Airport DEIR main page Preface.
Document summary introduction
Project Description
Location
and Setting of the Airport.
Objectives
Alternatives
Regional Airport Economics
Environmental Issues
Description Of The Need For The Proposed Project And
Project Setting.
Description of the Proposed Project
Requested Discretionary Actions
Short Term
Project Objectives.
Background and existing airport
conditions information
Background Information
Existing Airport Conditions
Airport Access
Existing Facilities
Runway,
Taxiway Descriptions
FAA Control Tower.
5. Relationship of this proposed project to
federal, state, regional, and local plans and statutes
Principal
Regulatory Agencies for Aircraft Control
Federal
Agencies and Regulations
State Agencies and Regulations
Regional Agencies and Regulations
Local Agencies and Regulations
Relationship of this Proposed Project to Existing Zoning
and the General Plan
Inventory of Airport Zoned Areas
Master Plan Process.
Project characteristics and aviation
forecasts
Project Characteristics
Proposed Categories of Uses
Proposed Building Development
Description of Proposed Development Sites
Aircraft Forecasts
Proposed long term project goals and objectives
Environmental setting, impacts and mitigation measures
Environmental Setting
Impacts Found to be Non-Significant
Impacts Found to be
Potentially Significant
Summary of Environmental Impacts
Summary of Major Environmental
Impact Categories
Van Nuys Airport (VNY), founded in 1928, was originally a privately owned facility known as Metropolitan Airport. During World War II, the airport was purchased by the federal government and converted to a military facility that housed hundreds of fighter planes and other military aircraft. After the war concluded, the airport was transferred to the City of Los Angeles for general aviation use. General aviation is used to describe all segments of the aviation industry except commercial air carriers and military aircraft. The 730 acre airport has been utilized as a public facility since the 1950s and leased to a variety of tenants since that time for conducting aviation and non-aviation uses. The airport name was subsequently changed in 1957 to Van Nuys Airport. Van Nuys Airport was designated by the FAA as a Transport and Reliever Airport during 1995. A transport airport is defined as an airport designed, constructed and maintained to serve aircraft with approach speeds of 121 or more knots. A reliever airport is defined as an airport intended to serve general aviation aircraft that would normally operate at large, busy commercial service airports.
During fiscal year 1994-95, there were 740 based aircraft at the 730 acre airport. The airport has the distinction of being the world's busiest general aviation airport with an average of 1,429 daily operations or 521,433 annual operations recorded for 1995. Return to index
This Environmental Impact Report has been prepared to comply with the environmental review and analysis requirements contained in the California Environmental Quality Act (CEQA) and City of Los Angeles CEQA Guidelines. These requirements must be met prior to implementation of any completed development or long term uses which have the potential to significantly effect the quality of the natural or human environment.
The Van Nuys Airport Master Plan Environmental Impact Report (EIR) provides an assessment of the environmental effects of a proposed project based on findings and recommendations contained in the Van Nuys Airport Background Report (January 1995) and the Van Nuys Airport Requirements-Alternatives Report (February 1996). The Background Report contained a description and assessment of existing based aircraft, aircraft operating conditions and non-aviation conditions affecting growth and compatibility with surrounding neighborhoods. Housing, population, employment and other social data were also contained in the Background Report. The Requirements-Alternatives Report contained aviation forecasts, aircraft growth scenarios and four aviation and non-aviation land use proposals that could occur by 2015, depending on actions taken by Master Plan decision makers. The Requirements-Alternatives Report included a recommendation that will serve as the basis for this Environmental Impact Report.
Together, the Van Nuys Airport Background Report, the Van Nuys Airport Requirements-Alternatives Report and the Van Nuys Airport Master Plan draft EIR form the basis for recommended goals, objectives and guidelines contained in the proposed Van Nuys Airport Master Plan. Additional supporting documentation and calculations reflected in published Master Plan Reports are on file at the Department of Airports. Return to index
The proposed project consists of the adoption and implementation of a Van Nuys Airport Master Plan that will establish land use and development guidelines for the 730 acre facility. The Van Nuys Airport is a general aviation airport, with two FAA compliant paved runways, various taxiway interchanges and two unobstructed approach zones located at the north and south perimeters (see Figure 1).
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. Long term planning for the airport will include development of approximately 113 acres of airport land that were vacant on January 1, 1995.
The 113 vacant acres are configured around the east and west sides of the airport and are composed of five sites ranging in size from about 2.2 acres to more than 44 acres.
The proposed project will evaluate the impact of designating a 2.2 acre site known as the former Hart School on the west side of the airport as non-aviation; the impact of designating a 36 acre site known as the former Air National Guard West on the west side of the airport as non-aviation; the impact of designating a 30 acre site known as the former Air National Guard East on the west side of the airport as aviation; and the impact of designating a 44.5 acre site known as Woodley/Volpar as aviation, and a 7 acre site known as Retlaw as a mixed aviation/non-aviation site. This information is shown in Figure 2. Return to index
Van Nuys Airport is located approximately 25 miles northwest of downtown Los Angeles in the center of the San Fernando Valley (see Figure 3). The airport is generally bounded by Roscoe Boulevard on the north, by Victory Boulevard on the south, Balboa Boulevard on the west and Woodley Avenue on the east. Figure 4 shows the location of the airport in relation to transportation systems in the vicinity.
Figure 1-Boundary Map. Not on the Internet version
Figure 2 - Existing Land Use.
Figure 3 - Site Location Map (Regional). Not on the Internet version
Figure 4 - (Site location map) Not on the Internet version
Near term objectives of the Department of Airports include the completion of the draft EIR and draft Master Plan and to obtain Board of Airport Commissioners, City Planning Commission and City Council approval of the draft EIR, Master Plan, general plan amendment, zone changes or amendments and other discretionary permit approvals that may be identified during preparation and processing of the draft EIR.
Long term objectives of the Department of Airports include
Coordinating the development of Van Nuys Airport (VNY) with that of other parts of the City to provide for the continued use of VNY as a general aviation airport with an integral role in the Southern California air transportation system
To promote economic well-being and public convenience by designating land in quantities and at locations sufficient to meet future general aviation needs, designating appropriate areas for jet, 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
Designating land for industrial and commercial non-aviation development in quantities and locations based on accepted planning and environmental criteria and practices, improving the aesthetic appearance of VNY by encouraging the development and application of appropriate design criteria and controls
Establishing land use policies that minimize adverse environmental impacts for both aviation and non-aviation uses, establishing 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
Providing for a circulation system that accommodates traffic and encourages the expansion and improvement of public transportation facilities and services, encouraging development of VNY compatible with the surrounding communities, and
Establishing periodic review of the implementation of the VNY Master Plan.Return to index
Eleven alternatives, intended to address long term use and compatibility, were developed by Department of Airports staff and consultants, and as a result of public input for inclusion in this EIR. The selection of Alternatives A, B, C, D, E1, G, H and I was based on the ability of each alternative to satisfy major criteria established by CEQA Section 15125 (d) that states:
"Describe a range of reasonable alternatives to the project, or the location of the project, which could feasibly attain the basic objective of the project. The discussion of alternatives shall focus on alternatives capable of eliminating any significant adverse environmental effect or reducing them to a level of insignificance, even if these alternatives would impede to some degree the attainment of the project objectives, or would be more costly."
Alternatives E1 and G are mandated by Section 15125(d) of the California Environmental Quality Act (CEQA). Alternatives A, B, C, D, H and I were based on careful consideration of City, FAA, Planning Department and community objectives and the ability of each alternative to comply with CEQA Section 15125(d). Generally, these Alternatives are assumed to comply with one or more of the Master Plan objectives that were identified in the April 1995 Information Guide.
Those objectives state:
* To adopt proper land use patterns in and around Van Nuys Airport that are mutually compatible with the surrounding community and the operation of the airport.
* 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.
* 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.
The selection of Alternatives D, E2, E3, and F was based on comments provided during previous phases of the Master Plan process and in response to comments and recommendations resulting from circulation of the Notice of Preparation in February, 1996.
Alternatives analyzed in this EIR are described below:Return to index
This alternative will evaluate the impact of redeveloping all 730 acres of the airport for aeronautical purposes. Reversion to aviation uses would be required for sites that are currently used for non-aviation. The cost and benefit of doing so will be examined.
B. Land Use Proposal Recommended by the VNY Master Plan Advisory Committee (Figure 6). This alternative will evaluate the impact of designating approximately 200 acres for aviation and aviation-related uses, 310 acres for non-aviation uses and 220 acres for runway and clearance areas. This alternative would designate about 30 acres of the 44.5 acre Woodley site for aviation- related industrial uses. Fixed based operator uses would be prohibited on this site.
Approximately 14.5 acres of the Woodley site would be designated for non-aviation public facilities uses such as a police or fire facility. The seven acre Retlaw site would be designated for use by airport administration and maintenance.
The Air National Guard property located east of the Bullcreek Flood Control Channel would contain a 4 acre park/observation area surrounded by 26 acres of land designated as special aviation (air shows, emergency staging, etc.). The Air National Guard property located west of the Flood Control Channel would be designated for light industrial non- aviation uses along the extreme west side of the site (approx. 15 acres). The remaining 21 acres would be designated as special aviation. The former Hart School site would be designated to contain non-aviation light industrial uses. The approach areas would allow a mixture of uses including golf course, go-cart areas, recreational activities and agriculture.Return to index
This alternative will evaluate the impact of designating 210 acres for aviation, 300 acres for non-aviation and 220 acres for runway and clearance areas. One-half of the Woodley site, one-half of the Retlaw site, and one-half of the Air National Guard site would be designated as non-aviation. One-half of the Woodley site, and one-half of the Retlaw site, as well as the remaining half of the Air National Guard site, would be designated as aviation. The former Hart school would be designated as non-aviation. The cost and benefit of doing so will be examined. Remaining airport uses would correspond to use designations shown in the Information Guide.
Figure 5 - Alt.A. Not on the Internet version
Figure 6 - Alt. B. Not on the Internet version
Figure 7 - Alt. C. Not on the Internet versionReturn to index
This alternative will evaluate the designated use of all 730 acres of the airport for non-aeronautical purposes. Conversions of aviation uses to non-aviation industrial and commercial uses would be required. The cost and benefit of doing so will be examined.Return to index
This alternative will examine the impacts associated with preserving the existing land use configuration and uses at VNY. The existing 113 vacant acres will remain undeveloped under this alternative. The impacts associated with maintaining existing conditions including the Council-adopted Interim Control Ordinance will be examined [this is the no project alternative]. Two modified versions of this proposal will be evaluated. Alternative E1 will consider reducing existing aviation acreage: Alternative E2 will consider reducing existing non-aviation.Return to index
A variant of Alternative E-1 that considers reducing existing aviation acreage and allowing 113 vacant acres to remain undeveloped.Return to index
. A variant of Alternative E-1 that considers reducing existing non-aviation acreage and allowing 113 vacant acres to remain undeveloped.Return to index
. This alternative will evaluate the use impact of designing the 730 acre site for residential and commercial uses. The feasibility of and impacts associated with closure and/or relocation of existing aviation and industrial uses to other sites will be examined. Return to index
. This alternative will examine the feasibility of and impacts associated with relocating jet and helicopter operations from VNY to Palmdale Regional Airport (PMD). Figure 10 shows a regional map depicting the relative distance between VNY and PMD. Return to index
This alternative will examine the use impact of maintaining existing airport uses and designating 113 vacant acres of land for aviation uses. The Woodley/Volpar, Retlaw, Air National Guard east and west and the former Hart School sites would be designated as aviation. The cost and benefit of doing so will be examined. Remaining airport uses would correspond to uses shown on the existing land use map shown in the Requirements-Alternatives Report. Return to index
Alternatives Report (Figure 12). This alternative will examine the use impact of maintaining existing airport uses and designating 113 vacant acres of land for non-aviation uses. The Woodley/Volpar, Retlaw, Air National Guard east and west, and the former Hart School sites would be designated as non-aviation. The cost and benefit of doing so will be examined. Remaining airport uses would correspond to uses shown on the existing land use map shown in the Requirements-Alternatives Report.
Figure 8 - Alt. D. Not on the Internet version
Figure 9 - Alt. E-1. Not on the Internet version
Figure 10 - Regional Map ( PLM vs. VNY). Not on the Internet version
Figure 11 - Alt. H. Not on the Internet version
Figure 12 - Alt. I. Not on the Internet version
Based on CEQA requirements, the major criteria that must be considered in discussion of alternatives are: 1) the potential to mitigate significant project-related impacts, and 2) the feasibility relative to project objectives. Return to index
As the major general aviation airport located in southern California, Van Nuys Airport recorded 521,433 annual operations in 1995. Accommodating 13 fixed based operators and 101 tenants, Van Nuys Airport is the busiest general aviation airport in the United States. In 1995, the airport conducted more flight training, business/corporate aviation, medical emergency flights, news and traffic reporting flights and public utility flights than any other general aviation airport located in southern California.
The Southern California Association of Governments cited aircraft and the air transportation system in Southern California (which includes general aviation) as key industries in the region's economic base.
As a key component of the region's massive aviation and air transportation industries, Van Nuys Airport is a tremendous economic asset in terms of employment and earnings. In 1995, Van Nuys Airport had an economic impact of over $1.29 billion in the region and created 7,983 jobs throughout Los Angeles County. Airport businesses employed 3,477 individuals. Monies invested and spent in the local economy by these 3,477 employment positions generated additional regional indirect and induced employment and wealth.
On a unitized basis, the $1.29 billion generated in 1995, represents $1.8 million economic impact per individual acre at Van Nuys Airport and $371,000 economic impact per airport employee. Airport businesses paid over $5.8 million in local and state sales taxes, $281,124 in utility taxes and $696,103 in hotel occupancy taxes. Due to the direct economic activity at Van Nuys Airport, the City of Los Angeles received an estimated $2,624,216 in tax and revenue dollars in 1995, and the State of California received an estimated $5,717,250 in sales tax revenues. Specific economic activities that generate economic impact in the region are summarized in Table 1.
| Table 1 Van Nuys Airport Economic Activities | ||
| Aviation | Non-Aviation | Other |
| Fixed Base Operators | Dining | Government Entities |
| Flight and Ground Schools | Hotel | |
| Fuel Suppliers | Legal Offices | |
| Military Units | Development Companies | |
| Air Taxi and Charter | Agriculture | |
| Helicopter Firms | Financial Management | |
| Aircraft Service Firms | Retail/Wholesale | |
| Corporate Operations | Manufacturing/Processing | |
| Other Aviation | Recreational | |
| Car Rental | ||
Based on project development, this economic impact is estimated to generate approximately $2.1 billion in the year 2015. Similarly, in terms of employment, Van Nuys Airport would create 10,045 jobs in the region. Table 2 shows 1995 and year 2015 economic impacts with and without the proposed project.
| Table 2 Van Nuys Airport Economic Impact | |||
| Employment | 1995 | 2015 W/ Project | 2015 W/O Project |
| Direct Employment | 3,480 | 4,030 | 2,720 |
| Indirect/Induced Employment | 4,510 | 6,020 | 3,710 |
| Total Employment | 7,990 | 10,050 | 6,430 |
| Direct Output (millions) | $740 | $1,313 | $ 740 |
| Indirect/Induced Output (millions) | $552 | $825 | $ 512 |
| Total Output (millions) | $1,292 | $2,138 | $1,252 |
City of Los Angeles and Department of Airports Revenue amounts would increase as a result of project development. Table 3 shows reported revenues for 1995 and estimated revenues in the year 2015.
| Table 3 Annual Net General Fund Revenue Amounts 1995-2015 | |||
| Revenue | 1995 Reported | 2015 without Project | 2015 with Project |
| Possessory Interest Tax | $ 2,139.00 | $ 2,363.00 | $ 11,535.00 |
| Utility Interest Tax | 281,124.00 | 517,691.00 | 578,997.00 |
| Sales Tax (1%) | 57,750.00 | 77,839.00 | 77,839.00 |
| Transient Occupancy Tax | 696,103.00 | 1,416,342.00 | 1,587,201.00 |
| Interdepartmental Costs | $1,587,100.00 | 2,922,475.00 | 3,047,475.00 |
| Total | $2,624,216.00 | $4,936,710.00 | $5,303,047.00 |
The airport's regional impact is assumed to be a beneficial impact in terms of employment, employment earnings, economic output and fiscal revenues.Return to index
The content of this EIR was based on data contained in an Initial Study and a Notice of Preparation distributed to federal, state and local agencies and other affected parties on February 28, 1996. Input received as a result of the Notice of Preparation and a public hearing held on March 20, 1996 (Appendix A) was incorporated in environmental discussions throughout this EIR. The primary focus of this EIR is to reasonably assess the proposed airport uses, including both short term and long term aviation and community needs, and identify a means of introducing compatibility with the surrounding neighborhoods.Return to index
The Van Nuys Airport Master Plan project referred to as "the proposed project" consists of general plan and zoning code goals, objectives, policies and measures that are proposed for completion during the next twenty years.
The Los Angeles Department of Airports proposes the adoption and implementation of a Van Nuys Airport Master Plan that will establish land use and development guidelines for the 730 acre airport facility. Once adopted, the proposed land uses and development measures will promote long term compatibility and consistency with City of Los Angeles Land Use and Compatibility Guidelines.
This Environmental Impact Report (EIR) has been prepared to comply with the environmental review and analysis requirements contained in the California Environmental Quality Act (CEQA) and the City of Los Angeles CEQA guidelines. These requirements must be met prior to implementation of any contemplated development or long term use which has a potential to significantly affect the quality of the natural or human environment. This EIR has been prepared to address natural and human environmental issues that are required pursuant to the National Environmental Policy Act (NEPA) in addition to CEQA compliance. Based on previous findings made by the Department of Airports and the Federal Aviation Administration, this project does not require NEPA environmental assessment. Discussion of NEPA issues is provided to present a more complete description and analysis of the proposed project, and to assist federal agency review of the proposed project.Return to index
The proposed project may or will require the following approvals and/or permits from the City of Los Angeles:
General Plan Amendment. The proposed project will require adoption of a resolution to approve an amendment to the District Plan goals, objectives and categories of land uses that apply to the airport. Also required, is the approval of a separate plan section which would designate the proposed land use distribution and general location, and extend the uses of the airport for approved categories of public and private use. The airport is currently included in the Reseda-West Van Nuys District Plan, Mission Hills-Panorama City-Sepulveda Plan and Northridge Plan. The General Plan Amendment would designate appropriate airport land uses.
Development Agreement (optional). The project may require adoption of an ordinance approving a Development Agreement (DA) between the City of Los Angeles and a development proponent. The DA would contain all land uses and development standards for the project including floor area allowed for construction, landscaping, permitted uses, building heights, setbacks, allowable floor area ratios and required off-street parking. The DA would also identify responsibilities of the developer, the City of Los Angeles Department of Airports and any other affected participants. Under California Government Code Section 65865, the Development Agreement may contain standards and requirements that supersede underlying zoning standards and requirements.
Zone Change. The project will require adoption of an ordinance or amendment to the Zoning Code, which changes airport property from one zone to another. The zoning ordinance would identify proposed zoning standards and requirements and other provisions that apply to property being reclassified. At this time, a zoning change from the M1 (Limited Industrial) District to M2 (Light Industrial District) will be required for a 2.2 acre parcel at the intersection of Hayvenhurst and Hart Street. A zone change from A1 (Agriculture) to M2 (Light Industrial District) will be requested for a 59 acre parcel located to the extreme northern end of the airport and from OS to M2 for the 56 acres located on the southern most area of the airport. The proposed zone changes would provide consistency with other airport uses and off-airport M2 industrial zone classifications.
Construction Permits. In addition to Building Permits required to allow physical construction, the City's Public Works Department will require issuance of any permits required for public infrastructure improvements and sewer connections on sites that are vacant and contain inadequate connections. A Certificate of Occupancy will be issued prior to use of any newly constructed buildings to indicate that all construction has been completed in accordance with approved plans and uses and that the project has complied with terms and conditions of City approvals.
FAA Airport Layout Plan. The expansion or development of aviation uses near Runway and Approach areas and creation of internal roads or other physical infrastructure that could potentially interfere with operation of the FAA control tower and runway areas will require approval of an updated Airport Layout Plan. The existing Airport Layout Plan was approved by the FAA on December 12, 1993.
In sequential order, the following City of Los Angeles discretionary permits are required:
Board of Airport Commissioners review and recommended approval of the draft EIR, draft Master Plan, general plan amendment and other discretionary permits. A report that describes the Board's action will be forwarded to the General Plan Advisory Board and Planning Department.
General Plan Advisory Board review and consistency determination of the proposed general plan amendment and related discretionary permits submitted by the BOAC. A report that describes the Board's action will be forwarded to the Planning Commission and City Attorney.
Planning Commission review and recommended approval of the draft EIR, draft Master Plan, general plan amendment and other discretionary permits. A report that describes the Commissions action will be forwarded to the City Council and City Attorney.
City Council review and approval of the Final EIR, Final Master Plan, general plan amendment and other discretionary permits. The Final EIR will consist of the revised draft EIR, summary of comments and responses and other completed reports that provide background, forecasts and environmental discussions. Necessary Master Plan, Planning Code and Zoning Map amendments will require action by the City Council. A final Master Plan that describes the Council's action will take effect thirty (30) days following Council action.Return to index
Short term objectives of the proposed project are to complete the draft EIR, and draft Master Plan and to obtain Board of Airport Commissioners, Planning Commission and City Council approval of the draft EIR, Master Plan, general plan amendment, zone changes or amendment and other discretionary permit approvals that may be identified during preparation of the draft EIR.Return to index
Airport DEIR main page
Van Nuys Airport page
Revised 02/16/97