TagNoise(262)

In this September 1977 letter, Port of Seattle Executive Director Richard D. Ford responds to a community member's concerns about the Concorde supersonic jet, expressing alarm that the Federal Government amended its noise regulations to allow a noisier aircraft to operate at U.S. airports. Ford warns this decision undermines the Sea-Tac/Communities Plan, which was built on the expectation that aircraft would become progressively quieter over time. He calls on the federal government, airlines, and aircraft manufacturers to aggressively pursue quieter engine technology as a necessary solution to airport noise problems.

This 1976 Federal Aviation Administration report documents the data library underlying the FAA Integrated Noise Model (INMPROG), a computer program used to calculate various noise exposure indices around airports. The library contains both acoustic measurements and operational flight procedure data for standard aircraft types. The report serves as a reference for analysts seeking to reproduce noise studies or customize the model with their own flight procedures.

In a May 1976 letter to King County Councilwoman Bernice Stern, Seattle Port Commission President Henry T. Simonson outlined two key decisions regarding land adjacent to Sea-Tac International Airport. The Port ruled out acquiring the 35-acre 'west acquisition area' due to high costs, excessive development expenses, and lack of foreseeable airport-related demand, while agreeing that any existing development there must follow carefully formulated guidelines. For the 'southeast conversion area' — 85 small homes in Lowe's Terrace Subdivision — the Port acknowledged that standard acoustic insulation treatment may not be cost-effective, and flagged the neighborhood as a candidate for a special purchase guarantee program to assist with gradual land-use conversion.

A 1975 study by Bronzaft and McCarthy examined how noise from passing elevated subway trains affected the reading ability of elementary school children at a New York City school located approximately 220 feet from the tracks. Researchers compared reading scores of students in classrooms on the noisy train-facing side of the building versus the quieter opposite side, finding that chronic exposure to loud, unpredictable noise was associated with measurable reading deficits. The findings built on earlier research suggesting that children in high-noise environments struggle to distinguish relevant speech cues, which can hinder their ability to learn to read.

Washington State law (WAC 173-60-040) sets maximum allowable noise levels based on the zoning class of both the noise source and the receiving property, ranging from 55 to 70 dBA, with nighttime limits reduced by 10 dBA for residential areas between 10 p.m. and 7 a.m. Short-duration noise spikes are permitted, allowing up to 15 dBA above the limit for no more than 1.5 minutes per hour. Enforcement is complaint-driven, measured at the receiving property, and each 24-hour period of violation counts as a separate offense under RCW 70.107.050.

A 1975 summary presentation of the Sea-Tac/Communities Plan, jointly undertaken by the Port of Seattle and King County, outlines the key problems that prompted the study, including aircraft noise complaints from nearby residents, related lawsuits and FHA mortgage restrictions, flooding issues, and neighborhood blight. The plan aimed to achieve compatibility between Sea-Tac International Airport and surrounding communities through technical studies, citizen participation, and advisory committees. Key findings indicated that no major airport expansion was needed, but noise would remain a significant environmental concern, and many property owners believed they deserved relief or compensation.

This document outlines a development concept addressing the relationship between Sea-Tac International Airport and its surrounding communities. While the airport contributes significantly to the regional economy—supporting over 15,200 jobs and $390 million in annual business activity—local residents have long struggled with aircraft noise, uncertainty about airport expansion, and the impact on property values and neighborhood character. The concept seeks to find greater compatibility between the airport's growth and the needs of the communities it affects.

This 1975 working draft memo from the Port of Seattle and King County outlines updates to the Sea-Tac Communities Plan, including revised sections on noise remedies and community development programs. It provides socioeconomic data for the Sea-Tac area, noting that median family incomes ranged widely from $3,600 in White Center public housing to $18,700 in Normandy Park, with Sea-Tac Airport serving as the primary local employer with over 15,200 jobs and $160 million in annual payroll.

This 1975 working paper from the Maryland State Aviation Administration examines methods for measuring and analyzing airport noise exposure, focusing on the Day-Night Average Sound Level (Ldn) as the recommended metric for assessing community noise impact. It reviews how sound characteristics such as magnitude, frequency, and time distribution affect human response, and evaluates criteria for acceptable noise limits based on effects including hearing loss, speech interference, sleep disturbance, and annoyance. The document also compares international noise exposure standards and proposes guidelines for land-use compatibility around airports.

This 1974 noise study, prepared by MAN-Acoustics and Noise, Inc. for the Port of Seattle and King County, examines aircraft noise impacts on communities surrounding Seattle-Tacoma International Airport. It covers noise measurement methodologies, noise exposure calculations, effects of weather and aircraft location, maintenance runups, thrust reverser noise, and background noise levels. The report also evaluates potential noise control alternatives and flight operational changes aimed at reducing noise burdens on nearby residents.