FAA RNAV and RNP Procedures at International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

TABLE OF CONTENTS

Page

CHAPTER ONE: PROJECT BACKGROUND AND PURPOSE AND NEED FOR THE ACTION 1.1 Introduction ...... 1-1 1.2 Study Area ...... 1-2 1.3 Background ...... 1-2 1.3.1 National Airspace System ...... 1-3 1.3.2 Next Generation Air Transportation System (NextGen) ...... 1-4 1.4 Proposed Action...... 1-5 1.5 Purpose and Need...... 1-5 1.5.1 National Airspace Needs ...... 1-6 1.5.2 Denver Complex Airspace Needs ...... 1-7 1.6 Implementation ...... 1-8

CHAPTER TWO: ALTERNATIVES 2.1 Identification of Potential Alternatives ...... 2-1 2.2 Alternatives Eliminated ...... 2-1 2.2.1 Improved ATC Technology ...... 2-2 2.2.2 DEN PBN Alternatives ...... 2-3 2.2.2.1 DEN STAR Option 2007-2009: Primary STAR / Offload STAR ...... 2-3 2.2.2.2 DEN SID Option 2007-2009: No VNAV ...... 2-3 2.2.3 Satellite STAR Options 2011 ...... 2-4 2.3 Alternatives Carried Forward for Environmental Review ...... 2-5 2.3.1 No Action Alternative ...... 2-5 2.3.2 PBN Alternatives ...... 2-7 2.3.2.1 DEN PBN Procedures - All Alternatives ...... 2-7 2.3.2.2 Alternative 1 ...... 2-8 2.3.2.3 Alternative 2 ...... 2-10 2.3.2.4 Alternative 3 ...... 2-11 2.3.2.5 Alternative 4 ...... 2-14 2.3.3 Comparison of Alternatives ...... 2-14

CHAPTER THREE: AFFECTED ENVIRONMENT 3.1 Study Area Setting and General Conditions ...... 3-1 3.1.1 Setting and Location ...... 3-1 3.1.2 Airport Facilities ...... 3-1 3.1.3 Primary Airport ...... 3-4 3.1.4 Satellite Airports ...... 3-4 3.1.5 Airspace ...... 3-4

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

3.1.6 Land Use ...... 3-6 3.1.7 Demographics ...... 3-7 3.1.8 Weather and Climate ...... 3-9 3.2 Non-Issue Impact Categories ...... 3-10 3.3 Affected Environmental Resource Categories ...... 3-13 3.3.1 Noise ...... 3-13 3.3.1.1 Noise Modeling Methodology ...... 3-13 3.3.1.2 Existing Aircraft Noise Exposure at Population Centroids ...... 3-16 3.3.2 Section 4(f) and 6(f) of the DOT Act ...... 3-17 3.3.2.1 National Park Service Lands ...... 3-18 3.3.2.2 National Forest System ...... 3-19 3.3.2.3 System ...... 3-20 3.3.2.4 National Wilderness Areas ...... 3-20 3.3.2.5 State Parks, Forests and Other Area of Significance ...... 3-20 3.3.3 Historical, Architectural, Archaeological, and Cultural Resources ...... 3-23 3.3.4 Air Quality ...... 3-24 3.3.4.1 Carbon Monoxide (CO) ...... 3-24 3.3.4.2 Ozone ...... 3-25 3.3.4.3 Particulate Matter (PM) ...... 3-26 3.3.5 Climate ...... 3-27 3.3.6 Threatened and Endangered Species and Migratory Birds ...... 3-29 3.3.6.1 Threatened, Endangered, Proposed, and Candidate Species ...... 3-29 3.3.6.2 Migratory Birds ...... 3-30 3.3.6.3 Bald and Golden Eagle Protection Act ...... 3-36 3.4 Summary ...... 3-37

CHAPTER FOUR: ENVIRONMENTAL CONSEQUENCES 4.1 Noise ...... 4-1 4.1.1 Noise Modeling Methodology ...... 4-1 4.1.2 Noise Impact Criteria ...... 4-2 4.1.3 Aircraft Noise Impact Analysis ...... 4-3 4.1.4 No Action Alternative ...... 4-3 4.1.5 Proposed Action Alternatives ...... 4-4 4.1.6 Alternative 1 ...... 4-5 4.1.7 Alternative 2 ...... 4-8 4.1.8 Alternative 3 ...... 4-9 4.1.9 Alternative 4 ...... 4-11 4.1.10 Summary of Noise Exposure at Population Centroids ...... 4-12 4.2 Compatible Land Use ...... 4-13 4.3 Socioeconomic Impacts and Environmental Justice ...... 4-15 4.4 Children’s Environmental Health and Safety Risks ...... 4-15 4.5 Secondary or Induced Impacts...... 4-15 4.6 Historical, Architectural, Archaeological, and Cultural Resources ...... 4-16 4.7 Department of Transportation Act Section 4(f), and Land and Water Conservation Fund Action Section 6(f) ...... 4-17 4.7.1 Section 4(f): Parks, Wildlife Refuges, Wilderness Areas ...... 4-17

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.7.2 Section 6(f) ...... 4-21 4.8 Fish, Wildlife, and Plants ...... 4-21 4.8.1 Species other than Migratory Birds ...... 4-21 4.8.2 Migratory Birds ...... 4-21 4.9 Air Quality ...... 4-22 4.10 Climate ...... 4-23 4.11 Cumulative Impacts and Connected Actions ...... 4-24 4.11.1 Definition of Cumulative Impacts ...... 4-24 4.12 Projects for Consideration of Cumulative Impacts ...... 4-25 4.13 Summary ...... 4-27

CHAPTER FIVE: PUBLIC AND AGENCY INVOLVEMENT SUMMARY 5.1 Scoping ...... 5-1 5.1.1 Agency and Community Scoping ...... 5-1 5.1.2 Public Scoping ...... 5-2 5.1.3 Scoping Comments ...... 5-3 5.2 Additional Coordination ...... 5-5 5.3 Public Meetings for Review of the Draft EA ...... 5-6 5.4 Comments on the Draft EA...... 5-6

CHAPTER SIX: LIST OF PREPARERS 6.1 List of Preparers ...... 6-1

CHAPTER SEVEN: LIST OF ACRONYMS, ABBREVIATIONS, AND GLOSSARY OF TERMS 7.1 List of Acronyms and Abbreviations ...... 7-1 7.2 Glossary of Terms ...... 7-7

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

LIST OF TABLES

Page

Table 1.1 Local Need for the Proposed Action ...... 1-8

Table 2.1 DEN, APA and BJC Standard Terminal Arrival Route Listing ...... 2-6 Table 2.2 DEN, APA and BJC Standard Instrument Departure Listing ...... 2-6 Table 2.3 Summary of Proposed DEN RNAV STARs and Runway Transitions ...... 2-8 Table 2.4 Summary of Proposed Alternative 1 APA and BJC RNAV STARs ...... 2-10 Table 2.5 Summary of Proposed Alternative 2 APA and BJC RNAV STARs and SIDs ...... 2-11 Table 2.6 Summary of Proposed Alternative 3 APA and BJC RNAV STARs and SIDs ...... 2-12 Table 2.7 Summary of Proposed Alternative 4 APA and BJC RNAV STARs and SIDs ...... 2-14 Table 2.8 Comparison of Alternatives ...... 2-15

Table 3.1 Counties Located in the Study Area ...... 3-1 Table 3.2 Airports in Study Area ...... 3-2 Table 3.3 Demographic Statistics ...... 3-8 Table 3.4 Minority and Low-Income Population Statistics ...... 3-8 Table 3.5 Detailed Minority Statistics ...... 3-9 Table 3.6 Non-Issue Impact Categories ...... 3-10 Table 3.7 Existing and Forecast Annual Operations by Airport ...... 3-15 Table 3.8 Color Coding for DNL Ranges ...... 3-16 Table 3.9 2010 Maximum Population Exposed to Aircraft Noise ...... 3-16 Table 3.10 National Parks, National Forests, National Wildlife Refuges and National Wilderness Areas within the Study Area ...... 3-18 Table 3.11 State Parks, Forests and Areas of Significance within Study Area ...... 3-21 Table 3.12 CO Maintenance Areas in the Study Area ...... 3-25 Table 3.13 8-Hour Ozone Non-Attainment Areas in the Study Area ...... 3-26 Table 3.14 Particulate Matter Maintenance Areas in the Study Area ...... 3-27 Table 3.15 Threatened, Endangered, Candidate, and Proposed Species by County ...... 3-31 Table 3.16 Potential Species and Birds of Conservation Concern by Bird Conservation Region ...... 3-35

Table 4.1 Criteria for Determining Impact of Increases in Aircraft Noise ...... 4-3 Table 4.2 2012 No Action Maximum Population Exposed to Aircraft Noise ...... 4-4 Table 4.3 2017 No Action Maximum Population Exposed to Aircraft Noise ...... 4-4 Table 4.4 Graphical Color Coding for Change in Noise Exposure Levels ...... 4-5 Table 4.5 2012 Alternative 1 Maximum Population Exposed to Aircraft Noise ...... 4-6 Table 4.6 Change in Noise Exposure Between 2012 No Action Alternative and Alternative 1 ...... 4-6 Table 4.7 2017 Alternative 1 Maximum Population Exposed to Aircraft Noise ...... 4-7 Table 4.8 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 1 ...... 4-7

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.9 2017 Alternative 2 Maximum Population Exposed to Aircraft Noise ...... 4-9 Table 4.10 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 2 ...... 4-9 Table 4.11 2017 Alternative 3 Maximum Population Exposed to Aircraft Noise ...... 4-10 Table 4.12 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 3 ...... 4-11 Table 4.13 2017 Alternative 4 Maximum Population Exposed to Aircraft Noise ...... 4-12 Table 4.14 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 4 ...... 4-12 Table 4.15 2012 Comparison of Noise Impact Above 45 DNL...... 4-13 Table 4.16 2017 Comparison of Noise Impact Above 45 DNL...... 4-14 Table 4.17 Section 4(f) Resources Experiencing Slight-to-Moderate Increases in Alternative 1 - 2012 ... 4-19 Table 4.18 Section 4(f) Resources Experiencing Slight-to-Moderate Increases in All 2017 Alternatives . 4-20 Table 4.19 Fuel Burn Analysis ...... 4-24 Table 4.20 Projects to be Considered for Cumulative Impacts ...... 4-26

Table 5.1 Agency Scoping Meeting Attendees ...... 5-2 Table 5.2 Agency and Public Scoping Comments ...... 5-3 Table 5.3 Agency and Public Meeting Comments and Responses ...... 5-7

Table 6.1 List of Preparers ...... 6-1

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

LIST OF FIGURES

On or Following Page

Figure 1-1 Study Area...... 1-2 Figure 1-2 ZDV Air Route Control Center and Denver TRACON Airspace ...... 1-4 Figure 1-3 Conventional Routes versus RNAV and RNP Routes ...... 1-4

Figure 2-1 Denver Terminal Airspace and Departure Gates………………………………………………2-6 Figure 2-2 DEN Conventional Arrival Flight Tracks by Arrival Fix ...... 2-6 Figure 2-3 DEN Conventional Departure Flight Tracks by Departure Fix ...... 2-6 Figure 2-4 APA Conventional Arrival Flight Tracks by Arrival Fix ...... 2-6 Figure 2-5 APA Conventional Departure Flight Tracks by Departure Fix ...... 2-6 Figure 2-6 BJC Conventional Arrival Flight Tracks by Arrival Fix ...... 2-6 Figure 2-7 BJC Conventional Departure Flight Tracks by Departure Fix ...... 2-6 Figure 2-8 DEN RNAV STAR Arrival Flight Tracks ...... 2-8 Figure 2-9 DEN RNAV SID Departure Flights Tracks...... 2-8 Figure 2-10 2012 /2017 APA Alternative 1 RNAV STAR Arrival Flight Tracks ...... 2-10 Figure 2-11 2012 /2017 BJC Alternative 1 RNAV STAR Arrival Flight Tracks...... 2-10 Figure 2-12 2017 APA Alternative 2 RNAV STAR Arrival Flight Tracks ...... 2-10 Figure 2-13 2017 BJC Alternative 2 RNAV STAR Arrival Flight Track ...... 2-10 Figure 2-14 2017 APA Alternative 2 RNAV SID Departure Flight Tracks ...... 2-10 Figure 2-15 2017 BJC Alternative 2 RNAV SID Departure Flight Tracks ...... 2-10 Figure 2-16 2017 APA Alternative 3 RNAV STAR Arrival Flight Tracks ...... 2-12 Figure 2-17 2017 BJC Alternative 3 RNAV STAR Arrival Flight Tracks ...... 2-12 Figure 2-18 2017 APA Alternative 3 RNAV SID Departure Flight Tracks ...... 2-12 Figure 2-19 2017 BJC Alternative 3 RNAV SID Departure Flight Tracks ...... 2-12 Figure 2-20 2017 APA Alternative 4 RNAV STAR Arrival Flight Tracks ...... 2-15

Figure 3-1 Airports in the Study Area ...... 3-4 Figure 3-2 Denver International Airport (DEN) Layout and Runway Configuration ...... 3-4 Figure 3-3 Centennial Airport (APA) Layout and Runway Configuration...... 3-4 Figure 3-4 Rocky Mountain Metropolitan Airport (BJC) Layout and Runway Configuration ...... 3-4 Figure 3-5 DEN Arrivals - South Runway Configuration ...... 3-6 Figure 3-6 DEN Arrivals - North Runway Configuration...... 3-6 Figure 3-7 DEN Arrivals – South and West Runway Configuration ...... 3-6 Figure 3-8 DEN Arrivals – South and East Runway Configuration ...... 3-6 Figure 3-9 DEN Arrivals – North and West Runway Configuration...... 3-6 Figure 3-10 DEN Departures – North, East and West Runway Configuration ...... 3-6 Figure 3-11 DEN Departures – North and West Runway Configuration ...... 3-6

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Figure 3-12 DEN Departures – South, East and West Runway Configuration ...... 3-6 Figure 3-13 DEN Departures – South and East Runway Configuration ...... 3-6 Figure 3-14 Generalized Land Use in the Study Area ...... 3-6 Figure 3-15 DEN Area Land Use ...... 3-6 Figure 3-16 APA Area Land Use ...... 3-6 Figure 3-17 BJC Area Land Use ...... 3-6 Figure 3-18 Existing (2010) Noise Exposure at Population Centroids ...... 3-16 Figure 3-19 National Natural Resource Areas ...... 3-18 Figure 3-20 Rocky Mountain National Park Generalized Land Use ...... 3-20 Figure 3-21 State Natural Resource Areas ...... 3-20 Figure 3-22 Cultural Resources ...... 3-24 Figure 3-23 CO Maintenance Areas ...... 3-24 Figure 3-24 Ozone Non-Attainment Areas ...... 3-26 Figure 3-25 Particulate Matter Maintenance Areas ...... 3-28 Figure 3-26 North American Central Flyway ...... 3-34 Figure 3-27 North American Bird Conservation Regions ...... 3-34

Figure 4-1 2012 No Action Noise Exposure for Population Centroids Above 45 DNL ...... 4-4 Figure 4-2 2017 No Action Noise Exposure for Population Centroids Above 45 DNL ...... 4-4 Figure 4-3 2012 Alternative 1 Noise Exposure for Population Centroids Above 45 DNL ...... 4-6 Figure 4-4 2012 Change in Noise Exposure – Alternative 1 Noise Exposure for Population Centroids Above 45 DNL...... 4-6 Figure 4-5 2017 Proposed Action Alternative 1 Noise Exposure for Population Centroids Above 45 DNL ...... 4-6 Figure 4-6 2017 Change in Noise Exposure - Proposed Action Alternative 1 Noise Exposure for Population Centroids Above 45 DNL ...... 4-6 Figure 4-7 2017 Proposed Action Alternative 2 Noise Exposure for Population Centroids Above 45 DNL ...... 4-8 Figure 4-8 2017 Change in Noise Exposure - Proposed Action Alternative 2 Noise Exposure for Population Centroids Above 45 DNL ...... 4-8 Figure 4-9 2017 Proposed Action Alternative 3 Noise Exposure for Population Centroids Above 45 DNL ...... 4-10 Figure 4-10 2017 Change in Noise Exposure - Proposed Action Alternative 3 Noise Exposure for Population Centroids Above 45 DNL ...... 4-10 Figure 4-11 2017 Proposed Action Alternative 4 Noise Exposure for Population Centroids Above 45 DNL ...... 4-12 Figure 4-12 2017 Change in Noise Exposure - Proposed Action Alternative 4 Noise Exposure for Population Centroids Above 45 DNL ...... 4-12 Figure 4-13 2012 No Action Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20 Figure 4-14 2017 No Action Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Figure 4-15 2012 Alternative 1 Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20 Figure 4-16 2017 Proposed Action Alternative 1 Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20 Figure 4-17 2017 Proposed Action Alternative 2 Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20 Figure 4-18 2017 Proposed Action Alternative 3 Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20 Figure 4-19 2017 Proposed Action Alternative 4 Noise Exposure for Parks, Forests, Wilderness Areas and Wildlife Refuges Above 45 DNL ...... 4-20

Figure 5-1 2017 Change in Noise Exposure – Proposed Action Alternative 1 Noise Exposure for Populated Centroids Above 45 DNL…………………………………………………………5-17 Figure 5-2 2017 Change in Noise Exposure – Proposed Action Alternative 2 Noise Exposure for Populated Centroids Above 45 DNL…………………………………………………………5-17 Figure 5-3 2017 Change in Noise Exposure – Proposed Action Alternative 3 Noise Exposure for Populated Centroids Above 45 DNL…………………………………………………………5-17 Figure 5-4 2017 Change in Noise Exposure – Proposed Action Alternative 4 Noise Exposure for Populated Centroids Above 45 DNL…………………………………………………………5-17 Figure 5-5 Noise Exposure West of Denver International Airport……………………………………...5-17 Figure 5-6 Noise Exposure Southwest of Denver International Airport………………………………..5-17 Figure 5-7 Noise Exposure East of Denver International Airport……………………………………....5-17 Figure 5-8 Noise Exposure West of Denver International Airport…………………………………..….5-17 Figure 5-9 Noise Exposure South of Centennial Airport (Alternative 2)…………………………….…5-17 Figure 5-10 Noise Exposure South of Centennial Airport (Alternative 3)………………………….……5-17 Figure 5-11 Noise Exposure South of Centennial Airport (Alternative 4)………………………….……5-17

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

APPENDICES

Appendix A: National Airspace System Overview Appendix B: Noise and Its Effect on People Appendix C: Fleet Mix Technical Report Appendix D: Noise Modeling Technical Report Appendix E: Listing of Section 6(f) Resources Appendix F: Listing of Historic Resources Appendix G: Noise Exposure at Local Parks Appendix H: Public and Agency Involvement

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CHAPTER 1: PROJECT BACKGROUND AND PURPOSE AND NEED FOR THE ACTION

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter One: PROJECT BACKGROUND AND PURPOSE AND NEED FOR THE ACTION

As part of its effort to achieve Next design limit air traffic controllers’ ability to Generation Air Transportation System manage air traffic as efficiently as possible. (NextGen) goals, the Federal Aviation The purpose of the proposed FAA action is Administration (FAA) proposes to implement to address the problems identified with the new Performance-Based Navigation (PBN) existing airspace, while ensuring that the flight routes and procedures in the vicinity of implementation of new RNAV procedures, Denver International Airport (Denver inclusive of RNP and OPD, will maintain Complex Airspace). NextGen, the FAA’s and improve airspace system safety, reduce plan to modernize the National Airspace controller and pilot workload, and increase System (NAS) through 2025, will use system flexibility and predictability. satellite-based navigation to allow aircraft to fly more direct routes and navigate around To develop the Proposed Action, technical inclement weather with the intent to specialists with in-depth knowledge of the increase airspace capacity and reduce inadequacies and inefficiencies within the delays. Denver Complex Airspace as well as technical specialists with a detailed The FAA proposes to use PBN to understanding of PBN and the NAS were implement new Area Navigation (RNAV) brought together. This group of technical procedures, inclusive of Required specialists formed the Denver RNAV Navigation Performance (RNP) and Workgroup which worked for over two years Optimized Profile Descent (OPD), in the on the procedures that form the Proposed Denver Complex Airspace including Action. procedures for Denver International Airport (DEN) and two satellite airports, Centennial The FAA prepared this Environmental Airport (APA) and Rocky Mountain Assessment (EA) to assess the potential Metropolitan Airport (BJC). The proposed impacts of the implementation of the routes and procedures were designed by aforementioned procedures in accordance the FAA to improve the safety and efficiency with the National Environmental Policy Act of the Denver Complex Airspace. of 1969 (NEPA). NEPA requires environmental review of federal actions. In 1.1 Introduction this case, the implementation of new flight procedures is considered a federal action. The Denver Complex Airspace management structure is currently This EA is prepared pursuant to the operationally cumbersome and complex. requirements and standards of the Council The inadequacies of the existing airspace on Environmental Quality (CEQ) regulations

Purpose and Need 1-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

(40 CFR Part 1500) and FAA Order 10,000’ above ground level (AGL). 1050.1E, Environmental Impacts: Policies Additionally, FAA Order JO 7400.2J and Procedures. This EA addresses the recommends considering proposed potential impacts of the Proposed Action on changes between 10,000’ and 18,000’ AGL environmental resource categories, as when the proposed changes are over a required by federal laws and regulations. National Park or Wildlife Refuge. Because changes could occur over Rocky Mountain The FAA proposes to initiate National Park (RMNP), the cut-off elevation implementation of the procedures in the fall used to determine the Study Area was of 2012. The conditions evaluated as part of 18,000’ AGL. The Study Area was therefore this EA therefore include 2010 as the base created to encompass the geographic areas year (existing condition), with 2012 and where the proposed changes to aircraft 2017 (five years after initial implementation) procedures would occur below 18,000’ AGL; as the future years of analysis. roughly a 30 nautical mile (NM) radius around the three airports for which The format of this EA is as follows: procedures are being developed, in addition Chapter One provides information on the to the entire footprint of RMNP. Other noise project background and the purpose and sensitive areas adjacent to the 30 NM radii need for the Proposed Action. Chapter are also included in the Study Area, namely Two evaluates the alternatives for the Indian Peaks, and Mount Proposed Action. Chapters Three and Evans Wilderness Areas. Figure 1-1 Four provide full disclosure of existing illustrates the Study Area for this project. conditions and potential environmental impacts, respectively, associated with 1.3 Background implementation of the Proposed Action. Chapter Five provides a summary of public The Federal Aviation Act of 1958 delegates and agency involvement. Chapter Six lists to the FAA responsibility for managing the the EA preparers, and Chapter Seven use of the navigable airspace and regulating provides a list of study acronyms, civil and military aircraft operations in that abbreviations, and a glossary of terms used airspace in the interest of maintaining both in this EA. Supporting material is contained the safety and efficiency of operations. The within appendices. current design and operation of the Denver Complex Airspace does not adequately 1.2 Study Area accommodate today’s levels of air traffic. In 2010, DEN was the fifth busiest airport in A study area is defined as the geographic the and the tenth busiest area potentially environmentally impacted airport in the world with an estimated 52.2 by a proposed action. FAA Order 1050.1E million passengers and over 630,000 annual and FAA Order JO 7400.2J were used to operations. The operations at DEN are establish the Study Area for the Proposed expected to grow to over 643,000 in 2012 Action evaluated in this EA. and over 731,000 in 2017.

According to FAA Order 1050.1E, the DEN, APA and BJC are the airports in the altitude ceiling for environmental Denver Complex Airspace that will best consideration regarding airspace actions is

Purpose and Need 1-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

leverage the capabilities of new RNAV by directing IFR aircraft by means of a procedures, inclusive of RNP and OPD, for specific route, altitude and/or airspeed. The the most comprehensive enhancement of ATC system is composed of three types of the Denver Complex Airspace. The FAA facilities with different purposes. Airport focused on development of procedures at Traffic Control Towers (ATCT) manage DEN, APA and BJC due to the greater aircraft that are on the ground and airborne number of operations and RNAV capability aircraft within a few miles of an airport. of the aircraft using these airports. ATCTs sequence arriving and departing aircraft on an airport’s runways. Primarily, As air traffic continues to grow in the NAS ATCTs use sight to identify and track and the Denver Complex Airspace, aircraft. Terminal Radar Approach Control efficiency will further deteriorate and delays (TRACON) facilities and Air Route Traffic will build. In order to improve safety and Control Centers (ARTCC) manage air traffic efficiency of operations in the Denver that is not within the immediate vicinity of an Complex Airspace, and to improve and airport and thus use radar to identify and accommodate future needs of air travel, the track aircraft. TRACONs generally manage FAA proposes implementation of PBN and air traffic during a flight’s arrival or departure advanced technologies that are in line with phase, when the aircraft is within the FAA’s NextGen goals. approximately 50 miles of an airport. ARTCCs generally manage air traffic during The next sections provide background the cruise portion of a flight, when the information on the NAS and regional air aircraft is at a high altitude. The ATC traffic facilities, as well as a brief facilities at DEN are identified and background of NextGen. discussed next.

1.3.1 National Airspace System Responsible Facilities at DEN The NAS is the common network of air Denver Terminal Radar Approach Control navigation facilities, equipment and (D01 TRACON), Longmont Air Route Traffic services; airports or landing areas; Control Center (ZDV ARTCC) and DEN aeronautical charts, information and Airport Traffic Control Tower (DEN ATCT) services; rules, regulations and procedures; are the facilities responsible for handling air technical information; and manpower and traffic at and around DEN, and are the material that serve to provide for the safe facilities most involved and affected by the and efficient movement of aircraft. This establishment of RNAV and RNP section presents a brief overview of the procedures within the Denver Terminal NAS as related to the air traffic Area. Terminal Area is a general term used management of transport category air to describe airspace in which approach carrier aircraft. control service or airport traffic control Air Traffic Control’s (ATC) primary purpose service is provided. is to provide for the safe separation of ZDV ARTCC controls air traffic within Instrument Flight Rules (IFR) aircraft from 285,000 square miles encompassing parts other IFR or Visual Flight Rules (VFR) aircraft. ATC maintains aircraft separation

Purpose and Need 1-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

of nine states. A map of ZDV ARTCC traffic more precisely and efficiently. airspace is depicted on Figure 1-2. Ultimately, more aircraft will safely fly closer together on more direct routes, reducing D01 TRACON underlies ZDV ARTCC and delays and providing unprecedented controls air traffic within the Denver benefits for the environment and the Terminal Area, within a 42 NM radius of economy through reductions in carbon DEN, from the surface up to and including emissions, fuel consumption and noise. 23,000’ mean sea level (MSL) and encompassing four controlled satellite NextGen is needed because the existing air airports. Satellite airports are non-primary traffic management system will not be able airports that provide airfield services to to accommodate future levels of air traffic. corporate and general aviation. The D01 According to the FAA Aerospace Forecast TRACON airspace is also depicted in Fiscal Years 2011-2031 released in Figure 1-2. February 2011, air travel will more than double in the next 20 years. In a related DEN ATCT (Denver Tower) controls air press release, the U.S. Secretary of traffic into and out of DEN, including Transportation Ray LaHood stated, airspace within an eight NM radius of the “Innovative NextGen technology will help airport, from the surface up to and including meet the demands of the future by getting 10,000’ MSL. The BJC ATCT (Metro passengers to their destinations safely and Tower) controls air traffic into and out of more quickly.”1 BJC, including airspace within a five NM radius of BJC and including 8,000’ MSL. To achieve NextGen goals, the FAA is The APA ATCT (Centennial Tower) controls implementing new RNAV and RNP-based air traffic into and out of APA, including air traffic routes and instrument procedures airspace within a five NM radius of APA and around the country that leverage emerging including 8,000’ MSL. technologies and aircraft navigation capabilities. The implementation of RNAV 1.3.2 Next Generation Air and RNP enable the use of other PBN Transportation System technology in the NAS, including OPD. With (NextGen) the implementation of NextGen, the FAA is building the capability to guide and track air The FAA is in the process of implementing traffic more precisely and efficiently to save NextGen, the FAA’s plan to modernize the fuel and reduce noise and pollution.2 NAS through 2025. In basic terms, NextGen represents an evolution from an The capabilities of RNAV, RNP and OPD air traffic control system that is primarily are discussed below. Figure 1-3 illustrates ground-based to an air traffic management a comparison of conventional routes versus system that is satellite-based. RNAV and RNP routes.

NextGen is a complex program intended to Area Navigation (RNAV) develop and implement new technologies and adapt the air traffic management RNAV enables aircraft to fly without relying system to a new way of operating. NextGen solely on ground based navigation aids. will allow the FAA to guide and track air Aircraft can fly on any desired flight path

Purpose and Need 1-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

within the coverage of ground- or space- the Study Area are not provided as part of based navigation aids, within the limits of this Proposed Action, the other airports the capability of aircraft self-contained within the Study Area would benefit from the systems, or a combination of both RNAV Standard Terminal Arrival Routes capabilities. (STARs) associated with DEN. As aircraft flying into and out of the other airports enter Required Navigation Performance (RNP) into D01 TRACON airspace, applicable jet RNP is RNAV with the addition of on-flight activity would use these STARs until routed onto the initial approach to a runway at each monitoring of the airplane’s performance. individual airport. The pilot receives an alert if the aircraft is not performing in accordance with the The Proposed Action is limited to changing requirements for a specific procedure. aircraft flight paths and does not require any new infrastructure. The Proposed Action Optimized Profile Descent (OPD) would not increase the number of aircraft OPD is a component of the FAA’s operations in the Denver Complex Airspace Trajectory-Based Operations (TBO) beyond the levels forecast based on market initiative. OPD flight procedures use the demand for air travel; rather, it would capabilities of the aircraft Flight minimize the delays associated with the Management System to fly a continuous inadequate airspace. Specifically, the descent from the top of descent to Proposed Action would not include any touchdown without level segments, based physical changes or development of on the actual performance of the aircraft facilities, nor would it require local or state under current flight conditions. Benefits of actions. Therefore, no physical alteration to OPD include fuel savings and noise and any environmental resource would occur emissions reduction by keeping aircraft at and no permits/licenses would be required. higher altitudes and at lower thrust levels Additionally, the Proposed Action would not than traditional step-down approaches. require changes to any Airport Layout Plan Because the procedures are simplified, or funding of infrastructure. OPD also reduces radio transmissions between pilots and controllers. 1.5 Purpose and Need

1.4 Proposed Action This EA evaluates the potential environmental impacts of the Proposed The Proposed Action evaluated in this EA is Action. FAA Order 1050.1E requires that an the implementation of new RNAV EA include a description of the purpose of a procedures, inclusive of RNP and OPD, for proposed action and why it is needed. An DEN, APA and BJC in order to improve the EA must also consider potential alternatives safety and efficiency of the Denver Complex based on the alternatives’ ability to meet the Airspace. The RNAV and RNP procedures purpose and need of the proposed action would be used by RNAV/RNP-capable (See Chapter 2, Alternatives). aircraft. The Purpose and Need are identified by While separate RNAV and RNP procedures describing the problems being addressed into and out of the other airport facilities in and the proposed solutions. Defining the

Purpose and Need 1-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Purpose and Need is essential in 1.5.1 National Airspace Needs documenting a sound justification for a proposed action. The impacts of increased levels of air traffic and limited airspace accommodations are The Purpose of the Proposed Action is to: being experienced at national, regional and local levels. Major metropolitan areas such Accommodate current and future air as Denver have experienced increased air traffic in an efficient manner by traffic demand resulting from influences leveraging PBN through use of RNAV such as population growth and the use of procedures, inclusive of RNP and OPD, regional jets. As a result, the NAS is to address the specific inadequacies of currently experiencing deficiencies that are the Denver Complex Airspace and evident to both users (e.g., the public, thereby contribute to improvements to commercial airlines, general aviation and the NAS. the military) and the FAA. Deficiencies materialize in the form of delays, lengthier The Need for the Proposed Action is routings, complex ATC procedures and because: airspace saturation. According to the FAA’s 2010 National Airspace Procedures Plan, The current Denver Complex Airspace “Over the next two decades the FAA will does not adequately accommodate face major challenges meeting future today’s levels of air traffic. As air traffic demand while improving safety, reducing continues to grow, the adequacy of the delays, and protecting the environment.”3 Denver Complex Airspace will become more inadequate and delays will build. Although the ATC system provides a high PBN technology is needed because the level of safety, the growth in air traffic majority of the current procedures were volume results in increased delays as air designed without benefit of satellite- traffic controllers work to maintain the safe based navigation and current and separation of aircraft. As the volume of projected prevalence of PBN capable aircraft within the NAS increases, longer aircraft. routings, slower airspeeds and delayed departures are used to manage air traffic In further detail, the need for the and maintain safe separation. Thus, the Proposed Action is both nationally and existing airspace structure can become locally based because DEN is a hub inadequate at high traffic volumes and as a airport. DEN provides connections to the result costly delays can increase ultimate destination for millions of substantially. passengers annually. Therefore, inefficient operations at DEN cause Additionally, most existing airspace inefficiencies throughout the NAS. procedures are not designed to accommodate use of advanced aircraft flight The following sections provide more detail management and navigation systems (e.g., about the need for the Proposed Action satellite navigation such as GPS) that offer from a national and local perspective. the potential for efficiency improvements due to more direct and flexible routings. Currently, aircraft are often routed on

Purpose and Need 1-6 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

indirect paths due to the existing structure of DEN air traffic flows which forces satellite the NAS routes. Improvements to the aircraft to perform inefficiently (i.e. remain at airspace structure and use of available low altitudes and slower speeds) at great technology (i.e. PBN) are needed to achieve distances from their destinations and also the full efficiency benefits that are possible creates a need for sequencing with DEN air with advanced avionics systems. traffic.

The FAA, aeronautical users and airport In 2009, in response to growing operations operators have worked to keep pace with and increased airspace inadequacies, an the growing volume of aircraft traffic and initial airspace evaluation was undertaken advances in aircraft avionics through by the MITRE Corporation’s Center for advances in air traffic control technology, Advanced Aviation System Development improved scheduling and coordination, and (CAASD) as requested by the FAA to airport/runway improvements. However, review the airspace serving the Denver inefficiencies continue to occur and will Complex Airspace and to provide an initial increase as traffic levels rise unless further evaluation of the airspace. The review improvements are made. concluded that more efficient airspace is needed to deliver aircraft through the 1.5.2 Denver Complex Airspace terminal airspace and to make more Needs efficient use of STARs and altitudes. Many The current Denver Complex Airspace does of the problems identified in the 2009 not adequately accommodate today’s level MITRE study are included in the specific of air traffic. The air traffic at D01 TRACON need for the Proposed Action and are has grown to a point that the original identified in Table 1.1. airspace design is no longer able to adequately support current operational In summary, the existing procedures within levels. The number of operations handled the Denver Complex Airspace do not take by the TRACON in 2010 exceeded 882,000 full advantage of PBN technology and operations, whereas in 1995 when DEN aircraft design. The air traffic flows in the opened in its new location, operations were existing TRACON airspace do not feed the approximately 585,000. The traffic flow runways efficiently and higher crossing-fix design for the current airspace has limits entry altitudes are needed to increase and needs to be redesigned to safely efficiency and accommodate future growth. accommodate projected levels of air traffic.

As air traffic continues to grow, efficiency will further deteriorate and delays will build.

Approximately 15 percent of the operations that the D01 TRACON manages daily are air traffic into and out of APA and BJC. The satellite facilities are currently subject to the

Purpose and Need 1-7 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 1.1 Local Need for the Proposed Action

Specific Problem/Need to be Addressed in the Denver Complex Airspace by the Proposed Action During some demand conditions, TRACON arrival throughput is insufficient to accommodate ARTCC delivery of aircraft or the runway configuration being used. Use of existing STARs is inefficient and thereby hampers ATC’s ability to direct aircraft to multiple runways. The existing published procedures include inefficient altitudes for both arrivals and departures. The use of one arrival corner post to direct arrivals to two runway ends is not managed properly. Airports adjacent to DEN share arrival flows and certain arrival flows hamper departures to the west. Arrivals into DEN experience extensive leveling off and in some situations additional miles are flown. Satellite arrivals are required to fly at a lower altitude than optimal and thereby experience turbulence and low altitude level flight. Sources: 1) MITRE/CAASD, Denver Metropolitan Area Airspace Problem Characterization and Initial Evaluation, 2009. 2) Denver RNAV Workgroup.

1.6 Implementation Implementation of the Proposed Action would also require the FAA to establish The Proposed Action is expected to be new ATC procedures and revoke or implemented in a phased manner. modify existing procedures that would be Beginning in the fall of 2012, STARs and inconsistent with the new procedures. SIDs for DEN will begin to be Establishing or changing ATC procedures implemented. Additionally, STARs for includes training of air traffic controllers APA and BJC will begin to be and publication of the procedures. implemented. The FAA expects that the STARs and SIDs will be implemented on an east to west basis.

Implementation of the Proposed Action could require revisions to Letters of Agreement and Facility Orders for all ATCT, TRACON and ARTCC facilities affected by the Proposed Action. Letters of Agreement are formulated when operational and procedural needs require the cooperation and concurrence of more than one ATC facility. Letters of Agreement typically delegate airspace and responsibilities, specify ATC procedures, and standardize operating methods. Individual ATC facilities may also set forth policies and procedures through a local Facility Order.

Purpose and Need 1-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Endnotes

1 FAA, Press Release – FAA Forecast Predicts Air Travel to Double in Two Decades, February 15, 2011, https://www.faa.gov/news/press_releases/news_story.cfm?newsId=12439, accessed May 26, 2011.

2 FAA, Why NextGen Matters, March 17, 2011, http://www.faa.gov/nextgen/why_nextgen_matters/, accessed May 4, 2011.

3 FAA, National Airspace and Procedures Plan, 2010, p. 1.

Purpose and Need 1-9

CHAPTER 2: ALTERNATIVES

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment Chapter Two: ALTERNATIVES

As described in Chapter One, the Proposed current and future growth in the Denver Action considered in this EA is the Complex Airspace by leveraging implementation of new RNAV, RNP and performance based navigation. Because the OPD procedures at DEN and two satellite Proposed Action is needed in order to airports, APA and BJC. The purpose of address the procedural inadequacies of the these procedures is to accommodate Denver Complex Airspace, only procedural current and future air traffic in the Denver alternatives are considered. Alternatives Complex Airspace in an efficient manner by that involve other modes of transportation, leveraging advances in technology through use of other airports, or changes in airport use of RNAV and RNP procedures. The use may have the potential to decrease air current Denver Complex Airspace does not travel or shift traffic to other airports, but adequately accommodate today’s levels of these alternatives do not meet the project’s air traffic. Purpose and Need for the Proposed Action.

Alternatives analysis is key to the NEPA The assessment of potential alternatives process. Federal guidelines concerning the documents the reasons for elimination of a environmental review process require that particular alternative if it is found to be reasonable alternatives that might infeasible and therefore unreasonable. The accomplish the project purpose and need following types of potential alternatives are be rigorously explored and objectively considered: evaluated. This chapter documents the narrowing process used in consideration of • Improved ATC Technology - use of new the potential and reasonable alternatives, technologies to improve the including: inadequacies of the Denver Complex Airspace; and • Identification of potential alternatives; • Specific RNAV/RNP Alternatives – use • Elimination of alternatives that do not of airspace routes and altitudes to direct meet the purpose and need; and aircraft to and from DEN, APA and BJC in a more efficient manner. • Evaluation of reasonable alternatives.

2.1 Identification of Potential 2.2 Alternatives Eliminated Alternatives Each potential alternative was analyzed for its ability to meet the Purpose and Need for This section identifies potential alternatives the Proposed Action. The following that might accomplish the Purpose and alternatives were eliminated from further Need for the Proposed Action. In order to consideration as they did not meet the merit further consideration, it is necessary Purpose and Need for the Proposed Action. that potential alternatives accommodate

Alternatives 2-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

2.2.1 Improved ATC Technology undergoing testing at several ATC facilities nationwide. A number of technological advancements are available, or in development, that have The Free Flight Program is intended to the potential to reduce the inadequacies of create an IFR operating environment where the Denver Complex Airspace by improving aircraft operators have considerable airspace efficiency. Examples of flexibility in planning and flying their routes alternatives within this category of to minimize flight times and, ultimately, technological improvements that are operational costs. Traditionally, aircraft currently in development or are being operating under IFR have been subject to implemented are discussed in the following positive control by ATC throughout their paragraphs. flight and, thus, required to fly specific routes in the sky. This system of aircraft Currently in use, the Traffic Management separation has been required to ensure System (TMS) involves the use of computer operational safety for the many aircraft systems that allow air traffic management using the airspace. In recent years, coordinators to see aircraft activity on a numerous technologies have been national scale, identifying traffic surges, developed that provide pilots and ATC with gaps, and volumes. Traffic managers can much more accurate and complete see the projected flow into specific airports information about the operating environment or airspace sectors and take action to and aircraft positions. These technologies ensure that traffic demand does not exceed promise to afford much greater flexibility system capacity. The FAA is developing, and freedom to aircraft operators while testing, and implementing additional maintaining safety and enhancing efficiency. technologies to improve TMS. These While free flight is not available in the upgrades are known as the Enhanced terminal airspace, it will promote more Traffic Management System (ETMS) and efficient and coordinated staging of aircraft will expedite communication on traffic flow in the en route airspace for unimpeded strategies; the Denver Complex Airspace is transfer into the terminal airspace. The in the process of implementing ETMS. initial phases of the Free Fight Program are The Center/TRACON Automation System being used in the airspace above 29,000’ (CTAS) includes software for accurately MSL. Further development of the Free computing and predicting aircraft Flight Program is ongoing. trajectories in real time and for scheduling While the potential exists for these aircraft landing times to achieve the least technologies to allow controllers to better possible delay. CTAS will assist ATC in manage airspace, they will not by sequencing, spacing, and merging themselves accommodate growth and departing aircraft into the en route traffic enhance the safety and efficiency of the system. The system incorporates radar system. Improved ATC technologies are flight track data and weather data and dependent on a flexible and relatively provides controllers with graphic displays. unconstrained airspace structure that does CTAS benefits controllers by reducing not currently exist. ATC technology as a stress and workload, and benefits air stand-alone alternative will not meet the travelers by reducing delays and enhancing safety. Components of CTAS are

Alternatives 2-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Purpose and Need and is therefore not 2.2.2.1 DEN STAR Option 2007- considered further. 2009: Primary STAR / Offload STAR 2.2.2 DEN PBN Alternatives The “Primary STAR / Offload STAR” The number of viable PBN alternatives is concept was developed in late 2007 and not unlimited for the airports considered in remained the favored option for DEN this EA. This is because changes made to STARs until February 2009. The concept horizontal and vertical placement of was abandoned for the following reasons: procedures as well as travel speed often causes adverse domino effect changes to • Each arrival gate would have one RNAV other procedures. This can lead to the STAR and one conventional STAR, requirement for multiple procedure changes thereby creating increased complexity in to accommodate an individual procedure. both Terminal and En Route airspace. Additionally PBN procedures must be acceptable to the users. As such, PBN • With only one RNAV STAR per arrival procedural design teams are limited in the gate, the efficiency of the airspace scope of alternatives available to them. would decrease, thereby decreasing the They must seek to solve inadequacies ability to meet the arrival demand. within their area of responsibility without negatively affecting adjacent procedures • The design did not improve the ability to and such that the proposed procedures will deliver aircraft to all landing runways. be embraced by the users. 2.2.2.2 DEN SID Option 2007-2009: The PBN design process took place over No VNAV several years. The FAA first attempted a The “No VNAV” (vertical navigation) PBN design effort with the goal of improving concept was developed in late 2007 and the Denver Complex Airspace efficiency in remained the favored option for DEN SIDs 2007 that included RNAV SIDs and STARs until February 2009. The concept was with ingress and egress points that overlaid abandoned for the following reasons: the legacy routes within the Denver TRACON/Denver ARTCC airspace • Each SID was designed without any boundary. This early design also included VNAV, thereby forcing the route to be some basic satellite airport RNAV STARs placed in present day “Radar Vector” into APA and BJC. The following sections based airspace. This resulted in leg provide an overview of the DEN STAR and lengths that were too short in some SID options developed between 2007 and places and too long in others. 2009, and the satellite airport STARs developed in 2010 and 2011, along with • The design would not allow for future reasons for dismissal as final alternatives. VNAV placement because the leg lengths did not provide enough distance for departures to climb above arrivals.

Alternatives 2-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

• The design required intervention by Air airlines as well to consider potential Traffic Controllers to prevent a severe environmental impacts. Numerous flying miles penalty from being incurred. alternatives were considered and rejected during the design process based on their Although the overall design alternatives relative merits to implement PBN were an improvement over the conventional procedures. As part of the design process “Radar Vector” based system, the effort ATC worked with the CCD as well as described in Sections 2.3.2.1 and 2.3.2.2 representatives of State Parks was abandoned due to perceived and the National Park Service (NPS) to inefficiencies associated with the design of consider noise sensitive resources. the STARs. Specifically, the route structure Therefore other PBN procedures for DEN of the “Short Side” STARs was not do not meet the Purpose and Need of the acceptable because it was inefficient. Proposed Action and will not be considered further. A second redesign effort began in November of 2009. The design draft was 2.2.3 Satellite STAR Options 2011 completed in January 2010. The draft design included the “Long Side” DEN STAR The Satellite STAR structure was also structure from the previous design, “Long redesigned during the second redesign Side” refers to the STARs delivering aircraft effort and a Satellite SID structure was onto the downwind leg. The “Short Side” designed for the first time to serve DEN STAR structure, which refers to the departures from APA and BJC. STARs delivering aircraft onto the base leg, Additionally, a set of Instrument Approaches was redesigned with two parallel routes for APA were developed (ILS and RNAV) delivering aircraft all the way to the final during this timeframe. approach course of the landing runways. During 2010 several satellite airport STAR The DEN SID structure was also options into BJC and APA were analyzed. redesigned. During the course of the design Listed below are the options studied and the effort, RNP procedures were proposed by reasons they were discarded as not viable. various stakeholders as providing added benefit to the proposed procedure re- • BJC WEEEL STAR: This STAR was design. Ultimately 12 RNP approach dismissed due to the proximity to the procedures were designed. turbulent airspace on the leeward side Over the course of the two years of of the front range, the increased flying procedure design, this vetting process distances, and the increased occurred over and over again until the complexities that would be introduced proposed final RNAV, inclusive of RNP and into the airspace. OPD procedures were developed for DEN • BJC and APA NVIRO STAR: This in January of 2012. STAR was dismissed because it forced As described, the procedures developed for aircraft down into precipitous terrain and DEN as part of the Proposed Action evolved forced jet aircraft to mix with turboprops over several years and underwent multiple and single engine aircraft at low revisions to satisfy the needs of ATC and altitudes. It increased complexity in the airspace.

Alternatives 2-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

• BJC and APA BIGES STAR: This Alternative) is based on conventional STAR was dismissed because it forced STARs and SIDs (not RNAV STARs and a significant increase in flying distances SIDs) and relies on a system of fixes, routes and placed arrivals into conflict with and procedures to direct aircraft through departures. Denver Terminal Area airspace. The basic structure of the Denver Terminal Airspace is • BJC and APA BROADMORE STAR: shown in Figure 2-1. Four arrival gates are This STAR was dismissed because it situated in a corner-post alignment conflicted with Special Use Airspace (Northeast, Northwest, Southeast, and placed arrivals into conflict with Southwest), while four departure gates are departures. aligned with the four cardinal directions (North, South, East, West). • APA LOOOP STAR: This STAR was dismissed because it placed APA Standard Terminal Arrival Routes (STARs) arrivals into conflict with DEN arrivals, as well as placing APA arrivals into The arrival structure in place is based on conflict with APA departures. eight STARs; two for each arrival gate. The current STARs that serve DEN, APA and The development of SIDs for APA and BJC BJC are listed in Table 2.1. was initiated after the STAR alternatives The method of transitioning DEN, APA, and were well formed, two alternatives BJC arrival aircraft from the STARs to the considered for APA and BJC are included in arrival runways is through radar vectors the alternatives carried forward. issued by the D01 TRACON to join the assigned instrument approach (or to 2.3 Alternatives Carried Forward approach a runway visually if conditions for Environmental Review allow). This radar vector structure has The No Action Alternative is carried forward resulted in a set of historically established as required by NEPA per CEQ regulations. arrival flight tracks within the Denver Relative to PBN procedures for APA and Complex Airspace. These flight tracks are BJC, the FAA also considered multiple PBN referred to as conventional arrival flight procedures at each airport. Four tracks. alternatives which include a combination of STARs and SIDs were proposed for implementation at APA and BJC and were carried forward for detailed review. All four of these alternatives include the PBN procedures defined for implementation at DEN, and the ILS and RNAV Instrument Approaches developed for APA. The No Action Alternative is described first.

2.3.1 No Action Alternative The existing airspace structure in place at DEN, APA and BJC (the No Action

Alternatives 2-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 2.1 Standard Instrument Departures (SIDs) DEN, APA and BJC Standard Terminal Four pilot navigation SIDs are in place: one Arrival Route Listing for each departure gate. In addition to pilot TOMSN Northwest Arrival Gate navigation SIDs, there is a SID based on RAMMS Northwest Arrival Gate radar vectors and a SID developed for use LANDR Northeast Arrival Gate by stage two jets to mitigate noise. The SAYGE Northeast Arrival Gate SIDs are listed in Table 2.2. DANDD Southeast Arrival Gate QUAIL Southeast Arrival Gate The method of transitioning DEN, APA, or POWDR Southwest Arrival Gate BJC departure aircraft from the takeoff runways to the assigned SID is by the LARKS Southwest Arrival Gate airport’s ATCT assigning headings to be Source: Denver TRACON, June 2011. flown after takeoff, followed by radar vectors issued by D01 TRACON to join the assigned SID, and ZDV ARTCC ensuring the aircraft’s transition into the enroute

environment and the NAS jet airway structure. Table 2.2 DEN, APA and BJC Standard Instrument Departure Listing YELLOWSTONE FOUR Pilot Navigation North Departure Gate PIKES FIVE Pilot Navigation South Departure Gate PLAINS FOUR Pilot Navigation East Departure Gate ROCKIES FIVE Pilot Navigation West Departure Gate DENVER FIVE Radar Vector All Departure Gates DECI-BELLE TWO Pilot Navigation South Departure Gate (Noise) Note: FAA periodically updates the SID procedures in a sequential process (i.e. revisions to YELLOWSTONE FOUR would result in the procedure being identified as YELLOWSTONE FIVE).

Source: Denver TRACON, June 2011.

This radar vector structure has resulted in a published or implemented at DEN, APA or

set of historically established departure BJC. The No Action alternative would not flight tracks within the framework of the meet NextGen goals. The Denver Complex Denver Complex Airspace. These flight Airspace would not be enhanced by tracks are referred to as conventional leveraging the emerging RNAV and RNP

departure flight tracks. technologies and aircraft navigation capabilities. Figures 2-2 through 2-7 illustrate the arrival and departure routes used in the existing Consideration of the No Action alternative is airspace structure. The No Action required by NEPA per CEQ regulations, as Alternative includes no changes to the it serves as a basis for comparison to the existing flight procedures. RNAV, inclusive Proposed Action alternatives. of RNP and OPD, procedures would not be

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and Rocky Mountain Metropolitan Airport Environmental Assessment

2.3.2 PBN Alternatives DEN PBN Procedures, which are common to the four alternatives reviewed in this EA, The following sections describe and are described first. illustrate each PBN alternative. Each PBN alternative is comprised of RNAV STARs 2.3.2.1 DEN PBN Procedures - All and RNAV SIDs. The RNAV STARs include Alternatives OPDs. Aircraft that are assigned to any of the STARs can be routed to the airfield in The DEN RNAV STARs from each arrival the following ways: gate are described in the following sections.

• Visual Vectors – Aircraft would be given • Four RNAV STARs for aircraft arriving continuous instructions to navigate to into TRACON airspace from the runways, once it has exited the destinations from the northwest RNAV STAR procedure. Vectoring (MOLTN, TSHNR, FRNCH, KAILE). would occur when the weather MOLTN (long-side) and TSHNR (short- minimums are VFR conditions and may side) overfly the existing RAMMS arrival occur prior to the termination of the fix, while FRNCH (long-side) and KAILE RNAV STAR procedure. (short-side) are proposed to overfly the existing TOMSN arrival fix. Aircraft • RNP Procedures – A number of RNP would be assigned one of the two approaches, which begin while the procedures that overfly a common fix aircraft is on a downwind approach depending on the operational parallel to the runway, are included for configuration of DEN at the time. DEN. This procedure would only be assigned to aircraft that have specific • Four RNAV STARs for aircraft arriving navigation equipment and training to be into TRACON airspace from able to fly this procedure. destinations from the northeast (ANCHR, KIPPR, KOHOE, WAHUU). • RNAV/RNP VMC – An RNAV procedure ANCHR (long-side) and KIPPR (short- that mimics the RNP procedure that side) would overfly the existing LANDR would enable the RNP equipped arrival fix, while KOHOE (long-side) and airlines/aircraft to fly a comparable flight WAHUU (short-side) would overfly the path to the actual RNP procedures. existing SAYGE arrival fix.

• ILS Procedures – An aircraft would be • Aircraft arriving from the southeast assigned an ILS procedure once they would use one of four RNAV STARs: exit the RNAV STAR procedure. ILS JAGGR, PURRL, ZPLYN, or BOSSS. procedures are used in periods of The arrival fix DANDD serves JAGGR adverse weather with limited visibility. (long-side) and PURRL (short-side), while the arrival fix QUAIL would serve • RNAV Visuals – An aircraft would be ZPLYN (long-side) and BOSSS (short- assigned an RNAV Visual procedure, side). which is a charted RNAV Visual Flight Procedure (RVFP), prior to exiting the • Arrivals from the southwest routed over RNAV STAR procedure. POWDR would use the RNAV STAR

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CREDE (long-side) or TELLR (short- (EMMYS, EEONS, EPKEE, and EXTAN), side), while aircraft routed over LARKS while four RNAV SIDs are proposed to the would use PEEEK (long-side) or west (CONNR, BAYLR, COORZ, ZIMMR). LDORA (short-side). Each of these procedures roughly Figure 2-8 depicts the proposed RNAV corresponds to existing departure STARs for DEN. Table 2.3 provides a procedures. To the north, existing summary of each proposed procedure and procedures to fixes including YAMMI, the runways for which it is designed to YALES, and YOKES would be replaced with serve. RNAV SIDs YAMMI, RIKKK, BRYCE, and YOKES, while to the south, SPAZZ, Additionally, there are 16 RNAV SIDs STAKR, and SOLAR would be proposed for implementation at DEN. implemented. The RNAV SID JMPRS Similar to the RNAV STARs, each RNAV serves aircraft departing DEN to Colorado SID would overfly a waypoint located either Springs (COS). The proposed RNAV SIDs east, west, north, or south of DEN. To the for DEN are shown in Figure 2-9. east, there are four proposed RNAV SIDs

Table 2.3 Summary of Proposed DEN RNAV STARs and Runway Transitions RNAV Arrival Short/ Runways Direction STAR Fix Long 07 08 16L 16R 17L 17R 25 26 34L 34R 35L 35R

MOLTN Long X X X X X X X RAMMS TSHNR Short X X X FRNCH Long X X X X X X X TOMSN Northwest KAILE Short X X X

ANCHR Long X X X X X X X LANDR KIPPR Short X X X X KOHOE Long X X X X X X SAYGE Northeast WAHUU Short X X X X JAGGR Long X X X X X X X DANDD PURRL Short X X ZPLYN Long X X X X X X X X QUAIL Southwest BOSSS Short X X X X

LDORA Long X X X LARKS PEEEK Short X X X X X X X TELLR Long X X X X

Southeast POWDR CREDE Short X X X X X X X

Source: DEN RNAV Workgroup, 2012. 2.3.2.2 Alternative 1 PUFFR RNAV STAR for aircraft arriving from the northeast, the SKARF RNAV APA PBN Procedures STAR for aircraft arriving from the northwest, the DUNNN RNAV STAR for Four RNAV STARs were proposed for aircraft originating from the southeast gate, implementation at APA, including the and the ZOMBZ RNAV STAR for aircraft

Alternatives 2-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

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arriving from the southwest. Aircraft arrivals from the southeast gate, and the CREDE would approach the runways either through RNAV STAR for aircraft arriving from the visual approaches or newly southwest. RNAV STARs proposed for BJC designed/modified instrument approaches are depicted in Figure 2-11. (RNAV to 35R, ILS to 35R and RNAV to 17L) instrument approaches (to Runways • From the northeast, the BJC KIPPR 35R or 17L). RNAV STARs proposed for RNAV STAR would share flight track APA are depicted in Figure 2-10. location with the DEN KIPPR RNAV STAR, both of which enter TRACON • The PUFFR RNAV STAR (northeast) airspace along a common route coincides with portions of the KOHOE overflying the LANDR fix. The procedure RNAV STAR serving DEN, as both is designed to Runways 29R and 11L overfly the SAYGE fix. for arriving aircraft to BJC.

• The SKARF RNAV STAR would share • From the northwest, the BJC FRNCH an en route flight track location with the RNAV STAR would share a common DEN FRNCH RNAV STAR. Both would route with DEN arrivals on the DEN overfly the TOMSN waypoint, although FRNCH RNAV STAR. Both would APA arrivals would be vectored off of overfly the TOMSN fix, prior to BJC the procedure to reach Runways 17L arrivals being vectored off of the and 35R at APA at various locations. procedure to either Runway 11L or 29R.

• A new approach route would be able to • The DUNNN RNAV STAR from the be implemented from the southeast. southeast would include runway Aircraft arriving to APA from the transitions to both Runways 11L and southeast would use the DUNNN RNAV 29R at BJC. Arrivals to BJC would share STAR, which would allow the separation a common route with arrivals to APA of DEN and APA arrivals to Runways between an altitude of 25,000’ or greater 17L and 35R. to approximately 12,000’, at which point the procedure would split to either • The southwest gate would allow for the airport. development of a separate RNAV STAR to APA. The ZOMBZ RNAV STAR • Arrivals from the southwest would use serves APA aircraft arrivals to Runway the CREDE RNAV STAR, common to 17L and 35R originating from the arrivals to DEN which overfly the southwest. POWDR arrival fix. The CREDE RNAV STAR is designed to both Runways 11L BJC PBN Procedures and 29R at BJC.

Four RNAV STARs proposed for Overall, the 2017 Alternative 1 condition implementation at BJC include the KIPPR includes approximately 82% of all RNAV STAR for aircraft arriving from the operations at DEN using RNAV STAR and northeast, the FRNCH RNAV STAR for SID procedures. At APA, approximately 3% aircraft arriving from the northwest, the of overall operations are modeled using the DUNNN RNAV STAR for aircraft originating

Alternatives 2-9 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

RNAV STAR procedures, while 3% of all design of the procedure close to APA operations to BJC are modeled on the represents the routing needed for RNAV applicable RNAV STAR procedures. departures to avoid conflicting with DEN arrivals and departures. Aircraft would Table 2.4 depart from either Runway 17L or 35R Summary of Proposed Alternative 1 from APA and follow the procedure to APA and BJC RNAV STARs the west, maintaining an altitude of RNAV Procedure Airport Description 10,000’ MSL at the LOOOP or WP01 STAR/SID Name APA STAR PUFFR NE Arrival waypoints. APA STAR SKARF NW Arrival APA STAR DUNNN SE Arrival • For aircraft departures from BJC, the APA STAR ZOMBZ SW Arrival WEEEL Hybrid RNAV SID would route BJC STAR DUNNN SE Arrival departures to the same fixes, but differs BJC STAR FRNCH NW Arrival again in its design close to the airport. BJC STAR KIPPR NE Arrival BJC STAR CREDE SW Arrival Under the WEEEL Hybrid RNAV SID, all Note: No SIDs are proposed. RNAV jet departures from Runways 11L Source: DEN RNAV Workgroup, 2012. and 29R would immediately upon departure turn to the northeast, 2.3.2.3 Alternative 2 converge at the TRIKO waypoint and share a common route approximating a Alternative 2 includes two RNAV SID 180-degree turn until they reach the procedures from the runway end for APA WEEEL waypoint at an altitude of and BJC. These procedures (LOOOP 12,000’ MSL, then proceed along Hybrid and WEEEL Hybrid) would allow branches of the procedure to a RNAV-capable jet departures from APA and departure fix. BJC to utilize RNAV technology immediately upon departure. The “Hybrid” RNAV SID With the implementation of RNAV SIDs at procedures do not allow for full RNAV SID APA and BJC, the overall use of RNAV navigation within the Study Area, but would procedures increases at APA and BJC, to provide RNAV capabilities until the aircraft 8% of overall operations at APA and 7% of reaches 10,000’, at which point aircraft operations at BJC. DEN usage of the RNAV would turn on course. Alternative 2 RNAV procedures remains at 82%. STARs (identical to Alternative 1 RNAV STARs) are depicted in Figures 2-12 and 2- 13, and Alternative 2 RNAV SIDs are depicted in Figures 2-14 and 2-15.

• For aircraft departures from APA, the LOOOP Hybrid RNAV SID would provide navigation from Runways 17L and 35R. The LOOOP Hybrid RNAV SID is designed to allow RNAV navigation from the runway until the aircraft reaches 10,000’ MSL. The

Alternatives 2-10 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 2.5 Under this alternative, APA departures Summary of Proposed Alternative 2 would use the LOOOP RNAV SID while APA and BJC RNAV STARs and SIDs BJC departures would use the WEEEL RNAV Procedure Airport Description RNAV SID. Alternative 3 RNAV STARs are STAR/SID Name depicted in Figures 2-16 and 2-17, and APA STAR PUFFR NE Arrival Alternative 3 RNAV SIDs are depicted in APA STAR SKARF NW Arrival APA STAR DUNNN SE Arrival Figures 2-18 and 2-19. APA STAR ZOMBZ SW Arrival LOOOP APA PBN Procedures APA SID Departure HYBRID BJC STAR DUNNN SE Arrival • From the northeast, APA jet arrivals BJC STAR FRNCH NW Arrival would use the BFFLO RNAV STAR, BJC STAR KIPPR NE Arrival BJC STAR CREDE SW Arrival which enters the Study Area separate WEEEL from DEN arrivals. Once within the BJC SID Departure HYBRID Study Area, APA arrivals would join Source: DEN RNAV Workgroup, 2012. portions of the DEN KOHOE and ANCHR procedures, prior to overflying 2.3.2.4 Alternative 3 APA and landing either Runway 17L or Alternative 3 represents the most mature 35R. and complete RNAV utilization for APA and • Aircraft arrivals from the northwest BJC. Under Alternative 3, RNAV STAR would utilize the BUGGG RNAV STAR. procedures unique to APA and BJC would The BUGGG RNAV STAR would maximize the separation of aircraft arrivals separate APA air traffic from DEN between the DEN procedures and satellite arrivals. APA arrivals would enter the airport operations. Aircraft arriving to APA Study Area from the northwest, fly and BJC would navigate on a dedicated set directly over DEN, then follow a route of procedures at higher altitudes. This similar to arrivals on the BFFLO RNAV alternative represents the most complex STAR. challenges to the airspace structure and capacity. • The DUNNN RNAV STAR would serve aircraft arriving to APA from the APA and BJC arrivals from the northwest southeast. Aircraft would be separated would utilize the BUGGG RNAV STAR, from southeast DEN and BJC arrivals. northeast arrivals would utilize the BFFLO RNAV STAR, southeast arrivals to APA • The ZOMBZ RNAV STAR would serve would utilize the DUNNN RNAV STAR APA aircraft arrivals to Runway 17L and (similar to Alternatives 1 and 2) and 35R originating from the southwest. southeast arrivals to BJC would use the OTKST RNAV STAR. APA arrivals from the • For APA departures, the LOOOP RNAV southwest would use the ZOMBZ RNAV SID would allow RNAV navigation from STAR, and BJC arrivals from the southwest the runway to a point at which the would use the CREDE RNAV STAR. RNAV aircraft would exit the Study Area. SID procedures would allow full utilization of Aircraft would depart APA and be routed RNAV capabilities within the Study Area.

Alternatives 2-11 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

to the east, continuing to climb, and share a route with DEN arrivals until a following the procedure to the departure point at which they would vector off to fix. The routing of the procedure to the Runways 11L and 29R at BJC. west of APA allows aircraft to climb to an altitude such that safe separation • For BJC departures, aircraft would fly from other air traffic is maintained. the WEEEL RNAV SID, which routes them to the northeast immediately upon BJC PBN Procedures departure, turns them to the west to increase altitude, then towards the • From the northeast, BJC jet arrivals departure fix. The turn to the west would use the BFFLO RNAV STAR, allows sufficient increases in altitude to which enters the Study Area in between safely separate aircraft from DEN traffic, the LANDR and SAYGE fixes, thus particularly for eastbound operations. separated from DEN traffic. Once within TRACON airspace, the BFFLO RNAV Alternative 3 represents approximately 82% STAR would join with the KOHOE DEN of all operations at DEN using RNAV STAR RNAV STAR, and then turn towards the and SID procedures. At APA, approximately south to arrive on one of two runway 8% of operations are modeled using the ends at BJC. RNAV STAR and SID procedures, and 7% of all operations to BJC modeled on the • Aircraft arriving on the BUGGG RNAV applicable RNAV STAR and SID STAR to BJC would be routed between procedures. the two existing fixes from the northwest (TOMSN and RAMMS), both of which Table 2.6 would be overflown by DEN arrivals. Summary of Proposed Alternative 3 Aircraft on the BUGGG RNAV STAR APA and BJC RNAV STARs and SIDs RNAV Procedure would remain separated from DEN Airport Description traffic but follow a similar trajectory STAR/SID Name towards DEN. Aircraft would fly past APA STAR BUGGG NW Arrival APA STAR BFFLO NE Arrival BJC to a point at which they could cross APA STAR DUNNN SE Arrival above DEN arrivals and turn northwest APA STAR ZOMBZ SW Arrival to the Airport. APA SID LOOOP Departure BJC STAR OTKST SE Arrival • Arrivals from the southeast would use BJC STAR BUGGG NW Arrival BJC STAR BFFLO NE Arrival the OTKST RNAV STAR. The OTKST BJC STAR CREDE SW Arrival RNAV STAR would route arrivals from BJC SID WEEEL Departure the southeast to the northwest above Source: DEN RNAV Workgroup, 2012. DEN arrivals on JAGGR/PURRL/ ZPLYN/BOSSS to a point near DEN, then turn to the west prior to approaching BJC.

• Arrivals from the southwest would use the CREDE RNAV STAR. Aircraft would

Alternatives 2-12 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

2.3.2.5 Alternative 4 • From the southwest, aircraft arrivals would use the PEEEK and LDORA Alternative 4 provides an alternative set of RNAV STARs, common to DEN arrivals. RNAV STARs for aircraft arriving to APA. The procedures in this alternative would mix Similar to Alternatives 2 and 3, traffic arriving to APA and DEN, which, approximately 82% of all operations at DEN, while allowing aircraft to utilize RNAV approximately 8% of operations at APA, and capabilities, would also result in APA traffic 7% of all operations at BJC are modeled on sharing the DEN stream for a longer period the applicable RNAV STAR and SID of time and at lower altitudes. APA arrivals procedures. under Alternative 4 would include FRNCH (northwest), KOHOE (northeast), DUNNN Table 2.7 (southeast), and LDORA/PEEEK Summary of Proposed Alternative 4 (southwest). All but the DUNNN RNAV APA and BJC RNAV STARs and SIDs RNAV Procedure STAR are in common with DEN. Under Airport Description Alternative 4, the RNAV STARs proposed STAR/SID Name for implementation in Alternative 2 would be APA STAR FRNCH NE Arrival APA STAR KOHOE NW Arrival utilized (reference Figure 2-3). The RNAV APA STAR DUNNN SE Arrival SIDs used in Alternative 2 would also be APA STAR PEEEK/LDORA SW Arrival implemented (LOOOP Hybrid at APA and APA SID LOOOP Hybrid Departure WEEEL Hybrid at BJC, reference Figures 2- BJC STAR DUNNN SE Arrival BJC STAR FRNCH NW Arrival 4 and 2-5). Figure 2-20 depicts the RNAV BJC STAR KIPPR NE Arrival STARs for APA under this alternative. BJC STAR CREDE SW Arrival BJC SID WEEEL Hybrid Departure • From the northeast, aircraft arrivals Source: DEN RNAV Workgroup, 2012. would use the KOHOE RNAV STAR, common with DEN arrivals. APA arrivals would be vectored off of the procedure 2.3.3 Comparison of Alternatives at various locations (and in most cases Table 2.8 provides a comparison of the sooner than DEN arrivals) or overfly alternatives carried forward for detailed DEN, prior to turning south to approach review. Following the detailed the Airport. environmental analysis and coordination with the public and agencies (see Chapters • Northwest arrivals would utilize the 4 and 5), the FAA determined that FRNCH RNAV STAR, in common with Alternative 2 is the Preferred Alternative to DEN arrivals on the same procedure. be carried forward for implementation. Aircraft would be vectored off of the Alternative 2 provides RNAV STAR and SID procedure at various locations for arrival procedures to every runway at DEN to Runways 17L or 35R at APA. allowing extensive use of PBN. This • Arrivals from the southeast would utilize alternative includes RNP, RNAV/RNP VMC the DUNNN RNAV STAR, similar to and RNAV Visual approaches to the Alternative 3. runways providing Air Traffic the ability to use PBN in multiple ways to multiple runways. Alternative 2 includes four RNAV

Alternatives 2-14 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

STARs and an RNAV SID for APA and BJC Alternative 2 provides the safest and most which allows RNAV-capable jets to use efficient RNAV system that can be RNAV technology immediately upon integrated into the Denver Complex departure. Alternative 2 allows the Airspace while considering environmental separation of DEN traffic arriving to APA concerns expressed during the EA process. from the southeast and southwest in See Chapter 4, Environmental keeping with the purpose and need for the Consequences for details on environmental project to provide separation of satellite considerations. facility traffic from DEN traffic. In summary

Table 2.8 Comparison of Alternatives No Action Alternative Alternative Alternative Alternative Review Factor Alternative 1 2 3 4 Meets Purpose and Need Accommodates current air No Yes Yes Yes Yes traffic efficiently Accommodates future air traffic No Yes Yes Yes Yes efficiently Uses advanced technology, No Yes Yes Yes Yes including RNAV and RNP Enhances safety No Yes Yes Yes Yes Enhances operational No Yes Yes Yes Yes efficiency Addresses Specific Airspace No Yes Yes Yes Yes Inadequacies Environmental Considerations Significant Noise Impacts No No No No Fuel Burn Reduction Reduction Reduction Reduction Significant DOT 4(f) Resources No No No No Impacts Source: DEN RNAV Workgroup and HNTB analysis, 2012.

Alternatives 2-15

CHAPTER 3: AFFECTED ENVIRONMENT

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter Three: AFFECTED ENVIRONMENT

The purpose of this chapter is to describe 3.1 Study Area Setting and the character of the existing environment General Conditions and the potentially affected environment for the Proposed Action. Characteristics of the This section provides general information on surrounding area are given to familiarize the the Study Area, airport facilities, airspace reader with the airport facilities and existing and typical meteorological patterns (i.e., airspace, geography, land use, weather and climate). demography, and general environmental conditions potentially affected by the 3.1.1 Setting and Location Proposed Action. The Study Area, as described in Chapter 1, The following sections provide baseline Section 1.2, Study Area, encompasses conditions for the natural and social approximately 6,900 square miles and environment to be evaluated for potential includes all or part of 17 counties in the impacts due to the Proposed Action State of Colorado. The 17 counties Alternatives. Only the FAA Order 1050.1E included in the Study Area are provided in impact categories that are potentially Table 3.1. affected by the Proposed Action are discussed in this section. These include the Table 3.1 following: Counties Located in the Study Area Adams Gilpin . Noise; Arapahoe Grand Boulder Jefferson . Existing Land Use; Broomfield Larimer . Population and Demographics; Clear Creek Morgan Denver Park . Department of Transportation Section Douglas Teller 4(f) and 6(f) Resources; El Paso Weld Elbert . Historic, Architectural, Archaeological, Source: HNTB analysis, 2011. and Cultural Resources; . Air Quality; 3.1.2 Airport Facilities . Climate; and There are 72 airports in the Study Area . Threatened and Endangered Species according to the National Plan of Integrated and Migratory Birds. Airport Systems (NPIAS); the majority of these airports are private facilities. This EA focuses on DEN as the primary airport and the two busiest satellite airport facilities, APA and BJC. Noise analysis specific to

Affected Environment 3-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

APA and BJC is included in the EA because alternatives have been designed for each of of the size and activity of their turbojet these three airports. Aircraft operating to fleets. APA has approximately 75 based other satellite airports may be able to take turbojets and BJC has close to 25 based advantage of the RNAV STARs designed turbojets.1 From June 2010 until the end of for DEN. May 2011, APA had 11,863 turbojet arrivals annually (approximately 33 daily) and BJC Figure 3-1 illustrates the airports in the had 3,608 turbojet arrivals annually Study Area and correlates with Table 3.2, (approximately 10 daily).2 Specific PBN which identifies the airports and the county and city in which the airport is located.

Table 3.2 Airports in Study Area ID Airport Name Airport ID County City Ownership 1 Elk Park Ranch 34CD Larimer Allenspark Private 2 Buckley Air Force Base BKF Arapahoe Aurora Military 3 Simons 34CO Arapahoe Aurora Private 4 Harrington Ranch CO02 Arapahoe Bennett Private 5 Logan 96CO Adams Bennett Private 6 Greggs Nr 1 0CO3 Adams Bennett Private 7 Hoy Airstrip 76CO Adams Bennett Private 8 J & S CD14 Adams Bennett Private 9 Yoder Airstrip CD09 Adams Bennett Private 10 Young's Strip 87CO Arapahoe Bennett Private 11 Lazy W 86CO Larimer Berthoud Private 12 Pond's Field CD39 Larimer Berthoud Private 13 Skylane Ranch 17CO Weld Berthoud Private 14 Skywagon Ranch 6CO6 Larimer Berthoud Private 15 Athanasiou Valley CO07 Gilpin Blackhawk Private 16 Boulder Muni BDU Boulder Boulder Public 17 Lemons Private Strip CO10 Boulder Boulder Private 18 Brighton Van-Aire Estates CO12 Adams Brighton Private 19 Flying E 22CO Adams Brighton Private 20 Bijou Basin CD17 Adams Byers Private 21 East Moore Field 8CO4 Arapahoe Byers Private 22 Sky Haven CO17 Arapahoe Byers Private 23 Spickard Farm 5CO4 Arapahoe Byers Private 24 Kelgun 4CO8 Douglas Castle Rock Private 25 Meyer Ranch 5CO6 Jefferson Conifer Private 26 Centennial APA Arapahoe Denver Public 27 Denver Intl DEN Denver Denver Public 28 Front Range FTG Adams Denver Public 29 Rocky Mountain Metropolitan BJC Jefferson Denver Public 30 Ambrosich Field 4CO7 Douglas Elbert Private 31 Flying Lazy D Ranch CO49 Elbert Elbert Private 32 Kelly Air Park CO15 Elbert Elbert Private 33 Circle 8 Ranch CO42 Elbert Elizabeth Private

Affected Environment 3-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.2 Airports in Study Area ID Airport Name Airport ID County City Ownership 34 D Bar D 9CO6 Elbert Elizabeth Private 35 Dietrichs 3CO7 Elbert Elizabeth Private 36 Flyin' B Ranch CD45 Elbert Elizabeth Private 37 Pine View 8CO9 Elbert Elizabeth Private 38 Safer 2CD6 Elbert Elizabeth Private 39 Erie Muni EIK Weld Erie Public 40 Parkland 7CO0 Weld Erie Private 41 Marshdale CO52 Jefferson Evergreen Private 42 Wings N Things Airpark & Museum CO58 Weld Firestone Private 43 Kostroski 43CO Douglas Franktown Private 44 Reed Hollow Ranch CO96 Douglas Franktown Private 45 Easton/Valley View/ 11V Weld Greeley Private 46 Platte Valley Airpark 18V Weld Hudson Private 47 Tall Timber CD28 Jefferson Indian Hills Private 48 Horseshoe Landings CO60 Weld Keenesburg Private 49 JJS CO56 Adams Keenesburg Private 50 Land CO82 Weld Keenesburg Private 51 The Farm 62CO Weld Keenesburg Private 52 Beaugh 9CO7 Weld Kersey Private 53 Bijou Bottom Strip 9CO8 Elbert Kiowa Private 54 Chaparral CO18 Elbert Kiowa Private 55 Comanche Creek 07CO Elbert Kiowa Private 56 Fox Hole 0CD7 Boulder Lafayette Private 57 Perry Park CO93 Dolores Larkspur Private 58 Vance Brand LMO Boulder Longmont Public 59 Dave's 0CO1 Boulder Louisville Private 60 Cartwheel 0CO8 Weld Mead Private 61 Rancho De Aereo 05CO Weld Mead Private 62 Mountain View Ranch 52CO El Paso Monument Private 63 Colorado Antique Field 8CO7 Boulder Niwot Private 64 Everitt 1CO8 Elbert Parker Private 65 Kugel-Strong 03CO Weld Platteville Private 66 Tonga 1CD2 Weld Platteville Private 67 Air Dusters Inc 49CO Weld Roggen Private 68 Westberg-Rosling Farms 74CO Weld Roggen Private 69 Comanche Airfield LLC CO38 Adams Strasburg Private 70 Comanche Livestock 59CO Adams Strasburg Private 71 Comanche Springs Ranch CO97 Arapahoe Strasburg Private 72 Van Slyke Field 9CO2 Arapahoe Watkins Private Source: National Plan of Integrated Airports Systems (2011-2015).

Affected Environment 3-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

3.1.3 Primary Airport Department. In 2010, approximately 117,700 annual aircraft operations were DEN is located in Denver County, Colorado conducted at BJC. The Airport has three about 23 miles northeast of downtown runways (two parallel runways and one Denver. The City and County of Denver crosswind runway). The Airport is (CCD) owns and operates DEN under the dominated by GA operations and is a base management of the Department of Aviation. to National Science Foundation (NSF) and In 2010, approximately 618,300 annual National Center for Atmospheric Research aircraft operations were conducted at DEN. (NCAR) flight operations in Colorado. Fifteen (15) major scheduled airlines Figure 3-4 depicts BJC. operate out of DEN. There are six runways at DEN, located on the airfield around the 3.1.5 Airspace mid field terminal and concourses. The four north/south runways are as follows: 16R- The existing airspace structure, which is 34L is 16,000 feet long and 200 feet wide also the No Action Alternative, uses a and 16L-34R, 17L-35R and 17R-35L are all system of navigational fixes, routes and 12,000 feet long and 150 feet wide. The procedures to route aircraft through the east/west runways 07-25 and 08-26 are Study Area. Chapter 1, Section 1.3.1, also 12,000 feet long and 150 feet wide. National Airspace System, provides Figure 3-2 illustrates the DEN layout and information on the ATC facilities in the runway configuration. Study Area which serve to manage and provide separation to aircraft operating 3.1.4 Satellite Airports under IFR. In addition, Appendix A, National Airspace System Overview, APA is located in Arapahoe County, provides an overview of the National Colorado, about 13 miles south of Airspace System and the procedures used downtown Denver and 19 NM southwest of to direct and manage aircraft during the DEN. APA is owned and operated by the takeoff, cruise and landing phases of flight. Arapahoe County Public Airport Authority Appendix A also provides information on the which is a political subdivision of the State airspace classifications (i.e., Class B, C, D of Colorado. In 2010, approximately and E) which are designed primarily to 271,800 annual aircraft operations were manage visual flight rules (VFR) traffic in conducted at APA. The Airport has three controlled airspace in order to ensure runways (two parallel runways and a separation from IFR aircraft. crosswind runway) and is dominated by general aviation (GA) operations. Figure 3- The intent of this section is to discuss the 3 depicts APA. general flow of air traffic in the Study Area, in regard to the effect of aircraft routings on BJC is located in Jefferson County, the affected environment (e.g., noise). Colorado, about 17 miles northwest of Generally, most air carrier and GA jet downtown Denver and 21 NM from DEN. aircraft flying within the Study Area are in BJC is owned and operated by Jefferson the takeoff or landing phase of flight from a County which is a division of the Jefferson commercial service airport. County Development and Transportation

Affected Environment 3-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

During the cruise phase of flight, these operates primarily in a north or south aircraft are usually flying above 18,000’ configuration: north on Runways 35L, 35R, AGL, and as such, are above the Study 34L and 34R and south on Runways 16L, Area. Non-jet GA aircraft typically operate 16R, 17L and 17R. APA operates similarly, at lower altitudes, and are more apt to be in with the primary configurations being a the cruise portion of flight within the Study north or south runway flow: north on Area. Runways 35L and 35R and south on Runways 17L and 17R. BJC, however, To help understand the limitations in the operates slightly differently, with the primary existing airspace structure, consider the configuration being northwest or southeast: flows of air traffic in the Study Area. Fixed- northwest on Runways 29L and 29R and wing aircraft must generally depart (takeoff) southeast on Runways 11L and 11R. and arrive (land) into the wind, in order to increase aircraft performance (i.e., reduced During the course of a day, the way that the takeoff and landing distance and increased airfield at DEN is operated may change climb gradient) and maintain safety. While multiple times depending on weather and runway use is generally determined by traffic levels. However, there are prominent wind, other factors also play a role. For configurations for both arrival and departure example, weather conditions such as low flows at DEN which influence the flows into visibility and/or cloud ceiling can also affect APA and BJC. Arrival flows into DEN are runway selection, as some runways have mostly in a true north or south configuration enhanced Instrument Meteorological with arriving aircraft landing in a south Conditions (IMC) capabilities and the configuration on Runways 16L, 16R and availability of instrument approach 17R or in a north configuration on Runways procedures (e.g., Instrument Landing 34R, 35L and 35R. Less predominant flows Systems, ILS). In the absence of wind and include arrivals from the west and east in weather factors, operational necessity and combination with north or south arrivals. traffic demand can determine runway Figures 3-5 through 3-9 show the most selection as some runway flows have a prominent arrival flows used in the existing higher operational capacity than others, due airspace structure at DEN, including flow in part to runway layout. A runway use into APA and BJC, for south, north, south configuration is the combination and and west, south and east, and north and orientation of runways that aircraft use at a west, flows, respectively. particular time in response to these factors. Departure configurations at DEN are not Several runway use configurations are predominately in a true north or south possible, based on the interaction of configuration but include departures to the runways in use at each airport. Runway use east and west along with north and south and resulting arrival and departure routes departures. The four most predominate from one airport may affect the arrival and configurations include departures on departure routes at another airport. As a Runways 34L, 34R, 8 and 25, Runways result, there are multiple airport/runway use 34L, 34R and 25, and Runways 17L,17R, 8 interdependencies through the interaction of and 25. Figures 3-10 through 3-13 show aircraft routes from different airports. DEN the departure routes used in the existing

Affected Environment 3-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

airspace structure at DEN, including APA inherent limitations in its design which result and BJC for north and south, including east in considerable inefficiencies. and west flows, respectively. 3.1.6 Land Use As previously stated, air traffic routes vary depending on the runway configuration in Figure 3-14 illustrates generalized land use use at each airport. Departing aircraft are within the Study Area, while Figures 3-15, assigned to a departure runway that is 3-16 and 3-17 depict specific land use in the based on the particular flow (e.g., north or vicinity of DEN, APA and BJC, respectively. south) in which the primary airport is Land use in the Study Area includes low, operating, and the flight’s destination which medium and high intensity development in generally determines the initial departure fix and around cities and metropolitan areas, to be navigated towards once airborne and with the largest concentration surrounding all applicable in-close noise abatement the City of Denver, which includes parts of procedures have been satisfied. Arriving Denver, Adams, Arapahoe and Jefferson aircraft are assigned to a route based upon counties. The majority of the western the expected arrival runway, and the flight’s portion of the Study Area consists of origin and direction of approach to the evergreen and deciduous forest, with destination airport. ATC operates in a perennial snow/ice in and near Rocky systematic manner, such that flights Mountain National Park. To the south and between two airports (e.g., DEN and San southeast of Denver the land cover is Diego) will typically be assigned to the same characterized by natural or semi-natural route. This ensures that ATC operates in a herbaceous vegetation and is consistent safe and efficient manner and results in the with open space and rural land use. To the establishment of the primary air traffic north and east of Denver in the Study Area, routes. the land is classified as cultivated cropland, largely farmland that is managed for the Figures 3-5 through 3-13 also depict the production of food, feed or fiber. complexity of the current airspace structure and the interdependency of the airports with Information on existing land use was regard to aircraft routing. Although the obtained from the United States Geological existing airspace structure provides for the Survey (USGS). safe conveyance of aircraft, there are

Affected Environment 3-6 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport

and Rocky Mountain Metropolitan Airport Environmental Assessment

3.1.7 Demographics Tables 3.4 and 3.5 provide statistics on minority and low-income populations within Demographic data is used to assess Denver, Arapahoe and Jefferson Counties, potential impacts to people, socioeconomic as well as statewide and nationwide impacts and impacts to minority and low- statistics for comparison purposes. The income populations under environmental most recent data available from the U.S. justice considerations. This section Census Bureau were used. describes the 2010 U.S. Census demographic statistics for the counties in The Department of Transportation Order on which the airports are located; specifically Environmental Justice defines low-income Denver County for DEN, Arapahoe County as “a person whose median household for APA and Jefferson County for BJC. income is at or below the Department of Although only the demographic data for the Health and Human Services poverty 3 counties that the airports are within is guidelines.” Minority populations are provided in Table 3.3, the most current and defined as: projected demographic data was collected for all counties in the Study Area and was • Black - a person having origins in any of incorporated into the GIS database that was the black racial groups of Africa; used to assess environmental • consequences. Specifically, Adams, Hispanic - a person of Mexican, Puerto Boulder, Broomfield, Clear Creek, Douglas, Rican, Cuban, Central or South El Paso, Elbert, Gilpin, Grand, Larimer, American, or other Spanish culture or Morgan, Park, Teller and Weld counties origin, regardless of race; were included in the GIS database. • Asian American - a person having origins in any of the original peoples of Table 3.3 summarizes the demographic the Far East, Southeast Asia, the Indian data in the vicinity of DEN, APA and BJC, subcontinent or the Pacific Islands; or including information on population, median income and employment. The counties are • American Indian and Alaskan Native - a comparable in terms of population, income person having origins in any of the and households. All three counties have original people of North America and grown in population in the past 10 years who maintains cultural identification (2000 to 2010), with Arapahoe County through tribal affiliation or community 4 experiencing the highest percent growth recognition. (17.2 percent). Denver County had a population increase of 8.2 percent and Jefferson County’s population increased by 1.4 percent. Population in the State of Colorado increased by almost 17 percent between 2000 and 2010. The per capita income in each of the counties is comparable to that of the State.

Affected Environment 3-7 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.3 Demographic Statistics County and Airport Denver Arapahoe Jefferson Demographic Factor County, County, County, Colorado Colorado Colorado Colorado (DEN) (APA) (BJC) Population 2010 Population(1) 600,158 572,003 534,543 5,029,196 Per Capita Income(2) $29,844 $31,808 $34,147 $29,679 Population, % Change (2000-2010) 8.2% 17.2% 1.4% 16.9% Income Total Households(1) 285,797 238,301 229,967 1,869,276 Median Household Income (2009)(2) $45,438 $58,968 $65,891 $55,735 Median Family Income(2) $56,909 $73,086 $80,597 $69,591 Employment(2) In Labor Force (2005-2009) 301,714 298,948 302,232 2,643,932 Employment in civilian labor force 324,805 297,182 301,653 2,616,764 Employment in Armed Forces 538 1,766 579 27,168 Unemployment in civilian labor 22,574 17,543 18,177 162,296 Population not in labor force 135,768 119,583 121,211 1,134,480 Source: U.S. Bureau of the Census, Census 2000 and 2010. Note: (1) 2010 U.S. Census Data available and used. (2) American Community Survey, 2005-2009 (in 2009 inflation-adjusted dollars).

Table 3.4 Minority and Low-Income Population Statistics

County and Airport

Demographic Factor Denver County, Arapahoe Jefferson County, Colorado County, Colorado Colorado (DEN) (APA) (BJC) Minority Population Statistics, 2010 (percent)(1) % of Total County Population 31.1% 27.3% 11.6% % of Total State Population 18.7% 18.7% 18.7% % of Total National Population 27.6% 27.6% 27.6% Persons below poverty level, 2009 (percent)(2) % of Total County Population 18.8% 12.3% 8.1% % of Total State Population 12.6% 12.6% 12.6% % of Total National Population 14.3% 14.3% 14.3% Source: (1) U.S. Bureau of the Census, Census 2010. (2) American Community Survey, 2005-2009.

Affected Environment 3-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.5 Detailed Minority Statistics Denver County, Arapahoe County, Jefferson County, Colorado Colorado Colorado Colorado Number Percent Number Percent Number Percent Number Percent Total Population 5,029,196 100% 572,003 100% 600,158 100% 534,543 100% One race 4,856,740 96.5% 547,646 95.8% 575,599 95.9% 519,997 97.3% White 4,089,202 81.3% 415,910 72.7% 413,696 68.9% 472,694 88.4% Black or African 201,737 4.0% 58,107 10.2% 61,435 10.2% 5,667 1.1% American American Indian 56,010 1.1% 4,363 0.8% 8,237 1.4% 4,717 0.9% and Alaska Native Asian 139,028 2.8% 29,077 5.1% 20,433 3.4% 14,037 2.6% Native Hawaiian and Other Pacific 6,623 0.1% 1,140 0.2% 607 0.1% 457 0.1% Islander Some other race 364,140 7.2% 39,049 6.8% 71,191 11.9% 22,425 4.2% Two or more races 172,456 3.4% 24,357 4.3% 24,559 4.1% 14,546 2.7%

Hispanic or Latino (of 1,038,687 20.7% 105,522 18.4% 190,965 31.8% 76,445 14.3% any race) Source: U.S. Bureau of the Census, Census 2010.

3.1.8 Weather and Climate Tailwinds increase takeoff and landing distance. Winds in excess of crosswind and Weather and climate are important factors tailwind limits force aircraft to use a different in aviation operations. Wind, temperature, runway. Accordingly, wind speed and precipitation and storms affect how aircraft direction dictate the orientation of runways operate and how air traffic is managed. at an airport and the use of specific runway While the Study Area usually experiences configurations. The general atmospheric four well defined seasons, the climate is flow in the Study Area is from west to east significantly influenced by the Rocky and winds are generally from the north and Mountains and is often characterized by south at DEN and APA and from the north rapidly changing weather. and west at BJC. The average wind speed at DEN is 8.9 mph, at APA is 7.3 mph and Aircraft generally takeoff and land into the at BJC is 6.4 mph.5 On average, the spring wind (known as a headwind) whenever and summer months are windier than the possible. Headwinds reduce an aircraft’s other months. Strong winds are also takeoff and landing distance, and increase frequently associated with severe climb rate. Aircraft can operate with thunderstorms. considerable crosswinds (a wind blowing at the side of the aircraft), up to about 20 knots Temperature is an important factor in for a typical air carrier aircraft. Aircraft can aircraft performance. High temperatures operate with limited tailwinds (a wind decrease the density of air, which increases blowing on the rear of the aircraft), up to 10 aircraft takeoff distance and reduces climb knots for a typical air carrier aircraft. performance. This generally results in

Affected Environment 3-9 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

increased noise propagation in hot new RNAV procedures, inclusive of RNP temperatures, as compared to colder and OPD, for RNAV-capable aircraft flying temperatures. Temperatures at DEN, APA into and out of DEN, APA and BJC. Section and BJC are somewhat moderated by the 3.2 identifies the impact categories that are . The average temperature not expected to have an impact due to the for all three airports is about 50-degrees Proposed Action and Section 3.3 provides Fahrenheit. baseline conditions for the natural and social environment to be evaluated for In general, precipitation is associated with potential impacts from the Proposed Action. storm events and reduced visibility. These factors can result in increased airport 3.2 Non-Issue Impact Categories delays. Snowfall and precipitation amounts depend greatly upon location within the Table 3.6 provides the impact categories in Study Area relative to the lee side of the FAA Order 1050.1E that are not anticipated mountains. On average, 60 inches of snow to be impacted by the Proposed Action. A and 15 inches of liquid precipitation fall each brief description of the categories and the year at DEN.6 rationale for dismissing the impact category is discussed in the table below. As discussed in the previous Chapters, the Proposed Action is the implementation of Table 3.6 Non-Issue Impact Categories Category Description Reason for Dismissal Federal activities involving or affecting coastal resources are governed by the Coastal Barriers Resources Act, the Coastal Zone Management Act (CZMA) and E.O. The project area is not located in a 13089, Coral Reef Protection. The CZMA coastal zone, is not within a coastal of 1972 ensures effective management, barrier and is not included in a Coastal Coastal beneficial use, protection and development Zone Management Program. Therefore Resources of the coastal zone. Coastal Zone there would be no impacts with respect Management Programs, prepared by states to coastal resources or coastal barriers according to guidelines issued by the and no further analysis is required. National Oceanic and Atmospheric Administration, are designed to address issues affecting coastal areas. NEPA documents must include a general The implementation of new RNAV description of the type and nature of any procedures does not involve any construction, and measures to be taken to construction activity/ground-based Construction minimize potential adverse effects. Local, impacts; therefore, there would be no Impacts State, Tribal or Federal ordinances and construction impacts associated with regulations address the impacts of the Proposed Action and no further construction activities, including analysis is required. construction noise, dust and noise from

Affected Environment 3-10 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.6 Non-Issue Impact Categories Category Description Reason for Dismissal heavy equipment traffic, disposal of construction debris, and air and water pollution. The Proposed Action does not claim The Farmland Protection Policy Acts farmland, as it does not involve the (FPPA) of 1980 and 1995 require development of any land. Therefore, no Farmlands identification of the effects of Federal farmland soils will be impacted and the programs on the conversion of farmland to agricultural economy of the area will non-agricultural uses. not be affected and no further analysis is required. Executive Order No. 11988 was enacted in The Proposed Action would not result order to avoid, to the extent possible, the in the construction of facilities. long and short-term adverse impacts Therefore, it would not encroach upon associated with the occupancy and areas designated as a 100-year flood Floodplains modification of floodplains, including the event area as described by the Federal avoidance of direct and indirect support of Emergency Management Agency floodplain development wherever there is a (FEMA) and no further analysis is practical alternative. required. FAA actions to fund, approve or conduct an activity may require consideration of hazardous material, pollution prevention and solid waste impacts in NEPA documentation. Laws governing the handling and disposal of hazardous The Proposed Action would not result materials, chemicals, substances and in any construction or development or Hazardous wastes are the Resource Conservation and any physical disturbances of the Materials, Recovery Act (RCRA) (as amended by the ground. Therefore the potential for Pollution Federal Facilities Compliance Act of 1992) impact in relation to hazardous Prevention, and and the Comprehensive Environmental materials, pollution prevention and Solid Waste Response, Compensation, and Liability Act solid waste is not anticipated and no (CERCLA). RCRA governs the generation, further analysis is required. treatment, storage and disposal of hazardous wastes. CERCLA provides for consultation with natural resources trustees and cleanup of any release of a hazardous substance (excluding petroleum) into the environment.

The FAA considers the extent to which any Due to the altitude of the proposed Light Emissions lighting associated with an action will create RNAV procedures, the lights and Visual an annoyance among people or interfere associated with aircraft operating on Impacts with their normal activities. these routes would not be bright

Affected Environment 3-11 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.6 Non-Issue Impact Categories Category Description Reason for Dismissal enough to be an annoyance to people or interfere with normal activities on the ground. Additionally, flight locations are in the same proximate location in the future as they are in the existing condition. Therefore, no further analysis is required. Federal agencies should ensure that energy The Proposed Action would not result use, its conservation, and energy efficient in the construction of facilities that alternatives are considered along with other would potentially impact known pertinent factors in planning, detailed sources of minerals or energy. design, and in the decision making process Therefore, it is anticipated that the Natural leading to an action. The potential to Proposed Action would not result in the Resources and change demands on stationary facilities, depletion of local supplies of energy Energy Supply local energy supplies, and natural and/or natural resources and no further resources, other than fuel, is also analysis is required. considered. Any increase in fuel burn will be The CEQ has also indicated that discussed in Section 4.10, Climate of greenhouse gas emissions should be the Environmental Consequences. considered in NEPA analysis. When potential for major development Induced impacts are normally not proposals involve the potential for induced significant except where there are also or secondary impacts on surrounding significant impacts in other categories, communities, the EA shall describe in Secondary especially noise, land use, or direct general terms such factors. This includes (Induced) social impacts. Impacts are not any shifts in patterns of population Impacts anticipated for any of these categories, movement and growth, the demand for therefore there would be no significant public services, and changes in business secondary impacts due to the and economic activity within the confines of proposed project. the Study Area. The Federal Water Pollution Control Act, as amended by the Clean Water Act (CWA) of 1977, establishes water quality standards for restoring and maintaining the integrity of The Proposed Action would not require the nation’s waters. Section 402 of the CWA construction of facilities, and therefore Water Quality established the National Pollutant does not impact water resources and Discharge Elimination System (NPDES) to no further analysis is required. limit pollutant discharges into streams, rivers, and bays and is the key regulatory element in the enforcement of the CWA. Wetlands Section 404 of the CWA, as amended, The Proposed Action would not result

Affected Environment 3-12 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.6 Non-Issue Impact Categories Category Description Reason for Dismissal regulates the discharges of dredged or fill in the construction of facilities and materials into navigable waters of the would therefore not encroach upon United States through the Section 404 areas designated navigable waters. Permit program. Therefore no further analysis is required. One designated Wild and Scenic River, the , penetrates The Wild and Scenic Rivers Act of 1968 the Study Area within Rocky Mountain (PL.90-542) was instituted to protect and National Park. Existing aircraft noise preserve in free-flowing condition, river exposure is <29 DNL at all 23 points segments which with their immediate modeled along the river, and maximum environments, possess outstandingly change in noise exposure with any of Wild and Scenic remarkable scenic, recreational, geologic, the alternatives is +2 DNL. (See Rivers fish and wildlife, historic, cultural, or other Appendix D). These noise levels reflect similar values. The Wild and Scenic Rivers the high altitude that aircraft are using Act limits development within 1,000 feet of as they traverse the section of the segments of a river designated as Wild or River within the Study Area. Also, the Scenic. Proposed Action will not result in any ground-based impacts. No further analysis is required. Source: HNTB Analysis, 2012.

3.3 Affected Environmental 3.3.1.1 Noise Modeling Resource Categories Methodology

Noise and other resource categories related The FAA has developed specific guidance to noise exposure are discussed in this and requirements for the assessment of section, along with existing air quality and aircraft noise in order to comply with NEPA. wildlife potentially found in the Study Area. This guidance, specified in FAA Order 1050.1E, requires that aircraft noise be 3.3.1 Noise analyzed in terms of the yearly Day-Night Average Sound Level (DNL) metric. To this Aircraft noise is often the most noticeable end, DNL noise levels are calculated for the environmental effect associated with average annual daily operations for the aviation. This section includes a brief years of interest. The Proposed Action overview of the noise analysis methodology covers a widespread area and involves used for this EA as well as a discussion of high-altitude route changes. The noise the existing aircraft noise exposure levels in analysis is conducted for the entire Study the Study Area. Area up to an altitude of 18,000’ AGL and includes aircraft operations at DEN, APA and BJC. For this study, noise modeling

Affected Environment 3-13 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

was conducted for 2010 (base year) as assessments and environmental impact described in this chapter. Forecast statements. The NIRS model was conditions in 2012 (first year of developed by the FAA specifically to assess implementation) and 2017 (five years noise effects associated with regional beyond implementation) for the No Action airspace projects. The NIRS model was Alternative and Proposed Action initially developed in 1995 by the FAA’s Alternatives are described in Chapter 4, Office of Environment and Energy in Environmental Consequences. cooperation with FAA Air Traffic for assessing the noise impacts of regional Noise Metric airspace design projects covering large geographic areas. NIRS was validated by The DNL metric is the sound level from the FAA Office of Environment and Energy aircraft operations for a 24-hour period, against INM in 1997. The NIRS model has which includes all of the time-varying aircraft been used to assess noise impact for sound energy within the period. Since there regional airspace redesign in multiple is a greater annoyance caused by noise environmental documents by the FAA. events at night, a 10 decibel (dB) weighting NIRS shares common features with INM, is added to the DNL for night-time noise including noise computational algorithms events. The weighting, in essence, equates and an aircraft reference database. Both one night-time flight to 10 daytime flights. models are average-value models which are Night-time noise events, as defined by the designed to estimate the long term average FAA, are those that occur between 10:00 changes in operating conditions. P.M. and 6:59 A.M. This extra night-time event weighting helps to account for the Although not a regional airspace redesign annoyance of noise during time periods because of the expanse of the area to be when people are trying to sleep and studied within this EA (i.e. the study goes ambient noise levels are lower. Additional beyond the immediate vicinity of the details relating to the physics of sound, the individual airports included in the Proposed effect of noise on people and the DNL Action), the extensive number of new air metric is available in Appendix B, Noise traffic procedures, and the capabilities and its Effect on People Technical within the NIRS model to adjust aircraft Report. flight profiles to accurately represent procedural changes, it was decided to use Noise Models the model to analyze operations into and out of DEN. For the noise analysis at the Two noise models were used for the satellite airports (APA and BJC) it was analysis of noise in this EA: the Integrated determined that the INM would be used. Noise Model (INM) and the Noise Integrated This determination was made based on the Routing System (NIRS). The INM is the satellite airports having fewer proposed air FAA’s approved model for assessing noise traffic procedures and fewer RNAV-capable at civilian airports. The INM has been used aircraft that would potentially use the for environmental review of aviation noise proposed procedures. However, the flight impacts since 1978 and is used for 14 CFR segment generator within NIRS was used to Part 150 studies and NEPA environmental

Affected Environment 3-14 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

generate RNAV procedure flight segments type, arrival and departure times, and for input into the INM so as to replicate air origin/destination airport. The operational traffic procedures as INM does not have this forecasting used in the noise modeling is type of capability. discussed in Appendix C, Flight Activity Forecast Development Technical Report Detailed information on aircraft operations and annual operations by airport and year of within the Study Area was assembled for analysis are summarized in Table 3.7. input into INM and NIRS. This includes specific fleet mix information such as aircraft

Table 3.7 Existing and Forecast Annual Operations by Airport Airport 2010 2012 2017 DEN 618,310 643,094 731,460 APA 271,781 287,125 298,405 BJC 117,694 119,597 133,384 Source: HNTB analysis, 2011.

While the fleet mix defines the number and block); (2) noise sensitive locations such as type of aircraft operations, runway use and historic sites, schools and parks; and (3) flight track location/usage provide evenly spaced grids over National and state information on where and how aircraft travel parks and wilderness areas. in the Study Area. Modeled flight tracks were developed from a 365-day sample of Census blocks are the smallest geographic radar data, which included over 680,000 unit for which the U.S. Census Bureau actual flight tracks. The radar data provided tabulates data. Census blocks are information on flight route geometry and generally bounded by streets, legal headings, aircraft usage by type and time of boundaries and other features. The number day, and flight profiles (i.e., altitudes). of people exposed to noise is estimated as the number residing in the census block. Weather conditions (e.g., temperature and For this analysis, the census block counts humidity) that affect the propagation of represent the maximum potential population noise through the air and terrain data are within the census block that could be also incorporated into the NIRS and INM exposed to the modeled DNL levels. The modeling. Additional details on NIRS and actual number of people impacted can be INM and development of the noise modeling less than the total population represented are available in Appendix D, Noise by a single census block because noise Modeling Technical Report. levels will vary throughout the census block. A total of over 65,600 census blocks (748 Noise exposure from aircraft operations was census tracts) in the Study Area were calculated at more than 68,000 locations analyzed. throughout the approximate 6,905 square miles. The locations consist of (1) population centroids (i.e., center of census

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3.3.1.2 Existing Aircraft Noise considering the future condition noise Exposure at Population analyses presented in Chapter 4, Centroids Environmental Consequences. In addition, the 2010 noise analysis is the foundation Figure 3-18 shows the existing (2010) noise upon which the noise modeling for the exposure levels at population centroids from future conditions (i.e., 2012, first year of 45 DNL up to 75 DNL for the entire Study implementation and 2017, five years beyond Area. The color of each population centroid implementation) is developed. is thematically based as defined in Table 3.8. In general, the majority of the Table 3.8 Study Area is exposed to aircraft noise Color Coding for DNL Ranges levels less than 45 DNL. As would be DNL Range (dB) Color expected, the areas closer to the airports Less than 45 Magenta are exposed to the highest noise exposure 45 to less than 50 Dark Blue levels. As shown in Table 3.9, the majority 50 to less than 55 Light Blue (i.e., 88%) of people residing within the 55 to less than 60 Green Study Area are exposed to less than 45 60 to less than 65 Yellow DNL. Approximately 422 people (i.e., 65 to less than 70 Orange 0.01%) experience noise exposure levels of 70 to less than 75 Baby Pink 65 DNL or more. The 2010 existing 75 or Greater than Red condition noise analysis is intended to Source: HNTB analysis, 2011. provide a frame of reference when Table 3.9 2010 Maximum Population Exposed to Aircraft Noise DNL Range (dB) Population Percentage of Total Less than 45 2,598,603 87.83% 45 to less than 50 262,170 8.86% 50 to less than 55 71,048 2.40% 55 to less than 60 23,252 0.79% 60 to less than 65 3,309 0.11% 65 to less than 70 422 0.01% 70 to less than 75 0

Greater than or equal to 75 0

Total 2,958,804 100% Source: HNTB analysis, 2011

Affected Environment 3-16 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

3.3.2 Section 4(f) and 6(f) of the DOT State, and local officials having jurisdiction Act over the affected Section 4(f) resources when determining whether project-related 49 U.S.C. Section 303(c), commonly noise impacts would substantially impair the referred to as Section 4(f) of the Department resource.”7 of Transportation (DOT) Act, states that the “…Secretary of Transportation will not Since there is the potential for the Proposed approve a project that requires the use of Action to “use” 4(f) properties, this section any publicly-owned land from a public park, describes the parks and natural areas recreation area, or wildlife and waterfowl located within the Study Area. Natural refuge of national, state, or local areas, as defined for the purpose of this significance or land from a historic site of document, include wildlife refuges, forests, national, state, or local significance as wildlife management areas and other places determined by the officials having that are considered recreationally and jurisdiction thereof, unless there is no environmentally significant. The Study Area feasible and prudent alternative to the use has numerous city, county, state and of such land…and [unless] the project federally maintained parks as well as other includes all possible planning to minimize natural areas. National Natural Resource harm resulting from the use.” The term “use” Areas are depicted in Figure 3-19 and encompasses both direct and indirect correlated with a reference number in impacts to Section 4(f) properties. Direct Table 3.10. use is the physical taking of the 4(f) property. Indirect adverse impacts such as Many Section 4(f) properties are also subject to the Section 6(f) of the Land and noise that compromise the use of Section 8 4(f) properties for their intended purpose are Water Conservation Fund (LWCF) Act. considered a “constructive use.” Section 6(f) states that no public outdoor recreation areas acquired or developed with Privately owned parks, recreation areas and any LWCF assistance can be converted to wildlife refuges are not subject to Section non-recreation uses without the approval of 4(f). The determination of use must the Secretary of the Interior. The Secretary consider the entire property and not simply of the Interior may only approve the portion of the property being used for conversions if they are in accordance with the proposed project. the comprehensive statewide outdoor recreation plan and if the converted areas FAA has established guidelines for aircraft will be replaced with other recreation lands noise and land use compatibility under 14 of reasonably equivalent usefulness and CFR Part 150. Part 150 is limited, however, location. In Colorado, LWCF state matching in its ability to assess the impact of noise in grants are administered by Colorado State areas where quiet and serenity are Parks. Since 1965, nearly 1,000 grants expected. Special consideration is given to totaling more than $58 million have funded parks and natural areas where a quiet local government and state park outdoors setting is a generally recognized purpose investments statewide.9 Appendix E, and attribute. In these areas the FAA Section 6(f) Resources, provides a list of official “must consult all appropriate Federal,

Affected Environment 3-17 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Section 6(f) properties by County in the Forest System, State Parks and Forests, Study Area. and other areas of state significance.

The following subsections address National Park Service (NPS) lands, the National

Table 3.10 National Parks, National Forests, National Wildlife Refuges and National Wilderness Areas within Study Area

Name Type County Rocky Mountain National Park National Park Boulder, Grand, Larimer, Gilpin, Clear Creek National Forest Grand, Clear Creek Clear Creek, Teller, Park, Jefferson, Douglas, El National Forest Paso Roosevelt National Forest National Forest Larimer, Boulder, Gilpin, Jefferson San Isabel National Forest National Forest Park Rocky Flats National Wildlife National Wildlife Jefferson, Boulder, Broomfield Refuge Refuge Rocky Mountain Arsenal National Wildlife Adams , Denver National Wildlife Refuge Refuge Two Ponds National Wildlife National Wildlife Jefferson Refuge Refuge National Jefferson, Park Wilderness Area National Boulder, Grand Wilderness Area National Clear Creek, Gilpin Wilderness Area National Wilderness Clear Creek, Park Wilderness Area Source: US Department of the Interior, National Park Service.

3.3.2.1 National Park Service Lands seashores, monuments and preserves among others.11 Rocky Mountain National National Parks are intended to “conserve Park is the only National Park within the the scenery and the natural and historic Study Area. objects and the wildlife therein and to provide for the enjoyment of the same in Rocky Mountain National Park such a manner and by such means as will Rocky Mountain National Park (RMNP or leave them unimpaired for the enjoyment of 10 the Park) is located in the northwest section future generations.” The first national park of the Study Area. RMNP was established was Yellowstone National Park, created in in 1915 as land “dedicated and set apart as 1872. Today, the national park system a public park for the benefit and enjoyment includes nearly 400 units including

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of the people of the United States…with backcountry areas by humans, there are regulations being primarily aimed at the many limitations in place to protect the land freest use of the said park for recreation and perpetuation of natural processes on it. purposes by the public and for the Limitations include restrictions on day and preservation of the natural conditions and overnight use, and the issuance of permits scenic beauties thereof.”12 RMNP consists to access certain areas. of 265,769 acres of land in north-central Colorado.13 Within RMNP, 2.9 percent is Park Zones developed, 2.1 percent is backcountry, 93.5 The Park can be divided into zones based percent is recommended wilderness, 0.4 on park use, including the scenic viewing or percent is potential wilderness and 1.1 drive-through zone, the day-use zone and percent is designated wilderness. The the primitive or backcountry zone. The Backcountry/Wilderness Management Plan drive-through zone allows visitors or cross- manages all non-developed areas, defining country travelers to access the Park by two RMNP’s wilderness management policies major east-west highways and to take and vision. advantage of the scenic views. The day- Backcountry/ Wilderness Areas use zone includes normally used areas such as roads, picnic sites, shorter trails Almost the entirety of RMNP is considered and cross country skiing. The primitive zone backcountry or wilderness area (with the provides more isolation, with longer trails, exception of 2.9 percent developed land). and overnight tent camping.16 Figure 3-20 As defined by the National illustrates the road system, hiking trails, of 1964, a wilderness is “an area where the wilderness areas, as well as generalized earth and its community of life are land cover within the Park. untrammeled by man, where man himself is a visitor who does not remain.”14 The Park 3.3.2.2 National Forest System has a great variation of land types, with approximately 60% forest, 13% alpine The United States Department of tundra, 18% exposed rock and 9% mixture Agriculture (USDA) Forest Service is of habitats. RMNP is separated into two responsible for managing the lands and vegetation zones by the Continental Divide resources of the National Forest System, which bisects the Park from north to south. which includes almost 193 million acres of The Park has a diversity of flora and fauna, land in 42 states, the Virgin Islands and including 69 endangered, threatened or rare Puerto Rico. The system is composed of species. RMNP also includes many historic 155 national forests, 20 national grasslands structures, lands and trails.15 and various other lands under the jurisdiction of the Secretary of Agriculture. In addition to the diverse natural and Section 4(f) applies to only those areas in a cultural features, equally protected National Forest that are historic sites or resources of RMNP’s environment include designated by statute or management plans the natural quiet, solitude, natural light and as a park, recreation area, or wildlife and scenery of the Park. While the Park does waterfowl refuge.17 not prohibit the use of wilderness and

Affected Environment 3-19 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

There are 11 national forests that total over 3.3.2.4 National Wilderness Areas 14.5 million acres in the State of Colorado and four of these national forests are within The National Wilderness Preservation the Study Area: Arapaho National Forest, System (NWPS) was created by the Roosevelt National Forest, Pike National Wilderness Act of 1964. Currently the Forest and San Isabel National Forest as NWPS includes 757 areas in 44 states and illustrated in Figure 3-19. The Arapaho and Puerto Rico. The United States Forest Roosevelt National Forests and Pawnee Service, the NPS, the Bureau of Land (ARP) are managed Management (BLM) and the FWS all jointly by the United States Forest Service manage Wilderness Areas. The intent of office in Fort Collins, Colorado. Pike National Wilderness Areas is to preserve National Forest and San Isabel National some of the country’s last remaining wild Forest and Comanche National Grasslands places and to protect their natural (PSICC) are jointly managed and processes and values from development.19 headquartered in Pueblo, Colorado. Combined, the complete area is nearly 3 Four National Wilderness Areas exist within million acres. the Study Area: Lost Creek, Indian Peaks, James Peak and 3.3.2.3 National Wildlife Refuge areas. Table 3.10 and Figure 3-19 illustrate System the National Wilderness Area locations, along with the counties in which they are The United States Department of the located. Like the wilderness areas of Interior Fish and Wildlife Service (FWS) is RMNP, these wilderness areas include responsible for the administration of the certain areas that regard a quiet setting as National Wildlife Refuge System which now an environmental resource of the land which comprises more than 540 units and must be protected. encompasses over 95 million acres of valuable wildlife habitat.18 Wildlife refuge 3.3.2.5 State Parks, Forests and areas are a national network of lands and Other Area of Significance waters for the conservation, management, and where appropriate, restoration of the Within the Study Area, there are nine state fish, wildlife and plant resources and their parks totaling over 36,500 acres of land and habitats within the United States for the over 830 local and municipal parks, totaling benefit of present and future generations of approximately 65,000 acres. There are 21 Americans. State Wildlife Areas and no state- designated forests in the Study Area.20 Three National Wildlife Refuges are located Table 3.11 provides a list and Figure 3-21 within the Study Area: Rocky Flats National illustrates the State parks, forests and other Wildlife Refuge, Rocky Mountain Arsenal areas (e.g. fairgrounds and Wildlife National Wildlife Refuge and Two Ponds Management Areas) of state significance National Wildlife Refuge as illustrated in identified in the Study Area. Local and Figure 3-19. municipal parks located within the Study Area are also considered in the assessment of Section 4(f) impacts discussed in Chapter

Affected Environment 3-20 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4, Environmental Consequences. (Appendix Study Area.) G provides a list of the local parks in the

Table 3.11 State Parks, Forests and Areas of Significance within Study Area Acreage Figure 3- Name County (approx.) 21 ID #. State Parks Barr Lake Adams County 2,890 1 Castlewood Canyon Douglas County 2,300 2 Chatfield Douglas and Jefferson Counties 5,940 3 Cherry Creek Arapahoe County 4,410 4 Eldorado Canyon Boulder County 1,335 5 Golden Gate Canyon Gilpin and Jefferson Counties 11,920 6 Roxborough Douglas County 3,295 7 St. Vrain Weld County 655 8 Staunton Park and Jefferson Counties 3,835 9 State Wildlife Areas Georgetown SWA Clear Creek County 670 1 Mount Evans SWA Clear Creek County 3,398 2 Lone Tree Reservoir SWA Larimer County 476 3 Denver Headquarters SAA Adams County 15 4 Lon Hagler SWA Larimer County 280 5 Webster SWA Weld County 794 6 Banner Lakes SWA Weld County 934 7 Big Thompson Ponds SWA Larimer County 56 8 Simpson Ponds SWA Larimer County 66 9 Bergen Peak SWA Clear Creek County 1,107 10 Sawhill Ponds Boulder County 212 11 Whitehorse SWA Adams County 401 12 Boedecker Reservoir SWA Larimer County 403 13 Sharptail Ridge SWA Douglas County 699 14 Columbine SWA Douglas County 153 15 Twin Sisters SWA Larimer County 621 16 Lowell Ponds SWA Adams County 43 17 Sheets Lake SWA Adams County 5 18 Ward Road Pond SWA Jefferson County 26 19 Ralston Creek SWA Gilpin County 2,321 20 Four Mile SWA Douglas County 361 21 State Trust Lands Bald Mountain Boulder County 240 1 Bergen Peak SWA Clear Creek County 840 2 Blue Mountain Jefferson County 640 3 Castlewood East Canyon Douglas County 500 4 Four Mile Section Douglas County 360 5

Affected Environment 3-21 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.11 State Parks, Forests and Areas of Significance within Study Area Acreage Figure 3- Name County (approx.) 21 ID #. Green Ranch Section 16 Gilpin County 640 6 Heil Ranch Boulder County 560 7 Kiowa Creek Elbert County 640 8 Lake Gulch Section 16 Douglas County 640 9 Lowry Range Arapahoe County 21,570 10 Pinewood Reservation/Rattlesnake Park Larimer County 640 11 Rockett/ Roxborough South Douglas County 450 12 Rocky Flats Section 16 Jefferson County 105 13 Twin Sisters SWA Larimer County 640 14 Upper Elk Falls Park County 540 15 Source: Colorado Department of Natural Resources, Colorado State Parks.

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3.3.3 Historical, Architectural, which requires projects funded by the DOT Archaeological, and Cultural to avoid “any significant historic site” unless Resources there is no “feasible or prudent” alternative. This provision generally applies to A number of federal laws and regulations resources listed, or eligible for listing, in the address protection of the Country’s cultural NRHP. resources. The statute specifically devoted to cultural resource issues is the National Although implementation of the Proposed Historic Preservation Act of 1966 (16 USC Action does not require the physical taking 470), as amended, which contains two of any cultural resource, the Proposed provisions that are pertinent to changes in Action may result in an indirect impact to aircraft routing. cultural resources. Indirect adverse impacts such as noise may be considered a Section 106 of the Act requires federal “constructive use” or taking of the property. agencies to consider the effect of federally Therefore, cultural resources in the Study funded or licensed projects on properties Area have been identified as shown in and districts listed, or eligible for listing, in Figure 3-22. There are 677 listed historic the National Register of Historic Places resources in the Study Area, including (NRHP).21 National Historic Landmarks, a places designated on the NRHP and/or designation bestowed on a limited number designated as historic by the State of of particularly significant cultural resources, Colorado. Noise analysis was conducted at are afforded special protection under over 700 locations. A comprehensive list of Section 110 of the National Historic historic resource sites and their designation Preservation Act.22 NRHP has established status (national, state, or both) is included in standards by which individual resources Appendix F, Listing of Historic (both archaeological and architectural) are Resources. evaluated to determine their eligibility for listing. Resources may include buildings, Native American Lands sites, objects, and structures and are placed Potential impacts to Tribal lands must also on the NRHP in reference to their: (1) be assessed when evaluating impacts to association with events that have made a cultural resources. The Study Area does not significant contribution to the broad patterns include any Native American Lands, Indian of American history; (2) association with the Reservations or State Designated American lives of persons significant in our past; (3) Indian Statistical Areas. architectural or archaeological significance; and/or (4) ability to yield information 23 There are two federally recognized Indian important in prehistory or history. tribes in Colorado, the Southern Ute and Ute Mountain tribes.24 Both of the Indian A broader range of cultural resources are Reservations are in the southwest corner of protected under Section 4(f) of the the State of Colorado, and do not fall within Department of Transportation Act of 1966 the Study Area boundary for this EA.25

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3.3.4 Air Quality area becomes non-attainment for a criteria pollutant. This section describes the existing air quality conditions within the Study Area, as An area previously designated non- related to national air quality standards. attainment pursuant to the Clean Air Act (CAA) Amendments of 1990 and The U.S. Environmental Protection Agency subsequently re-designated as attainment, (EPA) has established National Ambient Air is termed a maintenance area. A Quality Standards (NAAQS) for ambient maintenance area must have a (i.e., outdoor) concentrations of the maintenance plan in a revision to a SIP to following criteria pollutants: Carbon ensure attainment of the air quality Monoxide (CO), Nitrogen Dioxide (NO2), standards is maintained. Ozone (ground-level O3), Sulfur Dioxide

(SO2), Lead (Pb), particulate matter with a Within the Study Area one criteria pollutant diameter of 10 microns or less (PM10) and is in non-attainment and two criteria particulate matter with a diameter of 2.5 pollutants are in maintenance status. A

microns or less (PM2.5). Primary standards description of the status of these three set limits to protect public health, including criteria pollutants follow. the health of "sensitive" populations such as asthmatics, children and the elderly. 3.3.4.1 Carbon Monoxide (CO) Secondary standards set limits to protect public welfare, including protection against CO is a colorless, odorless and poisonous decreased visibility, damage to animals, gas produced by incompletely burned crops, vegetation and buildings. carbon in fuels. The majority of CO emissions are from transportation sources, States must identify geographic areas that with the largest from highway motor do not meet the NAAQS for each criteria vehicles. CO molecules survive in the pollutant. These areas are then identified atmosphere for a period of approximately as non-attainment areas for the applicable one month, but eventually react with oxygen criteria pollutant(s). Non-attainment areas to form carbon dioxide. CO levels found in

for O3 and PM10 are further classified based ambient air may reduce the oxygen carrying on the severity of the non-attainment (i.e., capacity of the blood. Health threats are submarginal, marginal, moderate, serious, most serious for those with angina or severe 17, severe 15, and extreme for O3 peripheral vascular disease. Exposure to non-attainment areas, or moderate and elevated CO levels can cause impairment of

serious for PM10 for non-attainment areas, visual perception, manual dexterity, learning and lastly attainment or non-attainment for ability, and decreased performance of

PM2.5). States must develop a State complex tasks. There are no areas within Implementation Plan (SIP) for non- the Study Area designated non-attainment attainment areas that includes a variety of for CO; however, there are 10 counties in emission control measures that the state the Study Area designated as maintenance deems necessary to produce attainment of areas for CO as shown in Table 3.12 and the applicable standard(s) in the future. If a Figure 3-23. SIP already exists, it must be revised if an

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Table 3.12 CO Maintenance Areas in the Study Area Pollutant County Classification Standard Adams (Denver Metro Area) Maintenance – Serious Arapahoe (Denver Metro Area) Maintenance – Serious Boulder (Longmont) Maintenance - Moderate Boulder (Denver Metro Area) Maintenance – Serious Broomfield Maintenance – Serious CO Denver Maintenance – Serious Douglas (Denver Metro Area) Maintenance - Serious El Paso Maintenance - Moderate Jefferson (Denver Metro Area) Maintenance - Serious Larimer Maintenance - Moderate Teller Maintenance - Moderate Weld (Longmont) Maintenance - Moderate Source: US EPA Office of Air Quality Planning & Standards, Green Book, available online at: http://www.epa.gov/airquality/greenbk/anayo_co.html (accessed February 17, 2012).

3.3.4.2 Ozone when the weather is hot and sunny with little or no wind. High ozone levels usually occur Ozone is a colorless gas composed of three between 1 p.m. and 7 p.m. from May atoms of oxygen, one more than the oxygen through September. High concentrations of molecule that people need to breathe. The ozone may cause inflammation and irritation additional oxygen atom makes ozone of the respiratory tract, particularly during extremely reactive and irritating to tissue in heavy physical activity. Not only are there the respiratory system. Ozone exists negative health effects for humans, but naturally in the Earth’s upper atmosphere there is clear evidence that ozone harms (i.e., the stratosphere) where it shields the vegetation and forests. Earth from the sun’s ultraviolet rays. However, ozone found close to the Earth’s The regulations for ozone are in terms of an surface, called ground-level O3, is an air 8-hour standard, i.e. the amount of ozone pollutant. measured over an eight hour period.

Ozone is formed by a complex series of Nine of the counties in the Study Area are

chemical reactions between VOCs and NOx classified by the EPA as being in non- in the presence of sunlight during hot, attainment for the 8-hour ozone standards. stagnant summer days. The primary The counties are listed in Table 3.13 and

manmade sources of VOCs and NOx are shown on Figure 3-24. The non-attainment industrial and automobile emissions. Other areas in the Study Area are all classified as sources of VOCs include aircraft, airport “Former Subpart 1” (as opposed to Severe, ground support equipment, lawn and garden Serious, Moderate, etc.) until reclassification equipment, and consumer products such as of the areas is finalized. Proposed paints, insecticides, and cleaners. Ozone reclassifications were published in January concentrations can reach unhealthy levels 2009.

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Table 3.13 8-Hour Ozone Non-Attainment Areas in the Study Area Pollutant County Classification Standard Adams Former Subpart 1 Arapahoe Former Subpart 1 Boulder Former Subpart 1 Broomfield Former Subpart 1 8-hour Ozone Denver Former Subpart 1 Douglas Former Subpart 1 Jefferson Former Subpart 1 Larimer Former Subpart 1 Weld Former Subpart 1

Note: On June 8, 2007, the US Court of Appeals vacated the Subpart 1 portion of the Phase 1 Rule. The Subpart 1 areas in the Greenbook are listed as “Former Subpart 1” until reclassification of the areas is finalized. Proposed reclassifications were published in January 16, 2009 (74 FR 2936). Source: US EPA Office of Air Quality Planning & Standards, Green Book, available online at: http://www.epa.gov/airquality/greenbk/anayo_co.html (accessed April 20, 2011). Status as of February 17, 2012

3.3.4.3 Particulate Matter (PM) particles with aerodynamic diameter smaller than 10 micrometers. These smaller Air pollutants considered as particulate particles are likely responsible for most of matter include dust, dirt, soot, smoke, and the adverse health effects of particulate liquid droplets directly emitted into the air by matter because of their ability to reach the sources such as factories, power plants, thoracic, or lower, regions of the respiratory cars, construction activities, fires, and tract. natural windblown dust. Particles formed in the atmosphere by condensation or the The PM spectrum includes both coarse and transformation of emitted gases such as fine particles. While the main distinction

SO2 and VOCs are also considered between coarse and fine particles is the particulate matter. Based on studies of process by which they are produced, EPA human populations exposed to high and epidemiologists who study the health concentrations of particles and laboratory effects of particulate pollution identify studies of animals and humans, there are coarse and fine particles through rough major effects to human health from approximations of those particles' particulate matter. These include effects on diameters. Coarse particles, which become breathing and respiratory symptoms, airborne usually from the crushing and alterations in the body’s defense systems grinding of solids, generally have diameters against foreign materials, damage to lung between 2.5 and 10 micrometers and are tissue, carcinogens, and premature death. identified by the indicator PM10-2.5. Fine Particulate matter also soils and damages particles, indicated by PM2.5, come mainly materials and is a major cause of visibility from combustion of gases and have impairment. diameters of 2.5 micrometers or less.

Since July 1, 1987, the EPA has used the The EPA has developed PM2.5 air quality indicator PM10 which includes only those standards. However, the proposed

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rulemaking to: (1) amend the conformity Figure 3-25 and Table 3.14 show the PM

regulations to specifically include PM2.5 as a maintenance areas within the Study Area. criteria pollutant subject to transportation Under the current standards, no counties in conformity, and (2) to outline the specific the Study Area are designated as non-

conformity requirements that would apply in attainment for PM10. Seven counties are

newly designated PM2.5 non-attainment designated as maintenance areas for PM10. areas, is still being negotiated. No counties are designated as non-

attainment or maintenance for PM2.5. Table 3.14 Particulate Matter Maintenance Areas in the Study Area Pollutant County Classification Standard Adams Maintenance - Moderate Arapahoe Maintenance - Moderate Boulder Maintenance - Moderate

PM10 Broomfield Maintenance - Moderate Denver Maintenance - Moderate Douglas Maintenance - Moderate Jefferson Maintenance - Moderate PM None 2.5 Source: US EPA Office of Air Quality Planning & Standards, Green Book, available online at: http://www.epa.gov/airquality/greenbk/anayo_co.html (accessed April 20, 2011). Status as of February 17, 2012.

3.3.5 Climate The scientific community is continuing efforts to better understand the impact of Research has shown there is a direct aviation emissions on the global correlation between fuel combustion and atmosphere. The FAA is leading and greenhouse gas (GHG) emissions. In terms participating in a number of initiatives of U.S. contributions, the General intended to clarify the role that commercial Accounting Office (GAO) reports that aviation plays in GHG emissions and “domestic aviation contributes about 3 climate. The FAA, with support from the percent of total carbon dioxide emissions, U.S. Global Change Research Program and according to EPA data,” compared with its participating federal agencies (e.g., other industrial sources including the NASA, NOAA, EPA, and DOE), has remainder of the transportation sector (20 developed the Aviation Climate Change percent) and power generation (41 Research Initiative (ACCRI) in an effort to percent).26 The International Civil Aviation advance scientific understanding of regional Organization (ICAO) estimates that GHG and global climate impacts of aircraft emissions from aircraft account for roughly emissions. FAA also funds the Partnership 3 percent of all anthropogenic GHG for AiR Transportation Noise & Emissions emissions globally.27 Climate change due Reduction (PARTNER) Center of to GHG emissions is a global phenomenon, Excellence research initiative to quantify the so the affected environment is the global effects of aircraft exhaust and contrails on climate.28 global and U.S. climate and atmospheric

Affected Environment 3-27 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

composition. Similar research topics are being examined at the international level by ICAO.

GHG emissions are commensurate with fuel consumption. Current aircraft fuel burn was calculated for DEN only, as the fuel consumption for RNAV-capable aircraft and existing operations for those aircraft overwhelmingly represent the fuel consumption of the three airports considered in this EA. The analysis was completed for aircraft operations within 30 NM of DEN as a means to provide a Study Area comparison. The 2010 fuel burn for DEN within 30 NM is calculated to be

608,679 kg. Carbon dioxide (CO2) emissions associated with the Study Area in 2010 are 1,920,382 kg.

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3.3.6 Threatened and Endangered the list provided from FWS, supplemented Species and Migratory Birds with information from the FWS Endangered Species Program website Section 7 of the Endangered Species Act of (http://www.fws.gov/endangered/). This list 1973 (ESA), as amended, (16 U.S.C. § is used as a basis for determining federally 1531 et seq.) provides protection to any listed, proposed, or candidate species wildlife, which includes endangered plants potentially present in the Study Area. or animals. In compliance with Section 7(c) of the ESA, federal agencies are required to There are 28 species in the counties in the ensure development/improvements will not Study Area that are listed by the FWS as jeopardize the continued existence of threatened, endangered, proposed, or threatened or endangered species, or result candidate species. The number of species in the destruction of adverse modification of within the Study Area listed in each of the the critical habitat of such species. listing categories is discussed below. Endangered species are defined as those in As shown in Table 3.15, there are 12 danger of extinction throughout all or a species listed as endangered in counties significant portion of its range. Threatened within the Study Area, including various species are defined as any species that are birds, fishes, flowering plants, insects and likely to become an endangered species, mammals. Endangered species are within the foreseeable future, throughout all species “that are in danger of extinction or a significant portion of its range. throughout all or a significant portion of its range.”29 The Colorado pikeminnow and This section describes the affected Black-footed ferret are listed as both environment as related to threatened and endangered and Experimental, endangered species and migratory bird nonessential. Experimental, nonessential patterns. Migratory bird patterns are populations of endangered species are considered as avian species in the Study treated as threatened species on public Area may be impacted by changes to land, for consultation purposes, and as aircraft routing. species proposed for listing on private land.

3.3.6.1 Threatened, Endangered, There is one proposed species listed in the Proposed, and Candidate Study Area counties: the Mountain Plover, Species found in seven of the counties. Proposed species is any species of fish, wildlife, or The FWS provides recommendations for plant that is proposed in the Federal threatened and endangered species under Register to be listed under Section 4 of the the authority ESA, as amended. The FWS ESA. 30 There are five Candidate species provided a list of threatened, endangered, listed in the Study Area counties, including candidate, and proposed species by county birds, fishes and mammals. Candidate in June 2010 in response to scoping. This species are species “under consideration for list was based on the best available official listing for which there is sufficient information, including scientific and information to support the listing. 31 technical literature. Table 3.15 illustrates

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Additionally, there are also two Recovery species listed in the counties in the Study Area: the Bald eagle and the American peregrine falcon. Recovery is the ultimate goal of the endangered species program and is the process by which the decline of an endangered or threatened species is reversed and threats to its survival are reduced. The goal of this process is to restore the species to the point where it is a secure, self-sustaining part of its ecosystem and to the point that protections under the ESA are no longer needed.32

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Table 3.15 Threatened, Endangered, Candidate, and Proposed Species by County Group Species Scientific Name Federal Status Counties Adams, Arapahoe, Boulder, Broomfield, Clear Creek, Least tern (interior population) Denver, Douglas, Elbert, El Paso, Gilpin, Jefferson, Birds ▲ Sternula antillarum Endangered Larimer, Morgan, Park, Teller, Weld Strix occidentalis Adams, Arapahoe, Boulder, Clear Creek, Douglas, El Birds Mexican spotted owl lucida Threatened Paso, Gilpin, Jefferson, Larimer, Park, Teller, Weld Charadrius Adams, Arapahoe, El Paso, Larimer, Morgan, Park, Birds Mountain Plover montanus Proposed Weld Adams, Arapahoe, Boulder, Broomfield, Clear Creek, Denver, Douglas, El Paso, Elbert, Gilpin, Jefferson, Birds Piping plover ▲ Charadrius melodus Threatened Larimer, Morgan, Park, Teller, Weld Adams, Arapahoe, Boulder, Broomfield, Clear Creek, Denver, Douglas, El Paso, Elbert, Gilpin, Jefferson, Birds Whooping crane ▲ Grus americana Endangered Larimer, Morgan, Park, Teller, Weld Centrocercus Birds Greater Sage-grouse urophasianus Candidate Grand, Larimer, Park Coccyzus Birds Yellow-billed cuckoo americanus Candidate Grand Adams, Arapahoe, Boulder, Broomfield, Clear Creek, Scaphirhynchus Denver, Douglas, El Paso, Gilpin, Jefferson, Larimer, Fishes Pallid sturgeon ▲ albus Endangered Morgan, Park, Teller, Weld Oncorhynchus clarki Boulder, Clear Creek, Douglas, El Paso, Grand #, Fishes Greenback cutthroat trout stomias Threatened Larimer, Park Fishes Arkansas darter Etheostoma cragini Candidate El Paso, Elbert Fishes Bonytail* Gila elegans Endangered Grand Endangered/Experimental Fishes Colorado pikeminnow* Ptychocheilus lucius Population, Non-essential Grand Fishes Humpback chub* Gila cypha Endangered Grand Fishes Razorback sucker* Xyrauchen texanus Endangered Grand Adams, Arapahoe, Boulder, Broomfield, Denver, Flowering Plants Ute ladies'-tresses orchid Spiranthes diluvialis Threatened Douglas, El Paso, Jefferson, Larimer, Morgan, Weld Adams, Arapahoe, Boulder, Broomfield, Clear Creek, Western prairie fringed orchid Platanthera Denver, Douglas, El Paso, Gilpin, Jefferson, Larimer, Flowering Plants ▲ praeclara Threatened Morgan, Park, Teller, Weld Gaura neomexicana Boulder, Broomfield, Douglas, Jefferson, Larimer, Flowering Plants Colorado butterfly plant spp. coloradensis Threatened Weld Astragalus Flowering Plants Osterhout milkvetch osterhoutii Endangered Grand

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Table 3.15 Threatened, Endangered, Candidate, and Proposed Species by County Group Species Scientific Name Federal Status Counties Penstemon Flowering Plants Penland beardtongue penlandii Endangered Grand Flowering Plants North Park phacelia Phacelia formosula Endangered Larimer

Flowering Plants Penland alpine fen mustard Eutrema penlandii Threatened Park Hesperia leonardus Insects Pawnee montane skipper montana Threatened Douglas, El Paso, Jefferson, Park, Teller Insects Uncompahgre fritillary butterfly Boloria acrocnema Endangered Grand, Park Boulder, Clear Creek, El Paso, Gilpin, Grand, Mammals North American wolverine Gulo gulo luscus Candidate Jefferson, Larimer, Park, Teller, Weld Adams, Arapahoe, Boulder, Broomfield, Denver, Preble's meadow jumping Zapus hudsonius Douglas, El Paso, Elbert, Jefferson, Larimer , Morgan, Mammals mouse preblei Threatened Teller, Weld Boulder, Clear Creek, Gilpin, Grand, Jefferson, Mammals Canada lynx Lynx canadensis Threatened Larimer, Park Mammals Gunnison's prairie dog Cynomys gunnisoni Candidate Douglas, El Paso, Jefferson, Park, Teller Endangered/Experimental Adams, Arapahoe, Boulder, Broomfield, Douglas, Mammals Black-footed ferret § Mustela nigripes Population, Non-essential Larimer, Morgan Adams, Arapahoe, Boulder, Denver, Douglas, El Haliaeetus Paso, Elbert, Jefferson, Larimer, Morgan, Park, Teller, Birds Bald eagle leucocephalus Recovery Weld Adams, Arapahoe, Boulder, Clear Creek, Denver, Falco peregrinus Douglas, El Paso, Elbert, Gilpin, Jefferson, Larimer, Birds American peregrine falcon anatum Recovery Morgan, Park, Teller, Weld Notes:

* Water depletions in the Upper Colorado River and San Juan River Basins, may affect the species and/or critical habitat in downstream reaches in other states.

▲ Water depletions in the North Platte, South Platte and Laramie River Basins may affect the species and/or critical habitat associated with the Platte River in Nebraska.

§ This applies only to white-tailed or Gunnison’s prairie dog habitats. All black-tailed prairie dog habitats within Colorado have been block-cleared from the requirements of ferret surveys.

Source: U.S. Department of Interior Fish & Wildlife Service Ecological Services Colorado Field Offices: http://www.fws.gov/Mountain-Prairie/EndSpp/CountyLists/Colorado.pdf; and FWS Species Reports, http://www.fws.gov/endangered/, accessed 10/24/11.

Affected Environment 3-32 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

3.3.6.2 Migratory Birds migratory fowl. Finally, Bird Conservation Regions (BCRs) within the Study Area are Migratory birds are protected by the described. BCRs are ecologically distinct Migratory Bird Treaty Act (MBTA). The FWS regions with similar bird communities, is the Federal agency responsible for the habitats, and resource management issues. management of migratory birds as they The FWS often use BCRs when considering spend time in habitats of the United States. conservation efforts and issues. The MBTA protects migratory birds, nests, and eggs from possession, sale, purchase, Migration Routes barter, transport, import, export, and take. Migration routes may be defined as the Under the MBTA, it is unlawful unless various lanes birds travel from their permitted by regulations to pursue, hunt, breeding ground to their winter quarters. take, capture, kill, or attempt to pursue, The actual routes followed by a given take, capture, or kill any migratory birds by migratory bird species differ by variables any means or in any manner. The MBTA such as distance traveled, time of starting, applies to 1,007 species of migratory birds flight speed, geographic position and identified in 50 C.F.R. § 10.13. The MBTA latitude of the breeding, and wintering does not require intent to be proven, there is grounds. no incidental take statement, "take" is defined in 50 C.F.R. § 10.12, and the ESA Birds migrate along four main routes or does not absolve individuals or companies flyways in North America: the Atlantic, the from liability under the MBTA. Unless Central, the Mississippi, and the Pacific permitted by the FWS, the MBTA prohibits flyways as illustrated in Figure 3-26. These any intentional or unintentional activity that flyways are not specific lines the birds follow results in the take of migratory birds. but broad areas through which the birds Although the MBTA does not protect the migrate. The most frequently traveled habitats of migratory birds, activities that migration routes conform very closely to affect habitats and result in the take of major topographical features that lie in the migratory birds do violate the MBTA. There general north-south movement of migratory are several species of birds that are of bird flyways. Therefore, the lanes of heavier concern, are endangered or threatened, in concentration in the Study Area follow recovery, or are proposed candidate principal river valleys and mountain ranges. species within the counties included in the Study Area. These birds, along with their The Central Flyway is the only North status, are listed in Table 3.15. Since American flyway to cross near or through changes in where aircraft fly may occur in the State of Colorado and is the only flyway areas that are traditionally used as that could potentially interact with the Study migration routes, the description of the Area. It encompasses all of the vast region affected environment includes a discussion between the valley of the Mississippi River of migratory routes in the Study Area. This and the Rocky Mountains. The majority of is followed by a discussion of the specific the birds that use the Central Flyway make areas and stopovers, which provide nesting, direct north and south journeys from feeding, and resting habitat for all types of

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breeding grounds in the North to winter of Birds of Conservation Concern. The 1988 quarters in the South.33 amendment to the Fish and Wildlife Conservation Act mandates the FWS to The flyway boundaries have been “identify species, subspecies, and recognized as an oversimplification of an populations of all migratory nongame birds extremely complex situation involving that, without additional conservation actions, crisscrossing of migration routes that vary are likely to become candidates for listing from species to species. The routes are not under the Endangered Species Act of sharply defined, and are most applicable to 1973.” Birds of Conservation Concern 2002 birds migrating in family groups, such as (BCC 2002) is the most recent effort to carry 34 geese, swans and cranes. out this mandate. The overall goal of this report was to accurately identify the Bird Conservation Regions migratory and non-migratory bird species The FWS has deemed Bird Conservation (beyond those already designated as Regions (BCRs) as the smallest and federally threatened or endangered) that ecologically most relevant unit by which to represent the highest conservation priorities describe the migratory bird affected of the FWS and draw attention to species in environment for the Study Area. BCRs have need of conservation action. been endorsed by the North American Bird The following is a description of the habitat Conservation Initiative (NABCI) as the basic ecological units within which all bird and predominant migratory birds associated conservation efforts will be planned and with each of the BCR’s within the Study evaluated.35 NABCI is an endeavor to Area. increase the effectiveness of bird Bird Conservation Region 16 (Southern conservation at the continental level and Rockies/Colorado Plateau) currently includes the United States, Canada, and Mexico. Its goal is to deliver This topographically complex region “the full spectrum of bird conservation includes the Wasatch and Uinta Mountains through regionally based, biologically to the west and the Southern Rocky 36 driven, landscape-oriented partnerships.” Mountains to the east, separated by the NABCI has recognized 35 BCRs that cover rugged tableland of the Colorado Plateau. the contiguous 48 States, Alaska, and Various coniferous forest types (often Hawaii. These BCRs are numbered 1 to 5, 9 lodgepole pine) interspersed with aspen 37 to 37, and 67. Portions of BCR’s 16 dominate higher elevations. These are (Southern Rockies/Colorado Plateau) and replaced by piñon-juniper woodlands on the 18 (Shortgrass Prairie) are located within lower plateaus. Important birds also the Study Area as shown in Figure 3-27. segregate into elevational bands, with Brown-capped Rosy-Finch and White-tailed The bird species potentially found within Ptarmigan in alpine tundra, Williamson’s each BCR within the Study Area are Sapsucker in conifers, Virginia’s Warbler summarized in Table 3.16. This table also and Lewis’ Woodpecker in montane shrub indicates which of these species are sites, and most of the world’s breeding Gray included on the nation and/or regional lists Vireos in piñon-juniper.

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High arid plains and dry upland short-grass conditions on wintering grounds could also prairies provide critical breeding areas for be having a negative impact. Barr Lake Mountain Plover. San Luis Valley wetlands State Park, within BCR 18, is host to more and surrounding uplands support one of the than 350 species of migratory and resident highest densities of nesting waterfowl in birds. Many bald eagles winter at the lake North America and provide migration habitat and the southwest side of the lake is home for Sandhill Cranes and other wetland to over 200 nests.39 species.38 Numerous rivers, such as the Platte, drain Bird Conservation Region 18 (Shortgrass out of the Rocky Mountains through this Prairie) region toward the Mississippi Valley. These rivers created broad, braided, and treeless The Shortgrass Prairie lies in the wetlands that are heavily used by migrating rainshadow of the Rocky Mountains, where waterfowl, shorebirds, and cranes. arid conditions greatly limit the stature and Hydrological simplification has resulted in diversity of vegetation. Some of the the invasion of trees and shrubs that continent’s highest priority birds breed in support breeding eastern riparian birds, but this area, including the Mountain Plover, otherwise greatly reduce the value of the McCown’s Longspur, Long-billed Curlew, areas as wetlands. The Playa Lakes area in Ferruginous Hawk, Burrowing Owl, and the southern portion of this region consists Lesser Prairie-Chicken. Reasons for the of numerous shallow wetlands that support precarious status of these birds are poorly many wintering ducks, migrant shorebirds, understood but could involve a reduction in and some important breeding species, such the diversity of grazing pressure as bison as the Snowy Plover.40 and prairie dogs have largely been replaced by cattle. For migrants, it is possible that Table 3.16 Potential Species and Birds of Conservation Concern by Bird Conservation Region Species BCR 16 BCR 18 American Golden-Plover X Bell’s Vireo X Bendire’s Thrasher X Black Swift X Black-throated Gray Warbler X Buff-breasted Sandpiper X Borrowing Owl X X Cassin’s Sparrow X Chestnut-collared Longspur X X Crissal Thrasher X Ferruginous Hawk X X Flammulated Owl X Golden Eagle X Grace’s Warbler X Gray Vireo X

Affected Environment 3-35 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 3.16 Potential Species and Birds of Conservation Concern by Bird Conservation Region Species BCR 16 BCR 18 Gunnison Sage-Grouse X Lark Bunting X Lesser Prairie-Chicken X Lewis’s Woodpecker X X Long-billed Curlew X Marbled Godwit X McCown’s Longspur X Mountain Plover X X Northern Harrier X X Peregrine Falcon X X Pinyon Jay X Prairie Falcon X X Sage Sparrow X Short-eared Owl X Snowy Plover X X Solitary Sandpiper X X Sprague’s Pipit X X Swainson’s Hawk X Virginia’s Warbler X Williamson’s Sapsucker X Wilson’s Phalarope X Yellow-billed Cuckoo X SPECIES FROM THE BIRDS OF CONSERVATION CONCERN 2002

Sources: U.S. Fish and Wildlife Service. 2002. Birds of conservation concern 2002. Division of Migratory Bird Management, Arlington, Virginia. (Online version available at http://www.fws.gov/pacific/migratorybirds/BCC2002.pdf.

3.3.6.3 Bald and Golden Eagle degree that causes, or is likely to cause, Protection Act injury to an eagle or causes either a decrease in its productivity or nest The Bald and Golden Eagle Protection Act abandonment due to interference with (BGEPA) prohibits individuals and breeding, feeding, or sheltering. A companies from knowingly, or with wanton permitting process provides limited disregard for the consequences of the Act, exceptions to the BGEPA's prohibitions and taking any bald or golden eagles or their the Service has issued regulations body parts, nests, chicks, or eggs, which concerning the permit procedures in 50 includes collection, molestation, C.F.R. § 22. Bald eagles are found within disturbance, or killing. The BGEPA affords the Study Area. eagles additional protections beyond those provided by the MBTA by making it unlawful to "disturb" eagles. "Disturb" means to agitate or bother a bald or golden eagle to a

Affected Environment 3-36 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

3.4 Summary • Light Emissions and Visual Impacts; • There are eight impact categories with the Natural Resources and Energy Supply; potential for impact due to the Proposed • Secondary (Induced) Impacts; Action, the implementation of new RNAV procedures, inclusive of RNP and OPD, for • Water Quality; DEN, APA and BJC in order to improve the • Wetlands; and safety and efficiency of the Denver Complex Airspace. These include the following • Wild and Scenic Rivers. categories, in accordance with FAA Order 1050.1E: Due to the fact that there are no anticipated impacts to these categories, no detailed • Noise; description of the affected environment associated with the above impact categories • Compatible Land Use; is provided; however, Table 3.6 provides a • Socioeconomic Impacts, Environmental brief discussion of these categories and the Justice, and Children’s Environmental reasons for dismissal. Health and Safety Risks;

• Department of Transportation Act: Section 4(f) and 6(f) Resources; • Historic, Architectural, Archaeological,

and Cultural Resources;

• Air Quality;

• Climate; and

• Threatened and Endangered Species and Migratory Birds.

The Proposed Action does not include construction of any physical infrastructure. Therefore, there are no anticipated impacts to the following environmental impact categories due to the Proposed Action:

• Coastal Resources;

• Construction Impacts;

• Farmlands;

• Floodplains;

• Hazardous Materials, Pollution Prevention, and Solid Waste;

Affected Environment 3-37 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Endnotes

1 Letter from Aaron J. Barnett, Air Traffic Manager, Denver TRACON/Denver District, June 28, 2011.

2 Denver TRACON/Denver District, 2011.

3 Department of Transportation Order 5610.2, “Environmental Justice in Minority and Low-Income Populations,” April 15, 1997, see Appendix, pg 18380.

4 Ibid.

5 Weather Underground, www.wunderground.com

6 Denver Airport Climate and Weather, denver-den.airports-guides.com/den_climate.html

7 U.S. Department of Transportation Federal Aviation Administration (FAA), Order 1050.1E, CHG 1: Environmental Impacts: Policies and Procedures, March 20, 2006, see Appendix A, pg A20. http://www.faa.gov/documentLibrary/media/order/energy_orders/1050-1E.pdf, accessed May 19, 2011.

8 16 USC 460.

9 LWCF Project Lists, Colorado State Parks, http://www.parks.state.co.us/Trails/LWCF/ProjectLists/Pages/LWCF%20Projects%20List.aspx, accessed 9/8/11.

10 16 USC Section 1.

11 2006 NPS Management Policies, National, Park Service, 2006, p.8, .

12 RMNP Master Plan. Introduction. http://www.nps.gov/romo/parkmgmt/upload/final_master_plan.pdf

13 RMNP. Backcountry/Wilderness Management Plan and Environmental Assessment. Introduction. http://www.nps.gov/romo/parkmgmt/wilderness_backcountry_plan.htm

14 RMNP Master Plan. http://www.nps.gov/romo/parkmgmt/upload/final_master_plan.pdf

15 RMNP. Backcountry/Wilderness Management Plan and Environmental Assessment. http://www.nps.gov/romo/parkmgmt/wilderness_backcountry_plan.htm

16 RMNP Master Plan. http://www.nps.gov/romo/parkmgmt/upload/final_master_plan.pdf

17 US Forest Service, Land Areas Report (LAR) – as of September 30, 2011, http://www.fs.fed.us/land/staff/lar/LAR2011/LAR_Table_01.pdf, Accessed 4/4/12.

18 National Wildlife Refuge System Fact Sheet – 2007, U.S. Fish & Wildlife Service.

Affected Environment 3-38 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

19 National Wilderness Areas, Wilderness.net, www.wilderness.net, last updated 4/20/11, accessed 9/8/11.

20 http://wildlife.state.co.us/LandWater/StateWildlifeAreas/Pages/swa.aspx

21 Regulations related to the Section 106 process are outlined in 36 CFR Part 800 “Protection of Historic Properties.”

22 16 USC 470, promulgated under 36 CFR Part 800.10.

23 National Register of Historic Places, 36 CFR Part 60.

24 Native American Tribes of Colorado. < http://www.native-languages.org/colorado.htm>

25 National Park Service, Indian Reservations in the Continental United States, http://www.nps.gov/nagpra/DOCUMENTS/ResMAP.HTM, accessed 10/10/11, and Map of Native American Reservations Located on the Colorado Plateau. < http://www.fgdc.gov/grants/2005CAP/projects/05HQAG0140_map/image_view_fullscreen>

26 Aviation and Climate Change, GAO Report to Congressional Committees, (2009). http://www.gao.gov/new.items/d09554.pdf

27 Alan McIrose, “European ATM and Climate Adaptation: A Scoping Study,” in ICAO Environmental Report. (2010).

28 As explained by the U.S. EPA, “greenhouse gases, once emitted, become well mixed in the atmosphere, meaning U.S. emissions can affect not only the U.S. population and environment but other regions of the world as well; likewise, emissions in other countries can affect the United States.” Climate Change Division, Office of Atmospheric Programs, U.S. EPA, Technical Support Document for Endangerment and Cause or Contribute Findings for Greenhouse Gases under Section 202(a) of the Clean Air Act 2-3 (2009), available at http://epa.gov/climatechange/endangerment.html.

29 U.S. Fish & Wildlife Service, Glossary, http://www.fws.gov/midwest/endangered/glossary/index.html, last updated 10/12/11. (Accessed 10/25/11).

30 U.S. Fish & Wildlife Service, Glossary, http://www.fws.gov/midwest/endangered/glossary/index.html, last updated 10/12/11. (Accessed 10/25/11).

31 U.S. Fish & Wildlife Service, Glossary, http://www.fws.gov/midwest/endangered/glossary/index.html, last updated 10/12/11. (Accessed 10/25/11).

32 U.S. Fish & Wildlife Service, Recovery, http://www.fws.gov/cno/es/recovery.html, last updated 8/8/11. (Accessed 10/25/11).

33 North American Migration Flyways, http://www.birdnature.com/flyways.html, Accessed 10/25/11.

34 USGS, Migration of Birds: Routes of Migration, Last modified 8/3/2006. Accessed 10/25/11.

Affected Environment 3-39 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

35 U.S. NABCI Committee, North American Bird Conservation Initiative, Bringing It All Together, September 2000

36 Ibid.

37 U.S. NABCI Committee, North American Bird Conservation Initiative, Bird Conservation Regions Map, September 2000

38 U.S. NABCI Committee, North American Bird Conservation Initiative, Bird Conservation Region Descriptions, A Supplement to the North American Bird Conservation Initiative Bird Conservation Regions Map, September 2000

39 Colorado Department of Natural Resources. Colorado State Parks. . http://www.parks.state.co.us/parks/barrlake/Pages/BarrLakeHome.aspx

40 Ibid.

Affected Environment 3-40

CHAPTER 4: ENVIRONMENTAL CONSEQUENCES

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter Four: ENVIRONMENTAL CONSEQUENCES

This chapter describes the potential As discussed in Appendix D, detailed environmental consequences associated information on aircraft operations within the with the No Action Alternative and the Study Area was assembled for input into the Proposed Action Alternatives in accordance noise models. This includes average annual with FAA Order 1050.1E. daily flight schedules, flight tracks, and runway use for the future years. For a given The potential impacts associated with the year, the No Action and Proposed Action Proposed Action Alternatives are Alternatives have the same flight schedule. determined by comparing the projected Average daily flight schedules were future condition due to the Proposed Action developed for 2012 and 2017, as discussed Alternatives with the corresponding future in Appendix C, Flight Activity Forecast conditions due to the No Action Alternative. Development Technical Report. The flight The years of analysis are 2012 (initial year schedules are used to supply arrival and of phased implementation) and 2017 (five departure times, aircraft types, and years beyond initial implementation). origin/destination information. Aircraft type information is used for estimating 4.1 Noise performance and noise characteristics for This section describes the noise analysis each flight while the origin/designation data methodology and compares existing and are used to predict aircraft weight at forecast aircraft noise exposure levels in the departure. Denver Complex Airspace for the No Action Projections of future runway and routing and Proposed Action Alternatives. The (i.e., flight track) use were developed to airports considered for analysis in the model noise exposure with the Proposed Denver Complex Airspace include DEN, Action Alternatives. Modeled flight tracks APA and BJC. (i.e., the path and direction the aircraft fly) are based on radar data collected during the 4.1.1 Noise Modeling Methodology existing 2010 condition analysis and The noise modeling methodology described through collaboration with ATC. Flight tracks in Section 3.3.1 and detailed in Appendix D, for the No Action Alternative are the same Noise Modeling Technical Report, is also as used in the existing condition analysis. used for the 2012 and 2017 noise analysis. For the Proposed Action Alternatives, RNAV The noise modeling methodology is STAR and SID procedures were developed consistent with noise modeling of aircraft from the alternative tracks created by the operations as required by the FAA, inclusive Denver RNAV Workgroup using the of requirements considered for an airspace Terminal Area Route Generation Evaluation modification. Traffic and Simulation (TARGETS) program.

Environmental Consequences 4-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

The TARGETS model provides a series of certain airspace actions above 3,000 feet capabilities for the design, analysis and AGL might increase DNL by five decibels or assessment of airspace procedures (e.g., more. The procedure serves as a response information pertaining to the route structure, to FAA experience that increases in noise of waypoint location, and altitude and speed 5 dB or more, at cumulative levels below restrictions). The data export features of DNL 65 dB, could be disturbing to people TARGETS includes the output of route and become a source of public concern. structures, generic flyability routes for The FAA determined that 45 DNL is the categories of aircraft, and specific minimum level at which noise needed to be databases of waypoints associated with considered because “even distant ambient each procedure. Data from the TARGETS noise sources and natural sounds such as model was directly input into a GIS for wind in trees can easily exceed this [45 further post-processing and ultimately into DNL] value.”4 each of the noise models used in this analysis. For the purpose of this noise analysis, increases of 1.5 DNL above 65 DNL are 4.1.2 Noise Impact Criteria considered significant. Increases of 3 DNL between 60 and 65 DNL are to receive Change in noise exposure for each point in consideration when evaluating the the Study Area is evaluated based on FAA environmental impacts of a proposed guidance to determine the degree of change project. Increases of 5 DNL or greater at in noise exposure. The FAA established 65 levels between 45 DNL to 60 DNL are to be DNL as the threshold above which aircraft disclosed. The increase in noise at these noise is considered to be not compatible in levels is enough to be noticeable and residential areas. The FAA also determined potentially disturbing to some people, but that a significant impact occurs if a the cumulative noise level is not high proposed action would result in an increase enough to constitute a “significant impact.” of 1.5 DNL or more in any noise-sensitive The FAA scoring criteria are used to 1, 2, 3 area within the 65 DNL exposure level. compare DNL changes at the population locations in the Study Area. For each In 1992, the Federal Interagency Committee alternative, the population in the Study Area on Noise (FICON) recommended that in is divided into three categories: (1) those cases where increases of 1.5 DNL or more receiving an increase in noise exposure occur at noise-sensitive locations at or relative to the No Action Alternative; (2) above 65 DNL, further evaluation should be those receiving a decrease relative to the completed to assess whether or not noise No Action Alternative; and (3) those having increases of 3 DNL or more occur at noise- no change relative to the No Action sensitive locations between 60 and 65 DNL. Alternative. The rules defining the increase, The FAA adopted FICON’s decrease and no change categories and the recommendation into FAA Order 1050.1E sources for each rule are presented in for consideration in airspace actions, such Table 4.1. Additionally, in accordance with as changes to air traffic routes. Order 1050.1E, special consideration will be given to the evaluation of the significance of The FAA issued a noise screening noise impacts on noise sensitive areas procedure in 1990 for determining whether

Environmental Consequences 4-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

within national parks, national wildlife adequately address the effects of noise on refuges and historic sites. See Sections 4.7 visitors to areas within a national park and 4.6 respectively, in this document. For where other noise is low and a quiet setting example, the DNL 65 dB threshold does not is the recognized intention of the area.5

Table 4.1 Criteria for Determining Impact of Increases in Aircraft Noise DNL Noise Exposure with Minimum Increase in DNL with Level of Impact Proposed Action Proposed Action

1 Exceeds Threshold of 65 DNL or higher 1.5 DNL Significance

2 For Consideration When 60 to 65 DNL 3.0 DNL Evaluating Air Traffic Actions 45 to 60 DNL 5.0 DNL3 Information Disclosed Source: (1) FAA Order 1050.1E, Appendix A, Paragraph 14.3, Title CFR Part 150, Sec. 150.21(2)(d); and FICON, Federal Agency Review of Selected Airport Noise Issues, August 1992. (2) FAA Order 1050.1E, Appendix A, Paragraph 14.4c and 14.5e; and FICON, Federal Agency Review of Selected Airport Noise Issues, August 1992. (3) FAA Order 1050.1E, Appendix A, 14.5e.

4.1.3 Aircraft Noise Impact Analysis depicts 2012 noise exposure greater than 45 DNL. In 2012, most of the Study Area is Based upon the noise methodology expected to experience noise levels below described in Section 4.1.1 and the noise 45 DNL, with exceptions of areas near DEN, impact criteria described in Section 4.1.2, a APA and BJC. As expected, noise exposure noise analysis was conducted to evaluate from DEN includes the largest area; noise exposure levels using the applicable however, the relative density of population thresholds of significance, for each of the around DEN is less than that surrounding Proposed Action Alternatives as compared APA and BJC. to the No Action Alternative. Table 4.3 depicts estimated population 4.1.4 No Action Alternative impacts in 2017. Figure 4-2 depicts 2017 noise exposure greater than 45 DNL at Noise exposure was calculated for population centroids. Overall, approximately population centroids with a population 84% of the Study Area population would be greater than zero for the No Action exposed to noise levels less than 45 DNL, Alternative in 2012 and 2017. Table 4.2 15% would be exposed to levels between depicts the overall population exposed to 45 and 55 DNL, and less than 1% would be various noise levels in 2012. Figure 4-1 exposed to noise levels above 55 DNL.

Environmental Consequences 4-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.2 2012 No Action Maximum Population Exposed to Aircraft Noise Estimated Percentage of DNL Range (dB) Population Total Less than 45 2,545,251 86.0% 45 to less than 50 320,763 10.8% 50 to less than 55 68,896 2.3% 55 to less than 60 20,850 0.7% 60 to less than 65 2,622 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Table 4.3 2017 No Action Maximum Population Exposed to Aircraft Noise Estimated Percentage of DNL Range (dB) Population Total Less than 45 2,479,394 83.8% 45 to less than 50 374,759 12.7% 50 to less than 55 79,716 2.7% 55 to less than 60 21,891 0.7% 60 to less than 65 2,622 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

4.1.5 Proposed Action Alternatives implemented in 2012. For this reason, only Alternative 1 is examined for noise impact in The following sections present the noise 2012. By 2017 other alternatives could results for each of the Proposed Action reasonably be implemented for the Denver Alternatives. Because of the timing of initial Complex Airspace and thus all alternatives implementation and the complexities of are reviewed for this timeframe. See integrating RNAV SIDs for APA and BJC Chapter 2, Alternatives, and Appendix D for with proposed DEN RNAV STARs and the modeling assumptions associated with SIDs, only Alternative 1 could realistically be the Proposed Action Alternatives.

Environmental Consequences 4-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.1.6 Alternative 1 APA and BJC, as terrain associated with the Rocky Mountains reduces the distance Figure 4-3 depicts noise exposure greater between the source (aircraft) and receivers than 45 DNL at population centroids due to (populated areas). A comparison of the the implementation of Alternative 1 in 2012. 2012 No Action Alternative and 2012 Most of the Study Area remains exposed to Alternative 1 noise exposure for populated noise levels less than 45 DNL centroids, shown in Figure 4-4, indicates (approximately 86%), while 13% would be there are no significant impacts (increases exposed to levels between 45 and 55 DNL, of 1.5 DNL in areas that would experience and less than 1% would be exposed to DNL noise levels of 65 or above). The color noise levels above 55 DNL. The areas of coding used on these figures to identify the highest noise exposure are located in the change in noise exposure level is defined in immediate vicinity of DEN, APA and BJC. Table 4.4. Some areas representing levels of 45 DNL or higher are evident to the west of DEN, Table 4.4 Graphical Color Coding for Change in Noise Exposure Levels DNL Noise Exposure with Minimum Change in DNL with Color Proposed Action Proposed Action Noise Increase Yellow 45 to 60 DNL >=5.0+ DNL Increase Orange 60 to 65 DNL >=3.0+ DNL Increase Red 65 DNL or higher >=1.5+ DNL Increase Noise Decrease Purple 45 to 60 DNL >=5.0+ DNL Decrease Blue 60 to 65 DNL >=3.0+ DNL Decrease Dark Green 65 DNL or higher >=1.5+ DNL Decrease Source: NIRS User Guide.

There are various areas of decrease in Table 4.6 presents the changes in the noise exposure in areas east and west of population exposed to various levels of DEN in areas of 45-60 DNL, which is noise exposure relative to the 2012 No attributable to the location of the RNAV Action Alternative. STAR arrivals to DEN. To the west of DEN, APA and BJC, an area of reportable In 2017, implementation of Alternative 1 increase exists along two RNAV SID (and all remaining Proposed Action departure paths, as a result of the Alternatives) would include a higher overall consolidation of air traffic along these use of RNAV/RNP procedures (95%), as routes. Table 4.5 depicts the population well as increases in overall operations as exposed to various levels of noise under compared to 2012. Alternative 1 in 2012. Figure 4-5 depicts noise exposure greater than 45 DNL at population centroid due to the implementation of Alternative 1 in 2017.

Environmental Consequences 4-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.5 2012 Alternative 1 Maximum Population Exposed to Aircraft Noise Estimated DNL Range (dB) Percentage of Total Population Less than 45 2,544,362 86.0% 45 to less than 50 321,957 10.9% 50 to less than 55 68,474 2.3% 55 to less than 60 20,905 0.7% 60 to less than 65 2,684 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Table 4.6 Change in Noise Exposure Between 2012 No Action Alternative and Alternative 1 DNL Range (dB) Estimated Change in Population Less than 45 -889 45 to less than 50 1,194 50 to less than 55 -422 55 to less than 60 55 60 to less than 65 62 65 to less than 70 0 70 to less than 75 0 Greater than or equal to 75 0 Source: HNTB Analysis, 2012.

A majority of the Study Area population immediate vicinity of DEN, APA and BJC, (approximately 81%) remains exposed to and some areas representing levels of 45 noise levels less than 45 DNL, and DNL or higher are evident to the west of approximately 559,238 people would be these airports. A comparison of the 2017 No exposed to noise levels of 45 DNL or above. Action Alternative and Alternative 1 noise Approximately 18% of the Study Area exposure in 2017 for populated centroids, population would be exposed to levels shown in Figure 4-6, indicates there are no between 45 and 55 DNL, and less than 1% significant impacts (increases of 1.5 DNL in would be exposed to levels above 55 DNL. areas that would experience DNL noise levels of 65 or above) due to Alternative 1 in Similar to Alternative 1 in 2012, the areas of 2017. highest noise exposure are located in the

Environmental Consequences 4-6 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Areas of reportable decrease in noise noise exposure relative to the 2017 No exposure east and west of DEN in areas of Action Alternative. There would be no 45-60 DNL exist, and an area of reportable change in noise exposure to populations increase (between 45 and 60 DNL) exists above 65 DNL, 62 people would be newly along two RNAV SID departure paths, as a exposed to the 60 to 65 DNL, and 353 result of the consolidation of air traffic along people would be newly exposed to the 55 to these routes. Table 4.7 depicts the 60 DNL. There would be 3,812 people population exposed to various levels of expected to experience relief from noise noise under Alternative 1 in 2017. levels between 50 and 55 DNL. An estimated 83,225 people would be newly Table 4.8 presents the changes in the exposed to noise levels between 45 and 50 population exposed to various levels of DNL.

Table 4.7 2017 Alternative 1 Maximum Population Exposed to Aircraft Noise Estimated DNL Range (dB) Percentage of Total Population Less than 45 2,399,566 81.1% 45 to less than 50 457,984 15.5% 50 to less than 55 75,904 2.6% 55 to less than 60 22,244 0.8% 60 to less than 65 2,684 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Table 4.8 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 1 DNL Range (dB) Estimated Change in Population Less than 45 -79,828 45 to less than 50 83,225 50 to less than 55 -3,812 55 to less than 60 353 60 to less than 65 62 65 to less than 70 0 70 to less than 75 0 Greater than or equal to 75 0 Source: HNTB Analysis, 2012.

Environmental Consequences 4-7 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.1.7 Alternative 2 various levels of noise exposure. Applying the FAA impact thresholds, there are no Figure 4-7 and Table 4.9 present noise significant impacts (increases of 1.5 DNL in exposure as a result of the implementation areas that would experience DNL noise of Alternative 2 in 2017, which introduces levels of 65 or above). RNAV SIDs at APA and BJC. Approximately 81% of the Study Area population would be Various areas of reportable decrease in exposed to noise levels less than 45 DNL, noise exposure are evident in areas east while a total of 560,523 persons would be and west of DEN in areas of 45-60 DNL, exposed to noise levels above 45 DNL, an attributable to the location of RNAV STAR increase of less than 3% relative to the arrivals to DEN. To the west of DEN, APA 2017 No Action. Approximately 18% of the and BJC, an area of reportable increase Study Area population would be exposed to exists along two RNAV SID departure levels between 45 and 55 DNL, less than paths, as a result of the consolidation of air 1% would be exposed to levels above 55 traffic along these routes. An area DNL, and there would be no change in the immediately south of APA would experience number of persons experiencing noise reportable increases in noise exposure with levels of 65 DNL or above. the implementation of the APA RNAV SID associated with Alternative 2. Noise exposure patterns remain consistent with Alternative 1 in 2017, with the highest Under Alternative 2, there would be no levels of noise exposure close to DEN, change in noise exposure to populations APA, and BJC and some areas exposed to above 65 DNL and 428 people would be levels of 45 DNL or higher evident to the newly exposed to noise between the 60 to west of these airports. 65 DNL. There would be 655 people expected to experience relief from noise A comparison of the 2017 No Action levels between 55 and 60 DNL, and an Alternative and the 2017 Alternative 2 noise estimated 87,304 people would be newly exposure for populated centroids is shown exposed to noise levels between 45 and 50 in Figure 4-8, while Table 4.10 presents the DNL. changes in the population exposed to

Environmental Consequences 4-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.9 2017 Alternative 2 Maximum Population Exposed to Aircraft Noise Estimated DNL Range (dB) Percentage of Total Population Less than 45 2,398,281 81.1% 45 to less than 50 462,063 15.6% 50 to less than 55 73,752 2.5% 55 to less than 60 21,236 0.7% 60 to less than 65 3,050 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Table 4.10 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 2 Estimated Change in DNL Range (dB) Population Less than 45 -81,113 45 to less than 50 87,304 50 to less than 55 -5,964 55 to less than 60 -655 60 to less than 65 428 65 to less than 70 0 70 to less than 75 0 Greater than or equal to 75 0 Source: HNTB Analysis, 2012.

4.1.8 Alternative 3 With Alternative 3, approximately 82% of the Study Area population would be Overall, Alternative 3 represents the most exposed to noise levels less than 45 DNL, mature and complete RNAV utilization for while a total of 548,097 estimated persons APA and BJC, with arrival aircraft to APA (almost 18% of the Study Area population) and BJC using a dedicated set of would be exposed to noise levels above 45 procedures at higher altitudes. Figure 4-9 DNL. Less than 1% of the estimated and Table 4.11 present noise exposure as a population would be exposed to noise levels result of the implementation of Alternative 3 above 55 DNL, and relative to the 2017 No in 2017. Action Alternative, there would be no change in the number of persons

Environmental Consequences 4-9 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

experiencing noise levels of 65 DNL or APA, an area of reportable increase exists above. as a result of the implementation of the LOOOP RNAV SID, which concentrates Noise exposure patterns remain consistent RNAV-capable jet departures from Runway with Alternative 1 in 2017, with the highest 17L to the south. Table 4.12 presents the levels of noise exposure close to DEN, APA changes in the population exposed to and BJC and some areas exposed to levels various levels of noise exposure relative to of 45 DNL or higher evident to the west. As the 2017 No Action Alternative. evident in Figure 4-9, there are no significant impacts associated with Under Alternative 3, there would be no Alternative 3. change in noise exposure to populations above 65 DNL, while 62 people would be Figure 4-10 depicts the distribution of newly exposed to noise between the 60 to changes in DNL as compared to the No 65 DNL. An estimated 462 people would be Action Alternative. There are areas of expected to experience relief from noise reportable increase and reportable levels between 55 and 60 DNL, 7,225 decrease located in the Study Area. To the people would be removed from the 50 to 55 west of DEN, APA and BJC, two areas of DNL, and an estimated 76,312 people reportable increase are evident, which result would be newly exposed to noise levels from the implementation of RNAV SIDs from between 45 and 50 DNL. DEN, and the consolidation of flight traffic on those defined routes. To the south of

Table 4.11 2017 Alternative 3 Maximum Population Exposed to Aircraft Noise Estimated DNL Range (dB) Percentage of Total Population Less than 45 2,410,707 81.5% 45 to less than 50 451,071 15.2% 50 to less than 55 72,491 2.5% 55 to less than 60 21,429 0.7% 60 to less than 65 2,684 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Environmental Consequences 4-10 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.12 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 3 DNL Range (dB) Estimated Change in Population Less than 45 -68,687 45 to less than 50 76,312 50 to less than 55 -7,225 55 to less than 60 -462 60 to less than 65 62 65 to less than 70 0 70 to less than 75 0 Greater than or equal to 75 0 Source: HNTB Analysis, 2012.

4.1.9 Alternative 4 or higher due to RNAV SIDs in use at APA under this alternative. Figure 4-11 and Table 4.13 present noise exposure as a result of the implementation A comparison of the 2017 No Action of Alternative 4 in 2017. Under this Alternative and the Alternative 4 noise alternative, approximately 81% of the Study exposure for populated centroids is shown Area population would be exposed to noise in Figure 4-12. Table 4.14 presents the levels less than 45 DNL, 18% of the Study changes in the population exposed to Area population would be exposed to levels various levels of noise exposure relative to between 45 and 55 DNL, and less than 1% the 2017 No Action Alternative. would be exposed to levels above 55 DNL. Applying the FAA impact thresholds, there A total of 561,248 estimated persons would are no significant impacts (increases of 1.5 be exposed to noise levels above 45 DNL, DNL in areas that would experience DNL an increase of less than 3%. Overall, less noise levels of 65 or above). There are than 1% of the estimated population would various areas of reportable decrease in be exposed to noise levels above 55 DNL, noise exposure in areas east and west of and relative to the 2017 No Action DEN in areas of 45-60 DNL, attributable to Alternative, there would be no change in the the location of RNAV STAR arrivals to DEN. number of persons experiencing noise To the west of DEN, APA and BJC, an area levels of 65 DNL or above. of reportable increase exists along two Noise exposure patterns are evident in RNAV SID departure paths, as a result of Figure 4-11, with some areas exposed to the consolidation of air traffic along these levels of 45 DNL or higher to the west of routes. An area immediately south of APA DEN, APA and BJC, due to the would experience reportable increases in implementation of RNAV SIDs to the west noise exposure with the implementation of from DEN. Near APA, some additional the RNAV SIDs associated with Alternative 4. persons would experience levels of 45 DNL No changes in noise exposure to populations above 65 DNL would occur

Environmental Consequences 4-11 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment under Alternative 4. An estimated 427 4.1.10 Summary of Noise Exposure at people would be newly exposed to noise Population Centroids between the 60 to 65 DNL, while 562 people would be expected to experience Table 4.15 presents a comparison of noise relief from noise levels between 55 and 60 exposure at population centroids for the DNL. An estimated 87,581 people would be 2012 No Action Alternative and newly exposed to noise levels between 45 Alternative 1. Table 4.16 presents noise and 50 DNL. exposure for the 2017 No Action and each of the 2017 Proposed Action Alternatives analyzed.

Table 4.13 2017 Alternative 4 Maximum Population Exposed to Aircraft Noise Estimated Percentage of DNL Range (dB) Population Total Less than 45 2,397,556 81.0% 45 to less than 50 462,340 15.6% 50 to less than 55 74,108 2.5% 55 to less than 60 21,329 0.7% 60 to less than 65 3,049 0.1% 65 to less than 70 422 0% 70 to less than 75 0 0% Greater than or equal to 75 0 0% Total 2,958,804 100% Source: HNTB Analysis, 2012. Note: Totals may not equal 100% due to rounding.

Table 4.14 Change in Noise Exposure Between 2017 No Action Alternative and Alternative 4 DNL Range (dB) Estimated Change in Population Less than 45 -81,838 45 to less than 50 87,581 50 to less than 55 -5,608 55 to less than 60 -562 60 to less than 65 427 65 to less than 70 0 70 to less than 75 0 Greater than or equal to 75 0 Source: HNTB Analysis, 2012.

Environmental Consequences 4-12 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Overall, none of the alternatives would increase in population exposed to result in a significant impact, and the reportable noise change. Alternative 3 has implementation of any of the Proposed the lowest increase in persons exposed to Action Alternatives would result in the 45 to 50 DNL range while also the reportable change in some DNL ranges. largest decrease in persons exposed to the The 45 to 50 DNL range includes the largest 50 to 55 DNL range.

Table 4.15 2012 Comparison of Noise Impact Above 45 DNL 2012 No Action 2012 Proposed Estimated DNL Range (dB) Estimated Action Estimated Change in Population Population Population 45 to less than 50 320,763 321,957 -1,194 50 to less than 55 68,896 68,474 422 55 to less than 60 20,850 20,905 -55 60 to less than 65 2,622 2,684 -62 65 to less than 70 422 422 0 70 to less than 75 0 0 0 Greater than or equal to 75 0 0 0 Total greater than 45 413,553 414,442 -889

Source: HNTB Analysis, 2012.

4.2 Compatible Land Use uses currently exposed to noise levels greater than or equal to 65 DNL will not Compatibility of land uses in airport study experience significant increases in noise areas is usually determined by the extent of levels as a result of any of the Proposed the airport’s noise impacts. Existing land Action Alternatives, as discussed in Section use in the Study Area is discussed in 4.1 of this chapter. Chapter 3, Affected Environment, Section 3.1.6. Because the Proposed Action Alternatives are not expected to have significant noise impacts (as measured by noise exposure in populated centroids), it can be concluded that there will be no impacts to compatible land use. Additionally, existing non-compatible land

Environmental Consequences 4-13 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.16 2017 Comparison of Noise Impact Above 45 DNL 2017 No 2017 Alt 1 - 2017 Alt 2 - 2017 Alt 3 - 2017 Alt 4 - 2017 Alt 1 2017 Alt 2 2017 Alt 3 2017 Alt 4 DNL Range Action Compared Compared Compared Compared Estimated Estimated Estimated Estimated (dB) Estimated to 2017 No to 2017 No to 2017 No to 2017 No Population Population Population Population Population Action Action Action Action 45 to less 374,759 457,984 83,225 462,063 87,304 451,071 76,312 462,340 87,581 than 50 50 to less 79,716 75,904 -3,812 73,752 -5,964 72,491 -7,225 74,108 -5,608 than 55 55 to less 21,891 22,244 353 21,236 -655 21,429 -462 21,329 -562 than 60 60 to less 2,622 2,684 62 3,050 428 2,684 62 3,049 427 than 65 65 to less 422 422 0 422 0 422 0 422 0 than 70 70 to less 0 0 0 0 0 0 0 0 0 than 75 Greater than 0 0 0 0 0 0 0 0 0 or equal to 75 Total greater 479,410 559,238 79,828 560,523 81,113 548,097 68,687 561,248 81,838 than 45 DNL Source: HNTB Analysis, 2012.

Environmental Consequences 4-14 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.3 Socioeconomic Impacts and would affect low income or minority Environmental Justice populations at a disproportionately higher level than it would other population According to FAA Order 1050.1E, the segments. Accordingly, there would be no proposed route changes with the Proposed significant environmental justice impacts. Action Alternatives should be evaluated for their potential to result in the relocation of 4.4 Children’s Environmental residences and businesses as well as the Health and Safety Risks potential to alter surface transportation patterns, divide established communities, FAA is required to identify and assess disrupt orderly, planned development, or to environmental health and safety risks that create an appreciable change in the agency has reason to believe could employment. disproportionately affect children. In proportion to their size, children breathe Neither the No Action nor the Proposed more air, drink more water and eat more Action Alternatives involve any construction food than adults. This puts them at greater of physical facilities or change in noise risk of exposure to pollutants. Children's exposure levels in excess of the applicable bodies are also less able to metabolize, thresholds of significance. There would be detoxify and expunge these pollutants. no acquisition of real estate, no relocation of There are no impacts associated with the residents or community businesses, no Proposed Action Alternatives (including the disruption of local traffic patterns, no loss in noise, air quality, water quality, hazardous community tax base, and no changes to the materials, and cultural resource categories) fabric of the community. Accordingly, there which would exceed applicable thresholds would be no socioeconomic impacts. of significance. The Proposed Action Alternatives would not affect products or In addition, Executive Order 12898, Federal substances that a child is likely to come into Actions to Address Environmental Justice in contact with, ingest, use, or be exposed to, Minority Populations and Low Income and would not result in environmental health Population, requires Federal agencies to and safety risks that could identify and address disproportionately high disproportionately affect children. and adverse human health and Accordingly, there would be no significant environmental impacts on low-income and impacts related to children’s environmental minority populations in the communities health and safety risks. potentially impacted by the Proposed Action. 4.5 Secondary or Induced Impacts There are no adverse human health or environmental effects associated with the The Proposed Action Alternatives and No Proposed Action Alternatives (including the Action Alternative were evaluated for their noise, air quality, water quality, hazardous potential to impose induced or secondary materials, and cultural resource categories), effects on the surrounding communities as a which would exceed applicable thresholds result of the proposed implementation of of significance. There are no impacts from new RNAV and RNP routes. This includes the Proposed Action Alternatives which any shifts in patterns of population

Environmental Consequences 4-15 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment movement and growth, the demand for An adverse effect is considered to be one public services, and changes in business that diminishes the integrity of the property’s and economic activity within the confines of location, design, setting, materials, the Study Area. The proposed routes and workmanship, feeling, or association. If a procedures were designed by the FAA to determination of adverse impact is made, improve the safety and efficiency of the the consultation procedures of the Advisory Denver Complex Airspace in response to Council on Historic Preservation must be inadequacies and inefficiencies. While the followed.6 procedures were designed with the intent to increase airspace efficiency for existing air Primary impacts include the removal or traffic, the proposed routes and procedures alteration of historic resources. There would would not induce additional demand or be no ground disturbance as a result of the create additional air traffic. Proposed Action Alternatives. Therefore, there would be no direct impacts on Secondary impacts would normally not be a properties listed on or eligible to be listed on significant impact except where there is also the National Register of Historic Places. a significant impact to noise, compatible land use, and social impacts. As discussed Secondary or indirect impacts include in this chapter, there are no impacts changes in noise, vehicular traffic, light associated with the Proposed Action emissions, or other changes that could Alternatives in excess of the applicable interfere substantially with the use or thresholds of significance for these impact character of the resource. Indirect impacts categories. Moreover, the Proposed Action include noise impacts that would diminish Alternatives do not involve development, the integrity of the property’s setting. and would not be expected to result in shifts To assess the potential indirect effects on in population and growth, increased historic resources, an area of potential demand for public services, or changes in effect (APE) was defined. The Proposed business and economic activity. Therefore, Action APE, which is the same as the NEPA there would be no potential for secondary or Study Area described in Section 1.2 of this induced impacts. document, encompasses approximately 6,900 square miles. Seven hundred and 4.6 Historical, Architectural, seventy-six data points were analyzed for Archaeological, and Cultural 677 listed historic resources, including Resources places designated as historic by the State of Archaeological and historic architectural Colorado. resources that will be affected by federally The magnitude of the change in aircraft funded and licensed undertakings come noise exposure level between the No Action under the protection of the National Historic Alternative and the Proposed Action Preservation Act. Section 106 of this Act Alternatives was the primary basis for requires Federal agencies to consider the determining the effect of the undertaking on effects of such undertakings on properties historic resources. The criteria for listed, or eligible for listing, on the National determining the level of impact of increases Register of Historic Places. in aircraft noise when comparing the

Environmental Consequences 4-16 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Proposed Action Alternatives to the No significance as determined by the officials Action Alternative are: having jurisdiction thereof, unless there is no feasible and prudent alternative to the • DNL 1.5 dB in areas exposed aircraft use of such land…and [unless] the project noise of DNL 65 and higher, includes all possible planning to minimize 8 • DNL 3.0 dB in areas exposed to aircraft harm resulting from the use.” Section noise from DNL 60 to 65, or 4601, Title 16 USC, The Land and Water Conservation Fund (LWCF) Act, commonly • DNL 5.0 dB in areas exposed to aircraft referred to as Section 6(f) states that no noise from DNL 45 to 60. public outdoor recreation areas acquired with LWCF assistance can be converted to As indicated in Table F.2 (Appendix F), no non-recreation uses without the approval of historic properties would experience a 1.5 the Secretary of the Interior. The potential DNL increase in areas of noise exposure of impacts to both Section 4(f) and Section 6(f) 65 DNL or higher in 2012 or 2017. In were analyzed as described in Historic, addition, none of the historic resources in Architectural, Archaeological and Cultural proximity to reportable changes for Resources are discussed in Section 4.6. population centroids between 45-60 DNL include a quiet setting as a generally 4.7.1 Section 4(f): Parks, Wildlife recognized feature or attribute of the Refuges, Wilderness Areas resource’s significance. Thus there are no adverse effects to historic properties Section 4(f) resources within the Study Area resulting from implementation of the are described in Chapter 3, Affected Proposed Action. Consultation with History Environment, Section 3.3.2. In regard to Colorado, the State Historic Preservation Section 4(f) properties the term use Office, occurred during the project. The encompasses both direct and indirect State Historic Preservation Officer indicated impacts. Direct use is the physical taking of concurrence with both the definition of the the Section 4(f) properties. The Proposed APE and the finding of no adverse effect, Action Alternatives do not include any land- under Section 106 (see Appendix H). based impacts as there is no physical disturbance or land acquisition. Therefore, 4.7 Department of Transportation the Proposed Action Alternatives do not Act Section 4(f), and Land and result in a direct use of any Section 4(f) Water Conservation Fund Act property. Section 6(f) Adverse indirect impacts including noise Section 303(c), Title 49 USC, commonly may constitute a “constructive use” of a referred to as Section 4(f) of the DOT Act,7 Section 4(f) property. In determining states that the “…Secretary of whether there is a “constructive use” the Transportation will not approve a project FAA must determine if the impacts would that requires the use of any publicly-owned substantially impair the property. A Section land from a public park, recreation area, or 4(f) property is determined to be wildlife and waterfowl refuge of national, substantially impaired when the activities, state, or local significance or land from a features, or attributes of the site that historic site of national, state, or local

Environmental Consequences 4-17 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

contribute to its significance or enjoyment Alternative would increase under any of the are substantially diminished. 2017 Proposed Action Alternatives to a maximum of 27 DNL. Mt. Evans National Noise exposure levels were calculated for Wildlife Area would experience noise levels grid points at 0.25 NM intervals throughout of 43 DNL or less under the 2012 No Action the larger Section 4(f) properties. For Alternative, 50 DNL or less under Section 4(f) properties that were not Alternative 1 in 2012, 44 DNL under the covered by the grid interval (i.e., smaller 2017 No Action Alternative, and 50 DNL or parks and monuments), noise exposure was less under any of the 2017 Proposed Action calculated as a single point located in the Alternatives. center of the park. The National Wildlife Refuges analyzed As discussed in Chapter 3, Affected include Rocky Flats, Rocky Mountain Environment, four National Wilderness Arsenal, and Two Ponds National Wildlife Areas were included in the Study Area: Refuge. At Rocky Flats, no noise levels are Indian Peaks Wilderness Area, James Peak projected to exceed 52 DNL under any Wilderness Area, Lost Creek Wilderness Alternative in either 2012 or 2017, and Area and Mount Evans National Wildlife changes in noise exposure would be Area. anticipated to be less than 2 dB. At Rocky Mountain Arsenal, noise levels in the 2012 Indian Peaks Wilderness Area would experience noise levels ranging from 40 No Action Alternative or Alternative 1 in DNL or less under the 2012 No Action 2012 remain at 55 DNL or below. In 2017, Alternative, to 43 DNL or less under the the No Action Alternative would have a maximum noise level of 56 DNL, while the 2012 Alternative 1. Under the 2017 No Proposed Action Alternatives would Action Alternative, noise levels are projected to be a maximum of 41 DNL, potentially reduce the maximum noise levels while maximum levels of 43 DNL are from 56 DNL to 55 DNL. Noise levels at projected in all of the 2017 Proposed Action Two Ponds National Wildlife Refuge remain at or below 41 DNL in the 2012 No Action Alternatives. James Peak Wilderness Area Alternative, 39 DNL in Alternative 1 in 2012, would be anticipated to experience maximum levels of 38 DNL with the 2012 42 DNL in the 2017 No Action Alternative, No Action Alternative, potentially increasing and 39 DNL under any of the 2017 Proposed Action Alternatives. to 46 under Alternative 1 in 2012. In 2017, the 2017 No Action Alternative maximum Rocky Mountain National Park would level is projected to be 38 DNL, increasing experience noise levels of 32 DNL or less to a maximum of 47 DNL under any of the under the 2012 No Action Alternative and 2017 Proposed Action Alternatives. Lost Alternative 1 in 2012. Under the 2017 No Creek Wilderness Area would, under the Action Alternative and any of the 2017 2012 No Action Alternative, experience Proposed Action Alternatives, noise levels maximum DNL levels of 25 DNL from would not be anticipated to exceed 33 DNL, aircraft noise, while the highest noise levels with changes in values ranging from 2 to 3 projected under the Alternative 1 in 2012 DNL. Appendix D, Section D.5 further would be 26 DNL. In 2017, the maximum describes the noise environment at RMNP. level of 25 DNL under the 2017 No Action

Environmental Consequences 4-18 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Noise levels in state parks, spread alternatives in 2017. Under Alternative 1, geographically throughout the Study Area, there are no parks, forests, wildlife refuges range from DNL values of 26 to 55 under and wilderness areas that would experience the 2012 No Action, 24 to 55 DNL in a change in noise exposure level in excess Alternative 1 in 2012, 26 to 55 DNL in the of the applicable threshold of significance 2017 No Action, and 23 to 55 DNL in the (i.e., a 1.5 DNL change resulting in a noise 2017 Proposed Action Alternatives. Over exposure level greater than or equal to 65 775 local parks were identified in the Study DNL). In 2012, Alternative 1 would result in Area, all of which have DNL values of 56 or reportable increases on portions of four lower. Appendix G, Noise Exposure at different resources: Asel Park, Eldorado Local Parks, Table G.1 provides the Canyon State Park, James Peak calculated noise values for each alternative Wilderness Area, and the Mt. Evans at the local parks. Noise exposure was Wilderness Area. Table 4.17 depicts the calculated at over 800 locations because reportable increases in noise associated multiple points were measures at some of with Alternative 1 in 2012. the parks. The overall increase in the number of Figure 4-13 depicts noise exposure greater operations in 2017, coupled with an than 45 DNL at parks, forests, wildlife increase in the use of the RNAV procedures refuges and wilderness areas in the Study results in additional reportable increases in Area for the No Action Alternative in 2012. 2017. Mathews-Winters Park and Golden Figure 4-14 depicts noise exposure for Gate Canyon State Park both would parks, forests, wildlife refuges and experience reportable increases in noise wilderness areas above 45 DNL for the exposure, in addition to Asel Park, Eldorado 2017 No Action Condition. Canyon State Park, James Peak Wilderness Area, and the Mt. Evans Figures 4-15, 4-16, 4-17, 4-18, and 4-19 Wilderness Area. Table 4.18 depicts the depict noise exposure for parks, forests, reportable increases in noise associated wildlife refuges and wilderness areas above with all Alternatives in 2017. 45 DNL for Alternative 1 in 2012, and all

Table 4.17 Section 4(f) Resources Experiencing Reportable Increases in Alternative 1 – 2012 2012 2012 Latitude Longitude Description Section 4(f) Type No Action Alternative 1 DNL (dB) DNL (dB) 39.8969 -105.3253 Asel Park Park (local) 39 46 39.90308 -105.3112 Eldorado Canyon Park (state) 39 46-47 James Peak National 39.86727 -105.67243 Wilderness Area Wilderness Area 35-36 45-46 Mt Evans National 39.55971 -105.60368 Wilderness Area Wilderness Area 40-42 45-50 Source: HNTB Analysis, 2012.

Environmental Consequences 4-19 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.18 Section 4(f) Resources Experiencing Reportable Increases in All 2017 Alternatives 2017 2017 All Latitude Longitude Description Section 4(f) Type No Action Alternatives DNL (dB) DNL (dB) 39.8969 -105.3253 Asel Park Park (local) 40 47 Eldorado 39.90308 -105.3112 Park (state) 39-40 47-48 Canyon Golden Gate 39.88137 -105.45231 Park (state) 38-39 45 Canyon James Peak National 39.86365 -105.67966 35-36 45-47 Wilderness Area Wilderness Area Matthews- 39.70015 -105.21818 Park (local) 42 47 Winters Park Mt Evans National 39.55971 -105.60368 40-42 45-50 Wilderness Area Wilderness Area Source: HNTB Analysis, 2012.

There are no Section 4(f) properties that change occurs over Ute Trail located in the would experience a 1.5 DNL change west most portion of the James Peak resulting in a noise exposure level greater Wilderness Area. The trail is lightly used than or equal to 65 DNL. Although the and is not vegetated. The Mt Evans Proposed Action Alternatives would cause Wilderness Area includes a scenic drive that reportable increases in noise within some of is featured as the highest paved road in the resources studied none of these North America and the reportable noise resources would be substantially impaired changes within this Wilderness occur near by the Proposed Action Alternatives. None Interstate 70 over barren land with no trail of the areas that receive reportable noise access. Matthews-Winters Park is located are located in areas for which a quiet setting near major roadways and offers easy is a recognized feature of the park or access for biking, horseback riding and wilderness area. Eldorado Canyon State hiking as primary activities for this park. Park is a highly used recreational area Asel Open Space Park is still being included activities such as boating, developed and the uses have not been camping, horseback riding, picnicking and formally determined. No activities, features, hunting. Golden Gate Canyon State Park is or attributes of the resource sites that also highly used due to its proximity to contribute to their significance or enjoyment Denver with similar activities to the Eldorado would be substantially diminished by the Canyon State Park with the exception that Proposed Action Alternatives; therefore no hunting is not allowed. The James Peak further analysis is required. Wilderness Area is meant to be used as a recreational area and the use of snow mobiles are approved in times of adequate snow cover as well as use of other motorized and non-motorized mechanical devices.9 The area of reportable noise

Environmental Consequences 4-20 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.7.2 Section 6(f)

Section 6(f) properties within the Study Area federally listed threatened or endangered are described in Section 3.3.2. NPS has species or result in the destruction or determined that conversion of 6(f) parkland adverse modification of critical habitat for occurs under four conditions: 1) property any species. interests are conveyed for non-public outdoor recreation uses; 2) non-recreation Impacts were also considered in uses are made of the project area, or a accordance with Executive Order 13112, portion of it; 3) non-eligible indoor facilities “Invasive Species.” Impacts considered are are developed within the project area those that could prevent the introduction, without approval; and 4) public outdoor provide for the control, and minimize the recreation use of the property is terminated. economic, ecological, and human health Because the Proposed Action would not impacts that are caused by invasive convey 6(f) property and would not include species. the construction of indoor facilities, there would be a 6(f) impact only if the new The Proposed Action Alternatives involves procedures included in the Proposed Action ATC routing changes for airborne aircraft Alternatives would result in the constructive only and do not involve any ground-based use of a park such that it would cause a impacts. Thus, it will not destroy or modify permanent and substantial use of the 6(f) critical habitat for any species. Additionally, property. no species that meets the definition of an invasive species will be introduced in the There are no Section 6(f) properties that project area due to the Proposed Action would experience a 1.5 DNL change Alternatives. Therefore, there are no resulting in a noise exposure level greater significant impacts to fish, non-avian wildlife, than or equal to 65 DNL. As with 4(f) and plants which would exceed the resources, the Proposed Action Alternatives threshold of significance defined in FAA would cause reportable increases in noise. Order 1050.1E, Appendix A, Section 8. There will be no constructive use of a 6(f) property. 4.8.2 Migratory Birds

4.8 Fish, Wildlife, and Plants The following sections discuss migratory bird flyways, strike factors, and impact This resource category includes assessment. consideration of impacts to fish, wildlife, and plants, including migratory birds. Migratory bird patterns are discussed in Section 3.3.6.2. The Central Flyway, shown 4.8.1 Species other than Migratory on Figure 3-26 of the Affected Environment, Birds is pertinent to the Study Area.

Potential impacts to fish, wildlife, and plants The actual routes followed by many were evaluated in accordance with FAA migratory birds vary by distance traveled, Order 1050.1E. A significant impact would time of starting, flight speed, geographic occur if the proposed action would position and latitude of the breeding, and jeopardize the continued existence of wintering grounds. The most frequently

Environmental Consequences 4-21 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

traveled migration routes conform very change the arrival and departure flows at closely to major topographical features that DEN, APA and BJC so the approaches and lie in the general north-south movement of departures are not expected to differ from migratory bird flyways. Therefore, the lanes those today. Therefore, based on the of heavier concentration in the Study Area available information from the FAA National follow principal river valleys and mountain Wildlife Strike Database, it is concluded that ranges. the impacts to bird patterns resulting from the Proposed Action Alternatives would be The Central Flyway is the only North minimal. American flyway to cross near or through the State of Colorado and is the only flyway 4.9 Air Quality that could potentially interact with the Study Area. It encompasses the vast region The CAA requires that all Federal actions between the valley of the Mississippi River conform to an applicable SIP. FAA actions and the Rocky Mountains and is home to a are subject to the General Conformity Rule. large percentage of North America’s ducks General Conformity refers to the and geese. The majority of the birds that requirements under Section 176(c) for the use the Central Flyway make direct north CAA for federal agencies (other than FHWA and south journeys from breeding grounds and FTA) to show that their actions conform in the North to winter quarters in the to the purpose of the applicable SIP. The South.10 EPA established criteria and procedures for Federal agencies to use in demonstrating The FAA National Wildlife Strike Database conformity with an applicable SIP (40 CFR contains records of reported wildlife strikes 93.150 et seq.). since 1990. The database includes over 121,000 (Civil and USAF) wildlife strikes On July 30, 2007, the FAA issued a between 1990 and 2010. In 2010 there were presumed to conform list of actions under a total of 177 reported wildlife strikes in the General Conformity [FR 41565]. In the State of Colorado, with 149 of those aforementioned notice, the FAA occurring combined at DEN (141), APA summarized documentation and analysis (five) and BJC (three). There were fewer which demonstrated that certain actions will strikes reported in Colorado in 2010 than in not exceed the applicable de minimis 2000, when 225 strikes were reported (185 emissions levels for nonattainment and at DEN, two at APA). Migratory birds do not maintenance areas as specified under 40 generally fly at altitudes greater than 10,000 CFR 93.153(b). The FAA includes air traffic feet and the majority (92 percent) of the bird control activities and adopting approach, strikes to commercial aircraft occur at or departure and enroute procedures for air below 3,500 feet AGL and occur during the operations in their list of presumed to approach and landing roll.11 conform actions thereby indicating that these types of actions will not exceed de Any changes to flight paths/patterns due to minimis emissions levels. the Proposed Action would occur above 3,500 feet AGL, at a higher altitude than The Proposed Action includes airspace and where the majority of bird strikes occur. air traffic actions (e.g., changes in routes, Additionally, the Proposed Action will not flight patterns, and arrival and departure

Environmental Consequences 4-22 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

procedures) above the mixing height established that GHG emissions can affect (generally 3,000’ AGL) that are needed to climate.12 The CEQ has indicated that enhance safety and increase the efficient climate should be considered in NEPA use of airspace by reducing congestion, analyses. As noted by CEQ, however, “it is balancing controller workload and improving not currently useful for the NEPA analysis to coordination between controllers handling attempt to link specific climatological existing air traffic. The FAA’s presumed to changes, or the environmental impacts conform list is therefore applicable to the thereof, to the particular project or Proposed Action. Additionally, the Proposed emissions; as such direct linkage is difficult Action is not regionally significant. to isolate and to understand.”13 Specifically, the total number of aircraft operations would not differ between the No GHG emissions are commensurate with fuel Action Alternative and the Proposed Action consumption. NIRS version 7.0b2 was used Alternatives and it is estimated that fuel to determine estimated values for fuel burn, burn (see Section 4.10) will be reduced due CO2, and difference for the 2012 and 2017 to the Proposed Action thus producing less No Action and Proposed Action air pollutant emissions. Alternatives. The analysis only considered traffic associated with DEN since increases In terms of air quality impacts related to or decreases in fuel burn is most directly vehicle emissions, neither the No Action related to commercial aircraft operations. Alternative nor the Proposed Action Alternatives would induce changes to It was necessary to adjust the overall length vehicular traffic. Aircraft operations and of noise model flight tracks to ensure that a vehicular traffic would grow with or without similar geographic area was considered. the proposed ATC routing changes. In The RNAV STAR and SID flight tracks addition, the implementation of the extend well into ARTCC airspace, while the Proposed Action would not significantly alter noise model flight tracks associated with the distribution of vehicular traffic among the conventional flight tracks at DEN extend airports because the ATC routing changes slightly past 30 nautical miles from DEN. All would not likely change airline service noise model flight tracks were truncated at trends and/or air passenger preferences on approximately 30 nautical miles from DEN, use of an airport. Air passengers and general assumptions pertaining to flight traditionally select an airport based on the altitudes were made. ticket cost, airport location, and service to a As explained in Section 3.3.5, Climate, of desired destination. this document, the 2010 fuel burn for DEN Since the Proposed Action is presumed to within 30 NM is calculated to be 608,679 kg. conform and would have a negligible effect Carbon dioxide (CO2) emissions associated on vehicle traffic no further analysis is with the Study Area in the Existing required. Condition (2010) are 1,920,382 kg.

4.10 Climate Alternative 1 in 2012 will decrease aircraft fuel burn from 663,617 kg (2012 No Action Although there are no federal standards for Alternative) to 616,309 kg. The equivalent

aviation-related GHG emissions, it is well- amount of CO2 emissions for the 2012

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Alternative 1 is 1,944,453 kg, less than the 4.11 Cumulative Impacts and 2,093,713 kg for the 2012 No Action Connected Actions Alternative. Based on these data, GHG emissions associated with Alternative 1 Airport development activities, including would represent a decrease of 7.13 percent airport improvements and airspace in 2012. redesigns, often create the potential for cumulative impacts. This analysis of Implementation of the Proposed Action for cumulative impacts defines cumulative DEN in 2017 will decrease aircraft fuel burn impacts, identifies potential impact from 783,628 kg (2017 No Action categories, and presents the potential Alternative) to 725,798 kg. The equivalent cumulative impacts of these categories.

amount of CO2 emissions for the Proposed Action at DEN in 2017, is 2,289,892 kg, less 4.11.1 Definition of Cumulative than the 2,472,348 kg for the 2017 No Impacts Action Alternative. Based on these data, The concept of cumulative impacts GHG emissions associated with the addresses the potential for individually Proposed Action at DEN in 2017 would minor but collectively significant impacts to represent a decrease of 7.38 percent. occur over time. CEQ Regulations, Section Table 4.19 displays the total fuel burn and 1508.7, defines “Cumulative Impact” as the incremental impact of the action when CO2 emissions (in kilograms) for the No Action Alternative and the Proposed Action added to other past, present, and at DEN Alternative for both 2012 and 2017, reasonably foreseeable future actions along with the percentage difference regardless of the agency (Federal or non- between the two scenarios. federal) undertaking such actions. CEQ Regulations, Section 1508.25, defines the Table 4.19 types of actions that should be considered Fuel Burn Analysis in assessing cumulative impacts. These 2012 Proposed Action for DEN actions include the following:

Fuel Burn Impact Fuel (kg) CO2 (kg) (1) Connected actions, which are defined No Action 663,617 2,093,713 as: Alternative 1 616,309 1,944,453 % Difference (Alt. • Actions that automatically trigger minus No Action)/ No -7.13% -7.13% other actions which may require an Action Environmental Impact Statement; 2017 Proposed Action for DEN • Actions that cannot or would not Fuel Burn Impact Fuel (kg) CO2 (kg) proceed unless other actions are No Action 783,628 2,472,348 taken previously or simultaneously; Alternatives 1-4 725,798 2,289,892 % Difference (Alt. and/or minus No Action)/ No -7.38% -7.38% • Action Actions that are interdependent Source: HNTB Analysis, 2012. parts of a larger action and depend upon that action for their justification.

Environmental Consequences 4-24 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

(2) Cumulative actions that, when runway have yet to be determined. The considered with other proposed actions, ultimate location of a new runway has the would have cumulatively significant potential to direct aircraft over new areas, impacts; and depending on where the runway is located. It is expected that the addition of another (3) Similar actions that have similarities runway at DEN would cumulatively change such as timing or location with other noise exposure in the Study Area, however reasonably foreseeable or proposed the type and magnitude of change cannot projects that provide a basis for be analyzed until additional planning is evaluating their environmental impacts complete. in the same NEPA document. Additionally, BJC will soon host helicopter 4.12 Projects for Consideration of “Long Line” training operations. Long line Cumulative Impacts helicopter operations are training operations Multiple airport improvements are for pilots operating helicopters with a long scheduled for DEN, APA and BJC (e.g. line (sling load) attached to it, for the runway/taxiway rehabilitations, construction purposes of aerial firefighting, aerial of new taxiways, etc.) within a five-year construction, heli-skiing, heli-seismic, aerial planning timeframe. Five years corresponds harvesting, ferrying external loads, etc. with the typical capital improvement (CIP) Operations associated with long line training planning horizon and was therefore applied have been evaluated separate from the as the timeline for including projects to be Proposed Action under this analysis, and considered for cumulative impacts. The the results have been compared and projects listed in Table 4.20 are the capital included in this EA. Noise results were improvements currently included in the calculated for each of the population FAA’s CIP for APA, BJC and DEN. The only centroids and Section 4(f) resources, and project that has the potential to have comparisons with the No Action and cumulative impacts when combined with the Proposed Action Alternatives were made. Proposed Action considered in this EA is With the cumulative noise from the the addition of another runway at DEN. proposed Long Line operations, no With the implementation of another runway significant impacts were found. The at DEN airspace changes and procedures remaining projects projected for the will necessarily be required. The location foreseeable future will not cause changes to and orientation of the runway, along with the the Denver Complex Airspace, are procedures that will be used to and from this unrelated to the Proposed Action and are not expected to have cumulative impacts.

Environmental Consequences 4-25 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 4.20 Projects to be Considered for Cumulative Impacts Airport Improvement Timing Past Actions DEN Implementation of Runway 16L/34R 2002 Future Foreseeable Actions Construct Taxiway D (D1-D3) 2013 Rehabilitation of Runway 10/28 2014 APA Extend Taxiway C 2015 Rehabilitate Taxiway A 2016 Long Line Helicopter Training Operations 2012 Land Acquisition for Improving RSA for Runway 11L/29R 2012 Relocate Localizer for Improving RSA for Runway 11L/29R 2013 BJC Rehabilitate Runway 11L/29R 2014 Construct Taxiway A-3 2015 Rehabilitate Runway 11R/29L 2016 Rehabilitate Runway 16L/34R 2012 Construct Taxiway F-7 (exit from Runway 16L) 2012 Rehabilitate terminal taxiway/apron system and drainage 2013-2014 DEN Rehabilitate Runway 17R/35L 2013 Rehabilitate Runway 16R/34L 2014 Construct Taxiway D5 for high speed exit from Runway 16L 2014 Construct 7th Runway 2015

Source: FAA CIP for APA, BJC, DEN, 2012.

Environmental Consequences 4-26 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

4.13 Summary The No Action and Proposed Action Alternatives were analyzed for potential The FAA’s Proposed Action to implement impacts to the above referenced impact new RNAV procedures, inclusive of RNP categories. No significant impacts are and OPD, in the Denver Complex Airspace associated with any of the alternatives. are intended to improve the safety and Furthermore, the procedures would not efficiency of the Denver Complex Airspace. result in any ground based impacts, as no The procedures were developed by the construction is required for the RNAV Denver RNAV Workgroup which worked for procedure implementation. over two years on the procedure development with significant attention to the avoidance of environmental impacts.

The following environmental impact categories were evaluated for potential impacts in accordance with FAA Order 1050.1E due to the Proposed Action:

• Noise

• Compatible Land Use

• Socioeconomic Impacts and Environmental Justice

• Children’s Environmental Health and

Safety Risks

• Secondary or Induced Impacts

• Historical, Architectural, Archaeological, and Cultural Resources

• Department of Transportation Act: Section 4(f) and 6(f) Resources

• Fish, Wildlife and Plants

• Air Quality

• Climate

• Cumulative Impacts and Connected Actions

Environmental Consequences 4-27 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Endnotes

1 Federal Aviation Administration, Order 1050.1E, “Policies and Procedures for Considering Environmental Impacts.”

2 14 C.F.R. Part 150, Section 150.21(a)(2)(d).

3 Federal Interagency Committee on Noise (FICON), “Federal Agency Review of Selected Airport Noise Analysis Issues,” August 2992, p.3-5.

4 Federal Aviation Administration, “Final Environmental Impact Statement, Expanded East Coast Plan – Changes in Aircraft Flight Patterns Over the State of New Jersey,1995.

5 FAA Order 1050.1E, Appendix A, Section 14.3.

6 36 CFR Part 800.

7 Department of Transportation Act of 1966, § 4(f) [recodified at 49 USC 303 (c)].

8 FAA Order 1050.1E, Appendix A, page A-19.

9 James Peak Wilderness and Protection Act. 16 USC 539l.

10 North American Migration Flyways, http://www.birdnature.com/flyways.html, Accessed 10/25/11.

11 FAA, FAA Wildlife Strike Database, http://wildlife-mitigation.tc.faa.gov/wildlife/default.aspx, Accessed 4/3/12.

12 See Massachusetts v. E.P.A., 549 U.S. 497, 508-10, 521-23 (2007).

13 Draft NEPA Guidance on Consideration of the Effects of Climate Change and Greenhouse Gas Emissions, CEQ (2010). http://ceq.hss.doe.gov/nepa/regs/Consideration_of_Effects_of_GHG_Draft_NEPA_Guidance_FINAL_ 02182010.pdf.

Environmental Consequences 4-28

CHAPTER 5: PUBLIC AND AGENCY INVOLVEMENT SUMMARY

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter Five: PUBLIC AND AGENCY INVOLVEMENT SUMMARY

Public and agency involvement is important to receive feedback from concerned citizens to ensure that information is provided to the and organizations. general public and public agencies. As described in 40 CFR 1501.7, public and 5.1.1 Agency and Community agency involvement is required for an EIS Scoping but optional in the case of an EA. The FAA Potentially interested agencies and considers an open public process to be an community organizations were sent agency important component of this project and scoping packages with information about therefore has involved the public and the project and the upcoming scoping agencies with jurisdiction or special meetings, including discussion of the knowledge in the environmental review scoping process, background information, process. the EA process, purpose and need, project alternatives, study area, and anticipated The sections that follow provide a summary environmental impacts in February 2011. of FAA public and agency involvement Agency input on the potential for impact to completed for development of this EA. the protected resources due to the 5.1 Scoping Proposed Action was also requested in the packages. A sample scoping package is Scoping is the early and open process for included in Appendix H. The following determining the scope of issues to be agencies and communities were sent addressed and for identifying the significant scoping packages: issues related to a proposed action. Scoping is also used to eliminate from • City of Greenwood Village detailed study the issues that are not • City of Arvada significant or have been evaluated by prior • City of Federal Heights environmental review. • City of Thornton During the scoping period for this EA the • City of Northglenn public and other agencies were given the opportunity to assist in determining the • City of Westminister scope of issues to be addressed. In addition • Adams County to the scoping process, the FAA has held a • City of Aurora number of meetings to educate, inform, as well as to discuss the proposed project and • City of Brighton • City of Commerce City

Public and Agency Involvement 5-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

• City and County of Broomfield Table 5.1 • City of Denver Agency Scoping Meeting Attendees • Town of Bennett Agency/Organization City of Greenwood Adams County • Weld County Village • Arapahoe County Arapahoe County City of Northglenn • Jefferson County City/County of City of Thornton • USEPA - Region 8 Broomfield • State Historic Preservation Office City of Aurora National Park Service U.S. Department of • Colorado Water Quality Control Town of Castle Rock Agriculture/Wildlife Division Services City of Commerce U.S. Forest Service • USDA Wildlife Services – Western City Region City of Denver Weld County • U.S. Fish and Wildlife Service • Colorado Division of Wildlife 5.1.2 Public Scoping • Colorado NRCS State Office Public Scoping Meetings were held at three th th • Colorado State Parks different locations on March 8 , 9 , and 10th, 2011, with each meeting location in • National Park Service proximity to one of the three airports included in the Proposed Action. The Public An Agency Scoping Meeting was held from Scoping Meetings were advertised through 1:30 – 3:00 p.m. on March 9, 2011 in the the following newspapers, websites, and Mt. Evans Conference Room at Rocky emails: Mountain Metropolitan Airport. Twenty-one (21) agency representatives were at the • The Denver Post meeting. Table 5.1 provides a list of • Denver International Airport Website agencies and community organizations in attendance at the Agency Scoping Meeting. • Rocky Mountain Metropolitan Airport Website A PowerPoint presentation was provided to the group with project background, the • Centennial Airport Website elements of the EA, the Proposed Action • The Aurora Sentinel and Purpose Need, and the preliminary • Greenwood Village Website study area. Attendees were provided the opportunity to ask the FAA and project team • Emails to elected officials and city questions during and following the managers presentation. The project boards displayed at the Public Scoping Meetings were also The scoping meetings were held in an open exhibited at the Agency Scoping Meeting. house format and also included a 30-minute PowerPoint presentation. Eight (8) poster-

Public and Agency Involvement 5-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

size project boards were displayed at each requested that comments be submitted by of the meetings to provide relevant project April 10th, 2011, in order to allow the FAA and process information. Handouts were time to identify issues early in the EA provided to the public with project process and to maintain the project timeline. information, frequently asked questions and information about the EA process (See A total of 26 written comments were Appendix H). Attendees were encouraged received during the scoping period. The to circulate among the display boards where majority of the comments received were FAA, airport, and contractor staff were provided via email (17), three public available to answer questions and discuss comment forms were submitted at scoping the Proposed Action with the public. meetings, and six comments were received Approximately 80 people total from the via postal mail. general public attended the scoping meetings on March 8th, 9th, and 10th. Of the comments received, the majority were from the public. Other categories of 5.1.3 Scoping Comments commenters include local jurisdictions (cities, towns, and counties); elected Agencies and the public were invited to officials, commissioners, city council comment on the Proposed Action using members and airport roundtable several methods during the scoping representatives; airport staff; neighborhood process. During the public meetings, self- associations; and agencies. Table 5.2 addressed comment cards were made summarizes the comments received (See available for written comments that could be Appendix H). A scoping report was either left at the meeting or sent in via mail. developed to describe the scoping process; Attendees also had the option to submit the scoping report was posted on DEN, scoping comments via email. It was APA and BJC websites for public review. Table 5.2

Agency and Public Scoping Comments Respondent Comment Government/Agency Responses State Historic Preservation Office Coordinate the NEPA studies with the studies required under Section 106 and 110 of the National Historic Preservation Act so SHPO will be able to fully complete their reviews under both Section 106 and NEPA.

U.S. Fish and Wildlife Service, The Service provided recommendations for threatened and endangered Colorado Field Office species, protective measures for migratory birds, bald and golden eagle, and wilderness areas and National Wildlife Refuges.

USDA Forest Service – Arapaho and Concern for the noise generation from the Rocky Mountain Metropolitan Roosevelt National Forests and Airport over wilderness areas which are managed to protect and Pawnee National Grassland perpetuate the feeling of solitude experienced by visitors to these areas.

Public and Agency Involvement 5-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.2

Agency and Public Scoping Comments Rocky Mountain National Park Aircraft noise impinges on visitor enjoyment and preservation of wilderness in the park. The Park requests the consideration of an alternative flight path over the park to place the path more in line with Trail Ridge Road, and invite the FAA to use the park for noise-monitoring.

Front Range Airport Consider the inclusion of Buckley AFB and Front Range Airport in the study area as both airports have jet aircraft operations.

City of Aurora Keep the City of Aurora informed of meetings and changes in the EA, include supplemental noise metrics into the noise model analysis, and evaluate additional raptor species in the EA (American Peregrine Falcon and the Ferruginous Hawk).

Arapahoe County The County supports the RNAV effort and its benefits (noise reduction) to citizens within its district.

Douglas County County supports the RNAV/RNP flight procedures, and requests the Draft EA be developed in a manner to facilitate community understanding of the proposal.

Town of Castle Rock Requests examination of potential impacts of RNAV/RNP to Castle Rock residents from flights at Centennial Airport.

Greenwood Village Council Council is optimistic about the EA process and hopes the project will result in lower noise levels in their neighborhoods.

Greenwood Village elected official Supports the proposed changes and development of RNAV routes and procedures.

City of Castle Pines Supports the proposed changes.

Arapahoe County Commission Supports the proposed changes.

Adams County Request the EA to identify how the noise contours will change and how concentrated flight paths will impact the County. Suggest additional modeling completed for indoor noise impacts, inclusion of Front Range Airport in the EA, and analysis of migratory species.

Aircraft Owners and Pilots Association Supports the proposed changes.

Centennial Airport Community Noise Representing citizens in unincorporated Arapahoe County, they strongly Roundtable support the proposed airspace redesign.

Public Responses

Stonegate Village Owners (Parker, Request for copy of public meeting presentation and to be added to the CO) mailing list regarding updates on the impact for flight patterns that could affect their community

Public and Agency Involvement 5-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.2

Agency and Public Scoping Comments Sapphire Point Citizens Address the air traffic noise issues over Sapphire Point and support of Centennial Airport shifting their routes to avoid flight paths over neighborhoods.

Castle Rock Resident Supports the proposed changes but requests attention given to the area of Douglas County that is about 800 feet higher than Centennial Airport.

Resident of Sapphire Point Complaints of air traffic noise in neighborhood from Centennial Airport and hopes it can be directed away from residential areas.

Resident of Sapphire Point Request that Sapphire Point be included in the EA and for the new routes to avoid residential areas.

Public Meeting Comment Form Concern for commercial flight paths intersecting the Buckley AFB fighter paths over populated areas.

Public Meeting Comment Form Supports the project.

Public Meeting Comment Form Interest in protecting Brighton and Barr Lake Area from negative impacts due to concentration of flight paths.

Public Meeting Comment Form Does not believe the project will improve efficiency. Provides ideas on how to fix the system with speed control, timing, and organization.

Public Meeting Comment Form Assumes the focused flight paths will be over open spaces and not residential areas and suggests addressing helicopters as well.

5.2 Additional Coordination Specifically, the FAA met with the Manager, the High Plains In addition to the scoping process described District Manager and the Manager of in Section 5.1, the FAA met with the NPS, Supervisors in the High Plains District. The Colorado State Parks representatives, the meetings were initiated to provide the Centennial Noise Round Table, and staff agency with an understanding of the from DEN Planning and Noise Office on benefits of implementing PBN procedures. many occasions to discuss the project. The FAA also met with representatives of Throughout the development of the RNAV the NPS to discuss procedures that directly and RNP procedures, the FAA met overfly RMNP. frequently with agencies, airport sponsors, cities and counties, as well as interested Additionally, prior to issuance of the Draft citizen groups to disseminate information on EA, the FAA met with interested agencies the procedure development and to better on March 15, 2012, as a follow-up to the understand potential concerns regarding the agency scoping meeting held in March proposed procedures. 2011. The follow-up meeting described the

Public and Agency Involvement 5-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

noise modeling input and illustrated typical and discuss the Proposed Action graphics that are used within environmental Alternatives with the public. Approximately documentation for air traffic actions. 30 people attended the Draft EA public meetings over the course of the three days. 5.3 Public Meetings for Review of the Draft EA 5.4 Comments on the Draft EA Following the publication of the Draft EA, a Following the series of public meetings, a series of public meetings were held to total of 29 written comments were received. provide the public with an opportunity to A majority of comments were provided via view the findings and provide comment. email (13) and postal mail (13), and three Three meetings were held over the course were submitted at the public meetings. Of of three days (June 26th through June 28th, the comments received, the majority were 2012). The first meeting was held on June from the public. Other categories of 26th, from 5:30 – 8:00 p.m. in the Mt. Evans commenters include local jurisdictions Conference Room at Rocky Mountain (cities, towns, and counties); elected Metropolitan Airport, followed by June 27th, officials, commissioners, city council 2012 at the Denver Marriott South at Park members and airport roundtable Meadows, near APA. The final meeting was representatives; neighborhood associations; held at the Crowne Plaza Denver airport staff; and agencies. Table 5.3 International Airport on June 28th, 2012, summarizes the comments received and from 5:30 – 8:00 p.m. responses. The comments are provided in the order of receipt with agency comments The public meetings were held in an open provided first followed by public comments. house format, and attendees were provided the opportunity to ask the FAA and project In response to additional coordination team questions before and following the following the publication of the Draft EA, a presentation. The PowerPoint presentation series of figures were prepared for inclusion included a brief overview of the EA process, in the Final EA. Figures 5-1 through 5-4 a summary of the scoping effort, the project depict the Proposed Action Alternatives and background, the purpose and need, a noise exposure changes, overlaid with the description of the Proposed Action proposed RNAV STARs and SIDs. Figures Alternatives, and findings of the 5-6 through 5-11 depict various areas of environmental analysis. Fourteen (14) noise exposure change within the Study poster-size display boards were displayed Area, designed to provide the reader with to provide relevant project information and additional information regarding the location the results of the noise analysis (See of the Proposed Action Alternatives and Appendix H). Handouts were provided with resulting noise exposure. information about the Draft EA and instructions on how to submit comments. Following the presentation, attendees were

encouraged to circulate among the display boards where FAA, airport, and contractor

staff were available to answer questions

Public and Agency Involvement 5-6 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Government/Agency Responses Tribal Response Does not require additional 4 Form (Eastern consultation on the proposed Comment noted. Sheshone project. Tribe)

Comment noted. The Proposed Action – Preferred Alternative does not result in any significant impact as defined in Table 4.1 (Page 4-3), including areas in Castle Rock. Asks that the impacts of the However, areas of increase and decrease at proposed action to Castle Rock levels disclosed by the FAA are included. See residents be minimized, and that Figures 5-1 through 5-11 for additional consideration be given to Castle information. Rock's unique topographic Town of Castle 6 conditions, which exacerbate The FAA has no immediate plans to measure Rock noise issues. Requests these noise impacts once the procedures have routes continue to be assessed been implemented; however, any future noise into the future, and adjustments studies undertaken by Centennial Airport made accordingly to limit the should include all aircraft activity. impacts. The FAA has no immediate plans to change the procedures as designed. Any future changes to the procedures may require separate analysis under NEPA.

Has no comment, as long as it is Figures 5-1 through 5-4 depict changes in City of true that above the existing 45 2017 noise exposure and proposed RNAV Westminster, DNL level, there are no flight tracks for each of the Proposed Action 7 Department of increases in noise exposure near Alternatives. The figures indicate no Community Rocky Mountain Metropolitan increases above levels reported by the FAA Development Airport. (5 dB) in the immediate vicinity of BJC.

Comment noted. The letter represents the History State Historic Preservation Officer’s written Colorado, the Concurs that there will be no concurrence with both the definition of the 8 Colorado adverse effect. Area of Potential Effects (APE) and the Historical finding of no adverse effect, under Section Society 106.

Supports the project, but has The Final EA includes additional graphics that concerns that the public will not provide the RNAV/RNP tracks as well as easily be able to locate the conventional modeled tracks for ease of RNAV/RNP procedure flight comparison. See Figures 5-1 through 5-4 and paths and their relation to 9 City of Aurora 5-9 through 5-11. specific areas of the city. Also suggests using projected 2017 The FAA used current census data for population data to evaluate population centroid analysis and did not environmental consequences for project population for future years of analysis. the year 2017.

Public and Agency Involvement 5-7 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Comment noted. Alternative 2 is the FAA’s Supports Alternative 3 as it will Proposed Action – Preferred Alternative. City of enhance safety, the environment, Alternative 2 provides the safest and most 10 Greenwood efficiency, capacity and access efficient RNAV system that can be integrated Village as a result of Performance into the Denver Complex Airspace while Based Navigation. considering environmental concerns expressed during the EA process.

Appreciates the FAA's consideration of the revised The FAA has selected Alternative 2 as the alignment of the northwest RNAV preferred alternative for the project. Also, STAR flight path more in line with Figures 5-1 through 5-4 depict changes in Trail Ridge Road. NPS indicates 2017 noise exposure and proposed RNAV that the project includes all flight tracks for each alternative. possible planning to minimize United States For the percentages of aircraft that will use harm resulting from the use if, Department of the RNAV STAR procedures that overfly and only if, (a) Alternatives 1, 2, 11 the Interior, RMNP, aircraft are modeled to converge west or 4 are selected inclusive of National Park of the park boundary and fly a common route RNP and OPD, (b) aircraft are Service over the park. As modeled, aircraft that use sequenced west of RMNP, (c) the RNAV STAR would not be vectored off of aircraft follow the STAR on a the procedure over the park. However, as narrow flight path directly to indicated in Appendix D, some aircraft will fly TOMSN, and (d) to the maximum conventional procedures as shown under the extent possible, aircraft are not existing conditions and No Action Alternative. vectored off the STAR prior to arrival at TOMSN.

Public and Agency Involvement 5-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Changes in noise exposure are below 50 DNL and are not considered significant; however, the FAA disclosed this level of change for informational purposes. Table 4-1 (Page 4-3) provides the criteria for significance for changes in noise exposure. Figures 5-1 through 5-11 depict change in noise exposure, proposed RNAV STAR and SID flight tracks, and conventional flight tracks at scales that improve the presentation of the results. The modifications as suggested by the commenter are included in Appendix H, as part of comment letter 12A. The location that is projected to experienced increases in noise exposure corresponds to the location at which DEN arrival and DEN departure aircraft become clear from one another. From this “conflict clear” zone, westbound and northbound departing aircraft climb out of 10,000’ MSL and either continue west or Interprets significant increases in begin a turn to the north. The suggested noise within the City of Thornton revisions to departure flight tracks would from Draft EA. Suggests three City of result in increased noise (as DEN departures 12A/B (3) possible modifications to DIA Thornton would be required to be held at an altitude of departure paths, and requests 7,000’ MSL to avoid mixing with DEN that these be formally considered arrivals), ATC separation conflicts with DEN as part of the EA. arriving aircraft, and an overall derogation of safety (by moving arrivals and departures into close proximity). The location of the waypoints and flight paths are specific to each proposed alternative. Multiple revisions were vetted as part of the design process. The resulting procedures were developed to satisfy the needs of ATC and the airlines while incorporating consideration of potential environmental impacts. The FAA is recommending Alternative 2 as it provides for utilization of RNAV technology immediately upon departure to avoid conflicting with DEN arrivals and departures. The FAA does not intend to implement all four alternatives. The preferred alternative is Alternative 2. The FAA has no immediate plans to change the procedures as designed. Any future changes to the procedures may require separate analysis under NEPA.

Public and Agency Involvement 5-9 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Notes that Alternatives 2, 3 and 4 result in an increase in the Changes in noise exposure are below 50 population exposed to 45-50 DNL and are not considered significant as DNL within the County. States defined in Table 4.1 (Page 4-3); however, the that these alternatives also result FAA disclosed this level of change for in an increase in noise exposure informational purposes. Figures 5-1 through greater than or equal to 5.0 DNL 5-11 depict change in noise exposure, Douglas near Surrey Ridge neighborhood. proposed RNAV STAR and SID flight tracks, 13 County Warns that individual noise and conventional flight tracks at scales that events may impact some improve the presentation of the results. residents' enjoyment of their Mitigation is not required as a result of the homes and properties beyond level of changes in noise exposure what a 45-50 DNL noise level anticipated under the Proposed Action may suggest. Requests further Alternatives. consideration of mitigation of noise in the Surrey Ridge area. Noise exposure changes over the bluffs near Centennial are not a significant noise impact, as defined in Table 4-1 (Page 4-3). The location of the waypoints and flight paths are specific to each proposed alternative. Multiple revisions were vetted as part of the States that increased altitudes design process. The resulting procedures for arrivals and departures would were developed to satisfy the needs of ATC be essential to providing a and the airlines while incorporating positive impact on communities consideration of potential environmental surrounding the airport. impacts. Suggests routing departure tracks from Centennial over open To the south of APA, aircraft that would use space bluffs approximately a half the RNAV SID procedures would take mile to the north of the existing advantage of an unrestricted climb to 10,000' Centennial flight track path. Believes that MSL, versus conventional departures that 14 Airport implementation of the climb to 8,000' AGL and must be integrated RNAV/RNP procedures should with DEN operations. occur sooner. Questions the The FAA intends to implement the validity of the forecast used to procedures as quickly and safely as possible. predict traffic and RNAV use levels in 2017. Expresses The forecast methodology is presented in concern that the consultant did Appendix C, and the assumptions used in the not sufficiently keep individuals development of the forecast were approved informed who had provided email by the FAA. addresses. Centennial Airport noise staff were invited to all meetings throughout the EA process. The commentor was contacted throughout the EA along with the other members of the public that had requested to be informed of the Draft EA availability.

Public and Agency Involvement 5-10 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Noise exposure changes over the bluffs near Centennial were evaluated based on FAA guidance to determine the degree of change in noise exposure. The noise analysis did not result in significant noise impacts as per FAA Order 1050.1E and shown in Table 4-1 (Page 4-3). Following a meeting with the The location of the waypoints and flight paths FAA on July 20, 2012, the are specific to each proposed alternative. Arapahoe County Public Airport Multiple revisions were vetted as part of the Authority provided an additional design process. The resulting procedures comment letter to the FAA on were developed to satisfy the needs of ATC July 25, 2012 amending their and the airlines while incorporating Centennial comment letter of July 10, 2012. 14A consideration of potential environmental Airport This comment letter included impacts. The FAA is recommending conditional support of the Alternative 2 as it provides for utilization of proposed action but stipulated a RNAV technology immediately upon request to review the LOOOP departure to avoid conflicting with DEN SID in Alternative 2 as well as arrivals and departures. The FAA does not modifications to the intend to implement all four alternatives. The accompanying waypoints. preferred alternative is Alternative 2. The FAA made no commitment during meetings with Centennial Airport representatives to move waypoints under the preferred action. Any future changes to the procedures may require separate analysis under NEPA.

The scale of the figures is generally consistent, although the extent of the Study Area shown in each figure may vary due to the size of the legend and the intent of the figure. Maps that depict noise exposure Suggests adjusting scale of change show increases in the number of maps to match. Urges including persons exposed to higher noise levels. E-470 freeway on all maps. Inquires about including The scope of this EA is to evaluate and RNAV/RNP utilization and disclose the environmental impacts, if any, of benefit beyond 2017. Suggests the Proposed Action Alternatives based on creating additional exhibit in the year of implementation and a period five- Denver Chapter 2, Alternatives, that years following implementation. 15 International shows a simpler schematic view Airport of the airspace for ease of In order to assist the reader in understanding understanding by non-technical how the Denver Terminal Complex airspace readers. States that the is structured, Figure 2-1, which depicts the Proposed Action alternatives Denver Terminal Airspace Arrival and increase the population exposed Departure gates, has been added. to greater than 45 DNL by 5,000 E-470 will be included on all relevant maps. people, and suggests showing where this occurs. Figures 5-1 through 5-11 depict change in noise exposure, proposed RNAV STAR and SID flight tracks, and conventional flight tracks at scales that improve the presentation of the results.

Public and Agency Involvement 5-11 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No.

The Colorado Division of Aeronautics supports the findings in the Draft EA and supports implementation of the proposed Comment noted. Comments received from State of PBN flight routes and procedures APA and DEN, and a number of Colorado, in the vicinity of the Denver 19 municipalities and members of the public as Department of International Airport. However, if part of the NEPA process are reproduced and Transportation any specific comments are responded to in this Final EA. received from any of the three airports or surrounding communities we would expect further review to occur.

The EA does not reference changes associated with the proposed RNAV SID departure procedures from APA as being located in open space. Noise exposure changes that may occur near Centennial Airport are not considered a significant impact and, according to FAA guidance, are presented for informational purposes only (see Table 4-1, Page 4-3). See Figures 5-1 through 5-4 and 5-9 through 5-11 for additional details pertaining to the location of Expresses concern that Surrey conventional and proposed RNAV flight Ridge and Surrey Ridge Estates tracks. are the only communities in The location of the waypoints and flight paths Douglas County to have noise are specific to each proposed alternative. increases by a measurable Multiple revisions were vetted as part of the factor. Indicates that these design process. The resulting procedures communities are populated and were developed to satisfy the needs of ATC are not open space. Conveys and the airlines while incorporating Surrey Ridge that residents of the area have consideration of potential environmental 25 Homeowner's been tolerant of increases in impacts. The APA RWY17L/R RNAV SID Association airport noise in the past, but do begins east of I-25 as the runway is located not appreciate further increases east of I-25. The location of the turn to the in noise. Suggests moving west is based on ATC separation procedures to on top of or east of requirements, RNAV design criteria Interstate 25. Emphasizes the requirements, and noise mitigation over the need for unrestricted climbs and communities south of APA. The current SID optimized profile descents as design follows I-25 until it reaches the west part of the implementation of the turn point, which if located further south, RNAV/RNP procedures. would conflict with ATC separation requirements. Specifically, the route would conflict with APA arrivals and DEN arrivals and departures. The only ATC remedy would be to hold the departure aircraft down to an altitude of 8,000’ MSL, creating additional noise exposure. If it was located further north, it would interfere with the aircraft traffic pattern at APA and violate RNAV design criteria. The FAA has no immediate plans to change the procedures as designed. Any future changes to the procedures may require

Public and Agency Involvement 5-12 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. separate analysis under NEPA. To the south of APA, aircraft that would use the RNAV SID procedures would take advantage of an unrestricted climb to 10,000' MSL, versus conventional departures that climb to 8,000' AGL and must be integrated with DEN operations.

Figures 2-6 and 2-7 depict conventional arrivals and departures for BJC, while Figures 2-11, 2-13, 2-15, 2-17, and 2-19 depict Expresses concern that all of the proposed RNAV STAR and SID flight tracks. flight tracks immediately turn City and over the core of Broomfield. The Proposed Action Alternative flight tracks 28 County of Inquires as to whether these can generally follow existing flight tracks. For the Broomfield be dispersed or redirected to the proposed RNAV SIDs (Alternatives 2, 3, and south east or to less populated 4), in order for aircraft to climb faster, aircraft areas to the south west. are routed from either runway to the northeast prior to turning to their destination fix in order to avoid air traffic conflicts.

Public and Agency Involvement 5-13 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. The FAA provided appropriate notice regarding availability of the Draft EA and the public comment period in the Denver Post on June 8, 2012, the study airport websites on June 11, 2012, and CDs were sent to Agencies on June 8, 2012. A subsequent public notice was published in the Denver Post on June 12, 2012. The FAA is not extending the public comment period as requested. Pre-proposal consultations were held with Expresses concern that Adams DIA and affected Counties. Additionally, County was not made aware of scoping meetings were held to identify the comment deadline and potential alternatives that might accomplish requests extension of public the purpose and need of the proposed action. comment period. Expresses (refer to Chapter 5 Public & Agency additional concern regarding Involvement Summary). noise over residential areas and the continued and expanded Noise concerns were an element of operations at Front Range consideration through the design process. Airport. Specifically requests Multiple revisions were vetted as part of the 29 Adams County what measures were used to design process. The resulting procedures mitigate noise per the court- were developed to satisfy the needs of ATC approved noise mitigation plan and the airlines while incorporating and whether there were other consideration of potential environmental routes that could be considered impacts (refer to Chapter 2). The FAA was that would have less impact on not a party to the District court mitigation Adams County. Requested plan. clarification on population Air traffic approach & departure procedure centroids used in FAA noise design is not constrained by Space Port modeling. launch operations since all air traffic operations would be restricted during any future Space Port activities should they be developed at Front Range Airport. Refer to Section 3.3.1.1 Noise Modeling Methodology for an explanation of the concept of population centroids and size. NOTE: Although received outside of the comment period, this letter was included because the Final EA was still in production.

Public and Agency Involvement 5-14 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. Public Responses Public Meeting 1 Comment Supports the project. Comment noted. Form

Supports the proposed changes Comment noted. Alternative 2 is the FAA’s for Alternative 3 for both Proposed Action – Preferred Alternative. Public Meeting departures and arrivals, saying Alternative 2 provides the safest and most 2 Comment that it will be the most efficient efficient RNAV system that can be integrated Form and impact the fewest number of into the Denver Complex Airspace while people of the proposed considering environmental concerns alternatives. expressed during the EA process. See Figures 5-1 through 5-4 and 5-9 through 5-11 for additional details pertaining to the location of conventional and proposed RNAV Requests showing noise Public Meeting flight tracks and noise exposure changes. reductions around Centennial 3 Comment Both increases and decreases exist at lower Airport as a result of the Form levels of change (less than 5 dB) however proposed action, if they exist. these do not meet FAA criteria for disclosure for informational purposes and are not shown.

Expresses appreciation for 5 Public Letter Comment noted. Denver Airport. Expresses concern that not The FAA provided appropriate notice sufficient time or detail has been regarding availability of the Draft EA and the given to fully absorb the public comment period in the Denver Post on information. Communicates that June 8, 2012, the study airport websites on the proposed departure June 11, 2012 and a subsequent public procedure over the Castle Rock notice was published in the Denver Post on neighborhood is populated and June 12, 2012. The comment period was not open space. Asserts that open until July 10th, 2012 allowing 33 days to long time residents have been receive comments. living in Castle Rock for as long as Centennial Airport has been in The EA does not reference changes operation and have tolerated the associated with the proposed RNAV SID noise increases at the airport departure procedures from APA as being without complaint. Inquires open space. Noise exposure changes that 16, 17, 18, Public Letters, whether or not the area on top of may occur near Centennial Airport are not 20, 21, 22, Castle Rock or east Interstate 25 were considered a significant impact, as defined in 23, 26, 27 Residents considered for the RNAV/RNP Table 4-1 (Page 4-3), and according to FAA procedures and requests that the guidance, are presented for informational procedures be redesigned purposes only. See Figures 5-1 through 5-4 accordingly. Requests clarity on and 5-9 through 5-11 for additional details the altitude profiles of aircraft pertaining to the location of conventional and using RNAV/RNP, as compared proposed RNAV flight tracks. to current operations. Requests The location of the RNAV SID to the west of further consideration of mitigation APA minimizes the interaction between DEN of noise in the Surrey Ridge and APA operations, and allows aircraft to area. Requests the date of next climb quicker than under current conditions. meeting. Expresses concern that additional noise may affect home To the south of APA, aircraft that would use values in the area. Emphasizes the RNAV SID procedures would take the need for unrestricted climbs advantage of an unrestricted climb to 10,000'

Public and Agency Involvement 5-15 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. and optimized profile descents MSL, versus conventional departures that as part of the implementation of climb to 8,000' AGL and must be integrated the RNAV/RNP procedures. with DEN operations. There will be a significant increase in low-altitude air traffic. Mitigation is not required as a result of the Would like to know if this is level of changes in noise exposure indeed correct. anticipated under the Proposed Action – Preferred Alternative. No additional meetings are scheduled as part of the EA process. The property value impacts of aviation noise have been studied on multiple occasions with publication of study results beginning in the mid-1970s, to-date there is still no definitive answer. For individuals who might work at (or near) the airport or who use the airport for travel, the benefits of proximity can be reflected in residential property values. Because it is possible for an airport to have both negative and positive effects on property values, the net effect can be negative or positive. Separation of aviation noise from other noise emitters has always been at issue for determining a specific property value impact due to aviation noise. Some studies have found that impact due to aviation noise is negligible while others have found the impact to be upwards of 10 percent. A 2003 study by J. Nelson, Department of Economics, Pennsylvania State University entitled Meta-Analysis of Airport Noise and Hedonic Property Values: Problems and Prospects found that the “cumulative noise discount in the U. S. is about 0.5% to 0.6% per decibel at noise exposure levels of 75 dB or less”. For this study 20 hedonic property value studies are analyzed, covering 33 estimates of the noise discount for 23 airports in Canada and the United States. Nelson, Jon P: Aircraft Noise and the Market for Residential Housing: 50/78/24, Sept. 1978 (Available from NTIS as PB 297 681). Specifically, at DNL above 65 dB, the effect is about 1% per additional dB; at DNL between 60 and 65 dB, the effect is about 0.5% per additional dB; below 55 dB DNL, no effect has been measured. Nelson, Jon P., “Hedonic Property Value Studies of Transportation Noise: Aircraft and Road Traffic”, Proceedings of the International Symposium on Hedonic Methods in Real Estate, Geneva, Switzerland, June 2007.

Aircraft using the RNAV STAR and SID

Public and Agency Involvement 5-16 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 5.3 Agency and Public Meeting Comments and Responses Comment Respondent Comment Response No. procedures are not anticipated to fly at lower altitudes versus the No Action Alternative.

Any increases in air traffic activity are not associated with the Proposed Action. Table States that airplane and 3.7 (Page 3-15) provides annual average day helicopter traffic have already forecast operations for each airport. Appendix increased dramatically over the C provides additional detail regarding the 24 Public Letter 120th and Holly routes. forecast methodology, and Appendix D Indicates that aircraft fly very low provides information pertaining to forecast and there is more night traffic operations, including the fleet mix, runway after 11:30 p.m. use, flight track use, and other noise modeling parameters.

Source: HNTB, 2012.

Public and Agency Involvement 5-17

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CHAPTER 6: LIST OF PREPARERS

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter 6: LIST OF PREPARERS

6.1 List of Preparers Table 6.1 includes FAA staff who are responsible for the preparation of the EA This chapter identifies the individuals and/or who were involved in its review. assisting in the preparation and Supporting the FAA in this effort are independent review of this Environmental individuals from HNTB. Assessment (EA) along with each preparer’s responsibilities.

Table 6.1 List of Preparers

Education/ Experience EA Project Name Project Role Registration (Years) Responsibility Federal Aviation Administration M.S. Environmental Augustin Moses, P.E. Environmental 39 COTR Coordination Engineering/ PE NextGen FAA ATCT Procedures Design Ted Goodlin Implementation TRACON, TMU 36 Coordinator Specialist Staff NextGen FAA ATCT Procedures Design Chris Laschinger Implementation 25 TRACON, Staff Coordinator Specialist HNTB Corporation B.S. Civil Overall Document Kim Hughes, P.E. Project Manager 26 Engineering/ P.E. Development B.S. Urban Sr. Aviation Forecast and Fleet Mix Pat Kennon Planning 30 Economist M.S. Economics Development Kent Miller GIS Analyst 15 GIS Analysis Aviation M.S./ Ph.D Civil Yue Xu 4 Noise/Track Analysis Economist Engineering B.A. Historic Purpose and Need, Preservation, Affected Environment, Caroline Pinegar, Environmental M.C.R.P. Masters 9 Environmental A.I.C.P. Planner in City and Regional Planning Consequences / A.I.C.P. Documentation

List of Preparers 6-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Table 6.1 List of Preparers

Education/ Experience EA Project Name Project Role Registration (Years) Responsibility Noise Analysis and Documentation, Royce Bassarab Environmental B.A. Urban and 12 Planner Regional Planning Alternatives Documentation Jr. Environmental B.S./M.S. Civil Alan McDonald, E.I.T. 2 Noise Analysis Planner Engineering/E.I.T. Jr. Environmental B.S. Aviation Jillian Daniels 3 Noise Analysis Planner Management Ryan Carey, E.I.T. Jr. Environmental B.S. Civil 1 Document Development Planner Engineering/ E.I.T.

List of Preparers 6-2

CHAPTER 7: LIST OF ACRONYMS, ABBREVIATIONS, AND GLOSSARY OF TERMS

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FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Chapter Seven: LIST OF ACRONYMS, ABBREVIATIONS, AND GLOSSARY OF TERMS

7.1 List of Acronyms and Abbreviations AAD Average Annual Day

ACCRI Aviation Climate Change Research Initiative

AFE Above Field Elevation

AGL Above Ground Level

ANOMS Airport Noise and Operations Monitoring System

APA Centennial Airport

APA ATCT Centennial Airport Traffic Control Tower (Centennial Tower)

ARP Arapaho and Roosevelt National Forests and Pawnee National Grassland

ARTCC Air Route Traffic Control Center

ATADS Air Traffic Activity System (FAA)

ATC Air Traffic Control

ATCSCC Air Traffic Control Systems Command Center

ATCT Airport Traffic Control Tower

ATNS Air Traffic Noise Screening

BCC 2002 Birds of Conservation Concern 2002

BCR Bird Conservation Region

BGEPA Bald and Golden Eagle Protection Act

BJC Rocky Mountain Metropolitan Airport

BJC ATCT Rocky Mountain Metropolitan Airport ATCT (Metro Tower)

BKF Buckley Air Force Base Airport

List of Acronyms, Abbreviations, and Glossary of Terms 7-1 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

BLM Bureau of Land Management

CAA Clean Air Act

CAASD Center for Advanced Aviation System Development

CCD City and County of Denver

Center Air Route Traffic Control Center

CEQ Council on Environmental Quality

CERCLA Comprehensive Environmental Response, Compensation, and Liability Act

CFR Code of Federal Regulations

CIP Capital Improvement Plan

CO Carbon Monoxide

COS Colorado Springs Airport

cps Cycles per Second

CTAS Center/TRACON Automation System

CWA Clean Water Act

CZMA Coastal Zone Management Act

D01 TRACON Denver Terminal Radar Approach Control

dB Decibel

dBA A-Weighted Decibel

dBC C-Weighted Decibel

DEN Denver International Airport

DEN ATCT DEN Airport Traffic Control Tower (Denver Tower)

DME Distance Measuring Equipment

DNL Day-Night Average Sound Level

DoD Department of Defense

DOE Department of Energy (United States)

DOT Department of Transportation (United States)

List of Acronyms, Abbreviations, and Glossary of Terms 7-2 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

DP Departure Procedure

EA Environmental Assessment

EAC Early Action Compact (Areas)

EDMS Emissions Dispersion Modeling System

EIS Environmental Impact Statement

EPA Environmental Protection Agency (United States)

ESA Endangered Species Act of 1973

ETMS Enhanced Traffic Management System

FAA Federal Aviation Administration

FEMA Federal Emergency Management Agency

FICAN Federal Interagency Committee on Aviation Noise

FICON Federal Interagency Committee on Noise

FICUN Federal Interagency Committee on Urban Noise

FR Federal Register

FMS Flight Management System

FNL Fort Collins-Loveland Airport

FONSI Finding of No Significant Impact

FPPA Farmland Protection Policy Act

FR Federal Register

FSG Flight Segment Generator

FTG Front Range Airport

FWS Fish and Wildlife Service

GA General Aviation

GHG Greenhouse Gas

GIS Geographic Information System

GPS Global Positioning System

List of Acronyms, Abbreviations, and Glossary of Terms 7-3 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

GXY Greeley-Weld County Airport

HITL Human in the Loop

HUD Housing and Urban Development

Hz Hertz

IAP Instrument Approach Procedure

ICAO International Civil Aviation Organization

IFR Instrument Flight Rules

IGA Intergovernmental Agreement

ILS Instrument Landing System

IMC Instrument Meteorological Conditions

INM Integrated Noise Model

Leq Equivalent Sound Level

Lmax Maximum Sound Level

LWCF Land and Water Conservation Fund

MBTA Migratory Bird Treaty Act

MOA Military Operations Areas / Memorandum of Agreement

MSL Mean Sea Level

NAAQS National Ambient Air Quality Standards

NABCI North American Bird Conservation Initiative

NAR National Airspace Redesign

NAS National Airspace System

NASA National Aeronautics and Space Administration

NATCA National Air Traffic Controllers Association

NAVAID Navigation Aid

NCAR National Center for Atmospheric Research

NextGen Next Generation Air Transportation System

List of Acronyms, Abbreviations, and Glossary of Terms 7-4 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

NDB Non-Directional Beacon

NEPA National Environmental Policy Act

NIRS Noise Integrated Routing System

NM Nautical Miles

NO Nitric Oxide

NO2 Nitrogen Dioxide

NOAA National Oceanographic and Atmospheric Administration

NOx Nitrogen Oxides

NPIAS National Plan of Integrated Airport Systems

NPS National Park Service

NRHP National Register of Historic Places

NSF National Science Foundation

NWPS National Wilderness Preservation System

O3 Ozone

OPD Optimized Profile Descent

PA Physiographic Area

PARTNER Partnership for AiR Transportation Noise and Emissions Reduction

Pb Lead

PBN Performance-Based Navigation

PDARS Performance Data Analysis and Reporting System

PM2.5 Particulate Matter less than 2.5 micrometers in diameter

PM10 Particulate Matter less than 10 micrometers in diameter

PSICC Pike and San Isabel National Forests Cimarron and Comanche National Grasslands

RCRA Resource Conservation and Recovery Act

RMNP Rocky Mountain National Park

List of Acronyms, Abbreviations, and Glossary of Terms 7-5 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

RNAV Area Navigation

RNP Required Navigation Performance

RVFP RNAV Visual Flight Procedure

SEL Sound Exposure Level

SID Standard Instrument Departures

SIP State Implementation Plan

SM Statute Miles

SO2 Sulfur Dioxide

SPL Sound Pressure Level

STAR Standard Terminal Arrival Route

TA Time-Above a Specified Level

TACAN Tactical Air Navigation Equipment

TAF Terminal Area Forecast

TARGETS Terminal Area Route Generation, Evaluation and Traffic Simulation

TMS Traffic Management Systems

TOD Top of Descent

Tower Airport Traffic Control Tower

TRACON Terminal Radar Approach Control

USACE United States Army Corps of Engineers

USC United States Code

USDA United States Department of Agriculture

USFWS United States Fish and Wildlife Service

USGS United States Geological Survey

VFR Visual Flight Rules

VHF Very High Frequency

VMC Visual Meteorological Conditions

List of Acronyms, Abbreviations, and Glossary of Terms 7-6 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

VOC Volatile Organic Compound

VOR VHF Omni-directional Range

VORTAC VHF Omni-directional Range with Tactical Air Navigation

WAAS Wide Area Augmentation System

ZDV ARTCC Longmont Air Route Traffic Control Center

7.2 Glossary of Terms more primary pollutants, or by reaction with normal atmospheric constituents, with or A-Weighted Sound Level –The A- without photoactivation. weighting scale discriminates against the lower frequencies below 1000 hertz Air Route Traffic Control Center (ARTCC, according to a relationship approximating Center) – An FAA facility established to the auditory sensitivity of the human ear. provide air traffic control service to aircraft The A-weighted sound level is operating on an IFR flight plan within approximately related to the relative controlled airspace and principally during “noisiness” or “annoyance” of many the en-route phase of flight. When common sounds. equipment capabilities and controller workload permit, certain advisory/assistance Acoustics – The science of sound, services may be provided to VFR aircraft. including the generation, transmission, and effects of sound waves, both audible and Air Taxi – An air carrier certificated in inaudible. accordance with Part 135 and authorized to provide, on demand, public transportation of Air Carrier – An entity holding a Certificate persons and property by aircraft. Generally of Public Convenience and Necessity operates small aircraft “for hire” for specific issued by the Department of Transportation trips. to conduct scheduled air services over specified routes and a limited amount of Air Traffic Clearance – An authorization by non-scheduled operations. air traffic control for the purpose of preventing collision between known aircraft, Air Pollutant – Any substance in air that for an aircraft to proceed under specified could, in high enough concentration, harm traffic conditions within controlled airspace. humans, other animals, vegetation, or material. Pollutants may include almost any Air Traffic Control (ATC) – A service natural or artificial composition of airborne operated by appropriate authority to matter capable of being airborne. They may promote the safe, orderly, and expeditious be in gases, particulates, or in combinations flow of air traffic. thereof. Generally, they fall into two main groups: (1) those emitted directly from Airport Traffic Control Tower (ATCT, identifiable sources and (2) those produced Tower) – A facility that uses air/ground in the air by interaction between two or communications, visual signaling, and other

List of Acronyms, Abbreviations, and Glossary of Terms 7-7 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

devices to provide ATC services to aircraft within the limits of a self-contained system operating in the vicinity of an airport. capability. Authorizes aircraft to land or take-off at the airport controlled by the tower regardless of Attainment Area – An area in which the flight plan or weather conditions. Federal or state standards for ambient air quality are being achieved. Airspace – Navigable area used by aircraft for purposes of flight. Block – Census blocks are small areas bounded on all sides by visible features Airspace complexity – A function of the such as streets, roads, streams, and degree to which aircraft routes are railroad tracks, and by invisible boundaries intermingled, with more route crossings such as city, town, township, and county resulting in more complex airspace. limits; property lines; and short, imaginary Complexity is also related to the number of extensions of streets and roads. Blocks are aircraft, types of aircraft, and duration of a numbered uniquely within each census tract flight in a particular volume of airspace. or block numbering area (BNA). A three- digit number identifies a block, sometimes Airway – A control area or portion of with a single alphabetical suffix. The U.S. established in the form of a corridor, the Bureau of Census designates census center line of which is defined by radio blocks. navigational aids. The network of airways serving aircraft operations up to but not Centroid – A point representing the including 18,000 feet MSL are referred to as geographic center of a U.S. Bureau of “Victor” airways. The network of airways Census, census block. serving aircraft operations at or above 18,000 feet MSL are referred to as “Jet” Clearance – See Air Traffic Clearance. airways. Climb – The act or instance of increasing Altitude – Height above a reference point, altitude. usually expressed in feet. Reference points Conformity – A determination that a project are typically sea level, the ground, or airfield conforms with a State Implementation Plan elevation in which case MSL, AGL or AFE (SIP) whose purpose is to eliminate or further describes the altitude, respectively. reduce the severity and number of violations Ambient Noise Level – The level of noise of the National Ambient Air Quality that is all-encompassing within a given Standards; and does not impede the environment for which a single source scheduled attainment of such standards. cannot be determined. It is usually a Controlled Airspace – Airspace of defined composite of sounds from many and varied dimensions within which air traffic control sources near to and far from the receiver. service is provided to IFR flights and to VFR Area Navigation (RNAV) – A method of flights in accordance with the airspace navigation that permits aircraft operation on classification. any desired course within the coverage of Corner Post – An airspace structure station-referenced navigation signals or wherein arriving aircraft are routed to one of

List of Acronyms, Abbreviations, and Glossary of Terms 7-8 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

four arrival fixes located at the corners of project must be analyzed and found to the TRACON airspace, at approximately 90- conform, not only those above the de degrees from one another. A straight track minimis levels. from the arrival fix to the major airport is used to route arriving aircraft; therefore, Departure – The act of an aircraft taking off there are four primary arrival routes in a from an airport. corner post system. Departing aircraft are Departure Procedure (DP) – A preplanned routed via several departure routes that use IFR ATC departure procedure printed for the airspace between the arrival routes. pilot use in graphic and/or textual form. This effectively segregates arriving and DP’s provide transition from the terminal to departing aircraft into different sections of the appropriate en route structure. airspace. Descent – The process of decreasing – The 1970 Criteria Pollutants altitude. amendments to the Clean Air Act required EPA to set National Ambient Air Quality Distance Measuring Equipment (DME) – Standards for certain pollutants known to be Equipment (airborne and ground) used to hazardous to human health. EPA has measure, in nautical miles, the slant-range identified and set standards to protect distance of an aircraft from the DME human health and welfare for six pollutants: navigational aid. ozone, carbon monoxide, total suspended particulates, sulfur dioxide, lead, and Day-Night Average Sound Level (DNL) – nitrogen oxide. The term, “criteria A measure of the annual average noise pollutants” derives from the requirement that environment over a 24-hour day. It is the EPA must describe the characteristics and 24-hour, logarithmic- (or energy-) average, potential health and welfare effects of these A-weighted sound pressure level with a 10- pollutants. It is on the basis of these criteria decibel penalty applied to the nighttime that standards are set or revised. event levels that occur between 10 p.m. and 7 a.m. de minimis Levels – de minimis levels vary according to the type of pollutant and Decibel (dB) – Commonly used to define severity of the non-attainment area. These the level produced by a sound source. The levels are consistent for all conformity term used to identify 10 times the common determinations (unless the State chooses to logarithm of two like quantities proportional set lower de minimis levels and apply the to power, such as sound power or sound conformity requirements to non-federal as pressure squared. well as Federal entities). The calculation of Delay – The primary measure of the total project emissions is made and the operational efficiency of the airspace difference before the Proposed Action system. Delays in the airspace system are emissions and the No Action emissions are the result of congestion and severe compared to these de minimis cutoffs. If the weather. emissions for a pollutant are above de minimis, the project requires a conformity Emissions – Pollution discharged into the determination. All emissions from the atmosphere from stationary sources such

List of Acronyms, Abbreviations, and Glossary of Terms 7-9 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

as smokestacks, surface areas of to promote safety and fulfill the commercial or industrial facilities, residential requirements of national defense and chimneys, and from mobile sources such as development and operation of a common motor vehicles, locomotives, or aircraft system of air traffic control and navigation exhausts. for both civil and military aircraft.

Energy-Averaged Sound Pressure Level Federal Airway – See Airway. – The logarithmic sum of the sound power of a series of sound pressure levels divided Fix – A geographical position determined by by the number of levels included in the sum. reference to the surface, by reference to one or more NAVAIDs or area navigation En Route Airspace – A general term to (RNAV) (including GPS). describe the airspace controlled by an ARTCC. Flexibility – Generally defined as the ability of the system to respond to changes in user

Equivalent Sound Level (Leq, LAEQ, preferences. LAEQD or LAEQN) – The level of a constant sound which, in the given situation Flight Track – The route used by an aircraft and time period, has the same average in flight. sound energy as does a time-varying Flight Track Utilization – The amount and sound. Specifically, equivalent sound level type of aircraft that use a specific flight is the energy-averaged sound pressure track, on either departure or arrival. level of the individual A-weighted sound pressure levels occurring during the time Frequency (acoustic) – The number of interval. The time interval over which the oscillations per second completed by a measurement is taken (or for which the vibrating object. metric is computed) should always be specified. For example, if the time interval Gates – A fix used by ATC to transfer is the daytime period (7 a.m. to 10 p.m.) control of aircraft from one facility’s area of then the acronym LAEQD is used. jurisdiction to another facility’s area of Similarly, if the time interval is the nighttime jurisdiction. (i.e., ARTCC to TRACON). The period (10 p.m. to 7 a.m.) then the acronym gates and posts found in this document LAEQN is used. pertain specifically to this project in the Denver Complex Airspace. (e.g., The air Family – According to the U.S. Census traffic arriving to DEN is directed to the Bureau, a family consists of two or more airport/runways via the four “Corner Posts” people, one of whom is the householder, (Northwest, Northeast, Southeast, and the related by birth, marriage, or adoption and Southwest gate transitions). residing in the same housing unit. General Aviation (GA) – All civil aviation Federal Aviation Administration (FAA) – except scheduled passenger and cargo The element of the United States airlines. government with primary responsibility for the safety of civil aviation. Among its major Global Positioning System (GPS) – A functions are the regulation of civil aviation satellite-based radio positioning and

List of Acronyms, Abbreviations, and Glossary of Terms 7-10 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

navigation system operated by the Instrument Flight Rules (IFR) – Rules Department of Defense. The system governing the procedures for conducting provides highly accurate position and instrument flight. Also a term used by pilots velocity information, and precise time, on a and controllers to indicate type of flight plan. continuous global basis to an unlimited number of properly equipped users. Instrument Meteorological Conditions (IMC) – Weather conditions expressed in Handoff – An action taken to transfer the terms of visibility, distance from clouds, and radar identification of an aircraft from one cloud ceilings during which all aircraft are controller to another if the aircraft will enter required to operate using Instrument Flight the receiving controller’s airspace and radio Rules (IFR). communications with the aircraft will be transferred. Integrated Noise Model (INM) – A computer program developed, updated and Heading – A compass bearing indicating maintained by the Federal Aviation the direction of travel. Administration to evaluate aircraft noise impacts. Hertz (Hz) – The unit used to designate frequency; specifically, the number of cycles In-Trail Separation – The distance per second. between two aircraft on an identical route; one aircraft is following another. Household – A household includes all the persons who occupy a housing unit. The Invasive Species – Invasive species are occupants may be a single family, one organisms (usually transported by humans) person living alone, two or more families which successfully establish themselves in, living together, or any other group of related and then overcome, otherwise intact, pre- or unrelated persons who share living existing native ecosystems. arrangements. Knots – Speed measured in nautical miles Hub – Airport that serves as a focus of an per hour. air carrier’s route structure. Flights from many cities converge at the focal airport Loudness – The attribute of an auditory permitting passengers to connect to other sensation, in terms of which sounds may be points in the route structure. ordered on a scale extending from soft to loud. Loudness depends primarily upon the Hydrocarbons (HC) – Chemical sound pressure of the source, but it also compounds that consist entirely of carbon depends upon the frequency and waveform and hydrogen. of the source.

Instrument Approach Procedure (IAP) – Mean Sea Level (MSL) – The height of the A series of predetermined maneuvers for surface of the sea for all stages of the tide, the orderly transfer of an aircraft under used as a reference for elevations. Also instrument flight conditions from the called sea level datum. beginning of the initial approach to a landing or to a point from which a landing may be National Airspace System (NAS) – The made visually. NAS is the common network of air

List of Acronyms, Abbreviations, and Glossary of Terms 7-11 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

navigation facilities, equipment and Administration to evaluate aircraft noise services, airports or landing areas; impact for air traffic actions involving aeronautical charts, information and multiple airports over broad geographic services; rules, regulations and procedures, areas. technical information, and manpower and material. Non-Attainment Area – Areas with levels that exceed one or more of the National National Ambient Air Quality Standards Ambient Air Quality Standards for the (NAAQS) – Standards for criteria pollutants criteria pollutants designated in the Clean established by United States Environmental Air Act. Protection Agency that apply to outdoor air. Non-Directional Beacon (NDB) – A radio Natural Areas – Undeveloped areas of land beacon transmitting non-directional signals such as parks, wildlife refuges/management whereby the pilot of an aircraft equipped areas, and nature preserves. with direction finding equipment can determine his bearing to or from the radio Nautical Mile (NM) – A measure of beacon and “home” on or track to or from distance equal to 1 minute of arc on the the station. When the radio beacon is earth’s surface (approximately 6,076 feet). installed in conjunction with the Instrument Land System (ILS) marker, it is normally Navigation Aids (NAVAIDs) – Any visual or electronic device airborne or on the called a Compass Locator. surface which provides point to point Operation – Landing or take-off of an guidance information or position data to aircraft. aircraft in-flight. Operational efficiency – Refers to how Noise – Any sound that is undesirable well a particular design works. Operational because it interferes with speech and efficiency criteria include: reduce delay, hearing, or is intense enough to damage balance controller workload, meet system hearing, or is otherwise annoying. demands, improve user access to the system, expedite arrivals and departures, Noise Abatement Procedure – Measures taken to reduce the off-airport impacts of increase flexibility in routing, and maintain aircraft noise. Procedures developed by airport throughput. airport operators in cooperation with the Overflights – Aircraft whose flights FAA, and local community officials, to originate or terminate outside the controlling mitigate aircraft noise near airports. facility’s area that transit the airspace without landing. Noise Exposure – The cumulative acoustic stimulation reaching the ear of a person Positive Control – The separation of all air over a specified period of time (e.g., a work traffic within designated airspace by air shift, a day, a working life, or a lifetime). traffic control.

Noise Integrated Routing System (NIRS) Post – Air traffic arrives into and departs out – A computer program developed, updated, of the airports/runways via “posts,” where and maintained by the Federal Aviation the gate transitions occur. The gates and

List of Acronyms, Abbreviations, and Glossary of Terms 7-12 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

posts found in this document pertain not performing in accordance with the specifically to this project in the Denver requirements for a specific procedure. Complex Airspace. (e.g., The air traffic arriving to DEN is directed to the Satellite Navigation – See Global airport/runways via the four “Corner Posts” Positioning System. (Northwest, Northeast, Southeast, and the Sector – A defined volume of airspace, Southwest gate transitions). including both lateral and vertical limits, in Radar (primary) – A device which, by which a single air traffic controller is measuring the time interval between responsible for the safe movement of air transmission and reception of radio pulses, traffic. A TRACON's or ARTCC's airspace and correlating the angular orientation of the is comprised of multiple sectors. radiated antenna beam, or beams in Scoping – The early and open process for azimuth and/or elevation, provides determining the scope of issues to be information on range, azimuth, and /or addressed and for identifying the significant elevation of objects in the path of the issues related to a proposed action. transmitted pulses. Also known as Primary Scoping is also used to eliminate from Radar. detailed study the issues that are not Radar (secondary) – A radar system in significant or have been covered by prior which the object to be detected is fitted with environmental review. cooperative equipment in the form of a radio Separation – Spacing between aircraft. receiver/transmitter (transponder). Radar This spacing may be vertical, lateral, pulses transmitted from the searching longitudinal and visual. transmitter/receiver (interrogator) site are received in the cooperative equipment and Sequencing – Procedure in which air traffic used to trigger a distinctive transmission is merged into an orderly flow. from the transponder. This reply transmission, rather than a reflected signal, Sound Exposure Level (SEL) – A time- is then received back at the interrogator site integrated metric (i.e., continuously summed for processing and display at an ATC over a time period) which quantifies the total facility. Also known as a radar beacon. energy in the A-weighted sound level measured during a transient noise event. Radial – A magnetic bearing extending from The time period for this measurement is a VOR/VORTAC/TACAN navigation facility. generally taken to be that between the moments when the A-weighted sound level Receiver – The listener or measuring is 10 dB below the maximum. microphone that detects the sound transmitted by the source. Sound Pressure Level – A measure, in decibels, of the magnitude of the sound. Required Navigation Performance (RNP) Specifically, the sound pressure level of a – RNP is RNAV with the addition of on-flight sound that, in decibels, is 10 times the monitoring of the airplane’s performance. logarithm to the base 10 of the ratio of the The pilot receives an alert if the aircraft is squared pressure of this sound to the squared reference pressure. The reference

List of Acronyms, Abbreviations, and Glossary of Terms 7-13 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

pressure is usually taken to be 20 Visual Flight Rules (VFR) – Rules that micropascals. (See also Energy-Averaged govern the procedures for conducting flight Sound Pressure Level.) under visual conditions. The term ‘VFR’ is also used in the United States to indicate Source (acoustic) – The object that weather conditions that are equal to or generates the sound. greater than minimum VFR requirements. In addition, it is used by pilots and Statute Mile (SM) – A measure of distance equal to 5,280 feet. controllers to indicate type of flight plan. Voice communications – Includes both Sulfur Dioxide (SO2) – Sulfur dioxide typically results from combustion processes, controller to controller, and controller to pilot refining of petroleum, and other industrial communications. Controller–to-controller communications are required to transfer processes. responsibility for a particular aircraft. Terminal Area – A general term used to Controller-to-pilot communications are describe airspace in which approach control required to provide instructions to services for airport traffic control service is pilots.Volatile Organic Compound (VOC) – provided. Any organic compound that participates in atmospheric photochemical reactions Terminal Radar Approach Control except those designated by EPA as having (TRACON) – An FAA ATC facility which negligible photochemical reactivity. uses radar and two way radio communication to provide separation of air VOR (Very High Frequency Omni- traffic within a specified geographic area in directional Radio Range Station) – A the vicinity of one or more large airports. ground-based electronic navigation aid transmitting very high frequency navigation Topography – The configuration of a signals, 360° in azimuth, oriented from surface including its relief and the position magnetic North. DME may be installed. of its natural and man-made features. Used as a basis for navigation in the National Airspace System. Tower – See Airport Traffic Control Tower. VORTAC (Very High Frequency Omni- Turboprop Aircraft – An aircraft whose directional Range with Tactical Air main propulsive force is provided by a Navigation) – A navigation aid providing propeller driven by a gas turbine. Additional VOR azimuth, TACAN azimuth, and TACAN propulsive force may be provided by gas distance measuring equipment (DME) at discharged from the turbine exhaust. one site. The most common form of radio Vector – Heading instructions issued by navigation currently in use. ATC to provide navigational guidance by Wake Turbulence – Phenomena resulting radar. from the passage of an aircraft through the Visual Meteorological Conditions (VMC) atmosphere. The term includes vortices, – Weather conditions expressed in terms of thrust stream turbulence, jet blast, jet wash, visibility, distance from cloud, and ceiling propeller wash, and rotor wash both on the equal to or better than specified minima. ground and in the air.

List of Acronyms, Abbreviations, and Glossary of Terms 7-14 FAA RNAV and RNP Procedures at Denver International Airport, Centennial Airport and Rocky Mountain Metropolitan Airport Environmental Assessment

Weighting – An additive (or subtractive) factor by which the sound pressure level at certain frequencies in an acoustic measurement is increased (or reduced) in order for that measurement to be more representative of certain simulated conditions.

List of Acronyms, Abbreviations, and Glossary of Terms 7-15