20000084 Ver 1_Complete File_20030103

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DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
In Cooperation with the:
FEDERAL HIGHWAY ADMINISTRATION
Final Environmental Impact Statement for
Proposed Runway 5U23R, Proposed New Overnight Express
Air Cargo Sorting and Distribution Facility,
and Associated Developments
PIEDMONT TRIAD INTERNATIONAL AIRPORT
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11
A

City of Greensboro, Guilford County, North Carolina
This FES is submitted for review pursuant to the following public law requirements: Section 102(2)(c) of the National
Environmental Policy Act of 1969; 49 USC 47106; Section 303(c) of the US Code, Subtitle I; Section 106 of the National Historic
Preservation Act; Section 6(f) of the Land and Water Conservation Fund Act; and E.O. 11990, E.O. 11998, E.O. 12898, and other
applicable laws.
VOLUME 2: APPENDICES A - F

A
NOVEMBER 2001
A Notice of Intent to prepare this Environmental Impact Statement (ES)was published inthe Federal Register on April 30, 1998.
This FES addresses the environmental impacts anticipated by the proposed projects identified in the 1994 Master Plan for
Piedmont Triad International Airport. Specifically, this FES includes the evaluation of the following projects and associated
developments proposed by the Piedmont Triad Airport Authority. Acquisition of land, new runway, taxiways, lighting,
navigational aids, air traffic procedures, associated grading, drainage, utility relocations, air cargo sorting and distribution
facility, tunneling and bridging of Bryan Boulevard, relocation of a portion of Old Oak Ridge Road, and a new interchange for
Old Oak Ridge Road and Bryan Boulevard. The Federal Flighway Administration is a cooperating agencyfor this FES.
For further information:
PIEDMONT
TRIAD
INTERNATIONAL AIRPORT'

Ms. Donna M. Meyer
Department of Transportation
Federal Aviation Administration
1701 Columbia Ave, Suite 2-260
College Park, GA 30337-2747
404/305-7150

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1
LIST OF APPENDICES
Volume 2
A Agency Correspondence
B Noise Measurement Program/Supplemental Metrics
C Flight Tracks
D Aircraft Noise Overview
E Socioeconomic Data
F Air Quality Assessment Supporting Material
Volume 3
G Historic and Archaeological Resources Supporting Material
H Hazardous Substances Data
I Surface Transportation Technical Memorandum
Volume 4
J Land Use Assurance
K Water Quality
L Scoping Meeting Information
M Public Workshop Information
N Public Hearing Information
Volume 5 (Parts 1 and 2)
O Consolidated Comment Database
W:\PIEDMONT\FEIS\SEC_1 \loa.doc.doc\09/15/01

xi
Y
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FINAL ENVIRONMENTAL IMPACT STATEMENT
PIEDMONT TRIAD' INTERNATIONAL AIRPORT
APPENDIX A
AGENCY CORRESPONDENCE

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# APPENDIX A
AGENCY CORRESPONDENCE
This appendix contains various government agency correspondence related to the development of the
EIS. Letters are primarily related to the collection of data and clarification of EIS-related issues. Official
letters of comment from the various government agencies received during the comment periods are
contained in Appendix O. Letters are provided in chronological order and an index is provided below.
Date Agency
E
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10-3-01 nv
ronmen
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on
gency
.
.
9-21-01 State of North Carolina Office of the Governor
9-19-01 Piedmont Triad Airport Authority
9-19-01 Piedmont Triad Airport Authority
9-17-01 U.S. Department of Transportation, Federal Highway Administration
9-11-01 U.S. Environmental Protection Agency
1-16-01 North Carolina Department of Natural Resources
10-20-00 City of Greensboro, North Carolina
10-19-00 Guilford County Planning and Development Department
10-16-00 City of High Point
10-13-00 City of Greensboro
10-13-00 Natural Resources Conservation Service
8-10-00 U.S. Army Corps of Engineers
6-2-00 U.S. Department of the Interior
2-00 Natural Resources Conservation Service
1-14-00 Natural Resources Conservation Service
1-14-00 Natural Resources Conservation Service
10-12-99 Natural Resources Conservation Service
9-15-99 North Carolina Department of Cultural Resources
8-27-99 Natural Resources Conservation Service
8-11-99 Natural Resources Conservation Service
8-02-00 U.S. Department of Transportation, Federal Aviation Administration
5-19-98 North Carolina Department of Cultural Resources
14 S
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5-7-98 y
rea
on
unway
a
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xc
us
Piedmont Tr
nternat
ona
rpor
ategor
ca
ad
12-7-98 North Carolina Department of Environment and Natural Resources,
Natural Heritage Program
12-7-98 U.S. Fish and Wildlife Service
9-20-95
8-23-95 North Carolina Department of Cultural Resources
Record of Decision for Greensboro Western Urban Loop
2-28-95 U.S. Department of Transportation
5-21-91 North Carolina Department of Cultural Resources

?I W:\PIEDMONT\FEISWppendices\appendix_intro.doc\10/15/01
Ocf-'03-2001 01:09pm From-FAA ATL-ADO 4043057155 T-817 P.002/002 F-084
?60 Sr%,
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
REGION 4
ATLANTA FEDERAL CENTER
ei FORSYTH STREET
?yrNC p ATLANTA, GEORGIA 302034960•
OCT 0 :3 2001
4APT-APB
Ms. Donna M_ Meyer
Departmont of Transportation
Federal Aviation Administration
1701 Columbia Avenue
Suite 2•-280
College Park, Georgia 30337-2747
Dear Ms. Meyer:
The Environmental Protection Agency (EPA) has completed it's review of the third draft
of the Federal Aviation Adndr istration's (FAA) Revised Draft General Conformity
Determination for the Proposed Runway SL/2314, Proposed New Overnight Expro9a Air Cargo
Sorting and Distribution Facility and AssociatedDcvelopmunts. Based upon this review, we
conclude that the project does meet thts requirements of General Conformity.
EPA apprrmiatcs the opportunity to review the draft conformity document and looks
forward to working with the FAA on other projects in the future. W you you have any further
questions please contact me at [phone], or have your staff contact Mr. Randy Terry orthe
EPA Region 4 staff at [phone].
Sincerely,
Aj4-?O Ak? Aq-
Kay T. Prince
Chief
Air Planning Branch
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Intamet Addron (URL) • httptl/vo w.spa? gov
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Sep-21-01 10:01 From-
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STAU OF NORTS CAROLINA
OFFICE of nm Gowpmo>R
20301 MAIL SERVICE CENTER - RAI UGH, NC 27699.0301
MICHAEL F. EASLEY
GOVVaNOR
i I September 21, 2001
Mr, Scott Seritt
Manager, FAA Atlanta Airports District Office
Campus Building
1701 Columbia Avenue, Suite 2-260
College Park, GA, 30337-2747
Dear Mr. Seritt:
T-378 P.02/02 F-881
The State of North Carolina has been requested by the Piedmont Triad Airport Authority
to provide a certification under the Airport and Airway Improvement Act of 1982, as amended
and codified at 49 U.S.C. § 47106(c)(1)(B), regarding the Proposed Runway SL/23R, Proposed
Overnight Expressed Air Cargo Sorting and Distribution Facility and Associated Developments.
I have asked the North Carolina Department of Environment and Natural Resources to
review the comprehensive programs for air and water quality protection that will apply to the
proposed project. The Department has assured me that the proposed project will only move
forward if it has obtained compliance with all the applicable state permits and standards. On the
basis of this understanding, I hereby certify that there is reasonable assurance that the referenced
proposed expansion of the Piedmont Triad International Airport will be located, designed,
constructed, and operated in compliance with applicable air and water quality standards.
Determination of whether the project complies with such standards will, of course, be part of an
ongoing process.
With ldndest regards, I remain
Very truly yours,
Michael F. ley
MFE:ak
cc: Lyndo Tippett, Secretary, NC DOT
Bill Ross, Secretary, NC DENR
Alan Klimek, Director, NC DAQ
Greg Thorpe, Acting Director, NC DWQ
i - ,
0 LoCATlON: 116 WEST for4RS STRErr --RALEIGH, NC - TELEMONIN [phone]
I
PIEDMONT
TRIAD
AIRPORT AUTHORITY
I
September 19, 2001
Ms. Donna Meyer
Department of Transportation
Federal Aviation Administration
1701 Columbia Ave., Suite 2-260
College Park, GA 30337-2747
Subject: Piedmont Triad International Airport
2005 Development Program
Campbell-Gray Farm
Dear Ms. Meyer:
The Draft Environmental Impact Statement (DEIS) for this program stated that the subject
property had previously been determined to be eligible for listing on the National Register of
Historic Places. As stated in the DEIS, this property no longer functions as a farm, but has a
residential function, and is therefore a Noise Sensitive Area.
The DEIS also determined that the property would experience a minor increase in noise exposure
resulting from the construction of alternative W1-A1, which has subsequently been determined to
be PTAA's preferred alternative.
As a result, PTAA approached the homeowners to discuss alternative mitigation measures. The
homeowners do not wish to relocate and are in general agreement with the installation of
soundproofing measures in the property by PTAA.
If you have any further questions, please contact me at 336/665-5600.
Sincerely,
PIEDMONT TRIAD AIRPOR AUTHORITY
ickie L. 1 Director of cc: Mr. Edward A. Johnson, PTAA
Mr. Allan Nagy, URS Corporation
Mr. Kevin J. Baker, Baker and Associates
Piedmont Triad International Airport
Post Office Box 35445 • Greensboro, North Carolina 27425
Greensboro, [phone] • High Point [phone] • Winston-Salem [phone]
FAX: [phone]
J
PIEDMONT
? TRIAD
AIRPORT AUTHORITY

September 19, 2001
Ms. Donna Meyer
Department of Transportation
Federal Aviation Administration
1701 Columbia Ave., Suite 2-260
College Park, GA 30337-2747
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Subject: Piedmont Triad International Airport (GSO)
2005 Development Program
Longview Golf Course
I Dear Ms. Meyer:
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In 1997, the Piedmont Triad Airport Authority (PTAA) purchased the Longview Golf
Club, an 18 hole, public golf facility located adjacent to the east side of Runway 5/23 at
GSO. This purchase was made for the purpose of implementing GSO's master plan
r expansion.
The North Carolina Department of Transportation (NCDOT) is in the final design process
for Painter Boulevard, a segment of the Greensboro Western Urban Loop. This limited
access highway will force the closure of the subject facility, a fact that was known to
PTAA when the purchase was made, and which has been subject to the environmental
documentation prepared for the construction of the road.
It is the opinion of PTAA that this facility is not a significant regional public resource,
and that its closure will not harm the citizens of the Triad. It is anticipated that area
golfers will make use of similar nearby facilities such as the Bel Aire golf club adjacent
to the west side of the airport property.
The Longview property offers PTAA numerous opportunities to develop mitigation areas
for wetland impacts that will be caused by the subject program. These areas will be
dedicated as conservation easements in perpetuity for created and restored wetlands,
floodplains, transitions zones, upland buffers and wildlife habitat areas. Passive
Piedmont Triad International Airport
Post Office Box 35445 • Greensboro, North Carolina 27425
Greensboro, [phone] • High Point 133614,54-3213 • Winston-Salem 1336172 1-0088
FAX: [phone]
recreational opportunities may also be available, such as a possible boardwalk/trail
connecting to the adjacent Leonard Recreation Facility.
If you have any further questions, please contact me at 336/665-5600.
Sincerely,
PIEDMONT TRIAD AIRPORT AUTHORITY
ickie L. E ore_
Director of Development
cc: Mr. Edward A. Johnson, PTAA
Mr. Allan Nagy, URS Corporation
Mr. Kevin J. Baker, PE, Baker and Associates
Oct-03-2001 08:44am From-FAA ATL-ADO
c>; 03 01 09:31a I- ttawn n ?. ?-
elf
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Federal Transit aA Administtation
Federai Highw Y
4043057165 T-811 P-002/003 F-076
Rwelgh.rNaSam Aven M CwWn2 2700110

In Reply Refer to: HPP
r; Date: September 17, 2001
To: Mr. Lyndo Tippett. Secretary North Carolina Department of Transportation
post office Box 25201
Raleigh. North Carolina 27611-5201
Determination on the Greensboro Urban Area Metropolitan
Subject: Air Quality Conformity
Planning Organization 2025 Long Range Program Plan and the FY 2002-2008
Metropolitan 't'ransportation Improvement ro9 a
Dear Secretary Tippett:
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PHOTOGRAPHS IMMEDIATELY BEYOND PROPOSED ROADWAY RELOCATION
PIEDMONT TRIAD INTERNATIONAL AIRPORT

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VIEW TOWARD THE
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VIEW TOWARD THE
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PHOTOGRAPHS IMMEDIATELY BEYOND PROPOSED ROADWAY RELOCATION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
VIEW TOWARD THE
SOUTHEAST ALONG
RUNWAY 14
EXTENDED CENTERLINE
*OWARD THE
TO SIDE OF
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CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETY AREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
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The alternative chosen is illustrated by Figure 3-2. This alternative does not have
right angle turn movements for regional road traffic, traffic will not be routed through
commercial/residential areas, a relatively low cost is realized and environmental
concerns are minimized. This alternative is being considered as a two-lane
roadway option.
3.2.3 Build Safety Area/Close Roadway
Given the necessity of the Safety Area it may be prudent to simply close Regional
Roadway and allow Highway 68 to absorb the burden of the diverted traffic. While
this alternative may become a long-term reality, it is believed that in the immediate
future years a road relocation is the best project alternative.
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3-3
050798

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CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETY AREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
Section 4
PROBABLE ENVIRONMENTAL IMPACTS
In this section the probable environmental impacts will be summarized. Detailed
archaeological, biological, and phase one hazardous reviews are found in
Appendices A and B.
4.1 NOISE/AIR
Additional noise impacts will be only temporary from construction equipment. The
project will not increase aircraft activity as currently forecast and thereby noise and
air quality will not increase as a result of the project.
The project will potentially shift vehicle traffic to the relocated roadways. Based on
the sparse development surrounding the immediate project area, impacts on noise
and air quality in this area will be insignificant. Other roadway areas are dominated
by commercial and industrial activities.
1
4.2 COMPATIBLE LAND USE
As previously described, the immediate safety area vicinity is cleared of trees and
is currently dominated by mowed and maintained grass. Regional Road, that
transverses the project, is a two land urban arterial roadway that runs north-south
parallel to Highway 68. Land uses in the vicinity of Regional Road range from
commercial to moderate level residential.
1
4-1
050798

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CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETYAREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
The principal plan for the immediate project vicinity is contained within the airport
development plans. Substantial immediate vicinity land acquisitions are planned
as part of the approved 1994 Airport Layout Plan.
4.3 SOCIAL IMPACTS
The safety area project would not trigger residential or business relocations. The
only relocation would be the roadway relocation (i.e., Regional Road).
4.4 INDUCED SOCIOECONOMIC IMPACTS
The construction of the safety area extension does induce the relocation of
Regional Road, however, the impacts from this roadway are minimal and
documented within this report.
4.5 AIR QUALITY
See Section 4.1.
4.6 WATER QUALITY
As previously mentioned, an unnamed perennial tributary of Brush Creek flows
northeast through the study area. Brush Creek is classified "WS-111 NSW."
These are "waters protected as water supplies which are in generally low to
moderately developed watersheds." These waters require pollution and nutrient
input controls from non-point sources and stormwater discharges. The study area
lies within the extent of the protected water supply watershed. Brush Creek waters
are listed as suitable for Class "C" uses.
4-2
050798
CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETY AREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
Best management practices to protect water quality would be employed during the
construction of the proposed project including, but not limited to, the use of silt
fencing, temporary sediment ponds, and vegetative bank stabilization.
Also, as documented in Appendix A, 760 feet of an intermittent stream as well as
a total of .304 acres of wetlands will be impacted. To insure that these waters are
protected both 404 and 401 permit reviews will be requested.
4.7 SECTION 4(F) G.O.T.
The proposed airport improvements will not require the use of, nor significantly
impact, any public park, recreation area, wildlife or waterfowl refuge of national,
state, or local significance, nor any land from a historic site of national, state, or
local significance.
4.8 HISTORIC, ARCHITECTURAL, ARCHAEOLOGICAL, AND CULTURAL
RESOURCES
An inspection of properties in the immediate area indicates that all structures
appear to be less than 50 years old and would not have federal, state, or local
historical, architectural, or cultural significance. No structures are located in the
project area per se, and air traffic volumes will not be affected significantly by the
project.
The area has been surveyed by an archaeology firm (i.e., Coastal Carolina
Research, Inc.) on November 25, 1997. The findings are documented in Appendix
B. In brief, no archaeological impacts will occur. If one potential borrow area is
utilized, surface level archaeological surface testing will be accomplished.
4-3
050798

CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETYAREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
4.9 BIOTIC COMMUNITIES
Only approximately 10.0 acres of the project area will require the clearing of trees
A full description of the biotic communities is provided in Appendix A.
4.10 ENDANGERED AND THREATENED SPECIES OF FLORA AND FAUNA
No impacts will occur. See Appendix A - Natural Resource Assessment.
4.11 WETLANDS
Given the decision to construct the roadway only within a 60 foot roadway right-of-
way, wetland impacts will be insignificant (total impact acres -.304). See attached
Appendix A - Natural Resource Assessment. Nevertheless, a 404 permit review will
be requested.
4.12 FLOODPLAINS
The roadway right-of-way or runway safety area construction will not-cross
floodplain boundaries.
4.13 COASTAL ZONE MANAGEMENT PROGRAM
N/A - Guilford County is not in a coastal area.
4:14 COASTAL BARRIERS
N/A - Guilford County is not in a coastal area.
4.15 WILD AND SCENIC RIVERS
There are no rivers classified as wild and scenic in the project area.
4-4
050798

CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETY AREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
4.16 FARMLAND
The project is totally on airport property and prime or unique farmland is not an
issue.
4.17 ENERGY SUPPLY AND NATURAL RESOURCES
No major increases in lighting are envisioned, therefore no significant impact on the
area's energy resources will occur.
4.18 LIGHT EMISSIONS
The magnitude or location of light emissions will not increase or change location
with the safety area or roadway project.

4.19 SOLID WASTE IMPACT
N/A - The project does not induce or reduce human activities, therefore, solid waste
impacts are not relevant.

4.20 CONSTRUCTION IMPACTS
There are several kinds of construction impacts, i.e., noise from construction
activity, impact on flora and fauna, and air and water pollution. Construction
equipment will make noise similar to that of the heavy vehicular traffic that operates
on Regional Road. Given this situation the safety areas and road relocation project
increased noise should be relatively negligible and no noise program will be
necessary.
Impacts on flora and fauna have been discussed in previous Section 4.9.
4-5
050798

CATEGORICAL EXCLUSION
RUNWAY 14132 SAFETY AREA EXTENSION
PIEDMONT TRIAD INTERNATIONAL AIRPORT
Construction equipment used during the project is not expected to produce any
significant air pollution problems. The most stringent of state and local laws
regarding open burning will be followed. An erosion and sediment control plan will
be prepared for approval by local authorities prior to the commencement of any
construction activity. Construction specifications will include the provisions as set
forth in FAA Advisory Circular 150/5370-10, "Standards for Specifying Construction
of Airports."
4.21 CONCLUSION AND RECOMMENDATIONS
From the analyses of the foregoing elements, it is concluded that the proposed
safety area and roadway relocation improvements for the Piedmont Triad
International Airport will not cause significant impact to the environment in the
vicinity of the airport.
For agency notification an extensive review package with the Archaeology and
Natural Resources Review addenda was submitted to the North Carolina State

1

1

1
1

ARCHAEOLOGICAL RECONNAISSANCE SURVEY
PROPOSED IMPROVEMENTS
PIEDMONT TRIAD AIRPORT
GUILFORD COUNTY, NORTH CAROLINA
INTRODUCTION
Coastal Carolina Research, Inc., conducted an archaeological reconnaissance
survey of the areas proposed for improvements to the Piedmont Triad Airport in Guilford
County, North Carolina. The study was conducted on November 25, 1997, for LPA
Group of North Carolina in partial compliance with Section 106 of the National Historic
Preservation Act of 1966, the Advisory Council of Historic Preservation's regulations for
compliance with Section 106, codified as 36 CFR Part 800, and the Federal Aviation
Administration (FAA) guidelines and procedures (e.g. Order 5050.4A).
The purpose of the study was to determine if the project area has the potential to
contain archaeological resources which are on, or potentially eligible for inclusion in, the
National Register of Historic Places. The study also served to identify those areas under
consideration which are more likely to contain archaeological resources.
The study area consists of improvements to the west end of runway 14 (Figure 1),
an improved safety zone at the end of that runway, and a potential borrow area.
NATURAL SETTING
The study area is located in the Piedmont physiographic region. The typical
landscape is rolling surface of gentle slopes with no great relief, cut by or bounded by
deeper valleys with steeper slopes (Fenneman 1938). The proposed safety zone and
borrow area are on the uplands of the interdrainage divide between Brushy Creek on the
north and a tributary of the East Fork of the Deep River on the south.
HISTORIC BACKGROUND

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Prehistoric occupation of North Carolina dates to the Paleoindian Period, which is
thought to have begun about 12,000 BC. Evidence of occupation during this period is
generally sparse. The temporal marker for this period is the fluted projectile point, usually
recovered as surface finds. The subsistence pattern during this time is assumed to have
been a hunting and gathering lifestyle (Coe 1964).
The Archaic Period (8000-1000 BC) was apparently a time of climatic change. A
shift from boreal forests to northern hardwoods occurred around the time of the Early
Archaic Period (8000-5000 BC) (Delcourt and Delcourt 1981, 1985). These changes
were probably accompanied by an increase in population, as seen in the greater number of
sites with Archaic components.

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PIEDMONT TRIAD INTERNATIONAL AIRPORT PIEDMONT
CALFOI'O CC NTY. 1A7RTM C:AFKX-M TRIAD
14 SAFETY AREA (1000 FT.) iN OTEMBERA22, 1997?n
F;v y SCALE: 1"= 800'

The Early Archaic Palmer phase is typified by a small corner-notched blade with a
straight, ground base and pronounced serrations. The use of hafted end scrapers increased
during this period (Coe 1964, Davis and Daniel 1990).
During the Kirk phase the points increased in size and basal grinding declined. A
broad-stemmed, deeply serrated point gradually replaced the earlier corner-notched style.
It is generally thought that in the Archaic Period there was a continuation of the hunting
and gathering lifestyle, with a possible seasonal round of movement between base camps
and hunting camps (Coe 1964).
The Middle Archaic Stanly phase appears to have developed out of the preceding
phases (Coe 1964). The major difference in the artifact assemblage seems to be the
appearance of polished stone atlatl weights.

The Morrow Mountain and Guilford phases appear during the Middle Archaic
period (5000-3000 BC). The Morrow Mountain projectile point type is a relatively small
point with short, tapering stems. The Guilford phase, with no apparent cultural
antecedents in the region, is characterized by long, lanceolate points and chipped stone
axes (Coe 1964).
The terminal Archaic is the Savannah River phase (3000-1000 BC). During this
period there is evidence of larger sites containing steatite bowls, human burials, and
prepared hearths, which suggests a more settled lifestyle (Ward 1983). The Savannah
River projectile point is a large, heavy, triangular blade with a broad stem (Coe 1964).
The Early Woodland Period (1000 BC-300 BC) is marked by the introduction of
the bow and arrow and the beginnings of ceramic manufacture. In the Early Woodland
Period, regional differences begin to be noticed (Ward 1983). The Early Woodland
ceramic type in the Piedmont is a hard sandy ware called Badin (Ward 1983). The large
crude triangular projectile points are also a part of the artifact assemblage.
The Middle Woodland (300 BC-AD 800) Yadkin phase ceramics are tempered
with crushed quartz and are generally fabric-impressed or cord-marked on the surface.
The Late Woodland (AD 800-1650) artifact assemblage includes the Uwharrie
projectile point and ceramics. This series is marked by abundant fragments of crushed
quartz temper. Dan River ceramics apparently developed out of the preceding Uwharrie
phase (Coe 1964). These ceramics contain both crushed quartz and river sand inclusions.
European explorations into the North Carolina Piedmont had begun by the late
1600s. The impetus for these early travels was to establish the feasibility of trade with the
Indians. The appointment of John Lawson to make a survey of the Carolinas in 1700
resulted in a more detailed description of the interior. Lawson may have passed through

southern Guilford County which he described as "very good Land, but full of Free-Stone
and Marble, which pinch'd our Feet severely" (Lawson 1967:59).
The first permanent white settlers in the region were Germans who followed the
wagon road from Pennsylvania. The Quakers soon followed, settling along the waters of
Horsepen Creek around 1751 (Robinson 1980).
During the Revolutionary War, Lord Cornwallis became the commander of the
British forces in the south. He determined that to hold South Carolina he must invade
North Carolina. Lured ever farther from his base of operations by American General
Nathaniel Greene, Cornwallis' troops meet the Americans in battle at Guilford
Courthouse. While the battle was a victory for British, the English costs were so heavy
that a member of Parliament remarked that "another such victory would ruin the British
army" (Baker 1981:78).
During the Civil War, the railroad bridges in the county were the fer.-lu of military
attacks, but no major battles were fought in the county. Governor Vance moved the
government to Greensboro, and Jefferson Davis and his wife also stayed in Greensboro for
a time (Albright 1904). At the close of the war, 30,000 Federal troops occupied the town
for some time.
PREVIOUS RESEARCH
The initial survey of the Greensboro-High Point Airport was conducted by John
Dorwin in 1977. Dorwin surveyed 390 areas and recorded 18 sites. All of the sites were
prehistoric, most with Archaic or only lithic remains. Four sites, all on the floodplain of
Brushy Creek, contained Woodland components. One site-was termed Mississippian on
the basis of a Pee-Dee projectile point (Dorwin 1977).
A follow-up testing program was conducted on three sites in the airport area
(Woodall 1978). None were eligible for inclusion in the National Register of Historic
Places.
METHODS
Two areas proposed for expansion of the runway plus a proposed borrow area
were visited. A brief physical inspection of each area was conducted.
RESULTS
West End Runway 14. This area is covered by massive amounts of fill material.
Most appears to be dirt, but some areas have concrete and other non-organic building
materials. Fill disposal is on-going in this area. A single small ridge toe appeared to retain
some natural contours, and this was inspected. Visibility was good, and no evidence of
any artifacts were noted. The extent of the fill is impressive, but difficult to convey.
4

Table B.1-2 Summary of Day-Night Average Sound Level Measurements (DNL) I
Measured Dail DNL dB
Site Range of Daily
DNL No. of
Dail DNL's Average
DNL
1 62-64 10 63
2 60-67 10 63
3 63-66 10 64
4 60-64 10 63
5 53-62 6 58
6 58-65 10 62
Source: HMMH,1999

fl
1

0
1

1
Figure B.1-1 Noise Measurement Locations

t

i
?I

The figures group the aircraft data by type of operation (i.e., arrival or departure by runway) and by
aircraft or event category. The aircraft and event categories are:
• "Air Carrier Jet" - Turbojet-powered passenger jet aircraft.
• "Business/Regional Jet" - Turbojet-powered business and regional passenger
aircraft.
• "Single Piston" - Single-engine piston-powered propeller driven aircraft.
• "Twin Piston" - Twin-engine piston-powered propeller driven aircraft.
• "Twin Turbo Prop" - Twin-engine turbine-powered propeller driven aircraft.
• . "Jet" - Unidentified turbojet-powered aircraft.
• "Other Events" - Miscellaneous aircraft and non-airport noise sources.
Each site discussion includes the hourly.Leq and the daily DNL for each calendar day during which
measurements were performed at the individual site.
Site 1: 4532 Walpole Road, Guilford County - Site 1 was located southwest of the airport on Walpole
Road in Guilford County, approximately 3.25 miles south of the arrival threshold to Runway 05 and
approximately 0.25 mile north of the extended runway centerline. Most takeoffs and landings at the
airport were audible at this site. The most important flight operations at this site are arrivals to Runway 05
or departures from Runway 23. This site was located off of a dead-end gravel road and is a very quiet
location. Figure B.1-2 presents the maximum A-weighted noise levels measured at Site 1. The figure
presents the ranges and averages of the Lmax values observed and measured.
Approximately 11.5 hours were spent at this site recording information on individual aircraft events. A
number of individual aircraft were identified and correlated with noise levels. The majority of the
correlated noise events were for commercial air carrier aircraft operations departing from Runway 23.
The majority of these aircraft flew on an initial runway heading over the site or in close proximity to it.
Maximum noise levels from these events were in the low-60's dBA up to the mid-80's dBA. Only three
business/regional jets created Lmax levels greater than 75 dBA. The remainder of the business/regional
jets ranged from the low 50's dBA to the low 70's dBA.
This noise monitor was set up over a 10-day period to measure daily DNL noise levels. The average
measured DNL for the entire period of measurements was 63 dBA. The daily DNL ranged from 62 to 64
dBA.
The average hourly Leq for the 10-day period varied from 40 to 63 dBA. The hours with the lowest noise
occur in early morning between 0100 and 0400 hours. Levels start to rise around 0500 hours. Figure
\\clnt01\Wp_Wpro\PIEDMONTDEISWppendices\App-b\b.doc\02/03/00 3
B.1-3 presents average hourly noise levels at Site 1 for the 10-day period. Figure B.1-4 presents the
individual hourly noise levels during the full measurement period.
Site 2: 8109 Thorndike Road, Guilford County - Site 2 was located southwest of the airport on
Thorndike Road in Guilford County, approximately 2.25 miles south of the arrival threshold to Runway 05
and approximately 0.5 mile north of the extended runway centerline. Arrivals to Runway 05 and
departures from Runway 23 are audible at this site. This site is located on a very quiet residential lot that
is set well back from the roadway. Approximately 9.5 hours were spent at this site recording information
on individual aircraft events. A number of individual aircraft events were identified and correlated with
noise levels. The majority of the correlated noise events were commercial air carrier operations departing
from Runway 23. Maximum noise levels from these events were in the low-60's dBA up to the high-80's
dBA. Several aircraft in the business/regional jet created events and had maximum noise levels between
the high-50's and mid-80's dBA. Figure B.1-5 presents the maximum A-weighted noise levels measured
at Site 2.
This noise monitor was set up over a 10-day period to measure daily DNL noise levels. A total of 10 daily
DNL noise levels were measured. The average measured DNL for the entire period of measurements
was 63 dBA. Daily DNL levels ranged from 60 to 67 dBA.
The average hourly noise levels for the 10-day period ranged from 39 to 65 dBA. The individual hourly
Leq varied from 31 to 70 dBA The lowest levels occurred in the early morning between 0100 and 0500
hours (30 to 50 Leq). However, the highest average hourly level occurred at 0600 hours. During the
0600 hour, levels varied from 60 to 70 dBA throughout the 10- day period. Figure B.1-6 presents average
hourly noise levels at Site 2 for the 10-day period. Figure B.1-7 presents the individual hourly noise levels
during the full measurement period.
Site 3: 112 Arrow Road, Greensboro - Site 3 was also located southwest of the airport on Arrow Road
in Greensboro, approximately 0.25 mile south of the arrival threshold to Runway 05 and approximately
0.75 mile north of the extended runway centerline. The most important flight operations at this site are
arrivals to Runway 05 or departures from Runway 23. This site is also influenced by departures and
arrivals to Runway 14-32 as well as numerous aircraft ground noise activities. This site is located in a
residential area with higher ambient noise levels that result from its proximity to Highway 421. Figure B.1-
8 presents the maximum A-weighted noise levels measured at Site 3.
Approximately 10 hours were spent at this site recording information on individual aircraft events. A
number of individual aircraft events were identified and correlated with noise levels. The majority of the
correlated noise events were commercial air carrier operations departing Runway 23. Maximum noise
levels from these events were in the mid-60's dBA up to the high-80's dBA. Several aircraft in the
business/regional jet created events and had maximum noise levels between the mid-50's dBA to the
high-70's dBA. Figure B.1-9 presents the maximum A-weighted noise levels measured at Site 3.
This noise monitor was set up over a 10-day period to measure daily DNL noise levels. A total of 10 daily
DNL noise levels were measured. The average measured DNL for the entire period of measurements
\\clnt01\Wp_Wpro\PIEDMONT\DEIS\Appendices\App-b\b.doc\02/03/00 4
t
1
1
1
i
1
1
i
1
1
1
Figure B.1-2: Site 1 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band 110
100
Gas Lawnmower
at3ft
Diesel Truck 90
at 50 ft Shouting at 3 ft 80
Auto at 50 ft,
55 mph
70
Normal Speech
at3ft
60
50
-?- 40
Ke :
T Maximum
* Average
1 Minimum
# Number of events
Measured
Maximum
Levels
N N
to co
0 0 0 0 0 0 0 0 rn
N .y n. c m •y 4. c 0 •d a. c iU ? o_ c 't 62
) c o c o c o
o c o -'E 'E
N d y 7 y ii v, N d m 7 `? a a C
m e~ D y H d H d m m e F- d m is ,c c
U •y c c U •y c c U y c c U •w c c cn
Q M H H fn Q co H H !A Q m~ t3 i!) Q M N to Q=~ U
54 2
¦
6 1
16 2
¦
2 1
5
16
Rwy 23 Rwy 23 Rwy 5 Rwy 32 Other
Departures Arrivals Departures Departures Events
Figure B.1-3: Site 1 Average Hourly Noise Levels
Source: HMMH, 1999
Figure B.1-4: Site 1 Hourly Noise Levels
Source: HMMH, 1999
Hourly Noise Levels
Site 01
Average Hourly Noise Levels
Site 01

Figure B.1-5: Site 2 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band 110
100
Gas Lawnmower
at3ft
Diesel Truck 90
at50ft Shouting at 3 ft 80
Auto at 50 ft,
55 mph
70
Normal Speech
at3ft
60
50
-i 40
Key:
T Maximum
yI Average
Minimum
# Number of events
Measured
Maximum
Levels
d N
cc
0 0 CU
o o (a
o
o ca
o a
rn
d y d c m y d c m d

o c
o 0
d
-?
c c

o
Q o c o c
cc o ¢ c
o CC O c m
'

d
y 'e
2'
N
(A -2
' N N
-2
N
N N-2
2
H'
c; Z
' N 7
H y
d d'
6 N 3 N
F- CL ' N
6 7 N
I- d a. '` N 7 N iE
?
a
C

U C

c

c m
' f

U C

c c N l
C
U

c c N
O l CU C
U C C 0
'5 O
y
V U
`
U

Q 3 3 c
Q 3 3 c
Q 3 3 '_ 3
Q 3 '_
Q m 2
m m
M H F- V) ; CD - F- (A
M F- F- U) co F- I- U) 2 F U

58 2
12
.
2
2
5
4
4
Rwy 23 Rwy 23 Rwy 5 Rwy 32 Other
Departures Arrivals Departures Depart ures Events
Figure B.1-6: Site 2 Average Hourly Noise Levels
Source: HMMH, 1999
80
70
60
50
Q
CO
40
a?
J
30
20
10
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Hour of Day
Figure B.1-7: Site 2 Hourly Noise Levels
Source: HMMH, 1999
Hourly Noise Levels
Site 02
Hour of Day
Average Hourly Noise Levels
Site 02
1
1
1
1
1
i
1
1
1
1
1
1
1
1
i
1
1
1
Figure B.1-8: Site 3 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band 110
100
Gas Lawnmower
at3ft
Diesel Truck 90
at 50 ft Shouting at 3 ft 80
Auto at 50 ft,
55 mph
70
Normal Speech
at3ft
60
50
i 40
Ke :
Maximum
Average
Minimum
# Number of events
Measured
Maximum
Levels
0 0 o o o o o o CM
m o c CD ( c m O1 0 c d d c c
¢ o Co N ¢ o o y ¢ D 0 C y ¢ o C N > Z'
0
c y h H 5 H R Q) w .2 a O n c
m f- a- m f- v, a (L a? c E c6 d F- a a? o
y C C p? V U V
U H C C p, C C p? U N C C p? L)
Q co 1- h U) M H H w; Q M N - U) ; Q M H F- U) Q S I- U
1
3
2 • ,
63 ; 5
3 1 ;
4
6 8
19 8 9
5 ,
6
Rwy 23 Rwy 5 Rwy 5 Rwy 32 Other
Departures Departures Arrivals Departures Events
Figure B.1-9 Site 3 Average Hourly Noise Levels
Source: HMMH, 1999
Figure B.1-10: Site 3 Hourly Noise Levels
Source: HMMH, 1999
Hourly Noise Levels
Site 03
80
70
60
50
Q
m
40
a
d
J
30
20
10
0
0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18 0 6 12 18
01/11199 01/12/99 01/13/99 01/14/99 01/15/99 01/16/99 01/17/99 01/18/99 01/19/99 01/20/99
Hour of Day
Average Hourly Noise Levels
Site 03

was 64 dBA. Daily DNL levels ranged from 63 to 66 dBA. The average hourly noise levels ranged from
50 to 63 dBA. The lowest levels occurred in the early morning between 0100 and 0500 hour. However,
the highest average hourly level occurred at 0600 hours. During the 0600 hour, levels varied from 60 to
65 dBA throughout the 10-day period. Figure B.1-9 presents average hourly noise levels at Site 2.
The 1500 hour on Wednesday, January 14th is noted has having an hourly Leq of 71 dBA. Although
three Runway 05 departures were observed with Lmax levels between 73 and 78 dBA, most of the sound
energy during the hour was created by a nearby garden tractor. The monitor measured two events from
' the tractor. The events covered a total time of approximately 21 minutes and had an overall Lmax of 81
dBA. Figure B.1-10 presents the individual hourly noise levels for the full measurement period.

1

1

Site 4: 6504 Lytham Court, Guilford County - Site 4 is located northeast of the airport on Lytham Court
in Guilford County, approximately 0.5 mile north of the arrival threshold to Runway 23 and approximately
1 mile north of the extended runway centerline. This site is located in a very quiet residential area and is
not directly affected by flight operations at PTIA, but is located in a residential area that is most likely to
be affected by the new runway. The most important flight operations at this site are arrivals to Runway 23
or departures from Runway 05.
Approximately 11.5 hours were spent at this site recording information on individual noise events. A
number of individual aircraft events were identified and correlated with noise levels. The majority of
correlated noise events were the takeoff roll noise created from jets departing on Runway 23 away from
the site. Maximum noise levels from these events were in the high 50's dBA to high 80's dBA. Only two
air carrier jet departures from Runway 05 were recorded. These two events produced Lmax levels in the
mid-70's dBA. Figure B.1-11 presents the maximum A-weighted noise levels measured at Site 4.
This noise monitor was set up over a 10-day period to measure daily DNL noise levels. A total of 10 daily
DNL noise levels were measured. The average measured DNL for the entire period of measurements
was 63 dBA. The measured DNL for the 10-day period varied between 60 and 64 dBA.
The average hourly Leq for the 10-day period varied from 45 to 62 dBA. Site 4 had its quietest hours
during the early morning hours, between 0100 and 0400. The individual hourly Leq during these hours
ranged from 39 to 56 dBA, however, only four individual hours had levels greater than 50 dBA. The
average hourly level was at its highest during the 0600 hour at 63 dBA. Figure B.1-12 presents the
average hourly noise levels at Site 4 for the 10-day period. Figure B.1-13 presents the individual hourly
noise levels during the complete measurement period.
Site 5: 3916 Sagamore Drive, Guilford County - Site 5 is located northeast of the airport on Sagamore
Drive in Guilford County. This site is located approximately 1.5 miles north of the arrival threshold to
Runway 23 and approximately 1.25 miles north of the extended runway centerline. The most important
flight operations at this site are arrivals to Runway 23 or departures from Runway 05. This site is also
located in a very quiet residential area and is not directly affected by flight operations at PTIA, but is
located in a residential area that is most likely to be affected by the new runway.
\\clnt01\Wp_Wpro\PIEDMONTDEIS\Appendices\App•b\b.doc\02/03/00 5
Figure B.1-11: Site 4 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band T 110
100
Gas Lawnmower
at3ft
Diesel Truck 90
at 50 ft Shouting at 3 ft 80
Auto at 50 ft,
55 mph
70
Normal Speech
at3ft
60
50
i 40
Ke :
T Maximum
yI Average
Minimum
# Number of events
Measured
Maximum
Levels
m m N
m m
0 0 0 OR o 0 0 0 rn
y a. c a> a c N m d c N d c t
c o c o -2 c o c o m
o D; o
¢ o 72 ¢ o
y. a ° w d in •e ° o' a? y •e o y y n£ o m O y
yr '1' a. E y 7 N •a (n o a '` N N a d c
F- a. 0 to ? F- O. m cc c F- 4 y m c ~ o o % o ?c c
•y C C p, ' U •y C C p? U •y C C p, ' U •y C C p> ` U °
<a
0 3 3 0 3 3 0 3 3 3 3 3 c d 2, c6
-°i co F- F- to ; Q M F H in Q m F- 4 CA ; Q CO F- F- (0 ; Q S F- U ?
2 ;
1
¦
1
28
Rwy 23 Rwy 23 Rwy 5 Rwy 5 Other
Departures Arrivals Departures Arrivals Events
t
t
Figure B.1-12: Site 4 Average Hourly Noise Levels
Source: HMMH, 1999
Average Hourly Noise Levels
Site 04
Figure B.1-13: Site 4 Hourly Noise Levels
Source HMMH, 1999
Hourly Noise Levels
Site 04

Approximately 10 hours were spent at this site recording information on individual noise events. The '
majority of aircraft events were the takeoff roll noise created from jets departing on Runway 23. The
measured maximum levels from these events varied from low-60's dBA to the mid-70's dBA. A few jets
arriving to Runway 23 were also observed. These arrivals had a measured Lmax in the high-60's to high
70's dBA. Figure B.1-14 presents the maximum A-weighted noise levels measured at Site 5.
Although the noise monitor was set up over the 10-day measurement period, an equipment malfunction '
prohibited collection of the full 10 days of DNL values. Only six days of daily DNL noise levels were
collected. The average measured DNL, using all available data, was 58 dBA. The six daily DNL values
varied from 53 to 62 dBA. The average hourly Leq varied from 39 to 59 dBA. Site 5 had its quietest
hours during the late night and early morning hours (0100 to 0500). Hourly noise levels during this time ,
ranged from 38 to 48 dBA Leq,. The morning hours (0600 to 0800) had the highest average hourly levels
varying from 47 to 64 dBA. Only three individual hours had measured an Leq of 60 dBA or greater. All
three of these hours were in the morning hours (0600 to 1000). Figure B.1-15 presents average hourly '
noise levels at Site 5 during the six-day measurement period. Figure B.1-16 presents the individual
hourly noise levels during the measurement period..
I
Site 6: 3200 Clarkson Road Guilford County - Site 6 is located northeast of the airport on Clarkson
Road in Guilford County. This site is located approximately 1.25 miles north of the arrival threshold to
Runway 23 and approximately 0.25 mile south of the extended runway centerline. The most important
flight operations at this site are arrivals to Runway 23 or departures from Runway 05. This site is located
in a quiet residential area that dead-ends against a utility corridor off of Fleming Road. I
Approximately 8 hours were spent at this site recording information on individual aircraft events. A
number of individual aircraft events were identified and correlated with noise levels. Although the majority '
of the correlated noise events were arrivals to Runway 23, the loudest events were from Runway 05
departures. Air carrier jets departing to Runway 05 created maximum levels between the mid and high
80's dBA. Air carrier jets arriving to Runway 23 created maximum levels between the mid-60's and the
high 70's dBA. Figure B.1-17 presents the maximum A-weighted noise levels measured at Site 6.
This noise monitor was set up over a 10-day period to measure daily DNL noise levels. Although 7 hours '
of data on January 15th (0400 to 1000) were adversely affected by rain leaking into a cable and therefore
deleted from the analysis, a total of 10 daily DNL noise levels were measured. The average measured '
DNL for the entire period of measurements was 62 dBA. The measured DNL for the 10-day period varied
between 58 and 65 dBA.
The average hourly Leq for the 10-day period varied from 44 to 59 dBA. The lowest levels occurred
during the early morning hours between 0000 and 0500 and ranged between 44 and 55 dBA. The '
average hourly Leq does not reflect this due to a single unidentified event that occurred seven of the nine
nights measured. The cause of this recurring event is not known. The unidentified event occurred each
night between 2330 and 0700, although most nights it occurred between 0000 and 0400. The maximum
measured value of the event varied from the low-80's to the low-90's dBA. The hourly Leq between 0000
and 0500 that contained this event varied from 58 to 68 dBA. However, early morning hours not '
\\c1nt01\Wp_Wpro\PIEDMONT\DEISWppendices\App•b\b.doc\02/03/00 6
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1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Figure B.1-14: Site 5 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band 110
100
Gas Lawnmower
at3ft
Diesel Truck 90
at 50 ft
Shouting at 3 ft 60
Auto at 50 ft,
55 mph
70
Normal Speech
at 3 It
60
50
-?- 40
Key:
Maximum
Average
Minimum
# Number of events
Measured
Maximum
Levels
d N a?
0 0 o o o 0 0 o c,
d a c o c a? y d c m I a.
c c
w 5 y d w = :0 ll c rn w a w N d a c
C a C) C f- a m m C r- a N' 4z C E- d m io
Of ,? t
• C C p? C C p? R U C C pV C C
U U U
U, s
m' H H ii Co
E3 N Q m' ii Q m' F3 cc-n Q = H U
3
Rwy 23 Rwy 23 Rwy 5 Rwy 5 Other
Departures Arrivals Departures Arrivals Events
Figure B.1-15: Site 5 Average Hourly Noise Levels
Source: HMMH, 1999
Figure B.1-16: Site 5 Hourly Noise Levels
Source: HMMH, 1999
Hourly Noise Levels
Site 05
Average Hourly Noise Levels
Site 05
1
1
1
1
1
1
1
1
1
1
Figure B.1-17: Site 6 Maximum Observed A-Weighted Levels
Source: HMMH, 1999
Some Sound
Common Level
Levels dBA
Rock Band 110
100
Gas Lawnmower
at 3It
Diesel Truck 90
at 50 ft Shouting at 3 ft 80
Auto at 50 ft,
55 mph
70
Normal Speech
at3ft
60
50
i- 40
Ke :
Maximum
yI Average
Minimum
# Number of events
Measured
Maximum
Levels
CU l6 C f6
0 i; 0 2 0 CO, c0 oa
rn
16 CD
cC o c o ¢ o c° -' cc o c° m o c o >
y o. m H a H - ?2 .2 Is ?2 -2 Z Z5 w!2 0)
2 a to 3 °' 4 d c
a o as c F- tl y ?- m H o ° Y s
c ?- i1
c c U c c m : U c c c
3 3 c '3 '3 c c 2 m m
M F- F- !A C M' F- F- U) C M F- F- M F- F- U) Q 2 F- U
2
2
24
2 ;
6 12
4 '
29 ,
Rwy 23 Rwy 23 Rwy 5 Rwy 5 Other
Departures Arrivals Departures Arrivals Events
1
' containing this event ranged from 34 to 55 dBA. Figure B.1-18 presents the average hourly noise levels
for the 10-day period. Figure B.1-19 presents the individual hourly noise levels during the measurement
' period.

FI
1

\\c1n101\Wp_WproOEDMONT\DEIS\AppendicesWpp•b\b.doc\02/03/00 7
Figure B.1-18: Site 6 Average Hourly Noise Levels
Source: HMMH, 1999
80
70
60
50
Q
[0
40
N
J
30
20
10
Figure B.1-19: Site 6 Hourly Noise Levels
Source: HMMH,1999
Hourly Noise Levels
Site 06
0
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
Hour of Day
Average Hourly Noise Levels
Site 06
1

u

A

SUPPLEMENTAL METRICS
I'll
PIEDMONT TRIAD INTERNATIONAL AIRPORT
SPECIFIC POINT ANALYSIS

r
r

s

r
1
11

1998 2005 Difference 2019 Difference
ID TYPE Basecase NOACTION from Basecase NOACTION from Basecase
1 Mobile Home 63.7 61.4 -2.3 62.1 -1.6
2 SF Residential 67.0 64.1 -2.9 64.7 -2.3
3 SF Residential 61.2 59.5 -1.7 60.7 -0.5
4 Church 60.7 59.2 -1.5 59.9 -0.8
5 SF Residential 61.8 59.6 -2.2 60.3 -1.5
6 SF Residential 58.4 57.1 -1.3 57.7 -0.7
7 SF Residential 59.3 57.6 -1.7 58.2 -1.1
8 Church 60.3 57.5 -2.8 58.2 -2.1
9 Church 60.0 57.2 -2.8 57.9 -2.1
10 Hotel 69.3 67.7 -1.6 68.3 -1.0
11 SF Residential 73.0 71.0 -2.0 71.7 -1.3
12 Historic 70.5 68.6 -1.9 69.2 -1.3
13 SF Residential 76.0 74.0 -2.0 74.6 -1.4
14 SF Residential 66.1 64.5 -1.6 65.0 -1.1
15 Mobile Home 57.4 56.1 -1.3 57.3 -0.1
16 SF Residential 58.4 57.1 -1.3 58.7 0.3
17 Mobile Home 58.6 57.8 -0.8 59.9 1.3
18 SF Residential 57.0 56.2 -0.8 58.1 1.1
19 Church 54.4 51.6 -2.8 52.2 -2.2
20 SF Residential 49.3 45.6 -3.7 46.2 -3.1
21 SF Residential 45.4 42.3 -3.1 42.9 -2.5
22 SF Residential 44.1 41.6 -2.5 42.3 -1.8
23 SF Residential 52.6 48.7 -3.9 49.3 -3.3
24 SF Residential 54.7 51.1 -3.6 51.7 -3.0
25 SF Residential 56.0 52.7 -3.3 53.3 -2.7
26 SF Residential 50.5 47.1 -3.4 47.7 -2.8
27 SF Residential 57.0 54.7 -2.3 55.3 -1.7
28 SF Residential 51.3 48.9 -2.4 49.6 -1.7
29 Church 74.1 72.3 -1.8 72.9 -1.2
30 SF Residential 67.8 66.3 -1.5 68.0 0.2
31 SF Residential 66.0 64.2 -1.8 66.0 0.0
32 SF Residential 65.8 64.1 -1.7 66.0 0.2
33 Fut. School/ Rec 60.2 58.6 -1.6 60.4 0.2
34 MF Residential 63.7 61.0 -2.7 61.6 -2.1
35 Leonard Rec. 60.9 57.8 -3.1 58.4 -2.5
36 King George 52.9 49.2 -3.7 49.9 -3.0
37 Woods of Guilford 52.9 49.1 -3.8 49.7 -3.2
38 Guilford Middle 45.9 43.3 -2.6 44.0 -1.9
39 Mitchell Park 42.6 41.6 -1.0 42.5 -0.1
40 SF Residential 49.3 45.7 -3.6 46.3 -3.0
41 Church 47.1 43.3 -3.8 44.0 -3.1
42 SF Residential 43.3 41.5 -1.8 42.3 -1.0
43 Nursing Home 47.8 47.2 -0.6 47.9 0.1
44 SF Residential 58.8 56.8 -2.0 57.4 -1.4
45 SF REsidential 53.1 51.8 -1.3 52.4 -0.7
46 Mobile Home 50.6 49.2 -1.4 49.8 -0.8
47 Mobile Home 65.1 63.4 -1.7 64.1 -1.0
48 MF Residential 56.7 53.5 -3.2 54.1 -2.6
49 W. Guilford High 50.6 47.7 -2.9 48.4 -2.2
50 SF Residential 59.5 58.7 -0.8 60.6 1.1
51 SF Residential 60.1 58.3 -1.8 59.4 -0.7
52 MF Residential 55.3 51.8 -3.5 52.4 -2.9
53 SF Residential 42.3 41.0 -1.3 41.9 -0.4
71
PIEDMONT TRIAD INTERNATIONAL AIRPORT
SPECI FIC POINT ANALYSIS
1998 2005 Difference 2019 Difference
ID TYPE Basecase NOACTION from Basecase NOACTION from Basecase
54 SF Residential 42.2. 39.7 -2.5 40.5 -1.7
55 MF Residential 41.7 39.9 -1.8 40.7 -1.0
56 MF Residential 50.5 44.2 -6.3 45.1 -5.4
57 SF Residential 43.6 42.8 -0.8 43.7 0.1
58 SF Residential 55.0 52.4 -2.6 53.2 -1.8
59 SF Residential 56.3 54.4 -1.9 55.0 -1.3
60 SF Residential 60.3 58.2 -2.1 58.9 -1.4
61 SF Residential 57.6 55.9 -1.7 56.6 -1.0
62 SF Residential 54.3 52.3 -2.0 53.1 -1.2
63 SF Residential 53.4 52.1 -1.3 53.1 -0.3
64 SF Residential 56.8 55.7 -1.1 56.4 -0.4
65 SF Residential 55.2 53.9 -1.3 54.6 -0.6
66 SF Residential 53.0 51.0 -2.0 51.7 -1.3
67 SF Residential 57.4 54.9 -2.5 55.7 -1.7
68 SF Residential 52.9 52.0 -0.9 52.7 -0.2
69 SF Residential 53.2 51.3 -1.9 52.0 -1.2
70 SF Residential 54.7 53.9 -0.8 55.6 0.9
71 SF Residential 50.2 47.8 -2.4 48.8 -1.4
72 SF Residential 46.3 45.2 -1.1 46.2 -0.1
73 SF Residential 48.8 46.5 -2.3 47.5 -1.3
74 SF Residential 43.8 41.2 -2.6 42.0 -1.8
75 MF Residential 53.5 50.8 -2.7 51.4 -2.1
1998 2005 Difference 2019 Difference
ID TYPE Basecase NOACTION from Basecase NOACTION from Basecase
1 Site 1 60.7 59.3 -1.4 60.0 -0.7
2 Site 2 63.1 61.4 -1.7 62.1 -1.0
3 Site 3 65.4 63.5 -1.9 64.0 -1.4
4 Site 4 56.0 52.6 -3.4 53.2 -2.8
5 Site 5 51.0 48.5 -2.5 49.1 -1.9
6 Site 6 62.6 61.0 -1.6 62.2 -0.4

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FINAL ENVIRONMENTAL IMPACT STATEMENT
PIEDMONT TRIAD INTERNATIONAL AIRPORT
APPENDIX C
FLIGHT TRACKS

R

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APPENDIX C
' FLIGHT TRACKS
This appendix contains graphic information depicting the arrival and departure flight tracks assumed in
' the noise modeling for the No-Action Alternative as well as all Build Alternatives. The following graphics
are included in this appendix:
' C-1 Flight Tracks - No-Action Alternative
C-2 Flight Tracks - Alternative W2-A
' C-3 Flight Tracks - Alternative W3-A
C-4 Flight Tracks - Alternative N-D
C-5 Flight Tracks - Alternative W1 -Al
C-6 Flight Tracks - Alternative N-E

W :\PI EDMONTFEI S\Appendices\appendix_intro.doc\1 /16/01

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LIST OF TABLES
(cont'd)
4.23 Build Alternative Cargo-Generated Economic Impacts for the Two Virginia Counties,
2004-2020
4.24 Build Alternative Cargo-Generated Economic Impacts Tax Revenues for North Carolina
and the Piedmont Traid Region, 2004-2020
4.25 Build Alternative Summary Impact Analysis Piedmont Triad Region, 2004-2020
4.26 Build Alternative Summary Impact Analysis 14-County Study Area, 2004-2020
4.27 Build Alternative Summary Tax Impact Analysis for the Piedmont Triad Region, 2004-
2020
5.1 Commuting Patterns for Guilford County, NC, and 1960 to 1990
5.2 Commuting Patters of Proximate Virginia Cities and Counties to the Piedmont Triad
Region, 1990
5.3 No-Action Alternative Population Growth for Six-County Study Area, 2000 to 2020
5.4 The No-Action Alternative Wage and Salary Employment Projections for the Six-County
Study Area, 2000-2020
5.5 Total Employment Attributed to the Build Alternative in the Piedmont Triad, 2004-2020
5.6 Six-County Study Area Employment Attributed to Build Alternative, 2004-2020
5.7 Summary of Economic Impacts for the Six-County Study Area, 2004-2020
5.8 Summary of Tax Impact Analysis for the Six-County Study Area, 2004-2020
5.9 Comparison of No-Action and Build Alternatives Population Growth for 6-County Study
Area, 2000 to 2020
6.1 Guilford County Distribution of Revenue and Expenditures 1994 Through 1999
6.2 Guilford County Projected Revenues, 2000-2019
6.3 Guilford County Projected Expenditures and New Revenues 2000 Through 2019
6.4 Forsyth County Projected Revenues, 2000-2019
6.5 Forsyth County Projected Expenditures and Net Revenues 2004-2019
6.6 Alamance County Projected Revenues, 2004-2019
6.7 Alamance County Projected Expenditures and Net Revenues 2000-2019
6.8 Randolph County Projected Revenues, 2004-2019
6.9 Randolph County Projected Expenditures and Net Revenues 2000-2019
6.10 Davidson County Projected Revenues, 2004-2019
6.11 Davidson County Projected Expenditures and Net Revenues 2000-2019
6.12 Rockingham County Projected Revenues, 2000-2019
6.13 Rockingham County Projected Expenditures and Net Revenues, 2000-2019
6.14 Average Per Capita Net Revenues, 1997-1999
6.15 Distribution of the No-action Employment by county for the Six-County Socioeconomic
Study Area, 2000 to 2020
6.16 Employment distribution of the Guilford County Workforce by County of Residence, 1990
6.17 Summary of Distribution of Induced Employment, Household and Population Growth
Attributed to all Build Alternatives within the Six-County Region, 2005-2019
6.18 Alamance County Distribution of Induced Employment, Household, and Population
Growth Attributed to all Build Alternatives, 2004 to 2020
6.19 Davidson County Distribution of Induced Employment, Household, and Population
Growth Attributed to all Build Alternatives, 2004 to 2020
6.20 Forsyth County Distribution of Induced Employment, Household, and Population Growth
Attributed to all Build Alternatives, 2004 to 2020
6.21 Guilford County Distribution of Induced Employment, Household, and Population Growth
Attributed to all Build Alternatives, 2004 to 2020
6.22 Randolph County Distribution of Induced Employment, Household, and Population
Growth Attributed to all Build Alternatives, 2004 to 2020
6.23 Rockingham County Distribution of Induced Employment, Household, and Population
Growth Attributed to all Build Alternatives, 2004 to 2020
6.24 Projected Fiscal Impacts - Guilford County, 2004-2019
W:\PIEDMONT -EISWppendicesWpp-e\TOC.doc\11 /17/00

Table
6.25
6.26
6.27
6.28
6.29
6.30
6.31
LIST OF TABLES
(cont'd)
Projected Fiscal Impacts - Guilford County Comparison of No-action Versus Build
Alternative, 2004-2019
Projected Fiscal Impacts - Forsyth County, 2004-2019
Projected Fiscal Impacts - Forsyth County, Comparison of No-Action Versus Build
Alternative, 2004-2019
Projected Fiscal Impacts - Alamance County, 2004-2019
Projected Fiscal Impacts - Alamance County Comparison of No-Action Versus Build
Alternative, 2004-2019
Projected Fiscal Impacts - Randolph County, 2004-2019
Proiected Fiscal ImDacts - RandOlDh Countv. Comparison of No-Action Versus Build

it