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0 <br />189 <br />8.4 PHASE 3 <br />Phase 3 development includes the following improvements: continued <br />Northwest Building Area site development (20 acres, including perimeter <br />taxiway); Runway 17R-35L construction (75 feel by 4,855 feet); Runway <br />17R-35L taxiway construction; Runway 35R threshold relocation and taxiway <br />removal . <br />Exhibit 8-7 identifies the specific projects and preliminary cost esti- <br />mates for each. Phase 3 development is illustrated in Exhibit 8-8. <br />Exhibit 8-9 shows a composite of all development phases for Alternative <br />C - Modified. <br />8.5 NOISE ANALYSIS <br />Noise exposure was measured using a methodology developed by the U.S. <br />Environmental Protection Agency and approved by the FAA. The day -night <br />r�- <br />sound level (Ldn) describes the average total daily noise exposure by <br />considering the cumulative effects of all single events throughout a <br />24-hour day, This measure is most useful when considering an airport <br />with continuous operations. Detailed information on this methodology was <br />provided in Chapter 7. <br />Exhibits 8-10 through 8-12 illustrate Ldn noise contours for each year <br />with the existing runway configuration remaining unchanged. Exhibit 8-13 <br />Illustrates conditions for 1985 after completion of Phase 18. Exhibit <br />o-1'v' Shv'ri5 na2SE GulituUrs IUf i990 after Phase 2 completion, and Exhibit <br />8-15, the year 2000 after Phase 3 completion. <br />8.6 SUMMARY <br />The development phases are designed to bring the airport's capacity to a <br />level compatible with the forecast increase in demand. This is accom- <br />plished through taxiway and runway improyements which occur in each <br />phase. The capacity of the airport at the completion of Phase 3 will <br />handle forecast Increases in peak hour and annual operations through the <br />year 2000. While the existing airport configuration is adequate to <br />