References

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References

* Compiled by Navy using 1990 census. Impacts are believed to be higher in 2003-04

** See 40 CFR 1508.20 & 23 CFR 771.105 (d)
Mitigation measures would be eligible for federal funding if;

1. The impact for which the mitigation was proposed actually resulted from the project

2. The proposed mitigation represented a reasonable public expenditure, considering, among other thing, the extent to which the proposed measures would assist in complying with a Federal statute, Executive order, or other Administration regulation or policy.

Sec. 1508.20 Mitigation. "Mitigation" includes:

(a)

(b)

(c)

(d)

(e) Avoiding the impact altogether by not taking a certain action or parts of an action.
Minimizing impacts by limiting the degree or magnitude of the action and its implementation.
Rectifying the impact by repairing, rehabilitating, or restoring the affected environment.
Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action.
Compensating for the impact by replacing or providing substitute resources or environments.

Exhibit 1
Status of Maps and Programs * Through FY 2002 / Summary of Part 150 Program Activity:

Total airports participating in the program: 253 Noise Compatibility Programs approved (first-time): 209

Airports with AIP grants for Part 150 studies: 233 Revised or Amended Noise Compatibility Programs approved: 66

Total AIP funds through FY 2002:
Committed to preparing Part 150 studies: $61,372,572
Part 150 implementation (noise projects):
$3,319,566,647

Only AIP planning figures are used for the state-by-state listings. Note that multiple NEMs and NCPs may mean that multiple grants have been issued. These separate grant amounts are totalled into a single sum at the beginning of the new fiscal year reporting.

Total approved PFC impose or use through FY 2002:
PFC noise planning studies: $10,417,153
PFC noise projects: $2,421,253,266

PFC planning figures not reflected in detailed state-by-state listings.

* This listing is for general information purposes only. For specific information about a study, contact APP-600 at (202) 267-3263 or APP-500 at (202) 267-3831 for Part 150 grants. For more information on the FAR Part 150 Airport Noise Compatibility Planning Program, contact the APP-600 at the number listed above. Part 150 Model Federal Register Notices (Every attempt is made to be as accurate as possible. 100 percent accuracy is not guaranteed.)

Exhibit 2

Wyle Research Report WR 89-7 prepared for Navy and FAA, pg 2-3 (See website file)

"Noise intrusion from aircraft activities is perceived as more disturbing than other kinds of noise because of two characteristics. Unlike many other community noise sources which tend to be fairly constant, aircraft noise consists of sporadic individual noise events with a distinct rise and fall pattern. People do not, in general respond to these events as just another component of the "background noise of their day-t0-day lives. Each individual flyover event remains recognizable and disturbing. "

Other related comments

"The second quality that makes aircraft noise more intrusive is its higher level, or loudness. The noise level experienced at a particular dwelling will depend on its location relative to the aircraft flight paths and the mode of ongoing aircraft operations (arrival and departures)"

"Most of the sound energy from aircraft operations is found at lower frequencies. (500 Hz) It can be heard well enough to be a problem and it causes disturbing structural vibrations in a dwelling"

Low frequency noise penetrates walls, roofs, doors and windows much more efficiently than does high frequency noise. Higher frequencies (above 1000 Hz), however are carried through cracks and vents better.

Existing Noise Reduction pg. 3-19 Wyle 89-7 continued (The requirement for special acoustics in contrast to city building codes reveals the need for a Part 150 noise abatement program. Here is one illustration stipulated by the Navy's noise experts.

"Standard single-pane windows, even with storm assemblies, do not normally reduce aircraft noise to the recommended interior levels"

"Double-pane thermal windows, used in newer homes and installed as improvements to older homes, do not substantially improve the transmission loss characteristics. Thermal windows are ineffective for reducing sound because the air gap between the panes is to narrow"

Note that glass panes "must be spaced at least 2 inches so they vibrate independently of one another. Most dual-pane thermal windows provide less than ½ spacing so the two panes are coupled together acoustically and vibrate as one"

Low flying aircraft with high noise levels such as the F-18 require special and comprehensive construction elements such as the wide-ranging sound insulation methodologies found on FAA Part 150 noise abatement initiatives for impacted cities.

** See 40 CFR 1508.20 & 23 CFR 771.105 (d) Mitigation measures would be eligible for federal funding if;
1.	The impact for which the mitigation was proposed actually resulted from the project
2.	The proposed mitigation represented a reasonable public expenditure, considering, among other thing, the extent to which the proposed measures would assist in complying with a Federal statute, Executive order, or other Administration regulation or policy.
	Sec. 1508.20 Mitigation. "Mitigation" includes:
	(a) (b) (c) (d) (e)	Avoiding the impact altogether by not taking a certain action or parts of an action. Minimizing impacts by limiting the degree or magnitude of the action and its implementation. Rectifying the impact by repairing, rehabilitating, or restoring the affected environment. Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action. Compensating for the impact by replacing or providing substitute resources or environments.

Total airports participating in the program: 253	Noise Compatibility Programs approved (first-time): 209
Airports with AIP grants for Part 150 studies: 233	Revised or Amended Noise Compatibility Programs approved: 66
Total AIP funds through FY 2002: Committed to preparing Part 150 studies: $61,372,572 Part 150 implementation (noise projects): $3,319,566,647 Only AIP planning figures are used for the state-by-state listings. Note that multiple NEMs and NCPs may mean that multiple grants have been issued. These separate grant amounts are totalled into a single sum at the beginning of the new fiscal year reporting.	Total approved PFC impose or use through FY 2002: PFC noise planning studies: $10,417,153 PFC noise projects: $2,421,253,266 PFC planning figures not reflected in detailed state-by-state listings.
* This listing is for general information purposes only. For specific information about a study, contact APP-600 at (202) 267-3263 or APP-500 at (202) 267-3831 for Part 150 grants. For more information on the FAR Part 150 Airport Noise Compatibility Planning Program, contact the APP-600 at the number listed above. Part 150 Model Federal Register Notices (Every attempt is made to be as accurate as possible. 100 percent accuracy is not guaranteed.)

Wyle Research Report WR 89-7 prepared for Navy and FAA, pg 2-3 (See website file) "Noise intrusion from aircraft activities is perceived as more disturbing than other kinds of noise because of two characteristics. Unlike many other community noise sources which tend to be fairly constant, aircraft noise consists of sporadic individual noise events with a distinct rise and fall pattern. People do not, in general respond to these events as just another component of the "background noise of their day-t0-day lives. Each individual flyover event remains recognizable and disturbing. " Other related comments "The second quality that makes aircraft noise more intrusive is its higher level, or loudness. The noise level experienced at a particular dwelling will depend on its location relative to the aircraft flight paths and the mode of ongoing aircraft operations (arrival and departures)" "Most of the sound energy from aircraft operations is found at lower frequencies. (500 Hz) It can be heard well enough to be a problem and it causes disturbing structural vibrations in a dwelling" Low frequency noise penetrates walls, roofs, doors and windows much more efficiently than does high frequency noise. Higher frequencies (above 1000 Hz), however are carried through cracks and vents better. Existing Noise Reduction pg. 3-19 Wyle 89-7 continued (The requirement for special acoustics in contrast to city building codes reveals the need for a Part 150 noise abatement program. Here is one illustration stipulated by the Navy's noise experts. "Standard single-pane windows, even with storm assemblies, do not normally reduce aircraft noise to the recommended interior levels" "Double-pane thermal windows, used in newer homes and installed as improvements to older homes, do not substantially improve the transmission loss characteristics. Thermal windows are ineffective for reducing sound because the air gap between the panes is to narrow" Note that glass panes "must be spaced at least 2 inches so they vibrate independently of one another. Most dual-pane thermal windows provide less than ½ spacing so the two panes are coupled together acoustically and vibrate as one" Low flying aircraft with high noise levels such as the F-18 require special and comprehensive construction elements such as the wide-ranging sound insulation methodologies found on FAA Part 150 noise abatement initiatives for impacted cities.