Port of Bremerton releases Phase 1 findings: limited passenger market, air cargo not recommended

PORT OF BREMERTON — The Port of Bremerton received the Phase 1 market feasibility report on Feb. 25 for Bremerton National Airport and heard from consultants that the site shows modest potential for limited commercial passenger service but is unlikely to attract significant air cargo operations in its current configuration.

Kevin Molkaster, a consultant with Mead & Hunt, told commissioners that Phase 1 was designed to assess market potential and gather community input rather than make a final decision. "Phase 1 is not, you know, we're here today not to necessarily make a decision. Phase 1 is really intended to provide context and and really gather information about the possibilities," Molkaster said.

The consultant team said it used multiple data sources and models to estimate demand from the airport's primary catchment area (Bremerton, Silverdale and nearby communities). Levi Anstine, a data specialist with Mead & Hunt, summarized the modeling: ARC and MIDT booking data suggested roughly 3.3% of SeaTac's originating traffic comes from the Bremerton catchment, GPS-derived estimates were higher (about 3.7%), and other travel-factor comparisons produced lower results. Combining models, the team presented a blended estimate of about 2.6% of SeaTac-originating passengers coming from the Bremerton catchment.

That estimate translated into a small set of potentially viable, point-to-point leisure markets — consultants highlighted Las Vegas, Phoenix and southern California destinations — and some naval-related demand such as San Diego. Joseph Pickering, who led the air-service assessment, said these markets would be more likely to support the smaller regional aircraft and narrow-body regional jets discussed in the presentation. "There are some select markets that look like they're large enough for service consideration," Pickering said.

On infrastructure, consultants noted some operations might be possible without an immediate runway extension, but larger aircraft or longer-haul service would likely require airfield improvements. At several points commissioners asked about runway length and examples of airports operating similar aircraft from shorter runways; the consultants pointed to several U.S. examples but emphasized that operational limits and payload restrictions can apply.

On air cargo, Kirk Lovell, who led the cargo assessment, told the port the analysis found only a narrow, niche opportunity and advised against an active port investment to develop air-cargo facilities at this time. Lovell cited logistics and market factors: the region's freight-forwarding patterns, SeaTac's existing cargo infrastructure and ground-access advantages, and the limited volumes produced inside the Bremerton catchment. "If we do find opportunity, we'd have to start going back to these groups and working to sell them on our strengths and opportunities," Lovell said, and the team concluded the market did not currently justify large cargo investment.

Consultants also reported public engagement results. The port's survey collected more than 2,700 responses; feedback included both support for convenience and concerns about noise, traffic, air quality and taxes. Mead & Hunt recommended that if the port decides to proceed to Phase 2 the next study should model traffic and noise, test airline interest directly, and define infrastructure and funding options. Molkaster summarized the next step: "Phase 2 would take a much deeper dive in terms of what service may look like." Commissioners repeatedly emphasized that proceeding to Phase 2 would be a fact‑finding step, not a commitment to build a terminal or to begin commercial service.

Public commenters at the meeting voiced a mix of support and concern. John Salaitis, a Sunnyslope resident, said he lives under the airport approach and worries about noise and traffic: "I notice... whenever there's a private air jet that kind of comes in... it's pretty noticeable." Belfair-area speakers and others outside the port district raised similar concerns about traffic on two‑lane Highway 3, local air quality and effects on neighborhoods; Lianna Krotzer (Belfair) urged commissioners to balance economic aims with stewardship of residential life and infrastructure.

Commissioners did not take a formal vote on Phase 2 during the Feb. 25 meeting. Several commissioners said they would consider the consultant report together with public feedback before deciding whether to authorize Phase 2, which would include airline outreach, more detailed demographic and traffic analysis, environmental review scoping and a closer look at funding options (federal Airport Improvement Program eligibility, private partnerships and local funding). The consultants also said the FAA's noise and environmental criteria and the National Environmental Policy Act (NEPA) process would guide any future project-level work.

The port staff and consultants said the presentation and public comments would inform the commission's next step. If the commission authorizes Phase 2, Mead & Hunt would return with a scope that includes airline outreach, a refined demand forecast, traffic and noise modeling, airfield requirement analysis and an evaluation of funding paths and permitting risks.

Votes at this meeting were procedural and limited to the consent and agenda items earlier in the session; commissioners called for the agenda and consent votes at the start of the meeting, and the clerk recorded those routine approvals before the airport presentation began.