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• Today9 jet noise in the cities surround- ing Sea-Tac averages 65 Ldn – akin to a telephone ringing continuously • Sea-Tac now averages approximately 1000 takeoffs and landings a day, increasing extreme Jet noise more than100% since Ihe second runway was added twenty years ago • The 65 1'dn contour means that neigh- borhood decibel levels range up to extremes of 100 decibels (for jet engine run-ups) at varrous times of the day • Therefore, living in the South End todaY is the equivalent of hearing frequent vacuum cleaners running (75 decibels) or circular saws screeching (105 decibels) for almost one-eighth of the day – jii–boise exemptions MI aFfI;ie? iGc NewS Tnbtln€ cSImPlee!!? ed 8etu T' Iba:, n=Je::I v,1:::d''i? to mention single noise events sometimes lasting up to 3-10 rninutes each THE YEAR 2000: MORE JETS, CROWDED SKIES • The Port’s so-called “Flight Plan” seeks to add a third runway’s air traffic into the already overcrowded skies of our metro- politan area • “Flight Plan” would add 120,000 more flights per year at Sea-Tac by the year 2020 – an astonishing 33% increase in the number of jets roaring over our homes, churches, parks and schools • if “Flight Plan” happens> 12% of the average resident’s day will be consurned by Jet nolse – one cornplete hour of the average person’s work daY r have an in- creased rate of alcoholism and admissions to psychiatric hos- pitals_ Experts have said that noise heightens aggressive behavior and dampens helpful impulses,…

• As the Seattle Times reports, when the second Sea-Tac runway was built in 1973, “The Port promised to buy or insu- late the noisiest homes over the next two decades” • The Highlinc Times-Federal Way News documented how the Port has utter- ly failed to live up to its 1973 mitigation promises: “From 1985 to 1991, the average rate of insulation was 80 homes per year. At that rate, it would have taken 125 years to insulate the 10,000 homes within the noise boundaries” • Now, the Port of Seattle wants to spend $500 million to build a new third runway at Sea-Tac – with interest costs, the total price tag could come to a whop- ping $1.2 billion • “But while air traffic has increased dramatically, only 700 of the 10,000 homes in the noise-impacted area have been insulated,” the Times said. “The first home was not insulated until 1986” • However, the Port has yet to meet obligations for the second runway built at Sea-Tac 20 years ago • “Since 1988 the Port has recognized an obligation to insulate public buildings within the noise remedy program area,” the Highline Times-Federal Way News reported, “yet the Port has never insulated any public buildings” • if the Port wouldn’t pay for the mid- gation they promised in 1973, how can we trust the promises they make today?• The Times likened the cities surrounding Sea-Tac to “a wronged spouse who ain’t gonna take it any more ... lashing out at…

Plan ” taxpayers would bear the brunt of a costly proposal to shoehorn a third runwaY into the already crowded Sea-Tac Airport , Using the Port’s own figures, runwaY construction alone could run more than $500 million + That makes Sea-Tac’s controversial third_runway proposal the most expenslve runway in U.S. history – five times the cost of the new runwaY at Vancouvef , Even the Port admits that the costs of construction and interest paYments could push the total bill to nearIY $1.2 billion FAA asked to reconsider new Sea„'Tac fees local officials that it was seeking approval of the “passenger facility charge” when it applied in April for permission to add the fee “Because of this lack of notice (and because this is a brand new program), the City of Des Moines did not know of the comment period for the (fee) application and. as a result. we did not make By Arthur C. Gorllek P.I Reporter South King County . omcials have asked the Federal Aviation Administration to reconsider its approval of a new $3 fee for passengers boarding flights at Se- atHe.Tacoma International Air- port. THE PORTISEffAVg:jTjsAIT£if TAXPAYERS e Leading economistS warn that the Port’s billion-dollar runwaY would place a massive burden on taxpaYers, airllne passengers9 businesses and homeowners , Dr. Lynn Michaelis, President of the National Association of Buslness E<,.,onomists9 writes, “indirect costs have to be included as well ... costs to insulate schools ... lost revenue from declining properly values ... the true overall cost…

Dr. Lee Sawden , a pathologist at Hightine Clommanit] Hospital, said expawsion of Sea-Tac would bhwg an 'irreparable health disaster’ to the Rig,kline commanirN.” hamrdous10 Yourhealth. Federal \’av Neu's October 21, 1992 ,..@. L1 B k =F):aPP &I THE PORr's aFIIGHT PIAN" HEAHS HORE POIIUTION MEDICAI EXPERtS AeREE: URBAN AIRPORtS POSE SEVERE HEAITH RISKS • Addition of a third runway at Sea-Tac means staggering increases in air pollution across the Puget Sound region – a crowded urban area where some pollutants levels already rate a “nonattainment” danger level from the EPA • Scientists, medical researchers and physicians acknowledge the health risks posed by unchecked expansion of urban airports • Numerous national and international studies reviewed by leading doctors at Highline Community Hospital link increased rates of birth defects, mental illness and cardiovascular disease to the health hazards of Sea-Tac Airport • Department of Ecology studies have docu- merIted the need for systematic investigation of carbon monoxide, TSP, lead, nickel, vinyl chlo- ride, asbestos, sulphur oxide and benzene levels in the communities surrounding the airport• According to their report, “The weight of scientific evidence overwhelmingly supports the conclusion that air- ports are harmful to the health of people in surrounding com- rnunrtres ... cltrzens around Sea-Tac are more likely to have airport-related health problems...” • Sea-Tac already produces 5% of all air pollution in our region; the Port’s expansion plan increases the health problems for citizens in Puget Sound NEW RUHWAYS: BIRIH DEFECTS, MENTAI IIINESS & HEARr DISEASE • According to…

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The following table provides a chronology of events related to regional aviation transportation planning in Washington State. The table indicates the date of the event, describes the event, lists the study, publication, or document reference related to the event, and indicates the RCAA Library Reference if available. Date Event Document/Source 1942 The Civil Aeronautics Administration (now FAA) selects an airport site near swampy Bow Lake in South King County, Washington. Since neither King County nor the City of Seattle have adequate funds for such a project, the Port of Seattle acquires the original 906 acre site and in conjunction with $100,000 grant from the city of Tacoma develops Bow Lake airport. Favro et al. v. Port of Seattle, U.S. District Court, No. C92-1634Z, Complaint, p.36 1960's Jet aircraft introduced at Bow Lake airport. Port extends main North-South runway. Airport area expanded to 1500 acres, and then 2,200 acres. A total of 54,752 annual air carrier operations occur in 1963 Favro,p.36 1970 Second runway located 800 feet West of existing runway at Sea-Tac airport begins operations Highline Dist. v. Port of Seattle, 87 Wn.2d 6, P.2d 1085 (1976) at p.7 1971 A total of 114,372 annual air carrier operations occur at Sea-Tac airport during 1971 Favro, p. 36 http://www.rcaanews.org/ http://www.rcaanews.org/water/libr1.htm 6/29/73 Highline School District files suit against Port of Seattle for damages allegedly caused by"noise, vibration, and smoke from aircraft landing and taking off at the airport". Highline at p.8 1973 King County and the Port of Seattle issue the Sea-Tac…

The Newsletter of the Regional Commission on Airport Affairs Vol.5, No. 4 Summer 1999 INININININ BRIEFBRIEFBRIEFBRIEFBRIEF Third Runway Costs Jump Another 31% “Our Clueless Port Commission ” –An editorial view page 5 Seattle Okays Downtown Float Planes On 17 June, two Downtown condo- minium associations and the State ferry system filed appeals against a permit granted on 27 May by the City to Kenmore Air for a float plan base at Pier (Ivar’s) on the Downtown Seattle waterfront. Operations are limited to flights by certain non-piston aircraft, with a tem- porary ban on sight-seeing flights. Only on Sunday is there a night-time curfew. Day-time take-offs must occur at least 2000 feet off-shore. Evening take-offs must occur 3000 feet off shore. No float planes may land closer than 1000 feet. The ferry system is concerned about safety hazards, and the condo-owners, about noise. Boeing Field Choppers Although it has yet to present its Master Plan to the King County Council, KCIA management proposed in June to sign a 29-year lease with Classic Helicopters to expand their facilities at Boeing Field. “They are doing this backwards,” pro- tested Seattle Commission on Airport Affairs President Mike Rees. “They are signing the long-term leases, then mak- ing the plan, and finally studying the noise and pollution. This effectively cuts citizen participation out of the planning process.” Nevertheless, the lease was pushed through the King County Council’s Commerce, Trade and Eco- nomic Development Committee by its chair Dwight Pelz and later adopted by the full…

Your search for st03 found 18 files = Essay is Illustrated Jump to results for: Metropedias | Timelines | People's Histories | Oral Histories | Related Documents Title: Seattle-Tacoma International Airport, Part 1 -- Founding Abstract: Seattle-Tacoma International Airport, or Sea-Tac as it commonly called, was developed as a direct response to the Japanese attack on Pearl Harbor on December 7, 1941. Military needs limited civilian access to existing airports such as Seattle's Boeing Field and Tacoma's McChord Field, and the federal Civilian Aviation Authority sought a local government to undertake development of a new regional airport. The Port of Seattle accepted the challenge on March 2, 1942. After rejecting creation of a seaplane base on Lake Sammamish, the Port chose Bow Lake in southwest King County for the new airfield. Initial construction was completed in October 1944, but full civilian operation did not commence until dedication of a modern terminal building on July 9, 1949. Full Text>>> Title: Seattle-Tacoma International Airport, Part 2 -- From Props to Jets (1950-1970) Abstract: Seattle-Tacoma International Airport experienced dramatic growth between 1950 and 1970 as a result of new aircraft technologies, the increasing popularity and affordability of air travel, and the Puget Sound region’s expanding economy and population. The advent of passenger jets in the late 1950s placed a strain on Sea-Tac’s runways and facilities and led to a continuing series of improvements in response to ever faster and bigger aircraft. Full Text>>> Title: Seattle-Tacoma International Airport, Part 3 -- Boeing Bust to…

An index document listing contents of Box 15, containing videotapes of various public meetings and hearings from 2000-2001. Includes KIRO 7 news coverage, Army Corps of Engineers public hearing, hydrology study workshops, NPDES permit modification meetings, and Miller Creek wetlands/migratory birds documentation.