Item #	Runway	Arr / Dep	Mitigation Measure	Applicable Area	Pre-screening (pass/fail)	Comments
EWR
1	4, 22	Arr	Increase the altitude of the downwind.	Areas west of EWR	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.10
2	4, 22	Arr	Raise the downwind and move it east, closer to the Airport	Areas west of EWR	pass
3	4, 22	Arr	Continuous Descent Approach	Areas west, northwest, and southwest of EWR	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.16
4	22	Dep	220, 240, 260 headings - Do noise analysis and attempt to draw a backbone RNAV departure procedure that utilizes less noise sensitive corridors (i.e., Turnpike, industrial corridor)	Areas south and southwest of EWR	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.7
5	22	Dep	RNAV noise sensitive routing (Turnpike departure, Route 28 departure).		pass
6	22	Dep	Reduce number of headings from 3 to either 2 or 1.	Areas south and southwest of EWR	pass
7	22	Dep	Two headings - 190 as it is used today, and 240 to industrial corridor.		pass
8	22	Dep	Three headings (220, 240, and 260 RNAV) from 7 am to 10 pm, restricted to 190 RNAV from 10 pm to 7 am.		pass
9	22	Dep	Changing the proposed headings from 220, 240, and 260 degrees to 190, 220, and 240 degrees.	Areas south and southwest of EWR	pass
10	22	Dep	190 heading until 15 minute delay, then 190 and 240 degrees until another 15 minute delay, then use 190, 240, and 260.	Areas south and southwest of EWR	pass
11	22	Dep	Changing the proposed headings from 220, 240, and 260 degrees to 190, 220, and 240 degrees used only when departure delays are more than 15 minutes.		pass
12	22	Dep	Changing the proposed headings from 220, 240, and 260 degrees to 195, 200, 215, 240, and 260 degrees with time of day restrictions.	Areas south and southwest of EWR	pass
13	22	Arr & Dep	Use both parallels for both arrivals and departures.	Areas north and south of EWR	pass
14	22	Dep	Changing the proposed headings to less than 190 degrees.	Areas south and southwest of EWR	fail	LGA arrivals from the south follow a path that lies approximately 4 nautical miles to the east of EWR airport.  Departing flights off EWR's runway 22 using a depature heading of less than 190 degrees would be flying directly at the LGA arrival stream.  This results in an unsafe operation.
15	22	Dep	NJCAAN RNAV Ocean Routing	Areas south and southwest of EWR	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.8
16	22	Dep	Modified nighttime ocean routing 10 pm to 7 am.	Areas south and southwest of EWR	pass
17	22	Dep	Nighttime ocean routing.		pass
18	4 and TEB Arr	Dep	Use RNAV procedures for both TEB arrivals to Runway 6 and EWR departures in conjunction with reductions in required separations to augment the availability of fanned headings.	Areas north and northwest of EWR	fail	Increased   use of RNAV procedures at TEB is included in the preferred alternative.  Apart from permitting expanded use of  headings off runway 04L, this removes the contention  for airspace between arrivals to TEB and arrivals to EWR runway 11.
19	4	Dep	Delay left turns off Runway 4 to stay over the Meadowlands	Areas north of EWR	fail	This operationally infeasible.  Flights departing EWR on such a trajectory would conflict with LGA departures.  This would result in unsafe operating conditions
20	4, 22	Arr & Dep	Expand EWR airspace to the east to allow EWR controllers to run arrivals or departures along the Hudson corridor.	Areas north of EWR	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.11
LGA
21	22	Arr	Arrivals using the LDA or RNAV approach to 22	Areas north of LGA	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.4
22	31, 22	Arr	Nighttime Ocean	Areas north and south of LGA	fail	During the hours that nighttime ocean routing may be implemented, LGA is closed.
23	31, 22	Arr	CDA	Areas north and south of LGA	fail	During the operating hours for LGA, the complexity of the airspace will not safely support the application of CDA for LGA arrivals.  CDA's may only be used in periods when the airspace is uncongested.
24	31	Dep	Develop RNAV procedures to miss Riker's Island.	Riker's Island	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.5
25	31	Dep	Adjust time of day use of headings	Riker's Island	pass
HPN
26	34	Arr	Implement FMS approach	Areas southeast of HPN	fail	RNAV/FMS approaches are included in the Integrated Airspace Alternative.
27	34	Arr & Dep	Increase altitude for arrivals and departures.	Areas northwest and southeast of HPN	fail	The altitudes of HPN traffic are constrained by LGA traffic above it.  Raising the altitudes would create conflicting flows and result in an unsafe operating environment.
TEB
28	19 (Arr), 1 (Dep)	Arr & Dep	Develop GPS approach and departure over commercial area north-northeast of TEB.	Hackensack, NJ	fail	This is an issue that should be addressed by the local airport authority.  It falls outside the bounds of the airspace redesign.
MMU
29	23	Dep	Change departure heading over Office Complex	Morristown Airport	fail	There were no changes to these operations, and therefore nothing to mitigate.
JFK
30	13, 31	Arr	Move arrivals over water	Jersey Shore/Sandy Hook	fail	Unfortunately,  this design is not possible.  The  airspace along the coast is tightly constrained on the east by the Warning  Areas used by the Department of Defense.   Civilian traffic may not use this airspace without coordination to   make sure that no military missions are planning to fly there.  Just west of the Warning Areas are the JFK   arrival routes.  Descending northbound   traffic and climbing southbound traffic would be unmanageably complex without   even longer delays than JFK is currently expecting.
31	22R	Arr	Move tracks over I495	Areas east of JFK	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.3
ISP
32	24	Dep	Minimize the impact to the wilderness area.  Narrow the corridor for ISP south departures.	Fire Island Seashore	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.6
PHL
33	9, 27	Arr	CDA	PHL Area	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.16
34	9, 28	Arr	RNAV approaches	Areas northeast and southwest of the airport	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.14
35	9	Arr	Increase use of the visual approach to Runway 9R (the River Approach)	Pennsylvannia and Delaware	pass
36	9	Dep	Reduce fanned headings	Pennsylvannia	pass	See Operational Analysis of Mitigation of the NY/NJ/PHL Airspace Redesign:  Ch.12, 13
TTN
37	6, 24	Dep	Remove altitude restriction of 24 and 6 departures	Trenton Mercer Area	fail	Unfortunately,  Trenton Mercer is located between the two busiest arrival fixes to the New York metropolitan  area.  The climb restriction may  be waived case by case, but a standard procedure could impede EWR and LGA   operations.
Overflights
38	None	Arr	Move V213 over I87 following the thruway.	Ulster County	fail	This is included in the design of the ntegrated Airspace Alternative.  Arriving flights are moved closer to the Thruway and cross the area at a higher altitude.