Category : Key Documents(137)

A mid-study fact sheet from January 2000 detailing the progress and interim findings of environmental impact studies for a proposed gravel mining expansion on Maury Island. The studies cover groundwater, surface water, nearshore environment, and contaminated soils assessments.

In March 1996, an Expert Arbitration Panel reviewed whether the Port of Seattle had met noise reduction requirements set by the Puget Sound Regional Council as a condition for approving a third runway at Sea-Tac International Airport. A majority of the Panel concluded that, despite the Port's extensive noise abatement programs, it had not demonstrated a sufficient reduction in real, on-the-ground noise impacts to satisfy Resolution A-93-03. This decision left the noise condition as the sole remaining hurdle for authorizing the third runway's construction.

This is Washington State's 1995-1997 Operating Budget (Engrossed Substitute House Bill 1410), passed by the state legislature on May 24, 1995, and signed by Governor Mike Lowry on June 16, 1995, with partial vetoes. The bill appropriates funding for state agency operations during the fiscal biennium from July 1, 1995, through June 30, 1997. Note: This document does not appear to contain content directly related to Sea-Tac Airport noise policy.

This 1992 draft Master Plan for North SeaTac Park was submitted by landscape architecture firm Jones & Jones to the City of SeaTac and King County. The plan outlines proposed development and improvements for North SeaTac Park, a public green space in the community surrounding Seattle-Tacoma International Airport. The document reflects a collaborative effort involving city staff, elected officials, a citizen advisory committee, and King County parks representatives.

A January 1990 FAA briefing document outlines the agency's role in land use at Seattle-Tacoma International Airport, explaining that federal involvement stems from approximately $115 million in federal funds spent on the airport since 1970 for planning, land acquisition, construction, and noise insulation. The FAA supported the concept of a park on airport land, provided the Port of Seattle maintained ownership and control, airport funds were not used for the park, and only compatible uses were allowed. The document also details Sea-Tac's noise mitigation efforts, including over $50 million in federal grants to acquire roughly 750 noise-impacted land parcels and more than $7 million to insulate 323 homes near the airport.

Internal memo from Highline Public Schools documenting the history of asbestos identification at the former Sunset Jr. High School, including friable ceiling materials in classrooms and shop buildings. The document outlines the chronology from 1973-1979 showing that while friable materials were identified, no samples were tested for asbestos content before the school was transferred to

In November 1983, the Port of Seattle sent this letter and attached survey summary to attendees of neighborhood workshops held near Jackson International Airport (Sea-Tac), informing them of community attitude surveys conducted by McClure Research Company on aircraft noise concerns. The surveys gathered resident opinions on potential noise remedy programs—including purchase guarantees, noise insulation cost-sharing, and avigation easements—to help planners assess program feasibility and likely participation rates. Results showed that workshop attendees' concerns closely mirrored those of the broader affected community living in areas with noise levels of 70 Ldn and above.

Letter from Jean Pihlman, Coordinator of Zone III Committee, accepting invitation to participate in the Port of Seattle’s Airspace Study Advisory Committee. The committee designates Jean Pihlman as representative and Virginia Dana as alternate, offering cooperation for the study completion.

Letter from Port of Seattle Policy Advisory Committee Chairman Oris Dunham to Virginia Dana providing status update on the Airport Open Use (AOU) classification in King County Zoning Ordinance. The letter explains the AOU classification’s purpose for economic development near airports and community concerns that led to a recommendation for deletion from the Highline Area