Noise Mitigation Measures

Item # Runway Arr / Dep Mitigation Measure Applicable Area Pre-screening (pass/fail) Comments
EWR
1 4, 22 Arr Increase the altitude of the downwind. Areas west of EWR pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.10
2 4, 22 Arr Raise the downwind and move it east, closer to the Airport Areas west of EWR pass
3 4, 22 Arr Continuous Descent Approach Areas west, northwest, and southwest of EWR pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.16
4 22 Dep 220, 240, 260 headings - Do noise analysis and attempt to draw a backbone RNAV departure procedure that utilizes less noise sensitive corridors (i.e., Turnpike, industrial corridor) Areas south and southwest of EWR pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.7
5 22 Dep RNAV noise sensitive routing (Turnpike departure, Route 28 departure).   pass
6 22 Dep Reduce number of headings from 3 to either 2 or 1. Areas south and southwest of EWR pass
7 22 Dep Two headings - 190 as it is used today, and 240 to industrial corridor.   pass
8 22 Dep Three headings (220, 240, and 260 RNAV) from 7 am to 10 pm, restricted to 190 RNAV from 10 pm to 7 am.   pass
9 22 Dep Changing the proposed headings from 220, 240, and 260 degrees to 190, 220, and 240 degrees. Areas south and southwest of EWR pass
10 22 Dep 190 heading until 15 minute delay, then 190 and 240 degrees until another 15 minute delay, then use 190, 240, and 260. Areas south and southwest of EWR pass
11 22 Dep Changing the proposed headings from 220, 240, and 260 degrees to 190, 220, and 240 degrees used only when departure delays are more than 15 minutes.   pass
12 22 Dep Changing the proposed headings from 220, 240, and 260 degrees to 195, 200, 215, 240, and 260 degrees with time of day restrictions. Areas south and southwest of EWR pass
13 22 Arr & Dep Use both parallels for both arrivals and departures. Areas north and south of EWR pass
14 22 Dep Changing the proposed headings to less than 190 degrees. Areas south and southwest of EWR fail LGA arrivals from the south follow a path that lies approximately 4 nautical miles to the east of EWR airport. Departing flights off EWR's runway 22 using a depature heading of less than 190 degrees would be flying directly at the LGA arrival stream. This results in an unsafe operation.
15 22 Dep NJCAAN RNAV Ocean Routing Areas south and southwest of EWR pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.8
16 22 Dep Modified nighttime ocean routing 10 pm to 7 am. Areas south and southwest of EWR pass
17 22 Dep Nighttime ocean routing.   pass
18 4 and TEB Arr Dep Use RNAV procedures for both TEB arrivals to Runway 6 and EWR departures in conjunction with reductions in required separations to augment the availability of fanned headings. Areas north and northwest of EWR fail Increased use of RNAV procedures at TEB is included in the preferred alternative. Apart from permitting expanded use of headings off runway 04L, this removes the contention for airspace between arrivals to TEB and arrivals to EWR runway 11.
19 4 Dep Delay left turns off Runway 4 to stay over the Meadowlands Areas north of EWR fail This operationally infeasible. Flights departing EWR on such a trajectory would conflict with LGA departures. This would result in unsafe operating conditions
20 4, 22 Arr & Dep Expand EWR airspace to the east to allow EWR controllers to run arrivals or departures along the Hudson corridor. Areas north of EWR pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.11
LGA
21 22 Arr Arrivals using the LDA or RNAV approach to 22 Areas north of LGA pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.4
22 31, 22 Arr Nighttime Ocean Areas north and south of LGA fail During the hours that nighttime ocean routing may be implemented, LGA is closed.
23 31, 22 Arr CDA Areas north and south of LGA fail During the operating hours for LGA, the complexity of the airspace will not safely support the application of CDA for LGA arrivals. CDAs may only be used in periods when the airspace is uncongested.
24 31 Dep Develop RNAV procedures to miss Riker's Island. Riker's Island pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.5
25 31 Dep Adjust time of day use of headings Riker's Island pass
HPN
26 34 Arr Implement FMS approach Areas southeast of HPN fail RNAV/FMS approaches are included in the Integrated Airspace Alternative.
27 34 Arr & Dep Increase altitude for arrivals and departures. Areas northwest and southeast of HPN fail The altitudes of HPN traffic are constrained by LGA traffic above it. Raising the altitudes would create conflicting flows and result in an unsafe operating environment.
TEB
28 19 (Arr), 1 (Dep) Arr & Dep Develop GPS approach and departure over commercial area north-northeast of TEB. Hackensack, NJ fail This is an issue that should be addressed by the local airport authority. It falls outside the bounds of the airspace redesign.
MMU
29 23 Dep Change departure heading over Office Complex Morristown Airport fail There were no changes to these operations, and therefore nothing to mitigate.
JFK
30 13, 31 Arr Move arrivals over water Jersey Shore/Sandy Hook fail Unfortunately,this design is not possible. The airspace along the coast is tightly constrained on the east by the Warning Areas used by the Department of Defense. Civilian traffic may not use this airspace without coordination to make sure that no military missions are planning to fly there. Just west of the Warning Areas are the JFK arrival routes. Descending northbound traffic and climbing southbound traffic would be unmanageably complex without even longer delays than JFK is currently expecting.
31 22R Arr Move tracks over I495 Areas east of JFK pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.3
ISP
32 24 Dep Minimize the impact to the wilderness area. Narrow the corridor for ISP south departures. Fire Island Seashore pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.6
PHL
33 9, 27 Arr CDA PHL Area pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.16
34 9, 28 Arr RNAV approaches Areas northeast and southwest of the airport pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.14
35 9 Arr Increase use of the visual approach to Runway 9R (the River Approach) Pennsylvannia and Delaware pass
36 9 Dep Reduce fanned headings Pennsylvannia pass See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign: Ch.12, 13
TTN
37 6, 24 Dep Remove altitude restriction of 24 and 6 departures Trenton Mercer Area fail Unfortunately, Trenton Mercer is located between the two busiest arrival fixes to the New York metropolitanarea. The climb restriction maybe waived case by case, but a standard procedure could impede EWR and LGA operations.
Overflights
38 None Arr Move V213 over I87 following the thruway. Ulster County fail This is included in the design of the integrated Airspace Alternative. Arriving flights are moved closer to the Thruway and cross the area at a higher altitude.