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Home My WebLink About09/26/2007 - Minutes , � � �1`�Y o� Renton Airport Advisory Committee � °' � September 26, 2007 �� CORRECTED MINUTES—Approved October 30, 2007 ��,TO Renton Airport Advisory Committee (RAAC) Chair Mike O'Halloran called the meeting to order at 5:11 p.m. A sign-in sheet for members was stationed at the table by the main door to Council Chambers. A separate sign-in sheet was also there for guests to sign. The Chair introduced the two newest RAAC members: Mathew Devine, representing Talbot Hill Alternate and Todd Banks, Kenmore Air, as Alternate Member-at-Large. Welcome, gentlemen! The RAAC Chair introduced the other two councilmembers on the City's Transportation/ Aviation Committee (besides Committee Chair Marcie Palmer): Councilmember Randy Corman, Vice-Chair, and Councilmember pon Persson, Member. The RAAC Chair announced this as a special meeting to introduce the consultants in charge of the Airport Noise Study(the Study), to view their presentation, and then open the floor to discuss the Study. He went on to explain tonight's meeting as a combined meeting of the Renton Transportation/Aviation Committee and the RAAC. This meeting needs to end at 6:30 to allow staff to set up for the general open community meeting, covering the same information, scheduled to start at 7:00 p.m. Both of tonight's meetings are basically the same meeting that was presented to Mercer Island during an open house last night. Elliott Newman attended the Mercer Island meeting as a representative of the RAAC and the Chair invited him to briefly speak about his perception of the earlier meeting with Mercer Island. Mr. Newman said it looked like there were between 30-35 people at last night's presentation. He summarized their apparent issues to be as follows: � • The impact threshold level —what are the background measurements? • Modeling— o They would like to see the worst-case scenario captured. o They want to see an intermediate year forecast instead of 25 years. o They want to see actual flight tracks. o They want the City of Mercer Island to document complaints and officially forward them to the City of Renton. At this point, Councilmember Marcie Palmer introduced Linda Herzog, Mercer Island's liaison with the City of Renton on the Airport issues. Marcie explained the Ms. Herzog was employed by the City of Renton a few years ago on an interim basis to cover the absence left by Derek Todd in the Mayor's office. Because of that experience, and that of her current role, she's a very good person to act as the liaison for both of the cities. Chair O'Halloran introduced Ms. Mary Ellen Eagen and Mr. Bob Miller from the consulting firm of Harris Miller Miller& Hanson, Inc. (HMMH). They opened their presentation by giving a i�r�' '�rr'" , Airport Advisory Committee Meeting September 26,2007 Page 2 of 6 brief overview of the various planning events that had already occurred as part of the overall planning process for the Airport: • The Airport Development Study was completed in 2005; • The Airport Layout Plan Update to the Master Plan (the Plan) identified a range of alternatives, but the Plan was put on hold until a noise study could be completed and analyzed. They went on to explain that the Plan currently consists of three main scenarios to model far noise: • Alternate #1 would maintain the status quo; • Alternate #2 would center on recreational flying and business aircraft storage; • Hybrid Alternate 3A/3B would add corporate aviation to the recreational flying and aircraft storage. Each alternative has a conceptual layout of its own that has already been drawn up for consideration. While there are also separate Alternative 3C and Alternative 3B, those alternatives were similar enough to Hybrid Alternative 3A/3B that the Hybrid Alternative 3A/3B would likely result in the same noise footprint as the separate Alternate 3A and Alternate 3B. Therefore, only Hybrid Alternate 3A/3B would be modeled for noise. They described the Noise Policy from the Airport's Vision Statement and segued, bringing our attention to the handout entitled Aviation Abbreviations and Definitions. They briefly went over some of the main terms and abbreviations used within the aviation industry when discussing noise-modeling technology. The ones they touched on were: • A-Weighted Maxirnurra Sound Level (Lrnax) —This term is often used to describe a particular noise "event." The a-weighted sound levels vary with time—increasing as an aircraft approaches, then decreasing and falling into the background noises as the aircraft recedes in the distance. The Lmax is the maximum sound level of the event. • Time Above (TA) —A noise metric providing the duration during which sound levels exceed specified A-weighted sound levels (this usually translates to a 24-hour period that a sound level is exceeded). • NA — Noise above—Is the number of noise events above a threshold level. • SEL — Sound exposure level—The SEL accounts for both the duration and loudness of a noise event. • DNL — Day-Night Average Sound Level—This represents noise as it occurs over a 24- hour period. This is based on the assumption that noise events occurring at night are 10 dB louder than they really are (adjusting for the much lower ambient nighttime noise level). • Comparison of inetrics—The FAA requires the use of DNL contours exclusively. The Study will include supplemental metrics to provide additional information for more detailed results. H:\File Sys\AIR-Airport,Transportation Services Division\01 Adminis[ration\02 Commit[ees\Airport Advisory\RAAC Minutes\2007_09_26 Minutes\Sept 26 2007 Approved Minutes.doc wrr' �wr" , Airport Advisory Committee Meeting September 26,2007 Page 3 of 6 HMMH will be performing noise modeling based on the Integrated Noise Model(INM) developed by the FAA in 1978, using version 7.0 that was released in 2007. This is the accepted international standard currently used for airport-related predictions. The preliminary project scope for the Study will be done in two phases. Phase 1 consists of: Project definition Soliciting community input Refining the project scope Phase 2 consists of: Technical study Comparison with neighboring airports Evaluating airport layout plan alternatives Report back Task 1: Data will be collected (from SeaTac Airport and Boeing Field) Task 2: Aircraft Operations Approaches Task 2A: Compare different aircraft types Depict virtual soundscapes Task 2B: Cover operations analysis Compare development alternatives Present information in terms of noise events Task 2C: Compare approach alternatives Analyze noise impacts for range of approaches: • Existing RNAV/GPS— for all development options • Proposed WAAS/LVP— for all development options • Conceptual RNP—Hybrid Alternative 3A/B option only Present a RNAV/GPS status quo baseline chart This concluded the formal presentation by HMMH. At 6:13 p.m. Chair O'Halloran opened the floor to the RAAC members for a question and answer period. He requested the questions be kept brief in order to make the 6:30 time line. Q: Michael Schultz asked if the RNP would be covering the area to the south of the airport. H:\File Sys\AIR-Airport,Transportation Services Division\01 Administration\02 Commrttees\Airport Advisory\RAAC Minutes\2007_09_26 Minutes\Sep[26 2007 Approved Minutes.doc � � , Airport Advisory Committee Meeting September 26,2007 Page 4 of 6 A: Yes. Q: John Middlebrooks inquired about comparisons for single events as opposed to the 24- hour event time line. He also wanted to know if FAR 36 is also used as a noise scale and why wasn't this being addressed? A: A brief discussion followed concerning the EPNDB. It was stated that a lot of the Boeing Field Stage II aircraft were using Renton Airport during the Boeing Field shutdown. Renton's aircraft are only A-weighted sound level (certificated) and don't have EPNDB values specified by the FAA. (A-weighted sound levels relate better to our hearing levels.) Q: Diane Paholke said there are problems with whole range and projected operations. She asked if the Study would take into account the Tower's new rules that went into effect this year. A: It was noted that the new rules will not have any measurable effect on the noise modeling effort. Q: How will you determine night-time operations? A: Their software will allow them to filter for this information from the radar data they will be gathering. Q: A1 Banholzer asked if the consultant's sensors wouldn't pick up this data. A: No, they will not be using any physical sensors during the Study. It will all be gathered using current recognized computer modeling techniques. Their software is fully capable of filtering data to come up with reliable results. Marleen Mandt commented that Kennydale receives a lot of aircraft noise. Q: Mike O'Halloran wanted to know how reliable the Study model would be with modeling versus comparisons with a physical sound monitor on the ground. A: It will be within 1 dB (extremely close). Q: Mike Rice wanted to know if the Study would take into account the rest of the City (south end and the east side). A: Yes, it will. Q: Jennifer Ann Rutkowski asked if the Study would show Renton air traffic and Boeing air traffic. A: The Study will filter out the outside air traffic so that only Renton aircraft traffic will show, but that the study will show other air traffic impacts to areas like Talbot Hill. Q: Bob Moran wanted to know if the Study would take into account the Boeing Field corporate night flights. A: They will glean as much information as they can from the radar data. H:\File Sys\AIR-Airport,Transportation Services Division\O1 Administration\02 Commit[ees\Airport Advisory\RAAC Minutes\2007_09_26 Minutes\Sept 26 2007 Approved Minutes.doc � � , �Airport Advisory Committee Meeting September 26,2007 Page 5 of 6 Q: Dina Davis asked if the radar picks up all of Renton's air traffic. A: No, it does not, because of the hills surrounding the airport. Marleen Mandt stated she would like the Study to take into account all of the new noise caused by all of the new development that is coming into the City as it relates to aircraft. She specifically mentioned the new apartments by Southport, The Landing residential and retail development, and others currently being built. At this point, the meeting had overrun the ending time by ten (10) minutes. Chair O'Halloran explained that in 20 minutes HMMH consultants would be presenting the same information to the public. That meeting will be televised for future viewing on the City channel. Everyone was invited to stay for the final presentation and the open forum for questions and answers that will follow. The meeting was adjourned at 6:42. Attendance: Member Name Renresentin� Al Banholzer Washington Pilots Association—Primary Todd Banks Member-At-Large—Alternate Dina Davis Renton Hill/Monterey Terrace—Alternate Councilmember Corman City of Renton Transportation/Aviation Committee Marleen Mandt Kennydale—Primary Frank Marshall Airport Leaseholders—Alternate John Middlebrooks West Hill—Alternate Robert Moran South Renton—Primary Michael O'Halloran, Chair Highlands—Primary Michael O'Leary Airport Leaseholders—Primary Diane Paholke Member-At-Large—Primary Marcie Palmer City Councilmember—Primary Councilmember Persson City of Renton Transportation/Aviation Committee Mike Rice Airport Leaseholders—Primary Michael Schultz Renton Hill/Monterey Terrace—Primary Richard Zwicker North Renton—Primary Ryan Zulauf Airport Manager—Non-voting Colleen Ann Deal Kennydale—Alternate Elliott Newman Mercer Island—Primary Guests: Ted Taylor Renton, WA David Dunner Mercer Island, WA H:\File Sys\AIR-Airport,Transportanon Services Division\01 Administration\02 Committees\Airport Advisory\RAAC Mmutes\2007_09_26 Minutes\Sept 26 2007 Approved Minutes.doc y�, '�"' , 'Airport Advisory Committee Meeting September 26,2007 Page 6 of 6 John Houser Renton, WA Dan Hemenway Renton, WA John Smutny Seattle, WA Marty Duke Renton, WA Chuck Kegley Renton, WA Bernie Paholke Renton, WA Brian Peschel Seattle, WA Bob Dempster Seattle, WA Eric Goldbeck Kirkland, WA Richard Morris Renton, WA H:\File Sys\AIR-Airport,Transportation Services Division\Ol Administration\02 Commi[tees\Airport Advisory\RAAC Minutes\2007_09_26 Minutes\Sept 26 2007 Approved Minutes.dac Meeting Packet for meeting dated: September 26, 2007 . � Sign-in � �/ Copies of Agenda � Name plates (or anized al habeticall g P Y) . / Name tags (organized alphabetically/if needed for meeting) Minutes template(for upcoming meeting) / Minutes from prior meeting `-� RSVP/Contact list (for cancellation/notification purposes) / Handouts (if applicable)/List below t_/ Voting Sheet +�rrr° ��r+` � RAAC MEETING PREPARATION ✓ Clzeck off items as accomplislied � ✓r 1. Set meeting date(s�(Ryan's responsibility) 2. Reserve room and email Groupwise group Airport/RAAC Meeting Prep which includes Julia � Medzegian(,Tt»eclze�ian�a;ci..re�iton.��a.us), Tami Dauenhauer (Tdauenhauer(u;ci.reiitorl.«�a.us), April Alexander,Jennifer Jargenson, and the Facilities Help Desk(room setup is normally a square or"H") � 3. Email Beth Haglund with calendar addition information bha�zlund(ci?ci.renton.�va.us using saved 1 form. ..'�ItAAC Mt�notice Keauest to Add Web Calendar Fonn.doc � � � 4. Publish meeting date(s)on web, and post prior meeting minutes, if not already posted. � � ►/� 5. Receive finalized agenda � � a. Check for presentation needs. If technology is needed, contact E�acHelp�u,ci.r�nton.wa.us or 1 ISEquipCheckout(�%�ci.renton.��a.us � � �/�, 6. Send finalized agenda to � � ✓� a. RAAC Members 1 � ✓� b. RAAC Mail List notifications (in Groupwise under Airport/Airport Contacts) � I ✓� i. Email � ( ✓� ii. Mail ; � ✓� c. City Staff � ✓� 7. Print out RAAC list and begin checking RSVPs 1 � � 8. Set up RAAC Box using checksheet: � ,� a. Print RA1�C Box Preparation (Sample items below) � ✓ � i. Attach to file in RAAC Box I �, ii. Update with checkmarks to make sure 2°d person can pick up process if necessary 1 � � 1. Sign-in: RAAC Meetin� Si�n In--undated 12-14-06.doc � � �� 2. Copies of Agenda: ..\RAAC A�euda's ��C� � '��, 3. Name plates � �X j a. organized alphabetically � X b. reprint any missing ..�1Vlembership\Nameta�s--table ton\Undated �I nameta�s 10-OS-06.doc � 4. Name tags(organized alphabetically/if needed for meeting) 1 ..'�1Vleinbership\Name Bad�es � � ✓� 5. Minutes template(for upcoming meeting): minutes for�n.doc � � � 6. Minutes from prior meeting: ..\RAAC Minutes 1 � 7. RSVP/Contact list (for cancellation/notification purposes): l ..\Membership\Official Members}iip list.mdb i � ✓� 8. Voting Sheet: IZAAC Votin�Sheet.doc � I 9. Handouts (if applicable) � � � 9. Day of Meeting: 1 � � a. Call and remind any missing RSVPs from RAAC membership 1 � � 10. Post meeting 1 � I a. Empty R�C box of unnecessary items 1 � � b. Collect meeting sign in for file 1 � � i. Update emails/info to Access 1 I � ii. Update emails/info to GroupWise Mail Groups 1 � I c. Collect minutes from Jennifer(approximately 3-5 days) 1 � I i. To Mike O'Halloran for review 1{ � � ii. To Ryan for final approval I � � iii. When approved, post online � � � ��:Y °�� Renton Municipal Airport . ..� . '��°z CLAYTON SCOTT FIELD � ' � � � � � Histoncally,Renton Airport served as the major testing field for new Boeing aircraft. ` -� However,as Boeing became more efficient at building aircraft,the company needed ,,, less space on the Airport. Consequently,Renton needed to find new ways of maxi- - mizing the Airport as a valuable public asset. To meet this challenge,a volunteer citizen committee,the Renton Airport Advisory Committee(RAAC)has worked since 2001 to examine ways in which Renton Airport can make improvements that sustain its economic value to the Renton community Above:Educational tour at the Airport While minimizing the noise impacts of aircraft using Renton Airport.At the same time, Renton Airport is required to comply with the regulations of the Federal Aviation � `� , �„ :;� ,�;, ��'� Administration. .- ,, Currently,the Airport is in the process of updating the Airport Layout Plan which is ,� ��r , a main component of the Airport Master Plan. The Airport Layout Plan has several ------ -.:,�.. °�°�-_:<,�t,��r�'. ' altematives,each with a different"mix"of aircraft types and approaches. Some of , z�`, the issues addressed in the Airport Layout Plan are as follows: � ��i�' � What type and how many aircraft should be based at the Airport in the future? _ � • What will happen to the Airport's noise contours-will the contours get bigger, �� smaller or stay the same? • Where is the best location to create aircraft tiedown space at the Airport? � '"� • What capital improvement projects are needed to meet our goals of commu- ..,, Above:�The Master Plan aims to support nity development,economic value and minimized noise impact? current employment at the Airport. The RAAC evaluated altematives for the revitalization of Renton Airport to en- sure that its redevelopment would create economic value while minimizing noise impacts. The Airport is embarking on a noise study that is above and beyond the ; federal requirements for noise analysis to fully study the options available for airport . development and to provide our community with updated,state-of-the-art informa- � • , tion. An environmental analysis will also be completed to ensure that the necessary `� .� data supports the altematives that eventually will be selected. During the past ' �`�`�� ' - year,the Renton City Council and Mayor have also revisited the policies guiding the •r .��" redevelopment of the Airport to ensure that those policies reflect the desires of the community to minimize noise. To date,the City of Renton has held three informational open houses to provide the public with more details on the Airport Layout Plan update to the Master Plan.One x;;:�: was held on November 21,2006,at Renton High School and the other was held `�'`��""`= on January 16,2007,at Renton City Hall. A third meeting was held on January 29, Above:The Master Plan aims to support 2007,on Mercer Island to get their input about the noise impact of aircraft landing future employment at the Airport. at the Renton Airport.The City of Renton plans to continue its technical analyses as wetl as its outreach to Renton neighborhoods and surrounding communities in order Below:Informational open house held at the to complete the Airport Layout Plan that can best meet the public's interest. Renton High School on Nov.21,2006. �.-�. . � _ .. •.�.� ..� �� -� � � ! FREQUENTLY ASKED QUESTIONS 1. What is Renton's vision for the A� ort? What kind of �W'�`��'��>x:ti,��-,: ==��'k��-� ;}:�:��:�� x��. . . �.;�_ . - �f. � �,. ,�� .�. aircraft and how many more will this attract? Renton's �; ' �� : .� �r��£ ,»,�';:��_„y �€1 _� ' �R,;�;�;��; Airport Layout Plan aims to maximize employment and transportation �� options, while minimizing noise impact on the surrounding community. ��:��;�,. - � ��- �� `;��.�3��k;:�.: � ;�:=�: � { ,{ 4 . �' * �� _ :� �� In developing the Airport Layout Plan alternatives� ��P� RP�I�tOrI AlrpOl l i� `, C L A Y T O N S C O T T Advisory Committee(RAAC)and elected officials looked at all poten- � � i�� "��"`� �� . :::;o,a: tial aviation-related uses of the Airport, and examined the potential �:� v:"�:«,�. economic benefits and perceived noise impacts to the community. The �- �""'""- .,�, �:, RAAC concluded that uses such as aircraft production, aircraft retrofit- � � �� - ;..T.�._�.r ting, aviation education, and aircraft maintenance and repair services ,�,::_-__�_�. should be encoura ed. _ """"-'"" 9 � - ;��. 2. What actions have been taken by City of Renton to- `"�'�� ;�� ward its development p/an for the Airport?What are the next �'� ��1W steps and about when will they happen? In 2001, the City established �"�^ .: the Renton Airport Advisory Committee (RAAC)to act in an advisory �� .;� ' capacity to the Renton Mayor and City Council on matters referred `" °—"'� �;�" ... ... to the Airport Advisory Committee by the Renton City Council. RAAC '%- """"'— --�-° .. ...,.w has provided and will continue to provide a forum for members of the �� -� ,.��.�.� community to discuss their concerns directly with Airport operators and �*�g for collective problem solving and resolution of their issues. In 2002, , the Airport Business Plan was adopted. Recommendations based on , the Business Plan were implemented from 2002 to 2005. In 2005, the Airport Development Study was adopted, and in 2006, Airport Layout Plan alternatives were created, noise contour studies were completed, and public meetings were held in November 2006 and January 2007. In 2007, the City of Renton entered into an agreement with the City of Mercer Island to jointly fund an airport noise study and gather community input to further evaluate the options available for airport development. For more information and for updates, visit rentonwa.gov. Three main alternative Airport Layout Plans have been analyzed. Prior to acceptance, the City needs to complete the formal environmental review process with a public comment period. The Renton Mayor and Council will approve the plan and it will be sent to the FAA for final approval. The sequence of moving ahead with the Airport Layout Plan is as follows: A. Completion of an additional noise analysis study(September through December 2007). B. Selection of a preferred alternative by the Renton Mayor and Council. C. Initiation of the environmental review process (SEPA)with formal public comment. . D. City Council approval of the recommended plan. E. Approval of the plan by the Renton Mayor and Council. F. Approval of the plan by the FAA. 3. What kinds of airp/anes use the Airport now? What is fhe estimated traffic volume of the Airport in the future? Currently, Renton Airport serves single-engine piston aircraft, new Boeing 737 commer- cial transport aircraft, corporate and business charters, air taxis, recreational flyers, seaplanes, and helicopters. The Airport also relieves small aircraft congestion from Sea-Tac and King County International Airport(Boeing Field). The Renton Airport forecasts a very gradual increase in the level of aircraft operations over the next finrenty years. However, the projected level of operations does not exceed 116,OQ0 per year and, depending on which alternative , � � FREQUENTLY ASKED QUESTIONS is selected for development, could be less than that. While more aircraft operations are forecast due to the overall population increase in the Puget Sound region, some of the alternative airport layout plan options will actually reduce the number of based aircraft on the aiport. Tables 1 and 2 compare the various Airport Layout Plan alternatives under consideration as part of the Airport Master Plan Update process currently underway. 4. Given the vision described in the Airport Development Study and the Airport Layout Plan, and the potential increase in air tra�c, how will this affecf noise levels? All alternatives from the Airport Layout Plan anticipate that overall Airport activity will not increase dramatically over today's levels. Instead, the an- ticipated change will be a slight increase in the number of jet and turboprop aircraft using the Airport instead of piston- powered aircraft. This will not raise the overall noise levels as the types of jet and turboprops forecast are the quietest in the fleet. 5. What is fhe difference between Stage 1, Stage 2, Sfage 3 and(anticipated) Stage 4 aircraft? Stage 1, Stage 2, Stage 3, and Stage 4 are measures of the noise level generated by a particular kind of aircraft. The noisiest are the older Stage 1 jets, e.g., Boeing 707s and older 727s. The next generation of aircraft, e.g., newer 727s and 737s, fall into the quieter Stage 2 classification, and the current generation of aircraft fall into the quietest cate- gory, Stage 3. The FAA is proposing a new noise standard for subsonic jet airplanes and subsonic transport category large airplanes, Stage 4. Stage 4 would ensure that the latest available noise reduction technology is incorporated into new aircraft designs. 6. Whaf is the IFR "non precision"approach that passes over Mercer Island according to the current flight pattern? Renton Airport has two non-precision approaches (NPA)to Runway 15 (coming in over the lake). Both non-precision approaches are straight to the runway and align somewhat with Island Crest Way. Non- precision means that during inclement weather or when visibility is poor, arriving aircraft can only descend to a spe- cific altitude before they have to"give up"on the approach and try again or ultimately, go elsewhere. The approaches are under control of the Federal Aviation Administration (FAA), which has sole responsibility for the airspace. One of the two non-precision approaches at Renton (known as the RNAV/GPS approach) brings aircraft directly over Mercer Island (when landing to the south). This approach uses a navigational beam transmitted from Paine Field that is used to follow the path down to the runway at Renton. The other NPA is known as a Non-Directional Beacon (NDB) ap- proach and is less preferred by pilots because it is less"precise"than the RNAV/GPS approach. 7. Is there another option to the current flight pattern? Presently, all non-precision instrument approaches to the Airport must use Runway 15. These are the only published approaches to the Airport. During visual (known as VFR) conditions, approaches may be made to either Runway 15 or 33, depending on the flight pattern in use, which is largely dictated by the prevailing wind. For future operations, the city is evaluating the implementation of a curved approach (RNP) that would permit aircraft with the appropriate onboard technolgoy to fly a new approach over the East Channel • which should reduce some of the overflights of Mercer Island. �� 8. What is the vo/untary noise-abatemenf program? �� $�,,;,, �: N��r Noise abatement procedures at the Renton Municipal Airport are - ° voluntary measures created and adopted by pilots to"fly friendly" ` � ��li and be good neighbors to the citizens who live under aircraft flight paths. Pilots of large or turbine-powered aircraft must comply with the provisions of FAR 91.129(e), rather than these aforementioned procedures. For specifications as to which noise abatement measure(s) each type of aircraft is encouraged to follow, visit rentonwa.gov and enter"airport noise" in the search function. ALTERNATIVE LAYOUT PLANS � � TABLE i-Comparison ofAltematives-BasedAircraft and Operations Existing Altemadive 1 Alternative 2 A�emative 3a Altemative 3b Hybrid 3a13b 'Recx�ational `Rea�eationaland "CorporateAviation "CorporateAviation Altemative Fyin�° aus�nessaraan Center-OptionA° center-o�aon s• °corporate A�aaon storage" Cente�' BASED AIRCRAFT I 291 I 335 I 289 I 243 I 275 I 250 ANNUALOPERATIONS I81�266 I 116,900 I 100,000 I84,100 I95,200 I86,500 TABLE 2-Comparison of A►ternatives-Aircraft Storage ExisBng Altemative 1 Altemative 2 Altemative 3a Altemative 3b Hybrid 3a13b 'Reaeati�onal `Reaeational and `Corporate Aviation "Caporate Aviation Altemative Flying' Business AirCraft Cen�r-Option A" Center-OpHon B" 'Corpora�Aviation st«�e° c�„�r TIEDOWNS � 167 � 156 I 90 �94 � 125 � 101 STANDARD HANGARS I�� I �72 I 172 I 131 I 132 I 131 CORPORATE HANGARS I 2 I 2 I �9 I �0 I 10 I 10 TOTAL AIRCRAFT I 246 I 330 I 281 I 235 I 267 I 242 STORAGE* "Aircraft storage does not include calculations for rotorcraR and other types that might be stored on the Airport. GLOSSARY OF AVIATION TERMS Aircraft Operafions � One completed takeoff or landing per aircraft Aircraft Parking �Temporary parking for aircraft ALP �Airport Layout Plan BasedAircraft �Aircraft that are based at Renton Airport East Channel Approach I Visual flight approach path that takes aircraft from the East Channel Bridge over the water to final approach onto Runway 15 FBOs I Fixed Base Operator/Operations GA IGenerai Aviation—covers all civil aviation other than commercial airlines to include air charters and air ambulance GPS � Global Positioning System IFR Instrument Flight Rules—When the weather and visibility is below the minimums to safely fly visually(see VFR below),instrument rated pilots must navigate using aircraft flight instruments,and specific instrument approach procedures for each airport Minimums � Minimum allowable flight and/or approach altitudes NDB Non-Directional(Radio)Beacon—an instrument approach using a surface-based radio beam that provides an approach path into NDB qualified airports NPA � Non Precision Approach RNP IRequired Navigation Performance--proposed instrument approach over East Channel for noise abatement RNT � (Renton)—three-letter FAA airport identifier Sfage 1—IV Engines I Stages of noise emitted from jet engines,Stage I being the loudest&oldest,(no longer allowed),to Stage IV as currently the least noisy.Most commercial jets today are Stage III Tiedowns � Specified outdoor areas to tie down aircraft VFR �sual Flight Rules—Rules that govem flight procedures in visual conditions when the surrounding terrain and airport are in clear view and minimum distances from clouds are maintained. VLJ I Very Light Jet—carries pilot plus 4-5 passengers , �: ,,. ,:.,. „,;. ' � .. � , ,..,. . ; , . , � . We use a number of terms to describe aircraft noise. Mlxlmum A-weighted Sound Level, These metrics form the basis for the majority of noise Lmax analyses conducted at most airports in the U.S. A-weighted sound levels vary with time. For example, The Decibel,dB the sound increases as an aircraft approaches,then falls and blends into the background as the aircraft recedes All sounds come from a source - a musical instrument, into the distance. Figure I illustrates this phenome- a voice speaking,an airplane. The energy that produces non. We often describe a particular noise"event" by these sounds is transmitted through the air in waves, its maximum sound level (Lmax). Figure 2 shows typi- or sound pressures,which impinge on the ear,creating �al sound levels for some common noise sources. In the sound we hear. fact,two events with identical Lmax may produce very different total exposures. One may be of very short The decibel is a ratio that compares the sound pres- duration,while the other may be much longer. sure of the source (e.g.,the aircraft overflight) to a ref- erence pressure (the quietest sound we can hear). oommo�o��d�� NoiBeLevel Commonlndoor Sound Levels tlB(A) Sound Levels Because the range of sound pressures is very large,we use logarithms to represent the ratio in a more con- „o RockBentl venient number- the decibel (dB). Two useful rules of CommercialJetFtyoverat1000Feet thumb to remember when comparing individual noise 10° Gas Lawn Mower at 3 Feet sources are:(I) most of us perceive an increase of six InsideSubwayTrain(NewYork) Diesel Truck at 50 Feet � to ten dB to be about a doubling of loudness,and (2) Food Blender at 3 Feet changes of less than about three dB are not easily ConcreteMixera150Feet 8p GarbageDisposalat3Feet detected outside of a laboratory. ArtComprassorat50Feet SFwutingal3Feet �� Vacuum Cleaner at 10 Feet Lawn Tiller at 50 Feet The A-Weighted Decibel,dB(A) � NormalSpeeCha�3Fea� �,9e�s��ess��e � �� met Urtan Daytime � Frequency,or`pitch ,is an important characteristic of DishwasherNe�Room sound. When analyzing noise,we are interested in how puietUrbanNighttime qp SmallThea[er,LargeConterenceRoom much is low-,middle-,and high-frequency noise. This cBe�9`°°°°, Ouief Suburban Nighttime 4brary breakdown is important for two reasons. First,our �° ears are better equipped to hear mid- and high-fre- o��e,R��a�N�9hn�me �etlroomatN�ght 20 Concert Hall(Backgrountl) quencies;thus,we find mid- and high-frequency noise Broadcast arW Recordmg Stutlio more annoying. Second,solutions to noise problems �o rnresnoie a Haar��q are different for different frequency ranges. The"A" fil- ter approximates the sensitivity of our ear and helps ` us to assess the relative loudness of various sounds. Figure 2.Common Environmental Sound Levels A-Level 90 ' ' ' ' ' Sound Exposure Level,SEL ao - - The most common measure of cumulative noise expo- �p . _ sure for a single aircraft flyover is the Sound Exposure Level (SEL). Mathematically,it is the sum of the sound so • - energy over the duration of a noise event compressed into one second - one can think of it as an equivalent � noise event with a one-second duration. Figure 3 shows that portion of the sound energy included in aoo iMinute this event. Because the SEL is normalized to one sec- ond,it will almost always be larger in magnitude than Figure I. A-weighted Sound Levels OverTime the Lmax for the event. In fact,for most aircraft events,the SEL is about 7 to 12 dB higher than the Lmax. Also,the fact that it is a cumulative measure IIA�AMAAIA I I-Iwoo�c•11Au i �n 11Au � rn o_ 41w��cn��u�n means that a higher� can result from either a loud- n-�e ;� er or longer event,or some combination. 90 ' ' ' ' � eo � • • A-Level �o . . 90 . . . . . � . SEL Noise Dose 80 • - � ao 70 . . 0 1 Minute 60 - so . . . . 50 . . eo • �o • 40 ' ' + 0 t, 1 Second tz 1 Minute 60 � ' Figure 3. Sound Exposure Level so ao SEL provides a comprehensive way to describe noise 0 i Hour events for use in modeling and comparing noise envi- ronmenu. Computer noise models base their compu- � , , , , . . tations on SEL values. � . . i - Day-Night Average Sound Level, DNL '° ' � � The Day-Night Average Sound Level (DNL) represents � noise as it occurs over a 24-hour period,with the ,o assumption that noise events occurring at night (10 o Noon 2a Hours p.m.to 7 a.m.) are 10 dB louder than they really are. Figure 4. Daily Noise Dose This I Q dB penalty is applied to account for greater sensitivity to nighttime noise,and the fact that events Computed values of DNL are often depicted as noise at night are ohen perceived to be more intrusive contours reflecting lines of equal exposure around an because nighttime ambient noise is less than daytime airport (much as topographic maps indicate contours ambient noise. of equal elevation). DNL contours usually reflect annual average operating conditions,taking into Figure 4 depicts a hypothetical daily noise dose. The account the average number of flights each day,how top frame repeats the one-minute noise exposure that often each runway is used throughout the year,and was shown in Figure I. The center frame includes this where over the surrounding communities the aircraft one-minute interval within a full hour;the shaded area normally fly. represents the noise during that hour as one of I 6 noise evenu,each producing an SEL. Finally,the bot- tom frame includes the one-hour interval within a full 24 hours. Here the shaded area represents the listen- er's noise dose over a full day. DNL normally can be measured with standard moni- toring equipment or predicted with computer models. Most aircraft noise studies utilize computer-generated estimates of DNL,determined by accounting for all of the SELs from individual evenu which comprise the total noise dose at a given location on the ground for a given day. �ti�-Y �ERCE� �,� Produced by Harris Miller Miller& Hanson Inc. to support com- ,�4 f`f't � ♦ munity discussions about future Renton Airport development E` 7, � r • � � alternatives. These discussions are collaboratively planned and v 'N� �`�d � hosted by the Cities of Renton and Mercer Island,WA. i r � � N� 9SH►N G�O ,ar", „;y .,`,M1 The World Health Organization (WHO) defines health dictable and relates well to measures of cumulative as"A state of complete physical,mental,and social noise exposure such as DNL. The most widely recog- well-being and not merely the absence of disease or nized relationship between noise and annoyance is infirmity." This broad definition of health embraces the shown in Figure I. concept of well-being,and thereby renders noise ,00 , , , , , , impacu"health" issues. We separate noise effects into e so - two broad categories: auditory (noise-induced hearing ,; eo - - loss) and non-auditory (behavioral and physiological T ,o - - effects). Behavioral effects are those that are associat- Q 60 _ FICON(1992) ed with activity interference. This includes interference m 50 - - with communication,rest and/or sleep,and learning;or o ao - - interference that produces annoyance. Non-auditory � ,o - - physiological health effects include such things as car- � Zo _ _ diovascular disease and hypertension. These categories a ,o - - of effects are examined in the following sections. o � � � 40 45 50 55 60 65 70 75 80 85 90 Day-Night Average Sound Level,dB Noise-Induced Hearing Loss Figure I. Noise Level vs.Annoyance ' Hearing loss is measured as "threshold shift". Threshold refers to the quietest sound a person can Speech Interference hear. When a threshold shift occurs,the sound must be louder before it can be heard - a person's hearing is One of the primary effects of aircraft noise is its ten- not as sensitive as it was before the threshold shift. dency to drown out or "mask" speech,making it diffi- For hundreds of years it has been known that exces- cult or impossible to carry on a normal conversation sive exposure to loud noises can lead to noise-induced without interruption. The sound level of speech temporary threshold shifts,which in time can result in decreases as distance between a talker and listener permanent hearing impairment,causing individuals to increases. In the presence of background noise,it experience difficulty in understanding speech. becomes more difficult to discriminate between the source and the background. As the background level A temporary threshold shift(TTS) usually precedes a increases,the talker must raise his/her voice,or the noise-induced permanent threshold shift(NIPTS);i.e. individuals must get closer together to continue their after exposure to high noise levels for a short time or conversation. lower noise levels for a much longer time,a person's threshold of audibility is temporarily shifted to higher Sleep Interference levels. After continuous noise exposure on an eight- hour shift,such TTS can amount to over 20 dB. The effect of aviation noise on sleep is a long-recog- However,as its name indicates,it is only temporary, nized concern of those interested in addressing the and the ear recovers fully after several hours. If such impacts of noise on people. Historical studies of sleep exposures are repeated daily,or if the ear is not disturbance were conducted mainly in laboratories; allowed to recover,TTS can lead to a permanent field studies also were conducted,in which subjects threshold shift (PTS). Because aircraft noise is relative- were exposed to noise in their own homes,using real ly intermittent,it is extremely unlikely that aircraft or simulated noise. The data from these field studies noise around airports could ever produce hearing loss. show a consistent pattern,with considerably lower percent of the exposed population expected to be Community Annoyance behaviorally awakened than had been shown with labo- ratory studies. Social survey data have long made it clear that individ- ual reactions to noise vary widely for a given noise In 1997,the Federal Interagency Committee on level. Nevertheless,as a group,people's aggregate Aviation Noise (FICAN) recommended a new dose- response to factors such as speech and sleep interfer- response curve for predicting awakening,based on the ence and desire for an acceptable environment is pre- results of the field studies described above. This curve is presented in Figure 2. I�lWl1M.kI HARRIS MILLER MILLER&HANSON INC. so , � � For pract�noise control considerations,we believe � that noise criteria that address annoyance,sleep,and o Field Studles / 40 - - FICON1992 � speech interference also adequately protect against — FICAN 1997 � � non-auditory impacts. c � I Y 30 - -- - - -- ; ' ! ,'� ' The Effects of Noise on Children's W ` � - Learning 8 �o -..._... � d i o � o ,o ,' °o: There has been much attention focused recently on �� o , o the effecu of aviation noise on children and their o _ _ - i T� o ,. ,.� learning. The research suggests effecu in the areas of o zo ao so eo ,w ,zo reading,motivation,language and speech,and memory. Indoor sound exposure level(SEL),dB Figure 2. Recommended Sleep Disturbance Dose-Response One common theory for the causes of these problems Relationship Z is speech interference:if children who are learning to read cannot understand their techer,they may develop Non-Auditory Health Effects reading problems. These problems appear to be aggra- vated in vulnerable populations,such as children for whom English is a second language. FICAN is conduct- In spite of considerable worldwide research,there is ing a pilot study to determine whether changes in air- little evidence supporting a claim that noise affects craft noise levels are associated with changes in aca- human physical and mental health in the workplace or demic performance,as measured by standardized test in communities. Studies of the health effects of noise scores. on people on a range of health outcomes - cardiovas- cular problems,low birth weight,and mortality- have given contradictory results,and our scientific under- standing does not support a cause-effect relationship. The most likely non-auditory health effect is physiolog- ical stress,resulting from psychological stress (annoy- ance). I Federal Interagency Committee on Noise (FICON),FederalAgency Review of SelectedAirport NoiseAnalysis Issues, August, 1992. 2 Federal Interagency Committee onAviation Noise (FICAN),Ef�ects ofAviation Noise onAwakenings from Sleep, June, 1997. �.Y �E R CE�, O O� r�P �ti .� Produced by Harris Miller Miller& Hanson Inc. to support com- ,� � � �8� � munity discussions about future RentonAirport development �:,,:, ,._7, alternatives. These discussions are collaboratively planned and u a � � hosted by the Cities of Renton and Mercer Island,WA. l� �l �NT� 9s..._.,-�c� ,:�,. ,�:�;" , ,;f �;t, Acronyms AC Advisory Circular Lmax Maximum Sound Level AFE Airfield Elevation MLS Microwave Landing System� AGL Above Ground Level MSL Mean Sea Level ALP Airport Layout Plan NCP Noise Compatibility Program ATC AirTrafFic Control NOTAMS Notices toAirmen BFI Boeing Field NM Nautical Mile CFR Code of Federal Regulations RNP Required Na�igation Performance dB Decibel RNT Renton Municipal Airport dBA A-Weighted Decibel SEA Seattle Tacoma International Airport DME Distance Measuring Equipment SEL Sound Exposure Level DNL Day Night Average Sound Level SPL Sound Pressure Level EPA Environmental Protection Agency TA Time Above FAA Federal Aviation Administration TRACON Terminal Radar Approach Control GA General Aviation VA51 Visual Approach Slope Indicator GPS Global Positioning System VHF Very High Frequency Hz Hertz VLJ Very Light Jet ILS Instrument Landing System VOR VHF Omnidirectional Radio Range INM Integrated Noise Model VORTAC Combined VOR and TACAN System Kt Knots WAAS Wide Area Augmentation System Leq Equivalent Sound Level Definitions A-weighted Sound Level -A measure of sound level aircraft from the en route environment to an airport with weighted frequency characteristics that corre- for landing. spond to human subjective response to noise. Centroid -The point representing the geographic Acoustics- The science of sound,including the gen- center of a U.S.Census Bureau census block. eration,transmission,and effects of sound waves,both audible and inaudible. Departure -The act of an aircraft taking flight and leaving an airport. Altitude - Height above a reference point,usually expressed in feet.Reference points are typically sea Day NightAverage Sound Level (DNL) -A meas- level,the ground,or airfield elevation in which case ure of the a�erage noise level over a 24-hour day.It is MSL,AGL,or AFE further describes the altitude, the 24-hour,logarithmic (or energy) average,A-weight- respectively. ed sound pressure level with a 10-decibel penalty applied to the nighttime event levels that occur Ambient,or Background,Noise Level -The level between I 0:00 PM and 7:00 AM. of noise that is all-encompassing within a given envi- ronment for which a single source cannot be deter- Decibel (dB) - a Logarithmic quantity reflecting the mined.It is usually a composite of sounds from many ratio of the sound pressure of the source to a refer- and varied sources near to and far from the receiver. ence pressure.This results in a sound pressure level of about 0 dB for the quietest sounds that we can detect Arrival -The act of an aircraft approaching and land- and sound pressure levels of about 120 dB for the ing at an airport. loudest sounds we can hear without pain.Most sounds in our daily environment ha�e sound on the order of Arrival Procedure -A series of directions from air 30 to 100 dB. traffic control,using fixes and procedures,to guide an I Ih'►M�'VIhIhI HARRIS MILLER MILLER&HANSON INC. Distance Measurir�quipment(DME) - Usually, Noise E�sure -The cumulative sound energy the distance,in nautical miles,that an aircraft is located affecting a person over a specified period`of time�e.g., from a particular navigational aid;also,the instrumenta- a work shift,a day,a working life,or a lifetime). tion that provides the cockpit indication of the dis- tance. Operation -A single aircraft arrival or departure at an airport. Energy-Averaged Sound Pressure Level (Leq) - The value or level of a steady,non-fluctuating sound Overflight-Aircraft flight originating and terminating that represents the same sound energy as the actual outside the controlling facility's area that transits the time-varying sound evaluated over the same time peri- airspace without landing. od;for environmental noise studies,Leq is typically evaluated over a one-hour period,and may be denoted Receiver-The listener or measuring microphone that as Leq(h). detecu the sound generated by the source. FlightTrack-The path along the ground followed by Sound Exposure Level (SEL) -A time-integrated an aircraft in flight. metric (i.e.,continuously summed over a time period) which quantifies the total energy in the A-weighted General Aviation (GA) -All civil aviation except sound level measured during a transient noise event. passenger and cargo airlines. SEL accounts for both the duration and the loudness of a noise event. Hertz (Hz) -The unit used to designate frequency (or pitch) of a sound;specifically,the number of cycles Sound Pressure Level (SPL) -A measure,in deci- per second. bels,of the magnitude of the sound.Specifically,the sound pressure level of a sound that,in decibels,is 10 Integrated Noise Model (INM) -A computer pro- times the logarithm to the base 10 of the ratio of the gram developed,updated,and maintained by the FAA squared pressure of this sound to the squared refer- to evaluate aircraft noise exposure in the vicinity of ence pressure.The reference pressure is usually taken airports. to be 20 micropascals. Knots(Kts) -Airspeed measured as the distance in Time Above (TA) -A noise metric providing the international nautical miles covered in one hour. duration (usually in minutes) during which sound levels Nautical Mile (NM) -A measure of distance equal to a exceeded specified A-weighted sound Ievels.Typically one-minute arc on the earth's surface (approximately TA refers to the duration within a 24-hour period that 6,076 feet). the sound level is exceeded. Nighttime Day-Night Average Sound Level Turbo-prop Aircraft -An aircraft whose main (NDNL) -The nighttime component of the Day propulsive force is provided by a propeller driven by a NightAverage Sound Level,evaluated over a 24-hour gas turbine.Additional propulsive force may be provid- period and including the nighttime penalty. ed by gas discharged from the turbine exhaust. Noise - Unwanted sound. VORTAC (Very High Frequency Omni-direc- tional Radio Range combined with Tactical Air Noise Contour- Continuous lines of equal noise Navigation Aid) -A navigation aid providing VOR level usually drawn around a noise source.Noise con- azimuth,TACAN azimuth,and TACAN distance meas- tours often are drawn in 5-decibel increments and are uring equipment (DME) at one site.The most common generally used in depicting the noise exposure around form of radio navigation currently in use. airports,highways,and industrial planu. Noise Abatement Procedure - Procedure followed during either aircraft departures or arrivals to mini- mize the off-airport impacts of aircraft noise. ��'�Y ��R�F�e ��j Produced by Harris Miller Miller& Hanson Inc. to support com- ,�4 r`J't � ♦ munity discussions about future Renton Airport development � 7, � .,It alternatives. These diswssions are collaboratively planned and v�� L d � O� hosted by the Cities of Renton and Mercer Island,WA. t ' �N`� �9Sr��N c�°{ M�NDATORY MEETING NOTICE Airport Advisory Committee Wednesday, September 26, 2007 Council Chambers 7tn Floor, City Hall 5:00 p.m. to 6:30 p.m. MEETING AGENDA IAgenda Item Presenter Time I L New Airport Advisory Committee Mike O'Halloran, Chair 5:00—5:05 p.m. I Member Introductions IL Airport Noise Study Overview Mary Ellen Eagan, HMMH 5:05 —6:25p.m. Bob Miller, HMMH IV. ( Adjourn All 6:25 —6:30 p.m. .—. � . --�— •�. .��• • � • • Please notify Carolyn Currie (ccurrie@ci.renton.wa.us) and Susan Campbell- Hehr (scampbel@ci.renton.wa.us) via email or at the phone number below whether you will/will not be able to attend this meeting. Feel free to contact us if you have any questions. Renton Airport Clayton Scott Field and Will Rogers/Wiley Post Seaplane Base 616 W Perimeter Road, Unit A Renton, WA 98057 425-430-7471