Airport
master plan main pageVan
Nuys Airport pageVan Nuys Airport is one of four airports owned and operated by the City of Los Angeles Department of Airports (LADOA) and is also the busiest general aviation airport in the world. The Federal Aviation Administration has designated Van Nuys Airport as a Transport and Reliever Airport.
The Los Angeles region includes all of Los Angeles, and portions of San Bernardino, Riverside, Ventura and Orange Counties. Los Angeles is the central city of the region and within it there are approximately 70 identifiable communities. Van Nuys, with a 1994 estimated population of 218,991, is included among the list of 70 communities. The Los Angeles region has a total population of approximately 14.6 million persons.
The region is bounded on the west by the Pacific Ocean, the Santa Susana and Santa Monica mountains on the north, San Gabriel, San Bernardino, Santa Ana and San Jacinto mountains on the east and south.
Airport access is primarily provided via motorized vehicles including personal automobiles, buses, taxi service and transit bus lines. The San Diego Freeway (I-405), located about 1 and 1/2 miles east of the airport, carries traffic between residential and employment centers in the San Fernando Valley. The Ventura Freeway (U.S. Route 101), located about three miles south of the airport, accommodates the regional travel demand between Los Angeles and coastal areas to the north. The major street access routes are provided via Roscoe Boulevard to the north, Victory Boulevard to the south, Hayvenhurst Avenue to the west and Woodley Avenue to the east.
Approximately two to three percent of the total daily vehicle mileage on the highway and freeway systems surrounding Van Nuys Airport is airport-related. In 1994, the Ventura Freeway carried 293,000 vehicles per day with total peak hour volumes of 18,200 vehicles per day in the vicinity of the project. In 1994, the San Diego Freeway carried 198,000 vehicles per day with total peak hour volumes of 15,200 vehicles per day in the vicinity of the project. Circulation within the airport complex is provide by a series of internal roadways intersected to taxiway and runway locations.
In 1994, the 730 acre airport accommodated fourteen (14) major fixed base operators and 101 tenants. There were about 220 acres (including the runways) directly utilized for aircraft landing, takeoff, and ground maneuvering. All of the land in use by the airport has been graded level to permit proper drainage.
Table 4 shows the major land uses, acreage amounts and percentage of total airport acreage in 1994.
| Table 4 airport uses in 1994 | ||
| Use | Approximate Acreage (Ac) | % of Total Acreage |
| Runway, Clear Zones, Ground Maneuvering | 220 | 30 |
| Aircraft Hangars | 34 | 5 |
| Aircraft Tie Down/Ramp | 79 | 11 |
| Aircraft Maintenance | 23 | 3 |
| Aircraft Offices/Misc. | 24 | 3 |
| Industrial | 76 | 10 |
| Office | 16 | 2 |
| Agricultural | 59 | 8 |
| Recreation | 56 | 8 |
| Public Facility | 1 | -- |
| FlyAway (Transit) | 18 | 3 |
| Hotel | 10 | 1 |
| Vacant | 113 | 16 |
| Total | 730 acres | 100% |
The dimensions of the existing runway system which consists of two major parallel runways oriented north-to-south, are shown in the following chart:
| RUNWAY | WIDTH (Feet) | LENGTH (Feet) |
| 16L-34R | 100 | 4,000 |
| 16R-34L | 150 | 8,001 |
Runway 16R-34L contains an instrument landing system. Runway 16L-34R has a displaced threshold of 1,420 feet and Runway 16R has a displaced threshold of 1,421 feet. Runway 16L-34R is constructed of asphalt with a weight bearing capacity of 14,000 pounds for single wheel type landing gear aircraft. Runway 16R-34L is constructed of asphalt and concrete with a weight bearing capacity of 90,000 pounds for single wheel type landing gear, 120,000 pounds for dual wheel type landing gear and 210,000 pounds for dual-tandem landing gear.
The clear zone or approach areas, which cover 115 acres, are located at the north and south ends of the runways. The majority of these areas are maintained as open space and agricultural land that encourage less intense agricultural and recreational land uses.
There are two parallel taxiways, one on the west side of Runway 16R-34L and one on the east side of Runway 16L-34R. Seven mid-field exit taxiways currently serve Runway 16R-34L and four mid-field exit taxiways serve Runway 16L-34R.
The Airport Administration Area contains a 75 foot high FAA controlled tower (874 feet MSL) and separate administration offices located at the corner of Sherman Way and Hayvenhurst Avenue. Visitor and employee parking is provided adjacent to the administration building.
This section of the Environmental Impact Report provides an overview of current federal, state and regional planning programs and statutes, the relationship of these plans and statutes to the proposed project, and the project's consistency with such plans. These planning programs provide the policy context for evaluating the project's environmental impacts.
The federal government preempts a state or local government's authority to use and manage the airspace, air traffic control and aviation safety. The basic national policies effecting aircraft are summarized in the 1958 Federal Aviation Act. These include:
the regulation of air commerce in such a manner as to best promote its development and safety and fulfill the requirements of national defense; the promotion, encouragement, and development of civil aeronautics;
The control of the use of the navigable airspace of the United States and the regulation of both civil and military operations in such airspace in the interest of the safety and efficiency of both; and
The development and operation of a common system of air traffic control and navigation for both military and civil aircraft.
The Federal Aviation Act Amendment of 1968 added Section 611 to the Federal Aviation Act of 1958, directing the Administrator of the FAA to prescribe and amend such standards and regulations as deemed necessary to control aircraft noise and sonic boom, "in order to provide present and future relief and protection to the public health and welfare." Federal Aviation Regulations Part 36 and 91 (14 CFR 36) were issued in 1969, as a result of the 1968 amendment.
The National Environmental Policy Act of 1969 (NEPA) required that federal agencies must consider the environmental consequences of all major federal actions, and prepare a multi disciplinary environmental assessment of the proposed actions along with feasible alternatives.
The Noise Control Act of 1972 required that the FAA must consult with the U.S. Environmental Protection Agency in promulgating or amending noise regulations.
The Aviation and Noise Abatement Act of 1979 directed a voluntary airport noise compatibility program, with a minimum eight percent set aside of the annual airport development program appropriation to implement approved programs. The FAA issued its Part 150 Airport Noise Compatibility Program in response to this mandate on January 19, 1981. Part 150 prescribes a system for measuring airport noise impacts and presents guidelines for identifying incompatible land uses. Airports which choose to undertake a Part 150 Study are eligible for federal funding both for the study itself and for implementation of approved components of the local program.
The Airport and Airway Improvement Act of 1982 re-authorized the Airport Improvement Program for five years, and continued the eight percent set aside for approved noise compatibility programs.
The Airport and Airway Safety and Capacity Expansion Act of 1987 continued the Airport Improvement Program and increased the set aside of approved noise compatibility programs to 10 percent.
The Airport Noise and Capacity Act of 1990, included as part of the budget reconciliation bill approved by Congress on October 27, 1990, directed the Secretary of Transportation to establish a national aviation noise policy no later than July 1, 1991, including the phaseout of older, noisier airplanes in the U.S. by January 1, 2000.
The Act produced two accomplishments: directed the FAA to establish a national program to review noise and access restrictions on aircraft operations imposed by airport proprietors; and established requirements for the phase-out of older model, comparatively louder, Stage 2 aircraft from the nation's commercial airline fleet.
Part 161 (Notice and Approval of Airport Noise and Access Restrictions) implements the Airport Noise and Capacity Act of 1990. It codifies the analysis and notification requirements for airport proprietors proposing aircraft noise and access restrictions on Stage 2 and Stage 3 aircraft. The requirements are more stringent with respect to quieter Stage 3 aircraft.
The California Division of Aeronautics is authorized by the State Legislature to control aircraft noise at airports throughout California. The California Division of Aeronautics Noise Standards, adopted November 10, 1970, establish limitations on airport noise in residential communities of 65 CNEL. The California Noise Control Act of 1975 (Code of Regulations, Title 21) provides standards to govern aircraft operations under a valid permit issued by the Department of Aeronautics.
The State Aeronautics Act (Chapter 4, Article 3, Section 21669 of the State Aeronautics Act (Division 9, Part 1 of the California Public Utilities Code) requires the State Division of Aeronautics to adopt noise standards applicable to all airports operating under a state permit.
The California Airport Noise Standards set forth in Title 21, Chapter 2.5, Subchapter 6, Sections 5000 et seq. are designed to "...cause the airport proprietor, aircraft operator, local governments, pilots, and the [Division of Aeronautics] to work cooperatively to diminish noise problems. The regulations accomplish these ends by controlling and reducing the noise impact area in communities in the vicinity of airports."
The California Noise Insulation Standards contained in the California Code of Regulations, Title 24, Part 2, Appendix Chapter 35, are applicable to hotels, motels, apartments, houses and dwellings other than detached single-family dwellings. These state that: "Interior noise levels attributable to exterior sources shall not exceed 45 dB in any habitable room. The noise metric shall be either the Day-Night Average Sound Level or the Community Noise Equivalent Level, consistent with the noise element of the local general plan."
The California Air Resources Board (CARB) is responsible for coordinating state and federal air pollution control requirements. Compliance with state and federal air quality programs is measured in the region by the South Coast Air Quality Management District (SCAQMD).
The SCAQMD requires that general plan elements, specific plans and significant projects be analyzed for consistency with a regional Air Quality Management Plan. Two major criteria considered in plan consistency approval are:
Will the project result in an increase in the frequency or severity of existing air quality violations or cause or contribute to new violations, or delay timely attainment of air quality standards or the interim emission reductions specified in the Air Quality Management Plan?
Will the project exceed the assumptions in the Air Quality Management Plan in 2010 or increments based on the year of project build out and phasing?
The Southern California Association of Governments (SCAG) is the regional planning agency for Imperial, Los Angeles, Orange, Riverside, San Bernardino, and Ventura Counties. SCAG has adopted policies and actions in its Regional Transportation Plan (RTP) that relate to adoption of a master plan at Van Nuys Airport. In 1994, SCAG began preparation of a comprehensive study to measure anticipated growth among general aviation activities in southern California. A draft report is scheduled for public distribution in 1996.
The Regional Growth Management Plan, prepared by SCAG, provides a series of growth forecasts relative to demographic and economic changes predicted to occur in the Southern California region between 1984 and 2010.
Los Angeles County is designated by the state legislature as the regional airport planning agency. The Los Angeles County Airport Land Use Plan of the County's adopted General Plan contains land use, noise, air quality, circulation and safety policies that encourage airport land use compatibility guidelines and the abatement of excessive noise at airports located in the County of Los Angeles.
Local airport regulatory authority is vested in the City of Los Angeles City Council which oversees and adopts the City's General Plan document that provides guidance for growth, consistent with mitigation measures to eliminate hazards, man-made and natural, to public safety. District Plans that are developed by the City Planning Department apply to various portions of the airport. Van Nuys Airport Noise Control Ordinance No. 155,727 adopted by the Los Angeles City Council in August 1981 contains provisions and restrictions that pertain to nighttime operations, training and mechanical operations and safety procedures for aircraft landing and departing the airport.
Interim Control Ordinance No. 169132, adopted by the City Council on November 10, 1993, established an airport-wide building and development moratorium for Van Nuys Airport. The Council adopted measure was intended to ensure that a master plan or other land use governing instrument was implemented to allow orderly and nonintrusive development. That Ordinance expired on November 14, 1995. A second interim control ordinance (No. 170763) was adopted on November 14, 1995 to extend the intent of the first measure. With certain construction and development exceptions, this ordinance prevents a building permit or development approval for most types of development and construction at the airport until a Master Plan is completed.
The Noise Element of the City of Los Angeles's General Plan incorporates noise standards set by State and Federal agencies with jurisdiction over airports, railroads, and motor vehicles.
On July 27, 1995, the City of Los Angeles Planning Commission adopted the Draft Citywide General Plan Framework Element that provides standards, goals, policies and objectives for achieving long-range growth and development in the City of Los Angeles. The Framework Element will integrate the existing community plans into a comprehensive citywide planning program. The Framework Element is tentatively scheduled for City Council action in 1996.
The Los Angeles Department of Airports Layout Plan for Van Nuys Airport depicts existing facilities as well as the proposed taxiway and land facility improvements that are scheduled in the airport's capital improvements program for upgrading the airport.
In October 1982, the Los Angeles Board of Airport Commissioners adopted Resolution 13369 that prohibits scheduled and unscheduled air carrier commercial flights in and out of the airport.
In August 1981, the Los Angeles City Council adopted Ordinance No. 155,727 that approved noise abatement and curfew regulations for aircraft operating at Van Nuys Airport.
Figures 13 and 14 show the existing zoning at VNY and the project's proposed zone changes. A majority of the airport (612 acres) was rezoned by the City Council on December 20, 1988 to (T) (Q) M2-1. The (T) condition requires that all projects satisfy applicable city improvement standards. The (Q) requires conditional use approval for all proposed development. This procedure includes submittal of plot plans to the Planning Commission for staff review and subsequent consideration during a public hearing. A 2.2 acre portion of the airport located along the west property line at the corner of Hayvenhurst Avenue and Hart Street is currently zoned M1. The northern 59 acres of the airport are zoned A-1-XL (Agriculture) and the southern most 56 acres are zoned OS-1-XL (Open Space). The airport is included in the adopted Reseda-West Van Nuys District Plan (last amended on March 27, 1991), Mission Hills-Panorama City Sepulveda Plan (last amended on March 27, 1991), and the Northridge Plan (last amended on March 27, 1991). Major objectives of the three plans are summarized as follows:
Reseda-West Van Nuys District Plan
1. To coordinate the development of the Reseda-West Van Nuys District with that of other parts of the City of Los Angeles.
2. To designate lands at appropriate locations for the various private uses and public facilities in the quantities and at densities required to accommodate population and activities projected to the year 2005.
3. To encourage the preservation and maintenance of the existing single-family residential character of the Reseda-West Van Nuys District.
4. To promote the continued use of Van Nuys Airport as a hub of general aviation activities in the Southern California area.
Mission Hills-Panorama City-Sepulveda Plan
1. To coordinate the development of Mission Hills-Panorama City-Sepulveda District with that of other parts of the city of Los Angeles and the metropolitan area.
2. To promote economic well-being and public convenience through:
a. Allocating and distributing commercial lands for retailing, service and office facilities in quantities and patterns based on accepted planning principles and standards.
b. Designating land for industrial development that can be so used without detriment to adjacent uses or other types, and imposing restrictions on the types and intensities of industrial uses as are necessary to this purpose.
3. To make provision for a circulation system coordinated with land uses and densities and adequate to accommodate traffic; and to encourage the expansion and improvement of public transportation service.
Figure 13 - Existing Zoning. Not on the Internet version
Figure 14 - Proposed Zoning. Not on the Internet version
Northridge Plan
1. To coordinate the development of Northridge with that of other parts of the City of Los Angeles and the metropolitan area.
2. To designate lands in quantities, at densities, and at appropriate locations for the various private uses; and to designate the need for public facilities and the general locations of public facilities; as required to accommodate population and activities projected to the year 1990.
3. To promote economic well-being and public convenience through:
a. Allocating and distributing commercial lands and related off-street parking for retail, service and office facilities in quantities and patterns based on accepted planning principles and standards.
b. Designating land for industrial development that can be so used without detriment to adjacent uses or other types, and imposing restrictions on the types and intensities of industrial uses as are necessary to this purpose.
Existing zoning and land uses immediately adjacent to the airport consist primarily of M1 (Limited Industrial) and M2 (Light Industrial) zoning. A noise study conducted in 1992 by the Department of Airports indicated that there were approximately 133 incompatible acres of land located within the impact area of the airport and that approximately 1,445 single family and multiple family dwelling units were located in this impact area.
The airport is subject to building and structural height limitations imposed by a series of federal regulations promulgated in Title 14 of the Code of Federal Regulations. Height restrictions based on use of the Federal Aviation Administration's runway protection zone and imaginary approach surfaces that extend outward from an airport's runways along the extended runway centerline apply to the entire airport. FAA runway protection zones are fan-shaped trapezoidal areas nearest to the runway that must be kept clear of major structures or concentrations of people.
On January 1, 1994, Van Nuys Airport contained approximately 113 acres of vacant property. This 113 acres of land included approximately 37 acres of a 44.5 acre site located on the east side of the airfield, approximately 36 acres of the 39.4 acre former Air National Guard site located on the west side of the airfield, a vacant 30 acre site that was part of the former Air National Guard site that is located west of the Bullcreek Flood Control Channel, a vacant 7 acre site located near the intersection of Sherman Way and Valjean Avenue, and a vacant 2.2 acre former school site located at the intersection of Hart Street and Hayvenhurst Avenue.
In 1994, 236.13 acres of airport land were occupied by non-aviation office, commercial, agricultural, industrial or open space (golf course, etc.) uses. Another 161.30 acres of airport land (including 7.70 acres located on the Woodley-Volar site and 2.0 acres on the Air National guard west site) were occupied by aviation related uses. The remaining 220 acres were in use for runway and unobstructed approach uses. Figure 2, depicted earlier in this document, shows the location of existing (1994) aviation, non-aviation, runway and vacant airport sites.
In 1994, the airport contained 82 jet airplane hangars, 41 helicopter hangars and 201 piston aircraft hangars. Portable t-hangars, that were permitted prior to 1994, were not included in the 1994 inventory of facilities. In addition, several hangars were declared non-usable following the 1994 Northridge Earthquake.
The airport features a 27 hole golf course at the south end of the runway, a sod nursery farm and wholesale plant yard at the north end of the runway and various wholesale commercial and industrial uses located along the east and west property lines. A four story office building that includes airport administrative offices is located on the west side of the airfield.
Table 5 shows a summary of all buildings on the airport. An inventory of the individuals buildings and tenants was listed in the previously published Draft Van Nuys Airport Master Plan Requirements-Alternatives Report dated February 1996.
| Table 5 summary of all airport buildings | ||
| Building | Sq. Ft. | Use |
| DOA Owned Buildings | 1,683,135 | Hangar, Office/Other |
| Non-DOA Buildings | 1,016,446 | Hangar, Office/Other |
| Total | 2,699,581 | |
Drafting of the Van Nuys Airport Master Plan and review of environmental and approval documents are intended to comply with guidelines and statutes of the California Environmental Quality Act, City of Los Angeles Municipal Zoning Code, City of Los Angeles Planning Department procedures and policies, Federal Aviation Administration Advisory Circular 150/5070-6A for completion of a master plan and policies and guidelines established by the Los Angeles Department of Airports.
In 1992, the Department of Airports was directed by the Los Angeles City Council to prepare a long term master plan for Van Nuys Airport that will provide a blueprint for future development of the airport and to provide decision makers with a tool that can be used to enhance compatibility between the airport and surrounding communities.
Efforts to satisfy this directive were initiated in July 1992, when the Department of Airports issued a request for proposals (RFP) for preparation of a master plan. This RFP was crafted to reflect conformance with the City's Land Use Element of the General Plan, Zoning Ordinance and state and federal environmental quality procedures (CEQA, NEPA). The purpose of the RFP was to seek proposals which effectively balanced the need to complete a master plan that complied with City of Los Angeles and Federal Aviation Administration guidelines for completion of a master plan. Generalized goals and objectives for completing the master plan and environmental report were detailed in the Van Nuys Airport Information Guide (April 1995).
Availability of the RFP was noticed in several regional publications. Nearly 300 potential consultants requested and received copies of the RFP. Eight proposals were received by the deadline date and one of those was recommended by a master plan selection committee to the Board of Airport Commissioners for approval. Negotiations with the consultant reached an agreement regarding terms and conditions of contract approval.
In January 1995, Planning Associates, the consultant selected to complete the master plan released a Van Nuys Airport Background Report that extensively describes existing aviation conditions and issues affecting long term use of Van Nuys Airport.
In February 1996, the Department of Airports released a Van Nuys Airport Requirements-Alternatives Report that describes existing facilities, economic conditions, aviation forecasts, and identifies land use amounts required to continue aviation operations through the year 2015.
A series of workshops, public hearings and meetings, initiated in the spring of 1993, are expected to continue throughout the remainder of the Master Plan process. The following summary describes Phase I and Phase II Master Plan tasks that have been completed or are pending completion:
Phase I
Preparation of the Background report. Draft report released in January 1995.
Public Hearing meetings conducted by Master Plan Advisory Committee regarding Background Report issues and conditions.
Public Workshop conducted by ETI on June 15, 1993 to identify goals, policies and issues to be addressed in Phase II of the Master Plan work program.
Phase II
Public Hearing conducted on April 19, 1995 to present forecast assumptions, techniques and land use issues.
Preparation of the Requirements-Alternatives Report. Draft report released in February, 1996.
Public meetings conducted by Master Plan Advisory Committee regarding forecast assumptions, techniques and land use issues.
Preparation and distribution of a Notice of Preparation and Initial Study Checklist on February 28, 1996 regarding issues that will be considered in the Environmental Impact Report.
Public scoping meeting conducted on March 20, 1996, to discuss preparation of the Environmental Impact Report.
Preparation of the draft Environmental Impact Report
Preparation of the draft Master Plan.
Public Hearing regarding draft Environmental Impact Report and draft Master Plan.
Phase III
Tasks that will be conducted by staff and consultants include the following:
Public Hearings by Board of Commissioners and Planning Commission regarding discretionary permit approvals and certification of Environmental Impact Report and draft Master Plan.
Review and action by the City Attorney's Office
Review and action by the Mayor
Review and action by the City Council
Review and action on the Airport Layout Plan by the Federal Aviation Administration
Known as the Van Nuys Airport Master Plan, the proposed project consists of a general aviation airport, two FAA compliant paved runways, various taxiway interchanges and two unobstructed approach zones located at the north and south perimeters. The runway is primarily surrounded by a range of aviation fixed base operator facilities and then gradually a mixture of non-aviation office, commercial, industrial and open space uses located closest to airport boundaries. As shown previously on Figure 2, approximately 161 acres of airport land were used to directly conduct aviation uses in 1994. Another 236 acres were used to directly conduct non-aviation retail, industrial and office uses in 1994. Approximately 113 acres of airport land were vacant. The remaining 220 acres of airport land were used to provide the FAA controlled runways, taxiways and roadways.
For the purpose of conducting the required environmental analysis leading to the approval of a Van Nuys Airport Master Plan, the proposed project has been divided into five functional land use categories. Table 6 summarizes the five land use areas and proposed range of permitted uses.
These five functional categories are:
Runway/Taxiway Area
These are the essential aeronautical areas required to allow for aircraft ascent and descent, maneuvering and taxiing. These areas contain the two major runway systems and taxiway areas and, as such, are restricted to exclusive use for runways and taxiways and prohibit assemblage of people, structures, or aircraft storage. Significant obstructions that include large trees, heavy fences and walls, heavy poles, tall and steep berms and retaining walls, non-frangible street lights and billboard signs are prohibited in runway/taxiway areas. High safety risk and high noise levels occur in these areas. These areas coincide with the Federal Aviation Administration aircraft movement area designation.
Approach Area
Approach Areas constitute a safety zone adjacent to the aircraft movement area that protects ascending and descending aircraft from obstruction and allows safe and effective aircraft movement. These areas are restricted to passive open space and low density uses that do not contain or create hazards for overflying aircraft. Low profile landscaping, sod, or hard scape surfaces that do not contain multiple story structures, bird attracting uses such as water features and trees and do not encourage high population concentrations are permitted. These areas are restricted to low density uses that concentrate a maximum of 10 persons per acre. Significant obstructions that include large trees, heavy fences and walls, heavy poles, tall and steep berms and retaining walls, non-frangible street lights and billboard signs are prohibited in Approach Areas.
The storage, handling or use of petroleum products or explosives is prohibited in these areas. There is a safety risk in this area from aircraft near or within 400 feet above ground level, and within 1,000 feet of a runway: aircraft engine noise occurs within these areas. These areas coincide with the Federal Aviation Administration runway protection zone designation.
Generally, these are the areas designated to support operations including aircraft, aircraft hangars, aircraft tie down parking, aircraft ramp and maneuvering, aircraft maintenance, flight training, military aviation functions, air tour, aircraft taxi, and other aircraft uses that are classified as primary general aviation employment uses. These areas provide direct access to runway and taxiway systems, therefore, aviation uses that require airfield access are located in these areas to reduce aircraft delays, reduce aircraft engine emissions, noise and fuel usage. Aircraft maintenance and air taxi firms that directly support other primary aviation uses require direct access to runway and taxiway systems to conduct aircraft repairs and to tow aircraft to hangars and maintenance areas. Activities in these areas produce safety and noise exposure risks to persons on the ground due to the operation of aircraft under power and the proximity to the airfield. Shopping centers, eating establishments, meeting halls, multi-story office buildings and labor intensive manufacturing uses are prohibited in these areas. Maximum concentrations of people should be no more than 40-60 persons per acre. Significant obstructions that include large trees, heavy fences and walls, heavy poles, tall and steep berms and retaining walls, non-frangible street lights and billboard signs are also prohibited in these areas. These areas are intended to act as sideline and inner safety zones.
Aviation Related Area
These areas are intended to allow aviation support or aircraft-dependent uses that generate sufficient revenue and jobs. Aircraft engine manufacturing, aircraft engine retrofitting, aircraft accounting offices, aircraft cooperative management, aircraft classroom instruction, aircraft exhibits, aircraft research and development, aircraft recycling, wholesale industrial uses that primarily target airport users, and related uses are permitted in these areas. Any use that would direct a steady light or flashing light of red, white, green or amber colors associated with airport operations toward an aircraft, or cause sunlight to reflect towards an aircraft, or generate smoke or water vapors that attract birds, or that would generate electrical interference would be prohibited. Shopping centers, eating establishments, and multi-story labor intensive office buildings are unacceptable uses in these areas. Significant obstructions that include large trees, heavy fences and walls, heavy poles, tall and steep beams and retaining walls, non-frangible street lights and billboard signs are conditionally permitted. A maximum concentration of 60 to 100 persons per acre is permitted. These areas are intended to act as outer safety zones.
Aviation Buffer Area
Lands designated as Aviation Buffer Area would consist of non-aviation airport-independent activities. While most of these areas provide a level of business that is a direct function of general aviation aircraft volume, these uses could function independently in other areas of the City. These areas would permit hotels, car rental agencies, restaurants, offices, limited neighborhood retail or grocery stores and industrial uses that derive income from aircraft owners, tenants and visitors but are not essential to maintaining an airport.
There is some safety risk in these areas from aircraft at or below 1,000 feet above ground level and frequent noise intrusion. Significant obstructions that include large trees, heavy fences and walls, heavy poles, tall and steep beams and retaining walls, non-frangible street lights and billboard signs are conditionally permitted in these areas. Located along the easterly and westerly boundaries of the airport, these areas are intended to shield adjoining residential properties from noise, glare, odor, vibration and other consequences of aircraft and airport operations.
Any use that would direct a steady light or flashing light of red, white, green or
amber colors associated with airport operations toward an aircraft, or cause sunlight to
reflect towards an aircraft, or generate smoke or water vapors that attract birds, or that
would generate electrical interference are also prohibited. Shopping centers and labor
intensive multi-story office buildings would be prohibited in these areas. A maximum
allowable density of 80 to 140 persons per acre are permitted. A higher density may be
approved subject to issuance of a conditional use permit. These areas coincide with the
Federal Aviation Administration areas released pursuant to issuance of an Instrument of
Release.
| Table 6 Land use compatibility guidelines for Van Nuys Airport Master Plan areas | ||||
| Land Use Category | Maximum Population Density | Maximum Coverage By Structure | Land Use Restrictions1 | |
| Runway/Taxiway2 | 0 | No significant obstruction3 | ||
| Approach Area2 | 10 persons/ac. | No significant obstruction3No petroleum or explosives No above-grade power lines | ||
| Aviation Area | Uses in structures40 person/ac. Uses not in structures: 40-60 persons/ac. |
35% of net area | No residential No hotels, motels No restaurants, bars No schools, hospitals, government services No concert halls, auditoriums No stadiums, arenas No public utility stations, plants No public communications facilities No uses involving , as the primary activity, the manufacture, storage, or distribution of explosives or flammable materials |
|
| Aviation Related Area | Uses in structures:60-100 persons/bldg. | 50% of gross area or 65% of net area, whichever is greater | No uses involving , as the primary activity, the manufacture, storage, or distribution of explosives or flammable materials | |
| Aviation Buffer Area | Not applicable 80-140 persons/bldg. (See text notations) |
50% of gross area or 65% of net area, whichever is greater | Discourage schools, auditoriums, amphitheaters, stadiums Discourage uses involving, as the primary activity, the manufacture, storage or distribution of explosives or flammable materials |
|
| 1. The following uses shall be prohibited in all airport
areas: a. Any use which would direct a steady light or flashing light of red, white, green, or amber colors associated with airport operations toward an aircraft engaged in an initial straight climb following take off or toward an aircraft engaged in a straight final approach toward a landing at an airport, other than an FAA-approved navigational signal light or visual approach slope indicator. b. Any use which would cause sunlight to be reflected towards an aircraft engaged in an initial straight climb following takeoff or towards an aircraft engaged in a straight final approach towards a landing at an airport. c. Any use which would generate smoke or water vapor or which would attract large concentration of birds, or which may otherwise affect safe air navigation within the area. d. Any use which would generate electrical interference that may be detrimental to the operation of aircraft and/or aircraft instrumentation. 2. No structures permitted in Runway/Taxiway Area or Approach Area. 3. Significant obstructions include but are not limited to large trees, heavy fences and walls, tall and steep berms and retaining walls, non-frangible street lights and sign standards, billboards. |
||||
| Source: Los Angeles Department of Airports Facilities Planning Bureau. | ||||
Figure 15 shows the location of parcels designated by these functional land use categories.
Figure 15 - Proposed Project. Not on the Internet version
The five areas shown and identified by name in Figure 16, consist of properties that are partially or completely vacant and/or that contain unoccupied buildings. The topography and terrain of these sites are not unique or significantly different from other airport sites.
The proposed project would permit future building development and categorized uses that are unspecified at this time to occur on all five sites. A range of aviation uses would be developed on areas of land located nearest runways. A range of industrial, office and commercial uses would occur on approximately 42 acres of land located nearest to exterior airport boundaries. The 36 acre site known as the Air National Guard West would be designated for non-aviation uses. The 30 acre site known as Air National Guard East would be designated for aviation uses. The 44.5 acre site known as Woodley/Hughes/Volpar would be designated for aviation uses. One-half of the seven acre Retlaw site would be designated for aviation uses with the other half shown as non-aviation. The 2.2 acre former Hart School site would be designated for non-aviation uses. The development and use of the 113 vacant acres of land would result in the following mixture of land uses in the year 2015.
| Use | acreage |
| Aviation | 232 acres |
| Non-Aviation | 278 acres |
| Runway/Taxiway | 220 acres |
| Total | 730 acres |
The land use proposal would allow future construction of approximately 1,702,500 square feet of new floor area on the above five sites during a twenty year planning period. City of Los Angeles Municipal Zoning Code development standards were adjusted to reflect historical development and anticipated development trends at Van Nuys Airport. The impact of allowing the following mixed uses on the five sites will be considered further under specific sections of this Environmental Impact Report.
The proposed land uses and floor space amounts are shown on the following chart.
| LAND USE CATEGORY | FLOOR AREA |
| Aviation Hangar | 330,000 square feet |
| Aviation Office | 220,000 square feet |
| Industrial | 527,500 square feet |
| Incubator Technology | 500,000 square feet |
| Office Retail | 125,000 square feet |
| Total | 1,702,500 square feet |
A specific development proposal has not been proposed for the five potential development sites. The eventual selection of a specific development proposal scheme is proposed to occur following City Council approval of the Van Nuys Airport Master Plan. The selection of a development firm to prepare architectural and engineering drawings for development of the five potential sites is not occurring as part of the master plan process. However, based on City Council action, the selection of a design firm to coordinate Master Plan development may become a development measure.
The Los Angeles Planning and Zoning Code allows a maximum floor area ratio (FAR) of 1.5 for all five development sites, subject to building setback requirements, height restrictions and development standards.
The vacant 2.2 acre area known as the former Hart School site is located at the intersection of Hart Street and Hayvenhurst Avenue midway between Sherman Way and Vanowen Street. There are no buildings or other structures located on the site. The site contains several strands of grass and noxious weeds. The topography and terrain of the site are not unique or significantly different from other airport sites. This site is currently shown on the Reseda-West Van Nuys District Plan as Service Area and contains a current zoning designation of M1 (Limited Industrial). Under the proposed project, the site would contain a general plan designation of Aviation Buffer. The site is proposed to be rezoned from M1 to M2 (Light Industrial) to provide consistency with zoning shown on other adjacent airport properties. The Airport Buffer and M2 designations would permit a range of industrial, office, and commercial non-aviation buildings and uses to occur on the 2.2 acre site.
The vacant 36 acre are known as the Air National Guard West site is located between Balboa Boulevard and the Bull Creek Flood Control Channel. There are several older military hangars that contain approximately 85,000 square feet of floor area located on the site. The hangar facilities are vacant and would require substantial seismic retrofitting, structural modifications and asbestos removal to allow reuse. The site is covered over with a substantial amount of thick (four-seven inches) concrete pavement. The topography and terrain of the site are not unique or significantly different from other airport sites. The site is currently shown on the Reseda-West Van Nuys District Plan as Service Area and contains a current zoning designation of M2 (Light Industrial). Under the proposed project, the site would contain a general plan designation of Aviation Related Area and maintain its current M2 zoning designation. The proposed general plan designation and zoning would permit a range of aviation related industrial, office and incubator development buildings and uses.
The vacant 30 acre area known as the Air National Guard East site is located between the Bullcreek Flood Control Channel, Roscoe Boulevard and the airfield runway. The site contains several older military hangars that contain approximately 85,000 square feet of floor area located on the site. The hangars are vacant and would require substantial seismic retrofitting, structural modifications and asbestos removal to allow reuse. The site is covered over with a substantial amount of thick (four-seven inches) pavement. The topography and terrain of the site are not unique or significantly different from other airport sites. The site is currently shown on the Reseda West Van Nuys District Plan as Service Area and contains a current zoning designation of M2 (Light Industrial). Under the proposed project, the site would contain a general plan designation of Aviation Area and maintain its current M2 zone classification.
The partially occupied 44.5 acre area known as the Woodley/Volar site is located between Woodley Avenue, Saticoy Street and the airfield runway. The site contains several older hangars with approximately 400,000 square feet of floor area. A majority of the hangars are unoccupied and would require substantial seismic retrofitting, structural modifications and asbestos removal to allow long term future uses. The site is covered over with a substantial amount of thick concrete (approx. 4 inches) pavement. The topography and terrain of this site are not unique or significantly different from other airport sites.
Figure 16 - Property Under Consideration. Not on the Internet version
The site is currently shown on the Reseda-West Van Nuys District Plan as Service Area and contains a zoning classification of M2 (Light Industrial). Under the proposed project, the site would contain a general plan designation of aviation area and maintains its current zoning designation. The proposed general plan and zoning designations would permit a range of aviation buildings and uses.
The vacant 7 acre site known as the Retlaw site is located north of the intersection of Sherman Way and Valjean Avenue on the east side of the airfield. The site is located adjacent to the existing Airtel Hotel. There are no buildings or other structures located on the site. The site contains several strands of grass and noxious weeds. The topography and terrain of the site are not unique or significantly different from other airport sites. This site is currently shown as Service Area on the Reseda-West Van Nuys District Plan and contains an M2 Zoning classification.
Under the proposed project, one-half of this site that fronts along the public street would be designated as Aviation Buffer and the remaining one-half of the site that fronts along the airfield runway would be designated as Aviation Area. The existing M2 zoning would be maintained. The proposed project would allow a mixture of aviation and non-aviation uses to occur on the seven acre site.
Forecasts of the total fleet for all based and transient aircraft that had at least one operation (i.e., a take- off or a landing) per day into Van Nuys Airport were prepared by year, from 1995 through 2015 by the consultant group Airport Corporation of America, for inclusion in the Van Nuys Airport Requirements-Alternatives Report.
Those forecasts were based on historical based aircraft and operations data obtained from the FAA, CALTRANS, LADOA and other aviation, planning and industry sources. Information was presented to business owners and tenants, aviation tenants and owners and residential homeowners and citizen groups at hearings held at VNY on April 26, May 3, and May, 9 1995. Tables 7-9 present growth rates associated with the Master Plan Forecast that were presented to small group participants
Table 7 Van Nuys Airport forecast annual growth rates
| Based Aircraft | Single Engine Piston | Multi Engine Piston | Jet | Rotor | Military | |
| 1996-1999 | -3.0% | -2.5% | 2.0% | 1.5% | -23.0% | |
| 2000-2015 | -1.5% | -2.5% | 1.5% | 1.0% | -23.0% |
| ITINERANT OPERATIONS | LOCAL OPERATIONS | |||||
| Air Taxi | G.A. | Military | G.A. | Military | Instrument | |
| 1996-1999 | 3.0% | -1.0% | -5.0% | -1.0% | -3.0% | 2.0% |
| 2000-2015 | 1.5% | -0.5% | -5.0% | -0.5% | -3.0% | 2.0 |
Source: Airport Corp. of America.
| Table 8 VNY Master Plan Based Aircraft Forecast | ||||||
| Year | Single Eng. Piston | Multi Eng. Piston | Jet | Helicopter | Military | Total |
| Base* | 445 | 136 | 107 | 44 | 8 | 740 |
| 1995 | 445 | 136 | 107 | 44 | 8 | 740 |
| 1996 | 432 | 133 | 109 | 45 | 6 | 725 |
| 1997 | 419 | 129 | 111 | 45 | 6 | 710 |
| 1998 | 406 | 126 | 114 | 46 | 4 | 696 |
| 1999 | 394 | 123 | 116 | 47 | 3 | 683 |
| 2000 | 388 | 120 | 118 | 47 | 2 | 675 |
| 2001 | 382 | 117 | 119 | 48 | 2 | 668 |
| 2002 | 376 | 114 | 121 | 48 | 1 | 660 |
| 2003 | 371 | 111 | 123 | 49 | 1 | 655 |
| 2004 | 365 | 108 | 125 | 49 | 1 | 648 |
| 2005 | 360 | 106 | 127 | 50 | 1 | 644 |
| 2006 | 354 | 103 | 129 | 50 | 0 | 636 |
| 2007 | 349 | 100 | 130 | 51 | 0 | 630 |
| 2008 | 344 | 98 | 132 | 51 | 0 | 625 |
| 2009 | 339 | 95 | 134 | 52 | 0 | 620 |
| 2010 | 334 | 93 | 136 | 52 | 0 | 615 |
| 2011 | 329 | 91 | 138 | 53 | 0 | 611 |
| 2012 | 324 | 88 | 141 | 53 | 0 | 606 |
| 2013 | 319 | 86 | 143 | 54 | 0 | 602 |
| 2014 | 314 | 84 | 145 | 54 | 0 | 597 |
| 2015 | 309 | 82 | 147 | 55 | 0 | 593 |
*Base Year is 1994.Source: Airport Corp. of America.
| Table 9 VNY master plan aircraft operations forecast* | |||||||
| Itinerant | Local | Total | Instrument | ||||
| Year | Air Taxi | G.A. | Military | G.A | Military | ||
| Base* | 2,211 | 275,084 | 587 | 203,354 | 76 | 481,312 | 39,372 |
| 1995 | 2,402 | 300,000 | 616 | 218,315 | 100 | 521,433 | 40,672 |
| 2015 | 3,158 | 243,880 | 210 | 180,286 | 41 | 427,576 | 58,505 |
* Base Year is calendar year 1994. The 1995 data shown is an actual count adjusted to reflect the split between itinerant and local categories used for noise modeling. 2015 operations are forecasted. Source: Airport Corp. of America, Environmental Management Bureau.
It is doubtful that VNY operations in 2015 will exceed the amounts shown in Tables 7 through 9. Aviation projections were based on unconstrained demand for general aviation activities at VNY. Aviation projections assume that operations and based aircraft will develop in a pattern similar to FAA, Caltrans, and other agency forecasts developed for VNY and the region.
These projections assume that some redistribution or shifting to VNY would occur from general aviation activities that are currently being conducted at other general aviation airports. This redistribution or shift in general aviation may produce wide year-to-year intermediate changes in annual operations and based aircraft. In general, however, changing aircraft market dynamics and socioeconomic conditions discussed in the Van Nuys Airport Requirements-Alternatives Report will yield 2015 aircraft operations and based aircraft amounts similar to amounts identified on Tables 7 through 9.
Forecasts shown for several land use alternatives in this Environmental Impact Report exceed the unconstrained demand forecasts shown on Tables 7 through 9. As noted above, it is doubtful that the unconstrained demand for based aircraft and operations will be exceeded in 2015, regardless of the amount of aviation land made available; however, alternative aircraft projections were developed in order to evaluate a "worst case" scenario for the project and the alternatives. These projections were based on proposed aviation land area and were developed using land area factors developed by Airport Corporation of America in its technical report prepared for the master plan process.
Based on the analysis of these worst case forecasts presented in this EIR, it is believed that alternatives that show fewer aviation acres than the demand forecast acreage would potentially constrain aviation activities in 2015. Conversely, it is believed that alternatives that show more aviation acres than required for the demand forecast would potentially constrain regional economic growth in 2015
As previously indicated, the 730 acre airport is owned and operated by the City of Los Angeles subject to a 1949 Quitclaim Deed recorded under the War Powers Assets Act of Congress.
Goals and objectives that evolved during formation of the Master Plan team in 1992 and during meetings conducted by the Master Plan Advisory Committee are comparatively shown in Table 10.
| Master Plan Background Report Goals and Objectives | Master Plan Advisory Committee Goals and Objectives |
| 1.To coordinate the development of VNY with that of other parts of the City. | 1. To coordinate the development of VNY with that of other parts of the city. |
| 2. To provide for the continued use of VNY as a general aviation airport with an integral role in Southern California air transportation system. | 2. To adopt proper land use patterns in and around Van Nuys Airport that are mutually compatible between the surrounding community and the operation of the airport. |
| 3. To promote economic well-being and public convenience by:a. Designating land in quantities and at locations sufficient to meet future general aviation needs; designating appropriate areas for jets, propeller planes and helicopters; promoting aviation development and related ancillary facilities for continued use of VNY as a center of general aviation activities to the year 2015.b. Designating land for industrial and commercial non-aviation development in quantities and locations based on accepted planning and environmental criteria and practices. | 3. To provide for the continued use of VNY as a general aviation reliever airport with an integral role in the southern California air transportation system and to bring the airport into conformance with FAA airport design standards. |
| 4. To improve the aesthetic appearance of VNY by encouraging the development and application of appropriate design criteria and controls. | 4. To promote economic well-being and public convenience by designating
land in quantities and at locations sufficient to meet future general aviation needs as
well as establishing appropriate areas for jet, propeller airplanes and helicopters. To promote aviation development and related ancillary facilities for continued use of VNY as a center of general aviation activities through the 20-year planning period. Land not needed for general aviation needs should be designated industrial and commercial non-aviation development in quantities and locations based on accepted planning and environmental criteria and practices. |
| 5. To establish leasehold policies that minimize adverse environmental impacts for both aviation and non-aviation uses. | 5. To improve the aesthetic appearance of VNY by encouraging the development and application of appropriate design, sign and landscaping criteria and controls. |
| 6. To establish a method for selecting and locating public services and to coordinate the use of public service facilities with the development of aviation and non-aviation uses. | 6. To establish land use policies that minimize adverse environmental impacts for both aviation and non-aviation uses. |
| 7. To provide for a circulation system that accommodates traffic and encourages the expansion and improvement of public transportation facilities and services. | 7. To establish a method for selection and locating public services and to coordinate the use of public service facilities with the development of aviation and non-aviation uses. |
| 8. To encourage development of VNY compatible with the surrounding communities. | 8. To provide for a circulation system that accommodates traffic and encourages the expansion and improvement of public transportation facilities and services. |
| 9. To establish periodic review of the implementation of the VNY Master Plan. | 9. To establish periodic review of the implementation of the VNY Master Plan. |
| 10. To establish policies for leases, leaseholds and tiered rental rate
schedules. 11. To reduce airport noise levels on area residential neighborhoods by the possible adoption of policies relating to such factors as the number and type of aircraft and helicopters, the location of aircraft and helicopter facilities on the airport property, hours of operation, and flight patterns, as permitted by local , state and federal law. |
For purposes of conducting a cumulative impact analysis, a large area surrounding the proposed project site has been identified within which current construction projects and development proposals shall be considered related to the proposed project. This list of related projects includes all commercial or industrial projects consisting of 1,000 square feet or more of new floor area and/or new condominiums or apartment buildings with 10 or more units within the City of Los Angeles. In addition, in conformance with the City of Los Angeles Guidelines, some related projects over this threshold, but located outside of two miles from the airport, were considered.
From six separate sources, a total of 16 related projects have been identified within the designated study area. Specific related projects including their size and location are shown in Table 11. Related project locations are shown in Figure 17. Sources of related project information include the City of Los Angeles Planning Department (Environmental Review Section), City of Los Angeles Building and Safety Department, City of Los Angeles Department of Transportation, City of Los Angeles Department of Airports, Southern California Association of Governments and Planning Associates, Inc.
| TABLE 11 Related projects city of Los Angeles | ||||
| No. | City Case No. | Project Type of Development | Location |
Size (square feet unless otherwise stated) |
| 1 | 92-0447SPR | office addition | 16135 Roscoe | 6,426 |
| 2 | 91-056 | apartments | 13936 Nordoff | 140 units |
| 3 | 94-0147PM | office buildings | 15901 Strathern | 285,500 |
| 4 | 94-0099SPR | office buildings | NE corner Woodley/Strathern | 95,600 |
| 5 | 91-0592ZC | office buildings | 16128 Cantlay | 9,500 |
| 6 | 92-0425CUP | school/nursery | 7117 Woodley | 24,399 |
| 7 | 92-0186CUP | retail | 16500-16530 Sherman Way | 55,000 |
| 8 | 93-0377 | retail | 7227 Van Nuys Blvd. | 80,000 |
| 9 | 91-0315SUB(ZC) | condos | 16635 Parthenia | 19 units |
| 10 | 93-0051SPR | retail | White Oak/Sherman | 39,981 |
| 11 | 91-0580SPR | apartments | 15925 Strathern | 38 units |
| 12 | 93-0372SUB | lot subdivision | 7420 Balboa | 1.13 acres |
| 13 | 92-0367 | church | 17431 Roscoe | 40,500 |
| 14 | 94-108 | retail | 8501 Van Nuys | 94,895 |
| 15 | 95-180 | gas station | 7161 Sepulveda | 16 pumps |
| 16 | GM Site | mixed use | 8000 Van Nuys | 520,000 - industrial 300,000 - retail 3,700 seat theater 24,000 - police station |