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HomeMy WebLinkAboutOB 2 AIRPORT RPT 07-20-92OLD BUSINESS NO. 2 r -9,a -, �a l +• �_ �� 7-20-92 A � Inter -Com DATE: JULY 20, 1992 TO: WILLIAM A. HUSTON, CITY MANAGER FROM: COMMUNITY DEVELOPMENT DEPARTMENT SUBJECT: AIRPORT STATUS REPORT RECOMMENDATION Receive and file. DISCUSSION The Community Development Department has continued to monitor airport issues and attend all relevant meetings. Since the last Airport Status Report to the City Council on February 3, 1992, staff has: * Attended a meeting of the Noise Abatement Committee; * Coordinated a review of Coalition for Responsible Airport Solution (CRAS) activities by the City's CRAS representative Kathy Weil; * Reviewed the three latest John Wayne Airport Noise Abatement Quarterly Reports by the City's noise consultants. The following items summarize the most significant local airport activities that have taken place during the past five months. The Orange County Cities Airport Authority( OCCAA) - The OCCAA has canceled its monthly meetings until further notice due to lack of quorum and/or agenda. Noise Abatement Committee - Staff attended the quarterly Noise Abatement Forum meeting on February 24, 1992. While the issues discussed at the meeting did not directly concern the City of Tustin, the demonstration project is noteworthy. According to Noise Abatement Office staff, the project will involve the implementation of alternative procedures and techniques designed to reduce noise impacts of departing flights. The demonstration project will not involve arriving flights, and therefore, should not impact the City of Tustin. Coalition for Responsible Airport Solution (CRAS) - Kathy Weil, our City representative for CRAS, has prepared the attached report on the most recent developments for CRAS. City Council Report Airport Status Report July 20, 1992 Page 2 Airport Noise Reports - J.J. Van Houten and Associates, Inc., Tustin's noise consultants, prepared reviews of the three most recent County -prepared John Wayne Airport Noise Abatement Program quarterly reports for the 3rd quarter of 1991, 4th quarter of 1991 and the 1st quarter of 1992. Copies of their reports are attached. From the third quarter of 1991 through the first quarter of 1992 there has been a slight decrease and stabilization in aircraft - generated Community Noise Equivalent Level (CNEL) at monitoring station M7 in Tustin. During the same period, the average number of commercial jet operations has also decreased slightly. However, the number of quarterly noise complaints for Tustin/Orange has varied, implying that people react to Single Event Noise Equivalency Levels (SENEL) rather than long-term noise exposure (CNEL). Based on data through the first quarter of 1992, the annual average CNEL at station M7 will be 57 dB in 1992. This is about 0.5 dB less than the average annual CNEL of 57.5 dB for 1991. It is estimated that in 1992, the aircraft -generated CNEL will range from 55 to 61 dB. This is below the City, County, and State criteria of 65 dB for residential,areas. The consultant has analyzed the relationship between changes in CNEL and the number of quieter aircraft put into service at John Wayne Airport. This analysis shows that the percentage of quiet Class E aircraft has decreased significantly while noise levels have decreased slightly. According to the Noise Abatement Office's noise specialist, the distribution of Class A, AA, and E aircraft (which are all quiet, Stage III aircraft) at John Wayne Airport fluctuates with carrier mix, flights offered, and airline choice. Therefore, the number of Class E aircraft, which is the quietest type, actually fluctuates over time. However, these three classifications, which are unique to John Wayne Airport, apply only to departure noise levels. In fact, some aircraft classified as "E" are actually noisier on arrival than some Class A and AA aircraft. Therefore the percentage of Class E aircraft does not significantly affect noise levels at Tustin's noise monitoring station. As a result, it is difficult to correlate the types of aircraft flown with the measured CNEL. City Council Report Airport Status Report July 20, 1992 Page 3 CONCLUSION Because the issues discussed above are of considerable importance to the City of Tustin, the Community Development Department will continue to monitor airport issues unless otherwise directed by Council. 'ja& Scott Reekstin Rita WestfiAld Assistant Planner Assistant Director of Community Development Attachments: Report from Kathy Weil Reports from J.J. Van Houten and Associates CS:SR:kd\airpstat.sr MEMO: JULY 13, 1992 TO: TUSTIN CITY COUNCIL ?ROM: KATHY WEIL RE: CRAS (Coalition for Responsible Airport Solution) It's been quite awhile since my last Airport Report. Things were very quiet, so quiet that we were contemplating putting the group on the shelf. Since the County has assumed their rightful role in controlling the future use of MCAS El Toro, many of us on CRAS felt that our job was finished. In fact, though some Board members wanted to study the possibility of setting up a Joint Powers Authority to control the future development of the Marine Base if it ever reverted to civilian use, the County was dead against the idea. It is, after all, still County territory. The City of Irvine tried unsuccessfully to annex the base last year but the County fought the idea before LAFCO and won. Since then CRAS has had a member of Supervisor Riley's office attending our Board meetings. There are two subjects on which rd like to elaborate: I. Joint Powers The thinking here, by some, is that Ken Delino, before he quieted down had set up a Joint Powers Authority (with whom I do no know - maybe OCCAA consisting of Anahr\eim, Newport Beach, Yorba Linda, Stanton,Garden Grove and Santan Ana) to step in and set up a civilian airport, if El Toro ever reverts back to the civilians. Historically, when a military airport is turned over to the civilians there's a last minute scramble for power and control. This confusion has a negative affect on the Washington decision makers and costly delays occur. Ken's answer to this is that he has already done all the paperwork - legal stuff necessary to set up a Joint Powers. It's sitting on the shelf waiting! ! ! If the Feds ever close El Toro Ken will be Johnny on the spot all ready to take over. CRAS' thinking, at least Lake Forest, Laguna Hills and perhaps Mission Viejo and maybe Irvine, is that if CRAS sets up a competing Joint Powers to oversee the redevelopment of the LAND that El Toro occupies (similar to what we're doing here in Tustin with the helicopter base), the Feds would have another group to consider and it would be harder for Ken to walk in and turn El Toro into a civilian airport. Needless to say those cities surrounding El Toro are opposed to a civilian airport there. Additionally, now that Sup. Riley has been appointed to represent the County in anything dealing with El Toro, the County, who doesn't want an airport there either, feels that any attempt by CRAS to set up a competing Joint Powers will just threaten Ken and set him whirling again. He's been very quiet recently. Which brings me to our most recent turn of events - Item #2 2.John Irvine's Coorespondence with Southern California Regional Airport Authority The enclosed correspondence has just come to my attention. I have no idea who Mr. Irvine is or whether he's associated with Ken Delino. From the little history he included, I seriously doubt it. Since he's apparently more closely associated with airlines, I would say his public relations firm may be fronting for United Parcel and Federal Express. If this is the case he could cause us some trouble. This came to me through our committee aide, Dan Jung, who is a planner for the City of Irvine. He's been in contact with Sup. Riley's office and been reassured that Riley is against any civilian use of El Toro and will say so at this meeting on Wednesday, in Ontario. Dan Yung will be attending the meeting. Just when we thought it was safe to put CRAS on the shelf... Stay tuned to "As MCAS El Toro turns" ! ! ! May 4, 1992 Mr. Robert Hammock Chairman Regional Airport Authority P.O. Box 92216 Los Angeles, California 90009-2216 Dew Chai man Hammock: Your group is well aware of the region's long range air transportation' needs and the lack of viable options. Additional capacity will be badly needed, and no location should be overlooked because of the "opposition factor." John Wayne Airport's passenger volume reached 5,345,884 in 1991 for a 16.5 percent over 1990. The growth for 1992 is up 4.2 percent at the end of February, and the settlement agreement placed an 8.4 MAP cap on the airport. The growth is solid despite the recession and will accelerate when conditions improve. The long range passenger demand for the County by the year 2010 is 23 MAP. Experience with the Airport Site Coalition clearly shows that if there is to be relief for John Wayne, in Orange County, we must look towards joint use of El Toro desgite well known ooI' itical, obstac es. Since the, military will be reducing personnel, and bases, over the next five years, the possibility of using El Toro might well be the . subject of debate in the nest future. As you are aware, the Marine helicopter base in Tustin is almady scheduled for closure. . We suggut there is a need to determine what support there may be in the County from the business community and interested communities in general. To our knowledge, effor to promote the use of El Toro have been done solely by the Orange County Cities Airport Authority; and there is a need to expand over their approach from the business community standpoint. We would like to explore the formation of an "El Toro Airport Tomorrow" Committee to measure the possibilities. Contacts would be made with the Regional Airport Authority, SCAG, OCCAA, Chambers of Commerce, selected business firms and city governments. The airlines would be surveyed, including air cargo carriers. There may be important support, however, at this point there is no record. MARKETING COMMUNICATION$ • rURLIC REWTIONS, ZIC North Tustin Awnu• • Sulu tW a Santa Ana, CA 9M 0 (T14) 953-sµ9 Chairman Robert Ham».- _A May 410 1992 Page Two We would be very interested in any comments your Regional Authority may wish to make regarding possible joint use at El Toro and exploration of a support group. Your cooperation will be much appreciated. Incidentally, I have considerable knowledge about the airports situation in Orange County having served as the Executive Director of the Orange County Aviation Council. now dissolved, for twelve years. ` Cordially, Joseph E. Irvine Vice President (714) 541-6039 JET: pw Enclosure -. cc: Clifton Moore Employed by Pacific Bell in various management positions, both field and staff, for 35 years in Los Angeles, San Francisco, San Diego and Orange County. In charge of soups ranging from 260 to 615 employees. From 1968 to 1978, was Director of PubI .c and Governmental Relations for Orange, Riverside and San Bernardino Counties. Had full responsibility for all news media contacts and supervised political activitie rom the City Halls to the Congressional level. Testified on behalf of the company at City Counc'.Is, Boards of Supervisors and in Sacramento. Retired from Pacific Bell in 1978. In late 1978, was engaged by Robert Clifford, President of Air California, as Executives Director of the Orange County Aviation Council, a pro aviation group of County business firms supporting the need for a --new terminal, additional carriers, air cargo service., etc. By an aggressive membership drive, was able to double the membership in one year. Appeared before numerous groups, both political and civil, in support of the master pian for John Wayne Airport that gave us our new terminal. During my terns with the Council, now dissolved, we held luncheons to inform our members, news t oft and general public about the needs of air transportation. We obtained n9me speakers such as Robert Crandall, President, American Airlines; James Busey, Chairman, Federal Aviation Administration; Congressman Dorman Minetta, Chairman, House Aviation Committee; Herbert Kelleher, President, Southwest Airlines; and other airline power figures. Guests usually numbered 300-350 business and political leaden. Knowledgeable political leaders know our Council played an important role in making John Wayne's terminal possible. On Febivary 1, 1991, I resigned from the Council to join the family marketing communications and public relations compsiny where I serve as Vice President. Board of DirecUn - Orange County Chamber of Commerce Board of Directors - Riverside County Chamber of Commerce Executive Council - Orange Councit'Boy Scouts of America Rotary Club - President, San Dieso U. C.I. Public Relations Council . President - Register Campership Fund'. Division Chairs m - St. Joseph Hospital. Fund Drive Director - Public Relations Society of America Chairman - Business Division Jnited 'Way, Riverside Received the *Wanamaker Award" from -the California Association of Airport Executives given annually to a person who "makes a significant contribution to air' transportatioli" - 1990 SOUTHERN CALIFORNIA REGIONAL AIRPORT AUTHORITY 1 World Way, P.O. Box 92216, Los Angeles, California 90009-2216 Telephone (310) 646-6250 Telex 653413 . wd of Directors Robert 4.Hamrrwk,Chairperson REGULAR MEETING OF THE BOARD OF DIRECTORS supervisor County of San Sem irdino OF THE Joen to ke Fbres. vice -Chairperson Los Angeles City Council SOUTHERN CALIFORNIA REGIONAL AIRPORT AUTHORITY Deane Dana, Member JULY 15, 1992 AT 9:00 A.M. Superokor County of las Angeles Th^= F. Riley. k0lamber SupervisorCoumyofOrange ONTARIO INTERNATIONAL AIRPORT Norton Youngbve, Member CONFERENCE ROOM 207 SuperviorCounty ofRiverside IN THE TERMINAL BUILDING dihon A. Moore, Chief Executive TERMINAL WAY Officer and secretary ONTARIO, CA 91761 A_GEND.L 1. Call to order — Chairman Hammock 2. Approval of minutes of last meeting on March 11, 1992 3. Reports, discussions and possible actions: (a) Financial Report - 3rd Quarter, Fiscal Year 1991-92 (b) Fiscal Year 1992-93 Budget (1) Annual contribution (c) Membership (d) Aviation Update - Status Reports (1) LAX Economic Impact Reports (2) County Reports (e) Rail Update (f) Legislative Update (q) SLAG Update (1) AWPC (2) Military Contingency Study �{ (h) Status of SCAQMD Air Quality Management Plans (i) Communication from John Irvine and Associates, re: Joint Use of E1 Toro Marine Corps Air Station -(j) Matters that have &risen since posting of Agenda r._ (k) Calendaring of future Agenda Items � (1) Election of Officers 4. Comments from the Public SUGGESTED NEXT MEETING DATE: WEDNESDAY SEPTEMBER 23, 1992 J. J. VAN HOUTEN & ASSOCIATES, Inc. JOHN J. VAN HOUTEN, PE, Principal Consultant DAVID L. WIELAND, Principal Engineer ROBERT WOO, Senior Engineer STUART TAY, Associate Engineer February 25, 1992 CITY OF TUSTIN Community Development Department 15222 Del Amo Avenue Tustin, CA 92680 Attention: Ms. Rita Westfield 1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805 (714) 978-7018 (714) 635-9520 FAX (714) 939-0648 Project File 2306-91 aw� RECOWLT 000 BAR 21`2 ITS 0�"EOPMENj COMMON Subject: Review of John Wayne Airport Noise Abatement Program Quarterly Report, 3rd Quarter 1991 Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of Tustin," J. J. Van Houten and Associates, Inc., January 8, 1990 2. "Noise Abatement Program Quarterly Report for the Period: July 1, • 1991 through September 30,1991," John Wayne Airport Dear Ms. Westfield: As requested, we have reviewed the referenced quarterly report for the noise abatement program at John Wayne Airport. The following provides our findings with regard to airport operations and their impact on the City of Tustin: 1. Referring to Figures 1 and 2, the general trend from 1990 through the third quarter of 1991 was an increase in aircraft -generated CNEL at remote monitoring station M7. Based upon data for the 1st three quarters, the average annual CNEL at station M7 is 57.5 dB for 1991. This is a 2.0 dB increase over the average annual CNEL of 55.5 dB for 1990. (NOTE: The noise contours for John Wayne Airport are based on average annual CNEL values measured at each remote monitoring station.) 2. Referring to Figure 2, there does not appear to be any correlation between the average number of noise complaints received from the Tustin/Orange area and the average quarterly aircraft CNEL or the average quarterly number of jet operations. As indicated in the figure, the number of noise complaints has increased steadily through 1991, with a particularly significant increase in the third quarter of 1991, even though the number of flights and average noise exposure 1 have not increased. Referring to Table 2, the percentage of noisier aircraft (Class A) landing at the airport was slightly higher (about 2%), but this is probably not sufficient to account for the significantly greater number of complaints. 3. As indicated in Item 1, above, the annual average CNEL measured at station M7 is 57.5 dB based on information for the first quarter of 1991. This is slightly less than the 58 dB that was estimated for the station in the referenced aircraft noise impact study for the Phase 2 Access Plan (Reference 1). 4. It should be noted that there were only four days worth of measurements for the month of September. Therefore, the data obtained is insufficient to provide an accurate CNEL average for that month. AIRCRAFT NOISE CONTOURS In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and Associates, Inc. (Reference 1). Aircraft -generated single event noise exposure levels (SENEL's) were measured at twelve locations in Tustin over a five month period. As a result of this effort, noise contours were developed for John Wayne Airport as they impact the City of Tustin. Although the shape of the contours does not change (since flight tracks are fixed), the value of the noise contours does change with different levels of operations at the airport and different mixes of aircraft. Figure 3 provides the approximate location of the John Wayne Airport noise contours for 1990 based on measurements obtained at monitoring station M7 throughout the year. Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to 59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7. Based on data through the third quarter, the annual average CNEL at station M7 will be 57.5 dB in 1991. The existing and future Phase 2 contours (based on 1991 data) are provided in Figure 4. Referring to the figure, it is estimated that in 1991 the aircraft - generated CNEL will range from 55 to 61 dB. This is well below the City, County, and State criteria of 65 dB for residential areas. USE OF QUIETER AIRCRAFT AT JWA As requested by Councilman Richard Edgar, we have analyzed the correlation between the increasing use of quieter aircraft at JWA and the change in CNEL within the City of Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three catego- ries based on noise levels. In order of decreasing noise levels, there are Stage I, Stage II, 2 J. J. VAN HOUTEN & ASSOCIATES, Inc. CITY OF 71USTIN PROJECT. FILE 2306-91 and Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the early 1970's. The airport has its own classification scheme for passenger aircraft. In order of decreas- ing noise level, these are Class A, Class AA, and Class E aircraft. Table 1 provides the number of each class of aircraft that used the airport between the first quarter of 1990 and the third quarter of 1991. Also provided is the measured average quarterly CNEL at monitoring station M7. Table 2 provides the same information, but the values have been normalized to 7326 aircraft per quarter. In this way, a correlation can be established between the quarterly CNEL and the mix of aircraft types. Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John Wayne Airport has actually decreased significantly since the third quarter of 1990 (from about 33% of aircraft mix to about 24%). This is the time period during which the Phase 2 Access Plan was implemented. Referring again to Table 2, the reduction in Class E aircraft was offset by an increase in the use of the noisier Class AA aircraft. The result, as indicated in Table 2, is a higher quarterly CNEL. If you have any questions, please contact the undersigned at 714/978-7018. Very truly yours, J. J. VAN HOUTEN & ASSOCIATES, INC. Jo J. Van Hout .E Stuart Ta ns ngineer in Acoustics Associate Engineer JJVH/st st:d:\wp51\misc\2300-91 CTTY OF TUMN 3 PROJECT FILE 2306-91 J. J. VAN HOUTEN & ASSOCIATES, Inc. H O a C4 w Z �3 z x O Q z O W a. O V Cd D N V J q A H C4 O a W z 3 z x O ti H z O 0-4 G, O U Q W N O z N W CA cncn c N L cn N E cn c 0 0 N N m O CD tet' N t1) M 01 a� co tri tri cd oo t-: tr) tr) tr) to cW '— Z QU N t� CO N 00 CO •- LU (V cM c N N MCMCV) NNNN N c0 U. r- M N 1` CO CO O tri c vi m c� �U a� CL t� O N •- CD O Q ci'7'N tri CO ON cn to U war-. �Q oQ �N�tOr-00N w 00 co �o cnr- cn cu U c� i CN7NMtoMNM00 N N N O N 0 cu ZU !—Q MN GOOOOMco C\l SOLO NO cn N M M Nm co M cn cu U rnrnrn �- rnrn c� U0QUQU..., O 0 -D L— n c� cn r- N M d' •- c� N M H C4 O a W z 3 z x O ti H z O 0-4 G, O U Q W N O z N W CA cncn c N L cn N E cn c 0 0 N N m (SP) -IEIND figure 1. r -i T O o� T . b4 O� h � �, zcz U x a� d co cz Co o C) �o z� aio a� cz co 3 o co o 0 a� �w 53 Figure 3. Approximate Location of John Wayne Airport Noise Contours, 1990 11 II II 11 55 Figure 4. Approximate Location of John Wayne Airport Ploise Contours, 1991 11 Il II II 1/ J. J. VAN HOUTEN & ASSOCIATES, Inc. JOHN J. VAN HOUTEN, PE, Principal Consultant DAVID L. WIELAND, Principal Engineer ROBERT WOO, Senior Engineer STUART TAY, Associate Engineer June 24, 1992 CITY OF TUSTIN Community Development Department 15222 Del Amo Avenue Tustin, CA 92680 1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805 (714) 978-7018 (714) 635-9520 FAX (714) 939-0648 Project File 2306-91 CQa�l�wln.i..� ��%1-0� C A'i.y. tiel�iUldr 1 C* - Attention: Ms. Rita Westfield Subject: Review of John Wayne Airport Noise Abatement Program Quarterly Report, 1st Quarter 1992 Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of Tustin," J. J. Van Houten and Associates, Inc., January 8, 1990 2. "Noise Abatement Program Quarterly Report for the Period: Janu- ary 1, 1992 through March 31, 1992," John Wayne Airport Dear Ms. Westfield: As requested, we have reviewed the referenced quarterly report for the noise abatement program at John Wayne Airport. The following provides our findings with regard to airport operations and their impact on the City of Tustin: 1. Referring to Figures 1 and 2, the general trend from 1991 through the first quarter of 1992 was a stabilization of the aircraft -generated CNEL at remote monitoring station M7. Based upon data for the 1st quarter, the average annual CNEL at station M7 will be 57 dB for 1992. This is about 0.5 dB less than the average annual CNEL of 57.5 dB for 1991. (NOTE: The noise contours for John Wayne Airport are based on average annual CNEL values measured at each remote monitoring station.) 2. Referring to Figure 2, there does not appear to be any correlation between the average number of noise complaints received from the Tustin/Orange area and the average quarterly aircraft CNEL or the average quarterly number of jet operations. As indicated in the figure, the number of noise complaints was significantly higher in the first quarter of 1992 than in 1991, with the notable exception of the third quarter of 1991, even though the average number of flights 1 has decreased slightly. Referring to both Table 2 and Figure 2, the increase in complaints also does not correlate with the higher percentage of noisier aircraft (Class A and AA) landing at the airport in the first quarter of 1992. 3. As indicated in Item 1, above, the annual average CNEL measured at station M7 will be about 57 dB based on information through the first quarter of 1992. This is slightly less than the 58 dB that was estimated for the station in the referenced aircraft noise impact study for the Phase 2 Access Plan (Reference 1). AIRCRAFT NOISE CONTOURS In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and Associates, Inc. (Reference -1). Aircraft -generated single event noise exposure levels (SENEL's) were measured at twelve locations in Tustin over a five month period. As a result of this effort, noise contours were developed for John Wayne Airport as they impact the City of Tustin. Although the shape of the contours does not change (since flight tracks are fixed), the value of the noise contours does change with different levels of operations at the airport and different mixes of aircraft. Figure 3 provides the approximate location of the John Wayne Airport noise contours for 1990 based on measurements obtained at monitoring station M7 throughout the year. Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to 59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7. Based on data through the first quarter, the annual average CNEL at station M7 will be 57 dB in 1992. The existing and future Phase 2 contours (based on 1992 data) are provided in Figure 4. Referring to the figure, it is estimated that in 1992 the aircraft - generated CNEL will range from 55 to 61 dB. This is well below the City, County, and State criteria of 65 dB for residential areas. USE OF QUIETER AIRCRAFT AT JWA As requested by Councilman Richard Edgar, we have analyzed the correlation between the increasing use of quieter aircraft at JWA and the change in CNEL within the City of Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three categories based on noise levels. In order of decreasing noise levels, there are Stage I, Stage II, and Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the early 1970's. 2 J. J. VAN HOUTEN & ASSOCIATES, Inc. MY OF TUSI N Project File 2306-91 The airport has its own classification scheme for passenger aircraft. In order of decreasing noise level, these are Class A, Class AA, and Class E aircraft. Table 1 provides the number of each class of aircraft that used the airport between the first quarter of 1991 and the first quarter of 1992. Also provided is the measured average quarterly CNEL at monitoring station M7. Table 2 provides the same information, but the values have been normalized to 7,500 aircraft per quarter. In this way, a correlation can be established between the quarterly CNEL and the mix of aircraft types. Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John Wayne Airport has actually been decreasing steadily to about 17% of the aircraft mix. Referring again to Table 2, the reduction in Class E aircraft was offset by an increase in the use of the noisier Class A and Class AA aircraft. The result, as indicated in Table 2, is a higher quarterly CNEL. If you have any questions, -please contact the undersigned at 714/978-7018. Very truly yours, J. J. VAN HOUTEN & ASSOC S. INC. John J. Van I uten, P.E. onsulting Engineer in Acoustics dw:\wp51\reports\230049\23061g92 3 J. J. VAN HOUTEN & ASSOCIATES, Inc. L. Wieland pal Engineer = OF TUSTIN Project File 2306-91 O a. Q Z O Q CO O F- a. O F - LL Q J Q D F - Q 4 Q, Lf) N O O O O O Lf) M O GqcDr'NLq stetNI`co N N N v- v- ( * aq rn co 0 �1 �Mc7c7 v;cooMo OON'0tc0 Vt d' 10, 44 ,14, O O O lar%-Iork- toO o 0 0 0 �LntoMLO �t 0 co '1f co co co N N GOONN�t Or-O)Of` co co co co ti N N N N N Nf`0030 M un r CO MM MMA It- V- , .- N Iv - m O O m m m m O O O O O W) M O to N ca> W 00000 Z Q > <> N co V- N to N 14' N P- 0 M N N v-- v- ?; ao Go rn co O i� i c c CV) c -- : (A ra Ci Lq N coo {= fl`` co M ti N f`CON1M GO co co V- O V -V -T -T -v CV) tnOOf~ N f` M O �- ::.': co cocoMM N N N N N Z OMGONv- g toNf%- I* -- v- O V— OOQ) t0 U '�13 rV-ter- NNN p��(nOpNjO O� (D (n 0) i0e- e-- V V- -- V— C, C,a CY C� a C N Z 4 Q, Lf) N O O O O O Lf) M O GqcDr'NLq stetNI`co N N N v- v- ( * aq rn co 0 �1 �Mc7c7 v;cooMo OON'0tc0 Vt d' 10, 44 ,14, O O O lar%-Iork- toO o 0 0 0 �LntoMLO �t 0 co '1f co co co N N GOONN�t Or-O)Of` co co co co ti N N N N N Nf`0030 M un r CO MM MMA It- V- , .- N Iv - m O O m m m m O O O O O Qip) rmND 5 53 Figure 3. Approximate Location of John Wayne Airport Noise Contours, 1990 II II 11 1/ 55 Figure 4. Approximate Location of John Wayne Airport Noise Contours, 1992 V-4 C71% 0 a N J. J. VAN HOUTEN & ASSOCIATES, Inc. JOHN J. VAN HOUTEN, PE, Principal Consultant DAVID L. WIELANA Principal Engineer ROBERT WOO, Senior Engineer STUART TAY, Associate Engineer May 12, 1992 CITY OF TUSTIN 1260 EAST KATELLA AVENUE, ANAHEIM, CALIFORNIA 92805 (714) 978-7018 (714) 635-9520 FAX (714) 939-0648 Project File 2306-91 Community Development Department A� 15222 Del Amo Avenue Tustin, CA 92680 AY 14 Attention: Ms. Rita Westfield COMMUNITY DEVl01�`` Subject: Review of John Wayne Airport Noise Abatement Program Quarterly Report, 4th Quarter 1991 Reference: 1. "Data Evaluation and Aircraft Noise Impact Study for the City of Tustin," -J. J. Van Houten and Associates, Inc., January 8, 1990 2. "Noise Abatement Program Quarterly Report for the Period: October 1, 1991 through December 31, 1991," John Wayne Airport Dear Ms. Westfield: As requested, we have reviewed the referenced quarterly report for the noise abatement program at John Wayne Airport. The following provides our findings with regard to airport operations and their impact on the City of Tustin: 1. Referring to Figures 1 and 2, the general trend from 1990 through 1991 was an increase in aircraft -generated CNEL at remote monitoring station M7. Based upon data for the 1st through 4th quarters, the average annual CNEL at station M7 was 57.5 dB for 1991. This is a 2.0 dB increase over the average annual CNEL of 55.5 dB for 1990. (NOTE: The noise contours for John Wayne Airport are based on average annual CNEL values measured at each remote monitoring station.) 2. Referring to Figure 2, there does not appear to be any correlation between the average number of noise complaints received from the Tustin/Orange area and the average quarterly aircraft CNEL or the average quarterly number of jet operations. As indicated in the figure, the number of noise complaints was generally lower in 1991 than in 1990, with the notable exception of the third quarter of 1991, even though the number of flights had not increased. Referring to 1 both Table 2 and Figure 2, the decrease in complaints also does not correlate with the higher percentage of noisier aircraft (Class A and AA) landing at the airport in 1991. 3. As indicated in Item 1, above, the annual average CNEL measured at station M7 was 57.5 dB based on information for 1991. This is slightly less than the 58 dB that was estimated for the station in the referenced aircraft noise impact study for the Phase 2 Access Plan (Reference 1). AIRCRAFT NOISE CONTOURS In 1988, an exterior aircraft noise monitoring effort was conducted throughout the City of Tustin by the John Wayne Airport Noise Abatement Office and by J. J. Van Houten and Associates, Inc. (Reference -1). Aircraft -generated single event noise exposure levels (SENEL's) were measured at twelve locations in Tustin over a five month period. As a result of this effort, noise contours were developed for John Wayne Airport as they impact the City of Tustin. Although the shape of the contours does not change (since flight tracks are fixed), the value of the noise contours does change with different levels of operations at the airport and different mixes of aircraft. Figure 3 provides the approximate location of the John Wayne Airport noise contours for 1990 based on measurements obtained at monitoring station M7 throughout the year. Referring to the figure, the community noise equivalent level (CNEL) ranged from 53 to 59 dB in the City of Tustin, with a CNEL of about 55 dB at station M7. Based on data through all four quarters, the annual average CNEL at station M7 was 57.5 dB in 1991. The existing and future Phase 2 contours (based on 1991 data) are provided in Figure 4. Referring to the figure, it is estimated that in 1991 the aircraft -generated CNEL ranged from 55 to 61 dB. This is well below the City, County, and State criteria of 65 dB for residential areas. USE OF QUIETER AIRCRAFT AT JWA As requested by Councilman Richard Edgar, we have analyzed the correlation between the increasing use of quieter aircraft at JWA and the change in CNEL within the City of Tustin. The Federal Aviation Administration (FAA) classifies aircraft into three categories based on noise levels. In order of decreasing noise levels, there are Stage I, Stage H, and Stage III aircraft. John Wayne Airport has only permitted Stage III aircraft since the early 1970's. 2 J. J. VAN HOUTEN & ASSOCIATES, Inc. CTIY OF TUMN Project File 2306-91 The airport has its own classification scheme for passenger aircraft. In order of decreasing noise level, these are Class A,, Class AA, and Class E aircraft. Table 1 provides the number of each class of aircraft that used the airport between the first quarter of 1990 and the fourth quarter of 1991. Also provided is the measured average quarterly CNEL at monitoring station M7. Table 2 provides the same information, but the values have been normalized to 7,326 aircraft per quarter. In this way, a correlation can be established between the quarterly CNEL and the mix of aircraft types. Referring to Table 2 and Figure 5, the percentage of quieter Class E aircraft using John Wayne Airport has actually decreased significantly since the third quarter of 1990 (from about 33% of aircraft mix to about 17%). This is the time period during which the Phase 2 Access Plan was implemented. Referring again to Table 2, the reduction in Class E aircraft was offset by an increase in the use of the noisier Class AA aircraft. The result, as indicated in Table 2, is a higher quarterly CNEL. If you have any questions, please contact the undersigned at 714/978-7018. Very truly yours, J. J. VAN HOUTEN & ASSOC IA S, INC. 1-1 4 . keo%-- ohn J. V outen, P.E. David L. Wieland Consultin ngineer in Acoustics Principal Engineer dw:\wp51\reports\230049\23064891 3 J. J. VAN HOUTEN & ASSOCIATES, Inc. CM OF TUSnN Project File 2306-91 Ar 4 O CL cc Q Z Q Z O 7 Q _0 f-- a O U Q W N Q ac z N ..i a E-- tttDMwlwMttrQlt7? �f tD to 0 000 fl- to T-1"4: t` Ili N 00 tD r N NMC7N��tNf� M M M N N N N T rIV? 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Nti00000ftD ettV�NttetMOD N N N M M M M M Mtif`OOt7� lNlrONtn M �t et tD 00 CO O N NNNrrr-r-T- M 00NMetf`t7�t7�tl� tDMf�0 ITvNN r T T N N N N N 0:�� tt'�NOtI�NOtiN ♦' O N NN�MCsm0 :0 MMMMNNcnm T T T T T T T T cl cl�a0 N C iZZ r-NMtf TCV, Mtf L: .a O .-. Q CDC .0.+ d E L N d E a - O ed O 0 d m f`0Cq V-V00cn Q M 4 C4 ui 0 t; N 4 U cD cD cD cD cD cD cD cD N N N N N N N N om titi�r*- tiP- titi Mtif`OOt7� lNlrONtn M �t et tD 00 CO O N NNNrrr-r-T- M 00NMetf`t7�t7�tl� tDMf�0 ITvNN r T T N N N N N 0:�� tt'�NOtI�NOtiN ♦' O N NN�MCsm0 :0 MMMMNNcnm T T T T T T T T cl cl�a0 N C iZZ r-NMtf TCV, Mtf L: .a O .-. Q CDC .0.+ d E L N d E a - O ed O 0 d m h v W0 ,12ND s C1 i-1 00 w 53 Figure 3. Approximate Location of John Wayne Airport Noise Contours, 1990 7 1 55 Figure 4. Approximate Location of John Wayne Airport Noise Contours, 1991 ///////////////% 000