PORT OF SEATTLE 
MEMORANDUM 
COMMISSION AGENDA               Item No.      6a 
ACTION ITEM 
Date of Meeting  February 25, 2014 
DATE:    February 18, 2014 
TO:      Tay Yoshitani, Chief Executive Officer 
FROM:   Mike Ehl, Director, Airport Operations 
Wayne Grotheer, Director, Aviation Project Management Group 
SUBJECT:  Runway 16 Center/34 Center (RW 16C/34C) Reconstruction (CIP #C800406) at
Seattle-Tacoma International Airport 
Amount of This Request:    $10,408,000    Source of Funds:  Airport Development Fund 
FAA Grants and Future
Est. Total Project Cost:      $102,863,000 
Revenue Bonds 
Est. State and Local Taxes:   $7,545,000 

ACTION REQUESTED 
Request Commission authorization for the Chief Executive Officer to (1) direct staff to proceed
with project management, design, and preparation of final construction documents for the RW
16C/34C Reconstruction project at Seattle-Tacoma International Airport; (2) execute a contract
for an automated foreign object debris (FOD) detection system; (3) perform advance preparatory
work to include the advertisement and execution of a contract to install a temporary traffic signal
on S. 154th St.; (4) enter into one or more agreements with the Federal Aviation Administration
(FAA) for the evaluation of impacts, relocation of utilities, installation of runway lighting,
performance of  flight checks, and other support needed as part of the RW 16C/34C
reconstruction project; and (5)  approve use of a Project Labor Agreement (PLA) for the RW
16C/34C reconstruction project. The amount of this request is $10,408,000 of a total estimated
project cost of $102,863,000. 
SYNOPSIS 
This request for authorization is needed for the reconstruction of RW 16C/34C that is now
scheduled to begin in 2015, a year earlier than previously planned. The decision to advance the
reconstruction by a year was the result of discussions between the FAA and Port of Seattle staff
and concern over the high number of concrete panel patches in the aging pavement that could
dislodge and become a safety issue to aircraft. The authorization will allow the design for the
RW 16C/34C reconstruction to progress from the previously authorized 60% design level to the
final preparation of construction documents. It will allow the Port to advertise for and select an
automated FOD detection system so that necessary infrastructure can be included in the
subsequent, primary major construction contract. The authorization will allow the Port to design,
advertise and execute a contract to install a signal on S. 154th St. to control traffic and provide for

Template revised May 30, 2013.

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 2 of 7 
the efficient and safe transport of materials needed for the RW 16C/34C reconstruction and
possibly also benefit the cargo enhancement projects to be constructed in 2014. There are a
number of items that are currently being coordinated with the FAA including potential utility
relocation, runway lighting, flight checks, and other emergent items. This authorization will
allow the Port and the FAA to enter into one or more agreements for reimbursement of costs by
both parties. 
Port staff anticipates returning to the Commission in December 2014 to request funds and
authorization to advertise and execute a major construction contract for the RW 16C/34C
reconstruction project. Port staff also anticipates returning to the Commission for authorization
to enter into an agreement with the City of Burien for a coordinated project that would include
the Port's prior commitment to the Washington State Department of Transportation to restore the
SR-518 and Des Moines Memorial Way interchange eastbound on-ramp once the modifications
for the haul route are no longer needed. 
Port staff recommends entering to a PLA for the RW 16C/34C reconstruction project to ensure
labor force continuity and stability and facilitate the timely and efficient completion of the
construction project. 
The project is included in the 2014  2018 capital budget and plan of finance. It is subject to
airline approval via the majority-in-interest voting requirements of the airline lease and operating
agreement and the pending vote is due by March 3, 2014. The project was reviewed with the
airlines in December 2013. 
BACKGROUND 
RW 16C/34C, with a length of 9,426 feet and width of 150 feet, was constructed as Portland
Cement Concrete pavement in 1969, with a 20-year design life, and has currently lasted more
than double its expected useful life. The Airport began a Runway Improvement Program in 1993,
which was designed to rehabilitate and extend the useful life of the runway. That runway
rehabilitation program continues through 2014. Of the approximately 4,300 concrete panels, 690 
have been replaced since the beginning of the program. Once a panel begins to deteriorate, it can
cause foreign object damage to aircraft, compromise directional stability, as well as cause wheel
assembly damage. Deteriorating panels also allow water infiltration below the runway surface,
which leads to erosion of the sub-surface and further pavement deterioration. The Runway
16 Left/34 Right (RW 16L/34R) reconstruction in 2009 resulted in most aircraft using RW
16C/34C for departures. Departures cause the greatest amount of stress on a runway. This
additional use likely further stressed the runway panels. 
Airport staff previously monitored the pavement conditions and evaluated when RW 16C/34C
should be reconstructed. The runway was originally planned to be reconstructed in 2010, but was
deferred to 2016 for budgetary reasons. The design of the reconstruction began in 2010 and the
60% design was finished in 2011. The intent of taking the project to a 60% design was to allow
the project to proceed expeditiously to a full design and construction in the event that the runway
condition warranted a replacement earlier than 2016. Even with the ongoing program to replace

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 3 of 7 
runway panels, there was no guarantee that the runway would last until 2016. In August 2013
after consulting with FAA, Airport staff decided to advance the start of the reconstruction to
2015 due to the high number of concrete patches (more than 2,000) that have been installed in
the runway panels and the observance of patch failures. The 60% design is currently being
updated to include added scope items  such as runway blast pads to  comply with FAA
requirements, modification of taxiway H/J to reduce the potential for runway incursions, LED
lighting, an automated foreign object debris (FOD) detection system, restoring the SR-518
interchange used as a haul route, and other miscellaneous items and should be complete in
February 2014. 
Current practice for FOD detection is based upon visual inspections and responding to reports of
FOD on the runway. It is a reactive, rather than proactive, approach. As part of the project
scope, automated FOD detection equipment will be installed that will be able to scan for and
detect FOD on a real-time basis, which is not possible without employing new technology. The
automated FOD detection system may provide coverage to other runway surfaces in addition to
RW 16C/34C. According to FAA Advisory Circular on FOD detection equipment, the presence
of FOD on airport runways, taxiways, aprons and ramps poses a significant threat to the safety of
air travel. FOD has the potential to damage aircraft during critical phases of flight, which can
lead to catastrophic loss of life and airframe, and increased maintenance and operating costs.
FOD hazards can be reduced, however, by the use of FOD detection equipment and subsequent
cleanup and repair.
Since November alone, staff has recorded six incidents of aircraft losing parts on the runways of
the Airport. The smallest of these was a  metal bolt. The heaviest was a wheel hub from an 
Airbus 330, which weighed approximately five pounds. The ability of detection equipment to
identify FOD on the runway will provide a significant increase in airline and airport safety.
Currently, there are  different FOD detection systems  that meet FAA Advisory Circular
requirements.  After evaluating several procurement methods, staff has determined that
advertising and executing a contract using a best-bid approach for an automated FOD detection
system before the advertisement of the main construction project is preferred to ensure that
necessary, supporting infrastructure is included in the primary construction contract.
A temporary traffic signal on South 154th Street is planned to be installed for the haul route
instead of using construction road flaggers. A traffic signal is more practical to meet the duration
and potential for use of the haul route at night. The installation will be coordinated with the City
of SeaTac. Since the City contracts with King County for signal maintenance, it may be
necessary to restrict the signal components to those maintained by the local agency. The
temporary traffic signal installation on South 154th Street should be installed prior to the prime
contract in order to expedite construction hauling and improve safety. This work  could occur
through a small works contract administered by Port Construction Services or alternatively by
agreement with the City of SeaTac and King County. An early installation may also benefit the
cargo area improvement project that will be constructed in 2014.

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 4 of 7 
RW 16C/34C reconstruction includes numerous scope items that involve the FAA. Re-grading a
berm located at the north end of the runway and revision of Taxiways H and J may possibly
impact FAA utilities and may result in the relocation of the affected utilities. Flight checks will
need to be conducted for re-opening RWs 16C/34C and 16L/34R in 2015 and for RW 16L/34R
in 2016. One or more agreements with FAA will be needed for items including the relocation of
utilities, installation of runway lighting, flight checks, and other support needed as part of the
RW 16C/34C reconstruction project. The FAA and the Port are having ongoing discussions on
the project and potential impacts to FAA facilities. An initial agreement with FAA will be
required in order to evaluate the potential impacts and one or more subsequent amendments to
the agreement will be executed to address any impacts that are identified. FAA processes require
that the Airport provide funding to them before their evaluation can begin. Accordingly, a delay
in moving forward with an agreement could result in a significant delay to the project. 
Reconstruction of RW 16C/34C will require closure of the runway while work is accomplished.
The FAA, pilot representatives from the airlines, and Port staff conducted a safety risk
assessment for the construction activities and have determined that the temporary impact on
aircraft operations is manageable.
PROJECT JUSTIFICATION AND DETAILS 
Project Objectives 
Provide a structurally sound runway for current and future customers 
Provide reliable and appropriate-sized infrastructure systems 
Minimize total lifecycle cost (capital and expense) 
Minimize operational impacts 
Scope of Work 
Reconstructing the existing RW 16C/34C in its existing location for a 40-year service life 
Expanding the blast pads for RW 16C/34C and RW 16L/34R to comply with FAA
standards 
Restoring of SR-518 interchange to be used as a haul route 
Installing a temporary traffic signal on South 154th Street for the haul route 
Re-grading a berm located at the northeast side of the blast pad on the north end of the
runway that the FAA has identified as an obstruction 
Replacing the section of Taxiway C and Taxiway N that is located between RW 16C/34C
and RW 16L/34R due to its deteriorated condition 
Reconfiguring Taxiways H and J to reduce the potential for runway incursions 
Replacing aging infrastructure 
Installing new runway and taxiway light systems with LED fixtures where feasible 
Revising the runway lighting control system

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 5 of 7 
Marking airfield surfaces including thermoplastic taxiway intersections markings,
runway hold line markings, surface painted holding position markings and enhanced
taxiway centerline markings 
Building drainage filter strips for storm water treatment 
Installing automated foreign object debris (FOD) detection equipment 
Constructing a service road to an FAA Navigational Aid 
Evaluating and possibly adding Wi-Fi access points at taxiway intersections 
Coordinating with the FAA on their affected utilities, operational issues, navigational
aids, and flight checks. 
Joint sealing of cross taxiways 
Schedule 
60% Updated Design                                       Feb 2014 
Majority-in-Interest Vote                                          Mar 2014 
Final Design                                                 Oct 2014 
Commission Authorization to Advertise and Execute a Contract                Dec 2014 
Begin Construction                                            Apr 2015 
Construction Complete                                        Nov 2016 
FINANCIAL IMPLICATIONS 
Budget/Authorization Summary           Capital      Expense    Total Project 

Original Budget                     $90,390,000          $0   $90,390,000 
Budget increase                       $9,148,000    $3,325,000   $12,473,000 
Revised budget                     $99,538,000    $3,325,000   $102,863,000 
Previous Authorizations                  $669,000          $0      $669,000 
Current request for authorization            $10,008,000      $400,000    $10,408,000 
Total Authorizations, including this request    $10,677,000      $400,000    $11,077,000 
Remaining budget to be authorized         $88,861,000    $2,925,000   $91,786,000 
Total Estimated Project Cost             $99,538,000    $3,325,000   $102,863,000 
Project Cost Breakdown                  This Request        Total Project 
Construction                               $6,300,000        $78,616,000 
Construction Management                     $300,000        $7,147,000 
Design                                  $2,508,000         $3,577,000 
Project Management                        $1,000,000        $3,180,000
Permitting                                  $100,000         $1,210,000 
Central Procurement Office (CPO)                 $100,000          $794,000 
Administration (AD)                          $100,000          $794,000 
State & Local Taxes (estimated)                        $0         $7,545,000 
Total                                     $10,408,000        $102,863,000

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 6 of 7 

The expense items include restoring the SR-518 interchange ($2.8 million), moving FAA-owned
infrastructure and flight checks ($500,000) and training ($25,000) provided by the contractor. It
is anticipated that all expense items except the training will be accounted for as public expense. 
Budget Status and Source of Funds 
This project is included in the 2014-2018 capital budget and plan of finance within CIP C800406 
(design) and C800058 (construction) with a combined budget of $90,390,000. Upon completion
of the project notebook, the scope and budget was refined and the project was consolidated into
CIP C800406. The budget increase was transferred from the Aeronautical Allowance CIP
(C800404), resulting in no net change to the Airport capital budget. The funding sources will
include the Airport Development Fund, FAA grants, and future revenue bonds. The Port plans to
issue revenue bonds in 2014 to fund a number of projects. The FAA has indicated that in 2014
the Port can apply for and likely receive $18.7 million in grant funds and that the Port may be
able to apply for approximately $7 million to $8 million in additional grant funds in 2015.
Financial Analysis and Summary 
CIP Category             Renewal/Enhancement 
Project Type              Renewal & Replacement 
Risk adjusted discount rate     N/A 
Key risk factors             N/A 
Project cost for analysis        $102,863,000 
Cost Center               Airfield Movement Area 
Effect on business performance  NOI after depreciation will increase 
IRR/NPV             N/A 
CPE Impact             $0.36 by 2017 
Lifecycle Cost and Savings 
The design life for modern concrete pavement is 40 years. The installation of new lighting
systems will likely reduce repair costs. Thermoplastic markings and LED components will
require less maintenance and frequency of replacement. 
STRATEGIES AND OBJECTIVES 
This project supports the Port's Century Agenda objective of meeting the region's air
transportation needs at Sea-Tac Airport for the next 25 years. Maintaining this critical runway
asset is key to meeting this objective. 
TRIPLE BOTTOM LINE 
Economic Development 
Generally, there are no economic impacts related to renewal/enhancement projects since they are
primarily related to preservation of existing business activity.

COMMISSION AGENDA 
Tay Yoshitani, Chief Executive Officer 
February 18, 2014 
Page 7 of 7 

Environmental Responsibility 
Various sustainability practices will be considered during the runway redesign. These practices
include, but are not limited to, the inclusion of energy efficient lighting (i.e. LED), performing a
lifecycle analysis of materials used to ensure that resources being used and/or recycled are
environmentally and economically practical; utilizing onsite water for dust control and irrigation;
the reuse of materials such as concrete, asphalt, and soil; possible use of fly ash in concrete
materials and employing low emission construction equipment.
Community Benefits 
Maintaining an operating runway benefits both our airline customers and travelers. The project
manager will collaborate with the Office of Social Responsibility in determining small business
opportunities, in accordance with Small Business Resolution No. 3618, and to ensure
Disadvantaged Business Enterprise participation goals, as described in the Port's DBE Program,
as approved by the FAA. 
ALTERNATIVES AND IMPLICATIONS CONSIDERED 
Alternative 1)  Do nothing: This alternative would continue to defer the replacement of RW
16C/34C. Concrete runway panels that show signs of impending failure would need to be
replaced or patched on an ongoing basis in order to keep the runway operational. The risk of
concrete patches dislodging or panels failing could result in a determination that RW 16C/34C is
unsafe for aircraft operations and require closure of the runway. This is not the recommended
alternative. 
Alternative 2)  Complete final reconstruction design in 2014 and accelerate construction to 
2015 for RW 16C/34C. The successful reconstruction will provide a structurally sound
runway for current and future customers. This is the recommended alternative. 
ATTACHMENTS TO THIS REQUEST 
PowerPoint presentation 
PREVIOUS COMMISSION ACTIONS OR BRIEFINGS 
On May 4, 2010, The Commission authorized proceeding with project management,
design, and preparation of 60% level construction documents for the future replacement
of RW 16C/34C at Seattle-Tacoma International Airport. Pre-construction project cost to
accomplish the 60% design was estimated at $669,000.