chapter threechapter three baseline noise exposure 3.1 overview the land uses in the vicinity of...

RICKENBACKER INTERNATIONAL AIRPORT FAR PART 150 NOISE COMPATIBILITY STUDY FINAL

Landrum & Brown Chapter 3 – Baseline Noise Exposure December 2006 Page 3-1

CHAPTER THREE BASELINE NOISE EXPOSURE

3.1 OVERVIEW

The land uses in the vicinity of Rickenbacker International Airport (LCK) may be generally described as compatible with the aircraft noise present there. Under the Federal guidance that indicates significant impact by aircraft noise on incompatible land uses within the 65 Day-Night Average Sound Level (DNL) contour (see Appendix A, FAA Policies, Guidance, and Regulations), portions of the Village of Groveport and portions of Harrison Township southwest of the airport, are significantly affected. It is within these areas that this Part 150 study is primarily focused.

As may be discerned from the description of noise complaint locations and the noise measurement program provided in Appendix B, Field Noise Measurements and Noise Complaints, residents of areas exposed to noise less than 65 DNL are concerned about the noise in their neighborhoods. No homes are located in the 65 DNL and greater noise contours. While FAA guidance does not consider the areas exposed to less than 65 DNL to be significantly impacted for Part 150 purposes, they are exposed to over flights by aircraft that produce single-event noise levels, which some residents may find offensive. Where Part 150 recommendations can benefit both the areas within and beyond the 65 DNL contour, every effort is made to do so.

Appendix C, Noise Modeling Methodology, presents the information necessary to compute the noise exposure patterns in the vicinity of the airport with the Integrated Noise Model (INM), Version 6.1. This information details the operating characteristics in use at the airport, the number of operations, and the use of flight paths to and from the airport both now and as they are expected to be in 2011. Variations from the average noise levels may be in part attributed to unidentified ambient noise sources not related to aircraft flight operations.

This chapter provides information about the current and potential noise levels in 2011 if no action is taken to change the noise exposure pattern through abatement. The noise patterns are presented on exhibits and the numbers of persons and housing units that fall within them are quantified.

3.2 EXISTING (2006) BASELINE NOISE CONTOUR

The number of operations, runway use, flight track, and trip length data presented in Appendix C, Noise Modeling Methodology, are used as input to the INM computer model for calculation of noise exposure in the airport environs. Exhibit 3-1, Existing (2006) Noise Contour reflects the average annual noise exposure pattern present at the airport during the current baseline period and Table 3-1 summarizes the area within each noise contour level.


Landrum & Brown Chapter 3 – Baseline Noise Exposure December 2006 -3

Table 3-1 AREAS WITHIN EXISTING NOISE EXPOSURE CONTOUR (IN SQUARE MILES) Rickenbacker International Airport

CONTOUR RANGE

EXISTING (2006) BASELINE

60-65 DNL 3.39 65-70 DNL 1.43 70-75 DNL 0.55 75 + DNL 0.92 65 + DNL 2.90

Contour: LCK_2005Baseline-rev6

Source: Landrum & Brown, 2006.

The noise contour does not represent the noise levels present on any specific day, but, rather, represents the energy-average of all 365 days of operation during the year. The noise contour pattern extends from the airport along each extended runway centerline, reflective of the flight tracks used by all aircraft. The relative distance of the contour from the airport along each route is a function of the frequency of use of each runway end for total arrivals and departures, as well as its use at night, and the type of aircraft assigned to it.

The shape of the noise contour is primarily a function of the combination of flight tracks and runway use at LCK. Currently the airport operates 65 percent of the time in south flow (Runways 23L/23R) and 35 percent of the time in north flow (Runways 05L/05R). Between 11:00 p.m. and 7:00 a.m., the airport operates in contra-flow. The contra-flow procedures call for aircraft to arrive from the south on Runways 5R and 5L and depart to the south on Runways 23L and 23R. As a result the noise contour is longer and wider to the southwest of the airport than to the northeast.

Southwest of the airport, the noise contour primarily reflects usage by aircraft departing to the south and to a lesser degree arriving from the south. The 65 DNL noise contour extends approximately 1.5 miles beyond the south end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural land uses located in Harrison Township. Although the FAA defines the 65 DNL as the compatibility line, the 60 DNL is shown because it indicates marginal noise impacts. The 60 DNL noise contour extends approximately 2.5 miles beyond the south end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural and residential land uses located in Harrison Township. The 70 and 75 DNL noise contours remain over airport property.

To the northeast of the airport, the noise contour primarily reflects usage by aircraft arriving from the northeast and to a lesser degree aircraft departing to the northeast. The 65 DNL noise contour extends approximately 0.8 miles beyond the north end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural



land uses in the Village of Groveport. The 60 DNL noise contour extends approximately 1.5 miles beyond the north end of Runway 23L/05R and Runway 23R/05L, encompassing agricultural & industrial land uses located in the Village of Groveport. The 70 and 75 DNL contours remain over airport property.

3.3 FUTURE (2011) BASELINE NOISE CONTOUR

The baseline noise exposure contour projected for 2011 is presented in Exhibit 3-2, Future (2011) Baseline Noise Contour. This projected contour assumes growth as forecasted in the Aviation Activity Forecast for Rickenbacker International Airport (See Appendix J). This forecast was approved by the FAA October 2, 2006. The future 2011 contour is larger than the existing 2006 noise contour, owing to an increase in the number of operations. Table 3-2 provides a comparison of the areas within the Existing (2006) and Future (2011) Baseline noise exposure patterns.

Table 3-2 COMPARISON OF AREAS WITHIN FUTURE (2011) AND EXISTING (2006) NOISE EXPOSURE CONTOUR (IN SQUARE MILES) Rickenbacker International Airport

CONTOUR RANGE

FUTURE (2011)

BASELINE

EXISTING (2006)

BASELINE DIFFERENCE

60-65 DNL 4.03 3.39 0.64 65-70 DNL 1.78 1.43 0.35 70-75 DNL 0.67 0.55 0.12 75 + DNL 1.01 0.92 0.09 65 + DNL 3.46 2.90 0.56

Contour: LCK_2005Baseline-rev6/LCK_2011Baseline-rev3


The Future (2011) noise contour is larger in size than the Existing (2006) noise contour. To the north, the 65 DNL and 60 DNL noise contours extend approximately the same distance beyond the end of runways as the existing contours, although the width of the contour increases along the east side of the 60 DNL noise contour. This increase in width is due to the increase in forecasted operations for the year 2011. To the south, the 65 DNL and 60 DNL contours increase uniformly, as compared to the Existing (2006) contours. The growth in the 2011 noise contour is due to the forecasted two percent growth in operations by 2011.



3.4 BASELINE NOISE CONTOUR INCOMPATIBILITIES

Identifying and evaluating all land uses within the airport environs is necessary to quantify residential and other noise-sensitive land uses impacted by aircraft noise. Chapter Two, Affected Environment, and Appendix D, Land Use Assessment Methodology, summarize the land use data collection process. The FAA has created land use compatibility guidelines relating types of land use to airport sound levels. These guidelines are defined in 14 CFR Part 150, Land Use Compatibility with Yearly Day-Night average Sound Levels. The compatibility table is reproduced in Appendix A, FAA Policies, Guidance, and Regulations, of this document (see Table A-1).

These guidelines show the compatibility parameters for residential, public (schools, churches, nursing homes, hospitals, libraries), commercial, manufacturing and production, and recreational land uses. All land uses exposed to noise levels below the 65 DNL noise contour are generally considered compatible with airport operations.

Summaries of the residential population, housing units, and noise-sensitive facilities affected by noise levels exceeding 60 DNL for the Existing (2006) and Future (2011) Baseline noise contours are provided in Table 3-3 and Table 3-4. A comparison of the Existing (2006) and Future (2011) is provided in Table 3-5.

No homes or noise-sensitive facilities (schools, churches, libraries, hospitals, nursing homes) are located in the 65 DNL of the Existing (2006) noise contour. There are 11 housing units and 30 residents in the 60 DNL of the Existing (2006) noise contour. In 2011, no homes or noise-sensitive facilities will be located in the 65 DNL noise contour. There will be 38 housing units and 104 residents in the 60 DNL of the Future (2011) noise contour. All of the homes within the 60 DNL of both the Existing and Future noise contour are located in Harrison Township in Pickaway County.



Table 3-3 EXISTING (2006) BASELINE HOUSING, POPULATION, AND NOISE-SENSITIVE FACILITY INCOMPATIBILITIES Rickenbacker International Airport

CATEGORY 60-65 DNL* 65-70 DNL 70-75 DNL 75+ DNL 65+ DNL

Housing Units 11 0 0 0 0 Population 30 0 0 0 0 Noise Sensitive Facilities Schools 0 0 0 0 0 Churches 0 0 0 0 0 Nursing Homes 0 0 0 0 0 Area Square Miles 3.39 1.43 0.55 0.92 2.90 Acres 2,170 915 352 589 1,856

Notes:

* FAA Part 150 Land Use Compatibility Guidelines indicate that residential land uses are compatible with noise levels below 65 DNL.

- Noise contours were generated using the Integrated FAA's Noise Model, Version 6.1 computer model.

- Housing counts are based on field verification.

- Population numbers are approximate based on the housing counts multiplied by the 2000 census block housing to population ratio.

- Baseline conditions assume the continuation of the existing operating procedures without modification.

- Noise-Sensitive Public Uses include schools, churches, libraries, hospitals, and nursing homes.




Table 3-4 FUTURE (2011) BASELINE HOUSING, POPULATION, AND NOISE-SENSITIVE FACILITY INCOMPATIBILITIES Rickenbacker International Airport

CATEGORY 60-65 DNL* 65-70 DNL 70-75 DNL 75+ DNL 65+ DNL

Housing Units 38 0 0 0 0 Population 104 0 0 0 0 Noise Sensitive Facilities Schools 0 0 0 0 0 Churches 0 0 0 0 0 Nursing Homes 0 0 0 0 0 Area Square Miles 4.03 1.78 0.67 1.01 3.46 Acres 2,579 1,139 429 646 2,214

Notes:







Source: Landrum & Brown, 2006



Table 3-5 EXISTING (2006) BASELINE VERSUS FUTURE (2011) BASELINE HOUSING, POPULATION, AND NOISE-SENSITIVE FACILITY INCOMPATIBILITIES Rickenbacker International Airport

CATEGORY EXISTING (2006)

BASELINE FUTURE (2011)

BASELINE Housing Units

60-65 DNL* 11 38 65-70 DNL 0 0 70-75 DNL 0 0 75+ DNL 0 0 65+ DNL 0 0

Population 60-65 DNL* 30 104 65-70 DNL 0 0 70-75 DNL 0 0 75+ DNL 0 0 65+ DNL 0 0

Noise Sensitive Facilities (Schools, Churches, and Nursing Homes)

60-65 DNL* 0 0 65-70 DNL 0 0 70-75 DNL 0 0 75+ DNL 0 0 65+ DNL 0 0

Area Square Miles

60-65 DNL* 3.39 4.03 65-70 DNL 1.43 1.78 70-75 DNL 0.55 0.67 75+ DNL 0.92 1.01 65+ DNL 2.90 3.46

Acres 60-65 DNL* 2,170 2,579 65-70 DNL 915 1,139 70-75 DNL 352 429 75+ DNL 589 646 65+ DNL 1,856 2,214



Table 3-5, Continued EXISTING (2006) BASELINE VERSUS FUTURE (2011) BASELINE HOUSING, POPULATION, AND NOISE-SENSITIVE FACILITY INCOMPATIBILITIES Rickenbacker International Airport

Notes:







Source: Landrum & Brown, 2006

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