PORT OF SEATTLE
MEMORANDUM

COMMISSION AGENDA
STAFF BRIEFING
Item No.        9
.
Date of Meeting  Februgy 23, 2010

DATE:   February 18, 2010

TO:     Tay Yoshitani, Chief Executive Ofcer

FROM: '-Stan Shepherd, Manager Airport Noise Programs/// 
Diane Summerhays, Director of Community DevelopmentW5

SUBJECT: Policy Roundtable: Part 150 Aircraft Noise and Land Use Compatibility Study

SYNOPSIS:

The Airport is embarking on a Part 150 Study to comply with Federal Aviation Administration
(FAA) requirements. The two-year study will evaluate noise within the communities
surrounding the airport while adhering to established FAA noise contour metrics and procedures
to measure noise impacts. The study includes a comprehensive public information and comment
process to gather community-wide input. The rst of a series of public workshops is scheduled
for February 24, 2010. The Study will also be discussed at the Highline Forum to provide
elected ofcials from neighboring cities with an opportunity to provide regular input, and city
land use planners will participate in the Technical Review Committee meetings.

The Part 150 regulations do not require the Study to consider ight track changes with no noise
reduction benet to the annual 65 Day Night Level (DNL) noise contour, but, if the community
suggests changes, then Port staffhas suggested methods to be responsive.
The Commission and the mayors om Burien, Des Moines, Federal Way, Normandy Park,
SeaTac and Tukwila will discuss the Part 150 Study at a Policy Roundtable during the February
'
23 Commission meeting. The Commission will also receive briengs on the Study quarterly or
as needed. The Part 150 project manager from Landrum & Brown plans to attend the
Commission meeting and will conduct the public workshop on February 24.

BACKGROUND:

Ofcially lmown as the Federal Aviation Regulation Part 150 Aircra Noise and Land Use
Compatibility Study, SeaTao Airport's Part 150 Study is a planning effort designed to address
and mitigate the effects of aircraft noise within the airport communities. The FAA-
recommended process provides for involvement ofthe Airport, aeronautical users, elected
ofcials and city planners from surrounding jurisdictions, and interested citizens. All parties
work in partnership to reduce the noise impacts on the community through mitigating efforts that

COMMISSION AGENDA
T. Yoshitani, ChiefExecutive Ofcer
February 18, 2010
Page 2 of 6

can be undertaken by the Airport and airport users and by local jurisdictions through their zoning
processes and building codes. A comprehensive public information and comment process is part
ofthe Part 150 Study, and the Highline Forum will be mechanism where elected ofcials 'om
neighboring jurisdictions regularly discuss and provide feedback on the Study.

In 1985, the Port completed the rst SeaTac Airport Part 150 Study. Since that time, there have
been two other updates to the Study in 1993 and 2002. Through the Airport's Part 150
programs
and the 1990 Noise Mediation Project, the Port has been a national leader in both noise     '
abatement and sound mitigation. To date, we have spent over $500 million on total mitigation
programs, including home and school insulation, property acquisition and relocation and other
noise reduction efforts.

Most Part 150 studies are voluntary. However, SeaTac's current Part 150 Study is a
requirement stemming from the FAA Record ofDecision (ROD) that approved the Airport's
Master Plan and the construction of the third runway. The FAA ROD obligated the Port to
commence a Part 150 Study approximately one year aer the opening ofthe third runway.

A Part 150 Study is broken down into two general phases. Phase one involves dening which
sensitive land uses, such as homes and schools, within the communities are signicantly
.  impacted by aircraft noise, both now and in the future. The resulting products are called "noise
exposure maps" (NEMs). The FAA must approve the NEMs.

Phase two involves the evaluation of the airport's current noise reduction efforts and the
consideration and eventual implementation ofnew ways to improve those efforts. The resulting
program is called the "Noise Compatibility Program" (NCP). Aer the NCP has been
completed, there will be a public hearing to discuss the NCP draft recommended actions. Before
the recommendations are submitted to the FAA, the Port Commission must approve them. FAA
approval is also required. It is necessary to obtain these approvals before the Port can receive
federal mdsifor noise mitigation projects. Attachment "A" provides an example of the 65 DNL
noise contour for 1998. Attachment "B" is an example ofa recommended action from the 2002
Study.

Over this past year, there have been a number of opportunities for Airport staff to hear from the
public on specic noise issues, and these will be part ofthe scope of work, including an update
to the hush house study and recommendation, an analysis of sideline and taxiing noise, an
evaluation ofthe need for acquisition in the South Approach Transition Zone, a review of the
potential for further insulation within the 65 DNL contour, and discussions about a runway use
agreement with the FAA. The study team will specically compare the environmental impact as
dened by the Master Plan Environmental Impact Statement (EIS) to the existing situation.
During the public participation process, the public may propose further topics that will be
considered for inclusion in the study.

COL/[MISSION AGENDA
T. Yoshitani, ChiefExecutive Ofcer
February 18, 2010
Page 3 of 6

While the public's perceptions are important factors in determining the Study elements, the Part
150 study recommendations themselves are driven by data. Often the data presents quite a
di'erent picture than the perceptions people have. For example, given the reduction in the
number ofights and the elimination of noisier aircraft, the current noise contours may be
smaller than originally anticipated in the MaSter Plan BIS that addressed likely third runway
noise impacts. If that is true, changing demand for air travel and advances in quieter engines and
airframe technology are among the causes that explain why these projected impacts may not
have occurred. It may be difficult to explain to the community that even though there may be
increased ights over their neighborhood, measurable noise levels have actually declined.
Federal regulations also require that the noise analysis be conducted using the DNL (day/night
level) noise metric, which is an average of noise measured over a year with a penalty for
nighttime noise. While this metric is the national standard, this standard isn't generally how
people talk about their own subjective perceptions when experiencing noise levels.
Quantication ofnoise impacts must be presented in terms of the DNL contour, and,
accordingly, impact mitigation is focused within the 65 DNL.

Over the years, the debates over potential ight track changes for noise reduction purposes have
been the most contentious part of the Part 150 studies. Although there have been a number of
suggestions made by communities and individuals, with the exception of long-standing noise
abatement procedures, the FAA has not approved anychanges. The reasons have been varied:
The noise benet would be insubstantial; the noise was only being shied to another community;
there were safety or efciency issues; or the FAA would not move a ight track for noise
purposes unless all communities agreed. However, the Part 150 Study team cannot ignore
requests for consideration of ight track changes to "control the operation of aircra to reduce
exposure of individuals (or specic noise sensitive areas)" to noise in the area around the airport.

PUBLIC PARTICIPATION PLAN:

Prior to and during the development ofa Part 150 noise reduction program, the FAA requires the
Airport to afford adequate opportunity for the active and direct participation of all parties (public
agencies, aeronautical users and the general public) to submit their views, data and comments on
the formulation and adequacy of the program.

In response, the Port has designed a process, approved by the'FAA that is inclusive and will
effectively engage everyone who wants to be involved. The program provides a variety of
methods ofengagement tailored for those with different interest levels and perspectives (i.e,
airlines vs. general public vs. local jurisdictions). '
The key public outreach mechanism utilized by the Port is a series ofpublic workshops held
throughout the Part 150 Study process. Each workshop will be built around the study element
that the Part 150 Study is currently engaged in. Each will include smaller breakout sessions,
where members ofthe public, engaging directly with facilitators, can provide. input, ask

COMMISSION AGENDA
T. Yoshitani, Chief Executive Ofcer
February 18, 2010
Page 4 of 6

questions and offer recommendations in a more personal setting. The rst public workshop is
scheduled for February 24, 2010, at the Mount Rainier High School in Des Moines.

To advise the Port on technical matters, a Technical Review Committee (TRC) will be formed
comprised ofland use planners from the surrounding cities and aviation and airline
representatives ' all with very specic technical expertise. They will be asked to review data
and reports and offer feedback on all of the technical documents related to the study. All
Highline Forum area communities have appointed a land use planner representative to the TRC
except for Normandy Park. Normandy Park has indicated they are short-sta'ed in their planning
department and are unable to send a representative until they can ll some positions. The rst
TRC meeting was held on January 19, 2010.

During the last Part 150, a Citizen Advisory Committee (CAC) was the principal public body
interfacing with the Part 150 team. Since the membership on the CAC was limited to each city's
appointed representative, the Port found that many members ofthe public felt left out of the
proceedings. The current public outreach process improves on the public outreach methods used
during the last Part 150 Study by giving everyone interested in participating in the Study the
same robust ability to interact directly with the Part 150 team (either through the public
workshops, the TRC or the Highline Forum) and inuence the process. >

Port staffwill brief the Commission on the Study quarterly or more frequently ifneeded.

Attachment "C," the Part 150 Study Public Participation Fact Sheet, provides further details on
public participation.

FLIGHT TRACK CHANGES:

Noise abatement procedures for Sea-Tac ights have been in effect for many years, andthe
Airport has been a national pioneer in noise reduction programs. The FAA assigns ight
corridors to reduce or limit the spread of aircraft noise. The most prominent noise abatement
procedures are the "straight out" departure tracks, which conne departing aircraft upon take off
to very narrow corridors, and the Elliott Bay arrival and departure corridors, which seek to
restrict aircraft to corridors over the industrial areas and then over water as much as possible. All
of these procedures are monitored by the Port staff, and procedural compliance is discussed with
the FAA on a monthly basis. In cooperation with the FAA, Alaska Airlines, the Boeing
Company, and the Port, as part .of the Greener Skies initiative, we'are likely to see new
procedures within the existing noise abatement corridors in the coming years that will reduce
noise and emissions outside the immediate Airport area.

TheFAA is the only entity with the authority to change ight procedures and manage aircraft in
ight. As the Airport operator, the Port's role in considering ight track changes is to study and
recommend changes which would reduce noise exposure within the 65 DNL contour to
individuals and would not compromise safety and efciency. Since ight track changes farther

COMIVHSSION AGENDA
T. Yoshitani, Chief Executive Ofcer
February 18, 2010
Page 5 of 6

from the airport have little to no impact on reducing the 65 DNL contour, the Airport would have
less involvement in implementing these changes. Recommendations for any changes are
approved by the Commission and then are passed on to the FAA through the Part 150 Study.
Any ight track change recommendations that do not reduce noise Within the 65 DNL noise
contour will generally not be approved by the FAA. In 1990, the FAA implemented what is
called the "Four Post Plan" at the Airport, which altered the airspace with new procedures for
safety and efciency, but, since then, the FAA has not changed any ight tracks based on noise
for the Airport's airspace.

We are proposing the following response to ight track recommendations from the community,
which we have discussed with the FAA's Air Trafc Manager:

'0 The study team will determine ifthe change is within the 65 DNL or will affect the 65
DNL. If yes, it will be screened for possible inclusion in the study scope.      '
0  The study team will determine if the proposal has been considered in the past and
rejected. Ifthe reasons for the rejection are still valid, the proposal will not be included
in the study and that decision will be documented and provided to the proposer.
0  If the study team determines that the issue is more directly related to non-compliance of a
noise abatement procedure, noise staff will raise the issue immediately with the FAA.
All other requests for ight track changes that are not pertinent to the areas light around '                                                                -
the Airport within the 65 DNL will be forwarded to the FAA for a response. If requested
by the FAA, the Port will provide supplementary data if available and if it would be
helpful.

FINANCIAL INFORMATION:

The consultant selected to do the Part 150 Study is Landrum & Brown, a nationally recognized
consulting rm that has done over 100 Part 150 studies. Consultant contract costs are
$1,361,486. This includes $560,635 for public outreach and community involvement, the
remainder $800,851 is for technical analysis and other costs.
SCHEDULE:
.
See Attachment "D" for the full project schedule.

OTHER DOCUMENTS ASSOCIATED WITH THIS BRIEFING:

Attachment A  65 DNL Contour in 1998.

Attachment B ~ Fly Quiet Program recommendation from 2002 Study.

Attachment C  Part 150 Study Public Participation Fact Sheet.

COMMISSION AGENDA
T. Yoshitani, ChiefExecutive Ofcer
February 18, 2010
Page 6 of6

Attachment D  Full Project Schedule.

PREVIOUS COMMISSION ACTION:

Resolution No. 2943I as adog'ted on January 8I 1985  Created the rst Seattle-Tacoma
International Airport Part 150 program, established the Port's Noise Acquisition and Insulation
programs.
Resolution No. 3062 adoptedMay 8. 1990 Adopted the Noise Mediation Agreement, a series
ofnoise reduction measures negotiated through an environmental mediation process.

Resolution No 3144 adopted July 13. 1993  Amended the Part 150 program to include
additional operational and land use elements to the Airports Noise Compatibility Plan

Resolution No. 3212 as adopted on Auggt I. 1996  Adopted a Master Plan Update for Seattle-
Tacoma International Airport, approved development ofa new dependent air carrier runway, and
committed to fulll additional noise reduction measures in accordance with the Puget Sound
Regional Council Resolution A-9602
Resolution No 3443 as adopted December 12. 2000  Updated the Part 150 prOgram by adding
operational and land use elements to the Airports Noise Compatibility Plan, which was formally
approved by the FAA in 2002.
Request to execute a Part 150 Noise Study contract on June 23I 2009 ~ Authorized the CEO to
procure and execute a contract for consultant services to implement an update to SeaTac's Part
150 Noise Compatibility Plan in the amount of $500,000 to $1,000,000.
Rguest to increase the authorized amount tor consultant services on November 23, 2009 
Authorized the CEO to procure and execute contracts for consultant services up to $2.5 million.
to implement the Part 150 Noise Compatibility Plan, representing an increase of $1.5 million
over the previously authorized amount

uem 9 _ AttaCInment A

Date of Meetin - Februa  23

Item No.:     9 Attachment B

Date of Meeting: Februam 23I 2010

A-12: DEVELOPMENT/IMPLEMENTATION OF FLY QUIETPROGRAM

ISSUE              Encourage greater compliance with noise
abatement procedures, work with operators to
reduce single event noise levels, and continue to
raise awareness of citizens noise concerns with
the FAA and operators.

NEWACTION          The
Fly Quiet Program should be developed to:
Monitor adherence to ideal noise
abatement ight tracks
I  Evaluate success of airlines, aircraft
types and other variables
I  Establish goals and track level of
improvement over time
I  Offer incentives for improvement

The Fly Quiet Program should include the
following elements:
I  Aircraft noise should be related to its
effects on people including such factors
as annoyance, speech interference and
sleep disturbance
I  Comparative eet quality between
airlines should also be included
I  The program should utilize measured
data from the Airport's noise monitoring
system
I  A method of normalizing data to
account for airlines that most efciently
serve the region's air transportation
needs should be developed.
I  Incentives of sufficient importance that
airlines will take notice of the results,
and
I  Pilots and air trafc controllers should
be included, if possible.

COMMENTS          A Fly Quiet Program has the potential of
reducing single event noise levels and
encouraging greater compliance with
preferential flight corridors and procedures.
The program could potentially result in overall
reductions in cumulative noise levels in some
focused areas around the Airport as well.
Identification of how individual aircraft operate
at specic locations compared to the way the
majority of aircraft operate, can help encourage
the noisier operations to lower noise levels
and/or adhere to established ight tracks Itis
important to note that the safety and efficiency

Seattle-Taconm lntemational Airport FAR Part 150 Study/ July, 2002                              F.16

of the air traffic system will always take
precedence. The specific elements and
reporting techniques will be deve10ped with the
follow-on committee. The Fly Quiet Program
cannot become fully implemented until the new
Noise Monitoring System has been tested and is
operational.
COST             The cost for this Action will be part of existing
staff functions. The Noise Monitoring System
is currently beinginstalled.

RESPONSIBLE PARTIES     The Port is responsible, through consultation
with the follow-on committee, for developing
the nal elements of the Program, for obtaining
the relevant data from the Noise Monitoring
System and for preparing reports. The follow
on committee is responsible for helping develop
the elements and working with the Port in
evaluating the results. FAA and operators are
responsible for trying to follow the Fly Quiet
recommendations.

PORTACTION         The Port will evaluate and identify, in
conjunction with the followon committee, the
elements of the Fly Quiet Program, evaluate the
Noise Monitoring System and initiate the
Program.
TIME FRAME           The elements of the Fly Quiet Program can be
identified and developed as soon as the follow-
on committee is established. The Program
cannot be initiated until installation of the Noise
Monitoring System is completed.







Seattle-Tacoma International Airport FAR Part 150 Study/ July, 2002                              F.17

Item No.:     9 Attachment C

Date of Meeting: Februag 23, 2010

PART 150 STUDY
PUBLIC PARTICIPATION FACT SHEET

PART 150 OVERVIEW

Ofcially known as the Federal Aviation Regulation Part 150 Aircraft Noise and Land Use
Compatibility Study, SeaTac Airport's Part 150 Study is a planning effort designed to address
and mitigate the effects of aircra noise within the airport communities.

THE PUBLIC PROCESS

The Port is committed to a thorough and accessible public process throughout the Part 150 Study
that ensures there are multiple avenues for involvement and public comment. The Port has
designed a process that is inclusive and will effectively engage everyone who wants to be
involved. The Port has done this by providing a variety of methods of engagement tailored for
those with different interest levels. Records of all public sessions and the input received will be
kept and factored into the study.

0  Public Workshops -- A series of public workshops, the key public outreach mechanism
utilized by the Port, will be held throughout the Part 150 Study process. Each workshop will
be built around the study element that the Part 150 Study is currently engaged in. Open to
all, each workshop will
. . . .
bI' P _     FAA Pu
include smaller breakout          to arttczpatwn Requtrementfor a Part I50Stu yd  "Przor
.
'
_
to and during the development ofa program, andprior to submission of
,
565510115, where members 0f  the resulting draftprogram to the FAA, the airport operator shall aord
the pUbliC, engaging       adequate opportunityfor the active and directparticipation ofthe
directly With facilitators,     States, public agencies andplanning agencies in the areas surrounding
can provide input ask      the airport, aeronautical users ofthe airport, the airport operator, and
9
the generalpublic to submit their views, data, and comments on the
questions and offer
formulation and adequacy ofthatprogram. Prior to submitting the
recommendations in a more 
program to the FAA, the airport operator shall also provide notice and
.
personal settlng. "the opportunityfor a public hearing.

0  Special Meetings -- For city councils, community groups or any organization that requests a
brieng, Part 150 Study team representatives will visit those entities directly to update their
members on the study and to listen to their ideas and recommendations. These special
meetings will be particularly helpful in addressing localized issues or concerns.

0  Highline Forum  At the Forum's bimonthly meetings, the membership will receive regular
briengs and have the opportunity to engage directly with Port staff on the Part 150 Study.
The Highline Forum is comprised of elected representatives from the airport cities, the
Highline School District and the Port of Seattle.

0  Dedicated Website -- A dedicated, public Part 150 Study website has been established as the
single location for all documentation connected to the study.
http://www.airportsites.net/SEA-part150/default.htm.

0  Public Hearing -- A Federal Aviation Administration (FAA) required public hearing and
comment period will be held near the end of the study, approximately 30 days after the Dra
Part 150 is published. All comments will be responded to in the nal Part 150 Study.

0  Technical Review Committee -- A Technical Review Committee (TRC), comprised of land

use planners from the surrounding communities and aviation and airline representatives, will
meet throughout the process to provide expertise in their elds, review data and reports and
offer feedback on all technical documents related to the study.

0  Port Commission briefings - The Port of Seattle Commission will receive briengs on the
Part 150 Study's progress on a quarterly basis. Public testimony is always taken at Port
Commission meetings.

PART 150 TIMEFRAME

A Part 150 Study typically takes up to three years to complete. However, the Port's goal is to
complete the current study, which began in November 2009, and submit it to the FAA and Port
of Seattle Commission for approval within two years. The review period by the FAA can take
up to six months. These approvals are a requirement before the Port can spend its own money or
receive federal funds for noise mitigation projects or activities.

Item No.:     9 Attach D

Date of Meeting: Februag 23I 2010


Current Part 150 - Schedule
2010                              2011                    2012

Ink           Jan Fch "at Apr May Jun Jul Aug Sap Oct Nov Dec Jan Feb lrlar Apr May Jun Jul hue Sep Oct Nov Dec'lan Feb
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