TagEnvironmental Impact Statement(140)

Resolution No. 3125, adopted by the Port of Seattle Commission in 1992, authorizes planning and environmental studies for the construction of a third runway at Seattle-Tacoma International Airport (Sea-Tac) to address growing air traffic demand and capacity limitations, particularly during poor weather conditions. The resolution follows a two-year study by the Puget Sound Air Transportation Committee (PSATC), which recommended a phased multiple-airport system, including a new dependent runway at Sea-Tac by 2000. The Port also called for broader regional solutions, including a fast rail link between Portland and Vancouver airports and diversion of cargo-only carriers to alternative airport sites.

A 1992 position statement argues that Seattle-Tacoma International Airport (Sea-Tac) has reached its operational, economic, and environmental capacity and should be capped at a maximum of 380,000 operations per year with no third runway authorized. The document contends that noise impacts on surrounding communities are severely underestimated, that a third runway would make no operational or economic sense, and that alternatives such as demand management, use of existing regional airports, and improved transportation systems should be pursued instead.

This 1987 Draft Environmental Impact Statement from the Puget Sound Council of Governments evaluates alternatives for expanding and managing the regional airport system through the year 2020, assessing their potential environmental and economic impacts. The study found that all alternatives would generate significant impacts to both natural and human environments, with the key difference being whether those impacts would be concentrated at existing airports or spread across new locations. Extensive mitigation measures were identified as necessary for any chosen alternative, and no single option was found to be clearly superior to the others.

Federal Aviation Administration final rule implementing DOT/FAA policy to guide the future operation and development of Washington National and Dulles International Airports. The rules address aircraft operations, scheduling, passenger limits, noise restrictions, and the perimeter for nonstop service at National Airport.

A memo from King County Planning Division regarding the proposed Highline Area Zoning designed to implement the land use portion of the Highline Communities Plan adopted in 1977. The memo announces preparation of a supplemental draft Environmental Impact Statement and future transmission to County Council for adoption.

This April 1979 Final Environmental Impact Statement, prepared by the Port of Seattle's Planning and Research Department, evaluates the proposed initial development of a general and corporate aviation facility on the west side of Sea-Tac International Airport. The document was issued in compliance with Washington State's Environmental Policy Act of 1971 and incorporates findings from an earlier 1977 EIS related to a Weyerhaeuser corporate aviation facility on the same site. It was distributed to government agencies, citizen groups, and interested individuals to assess the environmental effects of the proposed development.

This 1978 background report, prepared for the Washington State House of Representatives, examines the potential impact of allowing Concorde supersonic jet flights at Seattle-Tacoma International Airport (SeaTac). It finds that even one Concorde flight per day would expose an additional 1,000 residents to severe aircraft noise and could increase the Port of Seattle's property acquisition costs by $10–15 million. The report also explores the legal boundaries of airport noise regulations following a landmark court case that affirmed airport proprietors may set their own noise rules, provided those rules are reasonable, non-arbitrary, and non-discriminatory.