Notes

Chapter 7 of a draft study evaluating alternative measures to reduce aircraft delays resulting from airspace interactions between Sea-Tac Airport and Boeing Field. Topics include improved ATC technology, reduced aircraft separations, Microwave Landing System (MLS) instrument approaches, new Runway 13-31 at Sea-Tac, reliever airports, IFR quotas, IFR peak period surcharges, and cooperative rescheduling of flights. Analysis covers effect on airfield and airspace capacity, aircraft delay, cost of implementation, and feasibility. Document is labeled ‘Working Draft for Discussion Purposes Only’ and references the 1982 National Airspace System Plan.

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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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