TagSea-Tac Airport(716)

In July 1996, the Puget Sound Regional Council adopted Resolution A-96-02, amending the region's Metropolitan Transportation Plan to include plans for a third runway at Seattle-Tacoma International Airport, paired with additional noise reduction measures. The decision followed years of study, including an Expert Panel finding that neither demand management strategies nor high-speed rail could eliminate the need for expanded capacity. Final approval of the runway remained contingent on environmental review by the Port of Seattle, Federal Aviation Administration permitting, and completion of required noise mitigation steps.

This 1996 Puget Sound Regional Council document summarizes the multi-year planning process that led to amending the regional transportation plan to include a third runway at Seattle-Tacoma International Airport. It traces decisions from the 1988 Regional Airport System Plan through the Flight Plan Project and environmental studies, explaining how planners concluded that no feasible alternative airport site existed and that measures like high-speed rail or congestion pricing could not substitute for added runway capacity. The plan also required implementation of additional noise reduction measures as a condition of approving the new runway.

In 1996 congressional testimony, Dr. Stephen Hockaday argued against building a costly third runway at Seattle-Tacoma International Airport, contending that the Port of Seattle greatly overstated the frequency of poor weather conditions that would require it. He presented evidence that true instrument flight conditions occur less than 8% of the year—not the 44% the Port claimed—and that existing navigation technologies like Localizer Directional Aid approaches could address capacity needs at far lower cost. Hockaday warned that spending half a billion dollars on a runway used only 15% of the time would divert resources from better long-term regional aviation solutions.

This 1995 Federal Aviation Administration report provides detailed technical data supporting the Seattle-Tacoma International Airport Capacity Enhancement Plan Update. Prepared by the FAA Technical Center in Atlantic City, New Jersey, it uses airport capacity and delay simulation analysis to evaluate options for improving airport operations. The information was subject to change as the Design Team's analysis progressed.

In April 1995, the City of Normandy Park submitted formal comments to the Port of Seattle opposing the proposed Sea-Tac International Airport Hotel, raising concerns that the project would increase traffic congestion and reduce parking availability for local, tax-paying air travelers. The city criticized the Draft Environmental Impact Statement (DEIS) for proposing only 15 new parking spaces to serve a 16-story, 384-room hotel that could generate demand for up to 323 garage spaces at peak periods. The city recommended either no action or a smaller-scale hotel alternative that would fully accommodate its own parking needs without negatively impacting existing airport users.

This March 1995 Draft Environmental Impact Statement, prepared by Kato & Warren, Inc. for the Port of Seattle, evaluates the proposed construction of a 16-story, 384-room hotel on a 77,000-square-foot site at Sea-Tac International Airport, located between the 'D' Concourse and the airport entry drives. The hotel, which would include 10,000 square feet of meeting rooms plus a restaurant and lounge, was to be connected to the terminal and parking garage via pedestrian skybridges on land then occupied by a United Airlines office building. The document was issued for public comment under Washington State's Environmental Policy Act (SEPA), with responses due by April 20, 1995.

This August 1994 report, prepared by the Federal Aviation Administration Technical Center in Atlantic City, New Jersey, presents technical data collected as part of the Seattle-Tacoma International Airport Capacity Enhancement Design Team Study. It is the sixth in a series of data packages examining airport capacity and delay simulation at Sea-Tac, with findings subject to revision as the design team's analysis continued. The document serves as an interim reference for planners and researchers studying runway and airspace capacity improvements at the airport.

This March 1994 Final Environmental Impact Statement, prepared jointly by the Federal Aviation Administration's Seattle Airports District Office and the Port of Seattle, evaluates the proposed South Aviation Support Area at Seattle-Tacoma International Airport. The document assesses the potential environmental effects of developing aviation support facilities in the southern portion of the airport, covering impacts such as noise, land use, and related concerns. It was produced as part of the federally required environmental review process before any major airport infrastructure decisions could be approved.

In April 1993, the Puget Sound Regional Council adopted Resolution A-93-03, amending its Regional Airport System Plan to address long-term commercial air transportation needs for the central Puget Sound region. The resolution established a dual-track strategy of pursuing both a major supplemental airport within the four-county area and a third runway at Sea-Tac Airport, with the third runway to be authorized by April 1, 1996 unless a viable supplemental site could eliminate that need. Key conditions attached to the third runway approval included independent evaluation of demand management programs and measurable noise reduction performance objectives, while small supplemental airports such as Paine Field were eliminated as preferred alternatives.