TagSea-Tac Communities Plan(236)

FAA/Industry’s Own Data Exposes 'Greener Skies’ as an Environme... http://aireform.com/faa-industrys-own-data-exposes-greener-skies-a.. Aviation Impact Reform Data & Analysis – To Empower those seeking Transparency, Accountability & FAA Reform. Flndustry’s Own Data Exposes 'Greener Skies’ as an Environmental Fraud Posted on December 11, 2017 This Post looks at data in two online documents, presenting further evidence of the 'Greener Skies’ fraud that FAA, Port of Seattle, and industry players are foisting on the Public. For all intents and purposes, this is the same fraud being pushed throughout the U.S., and by industry and Congress as well, under the NextGen label. ltre data are at: a pg.18 of 2016 Annual Report for 'Sea-Tac Fuel Facilities LLC’ (19p), which states that in 2014, 487.1 million gallons of fuel were pumped at Sea-Tac; and at pg.177 of 2012 Final EA for Greener Skies (217p), which claims two figures: 1. Projected average day fuel burn on approaches, with no change: 2.64M lbs 2. Projected average day fuel burn WITH RNAV/RNP changes: 2.61M lbs. These figures were presented in units (pounds) that make the numbers impressively 'bigger’, but also make it harder to intuitively comprehend. To correct this, the figures are converted in this table (to gallons, then to annual consumption): Fuel burn (Ibs) Converted to gallons Gallons per year No Change 2,640,000 388,200 141 .7M 'Greener Skies’ 2,61 0,000 383,800 140.1 M of 4 2/20/19, 1 :00 PM FAA/Industry’s Own Data Exposes 'Greener Skies’ as an Environme... http://aireform.com/faa-industrys-own-data'exposes-greener-skies-a... Difference: 30,000 4,400 gal/day 1,6M gaI/year So, the proposal…

&J An $8.5 billion renovation plan for O’Hare International Airport pitted American against United. • /arrlers BY DOUG CAMERON AND PATRICK MCGROARTV Competition between air- lines is heating up over airport expansion plans. American Airlines Group Inc. signed on last month to a $8.5 billion renovation at O’Hare International Airport after bristling for months at what it said was preferential treatment for the Chicago gate- way’s largest tenant, United Continental Holdings Inc. American, United and other carriers at O’Hare agreed to new airport leases that’ will un- derpin funding plans for an ex- pansion that is being mirrored at other big hubs across the country. From Los Angeles to New York to Atlanta and doz- ens of other airports, airlines and local officials are planning $100 billion in renovations over the next few years, ac- cording to the Airports Council International-North America trade group. They hope to address what passenger surveys suggest is one of the most frustrating parts of air travel: navigating crowded, aging U.S. airports. In some cases, airlines are fighting over whether they or their rivals will benefit more from these upgrades–and over who will foot the bill. In Chicago, the city planned to give United five of the eight gates in the initial phase of its expansion. American protested, and held off on agreeing to the expansion plan until Chicago offered to speed up building three more gates that will be B H B • Building Boom Many major U.S. airports are planning major renovations over…

WSDOT invites the public to submit comments on the WASP draft report. Please send comments to (a by April 17. Robert Hodgman WASP Project Manager/Senior Aviation Planner 360-596-8910 o mw Dear Mr. Hodgman, Thank you for the opportunity to comment on the WASP draft report. In the interest of full disclosure, it’s important to inform you that the City of Burien recently filed litigation against the Federal Aviation Administration (FAA) for new, high levels of aircraft noise exposure in BuRen neighborhoods commencing in summer 2016 because of increased flight and passenger demands at Seattle Tacoma International Airport (Sea-Tac) . Burien citizens–residents, human beings--have for too long been familiar with repetitive degradations of our environment–air quality and noise pollution–and lower property values from the ever-growing number of commercial aircraft operations at Sea-Tac Airport for the sake of economic development everywhere around the world and the U.S. But we are not alone, neighborhoods in Seattle (Georgetown, Beacon Hill, Rainier Valley, and South Park), as well as the City of Sea-Tac, Des Moines, and other South King County communities, continue to suffer from a decision to have a single major airport in Western Washington . Yes, Burien was "sound-insulated" by the Port and FAA for the third runway, but the livability of our outdoor spaces are dramatically compromised by high decibel levels of single noise events that interrupt and annoy normal daily activities (sports events, parks, backyard barbeques); not to mention debilitating particulates too small for detection by the human eye that constantly…

(1) No person shall cause or permit noise to intrude into the property of another person which noise exceeds the maximum permissible noise levels set forth below in this section. (2)(a) The noise limitations established are as set forth in the following table after any applicable adjustments provided for herein are applied. EDNA OF NOISE SOURCE Class A EDNA OF RECEIVING PROPERTY Class B Class C dBA 57 dBA 60 dBA CLASS c 60 65 70 (b) Between the hours of 10:00 p.m. and 7:00 a.m. the noise limitations of the foregoing table shall be reduced by 10 dBA for receiving property within Class A EDNAs. (c) At any hour of the day or night the applicable noise limitations in (a) and (b) above may be exceeded for any receIving property by no more than: (i) 5 dBA for a total of 15 minutes in any one-hour period; or (ii) 10 dBA for a total of 5 minutes in any one-hour period; or (iii) 15 dBA for a total of 1 .5 minutes in any one-hour period. CLASS A CLASS B [Order 74-32, § 173-60-040, filed 4/22/75, effective 9/1/75.] t- of 9/23/19, 6:42 PM WAC 173-60-090: https://app.leg.wa.gov/WAC/default .aspx?cite=173-60-090 WAC 173-60-090 Enforcement policy. r Noise measurement for the purposes of enforcing the provisions of WAC 47:3'-060'-040 shall be measured in dBA with a sound level meter with the point of measurement being at any point within the receiving property. Such enforcement shall be undertaken only upon receipt of a complaint made…

Environmental Justice Task Force Information :: Governor's Interag... https://healthequity .wa.gov/FheCouncilsWork/EnvironmerItatJustice.. T / q Environmental Justice Task Force Purpose and Responsibilities The Environmental Justice Task Force is responsible for recommending strategies for incorporating environmental justice principles into future State agency actions across Washington. This task force will meet over a 16-month period, and will produce a final report due to the legislature and Governor by October 31, 2020 that must include: ' Guidance for using the Washington Environmental Health Disparity Map to identify communities that are highly impacted by environmental justice issues with current demographic data. • Best practices for increasing meaningful and inclusive community engagement that takes into account barriers to participation that may arise due to race, color, ethnicity, religion, income, or education level ' Measurable goals for reducing environmental health disparities for each community in Washington state and ways in which state agencies may focus their work towards meeting those goals. • Model policies that prioritize highly impacted communities and vulnerable populations for the purpose of reducing environmental health disparities and advancing a healthy environment for all residents, Task Force Goal To improve health outcomes, especially among communities that are most severely and frequently impacted by environmental health hazards in the state. The Task Force will work diligently to center the voices of those who belong to communities that are most impacted by environmental justice issues throughout its work. Defining Environmental Justice The Environmental Protection Agency defines environmental justice as, “...the fair treatment and meaningful involvement of a!!…

The purpose of this document is to summarize: (1) the planning that has been undertaken to provide for the long-term commercial air transportation capacity needs of the central Puget Sound Region; (2) air travel demand forecasts and need; and (3) the environmental process for the Council’s regional planning decision. 1. Commercial Air Transportation Planning The RASP The first regional aviation plan was completed in the late 1960s and has been updated periodically. The 1988 Regional Airport System Plan (RASP, adopted by the Puget Sound Council of Governments, forerunner to the Regional Council), looked at the components of the regional airport system, and offered a detailed series of recommendations regarding commercial aviation and general aviation. The 1988 RASP recommended that planning be conducted to address comrnercial aviation needs and then, if needed, adjustments could be made to general aviation capacity at airports that might potentially be impacted by the conclusions and recommendations from the commercial aviation studies. The 1988 RASP recommended that Puget Sound (_"ouncil of Governments, in cooperation with the Port of Seattle as the operator of Seattle-Taconra International Airport, should complete a detailed evaluation of the region’s long-term commercial air transportation needs. This effort resulted in the Flight Plan Project (1989-92) and subsequent decision processes and studies. The Regional Growth and Transportation Strategy (VISION 2020) adopted in 1990 recognized the 1988 RASP as the interim air transportation element of the Regional Transportation Plan (now called the Metropolitan Transportation Plan) ”until a new plan is adopted.’' (PSCOG Resolution A-90-01), This…

a$vita„. h>qF UNITED STATES ENVIRONMENTAL PROTECTiON AGENCY REGION 10 1200 Sixth Avenue, Suite 1 55 Seattte, WA 98101-3188 OFFICE OF THE REGiONAL ADMiNiSTRATOR & PRO-( NOV87 28}$ Ms. Debi Wagner 1520 SW 158a' Street Baden, Washington 98166 Dear Ms. Wagner: Thank you for your eHrnail message to Mr. Andrew Wheeler, the Administrator for the U.S. Environmental Protection Agency, dated October 8, 2019, requesting a rneeting to discuss the potential environmental irnpacts associated with the Seattle-Tacoma Internal Airport operations and currently proposed environmental assessment analysis for the Sustainable Airport Master Plan Near-Term Projects. Mr. Wheeler has asked that I respond to you on his behalf. The EPA’s mission is to protect human health and the environment through the administration of environmental laws. Accordingly, we appreciate your interest in providing information to the Agency regarding planned projects at Sea-Tac over the years, raising concerns about related enviroarnental impacts and analyses, and requesting that actions be taken to reduce project impacts. The EPA has exchanged correspondence with you on these issues for sonie time and have suggested ways to work with the Federal Aviation Administration and other entities, such as the Port of Sent}e, to address issues related to Sea-Tac AIrport. We still believe that it is best for you to engage with the FAA and relevant state and locai government agencies to find sustainable solutions. Regarding the FAA’s currently proposed S AMP Near-Term Projects and the NEP A process underway at Sea-Tac, we understand that the FAA is currently preparing an Environmental…

Sent: Friday, October 25, 2019 3:35 PM To: Brian Wilson < r nwa.no > Cc: Marco Milanese <milanese.m@ portseattle.org> Subject: Request for input on the StART Airfield Noise Analysis Scope Hi Brian, The StART Aviation Noise Working Group recommended that the Port hire a consultant to analyze ground noise at Sea-Tac Airport and provide recommendations, based on the analysis, for ground noise reduction. Brad Nicholas, noise consultant with HMMH, attended the October 23 StART meeting to begin the process of getting feedback from StART on the scope of the analysis. I have attached his presentation for your review. The study could provide much greater clarity about the causes of airfield noise and lead to some potential promising efforts. Even though your city has made the decision to suspend your membership in StART, we felt that it is important to involve your city in the process of scoping the analysis and ask for your comments/feedback. Specifically, the consultant is asking feedback for these two topics: 1. Identification of which sources of ground noise you would like to see included as part of the analysis; and 2. Suggestions for specific locations ground noise monitoring should occur (for example particular neighborhoods), and whether there are times of day that are most important for monitoring. Please email me with your feedback on the scope by November 8. Let me know if you have any questions. Thanks, Phyllis Phyllis Shulman Civic Alchemy (206) 446-8788 / + gJ ll•111111111EB+ .Lpg ,FlfIjling ig££;;TjlIt;};§Jq&-!#::biIE==:::iibE•r;•}: IB $?iq#gI!§:-IEE$:B$it}-I :•!!)1::g={:$}H1:r;}i:trip!ii:: BIg#;…

Response to Alex Stone’s entail of December 17, 2020 re: Rep. Srnith’s proposed House Bill These are my responses to your questions/considerations that you included in your email: Mitigation structures outside of the 65 dB DNI: One criteria to add to Rep. Smith’s bill is to (1) “Limit” participation by confirmation by the Port authority that the structure in question was eligible to receive sound insulation treatment when it was first offered, and was in fact located in the 65 dB DNL noise contour contained in the Port authority’s Part 150 Study for that time period. Rep. Orwall’s HB 2415 acknowledged that fact as a condition for participation. This could be a second consideration for homeowners to participate: (2) The State in which the airport authority exists has acknowledged this action/necessity as an environrnental justice priority for the health and well-being of its citizens as promulgated by its state law being enacted. (NOTE: At the time POS homes were first insulated during the 1980s, 1990s, and early 2000, a structure/home was eligible because it was Iocated in the 65 dB or greater noise contour BOUNDARY as reported in an airport’s Part ISO Study. The FAA changed that requirement in the late 20005 to each structure/home had to be noise tested FIRST and the interior noise level had to exceed 45 dB DNL to be qualified to receive sound insulation improvements. No structure/home eligible for second chance insulation treatment should be subjected to different rules today than applied when their property…

RCW 47.06.141): Transportation facilities and services of statewide s... https://apps.leg.wa.gov/RCW/default .aspx?cite=47.06.140 RCW 47,06.140 Transportation facilities and services of statewide significancbLevel of service standards. (1) The legislature declares the following transportation facilities and services to be of statewide significance: Highways of statewide significance as designated by the legislature under chapter 47.05 RCW, the interstate highway system, interregional state principal arterials including ferry connections that serve statewide travel, intercity passengr ewfces, ir$erc'ty big_h-speed ground transportation, major passenger intermodal terminal<'’gxcIL® dW rt@cilities aR----) [ services, the freight railroad system, the Columbia/Snake navem, facilities and services that are related solely to marine activities affecting international and interstate trade, key freight transportation corridors serving these marine port facilities, and high capacity transportation systems serving regions as defined in RCW 81.§ Q4.a'$5. The department, It P appr6-priat–e, –shaFplan fo-F r MMo transbdrGtid–f_£iihes and services of stat®Q Min thM8wide mu}t}modal transp8rtaHon p}an. tmprovernents to fac}}Nes and services of statewide significance identified in the statewide multimodal transportation plan, or to highways of statewide significance designated by the legislature under chapter 47.05 RCW, are /! essential state public facilities under RCW 3$,7©A.2€3G. (2) The department of transportation, in consultation with local governments, shall set level of service standards for state highways and state ferry routes of statewide significance. Although the department shall consult with local governments when setting level of service standards, the department retains authority to make final decisions regarding level of service standards for state highways and state ferry routes of statewide significance. In establishing level of…