Notes

Port of Seattle brochure comparing noise footprints (DNL) of Stage II jet aircraft (727-200, 727-100, DC860, DC930, F28), Stage III jet aircraft (747-400, DC1030, 757-200, 737-300, 737-400, 737-200 Hush, MD82), and General Aviation & Commuter aircraft (Gulfstream 4, Cessna Citation 5, Dash 8, Dornier 328) at Seattle-Tacoma International Airport (Sea-Tac Airport). Explains Day-Night Average Sound Level (DNL) metric, noise contour graphics scaled in feet and miles, and the Part 150 Noise Compatibility Study. Prepared by Coffman Associates Airport Consultants, Summer 1998. Includes acknowledgment letter dated 2/17/10 from Sea-Tac Airport Noise Programs Office referencing Part 150 Study and Sierra Club public hearing on Cascade Runway 3rd runway project at Foster High School, Tukwila.

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As the source for federal transportation grants, the Puget Sound Regional Council was charged with developing a system to meet the growing need for commercial aviation. When the search for a second airport failed, they authorized the Port of Seattle to build the Third Runway, with a mandate to develop a noise abatement and mitigation program. In their effort to stop the Third Runway, the ACC argued over every detail of the Port's efforts--including property buyouts and sound insulation. The dispute was meant to be settled by a three member Expert Arbitration Panel. This is their final report. It finds 2-1, that the Port's program was insufficient in several respects. Despite that, funding for the Third Runway was approved by the PSRC, and the 'Port Package' program, proceeded largely unchanged. Expert Arbitration Panel's final decision finding that the Port of Seattle had not shown sufficient reduction in real on-the-ground noise impacts to satisfy noise reduction conditions required for approval of a third runway at Sea-Tac International Airport. The majority decision concluded the Port's noise abatement programs were insufficient despite being impressive in scope.

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