1. (1) The penalty for violation of 740 CMR 24.02 shall be $2,000.00 per operation.
2. (2) The penalties of violation of 740 CMR 24.03 shall be as set forth in 24.03(9), (10) and (13).
3. (3) The penalty for violation of 740 CMR 24.04(1)(a) and/or 24.04(1)(b) shall be a fine of not less than $250.00 and not more than $2,000.00 per operation.

4. (4) The penalty for violation of any paragraph of 740 CMR 24.05 shall be according to the following schedule. For purposes of 740 CMR 24.99, fines assessed against individuals shall be assessed with regard only to prior infractions by that individual, and fines assessed against aircraft operators shallbe assessed with regard to the cumulative infractions incurred by the agents and employees of that operator. Infractions of one numbered paragraph of 740 CMR 24.05 shall not be cumulated with infractions of other number paragraphs for purposes of applying this schedule of penalties.

   1. (a) Each offense: Not less than $50.00 and not more than $100.00.
   2. (b) First subsequent offense within 12 months: Not less than $150.00 and not more than $250.00.
   3. (c) Additional subsequent offenses within 12 months of two or more other offenses: Not less than $300.00 and not more than $500.00.

5. (5) The penalty for violation of 740 CMR 24.06 shall be assessed according to the following schedule. For purposes of 740 CMR 24.99, fines assessed against individuals shall have regard only to prior infractions by that individual, and fines assessed against aircraft operators shallbe assessed with regard to the cumulative infractions incurred by the agents and employees of that operator.

   1. (a) Each offense: Not less than $40.00 and not more than $100.00.
   2. (b) First subsequent offense within 12 months: Not less than $150.00 and not more than $250.00.
   3. (c) Additional subsequent offenses within 12 months of two or more other offenses: Not less than $300.00 and not more than $500.00.
6. (6) The penalty for failure to submit the information required by 740 CMR 24.07(2) shall be $500.00. Refusal shall constitute a separate offense for each calendar month.

REGULATORY AUTHORITY

740 CMR 24.00: St. 1956.

Appendix A

NOISE PER SEAT INDEX CALCULATION METHODOLOGY

DESCRIPTION

NOISE PER SEAT INDEX (NPSI) is an index value that is calculated to effectively represent total noise emissions per seat for commercial turbojet aircraft operations at Logan. A NPSI value can be calculated for specific aircraft types, individual carrier operations or for total airport operations.

METHODOLOGY

On the follow ing pages are descriptions of the meth o d o lo g y f o r calculating an NPSI value; first for a single aircraft type and second, fo r all o p er ations conducted (or to be conducted) by an individual air carrier at Logan. The methodology for calculating an NPSI value for the entire airport is effectively the same as that for an individual air carrier except that the calculation is expanded to encompass all airport operations.

7/1/93 24.100: continued 740 CMR: MASSACHUSETTS PORT AUTHORITY

NOISE PER SEAT INDEX (NPSI) CALCULATION

ILLUSTRATION OF CALCULATION FOR SPECIFIC AIRCRAFT TYPES

CALCULATION STEPS: CALCULATION RESULTS: 1. Define the characteristics of the subject AC-TYPE STAGE ENG. TYPE MTOW MLW aircraft in terms of model type, engine type, maximum certificated takeoff w eight, DC9-31 1 JT8D-7B 108.0 95.0 maximum certificated landing w eight, and B727-200 2 JT8D-15 184.2 154.5 stage certification per FAR Part 36. MD80 3 JT8D-217 147.0 128.0 (i.e. 1, 2 or 3)

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1. 2. Based on the characteristics of the subject TAKEOFF APPROACH aircraft defined in step 1, determine the AC-TYPE EPNdB EPNdB Part 36 approach and takeoff certification levels in EPNdB published in the then current DC9-31 96.2 105.7 FAA Advisory Circular (36-lc). For aircraft B727-200 98.8 100.4 not certificated under FAR Part 36 (stage 1), MD80 90.6 93.1 find the uncertificated EPNdB noise levels at Part 36 approach and takeoff measurement points published in the then current FAA Advisory Cir­ 740 CMR - 98 cular (36-2B).

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1. 3. Divide the approach and takeoff EPNdB noise TAKEOFF APPROACH levels by 10. AC-TYPE DIV BY 10 DIV BY 10

   DC9-31 9.62 10.57 B727-200 9.88 10.04 MD80 9.06 9.31

S)))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))))Q 4. Take the antilogarithm to the base 10 of the AC-TYPE TAKEOFF APPROACH TOTAL values derived in step 3 and then add them together. DC9-31 4.2E+09 3.7E+10 4.1E+10

B727-200 7.6E+09 1.1E+10 1.9E+10

(Takeoff EPNdB/10) Approach EPNdB/10) MD80 1.1E+09 2.0E+09 3.2E+09 10 +10

7/1/93 24.100: continued 740 CMR: MASSACHUSETTS PORT AUTHORITY

NOISE PER SEAT INDEX (NPSI) CALCULATION

ILLUSTRATION OF CALCULATION FOR SPECIFIC AIRCRAFT TYPES

(CONTINUED)

CALCULATION STEPS: CALCULATION RESULTS:

1. 5. Divide the number obtained in step 4 by tw ice NOISE the number of seats on the subject aircraft NO. OF STEP 4 ENERGY (counted as seats for one arrival plus one AC-TYPE SEATS TOTAL /SEAT departure) w hich yields noise energy, per seat.

   DC9-31 116 4.1E+10 1.8E+08

   (Step 4 Total) / (2 * total seats on aircraft) B727-200 148 1.9E+10 62670803

   MD80 147 3.2E+09 10849971

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1. 6. Take the logarithm to the base ten of the AC TYPE NPSI number obtained in step 5 (noise energy per seat) and multiply by ten to yield the NPSI for the DC9-31 82.5 aircraft (or effectively decibels per seat). B727-200 78.0

   MD80 70.4

   10 * LOG (Step 5 value or Noise Energy Per Seat) 740 CMR - 100 10

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7/1/93 24.100: continued 740 CMR: MASSACHUSETTS PORT AUTHORITY

NOISE PER SEAT INDEX (NPSI) CALCULATION

ILLUSTRATION OF CALCULATION FOR INDIVIDUAL AIR CARRIER OPERATIONS

CALCULATION STEPS: CALCULATION RESULTS: 1. Define the characteristics of each aircraft in subject air AC-TYPE STAGE ENG. TYPE MTOW MLW carrier's fleet (that operate at Logan) in terms of model type, engine type, maximum certificated takeoff w eight, DC9-31 1 JT8D-7B 184.2 154.5 maximum certified landing w eight, and stage certification B727-200 2 JT8D-7 172.5 150.0 per FAR Part 36. (i.e. stage 1, 2 or 3) B727-200 2 JT8D-15 184.2 154.5

L1011 3 RB211-22B 430.0 358.0

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1. 2. Based on the characteristics of the subject aircraft defined TAKEOFF APPROACH in step 1, determine the Part 36 approach and takeoff cert- AC-TYPE EPNdB EPNdB ification levels in EPNdB published in the then current FAA Advisory Circular (36-1c). For aircraft not certificated under DC9-31 96.2 105.7 FAR Part 36 (stage 1), find the uncertificated EPNdB noise B727-200 100.0 102.6 levels at Part 36 approach and takeoff measurement points B727-200 98.8 100.4 published in the then current FAA Advisory Circular (36-2B) L1011 96.0 102.8

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1. 3. Divide the approach and takeoff EPNdB noise TAKEOFF APPROACH levels by 10. AC-TYPE DIV BY 10 DIV BY 10

   DC9-31 9.62 10.57 B727-200 10.00 10.26 B727-200 9.88 10.04 L1011 9.6 10.28

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1. 4. Take the antilogarithm to the base 10 of the TAKEOFF TAKEOFF value derived in step 3 and multiply TAKEOFF NO. OF ENERGY it by the number of DEPARTURES conducted (or to AC-TYPE ANTI-LOG DEPARTURES TOTAL be conducted) in each aircraft type. The calculation yields TOTAL TAKEOFF NOISE ENERGY by aircraft type DC9-31 4.2E+09 200 8.3E+11

   B727-200 1.OE+10 1200 1.2E+13 B727-200 7.6E+09 1400 1.1E+13

   (TAKEOFF EPNdB/10) * TOTAL DEPARTURES L1011 4.0E+09 1100 4.4E+12 10

   7/1/93 24.100: continued 740 CMR: MASSACHUSETTS PORT AUTHORITY

   NOISE PER SEAT INDEX (NPSI) CALCULATION

   ILLUSTRATION OF CALCULATION FOR INDIVIDUAL AIR CARRIER OPERATIONS

   CONTINUED

   CALCULATION STEPS: CALCULATION RESULTS: 5. Take the antilogarithm to the base 10 of the APPROACH APPROACH value derived in step 3 and multiply APPROACH NO. OF ENERGY it by the number of ARRIVALS conducted (or to AC-TYPE ANTI-LOG ARRIVALS TOTAL be conducted) in each aircraft type. The calculation yields TOTAL APPROACH NOISE ENERGY DC9-31 3.7E+10 200 7.4E+12 by aircraft type. B727-200 1.8E+10 1200 2.2E+13

   B727-200 1.1E+10 1400 1.5E+13

   (APPROACH EPNdB/10) L1011 1.9E+10 1100 2.1E+13 10 * TOTAL ARRIVALS

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   1. 6. For each aircraft type. add the total takeoff TAKEOFF APPROACH NOISE noise energy from step 4 to the total approach ENERGY ENERGY ENERGY noise energy from step 5. Then sum the total AC-TYPE TOTAL TOTAL TOTAL noise energy for all aircraft types to yield TOTAL NOISE ENERGY generated by the operations DC9-31 8.3E+11 7.4E+12 8.3E+12 740 CMR - 103 conducted by the subject air carrier. B727-200 1.2E+13 2.2E+13 3.4E+13

      B727-200 1.1E+13 1.5E+13 2.6E+13

   (TAKEOFF NOISE ENERGY)+(APPROACH NOISE ENERGY) L1011 4.4E+12 2.1E+13 2.5E+13

   TOTAL NOISE ENERGY FOR AIR CARRIER 9.3E+13

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   1. 7. Define the number of seats for each aircraft NO. OF NO. OF TOTAL type. Multiply the NUMBER OF SEATS for each AC-TYPE SEATS OPERATIONS SEATS aircraft type by the NUMBER OF OPERATIONS

   (arrivals + departures) conducted in that DC9-31 116 400 46400 aircraft type. Add total seats by aircraft B727-200 148 2400 355200 type to yield TOTAL SEATS flow n into and out B727-200 148 2800 414400 of Logan Airport by the subject air carrier. L1011 302 2200 664400 (NO. OF SEATS ON AIRCRAFT) * (OPERATIONS) TOTAL SEATS FLOWN BY AIR CARRIER 1480400

   7/1/93 24.100: continued 740 CMR: MASSACHUSETTS PORT AUTHORITY

   NOISE PER SEAT INDEX (NPSI) CALCULATION

   ILLUSTRATION OF CALCULATION FOR INDIVIDUAL AIR CARRIER OPERATIONS

   CONTINUED

   CALCULATION STEPS: CALCULATION RESULTS:

   1. 8. Divide the total noise energy value obtained TOTAL NOISE in step 6 by total seats from step 7. This NOISE TOTAL ENERGY calculation effectively yields NOISE ENERGY ENERGY SEATS PER SEAT PER SEAT. (TOTAL NOISE ENERGY) / (TOTAL SEATS) 9.3E+13 1480400 63098406

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   1. 9. Take the logarithm to the base ten of NOISE the value obtained in step 8 (noise energy ENERGY per seat) and multiply by ten. The result PER SEAT NPSI of this calculation is the NOISE PER SEAT INDEX value for the subject air carrier. 63098406 78.0

      10 * LOG (Step 8 value or NOISE ENERGY PER SEAT)

      10 740 CMR - 105

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   APPENDIX B

   Methodology to Establish Tier I and Tier II

   Criterion Values

The following pages describe the methodology for establishing for years subsequent to 1986 both the stage 3 percentage level (hereinafter referred to generally as "Tier I") and the NPSI level (hereinafter referred to as "Tier II) required of certain air carriers in order to comply with 740 CMR 24.03(1)(a) or (b).

I DATA SOURCES

These calculations willbe based on data routinely supplied by each carrier in compliance with the reporting procedures specified in 740 CMR 24.00. This data will include the following:

1. A. Aircraft Type Characteristics

   Each aircraft type in a respective carrier's fleet that operates at Logan Airport will be defined in terms of the following characteristics.

   - model series - engine type - maximum certificated landing weight - maximum certificated takeoff weight - Part 36 certificated approach and takeoff noise level in EPNdB - Part 36 stage certification (i.e., 1, 2, or 3)

2. B. Operations by Aircraft Type

   The number of operations to be conducted by aircraft type as defined in step IA will be reported by the respective carriers. Reported operations will be uniformly changed based on projected growth for the upcoming year.

II CALCULATE ANNUAL AIRPORT CUMULATIVE NOISE

Based on the operations data by and aircraft type characteristics supplied above and projected growth calculate annual cumulative noise at Logan Airport for the upcoming year per the following steps:

1. A. For each carrier and aircraft type determine the proportion of scheduled daytime and nighttime takeoffs and landings conducted during the reporting period. The proportions will be computed using the OAG database. Daytime is defined as 7:00 AM to 10:00 PM and nighttime from 10:00 PM to 7:00 AM. Based on the proportions above, sub-divide the number of operations reported for each aircraft type into daytime departures, nighttime departures, daytime landings, and nighttime landings. Compute the total noise energy generated by the operations conducted in individual aircraft types as follows:

   1. 1. Take the antilogarithm to the base 10 of the TAKEOFF EPNdB noise level defined in IA and multiply it by the number of daytime departures.

      (TAKEOFF EPNdB/10)

      10 X Total daytime departures

   2. 2. For nighttime departures, take the antilogarithm to the base 10 of the same takeoff EPNdB noise leveland add 10 to account for the 10dB weighting for each operation conducted at night. Multiply this value by the number of nighttime departures.

      ((TAKEOFF EPNdB+10)/10)

      10 X Total daytime arrivals

   3. 3. Take the antilogarithm to the base 10 of the Approach EPNdB noise level and multiply it by the number of daytime arrivals.

      (APPROACH EPNdB 10)

      10 X Total daytime arrivals

   4. 4. As in step 2 above, add the 10 dB nighttime penalty to the antilogarithm to the base 10 of the approach EPNdB level and multiply it by the number of nighttime arrivals.

      ((APPROACH EPNdB+10)/10)

      10 X Total nighttime arrivals

   5. 5. Add the values derived in steps 1 through 4 above to yield the total noise energy generated by the operations conducted by each aircraft type.
   6. B. Add the total noise energy value computed for each aircraft type to yield total noise energy for all airport operations.
   7. C. Take the logarithm to the base ten of the total airport noise energy value obtained in step IIC and multiply by ten. The result of this calculation is the cumulative EPNdB noise level for all airport operations.

III ANNUAL GOAL ASSESSMENT

Compare the cumulative annual EPNdB level computed in step II to the l984 base case level. of 156.34dB. If the computed level falls within the range of 0.1 to 0.3dB below the l984 base level then no adjustment in the stage 3% share for the Tier I criterion or the NPSI for Tier II is necessary.

If the computed annual noise level is not at a minimum of 0.1 dB below the l984 base level then Tier I and Tier II criterion will require adjustment to produce greater cumulative noise reduction. If, on the other hand, the computed noise level proves to be greater than 0.3 dB below the l984 base level, then the Tier I and Tier II criteria will be adjusted to bring the cumulative noise reduction back within the range of the projected goal of the regulations.

The methodology for calculating the adjustment to the Tier I stage 3 % criteria and the Tier II NPSI are described in the following.

IV TIER I AND TIER II ADJUSTMENT METHODOLOGY

1. A. Adjustment where cumulative noise not reduced in compliance with goals.

   In this case the Tier I stage 3% and the Tier 2 NPSI criteria have to be constrained further to produce at a minimum a reduction in cumulative airport noise of 0.1 dB. The method to compute the required adjustments follows:

   The methodology is based on the use of the database developed in section II to derive the cumulative airport noise level.

   1. 1. Determine the increase in the stage 3 share necessary to achieve the minimum 0.1 dB noise reduction as follows. First, compute the stage 3 share of the existing fleet. Next, holding seats and day/night proportions constant substitute stage 3 for stage 2 operations and then recalculate the cumulative noise level. Repeat this calculation in an iterative manner until the 0.1 dB minimum reduction in cumulative noise is accomplished. Recalculate the stage 3 share for the adjusted fleet that meets the goal. Then compute the net difference between the stage 3 share for the existing fleet that did not satisfy the goal and share for the adjusted fleet that met the goal. Add the net difference in the stage 3 share to the Tier I % criteria scheduled to be used during the upcoming evaluation period.
   2. 2. Determine the reduction in the NPSI criteria for Tier II that is necessary to achieve the minimum cumulative noise goal. First compute the NPSI value for the existing fleet per the methodology described in attachment Appendix A. Next, compute the NPSI for the fleet defined in step IV AI that satisfied the noise goal. Compute the net difference between the NPSI for the adjusted fleet that meets the goal and the existing fleet that did not meet the goal. Subtract the computed difference from the NPSI value scheduled to be used for the upcoming evaluationperiod, which effectively reduces the NPSI value scheduled to be used for the upcoming evaluation period, which effectively reduces the NPSI in order to achieve a greater reduction in cumulative noise.

   1. B. Adjustment Where Cumulative Noise Reduction in Excess of Goal

      In this case, Tier I stage 3 share and the Tier II NPSI criteria can be relaxed to produce a maximum reduction in cumulative noise of 0.3dB. The method to compute the required adjustment follows. In each case, the methodology essentially reverses the procedures described in section IV A.

      1. 1. Again, using the fleet database developed in section II, determine the decrease in the stage 3 share that would produce a maximum noise reduction of 0.3 dB. First, compute the stage 3 share of the existing fleet. Next, holding total seats and day/night proportions constant substitute stage 2 for stage 3 operation iteratively until cumulative noise reduction is cut back to 0.3 dB. Then recalculate the stage 3 share for the adjusted fleet mix that produces noise reduction within the goal range. Next, compute the net difference between the stage 3 share for the existing fleet that produced excessive noise reduction and for the projected fleet that produces the maximum reduction goal. Finally, subtract the computed net difference in stage 3 share from the Tier I share scheduled to be used for the upcoming evaluation period.
      2. 2. Determine the increment to be added to the NPSI value for Tier II that is consistent with a maximum cumulative noise reduction of 0.3 dB. First, compute the NPSI for the existing fleet that produced the excessive noise reduction (per the methodology in Appendix A). Next, compute the NPSI value for the projected fleet that produced the preferred maximum noise reduction in step B1. Then compute the net difference between the NPSI for the existing fleet that produced excessive noise reduction and the adjusted fleetmixthat meets the maximum goal. Then add the computed difference to the NPSI value scheduled to be used during the upcoming evaluation period which effectively relaxes the constraint on cumulative noise reduction

REGULATORY AUTHORITY

740 CMR 24.00: St. 1956, c. 465.