Notes

Appendix A, Section 3 of the Stantec-prepared 2020 Study of the Current and Ongoing Effects of the Operation of the Seattle-Tacoma International Airport, covering airport case studies. Discusses the National Plan of Integrated Airport Systems (NPIAS) eight attributes including community compatibility (Attribute #5), Executive Order 12893, and a detailed case study of Boston Logan International Airport (BOS). BOS facts include: 1,700-acre site, 6 runways, 94 gates, 40,941,925 passengers in 2018, owned by Massport (Massachusetts Port Authority). Covers BOS noise abatement history from 1975, Stage 2 aircraft bans, Stage 3 hush-kit restrictions, Noise Abatement Office (NAO) established 1977, 24-hour noise hotline, soundproofing of East Boston High School in 1981, over $170 million spent on 11,000 dwelling units and 36 schools, and DNL 65 incompatibility standards used by FAA and HUD.

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Meeting Objectives Introduce the primary feedback themes identified by StART members regarding StART’s Operating Procedures and determine areas that may warrant future discussion. 5:00 PM – Welcome Meeting Management Welcome Lead: Andrés Mantilla, Facilitator, Uncommon Bridges; Wendy Reiter, Airport Managing Director, POS 5:15 PM – Dinner: All participants eat. 5:30 PM – StART Operating Procedures
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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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