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Proposals for Revising Northern California Metroplex – Alameda County/Contra Costa County 31 TRUKNTWO PRIMARY IMPACTED CITIES: Berkeley, Oakland, San Leandro TRUKN TWO NOISE ISSUES: It is useful to examine TRUKN in two sections – a northern area currently encompassing GRTFL and DEDHD and an eastern area encompassing HYPEE and COSMC. In this document, they will informally be referred to as TRUKN North and TRUKN East. Prior to NextGen, SFO traffic in TRUKN North was vectored over a wide corridor from the San Francisco Bay to the Oakland Hills with the dominant majority of traffic concentrated over an almost due north corridor from Alameda and northward over West Oakland, the City of Piedmont, Berkeley and northwards (Figures 17, 18, and 19.) The turn northward after departure from SFO was further west over the Bay relative to the current TRUKN waypoint and kept traffic more westward than the current concentrated flight paths along GRTFL and DEDHD(compare Figures 18 and 19). The new procedure turned aircraft at TRUKN and shifted traffic from the Bay eastward. The new NextGen procedure also resulted in the lower altitude portions of the climb occurring over land and communities in Alameda, East Oakland and San Leandro instead of the Bay (Figure 17b). The publication of GRTFL and DEDHD shifted traffic eastward from its historical pattern and concentrated it on two new RNAV tracks over the topographically higher areas of Berkeley and Oakland. These areas now experience dramatic increased aircraft noise resulting from concentrated traffic on these new RNAV tracks where it did not exist prior to NextGen. Examination of TRUKN East shows that prior to NextGen, SFO departing traffic was concentrated in two distinct corridors roughly corresponding to the NextGen HYPEE and COSMC RNAV tracks. However, there was a significant shift southeastward and concentration of traffic along HYPEE when it was published. This shifting concentrated traffic one mile south, and significantly increased noise for residential areas there. An additional consideration for both TRUKN North and TRUKN East is the proposal in this document to move WNDSR eastward, which has the additional benefit of allowing SFO departures to adopt fuel efficient and noise mitigating ascent profiles in the future that would not be possible with the restrictions that the current WNDSR route imposes. 223