ITEM NO.:         7a_supp . 
Revised April 24, 2015 
DATE OF MEETING:  April 28, 2015 
SUSTAINABLE AIRPORT MASTER PLAN 
(SAMP) UPDATE 
April 28, 2015

Sustainable Airport Master Plan 

The SAMP is the blueprint for facilities development
needed at the airport over the next 20 years to meet the air
travel and cargo needs of the region. 
The SAMP is important because of the fast pace of regional
growth and the airport's critical role in providing for the air
travel and cargo needs of the region. 
The SAMP will determine how to best develop and operate
the airport in a sustainable manner that includes economic,
environmental and social goals. 


2

Briefing overview 

Where we are in the planning process 
Preliminary gate expansion concept recommended for
modeling 
Airfield capacity analysis 
Hardstand operations challenge 2016-2024 
Public outreach 
Key findings with implications for SAMP scope & schedule 
Sustainability integration 
Next steps 
3

Where we are in the planning process 

Gate expansion concept recommendation from planning team 
Forecast complete 
Based on regional economic forecast 
20-year unconstrained forecast 
SAMP analyzing if airport can accommodate 20-year demand 
Beginning airfield modeling (inputs & assumptions) 
Will test airfield system ability to meet unconstrained 20-year forecast 
Linked to gate expansion concept 
Includes simulation of potential airfield improvements (center taxiway, & end-
around taxiways) 
Port, FAA and Airline input into the model inputs and assumptions 
Beginning to explore phasing for gates, terminal and hardstands 

4

Preliminary Gate expansion concept  recommended for modeling 

Meets domestic and international gate requirement 
Dual taxilanes between SSAT & new gates to the south, and between piers
at north 
May not require relocation of North Airport Expressway southbound lanes 
Can incrementally phase-in additional gates 
Potential to accommodate widebody aircraft on north end 




Recommended gate concept provides needed capacity and incremental expansion   5

Gate expansion concept  not recommended for modeling 

Gate phasing has greater impact to existing facilities 
Single taxilane between SSAT & new gates to the south 
Requires lidding over S 188th ST 
Pushback onto taxiway from north gates impacts operations 
Requires relocation of North Airport Expressway southbound lanes 




Rejected gate concepts have greater impact to operations and existing facilities    6

Group V airport 
FAA Group V aircraft separation 
Runway and taxiway separation does not meet FAA requirement for
Group V aircraft in poor weather 
Several other large airports also do not comply with separation requirement 
Numerous measures in place to ensure safety 
Currently operating under a modification to standards 
Will work with FAA to establish permanent exemption to Group V
separation requirement 




SAMP assumes SEA is a Group V airport                7

Airfield capacity analysis 



Current early analysis indicates reduced capacity (high level analysis) 
Previous airfield capacity estimates consistent with current forecasted
20-year demand 
Factors that have changed to reduce airfield capacity 
Fleet mix shift to larger aircraft 
Improved FAA tracking technology and greater enforcement of separation
standards 
Single departure stream for jet aircraft based on use of 3 runways 

8

Airfield capacity analysis 
Change in fleet mix 
500,000
General aviation/military
450,000
Air taxi (less than 60 seats)
400,000
Air carrier (greater than 60 seats)
350,000
Aircraft operations   300,000
250,000
200,000
150,000
100,000
50,000
-

Increase in larger aircraft has reduced airfield operations capacity         9

Airfield capacity analysis 
Spreadsheet calculation of runway capacity 
Capacity/delay analysis has focused on runway capacity 
FAA & ACRP spreadsheet calculations 
Industry accepted high level capacity assessment method for early planning 
Only analyzes runway capacity - additional delay likely from several sources
(e.g. runway crossings, taxiways & gate constraints/congestion) 
Analysis suggests the current runway system, with no improvements,
will reach capacity well before 2034 




Early indication of capacity problem prompts need for detailed simulation modeling  10

Airfield capacity analysis 
Simulation modeling 
Simulation modeling will provide more accurate analysis and focus
on airfield system capacity with potential improvements 
Taxiway system/runway crossings 
Pushbacks and transition to/from movement area 
Terminal and gate layout 






11

Airfield capacity analysis 
Simulation modeling 

Video: simulation animation

Airfield capacity analysis 
Simulation modeling 
Questions to be answered 
What is the capacity of airfield system? (with and without improvements) 
Benefits of potential centerfield and end-around taxiways 
Performance of gate expansion concept 
Efficiency of aircraft flow patterns between runways and gates 
Information for follow-on benefit-cost analysis of improvements 
Which is a bigger capacity constraint; the runways or taxiway
circulation? 
Is increased taxi time using end-around taxiways offset by reductions
in delay? 
What is the timing of need for potential improvements? 

Simulation modeling will demonstrate capacity benefits of potential improvements   13

Airfield capacity analysis  throughput capacity 
Max aircraft PER HOUR without delay 
Existing airfield has a maximum capacity of approximately 90 operations
per hour in good weather, down to 76 operations per hour in poor weather 
Begin to experience airspace delay when throughput capacity is reached 

Good
Weather 
EXISTING PEAK HOUR THROUGHPUT CAPACITY 
Poor 
Weather 



Capacity varies in different weather conditions               14

Airfield capacity analysis  throughput capacity 
2014 rolling hour demand vs capacity 


CAPACITY (GOOD WEATHER) 

CAPACITY (POOR WEATHER) 






15

Airfield capacity analysis  throughput capacity 
2019 rolling hour demand vs capacity and time to recover operations 


RECOVERY 
CAPACITY (GOOD WEATHER) 

CAPACITY (POOR WEATHER) 






16

Airfield capacity analysis  throughput capacity 
2024 rolling hour demand vs capacity and time to recover operations 


RECOVERY   RECOVERY 
CAPACITY (GOOD WEATHER) 

CAPACITY (POOR WEATHER) 






17

Airfield capacity analysis  throughput capacity 
2029 rolling hour demand vs capacity and time to recover operations 

NO RECOVERY PERIOD 

RECOVERY   RECOVERY 
CAPACITY (GOOD WEATHER) 

CAPACITY (POOR WEATHER) 






18

Airfield capacity analysis  throughput capacity 
2034 rolling hour demand vs capacity and time to recover operations 

NO RECOVERY PERIOD 

RECOVERY 









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Airfield capacity improvement concepts 
Potential airfield improvements include 
End-around taxiways 
Centerfield taxiway 
Dual taxiways A & B south of terminal 
Complex development issues for end-around taxiways 
Development issues            FAA regulatory issues 
Impact to existing facilities            Taxiing aircraft tail cannot penetrate
Permitting                      runway air surface 
Topography                  End-around taxiway limited to Group III 




Suite of airfield improvements: End-around taxiways would be challenging to build  20


Hardstand operations challenge 2016-2024 




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Hardstand operations challenge 2016-2024 
Rapid growth 
Rapid growth in recent years 
Passengers: up 4.7% in 2013 & 7.5% in 2014 
Aircraft operations:up 2.5% in 2013 & 6.9% in 2014 
Even higher increases projected for 2015 (based on year to date
volumes) 
Passengers: 10% over 2014 
Aircraft operations:11% over 2014 




Higher than expected near-term growth adds urgency to build required facilities   22

Hardstand operations challenge 2016-2024 
Facilities requirements 
Hardstands (requirements assume 737 narrowbody equivalent) 
First scheduled hardstand operations anticipated in 2016 
4 gates out of service 2016-2019 due to IAF construction 
11-13 parking positions required in 2020 
13-15 parking positions required in 2024 
Holdrooms 
Will need a combination of additional capacity in existing terminal and remote
holdroom locations(s) 
Support equipment 
COBUS vehicles and maintenance facilities 
Fueling trucks 
Airstairs 
Currently working to define phasing of hardstand and holdroom
construction and timing of need for support equipment 
Holdroom capacity deficit in 2024 equivalent to Concourse A          23

Hardstand operations challenge 2016-2024 
Facilities requirements 
Hardstands 
Existing capacity: 18 aircraft parking positions ("stands") (737 equivalent) 
Busing operations at hardstands will reduce aircraft parking capacity 
Existing hardstands currently accommodate remain overnight (RON) parking for
passenger aircraft 

3 
7                                                                                    stands 
stands 
8 
stands 




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Hardstand operations challenge 2016-2024 
Facilities requirements 
Hardstands 
Existing capacity: 18 aircraft parking positions ("stands") (737 equivalent) 
Busing operations at hardstands will reduce aircraft parking capacity 
Existing hardstands currently accommodate remain overnight (RON) parking for
passenger aircraft 
Potential for new hardstands at end of Concourse D and at Cargo VI 

3 
7                                                                                    stands 
stands 
8       8 
stands    stands 



Urgent need for hardstands may require streamlined project delivery       25

Hardstand operations challenge 2016-2024 
Facilities requirements 
Holdrooms 
Opportunity for remote terminal at former United Airlines cargo building 
Holdroom expansion projects planned at Concourses B & C 
Shortage of capacity in near-term (even with identified opportunities) 
Will be back to Commission for further discussion 

3 
7                             Planned                                                 stands 
stands                            Holdroom
Expansions                           8      8 
stands    stands 

Remote
Covered        Terminal 
walkways 

Shortage of holdroom capacity to accommodate hardstand operations      26

Public outreach 
Airport-area outreach 
Briefings and presentations 
City Council presentations in Burien, Des Moines, SeaTac 
Port of Seattle/City of SeaTac JAC Updates 
Highline Forum briefings 
Chamber presentations  informal and scheduled program 
PSRC - Transportation Policy Board 
Regional, community and business organization presentations 
Other outreach 
Airmail, Sea-Tac's community newsletter 
Readership  32,000 single family households within the airport communities 
Connections, tenants and operators, stakeholders, business interests 
Online and print distribution 
Port website postings, social media, email blasts & press release 

27

Public outreach 
Regional and local government outreach 
Community open houses designed to engage regional audience 
1st Series:SAMP process, goals, forecast, and development concepts 
March 4, Mount Rainier High School , 5  7 p.m. (65 attendees) 
March 19, Seattle Central Library , 5  7 p.m. (27 attendees) 
April 2, Bellevue Public Library, 5 - 7 p.m. (31 attendees) 
2nd Series (Summer 2015):Preliminary Alternatives 
3rd Series (Fall 2015): Preferred Development Alternative 
Transportation Review Committee 
Engage local & regional planners on transportation issues in SAMP 
Engage local & regional planners on improvements to ease congestion 
1st meeting planned for Q2 of 2015 
Regional and local government briefings 

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Public Outreach 

Outreach focus 
Proactively provide information; seek feedback and engagement 
How does Sea-Tac affect stakeholders  community, business, traveling public 
How can Sea-Tac benefit stakeholders  community, business, traveling public 
Feedback summary from first series of open houses 
Open house and display boards were effective to engage public 
Curiosity about what's driving Sea-Tac's growth 
Awareness about growing congestion on airport drives 
Concerns about traffic impacts 
Interest in easier circulation between gates, check-in areas and light rail 
General concerns about aircraft noise 
General concerns about aircraft emissions 

29

Sustainability integration 
WHAT and WHERE We Build 

First Tier: Alternatives analysis for Sustainability- Plan airport
that meets future needs in a way that: 
Optimizes efficiency of airport layout 
Creates efficiency for airlines and passengers 
Enables airfield and ground movements that reduce fuel burn and emissions 
Maximizes use of limited real estate 
Provides future capacity at the appropriate time 
Minimizes wetland and creekimpacts 
Uses existing facilities where practical, and adds new facilities when needed 
Optimizes the investments we have made in the airport 



Efficient airport layout, use of existing facilities, and natural resource protection   30

Sustainability integration 
HOW We Build (Preferred Airport-Wide Concept) 

Second Tier: Design and build sustainable new and renewed
facilities that include: 
LEED 
Energy efficiency 
Water conservation 
Integrate environmentally-preferred building materials 
Recycling Infrastructure 
Climate resiliency 
Stormwater detention and treatment 
Total cost of ownership 



Green buildings                        31

Sustainability integration 
HOW We OPERATE 

Third Tier: Develop operational sustainability initiatives to meet
goals and objectives 
Identify gap between projection of 2034 environmental footprint
and Century Agenda and S3 goals 
Develop sustainability management plan that closes the gap 
Energy efficiency 
Carbon reduction 
Emission reductions 
Recycling 
Water quality 
Noise abatement 


On-going initiatives necessary to optimize economic and environmental performance 32

Next steps 

Model airfield and terminal ramp area 
Determine airfield capacity & benefit of potential airfield improvements 
Based on determination of airfield capacity, confirm gate requirement and
refine gate expansion concepts 
Determine landside and airport/airline support facility
requirements to support preferred terminal concept 
Integrate airport facilities into a comprehensive land use plan 
Allocate land based on land use prioritization/hierarchy 
Determine what should be accommodated in the South Aviation Support
Area (SASA) 
Develop phased implementation plan for entire SAMP capital
program 
On-going Commission guidance 
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