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HomeMy WebLinkAbout5-82 RESOLUTIONRESOLUTION NO. A RESOLUTION AUTHORIZING THE MAYOR AND CITY CLERK TO EXECUTE AN AMENDMENT TO THE CITY' S GRANT AGREEMENT WITH THE FEDERAL AVIATION ADMINISTRATION FOR AN AIRPORT MASTER PLAN TO INCLUDE A NOISE IMPACT AND MITIGATION ANALYSIS OF AIRCRAFT RUN-UP OPERATIONS AT DRAKE FIELD. BE IT RESOLVED BY THE BOARD OF DIRECTORS OF THE CITY OF FAYETTEVILLE, ARKANSAS: That the Mayor and City Clerk are hereby authorized and directed to execute an amendment to the City's grant agreement with the Federal Aviation Administration for an airport master plan study to include a noise impact and mitigation analysis of aircraft run-up operations at Drake Field. A copy of the grant amendment authorized for execution hereby is attached hereto, marked Exhibit "A", and made a part hereof. PASSED AND APPROVED this 5 -1 -PA -day of}vyy (, 1982. APPROVED: 4•- AM ISHATTEST:47n 4.0 41 4:$1"4 ;1 gat, J G�L% illice/ MAYOR AMENDMENT TO AGREEMENT FOR ENGINEERING SERVICES This Agreement entered into as of this 6 day of January., 1982, amends the Agreement for Engineering Services, executed August 8, 1980, between the City of Fayetteville, Arkansas and McClelland Consulting Engineers, Inc. Purpose. The purpose of this Amendment is to expand the Engineering Services to include a noise impact and mitigation analysis of air- craft run-up operations at Drake Field. All provisions of the original Agreement shall remain unchanged except as specifically provided for herein. Scope of Services. The scope of the services to be performed by. the Engineer is hereby expanded to also include the services specifically indicated in Appendix A - Scope of Services, attached hereto and incorporated by reference herein. Compensation for Engineering Services. It is agreed that the com- pensation to be paid to the Engineer shall be increased by the amount 9f fifteen thousand dollars ($15,000), as a result of the additional services included in this Amendment. The amended total compensation, excluding that for any Additional Engineering Services as provided for in the Contract, is therefore sixty-nine thousand, three hundred eighty-eight dollars ($69,388). IN WITNESS WHEREOF, the parties hereto have executed, or caused to be executed by their duly authorized officials, this Agreement in duplicate on the date heretofore stated. • 4 • ' (SEAL) • ATTEST: /j By...,•,{,a- 76/ OWNER: CITY 0FAYET�TEEVV'ILLLE By l% /cc t / Dti ZG Typed Name Sherry Rowe Typed Name Paul Noland Title City Clerk Title Mayor (SEAL) ENGINEER: ATTEST: McCLELLAND CQNSULTING ENGINEERS, INC. Typed Name Charles McLaughlin /Tyd Name J. E. McClelland Title Acting Secretary -Treasurer `Title President APPENDIX A SCOPE OF SERVICES NOISE IMPACT ANALYSIS AND NOISE MITIGATION ANALYSIS FOR RUN-UP OPERATIONS AT DRAKE FIELD Fayetteville, Arkansas INTRODUCTION The purpose of this Scope of Services is to present the technical approach and description of work to be accomplished by the team of BRAUN BINION BARNARD, Inc. and VINCENT MESTRE ASSOCIATES. This work scope has been specifically designed to meet the needs and requirements of the City of Fayetteville relative to noise problems associated with the maintenance run -ups of turbdprop aircraft at Drake Field. This study has been designed to serve the immediate or short-term need to determine the need for and implementation of noise control activities at Drake Field. In order to better understand the Scope of Services presented here, a discussion of the airport noise problem and our approach to this problem is warranted. First of all, the basic approach is to first define the noise environment, i.e., quantitatively describe the actual noise levels in the community in terms of human response to. noise. This must be done for both the run -ups and normal operations at Drake Field. This information is used to determine the magnitude of the noise problem and properly put the run-up noise in perspective relative to other operations at Drake Field. Once the magnitude of the run-up problem has been properly assessed, a design goal will be established relative to accepted standards for community noise. Finally, using specific data collected at Drake Field, noise mitigation alternatives will be evaluated. It is essential that an evaluation of mitigation alternatives be done using the specific frequency characteristics of the noise generated by run-up operations at Drake Field. The sound measurements employed here will be done both in terms of the commonly used A -weighted decibel (for assess- ment of noise. impacts on people) and octave band sound pressure levels (for determining frequency components of the sound to evaluate mitigation performance). The format of this Scope of Services is based on three major elements, including: Element One/DATA COLLECTION AND MEASUREMENTS Element Two/EXISTING NOISE DESCRIPTION AT DRAKE FIELD Element Three/EVALUATE MITIGATION ALTERNATIVES These elements are divided into various tasks, each of which are described in detail in the following section. :1 • 5 • Element One/DATA COLLECTION AND MEASUREMENTS Element One is divided into three tasks, the purpose of which is to provide the data base through which the noise assessment and mitigation evaluation will be carried out. Operational information, community liaison, and interface with the City of Fayetteville will be done through the firm of BRAUN BINION BARNARD, Inc. The field noise measurements will be designed by and implemented by the firm of VINCENT MESTRE ASSOCIATES. Task A Collect Operational Data. This task will focus on an operational data base for the run-up operations and airport opera- tions, identifying theaircraft mix and flight utilization and including an analysis of flight procedures and aircraft profiles specific to Drake Field. Sources of information include aircraft schedules, airport management, air traffic control personnel, air- line personnel (chief pilot and performance engineer), and ground observations during the measurement survey. Data needed to generate existing noise contours include number of current opera- tions of aircraft, aircraft fleet mix, flight tracks, flight profiles and typical operational procedures. These data will be used to develop an .existing Day Night Noise Level (Ldn) noise contour for Drake Field. Run-up operations data that needs to be collected includes number and times of run -ups, including run-up duration and engine power settings. Information concerning orientation of the aircraft during run-up, propeller feathering, and number of engines run-up at one time is also required. During this task of the program, noise complaint data will also be collected for analysis relative to the noise measurements. It is always important in any community noise problem to correlate noise complaints with the noise sources in order to fully understand the extent of the problem and to ensure proper evaluation of noise mitigation alternatives. Task B. Conduct Initial Public Information Meeting. To commence the study effort, a public information meeting will be held to solicit the cooperation of airport neighbors during the noise study. At this time, specific problem areas in need of measurement will be identified. The Consultant will be responsible for conducting the meeting, reviewing the scope of the project, and responding to any technical and professional questions and concerns. In addition, the airport and City of Fayetteville personnel will'play prominent roles in this meeting, to assure coordination and that mutual interests and efforts are clarified. • • • • 4C.. Task C. Measure A -Weighted Noise Levels. The purpose of the A -weighted noise levels is to determine the noise levels in the community and at the source in terms that can be directly related to community noise standards. The A -weighted decibel is a noise metric which accounts for the frequency response of the human ear and corresponds well with peoples perception of relative loudness. Community noise standards published by the Department of Transpor- tation, Environmental Protection Agency, and Department of Housing and UrbanDevelopmentare in terms of noise metrics based on the A -weighted decibel. Included in these measurements will be measures of the maximum noise level (Lmax), Equivalent Noise Level (Leg) and Sound Exposure Level (SEL). The latter metrics will be used for determining the Day Night Noise Levels (Ldn). Measurements will be made near the aircraft during run -ups the sensitive residential area where noise complaints have In the residential area,measurements will be made of both and approaching and departing aircraft. The run-up measurement sequence will include measurements surrounding the aircraft during engine run -ups. This will be done to determine the directionality of the noise. Measurements will be completed on a common radius at a minimum of eight locations around the aircraft. This will be done for a minimum of two run-up sequences. and in occurred. run -ups The noise measurements in the residential area will include measurements of the maximum A -weighted noise levels, Sound Exposure Levels, and Equivalent Noise Levels for both run-up. operations and aircraft arrivals and departures. Measurements will be made at ten locations. At two of these receptor sites, the specific sites to be determined in the field, an octave band analysis will be conducted for purposes of clarity, consistency and coordination. Indigenous noise levels will be ascertained in this process. The meaStrements described above will be used to determine the extent of the noise problem, i.e., whether there is exceedance of accepted noise standards, and if there is exceedance, the extent to which the standards are exceeded. The difference between noise levels measured at the aircraft and that measured in the field is the existing "field insertion loss". The goal of the mitigation anaylsis will be to improve the field insertion loss. Meteorological data will be gathered from the Flight Service Station and on-site observation. This data will be recorded and documented and included in the final report noting the findings and recommendations of this study. 3 • • Task D. Measure the Freauency Characteristics of the Run-up Noise. The frequency components of the run-up noise will be determined at the same measurement sequence as the noise measurements described in Task B. These frequency measurements will be made by measuring the octave band sound pressure level in each of the ten octave bands centered from 31.5 Hertz to 16,000 Hertz. The frequency data is essential for the proper evaluation of mitigation alternatives relative to the run-up noise. Without knowing the frequency content of the sound, the performance of a given mitigation alternative cannot be reliably estimated. For example, a noise barrier such as a block wall reduces high frequency noise much better than itdoes very low frequency noise. In order to predict how well a noise barrier will reduce noise from a given source, the frequency of the noise source' must be known. The A -weighted decibel, while good for predicting peoples response to noise, combines all frequencies into a single number rating of loudness weighted for human hearing and does not provide any insight into the frequency of the measured sound. For this reason, octave band frequency measurements are proposed here in addition to the A -weighted noise level measurements. Element Two/EXISTING NOISE DESCRIPTION AT DRAKE FIELD Element Two is divided into three tasks, which are designed to produce noise contours for Drake Field. Run-up noise contours will be produced and an existing noise contour for all aircraft operations at Drake Field will be produced. These contours, when compared to the surrounding land uses, will provide the assessment of Drake Field operations impact on the surrounding area. This assessment will be done separately for the run-up operations and other airfield operations. Task A. Develop Ldn and Lmax Noise Contours for Run-up Operations. Utilizing the noise measurement data collected in Element One, noise contdurs for the run-up operations will be constructed. These contours will include directional characteristics of run-up noise propagation, topographic barrier effects, building shielding effects, and any other relevant physical factors observed during the test sequence. Noise contours will be drawn for both the maximum noise levels observed and the Day Night Noise Level computed from the measurement data. Task B. Develop Ldn Noise Contours For Existing Operations at Drake Field. Utilizing the Federal Aviation Administration's Integrated Noise Model (INm) Version 2.7, existing aircraft operations at Drake Field will be modeled. The noise contours that will be Plotted include the 60, 65, and 70 Ldn noise contours. The INM is • a large computer program written in FORTRAN for which VINCENT MESTRE ASSOCIATES has developed a preprocessor program which operates on in-house computing systems. This INM file generator develops and checks for coding errors in the INM data file prior to sending and launching the INM. The INM model is remotely run on the United Computing Systems Cyber 6600 computing network. Plots of the noise contours are generated automatically on a CalComp Digital Plotter. Task C. Determine Relative Impacts of Run-up Noise on Sensitive Land Uses. Using the noise contours developed in Tasks A and B above, the land uses impacted by Drake Field operations and in particular those impacted by run-up operations will be identified. Land use information necessary for the impact anaylsis will be developed. The result of this anaylsis will be the quantified measure of land use areas that are impacted and the extent to which they are impacted, and the relative impacts of run -ups versus other airport operations. Existing land use in the vicinity of the airport will be inventoried and mapped. The types of land uses to be mapped include residential, commerical, industrial, public and agricultural uses. Noise sensitive uses/areas will be specifically identified. In addition, natural characteristics which will impact development and planning in and off airport property will be identified, including such elements as flood plains, natural areas, topographic characteristics and other unique features. Key transportation routes and public utilities or right-of-way will be identified. Element Three/EVALUATE MITIGATION ALTERNATIVES The purpose here is to evaluate alternative methods of mitigating noise impacts identified with the run-up operations. Each alternative will be examined in terms of noise reduction performance (improved field insertion loss), feasibility, and implemel>tation. Those measures which may have great potential for noise reduction which might prove to be uneconomical will be discussed in terms of economic impact as well as noise reduction potential. Task A Evaluate Alternative Methods of Mitigating Run-up Operation Noise Impacts. The mitigation alternative will be evaluated in detail relative to their noise reduction performance. Where applicable and appropriate, conceptual design parameters or characteristics, including height, length, location, and material of construction, will be noted. The following list of mitigation alternatives has been prepared to demonstrate the analysis technique that will be used .to evaluate the various mitigation methods. 5 1. Noise Barriers. Noise barriers can act as effective mechanisms for noise control. A noise barrier can consist of_solid walls, earthen berms, or building structures. The key characteristics of a noise barrier'are that the noise barrier be solid with no holes or cracks, sufficient density to prevent sound transmission through the barrier, and most important that the barrier be high enough to block "line of sight" between the source and the receiver. The noise reduction characteristics of a noise barrier are dependent, on the frequency characteristics of the sound. Low frequency sound is not attenuated by barriers nearly as well as high frequency sounds. For aircraft noise this means that barriers are good at reducing the high pitched noise assiciated with turbo machinery and fan inlet noise while being considerably less effective with the low frequency combustion and exhaust noise. Because of the dependence of barrier noise reduction on frequency characteristics of the sound, this work scope has been carefully designed to include measurements of the frequency characteristics of the run-up noise at Drake Field. VINCENT MESTRE ASSOCIATES has developed computer programs which compute noise reduction of barriers based on the frequency characteristics of the source. This involves computing the Fresnel Number for each frequency and com- puting the noise reduction in that frequency band. Once the noise reduction for each frequency is known, the total A -weighted noise level can be computed and compared to the A -weighted noise level without the barrier. This difference, or improvement in Field Insertion Loss, forms the basis for determining if the noise barriers can significantly improve the noise environment at Drake Field. Noise barriers of three types will be considered in this work effort. These are barriers located adjacent to the run-up area, barriers at the border of the residential area, and the use of buildings and structures as noise barriers. All three types have been used at various airports to solve ground operation noise problems. .2. Noise Enclosures. Sometimes called hush houses, noise enclosures have been effectively used to reduce ground run-up noise levels. These facilities are quite complex to design properly to ensure operator safety, noise reduction, and long life. While hush houses represent the most effective means of noise control, the cost may be prohibitive. Therefore, included in the analysis of noise enclosures will be estimates of relative cost for such devices. Noise enclosures have been built for use with business jet aircraft. The military has developed noise enclosures for propeller driven aircraft as well as jet aircraft. The major advantage of a hush house is the ability to reduce inlet noise, prop noise, and exhaust noise simultaneously. The major disadvantage is cost. 6 3. Noise Suppressors. Noise suppressors have a very high potential for reducing run-up noise at Drake Field. Noise suppressors are devices that are located aft of the engine and reduce noise associated with the exhaust gases. Such devices can be nothing more than simple flow separators which take a narrow high speed flow of exhaust gas and divide the flow into several larger area slower moving air streams. This reduction in flow velocity can result in radical noise reductions. Noise suppressors can also include sound absorptive and tuned resonator characteristics which can act as exhaust "mufflers".' Noise suppressors can only be used on the exhaust stream of propeller driven aircraft and therefore, cannot reduce inlet noise or propeller noise. For this reason it is of critical importance that the noise measurements include frequency measurements so that the noise problem can be identified in terms of exhaust noise, propeller noise, inlet noise, or turbo machinery noise. Certainly, noise suppressors cannot be used to reduce propeller noise. 4. Modified Testing Schedules. Noise control through midification of test schedules can be considered as a last resort method of relieving community noise problems. This can mean that tests are delayed or confined to certain operating periods. While this amounts to a severe restriction on the operator, it serves as a basis for comparing noise reduction achieved through schedule restrictions versus other mechanisms described herein. 5. Aircraft Reorientation During Run -ups. During the run-up operations, the noise as a function of direction from the aircraft varies There exists the potential to utilize this fact, perhaps with another control mechanism, to achieve substantial noise reduction. During the measurement phase of the scope of services, measurements at several locations located on a redius around the aircraft are proposed. These data will be used to determine if aircraft orientation can be used to reduce noise due to run-up operatiors. 6. Run-up Relocation. Run-up relocation will be evaluated in terms of noise reductions that can be achieved by moving run-up operations to other locations on the airfield. Moving the run-up locations can take advantage of increased distance to the residential area or to take advantage of some building or structure which can act as a noise barrier. Movement of run -ups to increase distance between the source and the receiver is not a likely candidate for successful noise reduction. For every doubling of distance between the source and the receiver, a 6 dB noise reduction will occur. Since the homes in question are already quite some distance away, this distance doubled would locate the run -ups very far from its current location while achieving only a 6 dB noise reduction. • Task B. Develop Document on Noise Study. The Consultant will develop a findings and recommendations document utilizing the output from the tasks described above for the short-term noise study. Findings of this evaluation will be documented, explained in easily understandable terms. Twenty copies of this document will be furnished the Sponsor. Task C. Conduct Public Information Meeting. A public information meeting will be conducted to present the various proposals and recommendations of the Noise Study. Presentation material will be prepared which adequately illustrates and which will be directed toward assuring an understanding of the study findings on the part of the public. NOISE MEASUREMENT EQUIPMENT In-house noise measurement instrumentation includes computer automated 24-hour measurements. VINCENT MESTRE ASSOCIATES utilizes its Digital. Acoustics Model 607P Version 3 Portable Noise Data Acquisition System, and/or our BBN model 614 Portable Noise Monitor System. These instruments calculate both single event and 24-hour noise levels, and their automatic calculations reduce the time required for data reduction. The Digital Acoustics instrumentation is the latest and most sophisticated noise monitor, for ;reasuring community noise. The Version 3 incorporates dual microprocessors and the capability of measuring the energy content of very short duration high noise level sounds with extremely high accuracy. For measuring the frequency characteristics of a noise source, a General Radio 1933 Sound Level Analyzer with built in octave band filters will be utilized. All the equipment identified above satisfy American National Standards Institute (ANSI) standards for Type 1 noise measurement instrumen- tation with calibration traceable to the National Bureau of Standards. 8 • • United States of America Department of Transportation FEDERAL AVIATION ADMINISTRATION Bethany, Oklahoma 73008 • Page 1 of 2 Pages Contract No. DOT FA 81 SW -8350 Drake Field Airport Fayetteville, Arkansas AMENDPIENT NO. 1 TO GRANT AGREEMENT FOR PROJECT NO. 6-05-0020-11 IT IS AGREED that the project work description for this project is hereby revised to read as follows: Pave access taxiway (approximately 40'x1250'); construct air- craft parking apron (approximately 20,600 SY); and develop a noise study. The following special conditions .are added to and made a part of the Grant Agreement: 14. Sponsor agrees that the noise study be conducted as outlined in the work scope submitted and approved by FAA on December 21, 1981. 15. Sponsor agrees to provide the following: a. Final Report (5 copies) b. Draft Report (5 copies) c. Progress Reports (monthly). Executed this -.J ''day of L—} r, tli*;4_i, 1982. it (SEAL) //2 Attest: i Attest: .NCIZ-{i_(V '>/i" Title City 'Clerk Department of Transportation UNITED STATES OF AMERICA FEDERAL AVIATION ADMINISTRATION Bob A. Smith, Chief, Oklahoma City Airports Title District Office, FAA, Southwest Region City of Fayetteville, Arkansas By Title 7-1 1 (t i . 1., :'!- ..?/(-67.V(/ Mayor • • • e Page 2 of 2 Pages CERTIFICATE OF SPONSOR'S ATTORNEY, submitted pursuant to Section 16(h) of the Airport and Airway Development Act of 1970, as amended. I, acting as Attorney for the City of Fayetteville, Arkansas, do hereby certify that I have examined the foregoing Amendment to Grant Agreement and the proceedings taken by said Sponsor relating thereto, and find that the acceptance thereof by said Sponsor has been duly authorized and that the execution thereof is in all respects due and proper and in accordance with the laws of the State of Arkansas and the regulations, and further that, in my opinion, said Amendment to Grant Agreement constitutes a legal and binding obligation of the Sponsor in accordance with the terms thereof. Dated at Fayetteville, Arkansas this day of``_� L, yj ;.../ ,. 1982. 17 n/744, 6 /L City Attorney