Clark County Department of Aviation 

IV. Environmental Consequences 

The potential environmental consequences associated with the Proposed Action and the No Action 

alternative are discussed in this chapter. The environmental categories evaluated, as specified in 

FAA Orders 1050.1E [I-1], 5050.4B [I-2], and BLM’s NEPA Handbook H-1790-1, Appendix 5 [I-3], 

are as follows: 

x Noise 

x Compatible land use 

x Socioeconomic impacts, environmental justice, and children’s environmental health and 

safety risks 

x Air quality 

x Areas of critical environmental concern1 

x Department of Transportation Section 4(f) lands 

x Historic, architectural, archaeological, and cultural resources 

x Native American religious concerns1 

x Wilderness1 

x Fish, wildlife, and plants 

x Federally-listed threatened or endangered species 

x Invasive, nonnative species1 

x Floodplains and floodways 

x Water quality 

x Hazardous materials, pollution prevention, and solid waste 

x Light emissions 

x Visual resources1,2 

x Natural resources and energy supply 

x Secondary (induced) impacts 

x Construction impacts 

x Consistency with plans, goals, and policies 

x Cumulative impacts 

The following environmental resources are not present within the project area and, therefore, would 

not be affected by the Proposed Action or the No Action alternative: wetlands, coastal resources, 

wild and scenic rivers, farmlands, and wild horses and borros1

. 

4.1 Noise 

Potential noise effects associated with the Proposed Action and the No Action were estimated at and 

within the Overflight Area in accordance with FAA Orders 1050.1E and 5050.4B. The FAA’s INM, 

Version 7.03 was used to quantify helicopter noise exposure in close proximity to the Heliport site, at 

McCarran and along existing or potential flight corridors to determine the potential for adverse noise 

exposure impacts associated with the Proposed Action. Noise modeling assumptions included: 

1 “Critical Elements of the Human Environment”, as listed in Appendix 5 of the BLM’s NEPA Handbook 

H-1790-1. In accordance with BLM Instruction Memorandum No. NV-2005-028, determination of significance 

for these environmental categories will be provided in the agency decision document. All other environmental 

categories will include the determination of significance in this EA, as required under FAA guidance [I-1, I-2]. 2 Visual resources, as detailed in the BLM’s Visual Resource Management (VRM) 8400 series manuals. 3 See Section 3.5 and Appendix D for a description of the INM. 

Final EA for a Southern Nevada Regional Heliport IV-1 December 2008 

Environmental Consequences 
Clark County Department of Aviation 

x forecasts and distribution4 of helicopter activity 

x the types of helicopters (the AS350 and the EC130) anticipated to be used at the Heliport 

x the configuration of the Heliport and helicopter landing and takeoff locations at McCarran 

x potential local flight patterns in the immediate vicinity of the Heliport and McCarran 

x the locations of existing and potential helicopter flight corridors 

x potential flight altitudes 

x helicopter performance data provided by local helicopter operators 

Details regarding the noise analysis techniques, methodology, and assumptions used in the helicopter 

noise analysis are provided in Appendix D. A description of existing helicopter noise exposure in the 

vicinity of McCarran is provided in Section 3.5.1 and a description of the existing noise exposure at 

the Heliport site is provided in Section 3.5.2.1. 

Calculated noise exposure in the vicinity of the Heliport site and of McCarran is presented in the 

form of contour maps. For the helicopter noise analysis, two ranges of noise exposure were 

considered: DNL5 60 to 656

 and DNL 65. FAA Orders 1050.1E and 5050.4B state that the threshold 

of significance for noise impacts for most areas is when an action, compared to the no action 

alternative, would cause noise-sensitive areas exposed to DNL 65 and higher under the proposed 

action to experience an increase in DNL of 1.5 or more [I-1, I-2]. The Orders also state that when 

such impacts would occur, increases in DNL of 3.0 or more in noise-sensitive areas exposed to noise 

exposure between DNL 60 and 65 under the Proposed Action, should also be disclosed, although 

such increases are not considered to constitute a significant impact. FAA Orders 1050.1E and 

5050.4B further state that FAA must give special consideration to national parks, national wildlife 

refuges, and tribal traditional cultural properties. Supplemental noise analysis is provided in this 

Chapter to address such concerns. 

4.1.1 Summary of Findings 

No residences, households, or noise-sensitive land uses would be exposed to helicopter noise of 

DNL 65 or higher in 2011 or 2017 under the Proposed Action. Noise levels at various locations of 

interest in the Overflight Area are also predicted to be below DNL 65 under both the Proposed 

Action and the No Action alternative. In addition, at locations where existing ambient noise levels 

were evaluated, the predicted noise levels for 2011 and 2017 helicopter operations alone would be 

comparable to or lower than ambient noise levels from all sources as measured at the same locations 

in 2004. Implementation of the Proposed Action would not result in significant noise impacts 

compared to the No Action alternative; therefore, no mitigation measures would be required. 

Helicopter noise levels in established residential communities and portions of the Lake Mead 

National Recreation Area beneath the Tropicana and Charleston helicopter flight corridors associated 

4 As described in the following sections and in Appendix D, it has been assumed that some Grand Canyon 

helicopter air tour activity would remain at McCarran International Airport and that some would occur at a 

different location under both the Proposed Action and the No Action alternative. However, it is noted that the 

proposed Heliport could accommodate all the Grand Canyon helicopter air tour activity that may remain at 

McCarran and other airport locations in the Las Vegas region. 5 DNL = day-night average sound level. See Section 3.5 and Appendix D for the definition and description of 

DNL. 6 The FAA does not require analysis of DNL 60 to 65 noise exposure when no significant noise impacts are 

expected within the area exposed to DNL 65 and higher under the Proposed Action when compared with the No 

Action alternative. However, Clark County agencies uses information regarding noise exposure between 

DNL 60 and DNL 65 for local planning purposes and therefore DNL 60 noise contours are depicted on exhibits 

in this EA. 

Final EA for a Southern Nevada Regional Heliport IV-2 December 2008 

Environmental Consequences 
Clark County Department of Aviation 

with Grand Canyon helicopter tour overflights would be lower under the Proposed Action than the 

No Action alternative, because there would be fewer overflights. Section 4.6 summarizes the results 

of a supplementary noise analysis conducted for parks and cultural properties. 

4.1.2 Environmental Consequences 

The potential for significant noise impacts related to the Proposed Action was determined by 

considering the following: 

x Cumulative helicopter noise exposure at and near the Heliport site and McCarran 

International Airport 

x Cumulative helicopter noise exposure at noise-sensitive locations beneath or near existing 

helicopter flight corridors and potential helicopter flight corridors associated with the 

Heliport site 

As discussed in Sections 2.5.1 and 2.5.2, some helicopter operations are anticipated to occur at a 

facility other than McCarran or the proposed Heliport site under the Proposed Action and No Action 

alternative. The specific effects of those helicopter operations (i.e., the helicopter operations not at 

McCarran or the proposed Heliport Site) on people, households, and noise sensitive land uses in the 

Overflight Area were not evaluated in this EA. Appendix D provides additional information 

regarding the distribution of helicopter operations in 2011 and 2017 under the Proposed Action and 

No Action alternative. 

4.1.2.1 Proposed Action 

Noise exposure contours were developed for the two locations expected to accommodate Grand 

Canyon helicopter air tour operations under the Proposed Action: the Heliport site and McCarran 

International Airport. Although Grand Canyon helicopter air tour operators have stated their support 

for the construction and operation of the heliport at the South of Sloan site, it has been assumed that 

some number of Grand Canyon helicopter air tour operations would continue at McCarran even after 

the Heliport is constructed and operational. Continued activity at McCarran is not part of the 

Proposed Action, but rather a planning assumption reflecting the fact that CCDOA has limited ability 

to prevent an operator from maintaining its base at McCarran. 

The CCDOA consulted with the helicopter operators, the FAA, and other stakeholders to identify 

potential flight corridors associated with the Heliport site. Existing7

 and potential flight corridors are 

shown on Exhibit IV-1. Three potential flight corridor scenarios are evaluated in this EA for the 

Heliport site. Each scenario consists of one primary corridor to and from the Heliport site and a 

sunset return corridor to the Heliport site. Under Scenario A, the Henderson flight corridor would be 

7 The helicopter air tour operators based at McCarran International Airport and the FAA have executed Letters of 

Agreement establishing preferred helicopter flight corridors for Grand Canyon helicopter tour operations 

originating at McCarran. These Letters of Agreement are intended to ensure safety, minimize noise levels in 

residential areas, and comply with FAA ATC guidelines while the helicopter operators are in controlled 

airspace. The potential helicopter flight corridors analyzed in this EA could be a guide for future Letters of 

Agreement between the helicopter operators and the FAA, although the Letters of Agreement would not be 

applicable outside of controlled airspace. 

Final EA for a Southern Nevada Regional Heliport IV-3 December 2008 

Environmental Consequences 
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

Existing and Potential Helicopter Flight Corridors

to and from the Grand Canyon

Sources: Clark County Department of Aviation; Ricondo & Associates, Inc., September 2007.

Prepared by: Ricondo & Associates, Inc., April 2008.

^_

Henderson Henderson

Boulder City Boulder City

Eldorado

Wilderness Area

Black Canyon

Wilderness Area

Pinto Valley

Wilderness Area

Boulder City Boulder City

Las Vegas Las Vegas

South of Sloan

(Proposed Action)

McCarran International

Airport

Rendezvous

Point

A

160

159

41

165

161

Lake Mead

§ ̈¦215

£¤95

£¤95

§ ̈¦15

§ ̈¦15

£¤95

L

Sunrise Mountain Natural Area

Lake Mead National

Recreation Area

North McCullough

Wilderness Area

Sloan Canyon National

Conservation Area

South McCullough

Wilderness Area

McCullough

Jean

Henderson

Tropicana

Charleston

Strip Railroad

1 mile 2 miles

1 mile 12

3 miles

mile 3

2

Jean Airport

Henderson

Executive

Airport

Boulder City

Municipal Airport

North Las Vegas

Airport

Legend

Exhibit IV-1

^_ Proposed heliport site

0 4 miles

Flight Corridor Identification

Charleston

Tropicana

Henderson

McCullough

Jean

Strip Railroad

Existing arrival flight corridor along Charleston

Boulevard

Existing departure flight corridor along Tropicana

Avenue

South of Sloan potential flight corridor #1

South of Sloan potential flight corridor #2

South of Sloan potential flight corridor #3

South of Sloan potential flight corridor #4

(at sunset only)

McCarran International Airport existing flight corridor

to or from the Grand Canyon

Potential flight corridor to and/or from the Grand Canyon

Corridor boundary

Potential flight corridor from the Grand Canyon

(during and after sunset)

Direction of traffic

Helicopter flight corridors

Flight path allowed by Congressional legislation for helicopter

tours originating or concluding at the South of Sloan site and

crossing the Sloan Canyon National Conservation Area

Primary road

Railroad

Secondary/State road

Jurisdictional boundary

Other features

National Conservation Area, Wilderness Area,

Natural Area, or National Recreation Area

Boulder City conservation easement
This page intentionally left blank 

Clark County Department of Aviation 

the primary flight corridor for helicopter operations to and from the Heliport site. Under Scenario B, 

the McCullough flight corridor would be the primary flight corridor. In accordance with Public 

Law 109-115 [I-6] the McCullough flight corridor represents the only route that can be used by 

Grand Canyon helicopter tour operators to cross the Sloan Canyon NCA if the flight is starting from 

or ending at the Heliport site. Under Scenario C, the Jean flight corridor would be the primary flight 

corridor. All three scenarios under the Proposed Action include a secondary flight corridor, Strip 

Railroad, for sunset and evening arrivals only. Flights on the Strip Railroad corridor would follow 

the existing Charleston corridor past the western side of McCarran, along the railroad tracks and I-15. 

Noise along the flight corridors is discussed in more detail in Section 4.1.2.3. 

Noise exposure was analyzed for the anticipated first year of operations at the Heliport site (2011), 

and for conditions in a future year (2017). Noise exposure contours for the Proposed Action 

(Scenarios A, B, and C) for 2011 and 2017 superimposed onto maps of generalized existing land uses 

are presented on Exhibits IV-2 and IV-3, respectively. The noise exposure contours for each flight 

corridor scenario differ slightly because of differences in flight paths between the takeoff/landing 

areas at the Heliport site and the helicopter flight corridors. For example, helicopter traffic on the 

Henderson flight corridor to and from the Heliport site would follow a different path when departing 

or arriving to the site, and therefore result in a different noise exposure pattern near the Heliport site 

than traffic to and from the McCullough flight corridor. Differences in noise contours are minimized 

by the fact that most differences in potential flight paths would occur outside the 60 and 65 DNL 

contours. 

No residences, or noise-sensitive land uses would be exposed to helicopter noise of DNL 65 and 

higher in either 2011 or 2017 under the Proposed Action under any of the three scenarios for 

potential flight corridors. As no existing noise-sensitive land uses would be exposed to DNL 65 and 

higher in 2011 or 2017, no significant changes in helicopter noise (i.e., an increase or decrease of 

1.5 or more in noise-sensitive areas exposed to helicopter noise of DNL 65 or higher) would occur as 

a result of the Proposed Action. As discussed in Section 4.1.2.3, the Proposed Action would result in 

a reduction in the number of overflights of residences and portions of the Lake Mead National 

Recreation Area along the existing Grand Canyon helicopter air tour flight corridors. As a result, 

helicopter noise exposure would be less under the Proposed Action than under the No Action 

alternative along the existing Tropicana and Charleston flight corridors. 

4.1.2.2 No Action Alternative 

Noise exposure contours for 2011 and 2017 superimposed onto a map of generalized land uses for 

the No Action alternative are presented on Exhibit IV-4. 

One flight corridor scenario was used for the analysis associated with the No Action alternative based 

on the continued use of the existing Charleston and Tropicana corridors to and from McCarran. No 

residences, households, or noise-sensitive land uses would be exposed to helicopter noise of DNL 65 

or higher in either 2011 or 2017 under the No Action alternative. However, noise related to 

helicopter operations along existing helicopter flight corridors would not be reduced under the No 

Action alternative, and residents and portions of the Lake Mead National Recreation Area along 

those flight corridors would continue to experience helicopter overflights and their associated noise 

exposure. In addition, it is anticipated that some helicopter operations might move from McCarran to 

other facilities in Clark County under the No Action alternative and additional routes could be 

established from other facilities over residential areas. 

Final EA for a Southern Nevada Regional Heliport IV-5 December 2008 

Environmental Consequences 
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2011 Helicopter Noise Exposure Contours over Generalized Existing Land Uses

Proposed Action

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on existing land use data provided by the Clark County Department of Aviation, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

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UNLV

7R

19L

25L

25R

19R

7L

1L 1R

McCarran International Airport

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

Legend

Exhibit IV-2

0 3,000 feet

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / open space

Park / recreation*

Mobile home

Commercial

Industrial

Public

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

2011 DNL 65 helicopter noise exposure contour

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized existing land uses

Residential multi-family

Residential single-family

§ ̈¦

£¤

Railroad

2011 DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

South of Sloan - Henderson Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

Potential/existing heliport site area

South of Sloan - McCullough Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

South of Sloan - Jean Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2017 Helicopter Noise Exposure Contours over Generalized Existing Land Uses

Proposed Action

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on existing land use data provided by the Clark County Department of Aviation, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

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UNLV

7R

19L

25L

25R

19R

7L

1L 1R

McCarran International Airport

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

Legend

Exhibit IV-3

0 3,000 feet

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / open space

Park / recreation*

Mobile home

Commercial

Industrial

Public

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

2017 DNL 65 helicopter noise exposure contour

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized existing land uses

Residential multi-family

Residential single-family

§ ̈¦

£¤

Railroad

2017 DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

South of Sloan - Henderson Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

Potential/existing heliport site area

South of Sloan - McCullough Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

South of Sloan - Jean Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2011 and 2017 Helicopter Noise Exposure Contours over Generalized Existing Land Uses

No Action Alternative

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on existing land use data provided by the Clark County Department of Aviation, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

Legend

Exhibit IV-4

0 3,000 feet

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / open space

Park / recreation*

Mobile home

Commercial

Industrial

Public

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

DNL 65 helicopter noise exposure contour

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized existing land uses

Residential multi-family

Residential single-family

§ ̈¦

£¤

Railroad

DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

Potential/existing heliport site area

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UNLV

7R

19L

25L

25R

19R

7L

1L 1R

McCarran International Airport - 2011

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

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UNLV

7R

19L

25L

25R

19R

7L

1L 1R

McCarran International Airport - 2017

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County
This page intentionally left blank 

Clark County Department of Aviation 

4.1.2.3 Overflight Area 

Noise exposure within the Overflight Area associated with the potential helicopter flight corridors for 

the proposed Heliport is dependent on a number of factors including the altitude at which the 

helicopters are flown. For the purposes of the noise analysis, the lowest altitude analyzed for 

helicopter flight corridors was 300 feet AGL. This is the minimum altitude above the ground 

required by 14 CFR Part 135, Operating Requirements: Commuter and On Demand Operations and 

Rules Governing Persons on Board Such Aircraft [IV-1], for helicopters carrying a passenger for 

fare. However, according to the air tour operators, the minimum expected vertical distance between 

the helicopters and the terrain along the routes during Grand Canyon helicopter air tours would be 

500 feet, or higher in some areas, when feasible. This would be a voluntary action on the part of the 

air tour operators, unless otherwise required by the Act.8 

Helicopter noise exposure near existing and potential helicopter flight corridors was evaluated for the 

ten locations described in Section 3.5.2, including FAA locations L05 and L07 within the Lake Mead 

National Recreation Area9

, plus seven supplemental sites. The seven supplemental sites (grid points) 

were identified to represent typical noise-sensitive locations in the Las Vegas region, such as 

residential areas, schools, recreation areas, and wildlife habitat. These locations are shown on 

Exhibit IV-5. Table IV-1 indicates the land use or receptor represented by the grid points, and 

summarizes the ranges of predicted helicopter noise exposure for each grid point under the Proposed 

Action and the No Action alternative. Helicopter noise levels are reported in terms of 

cumulative (DNL) and single-event (Lmax) exposure. The Lmax is considered a supplementary noise 

metric, and Lmax values are reported for informational purposes. 

Based on the INM grid point analysis, the highest helicopter DNLs would occur at grid points R1 

(recreation area/trail) and G7 (residential area). The lowest helicopter DNLs (less than 25 dBA) 

would occur at grid points R4 (undeveloped land) and G4 (recreation area/trail). At all grid points, 

calculated helicopter DNLs are predicted to be below 65 and differences in calculated DNLs between 

the Proposed Action and the No Action alternative would be less than significant. In addition, at 

Sites R1 through R8, and FAA Sites L05 and L07, predicted DNLs from helicopter operations alone 

under the Proposed Action for 2011 and 2017 are anticipated to be comparable to or less than 

existing DNL values as measured during ambient noise level monitoring at the same locations in 

2004. The highest maximum (Lmax) helicopter noise levels would also occur at grid points R1 and R7 

and the lowest helicopter Lmax noise levels would also occur at grid points R4 and G4. 

8 14 CFR Part 135, Operating Requirements: Commuter and On Demand Operations and Rules Governing 

Persons on Board Such Aircraft, requires a minimum altitude of 300 feet AGL for helicopter operations when 

over congested areas; however, the Grand Canyon helicopter tour operators currently attempt to achieve a 

minimum altitude of 500 feet AGL. 9 Federal Aviation Administration, Baseline Ambient Sound Levels in Lake Mead National Recreation Area 

(DOT-VNTSC-FAA-06-13), April 2006. 

Final EA for a Southern Nevada Regional Heliport IV-9 December 2008 

Environmental Consequences 
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

Noise Sensitive Areas in the Vicinity of

the Overflight Area

Sources: Clark County Department of Aviation; Ricondo & Associates, Inc., September 2007; Brown-Buntin Associates, Inc. (ambient noise monitoring and supplemental grid points); Federal Aviation Administration, "Baseline Ambient Sound Levels in Lake Mead National Recreation Area," April 2006 (FAA noise monitoring sites).

Prepared by: Ricondo & Associates, Inc., August 2008.

^_

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

A!

Henderson Henderson

Boulder City Boulder City

Las Vegas Las Vegas

Eldorado

Wilderness Area

Black Canyon

Wilderness Area

Lake Mead National

Recreation Area

Pinto Valley

Wilderness Area

L07

Boulder City Boulder City

South of Sloan

(Proposed Action)

McCarran International

Airport

Rendezvous

Point

A

160

159

41

165

161

Lake Mead

§ ̈¦215

£¤95

£¤95

§ ̈¦15

§ ̈¦15

£¤95

L

Sunrise Mountain Natural Area

North McCullough

Wilderness Area

Sloan Canyon National

Conservation Area

South McCullough

Wilderness Area

McCullough

Jean

Henderson

Tropicana

Charleston

Strip Railroad

G7

G6

G5

G4

G3

G2

G1

R8

R7

R6

R5

R4

R3

R2

R1

L05

Jean Airport

Henderson

Executive

Airport

Boulder City

Municipal Airport

North Las Vegas

Airport

Legend

Exhibit IV-5

^_ Proposed heliport site

Primary road

0 4 miles

Railroad

Secondary/State road

Jurisdictional boundary

Other features

McCarran International Airport existing flight corridor

to or from the Grand Canyon

Potential flight corridor to and/or from the Grand Canyon

Corridor boundary

Potential flight corridor from the Grand Canyon

(during and after sunset)

Direction of traffic

Helicopter flight corridors

A! Ambient noise monitoring grid point

Flight path allowed by Congressional legislation for helicopter

tours originating or concluding at the South of Sloan site and

crossing the Sloan Canyon National Conservation Area

National Conservation Area, Wilderness Area,

Natural Area, or National Recreation Area

Boulder City conservation easement

A! Supplemental grid point

A! FAA noise monitoring site

Flight Corridor Identification

Charleston

Tropicana

Henderson

McCullough

Jean

Strip Railroad

Existing arrival flight corridor along Charleston

Boulevard

Existing departure flight corridor along Tropicana

Avenue

South of Sloan potential flight corridor #1

South of Sloan potential flight corridor #2

South of Sloan potential flight corridor #3

South of Sloan potential flight corridor #4

(at sunset only)
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Clark County Department of Aviation 

Table IV-1 

Summary of Helicopter Noise Levels at Locations of Interest 

Nearest Helicopter Distance to Nearest Measured Ambient Predicted Helicopter Noise Levels Predicted Helicopter Noise Predicted Single Event Helicopter 

Grid Point 1/ Representative Land Use Flight Corridor(s) 2/ Flight Corridor(s) (feet) Noise Level (DNL) 3/ (DNL) No Action Alternative 7/ Levels (DNL) Proposed Action 7/ Noise Levels (Lmax) 4/ 

2011 2017 2011 2017 EC130 SA350D 

R1 Recreation area (trail) Charleston 0 50.6 44-53 45-55 39-49 40-50 61-78 65-80 

R2 Abandoned mine Tropicana 3,310 59.7 34-37 34-38 29-32 30-33 47-53 51-59 

R3 Undeveloped land Henderson (Inbound/Outbound) 7,600/2,340 55.1 n.a. n.a. 39-43 40-43 53-58 55-62 

R4 Undeveloped land Henderson (Inbound/Outbound) 21,580/16,330 56.2 n.a. n.a. <25 <25 <35 <35 

R5 Sloan Canyon petroglyphs McCullough (Inbound/Outbound) 8,110/13,520 50.2 n.a. n.a. 26-28 26-29 31-37 36-43 

R6 Wilderness area with hiking trails McCullough (Inbound/Outbound) 2,580/2,580 49.4 n.a. n.a. 40-43 40-44 51-56 54-60 

R7 Wilderness area with hiking trails Jean (Inbound/Outbound) 3,170/2,090 46.8 n.a. n.a. 42-44 42-44 55-59 57-63 

R8 Electric power substation Jean (Inbound/Outbound) 1,810/3,410 45.1 n.a. n.a. 42-43 43-45 46-52 51-57 

G1 Residential/school area Charleston 5,300 n.a. 27-33 28-34 22-28 22-28 39-45 44-51 

G2 Recreation area (campsite) Tropicana 1,430 n.a. 43-47 44-48 38-43 39-43 59-66 62-69 

G3 Residential area Henderson (Inbound/Outbound) 8,080/2,880 n.a. n.a. n.a. 36-40 36-40 49-55 52-59 

G4 Recreation area (trail) Henderson (Inbound/Outbound) 22,420/17,110 n.a. n.a. n.a. <25 <25 <35 <35 

G5 Wilderness/habitat area McCullough (Inbound/Outbound) 3,320/8,730 n.a. n.a. n.a. 33-37 33-37 47-53 51-57 

G6 Wilderness/habitat area Jean (Inbound/Outbound) 8,200/13,580 n.a. n.a. n.a. 26-28 26-29 31-37 36-43 

G7 Residential area Strip Railroad 0 n.a. n.a. n.a. 37-47 38-48 61-78 65-80 

L05 5/ Semi-primitive/natural McCullough/Jean (Outbound) 2,440 41.8 6/ n.a. n.a. 36-41 36-42 53-58 55-62 

L07 5/ High use Charleston 1,100 55.1 6/ 43-48 44-49 38-44 39-45 60-70 63-73 

Notes: 

n.a. = Not applicable 


DNL = Day-night average sound level, expressed in A-weighted decibels 


1/ Grid point locations are shown on Exhibit IV-5. Noise measurements were conducted at Sites R1 through R8 and Sites L05 and L07 in 2004. 


2/ Existing and potential helicopter flight corridors are shown on Exhibit IV-5. 


3/ Ambient noise level data are from Table III-2. Sites G1-G7 are supplemental grid point locations where noise levels were calculated using the INM. Ambient noise measurements were not conducted at those locations. 


4/ Predicted Lmax values are shown as a range for individual overflights by the SA350D and EC130 helicopter types at altitudes ranging from 300 feet to 1500 feet above the observer location (grid point). 


5/ FAA ambient noise monitoring site and data as described in Baseline Ambient Sound Levels in Lake Mead National Recreation Area (DOT-VNTSC-FAA-06-13), April 2006. 


6/ DNL values estimated from hourly Leq data measured by the FAA as referenced above. 


7/ Predicted DNL values are for potential helicopter flight altitudes ranging from 300 feet to 1500 feet above the observer location (grid point). 


Source: Brown-Buntin Associates, Inc. 


Prepared by: Ricondo & Associates, Inc., December 2008 


Final EA for a Southern Nevada Regional Heliport IV-11 December 2008 

Environmental Consequences 
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Clark County Department of Aviation 

4.2 Compatible Land Use 

According to Appendix A of 14 CFR Part 150 [III-4] and FAA Advisory Circular 150/5020-1, Noise 

Control and Compatibility Planning for Airports [IV-2], a proposed action is considered to have a 

significant impact on land use compatibility if it causes significant increases in noise exposure over 

residential or other noise-sensitive land uses, such as schools, parks, and historic buildings, within 

areas exposed to aircraft noise of DNL 65 and higher. In addition to the consideration of aircraft 

noise impacts, other types of land use impacts to be considered in environmental assessments include 

disruption of communities, relocation of businesses, and induced socioeconomic impacts. 

Potential disruptions to communities, effects on businesses, and induced socioeconomic impacts 

associated with the implementation of the Proposed Action are discussed in Section 4.3. Potential 

impacts to floodplains and floodways are discussed in Section 4.13. Potential impacts to fish, 

wildlife, and plants are discussed in Section 4.10; federally listed threatened and endangered species, 

including potential impacts to critical habitat are discussed in Section 4.11. As discussed in FAA 

Order 1050.1E, the compatible land use section of EAs for airport actions must include 

documentation to support the required airport sponsor’s assurance under 49 USC 47107(a)(10) that 

appropriate action, including the adoption of zoning laws, has been or will be taken, to the extent 

reasonable, to promote airport/community land use compatibility.10 The Clark County Board of 

County Commissioners has included a land use compatibility assurance letter in this EA, as provided 

in Appendix E. 

4.2.1 Summary of Findings 

Under both the Proposed Action and the No Action alternative, residents beneath and near existing 

helicopter flight corridors would continue to experience helicopter overflights and noise. The 

number of Grand Canyon helicopter tour overflights of established residential communities along the 

Tropicana and Charleston helicopter flight corridors would be lower under the Proposed Action when 

compared to the No Action alternative and helicopter noise levels would also be lower in those 

communities. Implementation of the Proposed Action would affect helicopter flight patterns in the 

Overflight Area; however, helicopter noise exposure is anticipated to be less than the FAA’s land use 

compatibility threshold of DNL 65 and is not expected to adversely affect community land use 

compatibility within the Area of Disturbance or the Overflight Area. 

4.2.2 Environmental Consequences 

4.2.2.1 Proposed Action 

The Heliport site is located on BLM managed public land in unincorporated Clark County within the 

South County Planning Area. The Clark County Department of Comprehensive Planning adopted a 

land use plan for the South County Planning Area in 1994 [III-5] and updated the land use plan map 

in 2005. The Heliport site is within the County land use designation Open Land.11 While the Open 

Land designation allows for some limited uses (e.g., grazing), it is anticipated that future 

development outside the BLM disposal area (generally around the Heliport site) would be limited as 

land is not available for disposal. 

10 The land use compatibility category is an evaluation of effects on the manmade environment based on a review 

of 14 CFR Part 150 land use categories; see other sections of this EA for discussions of noise relative to wildlife 

and DOT Section 4(f) lands. 11 The land use category is called open space on Exhibits IV-6 and IV-7. See Appendix E for detailed description 

of land use designations under the South County Planning Area. 

Final EA for a Southern Nevada Regional Heliport IV-12 

Environmental Consequences 
Clark County Department of Aviation 

In 2007 the City of Henderson annexed about 3,455 acres of land located within the BLM disposal 

area north/northeast of the Heliport site. The City of Henderson has not prepared a land use plan for 

the annexed land, which is located in the West Henderson Planning Area. The land use plan for the 

South County Planning Area, prepared by the Clark County Department of Comprehensive Planning, 

would continue to apply until the City of Henderson updates the land use designation applicable to 

this area. 

Two ranges of noise exposure were considered: DNL 60 to 65 and DNL 65 and higher. The noise 

contours were superimposed onto maps of generalized planned land uses to determine if projected 

noise levels would be incompatible with land use designations included in adopted land use plans 

encompassing the Area of Disturbance and McCarran. 

Helicopter noise exposure contours for the Proposed Action in 2011 and 2017 are presented over 

generalized planned land uses on Exhibits IV-6 and IV-7, respectively. As shown on the exhibits, 

helicopter noise of DNL 65 and higher would not extend beyond the property boundaries of the 

Heliport site or McCarran International Airport in 2011 or 2017. No planned noise-sensitive land 

uses would be exposed to helicopter noise of DNL 65 and higher in either 2011 or 2017 as a result of 

the Proposed Action. 

4.2.2.2 No Action Alternative 

Noise exposure contours for the No Action alternative in 2011 and 2017 are presented over 

generalized planned land uses on Exhibit IV-8. As shown, the areas that would be exposed to 

DNL 65 and higher from helicopter operations would be contained within the McCarran boundaries. 

No existing or planned noise-sensitive land uses in the vicinity of McCarran would be exposed to 

helicopter noise of DNL 65 and higher in either 2011 or 2017. 

4.2.2.3 Overflight Area 

Between the Heliport site and the Rendezvous Point12, planned land uses beneath the Henderson 

flight corridor generally represent a continuation of existing land use patterns, with single- and 

multi-family residential, commercial, industrial, recreation, public, and open space uses. The 

planned land uses also include new areas of industrial, mixed use, and low-density residential uses 

occupying a portion of what is currently vacant land. (See Exhibit III-12.) Most areas depicted as 

vacant lands on the existing land use exhibits are planned as open space. However, these lands are 

outside the BLM disposal area and are unavailable for community development. Flights on the 

McCullough flight corridor would pass primarily over land designated as open space or vacant land. 

Flights on the Jean flight corridor would pass over open space, vacant land, and a small area of 

planned industrial land use, which is currently vacant, and a small area of public land use. Almost all 

Open Land is federal land, except for areas within Boulder City, where the flight corridors pass over 

the Boulder City conservation easement13 and a recreation area. Flights on the Strip Railroad 

corridor would pass over single- and multi-family residential, commercial, 

12 As described in Section 3.2.1, the existing and potential helicopter flight corridors are the same between the 

Rendezvous Point and the Grand Canyon and no changes would occur as a result of the Proposed Action 

beyond the Rendezvous Point. See Exhibit III-8. 13 Clark County purchased a conservation easement on about 85,000 acres of desert tortoise habitat in the 

Eldorado Valley. 

Final EA for a Southern Nevada Regional Heliport IV-13 December 2008 

Environmental Consequences 
Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2011 Helicopter Noise Exposure Contours over Generalized Planned Land Uses

Proposed Action

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on data obtained from the Clark County Department of Comprehensive Planning, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

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McCarran International Airport

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

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Legend

Exhibit IV-6

0 3,000 feet

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

2011 DNL 65 helicopter noise exposure contour

2011 DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

South of Sloan - Henderson Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

Potential/existing heliport site area

South of Sloan - McCullough Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

South of Sloan - Jean Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / tax exempt

Park / recreation*

Commercial

Mixed use

Industrial

Open space

Public

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized planned land uses

Residential multi-family

Residential single-family

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Railroad

Major development

project
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Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2017 Helicopter Noise Exposure Contours over Generalized Planned Land Uses

Proposed Action

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on data obtained from the Clark County Department of Comprehensive Planning, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

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7R

19L

25L

25R

19R

7L

1L 1R

McCarran International Airport

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

Legend

Exhibit IV-7

0 3,000 feet

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

2017 DNL 65 helicopter noise exposure contour

2017 DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

South of Sloan - Henderson Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

Potential/existing heliport site area

South of Sloan - McCullough Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

South of Sloan - Jean Corridor Scenario

City of

Henderson

Las Vegas Blvd.

§ ̈¦15

DNL 60

DNL 65

Unincorporated

Clark County

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / tax exempt

Park / recreation*

Commercial

Mixed use

Industrial

Open space

Public

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized planned land uses

Residential multi-family

Residential single-family

§ ̈¦

£¤

Railroad

Major development

project
This page intentionally left blank 

Clark County Department of Aviation

Final EA for a Southern Nevada Regional Heliport

Environmental Consequences

December 2008

2011 and 2017 Helicopter Noise Exposure Contours over Generalized Planned Land Uses

No Action Alternative

Sources: Brown-Buntin Associates, Inc., September 2007 (noise exposure contours); Ricondo & Associates, Inc., September 2007, based on data obtained from the Clark County Department of Comprehensive Planning, February 2005.

Prepared by: Ricondo & Associates, Inc., April 2008.

Legend

Exhibit IV-8

0 3,000 feet

DNL = Day-Night Average Sound Level - A metric used to

describe the existing and predicted cumulative noise exposure

for communities surrounding an airport. DNL is expressed in

A-weighted decibels (dBA) and represents the average noise

level over a 24-hour period. In calculating DNL, the average

sound level for each hour during the nighttime period

(10:00 p.m. to 6:59 a.m.) is increased by a 10-decibel weighting

penalty.

DNL 65 helicopter noise exposure contour

DNL 60 helicopter noise exposure contour

(shown for informational purposes only)

Potential/existing heliport site area

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1L 1R

McCarran International Airport - 2011

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

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McCarran International Airport - 2017

Koval Ln.

Pecos Rd.

Eastern Ave.

S. Las Vegas Blvd.

Tropicana Ave.

Russell Rd.

Sunset Rd.

Russell Rd.

Sunset Rd.

Tropicana Ave.

DNL 60

DNL 65

§ ̈¦15

Unincorporated

Clark County

* Recreation includes commercial and non-profit

recreational facilities

Street

Interstate highway

U.S. route

Jurisdictional boundary

Airport property

Vacant / tax exempt

Park / recreation*

Commercial

Mixed use

Industrial

Open space

Public

n School

î Religious facility

G Hospital

^ Structure listed in National Register of Historic Places

# Day care

Noise sensitive facilities

Other features

Generalized planned land uses

Residential multi-family

Residential single-family

§ ̈¦

£¤

Railroad

Major development

project
This page intentionally left blank 

Clark County Department of Aviation 

mixed use, industrial, park/recreational and public land uses, open space, and vacant land. In 

addition, flights on the Strip Railroad corridor would continue west of McCarran, follow the railroad 

tracks and I-15, and pass over single- and multi-family residential, commercial, and industrial land 

uses, open space, park/recreational areas, vacant land, and an area of public land use. 

Implementation of the Proposed Action would affect helicopter flight patterns in the Overflight Area 

and potentially result in helicopters overflying areas that are currently developed with noise-sensitive 

land uses or that may be developed with noise-sensitive land uses in the future. Nevertheless, as 

discussed in Section 4.1, helicopter noise exposure beneath and near the Overflight Area is 

anticipated to be less than the FAA’s land use compatibility threshold of DNL 65. As a result, 

helicopter noise on the ground beneath the Overflight Area is not expected to adversely affect 

community land use compatibility. 

Between McCarran and the Rendezvous Point, planned land uses beneath the Tropicana flight 

corridor generally represent a continuation of existing land use patterns and include single- and 

multi-family residential, commercial, industrial, mixed use, public, and open space land uses. 

Planned land uses beneath the Charleston flight corridor generally represent a continuation of 

existing land use patterns and include single- and multi-family residential, commercial, mixed use, 

industrial, park/recreational, public land uses, open space, and vacant land. Under both the Proposed 

Action and the No Action alternative, the Tropicana and Charleston flight corridors would continue 

to be utilized; however, the number of overflights of established residential communities along both 

corridors would be lower under the Proposed Action. 

4.3 	 Socioeconomic Impacts, Environmental Justice, and Children’s 

Environmental Health and Safety Risks 

In accordance with FAA Orders 1050.1E and 5050.4B, the three primary social impact categories to 

be considered in an EA are: (1) socioeconomic impacts, (2) environmental justice, and (3) children’s 

environmental health and safety risks. 

Factors to be considered when determining whether a proposed project would result in significant 

socioeconomic impacts include: (1) if extensive relocation of residents would be required, but 

insufficient replacement housing is available, and this results in a high degree of controversy; (2) if 

Section 206(a) of the Uniform Relocation Assistance and Real Property Acquisition Policies Act, as 

amended, [IV-3] is used as provision for housing of last resort; (3) if relocation of businesses, 

including farms, creates severe economic hardship on the community; (4) if significant disruption of 

employment and communities occurs; and (5) if a noticeable increase in traffic congestion or access 

time to community facilities cannot be prevented or minimized. 

Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations 

and Low-Income Populations [IV-4] provides guidance to federal agencies for identifying and 

addressing disproportionately high environmental effects of federal programs and activities on 

minority and low-income populations. Projects are considered to have a significant environmental 

justice impact when disproportionately high segments of low-income and minority populations are 

affected, or when the impacts are appreciably more severe or of greater magnitude than adverse 

effects experienced by non-minority and/or non-low-income populations. 

Executive Order 13045, Protection of Children from Environmental Health Risks and Safety Risks 

[IV-5], directs federal agencies to ensure that potential environmental health risks and safety risks 

Final EA for a Southern Nevada Regional Heliport IV-17 December 2008 

Environmental Consequences