Northwest quits noise panel, then tells FAA noise isn’t significant by Dean Lindberg

“The FAA’s assertion that a large number of people in the United States remain substantially impacted is overstated,” according to a letter Northwest Airlines recently sent to the FAA. Planning to reduce community noise exposure by pursuing “further aircraft noise reduction is not supported by the facts,” said the airline. Northwest’s opinion was sent in response to the FAA’s recent call for comments as it updates its noise mitigation policy for the first time in 25 years. The Northwest missive also declared that noise impacts end at the Ldn 65 (Levels-Day/Night 65 decibels) contour lines. “It’s absolutely established,” pronounced Air Transport Association attorney Patricia Higginbothom as she spoke for Northwest at a Metropolitan Airports Commission (MAC) hearing in November. “That’s the dividing line we feel should still continue to be used,” she admonished, referring to Ldn 65. Researchers and anti-noise organizations disagree however, citing the U.S. Environmental Protection Agency’s decision 25 years ago that determined Ldn 55 as the best descriptor of significant noise impact areas, but that covers a larger area. Additionally, an FAA memo written in July 1995 bolsters the case for extended mitigation, clearly stating the agency can approve noise mitigation measures beyond the Ldn 65 boundaries that are currently receiving home insulation in the Minneapolis area. “We, the carriers identified on the attached signature page, are notifying you of our resignation from the Metropolitan Aircraft Sound Abatement Council (MASAC), effective immediately,” proclaimed the opening lines of a letter dated Oct. 31 to MAC executive director Jeff Hamiel and chairman Charles Nichols. “However, we will continue, and remain committed, to cooperatively work with the MAC as well as surrounding communities in the future to address these important noise related issues,” the letter, signed by eight airlines, concluded — apparently contradicting the opening pronouncement. Airline complaints include their hardship in finding the time for delegates to attend the monthly meetings, and not being allowed to vote by proxy against a recent recommendation that the MAC should build a noise absorbing engine test facility. Additionally, Northwest protested a letter sent by MASAC , the MAC sponsored committee made up of 36 community and industry members, to the FAA. Northwest warned of “drastic economic and competitive consequences on the aviation industry” if the MASAC suggestions are accepted. That dire alarm came despite the airline’s successful veto of 10 of the original 14 suggestions MASAC originally proposed to be submitted. Hamiel Intervenes to Resolve MASAC Disputes “MASAC has not survived for 31 years because of harmony,” Jeff Hamiel remarked as he spoke and listened to MASAC community delegates at their Nov. 28th meeting. The organization serves a valuable role by deflecting noise complaints away from MAC personnel and local government officials, he continued, stating the significance of MASAC as a policy advisory board isn’t fully appreciated by the community. Hamiel continued praising MASAC by comparing the organization’s accomplishments, like endorsing flight procedures which reduce noise impacts, to citizen groups like South Metro Airport Action Council, Residents Opposed to Airport Racket, and Citizens Concerned About Richfield’s Environment which, for all their efforts, have few tangible accomplishments. “Nobody else in the country has a program as successful [as MASAC]. It’s in Northwest’s and the communities best interests to continue.” Hamiel tempered his compliments with the warning that Northwest can tie up the Part 150 noise insulation process for years if it wishes. Furthermore, airlines view mitigation money as funds taken away from desirable airport expansion projects. However, MASAC Chairman Charles Mertensotto blunted that point, reminding Hamiel that expanding the current airport, which includes the expense of noise mitigation, is far less costly to airlines than moving MSP to a less populated area. Hamiel dismissed a suggestion that a Northwest initiative to derail the home insulation process by quitting MASAC could actually benefit the MAC, saving the agency millions in home noise retrofitting costs. Appearing surprised that such a question would even be asked, he reconfirmed the MAC’s commitment to neighboring communities. The bottom line, Hamiel explained, is that MAC does not recognize MASAC recommendations as legitimate unless a quorum of seven community and seven industry representatives endorses them. With the airline’s resignations, that quorum is impossible to achieve, which makes any MASAC recommendations meaningless. Demonstrating the diplomatic skills which helped him achieve his position as airport director, and reiterating the importance he places in the success of MASAC, Hamiel proposed a path towards resolution. He suggested a blue ribbon panel composed of three citizen representatives, three airline representatives and overseen by an independent chairperson agreeable to both groups. Northwest vice president Richard Anderson had already accepted Hamiel’s proposal on behalf of the airlines, and citizen delegates approved the idea by consensus. Minneapolis delegate and 13th Ward City Council Member Barret Lane will serve as a citizen participant on the panel, which Hamiel hopes will resolve the airline grievances by this January.