The Federal Aviation Administration’s (FAA’s) Title 14 Part 150 process has been the main framework for airport noise compatibility planning for the past 40 years. Established in 1985 as a final rule within the Code of Federal Regulations, Part 150 has guided more than 250 airports in conducting studies to address noise impacts and strengthen relationships with their surrounding communities. As aviation technology advances and community expectations shift, understanding the past, present, and future of Part 150 remains vital for aviation professionals, noise specialists, and interested members of the public. For more on the background and purpose of a Part 150 study, check out this explanation from our aviation experts.
To better understand Part 150’s current importance as well as future implications, ESA’s aviation team recently performed a comprehensive analysis of Part 150 studies across the nation. As part of this analysis, the team created an interactive map to track where studies have been implemented or updated in the U.S. This Part 150 map—the first of its kind—can be used as a new visualization tool to understand how noise concerns have evolved over the past 40 years.
Evolution of Part 150
The Part 150 process offers airports a structured, voluntary approach to assessing and addressing noise exposure through Noise Exposure Maps and Noise Compatibility Programs. In the early 1980s, San Francisco International Airport became the first commercial airport and Tuscaloosa National Airport became the first general aviation airport to implement Part 150 studies. After those initial adoptions, the process was utilized in waves, beginning in the late 1980s and early 1990s, followed by a second wave during the 2000s after the phaseout of Stage II aircraft, which significantly reduced noise exposure around airports.
Market Trends and Impact
While the 65 decibel (dB) Day-Night Average Sound Level (DNL 65) federal noise threshold has remained unchanged since the 1970s, both community concerns around noise and aircraft themselves have evolved. Technological advancements have led to much quieter
aircraft, significantly reducing noise footprints and improving operational efficiency. However, despite large decreases in the overall noise exposure around most U.S. airports, public noise complaints have continued to rise as communities have expanded around airports.
Airports currently pursue Part 150 studies for various reasons, ranging from seeking or maintaining federal funding eligibility for new or ongoing sound insulation programs to addressing significant operational changes, such as those experienced due to COVID-19. Other airports, like Southwest Florida International Airport and Naples Airport, have leveraged the Part 150 process to educate and engage stakeholders and explore noise abatement measures that can’t be formally approved by the FAA but can provide meaningful benefits when pursued voluntarily outside of the Part 150 process.
The Future of Part 150
The FAA is currently reviewing the DNL 65 threshold and its national noise policy, which could greatly influence future noise compatibility measures and funding opportunities.. ESA’s aviation noise experts are examining the trends in the use of Part 150 and how it might be leveraged as an effective tool into the future.
By understanding the history and evolving landscape of Part 150, stakeholders can make informed decisions to enhance noise compatibility and foster positive relationships between airports and communities. As quieter aircraft and shifting public perceptions reshape the conversation, the role of Part 150 will likely continue to serve as a tool for navigating the complexities of airport noise management.
If you have any questions regarding the Part 150 map, or if you are looking to undertake a Part 150 study, please reach out to Mike Arnold, Airports/Aviation Market Leader, Scott Tatro, Aviation Noise Expert, or Scott McIntosh, Aviation Air Quality & Acoustics Analyst.
