A line graph showing CPI-adjusted airport capital spending in millions of 2025 dollars from 1998 through 2030 (with years 2025–2030 as forecasts), alongside a flat orange reference line representing average real spending from 1998–2024 at approximately $470 million. Spending peaked around 2002–2005 near $800 million, dropped to a low near $125 million in 2012, recovered to approximately $750 million by 2018–2019, and is forecast to peak near $975 million around 2027 before declining.

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Chart showing airport capital spending from 1998 to 2030 in 2025 dollars, displaying CPI index adjusted spending compared to average real spending 1998-2024. The chart shows significant fluctuations with peaks around 2002, 2018, and projected 2025, and notable lows around 2013.

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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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