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This Noise Analysis is separate and independent from the Environmental Impact Statement (EIS) process initiated by the FAA for a proposed runway project on January 19, 2005. 70 FR 3095 (January 19, 2005). The 2004 Map was previously provided for public review during the scoping process for the above EIS. The 2005 Map derives from noise analysis conducted for the above EIS.
The purpose of this Noise is to notify Federal, State, local government agencies, and the public about the availability of the Noise Analysis and the opportunity for review and comment. The FAA is also announcing the availability of the Noise Analysis in major local newspapers in the vicinity of FLL.
Fort Lauderdale-Hollywood International Airport (FLL) is owned and operated by, and lies within, Broward County, Florida. The cities of Dania Beach, Hollywood, Davie, and Fort Lauderdale and adjacent, or in close proximity, to the airport. The airport is bordered by Interstate 595 to the north, Griffin Road to the south, U.S. Route 1 to the east and Interstate 95 to the west.
In 1989, FAA accepted Noise Exposure Maps (NEMs) submitted by Broward County for FLL. FAA also received and approved a Noise Compatibility Program (NCP) for FLL pursuant to 49 U.S.C. 47501
Pursuant to FAA Order 8400.9, National Safety and Operational Criteria for Runway Use Programs, and FAA order 7110.65M, “Air Traffic Control”, Pilot/Controller Glossary, a runway use program is a runway selection plan designed to enhance noise abatement efforts. The Air Traffic Service (now “Air Traffic Operations”) administers
In 1995, Broward County submitted revised NEMs and a revised NCP for FLL. The NCP included a recommendation to continue the informal runway use program. FAA approved continuation of the informal runway use program as a voluntary measure. About 10 years later, by letter dated June 23, 2005, FAA advised Broward County that air traffic had recently increased to levels that periodically exceeded the capacity of the noise abatement runway, 9L/27R, resulting in delays affecting the national airspace system. FAA announced that the non-preferred runways would experience an increase in use when the capacity of the preferred runway was exceeded in the future. The June 23, 2005, letter expressly noted that FAA was not proposing to change the informal runway use program; however, when demand for the preferred runway exceeded its capacity, FAA would make use of all available runways. Prior to June 23, 2005, occasionally Runway 13/31, and more frequently Runway 9L/27R, were made available for use by turbojet aircraft in some situations. The County specifically agreed to allow use of Runway 13/31 when Runway 9L/27R was being resurfaced and to allow use of both Runway 13/31 and 9R/27L between three and four hours per year during air-shows. In addition, Runway 13/31 was used by turbojet aircraft during aircraft emergencies, crosswind conditions, and severe weather conditions. In recent years Runway 9R/27L has been used for turbojet aircraft on a limited basis, during peak demand hours.
Runway use at FLL since June 23, 2005, can generally be described as follows: In the early part of the day, air carrier and turbojet traffic primarily consists of arrivals, with relatively few departures. The capacity of the preferred runway is typically not exceeded during this period. As the day progresses, the number of air carrier and turbojet arrivals progressively increases while air carrier and turbojet departures significantly increases and the capacity of 9R/27L may be exceeded. It is at this point that runway 9R/27L is utilized to alleviate departure and/or arrival backlog that runway 9L/27R cannot accommodate. Occasionally, the crosswind runway must be tactically used to alleviate departure and/or arrival baggage. This permits ATO to reduce the departure/arrival backlog more quickly and allows the airport to return to operating on the parallel runways. Typically, in the latter part of the day/evening, the air carrier and turbojet traffic levels off and the preferred runway is eventually able to handle the air carrier and turbojet traffic demand. As shown in the runway and utilization data described in this Request for Public Comment, the change in use of runway 13/31 following June 23, 2005, has been minor and did not change the noise contour. Setting aside the proposed runway development that is the subject of the current EIS, FAA does not anticipate any major changes in future runway utilization unless there is a major change at the airport (
This Noise Analysis discloses the noise impacts at FLL during a 12-month period from July 2003 to June 2004 and a 12-month period from April 2005 to March 2006. The Noise Analysis includes two maps that identify land uses in areas surrounding FLL that experience noise levels of 65, 70 and 75 DNL dB or greater. The noise contours are superimposed over the land uses. The 2004 and 2005 maps are available on FAA's Web site, as noted below.
The first map represents the noise conditions at FLL for the 12-month period from July 2003 through June 2004 (the 2004 map: See
Each map was generated using FAA's Integrated Noise Model (INM) Version 6.1. Inputs to the INM include the runway length and direction, number of aircraft operations (the landing or take-off of an aircraft is considered one “operation”) during the period evaluated, the types of aircraft flown, the time of day when they were flown, how frequently each runway was used for arriving and departing aircraft, the routes of flight used to and from the runways (flight tracks), and ground runup activity. The INM calculates noise exposure for the area around the airport and outputs contours of equal noise exposure. The same flight tracks were used in preparing both maps because no change in the flight tracks occurred during the relevant period.
Aircraft types and times of operations were determined using Official Airline Guide (OAG) data, landing fee reports for the relevant periods, and the Airports Noise and Operations Management System (ANOMS) data. The ANOMS data was provided by Broward County.
The number of housing units, number of people, and area within each noise exposure contour for 2004 is illustrated below. This data compiled using parcel records from the Broward County property appraiser's office and through a review of aerial photography.
Approximately 5.2 square miles are within the 2004 Maps' 65+ DNL noise contour. However, 2.1 square miles of that is over either the airport or the Atlantic Ocean.
The number of housing units, number of people, and area within each noise exposure contour for 2005 is illustrated below.
Approximately 4.9 square miles are within the 2005 Map's 65+ DNL noise contour. However, 2.2 square miles of that area is over either airport property or the Atlantic Ocean.
The two areas where differences in the noise contours occur are to the west of the airport, off Runway 9L/27R and to the northwest of the airport, off Runway 13/31 (See