4.0 e xisting noise exposure map · this analysis establishes a base case which means that the...

BUFFALO NIAGARA INTERNATIONAL AIRPORT PB Aviation October 26, 2004 PART 150 NOISE COMPATIBILITY STUDY - VOLUME I PAGE 4-1

4.0 EXISTING NOISE EXPOSURE MAP

The FAR Part 150 process requires a thorough examination of current airport activity and

depiction of existing aircraft noise levels on a map that represents the area exposed to aircraft

noise. This chapter examines those characteristics of the BNIA’s airfield use that are reflected in

the 2003 noise contours. This analysis establishes a base case which means that the noise

contours reflect existing patterns of aircraft activity without noise abatement measures beyond

those currently in place. The Existing Noise Exposure Map (NEM) is provided at the end of this

chapter and graphically depicts the results of the evaluation.

The noise impacts are measured through the use of the FAA’s Integrated Noise Model

(INM) version 6.1. The INM, which is described in Chapter 2.0, contains an extensive database

on the noise and operational characteristics of various aircraft types currently in use. When input

with airport-specific data such as runway layout, runway utilization, flight tracks, flight track

utilization, fleet mix, and aircraft activity levels, the model calculates noise levels and produces

contours illustrating average daily noise impacts to areas around an airport.

Input factors used in evaluating aircraft noise impacts and developing the 2003 noise

contours for the BNIA included aircraft activity levels and specific operational characteristics.

Noise monitoring data were used to validate the assumptions for the modeling effort. A

summary of the noise monitoring effort is provided in Appendix A. Noise abatement procedures

currently in use at the Airport are also reflected in the input data assumptions that were

developed for the INM.

4.1 EXISTING NOISE ABATEMENT PROCEDURES

The BNIA has a number of existing procedures designed to reduce aircraft noise levels in

the noise-sensitive areas around the Airport. These procedures generally pertain to the path

taken by aircraft on arrival to or departure from the Airport, irrespective of the time of day.



Additional measures are employed during quiet nighttime hours. The Airport’s existing noise

abatement procedures are listed as follows:

• Visual flight rules (VFR) arrivals and instrument flight rules (IFR) aircraft cleared for visual approaches on Runway 5 are requested to proceed to a point 5 miles southwest of the Airport before turning inbound on final approach. VFR arrivals and IFR aircraft cleared for visual approaches on Runway 23 are requested to proceed to a point 5 miles northeast of the Airport before turning inbound on final approach.

• VFR arrivals and IFR aircraft cleared for visual approaches on Runway 14 and 32 are

requested to maintain 2,300 feet mean sea level (MSL) as long as practicable before descending to land.

• Departing aircraft should remain on runway heading to an elevation of 3,000 feet MSL

before proceeding on course. • Quiet Time is designated as between 11:00 p.m. and 6:00 a.m. • All multi-engine aircraft regardless of weight are requested to refrain from using Runway

14/32 for arrivals and departures during Quiet Time, unless runway or wind conditions dictate no alternative.

• Aircraft operating on Taxiway M and/or the cargo ramp are requested to refrain from

high speed, high power taxiing and/or run-up. No engine run-ups are approved during Quiet Time.

All of the noise abatement measures listed above are informal and are used when wind,

weather and capacity conditions permit.

4.2 AIRCRAFT ACTIVITY

The number and type of aircraft operations and the manner in which aircraft arrive to and

depart from an airport are the principal determinants of the size of the aircraft noise contours.

Data concerning 2003 operational levels, fleet mix, stage length (i.e. distance traveled),

and day/night operational split were obtained from a variety of sources including: the FAA’s Air

Traffic Operations Network (OPSNET), flight strips from Air Traffic Control (ATC) personnel,

Data Access Planning Module by the Airline Planning Group, LLC (a computerized data base



used by the BNIA staff to monitor airline activity), interviews with ATC personnel, and on-site

observations.

4.2.1 Operational Levels

Average day operations are derived by dividing total annual operations by 365

days. The 2003 base case number of annual aircraft operations at the Airport is based on

the BNIA Statistics Reporting Forms and the computer data base of scheduled airline

activity.

The 2003 base case uses activity data for the period of April 2002 through March

2003 to calculate an average annual day. For the purposes of this analysis, aircraft

activity at the BNIA is presented according to five general categories: air carrier,

regional/commuter, cargo, general aviation (GA) and military. Representative aircraft

types are listed in Table 4.2-1 for each general category of activity.

TABLE 4.2-1

Buffalo Niagara International Airport

AIRCRAFT CATEGORY AND TYPICAL AIRCRAFT TYPES

Aircraft Category Representative Aircraft Types Air Carrier A319, A320, B717, B737, D95, MD80 Regional/Commuter BE1, CRJ, DH8, ERJ, J41 Cargo A300, B757, C208 GA Single Engine, Twin Engine, Turbo-Jet Military C130, KC135 Source: Airline Planning Group, LLC, Schedule Bank Structure Report, April 3, 2003.

PB Aviation, on-site interview with ATC personnel.

Annual and average daily aircraft activities from April 2002 through March 2003

are provided in Table 4.2-2. Total average daily operations are 381 during that period.



TABLE 4.2-2


ANNUAL AND DAILY AIRCRAFT OPERATIONS

Aircraft Categories Annual Average Annual Day

Air Carrier 43,070 118 Regional/Commuter 31,450 86 Cargo 9,155 25 GA 48,928 134 Military 6,504 18 Total 139,107 381

Source: Airline Planning Group, LLC, Schedule Bank Structure Report, April 3, 2003 the BNIA Statistics Reporting Forms, April 2002 to February 2003. OPSNET Buffalo Tower Traffic Density Index and Statistical Data, April 2002 to March 2003.

4.2.2 Fleet Mix

Fleet mix refers to the various categories of aircraft operating at an airport.

Information on the BNIA’s exiting fleet mix was obtained from NFTA’s database of

scheduled activity, the Official Airline Guide (April 2003), and discussions with ATC

personnel.

Table 4.2-3 lists the aircraft fleet mix assumed in developing the BNIA’s Existing

NEM.

Aircraft noise monitoring activities, conducted during the period of May 19

through May 31, enabled a comparison of measured sound levels to the output from the

INM for the larger, air carrier aircraft using the BNIA. The monitoring information was

used to check the appropriateness of the INM designation, i.e., database identifier, for

individual aircraft types. Specifically, noise monitoring was used to select the best match

substitutions for B727 (B727EM1), EMB145 (E14L) and MD 80 (MD83) aircraft.



TABLE 4.2-3


AIRCRAFT FLEET MIX

Category/ Aircraft Types

Noise Level Designator1

INM Designation2

Percent of Fleet

Air Carrier Airbus 320 3 A320 3.09% Boeing 717-200 3 717200 0.73% Boeing 727-200 3 727EM2 1.72% Boeing 737-300 3 737300 7.82% Boeing 737-400 3 737400 2.81% Boeing 737-500 3 737500 3.18% Boeing 737-700 3 737700 4.67% McDonnell Douglas DC9-50 3 DC95HW 1.74% McDonnell Douglas DC9-30 3 DC93LW 3.54% McDonnell Douglas MD-80 3 MD83 1.60% Sub-total 30.91% Regional/Commuter Beechcraft N/A DHC6 3.18% Canadair Regional Jet 3 CL601 3.09% de Havilland DHC8 3 DHC8 5.12% Embraer Regional Jet 3 E14L 10.01% Jet Stream 41 3 SF340 0.87% Saab 340 3 SF340 0.37% Sub-total 22.64% Cargo Airbus 300 3 A300 0.31% Boeing 727-100 3 727EM1 0.52% Boeing 727-200 3 727EM2 0.39% Boeing 737 3 737N9 0.05% Boeing 757 3 757RR 0.66% Cessna 208 3 GASEPF 1.84% McDonnell Douglas DC-9 3 DC95HW 0.26% Embraer 110 N/A DHC6 1.31% Piper 31 N/A BEC58P 1.31% Sub-total 6.67% GA Single-Engine N/A GASEPV 3.50% Twin-Engine N/A BEC58P 22.72% Turbo-Jet 3 LEAR35 8.85% Sub-total 35.07% Military C130 3 C130 3.78%

KC-135 N/A KC-135 0.94% Sub-total 4.72%

Source: PB Aviation, on-site observations and interviews with the BNIA ATC personnel. Airline Planning Group, LLC, Schedule Bank Structure Report, April 3, 2003 1. For purposes of showing compliance with federal aircraft noise guidelines, FAR 36 assigns a "noise designator"(Stage 1, Stage 2, and Stage 3) for all transport category large airplanes and turbojet powered aircraft. 2. This column identifies the aircraft noise database identifier for the INM. For aircraft not included in the INM database, an FAA approved substitute aircraft is identified.



All civilian jet aircraft weighing more than 75,000 pounds comply with Stage 3.

As of the writing of this document, more stringent Stage 4 requirements were in

discussion at the federal level. Should Stage 4 be implemented, it is anticipated that

aircraft with engines that have been “hush-kitted” to comply with Stage 3 requirements

will be regulated out of the fleet (i.e. B737-200 and DC9-30).

4.2.3 Stage Length

Stage length refers to the distance an aircraft travels. Each stage is associated

with a takeoff weight that represents the typical fuel load required for that travel distance.

The INM accounts for these various load factors based upon the initial distance traveled.

Departure stage lengths indicate the range in nautical miles that an aircraft travels

(non-stop) to reach its destination. For example, a departure stage length of 1 indicates a

destination range of 0 to 500 nautical miles while a departure stage length of 2 refers to a

destination distance of 500 to 1,000 nautical miles. This is an important consideration in

the noise analysis because longer stage lengths require more fuel which increases aircraft

weight and takeoff roll and decreases climb performance. This in turn affects aircraft

noise on the ground.

Stage lengths for air carrier/cargo jet and regional/commuter aircraft were initially

determined by the BNIA’s database of scheduled activity at the BNIA. Conversations

with ATC personnel confirmed that all GA, cargo non-jet, and military aircraft stage

lengths were 500 nautical miles or less. The percentage distribution among the stage

length categories for departing flights is summarized in Table 4.2-4.



TABLE 4.2-4


EXISTING STAGE LENGTHS Category Stage 1 Stage 2 Stage 3 Stage 4 Total

Air Carrier 79.7% 16.9% 0.0% 3.4% 100.0% Regional/Commuter 96.1% 3.9% 0.0% 0.0% 100.0% Cargo 84.2% 15.8% 0.0% 0.0% 100.0% GA 100.0% 0.0% 0.0% 0.0% 100.0% Military 100.0% 0.0% 0.0% 0.0% 100.0% Source: PB Aviation, interviews with the BNIA ATC personnel. Airline Planning Group, LLC, Schedule Bank Structure Report, April 3, 2003

Key: Stage 1 = 0 – 500 nautical miles

Stage 2 = 500 – 1,000 nautical miles Stage 3 = 1,000 – 1,500 nautical miles Stage 4 = 1,500 nautical miles or more

As noted earlier, noise monitoring data were used to compare measured sound

levels to the output from the INM for individual operations. In several instances, it was

found that the monitored sound levels more closely replicated the departure profiles of

aircraft with a longer stage length. This was true for B717-200, B737-700, B757-200,

A320, EMB145, and MD80 aircraft. The discrepancy between monitored and modeled

sound levels may be attributed to higher fuel loads than assumed in the INM for the stage

length flown. Consequently, a longer stage length was selected for modeling these

aircraft types. Table 4.2-5 depicts the stage length assumptions as actually modeled for

the 2003 contours that are depicted in the BNIA’s Existing NEM.

For two aircraft types, the Dash 8 and Dash 6 (substitution of EMB 110), the

analysis of noise monitoring and radar data found that the actual profiles varied from the

standard profiles in the INM. After discussing with the FAA’s Office of Environment

and Energy, the standard profiles for these two types aircraft were still used to develop

the Existing NEM.



TABLE 4.2-5


STAGE LENGTH ASSUMPTIONS

Category Stage 1 Stage 2 Stage 3 Stage 4 Stage 5 Stage 6 Total Air Carrier 55.9% 11.4% 10.0% 5.2% 0.0% 17.5% 100.0% Regional/Commuter 55.8% 0.0% 0.0% 0.0% 0.0% 44.2% 100.0% Cargo 59.2% 11.1% 0.0% 0.0% 29.7% 0.0% 100.0% GA 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0% Military 100.0% 0.0% 0.0% 0.0% 0.0% 0.0% 100.0%

Source: Wyle Laboratories, Noise Monitoring Data, August, 2003 PB Aviation, interviews with the BNIA ATC personnel. Airline Planning Group, LLC, Schedule Bank Structure Report, April 3, 2003 Key: Stage 1 = 0 – 500 nautical miles Stage 2 = 500 – 1,000 nautical miles Stage 3 = 1,000 – 1,500 nautical miles Stage 4 = 1,500 – 2,500 nautical miles Stage 5 = 2,500 – 3,500 nautical miles Stage 6 = 3,500 nautical miles or more

4.2.4 Day/Night Operations

Evaluation of nighttime airport operations is important due to the increased

sensitivity to noise occurring during sleeping hours. For the purposes of analysis, the

INM defines nighttime as 10:00 p.m. to 7:00 a.m. To account for increased nighttime

sensitivity, the INM applies a 10 dBA penalty to nighttime aircraft flights. The noise

analysis for the BNIA reflects this penalty.

The 2003 day/night split was estimated using OAG and ARTS data and through

discussion with ATC personnel. Table 4.2-6 provides the percentages of day and night

operations for arrivals and departures.



TABLE 4.2-6


DAY/NIGHT OPERATIONS

Average Annual Day Annual

Daytime1 Nighttime2

Category Operations Operations Percentage Operations Percentage Total

Operations Air Carrier 43,070 102 86.44% 16 13.56% 118 Regional/Commuter 31,450 71 82.56% 15 17.44% 86 Cargo 9,155 4 16.67% 21 83.33% 25 GA 48,928 113 84.32% 21 15.67% 134 Military 6,504 16 90.00% 2 10.00% 18

Total 139,107 306 75 381 Sources: PB Aviation interviews with the BNIA ATC personnel. Airline Planning Group, LLC, Schedule Bank Structure Report April 3, 2003 1. Daytime = 7:00 a.m. to 9:59 p.m. 2. Nighttime = 10:00 p.m. to 6:59 a.m.

4.2.5 Run-up Operations

INM uses a single directivity pattern to calculate noise around an airplane on a

run-up pad. The directivity pattern is symmetric around the longitudinal axis of the

airplane. The run-up noise level depends upon aircraft type, run-up pad location, heading

of the airplane, average duration of the run-up event, and the number of times the run-up

event occurs during the day and night time periods.

Two run-up pads are used at the Airport. One is on the approach end of Runway

32; another is in the holding area for Runway 23. Run-up operations at the Airport are

very few (less than one event per day). Consequently, only one run-up operation at each

pad during daytime hours is included as part of the INM input assumptions for the

existing condition.

4.2.6 Aircraft Taxi Noise

During the public coordination process that was conducted as the NEMs were

being developed, a number of comments were received regarding the operation and

movement of aircraft on the ground at the BNIA. Consequently, it was important to



consider taxiway movements in the noise modeling process and in the estimation of noise

impacts.

Because the INM does not explicitly support taxi noise modeling, taxiway

movements were modeled as low altitude overflights along fixed points established for

the taxiways and access taxiways leading to the cargo and general aviation areas at the

BNIA. The following assumptions were made to model taxiway noise at the BNIA:

• The altitude of the overflight track is 10 feet which is the average engine height • Aircraft speed is the average taxi speed of 25 miles per hour • Average taxi thrust is 10 percent of static thrust

Taxiway use was based on the runway use and apron locations and reflects

information obtained from ATC personnel.

Because of the linear configuration of the passenger terminal and the proximity of

the terminal area ramp to taxiway A2, a single access point onto the terminal ramp was

not modeled. Rather, multiple entry points were assumed.

4.3 OPERATIONAL PROCEDURES

Operations data, including runway and flight track utilization, were obtained from

discussions with ATC personnel, analysis of ARTS data and airspace routing procedures and on-

site observations.

4.3.1 Runway Utilization

To estimate annual average day noise exposure as required by FAR Part 150,

annual average runway use must be determined. Existing runway-use patterns were

identified through interviews with ATC staff.

The daytime and nighttime annual arrival and departure runway use is shown

from Table 4.3-1 to Table 4.3-4.



TABLE 4.3-1


ANNUAL AVERAGE ARRIVAL RUNWAY UTILIZATION – DAYTIME

Runway End Air Carrier/ Cargo Jet

Regional/ Commuter GA Jet

GA/ Cargo Non-jet Military

5 25% 30% 20% 20% 25% 23 75% 68% 60% 33% 75% 14 -- -- 10% 10% -- 32 -- 2% 10% 37% --

Total 100% 100% 100% 100% 100% Source: PB Aviation, interviews with the BNIA ATC personnel.

TABLE 4.3-2


ANNUAL AVERAGE ARRIVAL RUNWAY UTILIZATION – NIGHTTIME




5 25% 30% 20% 15% 25% 23 75% 68% 60% 20% 75% 14 -- -- 10% 5% -- 32 -- 2% 10% 60% --


TABLE 4.3-3


ANNUAL AVERAGE DEPARTURE RUNWAY UTILIZATION – DAYTIME




5 25% 30% 25% 15% 25% 23 75% 68% 50% 33% 75% 14 -- -- 20% 44% -- 32 -- 2% 5% 8% --




TABLE 4.3-4


ANNUAL AVERAGE DEPARTURE RUNWAY UTILIZATION – NIGHTTIME




5 25% 30% 25% 15% 25% 23 75% 68% 50% 20% 75% 14 -- -- 20% 60% -- 32 -- 2% 5% 5% --


In an airport such as the BNIA, with only two runways, many factors can

significantly alter the flow of the airfield and runway use. Each day, small and large

events can dramatically change runway use – a disabled truck on a runway, wind and

other weather conditions, or local events which draw different types of aircraft to the

Airport. The runway utilizations that are presented in the Tables 4.3-1 through 4.3-4 are

estimations of average runway end use over the year. Consequently, considerable

variance from the utilizations can occur on any given day.

Additionally, Tables 4.3-2 and 4.3-4 indicate some nighttime use of Runway

14/32 by regional/commuter carrier aircraft and GA jets. This activity principally occurs

during 10:00 p.m. to 11:00 p.m. and 6:00 a.m. to 7:00 a.m. i.e., the hours just before or

after the BNIA’s Quiet Time period. These two hours are considered to be nighttime for

the purposes of the noise analysis. Consistent with existing, informal noise abatement

measures, all multi-engine aircraft are requested to refrain from using Runway 14/32

during Quiet Time, i.e. 11:00 p.m. to 6:00 a.m., unless runway or weather conditions

dictate no alternative.

4.3.2 Flight Tracks

A flight track is the projection on the ground of an aircraft’s path in the sky.

Because of meteorological conditions, aircraft types, stage lengths, and pilot judgment,

no two flight tracks are exactly the same. Six sample days of ARTS data were processed



to obtain an indication of where aircraft are flying. As expected, the data depict general

corridors of flight activity rather than specific tracks. Exhibit 4.3-1 and Exhibit 4.3-2

illustrate the ARTS data for a sample day’s arrival and departure flights.

Information gathered from interviews with ATC personnel and the sample ARTS

data were both used to identify generalized flight tracks necessary for input into the INM,

including existing departure, arrival, and touch-and-go flight tracks. Exhibits 4.3-3, 4.3-

4, and 4.3-5 illustrate the departure, arrival, and touch-and-go flight tracks used in this

study.

The INM allows the user to select a cross section of ARTS flight tracks to

determine the centerline. The INM software also determines the standard deviations

from the centerline of the flight track group. The centerline track can be dispersed into

multiple sub-tracks that more accurately represent the actual flight tracks than a single

generalized flight track. For this analysis, eight sub-tracks have been built in the INM.

The sub-tracks occur in pairs and are located on both sides of the “backbone” track. The

default sub-track percentages provided by the INM are used to distribute flight operations

across the backbone track and its sub-tracks.

The allocation of aircraft operations to the generalized flight tracks depicted on Exhibits

4.3-3, 4.3-4, and 4.3-5 is presented in Tables 4.3-5 to 4.3-9. The allocation of aircraft

operations to the generalized flight tracks is derived from analysis of the ARTS data

sample and discussions with ATC personnel.

ARTS FLIGHT TRACKSON MAY 1, 2003

EXHIBIT

4.3-1I N T E R N A T I O N A L A I R P O R TBUFFAL NIAGARAO SM

PB AVIATION

PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.3-1 ARTS FLIGHT TRACKS 5-1-03.CDR

ARTS FLIGHT TRACKSON MAY 5, 2003

EXHIBIT


PB AVIATION

PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.3-2 ARTS FLIGHT TRACK 5-5-03.CDR

EXISTING DEPARTURE TRACKSEXHIBIT

4.3-3

PB AVIATION

I N T E R N A T I O N A L A I R P O R TBUFFAL NIAGARAO SM

PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.3-3 EXISTING DEPARTURE TRACKS.CDR

EXISTING ARRIVAL TRACKSEXHIBIT

4.3-4

PB AVIATION


PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.3-4 EXISTING ARRIVAL TRACKS.CDR

EXISTING TOUCH- AND-GO TRACKSEXHIBIT

4.3-5

PB AVIATION


PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.3-5 EXISTING TOUCH N GO TRACKS.CDR



TABLE 4.3-5


ANNUAL AVERAGE ARRIVAL FLIGHT TRACK USE – DAYTTIME

Runway End

Flight Tracks

Air Carrier/ Cargo Jet


GA/ Cargo

Non-jet Military

5-A1 5-A2 5-A3 5-GA-A1 5-GA-A2 5-GA-A3

20% 50% 30%

-- -- --

20% 50% 30%

-- -- --

20% 50% 30%

-- -- --

-- -- --

20% 50% 30%

20% 50% 30%

-- -- --

5 Total 100% 100% 100% 100% 100%

23-A1 23-A2 23-A3 23-GA-A1 23-GA-A2 23-GA-A3

50% 20% 30%

-- -- --

50% 20% 30%

-- -- --

50% 20% 30%

-- -- --

-- -- --

50% 20% 30%

50% 20% 30%

-- -- --

23

Total 100% 100% 100% 100% 100%

14-A1 14-A2 14-A3

-- -- --

-- -- --

15% 45% 40%

15% 45% 40%

-- -- --

14

Total -- -- 100% 100% -- 32-A1 32-A2 32-A3

-- -- --

25% 50% 25%

25% 50% 25%

25% 50% 25%

-- -- -- 32

Total -- 100% 100% 100% -- Source: PB Aviation, On-site observations, interviews with the BNIA ATC personnel, and ARTS data analysis.



TABLE 4.3-6


ANNUAL AVERAGE ARRIVAL FLIGHT TRACK USE – NIGHTTTIME

Runway End

Flight Tracks



GA/ Cargo

Non-jet Military

5-A1 5-A2 5-A3 5-GA-A1 5-GA-A2 5-GA-A3

20% 50% 30%

-- -- --

20% 50% 30%

-- -- --

20% 50% 30%

-- -- --

-- -- --

20% 50% 30%

20% 50% 30%

-- -- --

5 Total 100% 100% 100% 100% 100%

23-A1 23-A2 23-A3 23-GA-A1 23-GA-A2 23-GA-A3

60% 10% 30%

-- -- --

60% 10% 30%

-- -- --

60% 10% 30%

-- -- --

-- -- --

60% 10% 30%

60% 10% 30%

-- -- --

23

Total 100% 100% 100% 100% 100%

14-A1 14-A2 14-A3

-- -- --

-- -- --

15% 45% 40%

15% 45% 40%

-- -- --

14

Total -- -- 100% 100% -- 32-A1 32-A2 32-A3

-- -- --

25% 50% 25%

25% 50% 25%

25% 50% 25%

-- -- -- 32




TABLE 4.3-7


ANNUAL AVERAGE DEPARTURE FLIGHT TRACK USE – DAYTIME

Runway End

Flight Tracks



GA/ Cargo

Non-jet Military

5-D1 5-D2 5-D3 5-D4 5-D5 5-GA-D1 5-GA-D2 5-GA-D3 5-GA-D4 5-GA-D5

30% 35% 5%

10% 20%

-- -- -- -- --

30% 35% 5%

10% 20%

-- -- -- -- --

30% 35% 5%

10% 20%

-- -- -- -- --

-- -- -- -- --

30% 35% 5%

10% 20%

30% 35% 5%

10% 20%

-- -- --

5 Total 100% 100% 100% 100% 100%

23-D1 23-D2 23-D3 23-D4 23-D5 23-D6 23-GA-D1 23-GA-D2 23-GA-D3 23-GA-D4 23-GA-D5 23-GA-D6

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

-- -- -- -- -- --

5% 20% 10% 30% 30% 5%

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

23

Total 100% 100% 100% 100% 100% 14-D1 14-D2 14-D3 14-D4 14-D5 14-D6

-- -- -- -- -- --

-- -- -- -- -- --

20% 30% 5%

35% 5% 5%

10% 20% 20% 40% 5% 5%

-- -- -- -- -- --

14

Total -- -- 100% 100% -- 32-D1 32-D2 32-D3 32-D4 32-D5

-- -- -- -- --

40% 5% 5%

30% 20%

40% 5% 5%

30% 20%

40% 5% 5%

30% 20%

-- -- -- -- --

32




TABLE 4.3-8


ANNUAL AVERAGE DEPARTURE FLIGHT TRACK USE – NIGHTTIME

Runway End

Flight Tracks



GA/ Cargo

Non-jet Military

5-D1 5-D2 5-D3 5-D4 5-D5 5-GA-D1 5-GA-D2 5-GA-D3 5-GA-D4 5-GA-D5

30% 35% 5%

10% 20%

-- -- -- -- --

30% 35% 5%

10% 20%

-- -- -- -- --

30% 35% 5%

10% 20%

-- -- -- -- --

-- -- -- -- --

5% 15% 60% 5%

15%

30% 35% 5%

10% 20%

-- -- --

5 Total 100% 100% 100% 100% 100%

23-D1 23-D2 23-D3 23-D4 23-D5 23-D6 23-GA-D1 23-GA-D2 23-GA-D3 23-GA-D4 23-GA-D5 23-GA-D6

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

-- -- -- -- --

20% 15% 15% 50%

-- --

5% 20% 10% 30% 30% 5% -- -- -- -- -- --

23

Total 100% 100% 100% 100% 100% 14-D1 14-D2 14-D3 14-D4 14-D5 14-D6

-- -- -- -- -- --

-- -- -- -- -- --

20% 30% 5%

35% 5% 5%

10% 20% 20% 40% 5% 5%

-- -- -- -- -- --

14

Total -- -- 100% 100% -- 32-D1 32-D2 32-D3 32-D4 32-D5

-- -- -- -- --

40% 5% 5%

30% 20%

40% 5% 5%

30% 20%

40% 5% 5%

30% 20%

-- -- -- -- --

32

Total -- 100% 100% 100% -- Source: PB Aviation, on-site observations, interviews with the BNIA ATC personnel, and ARTS data analysis.



TABLE 4.3-9


ANNUAL AVERAGE TOUCH-AND-GO FLIGHT TRACK USE

Runway End

Flight Tracks



GA/ Cargo

Non-jet Military

5-TGO1 5-TGO2

-- --

-- --

-- --

60% 40%

-- --

5 Total -- -- -- 100% --

23-TGO1 23-TGO2

-- --

-- --

-- --

60% 40%

-- -- 23

Total -- -- -- 100% --

14-TGO1 14-TGO2

-- --

-- --

-- --

50% 50%

-- -- 14

Total -- -- -- 100% --

32-TGO1 32-TGO2

-- --

-- --

-- --

50% 50%

-- -- 32

Total -- -- -- 100% -- Source: PB Aviation, on-site observations, interviews with the BNIA ATC personnel, and ARTS data analysis.

4.4 EXISTING NOISE CONTOURS

The activity and operational data gathered for the BNIA were used as inputs to the INM.

Using the input file and its internal database, the model calculated existing noise exposure levels and

produced noise contours reflecting existing noise impacts. Then, the noise contours were transposed

over a map of the Airport area to identify specific areas exposed to noise levels of DNL 65 dBA, 70

dBA, and 75 dBA. The DNL contours for an average day activity that occurred at the Airport

during the period of April 2002 through March 2003 are depicted in Exhibit 4.4-1.

NOISE CONTOURS IN 2003EXHIBIT

4.4-1

PB AVIATION


PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.4-1 2003 NOISE CONTOURS 11X17.CDR



4.4.1 Area

The acreage encompassed by the existing DNL 65 dBA, 70 dBA, and 75 dBA noise

contours is listed in Table 4.4-1.

TABLE 4.4-1


AREA WITHIN THE EXISTING (2003) NOISE CONTOURS (SQUARE MILES AND ACREAGE)

Noise Contours Area in Square Miles

On-Airport Property Within Contour

(acres)

Off-Airport Property Within Contour

(acres)

Total Area Within Each Contour

(acres) DNL 65 to 70 dBA 1.799 224 927 1,151 DNL 70 to 75 dBA 0.665 205 221 426 Greater than DNL 75 dBA 0.660 389 33 422 Total 3.124 818 1,181 1,999

Source: PB Aviation

Compared with the noise contour presented in the Airport Environmental

Assessment (EA) for 2000, the largest section of the noise contour remains along Runway

5/23, which corresponds with the high utilization of Runway 5/23. However, the overall size

of the noise contour is smaller than the noise contour in the EA. The DNL 65 dBA contour,

shown in Exhibit 4.4-1, covers an area of 1,999 acres, whereas the area within the DNL 65

dBA contour from the EA is 4,012 acres. Also, because aircraft taxi and run-up noise is

considered in the study, the shapes of the DNL 70 and 75 dBA contours differ slightly from

the shapes of the contours in the EA.

Comparing the INM inputs, the fleet mix changes are the first cause of the smaller

noise contour produced for 2003 conditions. Increasingly, the nation’s airlines are using

smaller and quieter aircraft, such as the regional jet, to transport their passengers. This shift

has had a considerable impact on the BNIA’s fleet mix. A second factor that causes a

difference between the two sets of noise contours is the total average annual daily operations.

The total average annual daily operations, as calculated in the EA for 2000, are 450 whereas

the number of average daily operations that is used in this Part 150 Study for 2003 is 381.

This reduction is consistent with the decline in operational activity that has occurred at the

BNIA since 2001.



4.4.2 Housing and Population Impacts

The 2003 noise exposure contours were examined to determine the number of

housing units and population affected by each. To determine the number of housing

units, an Erie County Department of Environment and Planning parcel database was

brought into ArcView GIS (Geographic Information System). Parcels within the

respective contour levels were selected and housing units were determined based upon

the number of dwelling units contained on each parcel. For parcels where housing units

were not indicated in the database, phone call verification and field checks were made.

Estimates of the affected population within each contour level, were based on

average household size. Average household size was obtained from the U.S. Census

Bureau statistics for the affected tracts that were within levels of DNL 65 dBA or greater.

For affected census tracts in the Town of Amherst, the average household size was 2.23

persons. For affected census tracts in the Town of Cheektowaga, the average household

size was 2.25 persons.

Impacts to residents of the Town of Cheektowaga are primarily southwest of the

BNIA and are caused by southwest flow departures on Runway 23 and northeast flow

arrivals on Runway 5. The Towns of Amherst and Clarence are impacted to the northeast

of the BNIA primarily by northeast flow departures on Runway 5 and southwest flow

arrivals on Runway 23. While a small portion of the Town of Clarence is located within

the DNL 65 dBA contour, the affected area contains no residential land uses.

A summary of the population affected by noise levels exceeding DNL 65 dBA is

provided in Table 4.4-2.



4.4.3 Potentially Incompatible Land Uses

The Federal Aviation Administration (FAA) has developed land use compatibility

guidelines that relate to sound levels generated by airport activity to various types of land

use. These guidelines, presented in FAR Part 150 and reproduced in Table 3.1-1 of

Chapter 3.0, establish compatibility guidelines for residential, public, commercial,

manufacturing and production, and recreational uses. As determined by these guidelines,

all land uses are generally compatible with airport operations if they are exposed to noise

levels below DNL 65 dBA. Exhibit 4.4-2 depicts the relationship between the 2003

noise contours and existing land use patterns in the vicinity of the BNIA.

Potentially incompatible land uses surrounding the Airport, including

schools/daycare facilities, churches, libraries/museums, group care facilities, hospitals,

recreation facilities, archaeological sites, and historic sites were identified in Chapter 3.0,

Land Use Assessment. The 2003 noise exposure contours were examined to determine

whether these specific noise-sensitive land uses were experiencing aircraft noise levels of

DNL 65 dB or greater. An estimated 2,123 residences are located within the DNL 65

dBA or greater noise contour. The Chapel of Our Lady Help of Christians, which is

listed

TABLE 4.4-2


EXISTING 2003 NOISE IMPACTS TO HOUSING AND POPULATIONDNL 75 + dBA Contour DNL 70 to 75 dBA Contour DNL 65 to 70 dBA Contour Totals

MunicipalityHousing

Units PopulationHousing



Units Population

Amherst 0 0 2 4 221 493 223 497Cheektowaga 2 5 413 929 1,485 3,344 1,900 4,275Clarence 0 0 0 0 0 0 0 0Lancaster 0 0 0 0 0 0 0 0Village of Williamsville 0 0 0 0 0 0 0 0Village of Depew 0 0 0 0 0 0 0 0Village of Lancaster 0 0 0 0 0 0 0 0Village of Sloan 0 0 0 0 0 0 0 0Total 2 5 415 933 1,706 3,834 2,123 4,772 Sources: Erie County Department of Environment and Planning U.S. Census Bueau PB Aviation Analysis

EXHIBIT

4.4-2

PB AVIATION


PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.4-2 2003 CONTOURS & LAND USE.CDR

2003 NOISE CONTOURS AND LAND USE



on the National Register of Historic Places, is located within the DNL 65 dBA noise

contour.

Also, three noise sensitive community facilities are found within the DNL 65

dBA noise contour. They are:

• Maryvale Primary School • Our Lady Help of Christians Church and School • The NCAAA Baseball Fields

These three facilities are all located in the Town of Cheektowaga.

No additional noise sensitive facilities, archaeological sites or structures

registered with the National Register of Historic Places were found to be located within

the DNL 65 dBA or greater noise contours.

4.5 SUPPLEMENTAL NOISE ANALYSIS

In 1992, the Federal Interagency Committee on Noise (FICON) recommended continuing

the use of the DNL Noise metric as the principal means for describing airport noise exposure.

FICON further recommended the use of supplemental noise analysis to augment DNL, such as

SEL, Lmax, and Time Above (TA) etc. During meetings with the TAC and the CAC, committee

members expressed concern that the DNL metric was difficult to understand and conveyed an

“average” noise level that could not be readily experienced. Rather, committee members asked

that peak noise and single events be considered.

TA was selected to as one of the supplemental metrics for further describing the noise

environment pertaining to the BNIA. TA is the total time that noise exceeds a specified level

during a period of time. Also, TA is a cumulative metric that is easier to understand by the

average citizen than is DNL, and it very clearly and visually communicates the moderate levels

of noise impacts beyond the DNL 65 dBA contour.



Exhibit 4.5-1 shows TA 65 dBA contours at 10, 20, and 30 minutes and also the DNL

contours. At 65 dBA, normal speech communication can continue with individuals that are

approximately five feet apart in an outdoor environment. At that level of noise interference,

speech communication becomes increasingly difficult as the talker and listener move farther

apart. (Refer to Exhibit 2.4-3, previously depicted in Chapter 2.0, for a more complete

discussion of speech interference levels.) In other words, the contours depict the number of

minutes that outdoor speech interference may be experienced 10, 20 or 30 minutes per day, on an

average annual day. The TA contours illustrate the fact that residents living beyond the DNL 65

dBA contour still experience some interference from aircraft noise overflights, although not at

the levels considered to be “significant” for the purposes of receiving federal funds for noise

mitigation projects. The size of the TA contour of 10 minutes above levels of 65 dB is similar to

the DNL 55 dBA contour.

Sound Exposure Level (SEL) information may be considered for the purposes of

conveying the noise level of individual aircraft events. However, the use of the SEL can be

misleading if not properly understood. SEL measures the total sound energy of a single event,

but normalizes the energy to a reference duration of one second so that noise events of different

durations can be compared. (Refer to Exhibit 2.2-1, previously depicted in Chapter 2.0.) In

reality, an overflight takes several seconds. Exhibit 4.5-2 shows aircraft noise footprints and

their relative size for a variety of airplanes currently in use at the BNIA.

* * * * * *

Chapter 5.0 details the BNIA’s future (2008) baseline conditions and presents the Future

Baseline NEM.

COMPARISON OF TIME ABOVE AND DNL CONTOURS2003 CONDITIONS

EXHIBIT

4.5-1

PB AVIATION


PART 150STUDY

H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.5-1 TIME ABOVE AND NOISE CONTOURS IN 2003 11X17.CDR

COMPARATIVE AIRCRAFTNOISE FOOTPRINTS

EXHIBIT


PB AVIATION

PART 150STUDY

4-32H:\CLIENT\BUF (BUFFALO)\PART 150\CH4\FINAL\4.5-2 C A FOOTPRINTS.CDR

55

23233232

1414

Amherst

Cheektowaga

Clarence

Lancaster

90

5-D5

23-D1

5-GA-D5

23-GA

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32-D3

90

32-D4

5-GA-D

45-D

4

5-D3

5-D2

14-D

5

23-D

6

14-D4

14-D3

23-D5

5-D

1

23-GA-D5

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1

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2

23-D

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West Seneca

23-G

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23-A

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3

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Buffalo Niagara International AirportEXISTING (2003) FLIGHT TRACKS

Sheet 2 of 3

0 8,000 16,000

Feet

1 inch equals 8,000 feet Airport BoundaryMunicipal Boundary

Arrival Main TrackArrival Sub TrackDeparture Main TrackDeparture Sub TrackTouch & Go Main TrackTouch & Go Sub Track

55

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33

Buffalo Niagara International AirportEXISTING (2003) FLIGHT TRACKS

Sheet 3 of 3

0 1,000

Feet

1 inch equals 1,000 feet Airport BoundaryMunicipal Boundary

Arrival Main TrackArrival Sub TrackDeparture Main TrackDeparture Sub TrackTouch & Go Main TrackTouch & Go Sub Track

290

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This map and accompanying documentation are submitted as the Existing Noise Exposure Map for Buffalo Niagara International Airport in accordance with the Federal Aviation Regulation Part 150. To the best of my knowledge and belief, this map was prepared with the best available information and on the basis of reasonable assumptionsand is hereby certified as true, complete and representative of existing aircraft noise levels.

I also hereby certify that persons have been afforded adequate opportunityto submit their views, data, and comments concerning corrections to andadequacy of this Noise Exposure Map and the accompanying description ofthe aircraft operations.

_____________________________________ Date _____________

Community Facilities

Airport Boundary

Municipal Boundary

Noise Exposure Contour

Affected Residential Parcels

Historic Site

Single Family

Multi-Family

1 inch equals 1,000 feet

EXISTING OPERATIONS

Air CarrierRegional/ Commuter Cargo

General Aviation Military Total

ANNUAL 43,070 31,450 9,155 48,928 6,504 139,107

AVERAGE DAILY 118 86 25 134 18 381

AFFECTED POPULATION

65 - 70 DNL 70 - 75 DNL 75 DNL and Greater Total

3,733 931 5 4,669

0 1,000Feet

Buffalo Niagara International AirportEXISTING (2003) NOISE EXPOSURE MAP

Noise Monitoring Location

Sheet 1 of 33,834 933 4,772

4.0 e xisting noise exposure map · this analysis establishes a base case which means that the...

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