AIR POLLUTION: A STUDY WITH
PARTICULAR REFERENCE TO SEATTLE-TACOMA INTERNATIONAL AIRPORT
BY
ELIZABETH M. WILLIAMS, M.A., A.B.S.
Chairwoman
Environment Committee
REGIONAL COMMISSION ON AIRPORT AFFAIRS
NOVEMBER 6, 1992
[Page 1]
SUMMARY
The Seattle Tacoma International Airport currently has no air-pollution
monitoring system in place. The Washington State Department of
Ecology (DOE) studied how seriously the airport is affecting the quality
of the air we breathe.
The Seattle Tacoma International Airport covers 2500 acres of land in
King County. This a mere 0.18% or less than 1/5 of 1% of the land in
King County. The DOE found that Sea-Tac Airport contributed 8% of the
carbon monoxide and 5% of the nitrogen oxide emissions in all of King
County in 1991.
The following air pollutants, classified as either Criteria or Toxic
Pollutants, are not being monitored by Sea-Tac Airport staff:
Total suspended particulates, particulate matter, carbon monoxide,
oxides of sulfer, oxides of nitrogen, hydrocarbons, ozone and lead
(criteria pollutant) Phenyl, benzene, dioxin, toluene, manganese, xylene,
formaldehyde and chloroform pc.,[Ed. note: unreadable text]. Benzene,
one of the toxic pollutants, is a known carcinogen. Sea-Tac airport,
according to the DOE study, contributed 12.7 tons of benzene in 1984.
This amounted to about 0.16 parts per million or 24,000 parts per trillion.
New WAC 173-460 proposes the acceptable impact levels for benzene
at 0.063 parts per trillion.
There is no baseline for a study of air pollution at the Seattle-Tacoma
International Airport. There is no system set up at this time to study air
pollution. This is a fatal flaw in the [FlightPlan] Environmental Impact
Statement which must be corrected.
Airport currently has no air-pollution monitoring system in place.
[Page 3]
Our creation of agents of pollution such as chlorofluoro-
carbons has resulted in by-products which are destructive to the
beneficial ozone layer of the stratosphere.[Footnote 1] This beneficial
ozone layer protects all forms of life from the harmful ultra
violet B (UVb) rays of the sun. Excess UVb radiation can cause
cataracts, mutations in DNA which lead to skin cancers (including
the often deadly melanoma). Excess UVb rays can also threaten
the yield of the world's basic crops. UVb rays penetrate
below the surface of the oceans, killing phytoplankton and krill
which nourish larger fish and ultimately humans.[Footnote 2] The United
Nations Environment Program predicts a 26% increase in the
incidence of nonmelanoma skin cancers worldwide if ozone (03)
levels drop by 10%.[Footnote 3] Furthermore, excess UVb radiation affects
the body's immune system, although to what extent has not been
determined.
Trophospheric ozone is an air contaminant and must be
controlled.[Footnote 4] It is produced in two different ways: Non catalytic
reactions involving nitrogen dioxide (NO2) and light, and by catalytic
production involving hydrocarbons.[Footnote 5]
[Page 4]
The Seattle-Tacoma International Airport is the focus of
debate because of the perceived need to expand. Sea-
Tac is located on 2500 acres in King County which contains 2130.9
square miles, and 640 acres equals one square mile. [Footnote 7] Simple
computation shows that Sea-Tac occupies a mere 0.18% of the land
in King County -- or less than 1/5 of 1%.[Footnote 8]
What is the airport's contribution to air pollution in King
County? This tiny pinpoint of land "contributes 8% of the carbon
monoxide and 5% of the nitrogen oxide emissions in
Kirig County".[Footnote 9] This concentration of air pollutants, reflected
in the study requested by State Representative Greg Fisher, (D,
33rd District) has not been followed up by the staff at Seattle
Tacoma International Airport. Airport staffers are still "lookina
into", the problem. There is still no baseline and no Process in
Place to study air quality at the airport.
The October 2, 1992 editions of the Seattle Times
and the P.I. carried a story about the Center for Disease
Control's (Atlanta, Ga.) investigation into the increase of deaths
from asthma. Air pollution is one of the factors under indictment
as a cause of asthma. In a talk with community
[Page 5]
members on September 10, 1992, Dr. Gordon Baker, an allergist
practicing in Burien, Washington said he found 34% of his patients
with asthma residing in 4% of zip codes closest to Seattle Tacoma
International Airport.
What cumulative effect occurs from all known sources of air
pollution in the Puget Sound region, between the Cascade
Mountains and Puget Sound? This region is severely impacted by
many sources of pollutants. These sources include but are not
limited to: shipping, air transportation, ground transportation,
freight -- trucks and rail -- personal wood burning (indoors and
outdoors), construction burns, logging burns, as well as commercial
and industrial emissions and all kinds of leisure activity
equipment and tools which utilize petroleum products.
Many of these sources of pollutants, such as aircraft, are
included in a difficult to measure category because they are
mobile sources. The Department of Ecology has certain specified
regions in Washington State where accumulations of air pollutants
can be ascertained and evaluated geographically. These
mobile sources of pollutants are included in the category of
"other sources"[Footnote10] but there are no documented cumulative and
compounded effects of these mobile sources.
This paper will concentrate on pollutants registered in six
counties of Western Washington in regions identified by the
Washington State Department of Ecology: Snohomish, King, and
[Page 6]
Pierce Counties in the Puget Sound Region and Thurston, Whatcom
and Skagit Counties in the Olympic-Northwest Region. [Footnote 11]
Air pollution is commonly divided into two major categories:
CRITERIA AND TOXIC POLLUTANTS
Criteria Pollutants consist primarily of the following elements: Total
suspended particulates (TSP), particulate matter (PM10), carbon
monoxide, oxides of sulfur, oxides of nitrogen, hydrocarbons,
ozone and lead (Pb). These criteria pollutants are constantly monitored
365 days per year by the Department of Ecology (DOE). However, Sea-
Tac Airport has no process for monitoring criteria or toxic pollutants.
TOXIC POLLUTANTS
Toxic air pollutants are colorless and odorless. Unfortunately, toxic air
pollutants are not yet regulated. Among the hundreds of chemicals are
phenyl, benzene, dioxin, toluene, manganese, xylene, formaldehyde and
chloroform. Not only are these pollutants toxic, many are known
carcinogens. However, increasing attention is being given to them
because of the potential effect to human health. In 1988, DOE began
the process to regulate air toxins. In 1990, DOE started the laborious
task of identifying and evaluating various toxic control strategies.
CRITERIA POLLUTANTS
Criteria pollutants --carbon monoxide, nitrogen dioxide, sulfur dioxide,
ozone, particulates, hydrocarbons and lead --
[ Page 7]
are common air pollutants and have been shown to be harmful to
human health and welfare.[Footnote 12] Criteria pollutants are regulated
according to federal and state levels. Monitoring of criteria
pollutants is constant.
Carbon monoxide (CO) is deadly in high concentrations.
It is the cause of many deaths. CO is a colorless, odorless gas
and is the most frequently monitored component of air polIution.
CO binds to the hemoglobin in the bloodstream and replaces the
oxygen molecules reducing the blood's potential to carry oxygen
throughout the body. This reduction in the body's ability to
transport oxygen throughout the body has been found to cause heart
difficulties in people with chronic diseases. It also reduces lung
capacity which may aggravate arteriosclerosis.[Footnote 13]
Lack of oxygen has also been found to be a cause of impairment to
mental abilities.[Footnote 14] Carbon monoxide is not monitored at Sea-
Tac.
Mobile sources which emit carbon monoxide and other
pollutants are not fully monitored. Personal and business
vehicles which rely on gasoline are monitored in much of the Puget
Sound region and during the colder months of the year are required
to run on oxygenated gas. Vehicles which use diesel
[Page 8]
fuel are not as stringently monitored. Jet aircraft are under the
jurisdiction of the FAA and are beyond Washington State's
demanding regulations.
The primary standard for CO is 35 parts per million (ppm) for
one hour and 9 ppm for 8 hours. The Puget Sound region and the
Southwest Region exceeded these standards in 1989 six times in
four months. In 1990, standards were exceeded four times in
three months.[Footnote 15] The Puget Sound region is in nonattainment for
carbon monoxide, particulate matter and ozone.[Footnote 16] Nonattainment
is defined as exceeding the standards 5et by Washington State.
Particulates are classified in two ways: total suspended
particulates (TSP) which are composed of particles of 10 microns
(about the size of a human hair) or less in diameter and parti
culate matter (PMio) which consists of tiny particles of dust,
sand, cinders, soot, asbestos, smoke and liquids found in the
atmosphere. Suspended particles aggravate chronic disease and
heart and lung disease symptoms. TSP and PMio often transport
toxic elements such as lead, cadmium, antimony, arsenic, nickel,
vinyl chloride, asbestos and benzene compounds throughout the
body, often ending up in the respiratory, digestive and lymphatic
Systems.[Footnote 17] Particulates are not monitored at Sea-Tac.
[Page 9}
Adverse effects of both SPand PMio are the aggravation of
chronic disease5 and heart and lung disease symptoms."[Footnote 18]
In the Puget Sound and Olympic-Northwest Regions TSP and PMio come
from many different sources: roads, fields, construction
sites, factories, power plants, fireplaces, wood-burning stoves,
windblown dust, diesel and car exhaust, ferry traffic, shipping
and the region's numerous (two dozen plus) airports.
King County has begun regulating particulates from several
sources: outdoor burning at all times; restricting the use of
wood-burning stoves and fireplaces during specific weather condi
tions; and requiring gasoline powered automobiles to have emission
tests every two years in order to be relicensed. Unfortunately
many sources of criteria pollutants remain unaffected from such
stringent requirements: aircraft, diesel-fuel burning vehicles,
shipping, ferry traffic, off-road vehicles such as snomobiles and
all kinds of other leisure-activity equipment including jet-
skis, lawn mowers, blowers, etc.
Washington State has set standards for TSP at 60 micrograms
per cubic meter.[Footnote 19] Aircraft are regulated by the FAA, not the
State of Washington. In the regions being assessed, TSP
standards were exceeded in the following months of 1990:
February, April, May, July, September, October, November and
[Page 10]
December. Fortunately, the amounts of TSP appear to be
decreasing since monitoring in the regions began.[Footnote 20]
The Puget Sound region (Everett-Seattle-Tacoma) is designated
as a "non attainment" area for carbon monoxide, ozone, particulate
matter (PMlo) and total suspended particulates.[Footnote 21]
Oxides of sulphur (SO2 and S03) become acidic by reacting
with the moisture in the atmosphere. This creates a mist (,acid
rain) which damages the leaves and needles of trees and
eventually kills the forests. Sulphur dioxide is known for
its pungent, irritating odor and suffocating quality.
The oxides in the air we breathe must be filtered from the
air to protect our respiratory system. Our sinuses are the
filters of our bodies, and they are working overtime.
Sulphur dioxide particles and other inorganic sulphates
penetrate the mucosal lining and are intensely irritating to the
bronchial mucosa, damaging the cilia and initiating bronchitis,
producing asthma which decreases human respiratory function both
at the acute and chronic levels. Exacerbation of other lung
diseases also occurs.[Footnote 22] S02 also aggravates symptoms of heart
disease.
[Page 11]
S02 standards set by Washington State are 0.02 ppm as an
annual average, 0.10ppm 24 hour average and a 0.40 ppm for one
hour.[Footnote 23] According to the DOE, annual standards are never to be
exceeded and short term standards are not to be exceeded more than
once Per Year unless noted. There were no documented exceedences
during 1990 in the parts of the regions reviewed for this paper. S02 is not
monitored at the airport.
Nitrogen oxides provide color to the cloud of air Pollution. They result
from the high temperature oxidation of the nitrogen present in the air.
Nitrogen oxides form particulates by coalescing into larger segments which
reduces visibility and contributes to acid deposition. Nitrogen dioxide
(NO2) is the most prevalent of the nitrogen oxides.
N02 is a yellowish brown, highly poisonous reactive gas. N02
forms when fuel is burned at high temperatures. It is used as an
intermediate in the manufacturing of nitric and sulferic acids.
Internal combustion engines (automobiles and aircraft) and
stationary fuel combustion sources are the two major sources of
nitrogen oxide. N02 has a primary standard of 0.05 ppM.[Footnote 24]
N02 increases the incidence of chronic bronchitis because it
is a bronchoconstrictor.[Footnote 25] N02 causes lung irritations resulting
in ciliary paralysis, bronchitis and pneumonia. N02
[Page 12]
exacerbates influenza by impairing the body's immune defenses
against bacterial and viral infection.[Footnote 26] Nitrogen oxides are
also factors in the generation of secondary pollutants such as
ozone. Both ozone and N02 impair humans in very similar ways.
This is why the air pollution equation of compounding and
cumulative effects of these pollutants needs to be thoroughly
researched before more pollutants are added. There is no
monitoring of N02 at Sea-Tac Airport.
Hydrocarbons result from the release of unhurried fuel or
incomplete combustion of fuel. Internal combustion engines
(automobiles and aircraft) are a primary source of hydrocarbons
which play an important role in determining air quality.
Other sources of HC emissions are the result of industrial
processes, industrial and household solvents and fuel transfers.
Fuel misting by aircraft occurs mostly during takeoff and
landing. This is because aircraft emit small quantities of
unburned fuel containing hydrocarbons and particulates from the
exhaust ports of jet engines. There is an intense odor when these
episodes occur. "These emissions occur during takeoff and landing and
are most noteable near the ends of the runways." [Footnote 27]. Fuel
venting occurs mostly during an emergency, when fuel is jettisoned.
[Page 13]
Hydrocarbons mix with oxides of nitrogen in the presence of
sunlight to form both ozone and N02. The amounts of hydrocarbons
released increase ozone levels more than any other pollutant.[Footnote 28]
Hydrocarbonsare highly irritating to the mucous membrane and make
a generous contribution to upper respiratory distress.[Footnote 29] The
compounding effects of N02, ozone and hydrocarbons on the entire
earth's system must be researched. Each individual pollutant
may not be harmful in small doses, but the compounding of all
these pollutants and the cumulative effects are basically unknown
because each is studied independently,
Ozone is found iri two regions of the earth's atmosphere: the
troposphere and the stratosphere. Ozone in the lower,
breathable part of the atmosphere (troposphere) is produced when
sunlight acts upon nitrogen oxides and hydrocarbons, producing N02
and ozone. This ozone is highly toxic and is regulated and
monitored. Exposure to ozone "results in eye irritation and
Oamage to lung tissues, reduces re--istance to colds and
pneumonia, aggravates heart disease, asthma, bronchitis and
emphysema."[Footnote 30] Stratospheric ozone is beneficial because of its
protection against the UVb rays of the sun.
[Page 14]
The beneficial ozone is attacked by chlorine atoms from the
chlorofluorcarbons (CFC'5). CFC'5 take one oxygen atom away from the
ozone to form chlorine monoxide. [Footnote 31] The chlorine monoxide
then combines with another oxygen atom to form a new oxygen molecule
and a chlorine atom. The process can go on indefinitely. In fact, "each
atom of chlorine . . . could destroy up to 100,000 molecules of ozone."
[Footnote 32] This results in the destruction of the beneficial
stratospheric layer of 03 and leads to global warming. Human health
effects due to the breakdown of the stratospheric layer of 03
include increased mortality in the elderly and very young populations
due to heat stress, increased preterm and prenatal births and increased
diseases carried by fleas, ticks and mosquitoes. [Footnote 33]
The newly formed oxygen molecules do not block the ultraviolet light,
but allow it to penetrate to the surface of the earth where it is harmful to
human and animal health, crops and forests. Although ozone is the air
contaminant for which standards are set, its precursors (HC and NOx)
are the pollutants which must be controlled. [Footnote 34] Areas with
the worst ozone pollution are also those areas with the largest
populations and served by the largest airports:
[Page 15]
Southern California, the Northeast, Texas Gulf Coast and Chicago
Milwaukee. Cities in California with the worst ozone pollution
are Los Angeles-Long Beach, Riverside-San Bernardino and Anaheim
Santa Ana. [Footnote 35]
The Seattle-Tacoma-Everett area with major shipping ports, a
major international airport and over two dozen smaller airports,
heavy road traffic, industry, large and small businesses has
exceeded the primary standards for ozone levels of 0.12 ppm for a
one-hour period in 1990 (two days in July and two days in
August.) [Footnote 36] The same area was declared as an Ozone Nonattainment
Area in 1988, Ozone standards were exceeded in 1990 on
three separate days at the monitoring site in Enumclaw. Because
of these exceedences, the area will not be able to comply with the
standard before late 1993 or early 1994. This assumes that
the average of he three years is less than one exceedance per
year. The Seattle-Tacoma-Everett area must attain the ozone
standard no later than November 15, 1993. [Footnote 37] (see attachment) [Ed note: attachment
not available at this time.]
Growing scientific evidence indicates that ozone is a
significant risk to human health. It appears to affect healthy as
well as impaired respiratory systems in children and adults.
Although no direct research on ozone and the sinuses has been
done, the Air Pollution Health Effects Laboratory, University of
[Page 16]
California, Irvine has studied the effects of ozone on the nasal
cavities of rats. Their findings of significant damage to the
mucous membrane surrounding the opening to the maxillary sinuses
as a result of inhaling ozone lends substance to the theory that
ozone also damages the 5inuses. [Footnote 38] A recent study of ten and
eleven year olds in Los Angeles shows lung capacity has
diminished 17% compared to the normal range. [Footnote 39] Autopsies
performed by a pathologist at the University of Southern
California on accidentally killed children show a "disturbing
frequency of emphysematous changes previously seen only in adult
lungs." [Footnote 40] "Ozone can also cause shortness of breath and
coughing during exercise in healthy adults and more serious
effects in the young, old and infirm". [Footnote 41] Monitoring for Ozone
does not occur at Sea-Tac Airport.
Lead is an abundant metal. It is not readily excreted
and therefore accumulates in the body within the blood, bones and
soft tissue. Lead affects the kidneys, nervous system and blood
forming organs. Excessive exposure may cause nervous system
impairments: seizures, mental retardation, behavioral disorders,
miscarriages, stillbirths and defects of the newborn. Lead may
[Page 17]
also contribute to high blood pre--sure and sub--equent heart
disease.[Footnote 42] Lead is not monitored at Sea-Tac Airport.
Standards to protect the public health have been set by the
Federal Clean Air Act. These standards use conclusive scientific
and technical information available at the time the standards are
set. They are set to provide a reasonable degree of protection
from hazards that scientists may not have identified.
Air pollutants which affect the biota can also accelerate the
deterioration of property, cause changes in economic values and
become a threat to the quality of life.[Footnote 43] Because air
pollutants drift downward and settle in the soil, even those who
buy "organic" food are impacted by chemicals. The food chain
contains many chemicals which are harmful to our bodies. The
food we eat may contain minute levels of toxic chemicals, but the
compounding effect of all these chemicals can be disastrous.
Researchers (Falck, et al) analyzed fatty tissue from the
breasts of 40 women, 20 of whom had cancerous lumps and 20 had
benign lumps. In the fatty tissue from the breasts, Falck, et al
found significantly higher levels of the extremely long lived and
stable chemicals DDT, DDE and PCBS. Their conclusion is that the
chemicals in the food and animal fat (fish, fowl and meat)
accumulate in the fatty tissue.[Footnote 44]
[Page 18]
Because of the implication that criteria air pollutants
jeopardize human health, ongoing studies must continue. Sea-Tac
Airport staff must be forced to begin the Process of monitoring
its own air pollution.
TOXIC POLLUTANTS
Toxic pollutants have generally not been subjected to
rigorous scientific studies and are not highly regulated at this
time. However, increasing attention is being given to them
because of the potential effects on human health. These include
but are not limited to the following toxic pollutants:
phenyl, benzene, dioxins, toluene, manganese, xylene, chloroform
and formaldehyde. [Footnote 45] The Department of Ecology is concerned
about exi--ting toxic air pollutant sources. These sources
generate complex control issues and pose great health risks to the
general population.
Many of the toxic pollutants are known carcinogens with no
set standards for an "acceptable level" to human, animal or plant
health; however, there are industrial standards set for products
which contain hydrocarbons and toxins.
Benzene is one of the more dangerous toxic pollutants.
it is a known carcinogen. It is about 4% of hydrocarbon
emissions. In 1934, the Radian Corporation estimated that roughly
12.7 tons of benzene were emitted at the airport.[Footnote 46] Further
estimates by
[Page 19]
the Radian Corporation are that the hourly average contribution of
benzene at Sea-Tac airport is about 0.16 parts per million (or an
average of 24,000 parts per trillion annually). [Footnote 47] New WAC
173-460 proposes the acceptable impact levels for benzene at 0.063
parts per trillion. [Footnote 48] How will the airport manage to reduce
benzene to acceptable level?
At the airport, toxic pollutants are measured in metric ton-
per day, but a published baseline for 1992 is hard to find (if it
exists.) A metric ton is 2204.62 avoirdupois pounds which is
equivalent to 1000 kilograMs. [Footnote 49]
The Flight Plan Project Final Environmental Impact Statement
projections for these toxic pollutants begins with the year 2000
and goes through 2010 to 2020. Where is the 1992 baseline
for toxic pollutants in the Puget Sound region?
Anecdotal evidence points to a greater frequency of many
kinds of cancers in residents close to Sea-Tac Airport. Therefore,
in the words of Dr. Michael Morgan, hired as a consultant
to the Flight Plan committee:
"THE CLAIM OF CANCER CASES AT HIGHER THAN EXPECTED
FREQUENCIES AROUND AIRPORTS CANNOT BE DISMISSED WITHOUT
SYSTEMATIC INVESTIGATION." [Footnote 50]
[Page 20]
In 1987, Swedish dentists studied persons who had worked at
an airport at some time in their adult lives. These workers had a
greater frequency of brain cancers than persons matched for
characteristics other than brain cancer. [Footnote 51
Toxic air pollution emissions in the entire Puget Sound Region
must be determined on a cumulative and compounded level.
There seems to be no plan to diminish criteria and toxic air
pollutants from mobile sources other than internal combustion
engines which are fueled by gasoline. Diesel and jet fuel
sources are immune from these regulations. The contribution
of emissions from the airport is viewed as inconsequential.
Unfortunately, jet aircraft emissions permeate the atmosphere and
leave residue on residential and business properties, in our
lungs, on the ground and in the water.
QUANTITY OF EMISSIONS THROUGHOUT THE REGION
The Flight Plan Project was charged with identifying the
amounts of emissions of air pollutants for the three airport
system. This effort failed to take into consideration the CUMULATIVE
AND COMPOUNDED effect of all emissions on the entire
region. It is difficult to extrapolate from the information given in
the Flight Plan Final Programmatic EIS how severely the
region would be affected by any of the alternatives. [Footnote 52]
Sea-Tac is a "major indirect source of carbon monoxide, hydrocarbons,
[Page 21]
fine particulates and nitrogen oxides most of which are generated
by aircraft operations and motor vehicle traffic". [Footnote 53] Aircraft
emission standards are implemented by the FAA. Washington State
and the Environmental Protection Agency have no ability to apply
standards to the airport or the aircraft. [Footnote 54]
The Department of Ecology (DOE) has determined that carbon
monoxide and hydrocarbon emissions generated by aircraft at SeaTac
Airport occur in significant numbers when aircraft queue for take
off and in taxiing in and out. The standard used by DOE for
determining the amount of emissions is in metric tons. A metric
ton (2204.62) is over 10% more than commonly used 2000 pound ton.
Carbon monoxide emissions total 1800 metric tons per year;
hydrocarbon emissions are about 800 metric tons per year. [Footnote 55] Climb
and approach figures for CO and HC are 400 and 100 metric tons per
year respectively. [Footnote 56]
Nitrogen oxide emissions are1200+ metric tons per year for
climb and approach, 500 metric tons/year for takeoffs, 175 metric
tons/year for queues and 100 metric tons/year for taxiing in and
OUt. [Footnote 57] Nitrogen oxides in aircraft exhaust generally oxidize to
N02 and disperse over a wide area, reducing concentrations
[Page 22]
around the airport. It is probable that other pollutants
disperse as well.
Sulphur oxide emissions are 900 metric tons/year when aircraft
are in climb and approach, 40 metric tons/year while in a
queue, 20 metric tons/year on takeoff and 20 metric tons/year
taxiing in and out.[Footnote 58]
Particulate emissions are 34 metric tons/year in climb and
approach, 13 metric tons/year in queues, ten metric tons/year on
takeoff and 9+ metric tons/year taxiing. [Footnote 59 ] These numbers must
be added together to find the true impact of air pollutants
generated by Seattle-Tacoma International Airport's business.
Aircraft at Sea-Tac produce 3,050 metric tons per year of
carbon monoxide emissions, 1300 metric tons/year of hydrocarbon
emissions, 1950 metric tons/year of nil.rogen oxide, 175 metric
tons/year of sulfur oxide and 68 metric toris/year of particulate
emissions. Compare these figures with motor vehicle emissions at
the airport of less thari 600 metric toris/year of all pollutants
combined. (Figures have been totalled by estimation from graphs
presented on pages 18 and 19, figures 4 - 8, SEATTLE TACOMA
INTERNATIONAL AIRPORT: Air Pollutant Contribution.) Add 10% more
to each of these figures to determine the impact: 6555.70 metric
tons or 7211.27 tons per year.
[Page 23]
It is difficult to address all factors of air pollution with limits to
amount of time and resources. I have not addressed the
geophysical attributes nor weather patterns in this paper.
However, both are important factors in air pollution monitoring.
The region lies between two mountain ranges, contains large
bodies of both salt and fresh water and has smaller plateaus and
valleys. All these physical characteristics play an important
part in air movement. Wind, rain, sun, snow, fog or the lack of
these also impacts how, when or if the pollutants disperse and to
where, Dispersal does not mean the pollutants disappear.
Many of them remain with us far too long.
"Our environment is not infinitely resilient" and neither are
we. "For too long we have assumed dominion over the
environment and have failed to understand that the earth does not
belong to us, but we to the earth." [Footnote 60]
CONCLUSION
We must remember that chemical pollution threatens all forms
of life. The serious effects of air pollution to this planet
must be considered. We cannot always wait until there is
indisputable evidence that serious damage is occurring before we
try to halt the damage. The cumulative and compounded effects of
air pollution is just one of the many dangers which can be avoided
if there are monitoring safeguards for all forms of polluters.
Aircraft and diesel burners (trucks, ships, cars,
[Page 24]
furnaces, etc.) must have regulations which provide for the
capture and safe destruction of pollutants thereby preventing
contaminants from being released into the air.
Automobiles which use gasoline are regulated and monitored.
We must do the same for all other emission producers. It is not
enough to point the finger at only one part of the problem, such
as private vehicles, forcing these owners to comply with regulations
when other sources are allowed to continue to pollute. All
sources must be required to be clean. Special attention must be
given to relatively small areas like Seattle-Tacoma International
Airport with unacceptably high pollutant concentrations. We must
be assured that such areas grow no worse as time progresses.
IT IS IMPERATIVE THAT THE STAFF AT SEATTLE-TACOMA
NTERNATIONAL AIRPORT BEGINS TO DOCUMENT THE
AIRPORT'S AIR QUALITY WITH THE BEST AVAILABLE
TECHNOLOGY, NOT THE LEAST EXPENSIVE.
Footnotes
1 Pgs. 60 - 68, Lemonick, Michael D., The Ozone Vanishes, TIME,
February 17, 1992
2 Pg. 61, IBID
3 Pg. 61 IBID
4 Pg. 4-26, Flight Plan Project, Final Programmatic
EIS, Puget Sound Regional Council and the Port of Seattle, 1992
5 Pg. 3, AIR QUALITY ANALYSIS, Revised October, 1990,
Puget Sound Council of Governments
6 Pg.170, Washington's Almanac 1986,
Evergreen Publishing Co., Seattle, Wa.
7 Pg.13, RANDOM HOUSE DICTIONARY OF THE
ENGLISH LANGUAGE, Unabridged Edition, Random House, New York
8 -2130.9 x 640 = 1,363,776 2500 1 1,363,776 = 0.18%
9 Pg. 15, Seattle Tacoma International Airport: Air Pollutant
Contribution, May 1991, Department of Ecology
10 Pgs. 8 - 9, 1989-1990 ANNUAL REPORT, Air Quality
Program, Washington State Department of Ecology, July 1991
12 Pg. 2, Seattle Tacoma International Airport: Air
Pollution Contribution, May 1991, Department of Ecology
13 Pg- 1, Air Quality Analysis, Revised, October, 1990,
Puget Sound Regional Council and the Port of Seattle, 1991,
14 Pg. 1 and 4-27, IBID
15 Pgs. 98-99, 1989-1990 ANNUAL REPORT, Air Quality
Program, Washington State Department of Ecology, July, 1991
16 Pg. 2, IBID
17 Pg. 1, Air Quality Analysis, Revised 1990, Puget Sound
Council of Governments
18 Pg. 1, AIR QUALITY ANALYSIS, Revi5ed 1990, Puget Sound
Council of-Governments
19 Pg. 29, 1989-1990 ANNUAL REPORT, Air Quality Report,
Washington State Department of Ecology, July 1991
20 Pg. 88, 1989-1990 ANNUAL REFORT, Air Quality Report,
Washington State Department of Ecology, July 1991. See also, Pg.
3, AIR QUALITY ANALYSIS, Revised October 1990, Puget Sound Council
of Governments
21 Pg. 4-25, FLIGHT PLAN PROJECT, Final Pregrammatic EIS,
Puget Sound Regional Council and Port of Seattle 1992
22 Pg. 12, Dr. Ivker, Robert S., SINUS SURVIVAL, Revised,
Tarcher/Perigee, 1992
23 Pg. 29, 1989-1990 ANNUAL REPORT, Air Quality Program,
Washington State Department of Ecology, July 1991
24 Pg. 29, IBID
25 Pg. 12, Dr. Ivker, Robert S., SINUS SURVIVAL, Revised.
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