:15 - 3:10||New Ground Run-Up Enclosure at Chicago O'Hare|
Aircraft ground run-ups are routine aircraft engine maintenance tests which require operations of an engine at high power for extended periods and generate continuous elevated noise levels. A newly built run-up enclosure at Chicago O'Hare International Airport has reduced engine run-up noise levels by 20 decibels. The first of its kind in the country, the run-up enclosure is being studied for potential implementation at several airports around the country.
|3:10 - 3:30||Break|
|3:30 - 4:15||The New National Noise Policy|
The FAA is updating its Aviation Noise Abatement Policy to reflect the numerous legislative and regulatory changes, and aircraft noise reduction improvements that have occurred since 1976. The update policy does not change the basic DNL 65db Federal compatibility standard; however, the document recommends local actions to further decrease noise impacts in the airport environment.
|4:15 - 5:00||The Politics of Noise|
While the technical aspects of the aircraft noise problem often receive the greatest attention, the political processes frequently present the most complex challenges. This session examines how various groups understand the problem of airport noise and how this understanding translate s into action or inaction.
Environmental Justice - Use of Noise Management System Data To Defend Environmental Justice Claims
Environmental Justice is a new issue facing airport planners and noise abatement officers. Claims of discrimination for existing and future noise abatement programs are difficult to defend. However, data from an airport's Noise Management System can be used to analyze fairness of existing programs or used in ensuring that future programs take this information into consideration. Combining data from the Noise Management System with Graphic Information Systems (GIS) tools, demographic and land use data can be used to illustrate relationships between noise, flight tracks, complaints and demographics.
|February 24, 1998 (Tuesday) |
|Session III:Noise Issues - The Year 2010 And Beyond
|Moderator: Tom Lowrey, Transport Canada|
|8:30 - 10:00||EPA Emissions Policies And The Ramifications for Aircraft Noise Policy
As new information has been obtained on air quality and the impact of various emissions levels on humans, the EPA has modified its air quality standards. Is there a possible parallel to the noise issue?
|10:00 - 10:30||Break|
|10:30 - 11:15||GPS Precision Aircraft Guidance: An Airspace Management/Noise Abatement
Differential GPS (DGPS) ground stations permit satellite-based GPS precision approaches, positioning GPS as the next generation navigation and landing aid. The capability of GPS-aided terminal area guidance, in terms of straight, curved, or segmented precision guidance (i.e., horizontal and vertical) implies new strategies for launching and recovering aircraft - not only precision approach guidance, but the same precision for departures, missed approach, standard arrivals, etc. Weather need not be the [only] critical factor in determining the types of navigational aids an airport subscribes to. For the first time, land use compatibility consider ations and noise abatement operational needs, can influence the decision to move toward a new navigational system. We are at the very leading edge of a revolution in airspace management, and airports have an opportunity to function as equal planning partners with FAA and airline users, regarding how the operational future will be developed. The potential for using this system to actually change noise levels surrounding airports represents the most important breakthrough in the noise field since improved bypass ratio jet engines.
|11:15 - 12:00||"Free Flight" And Noise Implications|
"Free flight" is a concept made possible by the latest Global Positioning Systems technologies. It allows aircraft access to flight paths not defined by traditional land-based navigation aids and raises the possibility of increasing airport capacity and more flexibly executing noise abatement procedures while running the risk of introducing noise to previously unaffected populations
|Noon - 1:30||Lunch (on your own) |
|Session IV: Human Response to Aircraft Noise|
|Moderator: John Leyerle, John Wayne/Orange County
|1:30 - 2:00||Noise metrics, noise standards/criteria, annoyance, sleep/speech
The Federal Interagency Committee on Aircraft Noise, like its predecessor, continues to receive public comments that seek the regular use of metrics beyond Ldn and requests for criteria beyond the proportion of people highly annoyed. These supplemental metrics may be necessary to properly determine impacts on communities of aircraft noise and to identify necessary mitigations.
|2:00 - 2:30||NASA's Strategic Initiative to Reduce Aircraft Noise|
|2:30 - 2:50||Break|
|2:50 - 4:15||Changes in flight paths, increased aircraft activity, changes in
aircraft types and reuse of military airports |
Each of the changes can result in noise impacts that are perceived to be negative. Analysis performed to predict the resulting noise impacts often come under attack by the community. How are changes and community responses mediated?
|4:15 - 5:00||Global Noise Impact Study|
The FAA is developing a methodology to assess the world population impacted by airport noise and to evaluate world-wide strategies for its mitigation. Data has been collected from over 100 world airports to develop a model that accounts for the important airport parameters related to noise impact. This model is applied to airports for which noise data is unavailable, and combined with collected data to estimate global noise impact in terms of the locally-adopted criteria.
|5:00 - 5:30||Open Mic Discussion - Q & A|
|February 25, 1998 (Wednesday)|
|Moderator of Morning Session: Nicolas Rallo, French
Civil Aviation Authorities|
|8:30 - 10:00||Diagnosis of Noise Complaint Records |
Noise complaint information is collected formally or informally by most airports. For the larger airports, these data bases are large and can extend over long periods of time. While these data are usually publish ed in a summary fashion on a regular basis, they can also be analyzed and used to detect changes in aircraft types, flight routings, land uses and predicting potential community political reaction.
|10:00 - 10:20||Break|
|10:20 - 11:00||Noise levels that trigger significant community/environmental response
The "Shultz Curve," used to predict human response to various noise levels, has a data base with wide variations in response for any one noise level. This variation appears in local noise issues in the form of diversity in sensitivity to aircraft noise. This is apparent in locations near airports, as well as for those living many miles from airports in areas well beyond traditional noise impact contours. Some people are looking at criteria that might be used to predict these impacts in specific locations.
|11:00 - 12:15||Communicating with the community|
Syracuse Hancock International Airport has implemented a comprehensive community outreach program to respond to a range of issues raised by airport neighbors. The airport, located outside city boundaries, has coordinated efforts with four towns and one village, inviting each of the communities to nominate residents to a round table committee that will meet monthly to discuss issues noise, including a proposed parallel runaway.
|12:30 - 1:30||Lunch (on your own) |
|Moderator of Afternoon Session: Steve Alverson, Harris Miller Miller & Hanson (Sacramento)|
|1:30 - 2:45||Noise abatement departure procedures|
When there is an ability to apply special routings and/or power management techniques to aircraft departures, significant noise reductions can be achieved. This session introduces some ideas of actions taken in two locations.
|2:45 - 3:30||Low frequency noise emanating from aircraft ground operations
While the higher frequency noise components usually dominate the lower frequencies when an aircraft is in flight, the lower frequencies may become a problem during ground operations. These operations include engine maintenance runups, reverse thrust on landing, back blast in areas behind aircraft departures and taxiing operations.
|3:30 - 4:00||Wrap-up: Open Mic Discussion - Q&A|