HomeMy WebLinkAbout2002-12-00 Hanscom-Noise-rptNoise Exposure Levels at L.G. Hanscom Field
Prepared by: Sara Arnold
Submitted to: Hanscom Field Advisory Commission
December 2002
MASSACHUSETTS PORT AUTHORITY
TABLE OF CONTENTS
Page
INTRODUCTION -- L. G. HANSCOM FIELD.............................................................................1
CHAPTER1 SUMMARY.............................................................................................................2
CHAPTER 2 HISTORICAL PERSPECTIVE ON THE ANNUAL REPORT AND THE
EVALUATION OF NOISE.....................................................................................4
2.1 The Use of Ldn to Evaluate Noise Exposure.............................................................4
2.2 The Development of EXP to Evaluate Noise Exposure.............................................5
2.3 The Significance of a 1.5 Decibel Change in EXP....................................................6
2.4 Upgrading EXP Calculations.....................................................................................6
2.5 EXP Focus: With Single Engine Piston (SEP) vs. Without SEP, With Military
Aircraft vs. Without Military Aircraft, Departure EXP vs. Arrival EXP...................7
2.6 The Report on 2001 Noise Exposure.........................................................................7
CHAPTER 3 DATA COLLECTION FOR DETERMINING OPERATIONS AND NOISE
EXPOSURE.............................................................................................................8
CHAPTER 4 2001 OPERATIONS, 7 a.m.-11 p.m.....................................................................10
CHAPTER 5 11 P.M. to 7 A.M. OPERATIONS........................................................................16
CHAPTER 6 NOISE EXPOSURE LEVELS..............................................................................18
6.1 2001 EXP Version 5.1 (EXP 5.1)............................................................................19
6.2 EXP Comparisons for Study Years, 1978 -2001 .......................................................22
6.3 Analysis of Changes in Annual EXP for Study Years, 1978-2001 .......................... 24
CHAPTER 7 NOISE MONITORING SYSTEM........................................................................26
CHAPTER 8 NOISE ABATEMENT POLICIES........................................................................28
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List of Tables
TABLE 3.1 Data Sources for Civilian Aircraft........................................................................... 9
TABLE 4.1 Annual FAA Tower Counts for 7 a.m. to 11 p.m. Since 1978 ..............................10
TABLE 4.2 2001 Monthly Average Daily Departures by non -Single Engine Piston Aircraft.11
TABLE 4.3 Annual Average Daily Departures by Aircraft other than Single Engine Piston.. 13
TABLE 4.4 Estimated Average Daily Departures*, 7 a.m.-11 p.m. by Single Engine Piston
Aircraftfor Study Years ......................................................................................... 14
TABLE 4.5 Annual Estimated Operations by Aircraft Type, 7 a.m.-11 p.m . ........................... 15
TABLE 5.1 11 p.m. to 7 a.m. Operations Since Nighttime Fee was Instituted .........................17
TABLE 5.2 Breakdown of 2001 11 p.m. to 7 a.m. Operations .................................................18
TABLE 6.1 Monthly Variations in Departure Noise Exposure 5.1 for 2001 ............................19
TABLE 6.2 Contribution to Civilian Departure EXP for 2001 Operations ..............................21
TABLE 6.3 EXP 5.1 Annual Comparisons ............................................................................... 22
TABLE 6.4 Civilian Departure EXP Comparisons Using Different EXP Versions .................23
TABLE 7.1 Measured Ldn Levels --1995 Through 2001 ..........................................................26
List of Figures
FIGURE 4.1
Annual FAA Tower Counts for 7 a.m. to 11 p.m. Since 1978 ........................... 11
FIGURE 4.2
Monthly Variations in Activity by Multi -engine Aircraft & Helicopters, 2001
12
FIGURE 4.3
Annual Variations in Average Daily Departures by Aircraft other than SEP ....13
FIGURE 5.1
Annual 11 p.m. to 7 a.m. Operations Since Nighttime Fee was Instituted ........17
FIGURE 6.1
EXP 5.1--2001 Monthly Averages in Departure Noise Exposure .....................20
FIGURE 6.2
Average Daily Jet Departures by SEL Groups, 1996-2001 ...............................21
FIGURE 6.3
Differences Between Base Year EXP and Civilian Departure EXP for Study
Years................................................................................................................... 24
FIGURE 7.1
Measured Ldn Values --1995 Through 2001 ......................................................27
Appendices
APPENDIX A Noise Terminology Used at Hanscom Field (1) and Ldn Noise Contour Maps
APPENDIX B 2001 Average Daily Operations and Noise Exposure by Aircraft Type
APPENDIX C 1999 through 2001 Measured Ldn (dBA) at Hanscom Noise Monitoring Sites
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INTRODUCTION -- L. G. HANSCOM FIELD
L. G. Hanscom Field is a general aviation airport, located northwest of Boston, Massachusetts
and geographically bounded by Bedford, Concord, Lexington and Lincoln. Although the land
was purchased by the state for development of an airfield, the original runways and facilities
were constructed in 1941 by the military in support of America's war effort, and the Army Air
Corps leased the land for advanced pilot training.
In the 1950s, the Massachusetts Port Authority (Massport) was granted control of the land by the
state legislature. Massport managed the civil terminal area while the Air Force leased and
operated the airfield for continued use by military and civilian aircraft. In 1974, the Air Force
canceled its lease, and Massport was granted control of the airport's operation and maintenance.
While the Air Force continues to own land adjacent to the airfield, military aircraft operations
represent less than one percent of the activity.
Consistent with its role for the past two decades, Hanscom Field functions as a general aviation
reliever airport for Logan International Airport, while providing limited commercial service. It
contributes to the regional transportation system in two ways:
1. It eases Logan congestion by handling approximately 200,000 general aviation aircraft
operations per year. These include private, pilot training, business, charter, cargo, and air
taxi operations, all of which serve the diverse flying needs of corporations, research and
development firms, and educational institutions, as well as individuals and small
businesses.
2. It provides the traveling public with an alternative airport by offering limited
commercial service to select markets. Consistent with Massport's 1980 Regulations,
commuter activity has been periodically available at Hanscom in aircraft with no more
than 60 seats. After seven years without commuter service, Shuttle America began
serving Hanscom in September 1999. In 2001, it carried 134,337 passengers on 6414
flights, which represented three percent of the total activity.
The total number of Hanscom operations has fluctuated over the years. Prior to 1970, operations
steadily increased, with FAA tower counts peaking at over 300,000 in 1970. After declines in
activity during the 1970s, the FAA tower counts ranged from just under 214,000 to almost
250,000 in the 1980s. The depressed economy in the early 1990s caused activity to drop to
fewer than 200,000 operations by 1993, and they remained below 200,000 until 2000. Hanscom
experienced 205,436 operations in 2001, a 3.3 percent decrease as compared to 2000.
The airport is seen as a regional economic asset, which plays a vital role in the Massachusetts
economy and in the regional transportation system. Both the residential and aviation
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communities take great interest in the planning and operation of the airport. The annual noise
report is one tool used by Massport to report on the activity at Hanscom.
CHAPTER 1 SUMMARY
The first noise report for L.G. Hanscom Field was prepared in 1982, and it compared data for
1978 and 1981. Annual updates were started in 1984 (for the previous year's data), making this
the twentieth Hanscom noise report. It compares 2001 activity data with data for the previous
study years (1978, 1981, and 1983 through 2000). Until 1987, 1978 was used as the base year
for evaluating changes in noise exposure. The base year was changed to 1987 when the noise
and performance data used to calculate noise exposure at Hanscom Field was updated. A
summary explaining the change is included in Chapter 2, while a detailed explanation of the
change is included in the 1988 annual report (available through Massport). Chapter 2 of this
report also describes the process used to continue using 1987 noise exposure as the base year
despite the further update of the noise and performance data that was incorporated in 1996.
In response to input from aviation and residential representatives, the most recent annual reports
have focused on the noise impact of civilian aircraft departures, including single engine piston
aircraft. There is supplemental information on total numbers of operations, fleet mix, 11 p.m. to 7
a.m. activity, the effect of military operations, and arrival noise levels. EXP, a metric that
estimates cumulative noise exposure at Hanscom, is used as a screening procedure to evaluate
changes in the overall noise level. This report also includes seven years of data from the
permanent noise monitoring system that was installed in the early to mid-1990s.
Massport's data management system compiles information from a number of sources and
develops the operations and noise data discussed in this report. Results of this evaluation show
the following:
1. For activity between 7 a.m. and 11 p.m., 2001 Federal Aviation Administration (FAA)
Tower counts, including all arrivals and departures for both civilian and military
aircraft, show 205,436 operations. This is a decrease of 3.3 percent as compared to
2000.
2. The civilian portion of the FAA tower counts, which dominates the total activity,
decreased 3.3 percent in 2001 as compared to 2000. This is primarily attributable to
the six percent decrease in single engine piston aircraft operations, which represent 77
percent of the activity. There were also decreases in twin -engine piston and helicopter
operations. At the same time there was a 12.9 percent increase in jet activity and a 5.7
percent increase in turboprop operations. Both the decrease in activity by the smaller
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aircraft and the increase in the jets reflect the effects of the September 11, 2001
terrorist attacks.
3. Military flights, which represent less than one percent of the total activity, decreased
2.7 percent in 2001 as compared to 2000.
4. Non -single engine piston (non -SEP) civilian aircraft averaged 68.04 daily departures
in 2001, the highest of all the study years. This was an increase of 6.7 percent as
compared to 2000. The increase included more business jet operations, which
represented 9.5 percent of the activity in 2000 and 11.1 percent of the aircraft activity
in 2001.
5. Operations by single engine piston aircraft in 2001 were below levels experienced
through the 1980s and below most levels experienced during the 1990s and 2000s.
6. Use of the airfield between 11 p.m. and 7 a.m. decreased almost 13 percent from 1,918
operations in 2000 to 1,674 operations in 2001. Jets (48.3 percent) and helicopters
(25.8 percent) dominated these aircraft arrivals and departures. A nighttime field use
fee was instituted in 1980 to discourage use of the field during these noise sensitive
hours; the fee doubles after five operations in a calendar year; and the fee is adjusted
each July 1 based on the Consumer Price Index. Of the 600 civilian aircraft that were
subject to the fee, 30 conducted more than five operations. There were 523 exempt
operations, of which 88 percent were medical flights.
7. Using EXP Version 5. 1, the 2001 departure noise exposure for civilian aircraft was
112.5 decibels (dB), a decrease of 0.9 dB as compared to 2000 and 0.4 dB above the
1987 base year. 2001 is one of five study years that experienced civilian departure
aircraft noise levels greater than the base year. The highest civilian departure EXP
was in 2000, with 1.3 dB above the base year. The lowest civilian departure EXP was
in 1993, with 1.4 dB below the base year. In 2001, civilian aircraft contributed 89
percent to the total noise exposure. Military aircraft, which conducted less than one
percent of the activity, contributed 11 percent to the noise levels.
8. This report includes a seven-year comparison of noise levels recorded at six noise -
monitoring sites located in the communities and on the airfield. 1995 was the first
year that data was collected consistently from all six sites. The reported noise levels
include civilian and military aircraft noise as well as community noise. When
comparing 2000 to 2001, the monitors show decreases at four of the sites and increases
of less than 1.0 dB at the other two locations.
9. The 1978 Hanscom Field Master Plan and Environmental Impact Statement (The
Master Plan) and the General Rules and Regulations for Lawrence G. Hanscom Field,
effective 1980, include the policies and regulations that guide Massport as it operates
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Hanscom Field. In addition, Massport staff work closely with the Hanscom Field
Advisory Commission (HFAC) and the Hanscom Area Towns Committee (HATS), as
well as other concerned parties, in an effort to balance its commitment to regional
transportation and the business community with the need to recognize and minimize
the airport's impact on the surrounding communities.
CHAPTER 2 HISTORICAL PERSPECTIVE ON THE ANNUAL
REPORT AND THE EVALUATION OF NOISE
This report has been prepared by Massport to present data on the year 2001 operations at
Hanscom Field and to evaluate their effect on the noise environment around the airport.
Consistent with previous annual reports, this report includes an historical perspective on why and
how noise impact reports have been presented since 1982, and continues with data on the
numbers and types of operations and overall noise exposure for the most recent calendar year.
Information from previous years is included to show trends in aviation activity. Along with
informing the public of Hanscom's operations and noise exposure, the annual reports respond to
questions and ideas raised at meetings with the HFAC, a committee consisting of representatives
from the surrounding communities, area -wide organizations, airport users, and Ex Officio
members from the FAA, Hanscom Air Force Base, and Minute Man National Historic Park, as
well as Massport.
This chapter discusses the development of measures used to evaluate noise exposure at Hanscom.
Each step was discussed with the HFAC, and the current approach was adopted through general
consensus at the HFAC meetings.
The first noise report was prepared in 1982 by Harris Miller Miller and Hanson Inc. (HMMH),
noise consultants for Massport. The firm continued to prepare noise reports until 1987, when
Massport assumed the responsibility. In preparing the annual document, Massport utilizes the
basic approach and format of the HMMH reports and includes some background information
written by HMMH.
Each year, Massport has a noise consultant review the noise data and report. Acentech Inc.
reviewed the data and report in 2001.
2.1 The Use of Ldn to Evaluate Noise Exposure
The primary purpose of the first noise report was to evaluate the effectiveness of the noise rules
that Massport had implemented in 1980, by determining changes in the noise environment
between 1978 and 1981. The most frequently used measure to characterize noise exposure
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around an airport is referred to as the Day -Night Average Sound Level (Ldn or DNL), which
uses contours on a map to connect points of equal noise exposure. Creating Ldn contours
requires detailed knowledge of the fleet of aircraft using the airport, the types of aircraft engines,
the climb performance characteristics, information on the frequency of runway use, and the flight
paths of the aircraft as they depart and approach the field. These data are entered into a computer
noise model to produce the contours.
Ldn is used widely throughout the United States, and is discussed in more depth in Appendix A.
Appendix A also includes maps from previous studies showing the 1978, 1987, 1995 and 2000
Ldn contours and 2000 Time Above contours for Hanscom. The 1978 contours were developed
in 1981 using the computerized Integrated Noise Model Version 3.8 (INM 3.8); the 1987
contours were developed in 1988 using INM 3.9; the 1995 contours were developed in 1996
using INM 5.0; and the 2000 contours were developed in 2002 using INM 6.Oc. The contours
include the effects of civil and military aircraft as well as touch -and -goes, a procedure used by
flight schools to train students to land and depart.
2.2 The Development of EXP to Evaluate Noise Exposure
In addition to creating Ldn contours, HMMH used the 1982 report to define a screening
procedure, or metric, that could be used readily to evaluate the effect of changes in the fleet mix
and number of operations. A database management system was developed to calculate the
metric (called EXP), which has been used since 1982 as a first-round screening procedure.
Although EXP does not show how noise levels change in specific communities, it does provide a
tool for distinguishing civilian noise from military noise and for indicating changes in the total
noise exposure, which reflect expected changes in Ldn. This is accomplished by having EXP use
the same FAA noise data for the aircraft types, and the same manner of logarithmically summing
noise used in calculating Ldn. This includes the weighting of 10 p.m. to 7 a.m. aircraft events as
if they were ten decibels louder than comparable daytime events to account for their more
intrusive nature.
Each aircraft model is assigned to a group, with each group characterized by a similarity of size,
the number and type of engine(s), climb performance, and ultimately, noise level characteristics.
Using FAA noise and performance data, an arrival and a departure Sound Exposure Level (SEL)
are assigned to each group. The SELs used for EXP represent the amount of noise generated
15,000 feet from start of take -off roll. There is additional discussion of SEL in Appendix A.
The total departure noise exposure on an average day is calculated for each group by
1. Logarithmically multiplying the representative SEL for the group by the average number
of departures by those aircraft, weighting the 10 p.m. to 7 a.m. operations, and creating a
"partial" departure EXP; and
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2. Logarithmically adding all "partial" EXPs for the entire fleet to obtain a single number
estimate of departure noise exposure.
Appendix A describes the EXP methodology in more depth.
2.3 The Significance of a 1.5 Decibel Change in EXP
Periodically EXP has been reviewed to validate its continued use as an estimate of corresponding
changes in Ldn, and it has been concluded that changes in EXP and contour values show good
agreement. Thus, EXP continues to be used as a first round procedure to estimate changes in
noise levels at Hanscom. In the mid-1980s, HFAC and Massport discussed the significance of
changes in EXP, and it was agreed that an increase of 1.5 dB above the 1978 base year noise
level would indicate the need for further study.
Although EXP has never exceeded 1.5 dB above 1978, Massport completed a Generic
Environmental Impact Report (GEIR) in 1988, which included noise analyses. An update of the
GEIR was completed in 1997, and a further update, entitled Environmental Status and Planning
Report (ESPR) based on 2000 data is scheduled for completion in early 2003. The original
GEIR and the updates include noise contours and additional noise metrics, providing
comprehensive analyses of noise impacts.
2.4 Upgrading EXP Calculations
Until 1987, the EXP calculations used SELs based on FAA noise and performance data (Version
3.8) that were available in 1982 when EXP was developed. At that time, the FAA had not yet
developed noise and performance data for some aircraft types, so HMMH worked with the FAA
and with major airport users to develop appropriate SELs for those types regularly using
Hanscom. In 1987, the FAA released a revised and expanded set of noise and performance data
(Version 3.9) for aircraft noise modeling, and to this day, the FAA supports a continual process
of updating its aircraft noise and performance data.
The FAA upgrades have resulted in periodically upgrading the SEL values used in EXP.
Massport and the HFAC decided that a change to using EXP Version 3.9 (EXP 3.9) should be
started in 1987. This meant that EXP could use FAA certified noise and performance data to
compute all the SEL values for Hanscom aircraft rather than having some SEL values developed
by the noise consultant. Use of EXP Version 5.1 (EXP 5.1) was started in 1996 to ensure use of
current noise and performance data and to allow for comparisons with Ldn contours, which
always use the must currently available data. There is a detailed explanation of these changes in
the reports 1988 Noise Exposure Levels at L. G. Hanscom Field and 1996 Noise Exposure
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Levels at L. G. Hanscom Field, available through Massport. Chapter 6 in this report summarizes
the changes and discusses their impacts on EXP.
2.5 EXP Focus: With Single Engine Piston (SEP) vs. Without SEP,
With Military Aircraft vs. Without Military Aircraft, Departure EXP vs.
Arrival EXP
When EXP was first developed it was calculated for civilian and military non -SEP aircraft
departures with the capability of using either subgroup for comparison. SEP operations were
excluded from the data for reasons discussed in the early reports. When residents became
interested in the noise impact of these small aircraft, a method for estimating their usage was
developed and applied to all the study years.
In 1988, HFAC members discussed the need to focus on one number when comparing EXP from
one year to the next. It was agreed that since Massport does not have jurisdiction over military
operations, the emphasis should be on civilian aircraft, and the civilian component should
include the estimated SEP operations. It was also agreed that Massport would begin to track
arrival EXP, although the focus on departures would still be used as the best representation of the
noise impact since changes in departure EXP more closely reflect changes in Ldn than do
changes in arrival EXP.
2.6 The Report on 2001 Noise Exposure
This report incorporates the results of the agreed upon methodology for evaluating the noise
impact, as it applies to 2001 Hanscom operations. It focuses on the effect of civilian aircraft
departures, including SEP, with supplementary information on total numbers of operations, the
impact of military activity, 11 p.m. to 7 a.m. operations, and arrival EXP. It includes operational
data for the study years (1978, 1981 and 1983 through 200 1) and evaluates the change in noise
exposure since 1978. EXP is still considered a good indicator of changes in Ldn and changes in
the general level of total noise exposure generated by the airport. Furthermore, it provides an
historical perspective, since comparative data are available for most years since 1978. Data from
the permanent noise monitoring system became available during the 1990s, providing additional
information on the measured noise experience at six locations.
Methods of data collection for determining operations and noise exposure are reviewed in
Chapter 3. A discussion of the 7 a.m. to 11 p.m. operational levels for 2001 are presented in
Chapter 4, while Chapter 5 focuses on operations conducted between 11 p.m. and 7 a.m. when a
nighttime field use fee is in effect. Chapter 6 presents noise exposure levels (using the EXP
noise metric), and Chapter 7 discusses the permanent noise monitoring system and the data
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generated by the system. Massport policies that address the noise impacts that concern the
surrounding communities, are reviewed in Chapter 8.
CHAPTER 3 DATA COLLECTION FOR DETERMINING
OPERATIONS AND NOISE EXPOSURE
Hanscom Field serves various categories of civilian and military aircraft, and data are compiled
to track their noise impact. Massport's data management system uses a set of files of aircraft
operational information and estimates to summarize activity levels, identify aircraft operations
subject to nighttime field use fees, and compute estimates of resulting noise exposure. Because
the Bedford FAA control tower is only open from 7 a.m. to 11 p.m., and because the tower does
not have a written record for every operation, input to the files used to develop operations and
noise data come from several sources, as follows:
1. FAA Flight Strips: used to record non -SEP Instrument Flight Rule (IFR) departures
from Hanscom between 7 a.m. and 10 p.m. and all IFR arrivals and departures between 10 p.m.
and 11 p.m.
Pilots fly using either IFR or Visual Flight Rule (VFR) procedures. When flying IFR, a
flight plan is filed with the FAA, resulting in a flight strip identifying the aircraft type and
time of the operation at the origin and destination FAA towers. When there is VFR
weather, pilots may choose to fly without filing a flight plan. The majority of jets fly
IFR, regardless of the weather. Many turboprops and twins also fly IFR.
2. FAA Monthly Tower Reports: used to provide the number of aircraft operations at
Hanscom Field between 7 a.m. and 11 p.m.
The Bedford FAA tower personnel maintain a count of all aircraft that operate at
Hanscom when the tower is open. This includes VFR and IFR arrivals and departures.
Prior to 1993, it also included aircraft that flew through the Hanscom air space but did not
use the airport (overflights). The FAA tower count is traditionally used to quantify the
activity level for the airport, despite the previous inclusion of overflights and the current
exclusion of operations between 11 p.m. and 7 a.m. when the FAA tower is closed.
3. Estimates of Civilian VFR non -SEP Aircraft: used to supplement IFR activity by
civilian twin -engine pistons (twins), turboprops (turbos), and helicopters between 7 a.m. and 10
p.m.
Pilots of some turboprops and twin -engine aircraft and most helicopters fly VFR. They
communicate with the FAA tower, and the tower tallies the operation, although there is
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no written record of the aircraft type or specific time of the operation. Estimates are
incorporated into the database programs to provide a reasonable representation of VFR
operations by civilian non -SEP aircraft types between 7 a.m. and 10 p.m.
4. An Estimate of Civilian SEP Activity Between 7 a.m. and 10 p.m.
The number of civilian SEP aircraft operations is estimated by subtracting the civilian
IFR and estimated flights for jets, helicopters, twins, and turbos from the Tower counts
for non-military operations. Prior to 1993, the FAA Tower counts included all
communications with aircraft that flew through the Hanscom air space, whether or not
they used Hanscom, making the estimated number of SEP operations derived by this
method conservatively high. Starting in 1993, the approximations are closer to the actual
number of arrivals and departures since overflights are no longer counted.
5. Nighttime Field Use Logs: Massport records all operations between the hours of 11:00
p.m. and 7:00 a.m. when the FAA tower is closed.
Table 3.1 summarizes the sources of data used to track operational activity by aircraft type, as
discussed above.
TABLE 3.1 Data Sources for Civilian Aircraft
7 a.m.40 p.m.
10 p.m. -11 P.M.
11 p.m. -7 a.m.
DEPARTURES:
FAA flight strips + formulas to
FAA flight
Massport
Non -SEP
estimate civilian VFR turbos, twins
strips
records
& helicopters
SEP
FAA count for non-military
FAA flight
Massport
operations minus civilian non -SEP
strips
records
IFR & estimated VFR activity
ARRIVALS:
Difference between total departures
FAA flight
Massport
& 10 p.m. -7 a.m. arrivals
strips
records
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CHAPTER 4 2001 OPERATIONS, 7 a.m.-11 P.M.
As discussed in Chapter 3, the FAA tower counts are traditionally used to report the official
number of operations for an airport. At Hanscom, they include military operations and, until
1993, an unidentified percentage of overflights. Because the Tower is not open from 11 p.m. to
7 a.m., the counts do not include operations conducted between those hours. Including night (11
p.m. to 7 a.m.) operations would increase the total by less than one percent. Night activity is
discussed in Chapter 5.
Table 4.1 presents the Hanscom Tower counts since 1978, showing 205,436 operations for 2001.
This represents a 3.3 percent decrease in activity as compared to 2000. This was the second year
since 1992 that activity exceeded 200,000 annual operations. Prior to the 1990s, it is necessary
to go back to 1962 to find levels below 200,000.
TABLE 4.1 Annual FAA Tower Counts for 7 a.m. to 11 p.m. Since 1978
Year
Tower Count
Year
Tower Count
1978
2351750
1990
2321678
1979
2251805
1991
2131637
1980
2181502
1992
2031755
1981
2131698
1993
1961138
1982
2151984
1994
1871550
1983
2191466
1995
1901282
1984
2291130
1996
1791497
1985
2471434
1997
1881087
1986
2321110
1998
1831185
1987
2391154
1999
1971302
1988
2281725
2000
2121371
1989
2381340
2001
205,436
The tower counts in Table 4.1 have been plotted in Figure 4.1 to illustrate the annual fluctuations
since 1978, including the high of 247,434 operations in 1985 and the 1996 low of 179,497
operations. In 1970, Hanscom experienced its peak activity level with FAA logs recording over
300,000 operations.
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FIGURE 4.1 Annual FAA Tower Counts for 7 a.m. to 11 p.m. Since 1978
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Table 4.2 shows a summary of the estimated average daily departures by aircraft other than SEP.
These departures have been separated by day and night hours for both civilian and military
aircraft and are listed month -by -month to show seasonal variations in activity. Night hours are
defined as 10 p.m. to 7 a.m., consistent with the night definition used in noise exposure
calculations for Ldn and EXP, as discussed in Appendix A.
TABLE 4.2 2001 Monthly Average Daily Departures by non -Single Engine Piston Aircraft
CIVILIAN
MILITARY
CIVILIAN &MILITARY
DAY7
NIGHT
TOTAL
DAY
NIGHT
TOTAL
DAY
NIGHT
TOTAL
Jan
60.74
2.41
63.15
0.81
0.03
0.84
61.55
2.44
63.99
Feb
63.78
2.74
66.52
0.82
0.00
0.82
64.60
2.74
67.34
Mar
60.36
2.36
62.72
1.18
0.00
1.18
61.54
2.36
63.90
Apr
61.13
2.90
64.03
2.26
0.00
2.26
63.39
2.90
66.29
May
60.91
2.55
63.46
2.34
0.00
2.34
63.25
2.55
65.80
Jun
62.58
2.97
65.55
1.73
0.00
1.73
64.31
2.97
67.28
Jul
51.97
2.04
54.01
2.18
0.00
2.18
54.15
2.04
56.19
Aug
60.65
2.50
63.15
1.73
0.00
1.73
62.38
2.50
64.88
Sep
52.09
2.58
54.67
0.87
0.00
0.87
52.96
2.58
55.54
Oct
78.91
4.04
82.95
1.65
0.00
1.65
80.56
4.04
84.60
Nov
75.75
3.47
79.22
1.89
0.06
1.95
77.64
3.53
81.17
Dec
69.99
2.73
72.72
1.00
0.00
1.00
70.99
2.73
73.72
12001
1 65.27
1 2.77 1
68.04 1
1.56
1 0.00 1
1.56 1
66.83
1 2.77 1
69.60
MASSACHUSETTS PORT AUTHORITY Page 12
These data show that, in 2001, almost 98 percent of the estimated departures in multi -engine
aircraft and helicopters (i.e. non -SEP aircraft) were civilian operations. Military departures have
never represented more than eight percent of the non -SEP departures in any study year to -date.
The busiest month for civilian non -SEP activity was October, with an average of 82.95 daily
departures, while the low occurred in July with only 54.01 civilian non -SEP departures. It is
reasonable to assume that the high was influenced by the events on September 11. Operations
were curtailed for four days immediately following the terrorist attacks that day. Subsequently
there were shifts in aviation usage that resulted in an increase in business aircraft activity, which
was particularly evident in October but continued in November and December.
Military activity peaked in May with 2.34 departures. The lowest military level was in February
with 0.82 departures. Total civilian and military activity levels peaked in October, when there
were 84.60 average daily departures for non -SEP activity, reflecting the civilian dominance of
aircraft operations. The slowest month was September, with 55.54 civilian and military average
daily departures. September combines the second slowest month for non -SEP civilian operations
with the third slowest month for military activity.
Figure 4.2 shows a plot of the data in Table 4.2. It demonstrates the monthly variability of non -
SEP departures, including the October high and the July low, and the influence of September 11
events on non -SEP activity during the last quarter of the year.
FIGURE 4.2 Monthly Variations in Activity by Multi -engine Aircraft & Helicopters, 2001
Table 4.3 shows the comparison of the 2001 data for non -SEP activity to previous study year
totals. The 68.04 civilian average daily departures is the highest of all the study years and is 6.7
percent greater than the 2000 civilian average daily departures. The military activity, which
averaged 1.56 daily departures in 2001, is 10.6 percent greater than in 2000 but is below the 2.13
military average for the study years.
MASSACHUSETTS PORT AUTHORITY Page 13
TABLE 4.3 Annual Average Daily Departures by Aircraft other than Single Engine Piston
Figure 4.3 plots the annual non -SEP departure activity for the study years from 1978 to 2001,
demonstrating the fluctuations that have been experienced over the past 23 years. It shows that
after decreases in non -SEP activity starting in 1989 and continuing in the early 1990s, the levels
remained stable through 1997. It also shows that the 1998 non -SEP departures returned to a
level comparable to those experienced in the late 1980s; the 2000 non -SEP departures increased
to 63.74 departures primarily due to the reintroduction of commuter service in late 1999; and the
2001 levels rose to 68.04 with the influence of the September 11 events.
FIGURE 4.3 Annual Variations in Average Daily Departures by Aircraft other than SEP
80.00
60.00
0 50.00 0...... Civilian
........:::
. 40.00 o Military
30.00 All
a)
CM
20.00
ID 10.00
Q 0.00
1978 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001
1979) 1980) AND 1982 DATA UNAVAILABLE
CIVILIAN
MILITARY
CIVILIAN &MILITARY
DAY -7
NIGHT
TOTAL I
DAY
NIGHT
TOTAL
DAY
NIGHT
TOTAL
1978
35.55
2.11
37.66
3.32
0.03
3.35
38.87
2.14
41.01
1981
45.77
1.44
47.25
3.24
0.04
3.28
49.01
1.48
50.49
1983
39.82
0.91
40.73
1.76
0.01
1.77
41.58
0.92
42.50
1984
40.63
1.72
42.35
1.12
0.01
1.13
41.75
1.73
43.48
1985
38.68
0.73
39.41
2.22
0.04
2.26
40.90
0.77
41.67
1986
37.02
0.67
37.70
1.81
0.03
1.84
38.83
0.69
39.52
1987
39.61
1.00
40.61
2.13
0.04
2.17
41.75
1.04
42.79
1988
43.67
1.73
45.40
2.15
0.08
2.23
45.82
1.83
47.65
1989
42.72
1.71
44.43
2.45
0.08
2.53
45.17
1.78
46.95
1990
39.61
1.16
40.77
1.77
0.06
1.83
41.38
1.22
42.60
1991
37.27
1.00
38.27
2.39
0.13
2.52
39.66
1.13
40.79
1992
34.48
1.03
35.51
2.24
0.06
2.30
36.72
1.09
37.81
1993
33.55
0.90
34.45
2.49
0.11
2.60
36.04
1.02
37.06
1994
33.99
0.92
34.91
2.12
0.08
2.20
36.10
1.01
37.11
1995
34.01
1.15
35.16
2.06
0.10
2.16
36.07
1.24
37.31
1996
35.25
1.70
36.95
1.74
0.09
1.83
36.99
1.79
38.78
1997
35.38
2.04
37.42
1.75
0.04
1.79
37.12
2.08
39.20
1998
41.71
2.05
43.76
2.08
0.11
2.19
43.79
2.16
45.95
1999
46.31
2.27
48.58
1.81
0.04
1.85
48.12
2.31
50.43
2000
60.83
2.91
63.74
1.35
0.06
1.41
62.18
2.97
65.15
2001
65.27
2.77
68.04
1.56
0.00
1.56
66.83
2.77
69.60
Figure 4.3 plots the annual non -SEP departure activity for the study years from 1978 to 2001,
demonstrating the fluctuations that have been experienced over the past 23 years. It shows that
after decreases in non -SEP activity starting in 1989 and continuing in the early 1990s, the levels
remained stable through 1997. It also shows that the 1998 non -SEP departures returned to a
level comparable to those experienced in the late 1980s; the 2000 non -SEP departures increased
to 63.74 departures primarily due to the reintroduction of commuter service in late 1999; and the
2001 levels rose to 68.04 with the influence of the September 11 events.
FIGURE 4.3 Annual Variations in Average Daily Departures by Aircraft other than SEP
80.00
60.00
0 50.00 0...... Civilian
........:::
. 40.00 o Military
30.00 All
a)
CM
20.00
ID 10.00
Q 0.00
1978 1983 1985 1987 1989 1991 1993 1995 1997 1999 2001
1979) 1980) AND 1982 DATA UNAVAILABLE
MASSACHUSETTS PORT AUTHORITY Page 14
Table 4.4 shows the estimated SEP aircraft activity between 7 a.m. and 11 p.m. for the study years
starting in 1978. The 213.7 average daily departures in 2001 is almost six percent less than in
2000. The study year with the lowest level of estimated average daily SEP departures was 1998
with 206.2 average SEP departures. The highest study year for SEP activity was 1985 with
297.3 estimated 7 a.m. to 11 p.m. average daily departures.
TABLE 4.4 Estimated Average Daily Departures*, 7 a.m.-11 p.m. by Single Engine Piston
Aircraft for Study Years
Year
SEP Departures
Year
SEP Departures
1978
282.0
1992
240.2
1981
242.6
1993
231.1
1983
258.0
1994
219.8
1984
270.4
1995
223.0
1985
297.3
1996
207.2
1986
278.4
1997
218.9
1987
284.2
1998
206.2
1988
264.9
1999
221.6
1989
280.1
2000
227.0
1990
276.0
2001
213.7
1991
251.1
11
*Estimated Average Daily Departures = Total Annual Operations from FAA tower counts divided by two, minus
the daily departures of aircraft other than single engine piston aircraft divided by 365 days (366 in a leap year).
Use of small aircraft, which dominate Hanscom' s activity, was particularly impacted by the
depressed economy in the early 1990s, and activity by this category of aircraft has not recovered.
Furthermore, the restrictions on Visual Flight Rule activity that were in place in 2001 between
September 11 and November 28 had a further impact on the use of these aircraft. Activity by
these planes had been increasing prior to September 11, but there was a net decline for the year
because of the restrictions.
The estimate for SEP operations includes touch-and-go, or "local," activity, which peaked in
1978 when the FAA logged 94,641 touch -and -goes. This is the pattern used to practice landing
and departing, mostly conducted by the flight schools. The aircraft is brought in for a landing,
continues on the runway for a departure, circles the field and repeats the procedure without
stopping. The FAA tower tallies each touch-and-go as two operations, since there is an arrival
and a departure. The reason the touch-and-go operations are included in the estimates for single
engine piston aircraft activity is because since 1980 touch -and -goes have not been allowed in
aircraft over 12,500 pounds at Hanscom, and they are mostly conducted by flight schools, which
use SEP aircraft.
MASSACHUSETTS PORT AUTHORITY Page 15
The FAA tallies "local" operations and military activity as separate categories in its monthly
counts. Starting in 1987, this information has been combined with the data collected in the
database system in order to estimate the breakdown of 7 a.m. to 11 p.m. civilian activity by
aircraft type for both IFR and VFR operations, as shown in Table 4.5.
TABLE 4.5 Annual Estimated Operations by Aircraft Type, 7 a.m.-11 p.m.
Decreases in all categories of civilian operations except turboprops and jets caused the 3.3
percent decline in activity. The largest single impact on this resulted from the six percent decline
in SEP operations. Table 4.5 shows that over 35 percent of the SEP 2001 activity consisted of
touch -and -goes (local). It is estimated that an additional 41 percent of the SEP activity was
conducted by single engine pistons that were not conducting touch -and -goes, indicating that 77
percent of the operations were by single engine piston aircraft.
Estimated helicopter activity, which represented 2.7 percent of the aircraft operations, declined
20.5 percent, and twin -engine piston operations, which represent 2.4 percent of the activity,
declined 4.7 percent as compared to 2000. Consistent with the decline in SEP activity, these
decreases resulted from the post September 11 VFR restrictions. Military activity, which
accounted for less than one percent of the operations, declined almost 2.7 percent as compared to
2001.
Civilian jet aircraft activity, accounting for 11.1 percent of the 2001 operations as compared to
9.5 percent in 2000, increased 12.9 percent as compared to 2000. It is generally accepted that the
fluctuations in business jet operations are directly related to the economic health of the area.
With the softening economy in 2001, a decrease in business jet use might have been expected;
CIVILIAN
MILITARY
TOTAL
Local
I Singles
JTwinPistonl
Turbo
Jet
I Heli
1987
721999
1341461
51309
61443
101034
71294
21613
2391153
1988
661669
1271233
51968
81800
101216
71258
21581
2281725
1989
721067
1321368
51697
81767
91656
71294
21491
2381340
1990
761732
1241756
51658
71582
81630
71262
21058
2321678
1991
801805
1021478
51476
61666
81368
61942
21902
2131637
1992
831427
921328
41940
51579
81105
61834
21542
2031755
1993
851872
821756
41489
41571
81838
61811
21801
1961138
1994
861287
741294
41581
41223
91345
61819
21001
1871550
1995
861048
761685
41589
31997
91592
61804
21567
1901282
1996
761735
741872
41536
41250
101390
61915
11799
1791497
1997
761217
831515
41157
31733
111248
61912
21305
1881087
1998
681506
811976
51797
41524
131583
61878
11921
1831185
1999
731483
881137
51426
51697
161108
61885
11566
1971302
2000
751676
901323
51097
121848
201226
61914
11287
2121371
112001
72,605
1 841803
1 4,858 1
13,580
1 22,839
1 5,499
1 1,252 1
2051436
Decreases in all categories of civilian operations except turboprops and jets caused the 3.3
percent decline in activity. The largest single impact on this resulted from the six percent decline
in SEP operations. Table 4.5 shows that over 35 percent of the SEP 2001 activity consisted of
touch -and -goes (local). It is estimated that an additional 41 percent of the SEP activity was
conducted by single engine pistons that were not conducting touch -and -goes, indicating that 77
percent of the operations were by single engine piston aircraft.
Estimated helicopter activity, which represented 2.7 percent of the aircraft operations, declined
20.5 percent, and twin -engine piston operations, which represent 2.4 percent of the activity,
declined 4.7 percent as compared to 2000. Consistent with the decline in SEP activity, these
decreases resulted from the post September 11 VFR restrictions. Military activity, which
accounted for less than one percent of the operations, declined almost 2.7 percent as compared to
2001.
Civilian jet aircraft activity, accounting for 11.1 percent of the 2001 operations as compared to
9.5 percent in 2000, increased 12.9 percent as compared to 2000. It is generally accepted that the
fluctuations in business jet operations are directly related to the economic health of the area.
With the softening economy in 2001, a decrease in business jet use might have been expected;
MASSACHUSETTS PORT AUTHORITY Page 16
and in fact, there was a one percent decrease in this activity between January and August. This
trend was altered by the September 11 events. Between October and December 2001 business jet
operations increased 50.7 percent as compared to October through December 2000. After
September 11 many businesses expanded the number of employees eligible to use their company
jets and other businesses decided to use private jets rather than commercial airlines. The level of
jet activity is particularly relevant because jets dominate the noise exposure.
Unlike the other categories of civilian aircraft, September 11 events appeared to have little or no
effect on turboprop operations, which represented 6.6 percent of the activity. Use of turboprops
increased 7.3 percent prior to September and despite suffering during September, this activity
recovered in subsequent months, ending the year with an increase of 5.7 percent. Since pilots of
turboprop aircraft are generally qualified to fly IFR, the VFR restrictions had a limited impact
but there wasn't the post September 11 surge in their use seen by business jets. The latter may be
attributed to a national decline in the ownership and use of turboprops by businesses.
CHAPTER 5 11 P.M. to 7 A.M. OPERATIONS
Hanscom Field is a public facility and is open for use 24 hours a day, although the FAA control
tower is closed from 11 p.m. to 7 a.m. Since aircraft using the airport during these hours
communicate with Boston approach, the Bedford tower does not have flight strips, and this
activity is not included in the tower counts.
In the summer of 1980, an 11 p.m. to 7 a.m. field use fee was instituted to help reduce noise
exposure by encouraging use of the field before 11 p.m. or after 7 a.m. The fee is based on
aircraft weight and doubles for aircraft that conduct more than five night operations in a calendar
year. From 1980 until 1989 the fees were $20 for aircraft weighing 12,500 pounds or less and
$150 for aircraft weighing more than 12,500 pounds.
The growth in the number of nighttime operations in 1987 and 1988 caused concern for
community members of the HFAC, resulting in a review of the nighttime field use fee. In 1989,
the Massport Board voted to increase the fees reflecting the Consumer Price Index (CPI) increase
between 1980 and 1989 and to institute an annual CPI increase.
Records for activity between 11 p.m. and 7 a.m. were not maintained prior to the institution of
the night field use fee. Table 5.1 shows the history of these operations starting with 1981, the first
full year they were logged. In 1990, nighttime activity decreased and subsequently remained
below 1,000 annual operations through 1995. This was a likely reflection of the depressed
economy and the increase in the fees. Since 1996 the night operations have again exceeded
1,000, partially due to night activity by the medical evacuation helicopter that transports
critically ill or injured patients. This helicopter service moved to Hanscom in October 1995 and
MASSACHUSETTS PORT AUTHORITY
Page 17
now conducts over 400 night operations annually. Night operations decreased 13 percent from
1,918 in 2000 to 1,674 in 2001.
TABLE 5.1 11 p.m. to 7 a.m. Operations Since Nighttime Fee was Instituted
Year
11 p.M.-7 a.m.
Year
11 p.M.-7 a.m.
1981
585
1992
702
1982
532
1993
689
1983
640
1994
735
1984
759
1995
919
1985
442
1996
1159
1986
466
1997
1495
1987
850
1998
1390
1988
1098
1999
1622
1989
1053
2000
1918
1990
773
2001
1674
1991
797
NOTE: The totals include those aircraft operations that are exempt from the fee, with the
exception of some missing exemption figures from 1983 and 1984 and possibly from 1981 and
1982. Since exemptions in the 1980s represented a small number of nighttime operations, the
totals in the table are assumed to closely reflect the number of night operations for each year.
The data in Table 5.1 are plotted in Figure 5.1, illustrating the fluctuations in 11 p.m. to 7 a.m.
activity. It demonstrates that 1988, 1989, and 1996 through 2001 are the eight years when there
were more than 1,000 nighttime operations.
FIGURE 5.1 Annual 11 p.m. to 7 a.m. Operations Since Nighttime Fee was Instituted
Table 5.2 provides an overview of the 2001 11 p.m. to 7 a.m. operations by aircraft type, arrivals
and departures, and significant flight times. It also shows a breakdown of the number of
operations by fee amount levied for each type of aircraft. The fee column headings show two
MASSACHUSETTS PORT AUTHORITY
Page 18
dollar -amounts. The lesser amount was charged from January through June and the greater
amount was charged after the July 1 CPI adjustment. Those aircraft being charged $84/$86 or
$612/$630 conducted more than five operations in the calendar year.
TABLE 5.2 Breakdown of 2001 11 p.m. to 7 a.m. Operations
Of the 1674 night operations, 523 were exempt. Almost 88 percent of the exemptions were
medical flights, which were dominated by the medical evacuation service based at Hanscom.
Exemptions also included military, Federal Aviation Administration, and Civil Air Patrol
operations, as well as Hanscom aircraft that used the airport between 11 p.m. and 7 a.m. due to
unavoidable circumstances, such as weather, mechanical, or FAA delays. There were 600
different civilian aircraft that were subject to the nighttime fee. Of those, 30 conducted more
than five nighttime operations.
Of the 1,674 11 p.m. to 7 a.m. operations, 60 percent were arrivals and 40 percent were
departures. Almost 20 percent of these operations occurred between 6 a.m. and 7 a.m. while 27
percent were between 11 p.m. and midnight. The remaining 53 percent were between midnight
and 6 a.m.
Jets conducted the largest number of night operations by a single group, representing 48.3
percent of the activity. Helicopters represented 25.8 percent, turboprops 11.4 percent, single
engine pistons 9.6 percent, and twin engine pistons 5.0 percent of the night activity.
CHAPTER 6 NOISE EXPOSURE LEVELS
As discussed in Chapter 2, the 1982 HMMH noise study defined a screening metric, referred to
as EXP, to use in evaluating changes in noise exposure without resorting to complex noise
exposure contours for each application. It is the logarithmic sum, in decibels (0), of the aircraft
noise on an average day for the aircraft that used Hanscom. The estimate is made at a point on
the ground representing some of the airport's closest residential neighborhoods (15,000 feet from
TYPE
TIME OF OPERATION
FEE [DISTRIBUTION
TOTAL
Arr.
Dep.
11 P to
12 AM
6 to 7
AM
Other
$4l
4
$84l
$86
$306/
$315
$6121
$630
Exempt
Jets
471
337
197
228
383
12
13
690
73
20
808
Singles
112
49
76
25
60
135
0
0
0
26
161
Twins
54
29
22
31
30
70
4
0
0
9
83
Turbos
129
61
77
41
72
90
8
36
7
49
190
Helis
237
195
81
6
345
13
0
0
0
419
432
TOTAL 1
10031
671
453
331
890
320
25
726
80
523
1674
Of the 1674 night operations, 523 were exempt. Almost 88 percent of the exemptions were
medical flights, which were dominated by the medical evacuation service based at Hanscom.
Exemptions also included military, Federal Aviation Administration, and Civil Air Patrol
operations, as well as Hanscom aircraft that used the airport between 11 p.m. and 7 a.m. due to
unavoidable circumstances, such as weather, mechanical, or FAA delays. There were 600
different civilian aircraft that were subject to the nighttime fee. Of those, 30 conducted more
than five nighttime operations.
Of the 1,674 11 p.m. to 7 a.m. operations, 60 percent were arrivals and 40 percent were
departures. Almost 20 percent of these operations occurred between 6 a.m. and 7 a.m. while 27
percent were between 11 p.m. and midnight. The remaining 53 percent were between midnight
and 6 a.m.
Jets conducted the largest number of night operations by a single group, representing 48.3
percent of the activity. Helicopters represented 25.8 percent, turboprops 11.4 percent, single
engine pistons 9.6 percent, and twin engine pistons 5.0 percent of the night activity.
CHAPTER 6 NOISE EXPOSURE LEVELS
As discussed in Chapter 2, the 1982 HMMH noise study defined a screening metric, referred to
as EXP, to use in evaluating changes in noise exposure without resorting to complex noise
exposure contours for each application. It is the logarithmic sum, in decibels (0), of the aircraft
noise on an average day for the aircraft that used Hanscom. The estimate is made at a point on
the ground representing some of the airport's closest residential neighborhoods (15,000 feet from
MASSACHUSETTS PORT AUTHORITY Page 19
brake release for departures). A "noise penalty" of 10 dB is applied to operations between 10
p.m. and 7 a.m. to account for their greater intrusive quality.
6.1 2001 EXP Version 5.1 (EXP 5.1)
Noise exposure, represented by the EXP metric, is calculated monthly and annually. Table 6.1
presents the monthly departure EXP 5.1 values, including the effects of SEP aircraft, for 2001.
Those portions of the noise attributable to civilian and military aircraft are separated in the table
to show the relative contributions of each. The distinction is important because military aircraft
are exempt from the noise abatement measures that are applicable to civilian aircraft, so have
some of the highest SEL values as compared to the other aircraft that use the field. Although they
represented less than one percent of the activity in 2001, they contributed 11 percent of the total
noise energy.
TABLE 6.1 Monthly Variations in Departure Noise Exposure 5.1 for 2001
Month
EXP 5.1 with SEP AIRCRAFT
Civilian
Military
Civilian & Military
Jan.
112.9
98.1
113.0
Feb.
112.5
90.9
112.9
Mar.
113.2
102.9
113.5
Apr.
112.3
103.7
112.9
May
112.3
104.1
112.9
Jun.
112.4
104.0
113.0
Jul.
110.9
105.3
112.0
Aug.
111.5
106.0
112.6
Sep.
111.2
100.6
111.6
Oct.
114.3
101.8
114.6
Nov.
112.9
106.9
113.9
Dec.
112.2
102.4
112.6
2001
112.5
103.3
113.0
Civilian departure EXP 5.1 for 2001 was 112.5 dB and fluctuated between a low of 110.9 dB in
July to a high of 114.3 dB in October. These correlate with the highs and lows for civilian non -
SEP activity shown in Table 4.2. Military EXP totaled 103.3 dB and ranged from a high of 106.9
dB in November, to a low of 90.9 dB in February. The highest total EXP during the year was
reached in October when the civilian portion combined with the military portion to total 114.6
dB. September experienced the lowest total noise exposure, 111.6 dB, with the civilian portion
at its second lowest and military EXP at its third lowest levels for the year.
MASSACHUSETTS PORT AUTHORITY Page 20
The data from Table 6.1 are plotted in Figure 6.1. Figure 6.1 demonstrates that military noise levels
had greater monthly variation than the civilian portions. Figure 6.1 also shows that civilian
aircraft were the dominant noise source throughout 2001.
FIGURE 6.1 EXP 5.1--2001 Monthly Averages in Departure Noise Exposure
Appendix B shows a detailed table of 2001 EXP 5.1. It includes the average daily departures and
arrivals and the departure and arrival SELs for each civilian and military aircraft group. The
aircraft types listed for each group are representative of those included in the group, and the
partial EXP specifies the noise impact for that group of aircraft. As explained in Chapter 2,
changes in departure EXP more closely reflect changes in Ldn than do changes in arrival EXP,
so the HFAC focuses on civilian departure EXP for primary comparative purposes. However,
arrival EXP is being calculated and is included in Appendix B.
EXP 5.1 results show that in 2001, civilian aircraft generated approximately 89 percent of the
total departure noise energy at Hanscom Field. Table 6.2 presents the contribution to the 2001
civilian departure EXP by several aircraft categories, illustrating the effect of civilian jets.
Civilian jets comprise 11 percent of the civilian operations. They have the highest partial EXP,
and consequently represent over 91 percent of the civilian noise energy. This is due to the
relatively high SEL values assigned to them. Single engine piston aircraft contribute 4.9 percent
of the noise energy. They have a relatively low SEL but have the second highest partial EXP
because of the large number of operations by these aircraft, which comprise almost 77 percent of
the civilian activity.
MASSACHUSETTS PORT AUTHORITY
TABLE 6.2 Contribution to Civilian Departure EXP for 2001 Operations
Jets
112.1
Turboprops
92.2
Helicopters
96.3
Twin Engine Pistons
91.4
Single Engine Pistons
99.4
Page 21
Since civilian departure EXP is heavily dominated by jet activity, it is useful to look at the
number of operations conducted at Hanscom Field by the jets in each SEL group, and to see how
they compare to previous years. Using data from Appendix B and comparable data for 2000,
Figure 6.2 demonstrates that out of the 10 civilian jet noise groups that experienced increases in
average daily departures in 2001, nine were less than one daily departure; there were decreases.
of less than one daily departure in eight of the groups; and three groups remained stable. The
groups where there were decreases included Group 5 and Group 7, both of which have SELs
greater than 104 dB and represent the noisiest civilian aircraft that operate at Hanscom.
FIGURE 6.2 Average Daily Jet Departures by SEL Groups, 1996-2001
Q
Cn
12
M
a�
10
8
0
0
6
6
Z
a) 4
ai
M
L-
a) 2
Q
0
Civilian Jets, 1996-2001
SEL Values from EXP Version 5.1
84 86.4 86.8 89.1 90.8 92 95.4 98.2 98.8 104.3 107.5
IEl 1996 01997 01998 01999 02000 02001
Representative Jets
in each SEL Group
84.0-Canadaire61
86.3-Canadaire60
86.4 -Global Express
86.7-A320, A319
86.8-Citation500, 501
88.4-Citation525,650
89.1-G4,G5
90.2-LR35,HS25
90.8-Westwind24
91.5-Citation550, 551
92.0-Falcon50,90
94.8-DC9
95.4-Falc20, Sab80
96.2 -BAC 111
98.2-8737
98.8 -Fokker 28
98.8-8727 (Stage 3)
99.8 -Unidentified jet
104.3-LR25, Sab40,60
106.4-8727 (Stage 2)
107.5-G2,G3
MASSACHUSETTS PORT AUTHORITY
6.2 EXP Comparisons for Study Years, 1978-2001
Page 22
The importance of EXP is not in its specific value but rather in the change in EXP from one year
to the next. As discussed in Chapter 2, Section 2.4, EXP 5.1 has been applied to seven study
years --1987, and 1996 through 2001. Table 6.3 shows both departure and arrival EXP 5.1 for the
civilian and military components as well as the totals for those years. Departure EXP for the
civilian component is highlighted to indicate its role as the primary focus for comparing EXP, as
discussed in Chapter 2. Civilian departure EXP 5.1 decreased 0.9 dB between 2000 and 2001.
TABLE 6.3 EXP 5.1 Annual Comparisons
DEPARTURE EXP
ARRIVAL EXP
CIVILIAN COMPONENT, WITH SINGLES
Base Year 1987
112.1
105.9
1996
112.0
105.7
1997
112.3
106.3
1998
113.1
106.5
1999
113.0
107.7
2000
113.4
107.8
2001
112.5
107.1
MILITARY COMPONENT
Base Year 1987
103.1
103.0
1996
105.5
103.0
1997
104.7
103.5
1998
106.4
104.8
1999
105.6
105.9
2000
104.5
102.6
2001
103.3
102.2
TOTAL EXP (INCLUDING MILITARY AND SINGLES)
Base Year 1987
112.6
113.8
1996
112.8
107.6
1997
113.0
108.1
1998
113.9
108.8
1999
113.7
109.6
2000
114.0
108.9
2001
113.0
108.3
MASSACHUSETTS PORT AUTHORITY
Page 23
Other study years are not included in Table 6.3 because a different version of EXP was used to
calculate noise exposure for those years. It is important to have a mechanism to evaluate
changes between study years, even when different versions of EXP have been used, in order to
demonstrate EXP fluctuations and allow for a comparison of the current year EXP to the base
year EXP.
Table 6.4 provides data that help demonstrate how changes in EXP can still be evaluated despite
the use of different versions to do the calculations. It shows civilian departure EXP for 1987
through 2001 as well as for the original 1978 base year. The 1978 and 1987 EXP 3.8 for civilian
aircraft departures was 112.5 dB. The resulting zero in the "Difference" column indicates equal
civilian departure noise exposure, and this equal noise exposure allowed 1987 to replace 1978 as
the base year. EXP Version 3.9 for 1987 civilian departures was 112.0 dB. From 1988 to 1995,
EXP 3.9 results were compared to the 1987 EXP 3.9 level, with the difference from the base year
indicating the change from year-to-year.
TABLE 6.4 Civilian Departure EXP Comparisons Using Different EXP Versions
Annual
EXP
Base Year
EXP
Difference
Version 3.8 1978
112.5
Original Base Year
1981
111.3
112.5
-1.2
1983
111.8
112.5
-0.7
1984
112.2
112.5
-0.3
1985
111.9
112.5
-0.6
1986
111.8
112.5
-0.7
1987
112.5
112.5
0.0
Version 3.9 1987
112.0
Current Base Year
1988
112.4
112.0
0.4
1989
111.6
112.0
-0.4
1990
110.8
112.0
-1.2
1991
110.7
112.0
-1.3
1992
111.4
112.0
-0.6
1993
110.6
112.0
-1.4
1994
111.4
112.0
-0.6
1995
111.6
112.0
-0.4
Version 5.1 1987
112.1
Current Base Year
1996
112.0
112.1
-0.1
1997
112.3
112.1
0.2
1998
113.1
112.1
1.0
1999
113.0
112.1
0.9
2000
113.4
112.1
1.3
2001
112.5
112.1
0.4 11
MASSACHUSETTS PORT AUTHORITY Page 24
The transition to EXP 5.1 was not facilitated by equal noise exposure in 1987 and 1996, so the
1987 base year was recalculated using EXP 5.1. Table 6.4 shows the civilian departure EXP 5.1
for 1987 is 112.1 dB, which has been used as the base for comparative purposes since 1996.
It should be noted that EXP is a tool to indicate changes that may be significant, and it is best to
avoid trying to analyze changes of relative insignificance. For example, if EXP 3.9 is used to
calculate 1996 noise exposure, there is no difference between 1995 and 1996, while there is a
decrease of 0.1 dB when EXP 5.1 is used to compare noise exposure for 1995 and 1996.
Whether EXP increased 0.1 dB, decreased 0.1 dB or remained equal is not statistically
significant, and trying to analyze changes of this small magnitude is generally difficult and non-
productive.
on-
pro uctive.
6.3 Analysis of Changes in Annual EXP for Study Years, 7978-2001
The EXP differences for all the study years since 1978, shown in Table 6.4, are plotted in Figure
6.3 to provide a visual picture of the way EXP has changed for each study year since 1978. Figure
6.3 illustrates a decrease in civilian departure EXP between 1978 and 1981, a subsequent general
upward trend through 1988, a decline in the early 1990s and a consistent increase from 1993
through 1998. In the last three years it has fluctuated at levels above the 1997 base year. It also
demonstrates that 2000 is the study year with the highest civilian departure EXP, that the 1993
level was the lowest of all the study years, and that the 2001 level is 0.4 dB above the base year
EXP 5.1.
FIGURE 6.3 Differences Between Base Year EXP and Civilian Departure EXP for Study Years
Note: 1979, 1980 and 1982 data unavailable
MASSACHUSETTS PORT AUTHORITY Page 25
As discussed in Section 6. 1, jets dominate the noise exposure. It follows that the specific noise
levels of the particular jet aircraft using Hanscom Field significantly influence the fluctuations
demonstrated in Figure 6.3. The FAA first issued noise standards for civil aircraft in 1969, when
regulations established that minimum noise performance levels be demonstrated for new turbojet
and transport category large airplane designs. In 1977, more stringent standards were adopted,
and Stage 1, 2, and 3 classifications were introduced. Stage 1 airplanes do not meet either the
1969 or 1977 standards. Stage 2 airplanes meet the 1969 standards but do not meet the 1977
standards. Stage 3 airplanes meet the 1977 standards.
In 1980, Massport adopted rules to address some of the noise issues discussed with the aviation
and residential communities. The impact of these is discussed in depth in the 1982 HMMH noise
report (available in Massport offices). These rules phased out most Stage 1 civilian jet
operations and established a fee to discourage nighttime activity. With these rules in place, 1981
civilian departure EXP decreased 1.2 dB as compared to 1978, the only previous study year.
This initial decrease was followed by an upward trend in civilian departure EXP caused by an
overall increase in jet activity resulting from a strong economy. By 1987, the noise exposure
equaled 1978, and the 1988 exposure exceeded the base year for the first time.
After 1988, there were three years of annual decreases in civilian departure EXP primarily due to
a decline in business jet operations, including fewer Stage 2 jets. In 1992, civilian departure
EXP increased, despite decreases in operations, including a three percent reduction in business
jet activity. The EXP increase resulted from more Stage 2 jet operations. In 1993, civilian
departure EXP dropped to the lowest level of all the study years. More than compensating for
the eight percent increase in business jet activity were the decreases in day and nighttime
operations by the older model Stage 2 jets.
From 1994 through 1998 there was an upward trend in civilian departure EXP caused by annual
increases in business jets. In most years that included more Stage 2 jet activity and more jet
activity between 10:00 p.m. and 7:00 a.m. In 1999, EXP remained stable, decreasing an
insignificant 0.1 dB as compared to 1998. In 2000, EXP increased 0.4 dB primarily due to
increases in Stage 3 jet activity.
In 2001, EXP decreased 0.9 dB despite increases in j et activity. The decrease reflects the decline
in 10 p.m. to 7 a.m. operations, which are weighted for their more intrusive nature, and the
decrease in Stage 2 operations both during the day and nighttime hours.
The fluctuations in civilian EXP over the past 20 years demonstrate three major influences on
noise exposure: the number of jet operations, the noise energy generated by those jets, and
whether they operate between 10:00 p.m. and 7:00 a.m. when the "noise penalty" is applied.
Those factors have historically been impacted by the economy and regulations. In 2001, there
was the additional influence of the September 11 events.
MASSACHUSETTS PORT AUTHORITY Page 26
With the positive economic trends of the mid to late 80s and again in the mid to late 90s and into
2000, business jet activity increased at Hanscom Field. This continued in 2001 due to the surge
in their activity after September 11. Helping counteract the increases in jet operations was the
phase out of most Stage 1 jets at Hanscom Field in the 1980s and some turnover from Stage 2 to
Stage 3 jets in the 1990s as businesses upgraded their equipment. The latter was influenced by
the national requirement that jets over 75,000 pounds meet Stage 3 certification levels by the
year 2000, although most jets that use Hanscom weigh less than 75,000 pounds.
Of particular importance in the near future will be whether the turnover to Stage 3 aircraft will be
significant enough to counteract any increases in business jet activity that may occur.
Furthermore, it is unclear whether the surge seen in the use of business jets after September 11 is
a new trend that will thrive or whether it will subside, with at least some business travelers
returning to commercial airlines.
CHAPTER 7 NOISE MONITORING SYSTEM
In the late 1980s, Massport and the surrounding communities agreed that a permanent noise
monitoring system could add valuable data to the existing method of calculating the annual EXP,
providing a more complete picture of the noise environment at the airport. In the early 1990s,
five noise monitors were installed on and around Hanscom Field. A sixth monitor was installed
in late 1994. Data for all of the sites are available starting in 1995.
Table 7.1 shows the readings at the six sites for 1995 through 2001. Appendix C shows the
readings for the sites, by month and year for 1999 through 2001. It also includes a map showing
the locations for the monitors. The data shown are Day Night Noise Levels (Ldn) in A -weighted
decibels, both of which are described in Appendix A. These are actual measured levels, so they
include military and civilian aircraft as well as community noise.
TABLE 7.1 Measured Ldn Levels --1995 Through 2001
Site Number
1995
1996
1997
1998
1999
2000
2001
31
67.2
65.8
66.7
65.4
67.3
66.5
66.0
32
66.7
64.3
65.0
66.6
63.8
64.5
64.6
33
57.1
56.5
57.8
58.0
56.2
55.7
55.6
34
60.1
60.9
61.7
60.7
59.6
59.7
60.5
35
60.5
60.1
61.1
60.6
60.0
60.2
59.8
36
62.4
62.5
62.2
62.5
63.1
62.8
62.1 jl
MASSACHUSETTS PORT AUTHORITY
Page 27
A comparison of the annual Ldn values for 2000 and 2001 shows decreases at four of the six
sites and increases of less than 1.0 dB at the other two sites. The measured changes must be
looked at carefully for both aviation and non -aviation influences.
In June of 1995, June of 1997, and August of 1998 there were Air Force Air Shows that
generated high noise levels. Also, in October of 1995 and August 1998 there was a test of
navigational equipment, which required a military KC 13 5 (Boeing 707 equivalent) to conduct
low approaches over the airport. These military events are known to have contributed to the
readings in those years but are only partially reflected in military EXP because only the IFR
events are entered into the calculations. Readings may also reflect community events near the
sites. For example, Site 36 is located near the Concord wastewater treatment plant, which
produces background noises that contribute to the readings. As a result, Site 36 consistently
shows the highest recorded levels at an off -airport site. Sites 31 and 32 have higher readings
than Site 3 6 since they are located on the airport at the ends of Runway 11/29.
The data in Table 7.1 are plotted in Figure 7.1. It demonstrates the fluctuations in measured noise
at the six sites over the past seven years.
FIGURE 7.1 Measured Ldn Values --1995 Through 2001
1995 111996 ■ 1997 111998 111999 ❑2000 E32001
Site Locations
(See Appendix for
map)
Site 31
Runway 11
Site 32
Runway 29
Site 33
Lincoln
Site 34
Bedford
Site 35
Lexington
Site 36
Concord
MASSACHUSETTS PORT AUTHORITY
CHAPTER 8 NOISE ABATEMENT POLICIES
Page 28
Massport strives to find the balance between operating a safe, high quality, viable airport and
being sensitive to the concerns of the surrounding communities. This is a difficult task since
many residents would prefer aircraft did not fly over their homes, but operating an airport
inherently means that aircraft will be using the field.
In 1978, the Massport Board adopted the Hanscom Field Master Plan and Environmental Impact
Statement (The Master Plan). This included a series of policies that were developed by Massport
staff in conjunction with the Governor's Hanscom Field Task Force and members of the public.
The plan's 12 policy statements fell under four broad categories, as follows:
Growth:
1. The character of the airport
2. Airport activity and runway facilities
3. Certified passenger air carrier operations
4. Passenger commuter operations
5. Cargo operations
6. Airport improvements
7. Aircraft noise
Land use:
1. Aviation related land use
2. Other Massport properties
Ground access:
1. Ground access
Planning process:
1. Hanscom Field Advisory Committee
2. Airport System Planning
Outgrowths of The Master Plan were the formation of the HFAC and the adoption of the 1980
Rules adopted to address noise issues. The rules included the phase out of some of the most
noisy planes that were using the field, limiting touch-and-go operations to aircraft under 12,500
pounds, limiting touch-and-go activity to the hours of 7 a.m. to 11 p.m., and the development of
the nighttime field use fee, as discussed in Chapter 5. It also provided parameters for the use of
Ground Power Units and updated the definition of commuter aircraft that had been referenced in
The Master Plan.
MASSACHUSETTS PORT AUTHORITY Page 29
The Master Plan and the 1980 Rules (available in Massport offices) continue to guide Massport
for Hanscom related decisions. Massport continues its diligent enforcement of the rules, such as
collection of the nighttime field use fee, as well as actively sharing data, plans and positions with
the aviation and residential communities. Massport staff participate at all Hanscom Field
Advisory Commission meetings and attend Hanscom Area Towns Committee (HATS) meetings,
as well as other forums where their presence is requested or seems warranted.
In 1997, Massport completed a Generic Environmental Impact Report (GEIR) Update to reflect
changes in environmental effects since the first GEIR was completed in 1988. The Secretary of
Environmental Affairs found the update to adequately comply with the Massachusetts
Environmental Policy Act and the Scope that had been issued for the study. The GEIR Update
includes an analysis of 1995 noise levels.
In 1998 and 2000, Massport staff worked closely with the Noise Working Group, an outgrowth
of the GEIR Update. The group, which included aviation and residential community members,
formed two subgroups, one to develop noise abatement and mitigation recommendations and the
other to review and recommend metrics to be used to describe the Hanscom Field noise
environment. The recommendations were submitted to Massport in late 1999. In 2000, Massport
began taking steps to incorporate many of the recommendations. This included developing a
noise abatement program for encouraging pilots to use noise abatement procedures.
A second update to the GEIR, now called the Environmental Status and Planning Report, is
being prepared in 2002, using 2000 for its base point and looking at growth scenarios for 2005
and 20151. This is providing another opportunity to analyze noise impacts in depth and to
incorporate additional recommendations submitted by the Noise Working Group. All of these
reports are available for review in the Massport offices and the libraries of the four contiguous
towns.
Massport's operation of Hanscom Field continues to reflect its responsibility to the regional
aviation system and to the business community. At the same time, Massport recognizes the noise
impacts and strives to work with the surrounding communities to help them understand the
importance of the airport as a resource while finding mutually acceptable mechanisms to
minimize the issues that are of concern.
1 The 2000 draft ESPR was filed with the Massachusetts Policy Act (MEPA) office on July 31, 2002. The final
ESPR will be filed with MEPA in 2003.
MASSACHUSETTS PORT AUTHORITY
APPENDIX A
Noise Terminology Used
at
Hanscom Field (1) and Ldn Noise Contour Maps
(1) Excerpt from: 2000 L.G. Hanscom Field Environmental Status and Planning Report
Noise Terminology
Noise, often defined as unwanted sound, is one of the most common environmental issues associated with
aircraft operations. Aircraft are not the only sources of noise in an urban or suburban environment where
interstate and local roadway traffic, rail, industrial, and neighborhood sources also intrude on the everyday
quality of life. Nevertheless, aircraft are readily identified by their noise and are typically singled out for
special attention and criticism. Consequently, aircraft noise problems often dominate analyses of environ-
mental impacts. To help understand and interpret these impacts, it is important to be familiar with the
various metrics that are used to describe the noise from an aircraft and from the collection of noise events
that comprise an airport noise environment. This introductory section describes those commonly used noise
metrics, in increasing complexity. They include the:
Decibel (dB)
A -weighted decibel, or sound level (dBA)
Sound Exposure Level (SEL)
Equivalent Sound Level (Leq)
Day -Night Sound Level (DNL)
Time Above (TA)
The Decibel, dB
7-3
Sound is a physical phenomenon consisting of minute vibrations that travel through a medium, such as air,
and are sensed by the human ear. Whether that sound is interpreted as pleasant (music, for example) or
unpleasant (aircraft noise, for example) depends largely on the listener's current activity, experience, and
attitude toward the source of that sound. It is often true that one person's music is another person's noise.
The loudest sounds the human ear can comfortably hear have one trillion (1,000,000,000,000) times the
acoustic energy of sounds the ear can barely detect. Because of this vast range, any attempt to represent the
intensity of sound using a linear scale becomes unwieldy. As a result, a logarithmic unit called the decibel
(dB) is used to represent the intensity of sound. This representation is called a sound pressure level.
A sound pressure level of less than 10 dB is approximately the threshold of human hearing and is barely
audible under extremely quiet conditions. Normal conversational speech has a sound pressure level of
approximately 60 to 65 dB. Sound pressure levels above 120 dB begin to be felt inside the human ear as
discomfort and eventually pain at still higher levels.
A -weighted Sound Level, dBA
Additionally, not all sound pressures are heard equally well by the human ear. Some tones are easier to
detect than others and are perceived as being louder or noisier. Thus, in measuring community noise,
frequency dependence is taken into account by adjusting the very high and very low frequencies to approxi-
mate the human ear's reduced sensitivity to those frequencies. This adjustment is called "A -weighting" and
is commonly used in measurements of environmental noise.
Figure 7-1 shows A -weighted sound levels for some common sounds. In this document, all sound pressure
levels are A -weighted and, as is customary, are referred to simply as "sound levels," where the adjective "A-
7-4
Figure 7-1 Common A -weighted Sound Levels
, IM M=rr
r rk L ..
a
IF
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weighted" has been omitted. Sound levels are designated in terms of A -weighted decibels, abbreviated
dBA. With A -weighting, a noise source having a higher sound level than another is generally perceived as
louder. Also, the minimum change in sound level that people can detect outside of a laboratory environment
is on the order of 3 dB. A change in sound level of 10 dB is usually perceived by the average person as a
doubling (or halving) of the sound's loudness, and this relationship holds true for loud sounds as well as for
quieter sounds.
Sound Exposure Level, SEL
A further complexity in judging the impact of a sound is how long it lasts. Long duration noises are more
annoying than short ones. The period over which a noise is heard is accounted for in noise measurements
and analyses by integrating sound pressures over time. In the case of an individual aircraft flyover, this can
be thought of as accounting for the increasing noise of the airplane as it approaches, reaches a maximum,
and then falls away to blend into the background (see Figure 7-2). The total noise dose, or exposure, result-
ing from the time -varying sound is normalized to a one -second duration so that exposures of different
durations can be compared on an equal basis. This time -integrated level is known as the Sound Exposure
Level (SEL), measured in A -weighted decibels.
Figure 7-2 Illustration of Sound Exposure Level
7-5
Because aircraft noise events last longer than one second, the time -integrated SEL always has a value greater
in magnitude than the maximum sound level of the event — usually about 7 to 10 dB higher for most airport
environments. SELs are used in this study as a means of comparing the noise of several significant aircraft
types; they are also highly correlated with sleep disturbance, an impact that is discussed in Appendix G
The remaining noise metrics discussed in this section refer to the accumulation of exposure caused by
multiple noise events over time. While such metrics are often viewed as downplaying the importance of
individual aircraft operations, they are extremely good indicators of community annoyance with complex
noise environments, and they have become widely accepted as the most appropriate means of evaluating
land use planning decisions.
Equivalent Sound Level, Leq
The most basic measure of cumulative exposure is the Equivalent Sound Level (Leq). It is a measure of
exposure resulting from the accumulation of A -weighted sound levels over a particular period (as opposed
to an event) of interest such as an hour, an eight-hour school day, nighttime, a single 24-hour period, or an
7-6
average 24-hour period. Because the length of the period can differ, the applicable period should always be
identified or clearly understood when discussing the metric. Such durations are often identified through a
subscript, for example Leq(8) or Leq(24).
Conceptually, the Leq may be thought of as the constant sound level occurring over the designated period of
interest and having as much sound energy as that created by the actual rising and falling sound pressures
from multiple noise sources as they become more or less pronounced. This is illustrated in Figure 7-3 for the
same representative one -minute of exposure shown earlier in Figure 7-2. Both the dark and light gray shaded
areas have a one -minute Leq value of 76 dBA. It is important to recognize, however, that the two representa-
tions of exposure (the constant one and the time -varying one) would sound very different from each other
were they to occur in real life.
Figure 7-3 Illustration of Equivalent Sound Level
Often the Leq is referred to misleadingly as an "average" sound level. This is not true in the traditional sense
of the term average. Because decibels are logarithmic quantities, loud events dominate the calculation of the
Leq. For example, if an aircraft produced a constant sound level of 85 dBA for 30 seconds of a minute then
immediately disappear, leaving only ambient noise sources to produce a level of 45 dBA for the remaining
30 seconds, the Leq for the full minute would be 82 dBA —just 3 dBA below the maximum caused by the
aircraft, not the 65 dBA suggested by normal averaging. More typical timeframes of interest are daytime,
nighttime, and annual average 24-hour exposure levels, but all of these same principles of combining sound
levels apply to those periods as well. Loud noise events occurring during any timeframe are going to have
the greatest influence on the overall exposure for the period.
The Day -Night Sound Level, DNL
The most widely used cumulative noise metric is a variant of the 24-hour Leq known as the Day -Night
Sound Level, or DNL, a measure of noise exposure that is highly correlated with community annoyance.
The long-term (yearly) average DNL is also associated with a variety of land use guidelines that suggest
M84 rt
where incompatibilities are expected to exist between the noise environment and various human activities.
Because of these strengths, the metric is required to be used on airport noise studies funded by the Federal
Aviation Administration (FAA).
In simple terms, DNL is the equivalent sound level for a 24-hour period, modified so that noises occurring at
night (defined specifically as 10:00 p.m. to 7:00 a.m.) are artificially increased by 10 dB. This "penalty"
reflects the added intrusiveness of nighttime noise events as community activity subsides and ambient noise
levels get quieter. The penalty is mathematically equivalent to multiplying the number of nighttime noise
events by a factor of ten.
The U.S. Environmental Protection Agency (EPA) identified DNL as the most appropriate means of evaluat-
ing airport noise based on the following considerations':
The measure should be applicable to the evaluation of pervasive long-term noise in various defined
areas and under various conditions over long periods of time. 7-7
The measure should correlate well with known effects of the noise environment and on individuals
and the public.
The measure should be simple, practical and accurate. In principal, it should be useful for planning
as well as for enforcement or monitoring purposes.
The required measurement equipment, with standard characteristics, should be commercially
available.
The measure should be closely related to existing methods currently in use.
The single measure of noise at a given location should be predictable, within an acceptable toler-
ance, from knowledge of the physical events producing the noise.
The measure should lend itself to small, simple monitors, which can be left unattended in public
areas for long periods of time.
Despite these origins, the lay public often criticizes the use of DNL as not accurately representing communi-
ty annoyance and land use compatibility with aircraft noise. Much of that criticism stems from a lack of
understanding of the measurement or calculation of DNL. One frequent criticism is based on the feeling that
people react more to single noise events than to "meaningless" time -average sound levels. In fact, DNL takes
into account both the noise levels of all individual events occurring during a 24-hour period and the number
of times those events occur. The logarithmic nature of the decibel causes noise levels of the loudest events to
control the 24-hour average, just as they were shown to do in the previous discussion of shorter -term Leqs.
Most federal agencies dealing with noise have formally adopted DNL, though they also encourage the use of
supplemental noise metrics to aid the public in understanding the complex noise environment of an airport.
For example, Massport frequently uses the Sound Exposure Level, maximum sound level, or times above
threshold sound levels to help describe the environments around Hanscom Field and Logan International
Airport. Even so, the Federal Interagency Committee on Noise (FICON), comprised of member agencies
such as the FAA, Department of Defense (DoD), U.S. EPA, Department of Housing and Urban Development
(HUD), National Aeronautics and Space Administration (NASA), Council on Environmental Quality (CEQ),
and the Department of Veterans Affairs, reaffirmed the appropriateness of DNL in 1992. The FICON sum-
mary report stated, "There are no new descriptors or metrics of sufficient scientific standing to substitute for
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MASSACHUSETTS PORT AUTHORITY
APPENDIX
2001 Average Daily Operations and
Noise Exposure by Aircraft Type
MASSACHUSETTS PORT AUTHORITY
Reference Dep. SEL:
15,000 ft. from
Aircraft Brake Release
Group Types (in dB)
Day
DEPARTURES
Night Total
10pm-7am
Partial
EXP
5.1
Reference Arr. SEL:
15,000 ft from
Brake Release
(in dB)
Day
ARRIVALS
Night Total
10pm-7am
Partial
EXP
5.1
1 C500, C501, C560
86.8
2.84
0.16
3.00
93.3
83.1
2.80
0.20
3.00
89.9
2A MU3, C550, C551
91.5
2.13
0.07
2.20
96.0
84.5
2.10
0.11
2.21
89.6
2B T47 (MILITARY)
91.5
0.00
0.00
0.00
0.0
84.5
0.00
0.00
0.00
0.0
3A BE40, LR35 LR55, DA10,50,90 200
90.2
11.83
0.54
12.37
102.6
85.5
11.72
0.69
12.41
98.2
H25-400, 600, 700, 600, WW24, N265-6
3B C-21 (MILITARY)
90.2
0.15
0.00
0.15
82.0
85.5
0.15
0.00
0.15
77.3
4A DA02, N265-80
95.4
0.27
0.01
0.28
91.1
95.9
0.27
0.01
0.28
91.6
4B HU25
95.4
0.00
0.00
0.00
0.0
95.9
0.00
0.00
0.00
0.0
5A LR23, 24, 25, 28, N265-40,-60, AC2,
104.3
0.42
0.03
0.45
102.9
97.4
0.44
0.02
0.46
95.5
5B T-39 (MILITARY)
104.3
0.03
0.00
0.03
89.1
97.4
0.03
0.00
0.03
82.2
6 BAC -111
96.2
0.00
0.00
0.00
0.0
97.0
0.00
0.00
0.00
0.0
7A G2, G3
107.5
1.02
0.06
1.08
109.6
94.9
0.99
0.09
1.08
97.7
7B C20
107.5
0.03
0.00
0.03
92.3
94.9
0.03
0.00
0.03
79.7
8 G4
89.1
2.58
0.17
2.75
95.4
86.3
2.52
0.23
2.75
93.1
9 CL60
86.3
3.10
0.20
3.30
93.4
84.9
3.04
0.26
3.30
92.4
10 CL61
84.0
0.87
0.06
0.93
85.7
85.8
0.85
0.08
0.93
88.0
1 1A UNKNOWN/MISC JETS (G.A.)
99.8
0.04
0.00
0.04
85.8
89.8
0.04
0.00
0.04
75.8
11 B U N KNOWN/M ISC JETS (MIL)
99.8
0.04
0.00
0.04
85.8
89.8
0.04
0.00
0.04
75.8
12 C140 (MILITARY)
95.5
0.00
0.00
0.00
0.0
95.5
0.00
0.00
0.00
0.0
13 C141 (MILITARY)
103.3
0.04
0.00
0.04
89.3
108.0
0.04
0.01
0.05
99.5
14A DC -9
94.8
0.01
0.01
0.02
85.2
91.0
0.02
0.00
0.02
74.0
14B C9, T-4 (MILITARY)
94.8
0.09
0.00
0.09
84.3
91.0
0.09
0.00
0.09
80.5
15A B707
102.6
0.00
0.00
0.00
0.0
104.7
0.00
0.00
0.00
0.0
15B C -5A, KC -185, C137 (MIL)
112.0
0.02
0.00
0.02
95.0
112.1
0.02
0.00
0.02
95.1
16 T-33,37,38, A-10, F1 11 (MIL)
104.3
0.02
0.00
0.02
87.3
97.4
0.02
0.00
0.02
80.4
17A HELICOPTERS (G.A.)
84.6
9.63
0.53
10.16
96.3
84.6
9.51
0.65
10.16
96.6
17B HELICOPTERS (MILITARY)
84.6
0.21
0.00
0.21
77.8
84.6
0.21
0.00
0.21
77.8
18A G 159, CV60 - HVY TU RBOS
94.2
0.00
0.00
0.00
0.0
95.5
0.00
0.00
0.00
0.0
18B C130 - HVY TURBOS (MILITARY)
94.2
0.22
0.00
0.22
87.6
95.5
0.22
0.00
0.22
88.9
19A BE20, 30 - TURBOS
82.8
6.68
0.12
6.80
91.8
81.7
6.65
0.15
6.80
90.8
19B C12, T44, C26 - TURBOS (MIL)
82.8
0.60
0.00
0.60
80.6
81.7
0.59
0.01
0.60
80.1
20A TWIN ENGINE PISTON (G.A.)
82.2
6.62
0.17
6.79
91.4
83.6
6.56
0.23
6.79
93.1
20B TWIN ENGINE PISTON (MIL)
82.2
0.00
0.00
0.00
0.0
83.6
0.00
0.00
0.00
0.0
21 SINGLES - INC. LOCALS (G.A)
76.1
213.74
0.13
213.87
99.4
75.8
213.35
0.54
213.89
99.2
22 WW24, VWV25
90.8
0.78
0.04
0.82
91.5
82.3
0.79
0.02
0.81
82.3
23 FK28
98.8
0.00
0.00
0.00
0.0
95.5
0.00
0.00
0.00
0.0
24 A-4,6, F-14,15,16,18 (MIL)
110.7
0.11
0.00
0.11
101.1
101.5
0.10
0.01
0.11
94.5
25 C525, C650
88.4
1.96
0.08
2.04
92.8
82.4
1.98
0.07
2.05
86.7
26 DA50, DA90
92.0
2.36
0.11
2.47
97.4
87.3
2.38
0.10
2.48
92.6
27 C 58 - TURBO
81.5
0.01
0.00
0.01
61.5
91.2
0.01
0.00
0.01
71.2
28 DC3, C 24 - HVY TWIN PISTONS
94.2
0.00
0.00
0.00
0.0
95.5
0.00
0.00
0.00
0.0
29 AC6T, BE90, PA31 T - TURBOS
74.9
2.96
0.10
3.06
80.9
81.7
2.92
0.15
3.07
88.2
30 SF34 - TURBO
76.9
0.03
0.00
0.03
61.7
83.8
0.03
0.00
0.03
68.6
31 B727 (STAGE 2)
106.4
0.00
0.00
0.00
0.0
95.4
0.00
0.00
0.00
0.0
32 B727 (STAGE 3)
98.8
0.15
0.10
0.25
99.4
94.2
0.14
0.12
0.26
95.5
33 BEST, ND26 - TURBOS
82.8
0.01
0.00
0.01
62.8
85.2
0.01
0.00
0.01
65.2
34 B737
98.2
0.09
0.03
0.12
94.1
91.3
0.09
0.04
0.13
88.2
35 DI -18
74.9
8.72
0.17
8.89
85.1
85.1
8.52
0.36
8.88
95.9
36 A320, A319
86.7
0.00
0.00
0.00
0.0
91.5
0.00
0.00
0.00
0.0
37 GLEX
86.4
0.16
0.01
0.17
80.5
88.8
0.16
0.01
0.17
82.9
TOTALS
CIVILIAN W/O SINGLES
65.27
2.77
68.04
112.3
64.54
3.59
68.13
106.3
CIVILIAN W/SINGLES
279.01
2.90
281.91
112.5
277.89
4.13
282.02
107.1
MILITARY
1.56
0.00
1.56
103.3
1.54
0.03
1.57
102.2
TOTAL W/O SINGLES
66.83
2.77
69.60
112.8
66.08
3.62
69.70
107.7
TOTAL W/SINGLES
1280.57
2.90
283.47
113.01
279.43
4.16
283.59
108.3
MASSACHUSETTS PORT AUTHORITY
APPENDIX
1999 through 2001 Measured Ldn (dBA)
at
Hanscom Noise Monitoring Sites
MASSACHUSETTS PORT AUTHORITY
RMS
Location
Hanscom Sites
ID
Description
Noise Summary
Feb'00
Mar'00
Apr'00
May'00
Jun'00
Jul'00
Aug'00
Sep'00
Oct'00
Nov'00
Dec'00
2000
Measured Ldn (dBA)
31
Concord Localizer
67.6
65.9
66.3
66.0
RMS Location
65.5
65.8
65.9
66.8
67.9
66.9
65.2
66.5
32
Bedford Localizer
62.5
62.9
ID Description
Jan'99
Feb'99
Mar'99
Apr'99 May'99
Jun'99
Jul'99
Aug'99
Sep'99
Oct'99
Nov'99
Dec'99
1999
Month
31 Concord Localizer
65.4
66.0
68.6
67.1 65.3
65.5
65.0
66.5
67.8
70.1
68.9
67.7
67.3
32 Bedford Localizer
62.9
62.5
64.9
63.9 62.8
63.6
64.5
63.3
63.6
63.5
64.9
63.6
63.8
33 Lincoln --Brooks Rd
54.7
55.2
56.4
55.8 55.9
56.3
56.1
57.8
57.5
56.7
55.9
55.0
56.2
34 Bedford-- DeAngel o
58.5
58.4
59.4
59.1 59.4
60.2
60.2
61.6
59.5
59.8
59.7
58.7
59.6
35 Lexington --Preston
59.3
59.3
60.1
60.4 59.4
58.3
59.3
59.9
59.8
60.9
61.4
60.7
60.0
36 Concord Wastewater
61.3
62.4
62.6
62.1 62.0
62.0
63.0
63.5
64.1
64.3
64.2
64.2
63.1
RMS
Location
ID
Description
Jan'00
Feb'00
Mar'00
Apr'00
May'00
Jun'00
Jul'00
Aug'00
Sep'00
Oct'00
Nov'00
Dec'00
2000
Month
31
Concord Localizer
67.6
65.9
66.3
66.0
66.8
65.5
65.8
65.9
66.8
67.9
66.9
65.2
66.5
32
Bedford Localizer
62.5
62.9
64.5
63.8
66.5
63.0
62.6
64.8
63.9
66.0
66.6
64.4
64.5
33
Lincoln --Brooks Rd
54.6
54.9
56.1
56.4
56.2
57.8
55.8
56.0
55.7
54.7
54.8
54.6
55.7
34
Bedford-- DeAngel o
58.8
58.7
59.7
60.4
59.8
60.3
60.4
60.2
59.8
59.9
59.9
58.6
59.7
35
Lexington --Preston
59.7
59.3
60.5
60.6
60.1
59.4
58.8
60.2
60.7
61.1
61.1
60.7
60.2
36 lConcord Wastewater 1
63.3
63.3
63.6
63.3
63.1
63.3
62.2
61.8
62.5
62.8
62.3
62.1
62.8
RMS Location
YTD
ID
Description
Jan'01
Feb'01
Mar'01
Apr'01
May'01
Jun'01
Jul'01
Aug'01
Sep'01
Oct'01
Nov'01
Dec'01
2001
Month
31
Concord Localizer
65.4
65.3
66.7
66.9
64.5
65.6
66.5
65.1
64.4
66.8
67.7
66.2
66.0
32
Bedford Localizer
63.0
64.2
65.3
66.5
64.4
63.6
62.5
65.2
63.8
63.9
66.4
64.3
64.6
33
Lincoln --Brooks Rd
52.9
53.2
54.3
55.9
57.5
56.7
56.2
58.1
55.5
54.0
54.4
54.6
55.6
34
Bedford-- DeAngel o
57.8
58.1
58.0
60.5
60.3
60.8
60.4
61.5
60.8
60.5
61.4
62.8
60.5
35
Lexington --Preston
59.8
60.2
60.6
60.0
59.9
59.1
59.0
58.9
59.0
60.1
60.5
59.8
59.8
36
Concord Wastewater
59.8
61.6
62.2
63.4
61.6
62.0
61.7
62.1
61.9
62.1
62.1
63.7
62.1
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