A presenter delivers a slide-show talk titled 'A Quick Aside: Early Air Services' to a seated audience in a community hall. The projected slide, branded with a Sea-Tac (SEA) logo, lists early airline service dates including Northwest Airlines 1945, Western Airlines 1947, United Airlines by 1951, Trans-Canada Air Lines 1951, Alaska Airlines 1951, Flying Tiger Line 1952, Pan Am World Airways 1945, Japan Airlines 1959, and Scandinavian Airlines 1966.

Notes

A presenter delivers a slide-show talk titled ‘A Quick Aside: Early Air Services’ to a seated audience in a community hall. The projected slide, branded with a Sea-Tac (SEA) logo, lists early airline service dates including Northwest Airlines 1945, Western Airlines 1947, United Airlines by 1951, Trans-Canada Air Lines 1951, Alaska Airlines 1951, Flying Tiger Line 1952, Pan Am World Airways 1945, Japan Airlines 1959, and Scandinavian Airlines 1966.

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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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