vision and several other factors to make for lackluster post-war performance by the Port, extending into the early 1960s. At best, despite the greatly expanded U.S. economy, the Port managed a level of shipping comparable to the 1920s. This led to a series of reforms. The early 1960s saw an expanded Port Commission, but in more of a policy-setting role, with day-to-day operations in the hands of an increasingly professionalize bureaucracy. Like any other government entity, the Port was affected by the realignment of American politics: the rising anti-war movement, the civil rights and women's movements, but above all the environmental movement. The Sea-Tac Communities plan, developed over a period of three years and adopted in 1976, established a comprehensive framework to compensate homeowners and other property owners affected by airport noise. The first large-scale plan of its kind in the U.S., the plan bought some property outright, and provided noise insulation for many other houses. Nonetheless, some neighbors remained unsatisfied. Two decades later, an even heftier controversy arose over adding a third runway at Sea-Tac. While the Port ultimately got its way, that happened only after a lengthy legal battle with the governments of nearly all the communities surrounding the airport. Also controversial was the Pier 86 Grain Terminal (completed 1970), which intruded upon the views of Elliott Bay from Seattle's elite Queen Anne neighborhood, while unloading from "loud[ly] clanking" railroad cars left "clouds of wafting grain-dust". While the economically successful grain terminal is still there , there have been mitigation measures, including landscaping and public pedestrian and bicycle paths in what is now the Port-owned Centennial Park. Patricia "Pat" Davis (elected 1986) and Paige Miller (elected 1988), were the first women ever elected to the Port Commission. Both arrived in their roles as seasoned community activists, and both influenced the Port to take on broader concerns than just commerce. They influenced the Port to engage more with affected communities and to concern itself more with shoreline environmental issues and with the then-decrepit state of some parts of Seattle's waterfront, particularly areas that were not owned by the Port. Conversely, Mic Dinsmore, a key figure in the Port bureaucracy beginning in 1985 and its longest-serving executive director (1992-2007) was often criticized as a "aggressive" or "domineering"., In the Dinsmore years, the Port was a strong supporter of NAFTA and was a key player in bringing the World Trade Organization