### Long Island North Shore Helicopter Route Environmental Study

This report presents the results of the noise and emissions analysis of helicopter operations along the North Shore Helicopter Route of Long Isla nd, New York performed by the Federa l Aviation Administration, with the assistance of the Volpe Center’s Envir onmental Measurement and Modeling group.

Noise

The FAA’s Office of Environment and Energy tasked the Vo lpe Center to conduct an an alysis of the noise of helicopters operating under Visual F light Rules (VFR) along the north sh ore of Long Island. This analysis examines current helicopter noise along the rout e. The route is shown below in Figure 1.

Figure 1. North Shore Helicopter Route

Helicopter Operational Source Data The ATAC Corporation provided Perf ormance Data Analysis and Reporting System (PDARS) information to the Volpe Center. This PDARS data set included he licopter operations near and over Long Island around Memorial Day, 2011 (May 27 to May 31) and the 4 th of July, 2011 (June 30 to July 5). When providing the data, ATAC provided a breakdown of helic opter operations, which is shown in Table 1. Using this peak season holiday data, the analysis assumed an average da ily number of 42.8 helicopter operations (40.1 operations during the day and 2.7 operations during nighttime hours).

Table 1. Helicopter opera tions from PDARS data

Time 5/27 5/28 5/29 5/30 5/31 6/30 7/1 7/2 7/3 7/4 7/5 Total

Day 82 38 24 66 29 42 58 10 10 45 37 441

Night 2 2 1 3 1 3 4 3 2 6 3 30

The FAA’s Aviation Environmental Design Tool version 2A (AEDT 2A) was used to model the noise of these operations. U.S. Census Bureau 2010 population data were used to determ ine the population impacted by these operations.Processing The Volpe Center converted the PDARS data into a form at usable by AEDT 2A. The PDARS data were used to generate track, fleet, and profile (altitude) data which were importe d into AEDT 2A. Standard AEDT processes were used for fleet data. Flight specific altitude/sp eed profiles from the PDARS data were created for the helicopter performance profiles. Th ese profiles were inserted directly into the AEDT fleet database for the respective helicopters being modeled. AEDT 2A was then run to calculate the noise of each of the flights and to generate the total noise impacts presented in this eval uation. Note that the numbers of operations were scaled from seasonal holiday time frames for an average annual day. Given that operation levels were drawn from around Memorial Day and Fourth of July – days when operations are known to be high in number – and the average annual day was created from these numbers, the average annual day reflects a higher level of operations than if a normal average annual day had been used. The assumed higher levels of ope rations result in higher noise levels than would result from a normal average annual day.

The majority of helicopter operation information did not cont ain specific helicopter types. Given this gap in the data, each helicopter operat ion was assigned to one of three helicopte r types that have been used over Long Island: light helicopters, represente d by the Robinson R-44; medium helicopt ers, represented by the Eurocopter AS-350; and heavy helicopter s, represented by the Sikorsky S-76. Actual altitudes flown were taken from the PDARS data. All operations were mode led as overflights: takeoff and landing flight segments were modeled as climbs and descents at the beginning and end of the track, respectively.

To represent the cumulative helicopter noise environment, all helicopter operations in the vicinity of the route were modeled. This includes helicopters operating to a nd from MacArthur Airport (I SP) and helicopters which operate exclusively on either the east or west side of Long Island, even though they are not using the North Shore Route. In addition, helicopters that fly the route and fly near the r oute were also modeled. Figures 2 and 3 illustrate the routes modeled in the analysis.

Figure 2. Helicopter operations outside the affected area or flying to/from ISPFigure 3. Helicopter operations that are primarily following or paralleling the North Shore route

Results and Analysis

Table 2 below shows the results of th e noise analysis. It presents th e Day-Night Average Sound Level (DNL) noise levels and the population affected by the modeled he licopter noise. The analys is of the existing condition shows no population exposed to helicopter noise over a level of DNL 45 dB (d ecibels). To help put the North Shore noise levels in context, the average DNL le vel in quiet suburban resi dential areas is 50 dB. 1

Table 2. Population Exposure at Noise Levels

Noise Level DNL 30-35 dB DNL 35-40 dB DNL 40-45 dB DNL 45-50 dB Population 2,992,284 2,329,766 728,665 0

The rule is intended to maximize utili zation of the existing North Shore Helic opter Route, which will secure and improve upon the existing low levels of helicopter noise that have to date been voluntarily achieved. In response to some commenters’ concerns that the rule mi ght result in a significant noise impact on communities, there is not a reasonable potential for th at to occur. To cause a significan t noise impact, the rule would have to increase noise by DNL 1.5 dB or more at or above DNL 65 dB over residential areas. 2 Given that existing noise does not exceed DNL 45 dB, it would require thousands of additional daily flights along the North Shore Helicopter Route to produce enough noise to result in a significant noise impact, and this is not a possible outcome of the rule or reasonably foreseeable under any circumstances.

1 Federal Agency Review of Selected Airport Noise Analysis Issues, Federal Interagency Committee on Noise, August 1992.

2 FAA Order 1050.1E, Environmental Impacts: Policies and Procedures , Appendix A, Section 14, June 8, 2004.Emissions

Context for Emissions Analyses A commenter to the NPRM estimated that the average helicopter engine burns between 45 and 55 gallons per hour. (For twin engine helicopter, th e fuel burn may be doubled). They al so alleged that co mpliance with the rule will increase average flight time by 10 minutes, which they estimated will result in an annual increase of fuel burn of 116,875 gallons.

According to the commenter, the total number of helicop ter operations (to and from the East End airports) historically has been approximate ly 15,000 annually. Based on the commen ter’s assumption that North Shore Route usage is 85% of the total ( 12,750 operations), then the added 10 mi nutes per flight would equate to 127,500 minutes (2,125 hours). Therefore, at a rate of 55 gallons per hour, the commenter calculated that 116,875 additional gallons of fuel will be consumed.

No specific factual basis for the alleged 10-minute increas e in flight time was provi ded by the commenter. The rule does not mandate entry or exit poin ts for helicopters using the route, nor does it require operators to fly any specific route to or from the North Shore Helicopter Route. Therefore, it is not possible to quantify any increase in fuel consumption that might occur as a resu lt of the rule. Based on the FAA’s analysis of PDARS data, fuel burn under current voluntary conditions along the North Shore Helicopt er Route is roughly 453,000 gallons per year. The commenter’s estimated incr ease of 117,000 gallons per year would amount to a 25 percent increase in fuel burn. The FAA does not regard this as a reasonable poten tial result of the rule, considering the reported high level of compliance with the voluntary route, the commenter’s apparent assumption that even those flights currently in complian ce with the route would fly 10 minutes longer as a result

of the rule, and the abse nce of mandates in the ru le that would substantia lly increase fuel burn.

For the purposes of this emissions evaluation, the commen ter’s data is helpful insofar as it provides an upper bound for fuel consumption that can be used to show th at the rule could not result in noncompliance with applicable emissions requirements. Therefore, this emissions analysis provides calculations based on the commenter’s assumptions to demonstrate regulatory compliance with applicable emissions regulations.

Emissions Analysis First, calculations (Equation 1 throu gh 4) were performed using a worst case fuel consumption based on the commenter’s assumptions, as follows:

 Rotorcraft Type: S76, B430, AW139, and AS365

 Annual increase in fuel burn: 117,000 gallons

 Annual increase in flight time: 2,125 hours

The commenter suggested the S76, B430, AW139, and AS365 as acceptable two engine helicopters to operate

over water. From this list of roto rcraft, the AW139 and AS365 appear to be primarily used by the U.S. Coast Guard. The B430 was not specifical ly identified in EDMS (Emissions Dispersion Modeling System), but a comparable rotorcraft, the B407 with the same engine, was available for analysis. In addition, the S76 was found in EDMS as a viable commercial/private rotorc raft for use in this evaluation. The S76 and B407

emissions information was extracted from EDMS. Due to limited rotorcraft operations data at Long Island landing sites, the emissions indices were selected from EDMS based on the hi ghest rate of emissions regardless of flight segment for the Sikorsky S-76 Spirit (See Table 3). These selected indices provide a more

conservative emissions estimate.

Table 1 lists the conversion factors and emission factors/ indices utilized in estimating an emissions inventory based on the commenter’s assumption of 117,000 gallons of fuel being consumed. The emission indices for Sulfur Dioxide (SO 2 ), Total Hydrocarbons (THC), and Oxides of Nitrogen (NO X ) are multiplied by the totalfuel consumption to determine the total emissions. The Particulate Matter (PM 10 ) emission factor is multiplied by the number of hours operating to determine total PM 10 emissions. The number of additional hours of aircraft operation is estimated to be 2,125 hours. A conversion factor is applied to THC to obtain Volatile Organic Compounds (VOCs). Table 2 lists the worst case emissions inventory presen ted in U.S. Short tons based on

this conservative emissi ons inventory methodology.

Table 1. Conversion Factors and Emissions Rates

Factor/Emission

Rate Description

Specific Weight of

Fuel 6.8 lbs/gal of jet fuel

Mass Conversion 2.2 lbs per kg

U.S Short Ton

Conversion 907.18 kg per U.S. Short Ton

THC Emission Index 56.67 g/kg - Sikorsky S-76 Spirit; T700-GE-700 Idle Emission Rate

THC to VOC

Conversion 1.15 VOC to THC - FAA/EPA RECOMMENDED BEST PRACTICE FOR QUANTIFYING SPECIATED ORGANI C GAS EMISSIONS FROM AIRCRAFT EQUIPPED WITH TURBOFAN, TURBO JET, AND TURBOPROP ENGINES

Version 1.0 5/27/2009

NO X Emission Index 8.61 g/kg - Sikorsky S-76 Sp irit; T700-GE-701 Take-off Emission Rate

PM 10 Emission Rate 0.3633 kg/hr – U.S. Environmental Protection Agency (EPA), EPA’s Procedure for Emission Inventory Prepara tion, Vol. IV, Mobile Sources. 1992

SO 2 Emission Rate Based on a 98% conversion to SO 2 with jet fuel having 0.068% sulfur content

- Coordinating Resear ch Council, Inc., Handbook of Aviation Fuel Properties, Third

Edition , CRC Report No. 635, Alpharetta, GA., 2004.

Results and Analysis The North Shore helicopter route is located entirely w ithin Suffolk County, New York. This area has been designated by the Environmental Protection Agency (EPA ) under the Clean Air Act as a nonattainment area for particulate matter (PM-2.5) and a mode rate nonattainment area for ozone. 3 In addition, the state of New York is within the Ozone Transport Region es tablished in section 184 (a) of the Clean Air Act, 42 USC § 7511c(a).

EPA has determined that for such nonattainment areas, emissions of less than 50 tons per year of volatile organic compounds and 100 tons per year of ni trogen oxides, PM-2.5, or sulfur dioxide are de minimis

. 4

Using the methodology described above, the analysis in dicates that emissions of these pollutants from combustion of an additional 117,000 gallons of fuel would be well below levels determined by the EPA to be de

minimis

.

Table 2. Emissions Inventory Results Demonstratin g Compliance below the 50 and 100 Tons per Year de

minimis Thresholds (All values are in tons per year)

VOC NO X PM 10 SO 2

25.98 3.43 0.85 .27

Note: The PM10 estimate can be used as a surrogate for PM 2.5 emissions.

3 See U.S. Environmental Protection Agency (EPA), “Currently Designated Nonattain ment Areas for All Criteria Pollutants,”

available at http://www.epa.gov/oaqps001/greenbk/ancl.html

. 4 40 CFR § 93.153(b)(1).USDOT Research and Innovative Technology Administration March14, 2012Volpe Center Environmental Measurement and Modeling DivisionLong Island North Shore Helicopter route Page 6 of 7NY N. Shore noise & emissions eval 3-21-12.docxEquation 1ܥܸܱ	݊݋ܶ	ݐݎ݋݄ܵ	ܷܵ ?ൌܥܪܶ	݃	56.67݇݃	݂ݑ݈݁ൈ൭117,000	݈݃ܽ	݂ݑ݈݁ ൈ൬6.8	݈ܾ1	݈݃ܽ൰ൈ൬1	݇݃2.2	݈ܾ൰൱ൈ൭൬1	ܷܵ	݄ܵݐݎ݋	ܶ݋݊907.18	݇݃൰ൈ൬1	݇݃1,000	݃൰൱ൈ൬1.15	ܸܱܥ1	ܶܥܪ൰ܥܸܱ	݊݋ܶ	25.98 ൌEquation 2? ܷܵ	݄ܵݐݎ݋	ܶ݋݊	ܱܰݔ ൌ8.18	݃	ܱܰݔ݇݃	݂ݑ݈݁ൈ൭117,000	݈݃ܽ	݂ݑ݈݁ ൈ൬6.8	݈ܾ1	݈݃ܽ൰ൈ൬1	݇݃2.2	݈ܾ൰൱ൈ൭൬1	ܷܵ	݄ܵݐݎ݋	ܶ݋݊907.18	݇݃൰ൈ൬1	݇݃1,000	݃൰൱ݔܱܰ	݊݋ܶ	3.26 ൌEquation 3ܯܲ	݊݋ܶ	ݐݎ݋݄ܵ	ܷܵ ?଴ ଵൌܯܲ	݇݃	0.3633ݎ݄ൈ൭൬݊݋ܶ	ݐݎ݋݄ܵ	ܷܵ	1݇݃	907.18൰ൈ൬݇݃	1݃	1,000൰൱ܯܲ	݊݋ܶ	0.85 ൌ ݎ݄	2,125 ൈEquation 4? ܷܵ	݄ܵݐݎ݋	ܶ݋݊	ܱܵݔ ൌቌ൭117,000	݈݃ܽ	݂ݑ݈݁ ൈ൬6.8	݈ܾ1	݈݃ܽ൰ൈ൬1	݇݃2.2	݈ܾ൰ൈ൬1	ܷܵ	݄ܵݐݎ݋	ܶ݋݊907.18	݇݃൰൱ൈ 0.068%ቍൈ 98% ൌ 0.27	ܶ݋݊	ܱܵݔUSDOT Research and Innovative Technology Administration March14, 2012Volpe Center Environmental Measurement and Modeling DivisionLong Island North Shore Helicopter route Page 7 of 7NY N. Shore noise & emissions eval 3-21-12.docxTable 3. EDMS Emissions Indices for Specific Pollutants and Modes of Operationfor T700-GE-700 and 250B17B Engines.(All values are in g of pollutant per kg offuel. The most conservative values are shaded to indicate the highest values usedinthis analysis.)AircraftTypeEDMS EquivalentTypeEDMSEquivalentEngineTHCTake OffTHCClimbOutTHCApproachTHCIdleNOxTake OffNOxClimbOutNOxApproachNOxIdleS76Sikorsky S76 Spirit T700-GE-7000.390.490.3756.678.618.187.562.78B430 Bell 407 250B17B0.300.405.2020.006.605.962.201.00AW139 No information in EDMS; Researched suggested Coast Guard HelicopterAS365 No information in EDMS; Researched suggested Coast Guard Helicopter