Van Nuys Airport EIR Executive Summary

Revised 02/17/97

Forward
Location and Setting of the Airport
Project Description
Objectives
Objectives of the Plan
Alternatives
All Aviation Airport
VNY Master Plan Advisory Committee Recommended Land Use Proposal
April Information Guide Land Use Proposal
Airport Closure and Redevelopment with Non-Residential Uses
No Project/No Development
No Aviation Growth/Redevelopment of 53 Aviation Acres with Non-Aviation Uses
No Non-Aviation Growth/Redevelopment of 71 Non-Aviation Acres with Aviation Uses
Airport Closure and Redevelopment with Residential and Commercial Uses
Alternate Location for Jets and Helicopters at Palmdale Regional Airport
Land Use Proposal "C" Featured in the February 1996 Requirements-Alternatives Report
Land Use Proposal "D" Featured in the February 1996 Requirements-Alternatives Report
Regional Airport Economics
Environmental Issues
Environmental Issues Index
Environmental Impact Report Conclusions

Forward

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) consists of five volumes. In addition to this Volume Five, Executive Summary, the Master Plan Environmental Documents consist of Volume One, "Description/Need for the Proposed Project", Volume Two, "Proposed Project Environmental Impacts", Volume Three, "Alternative Projects Environmental Impacts" and Volume Four, "Appendices/Technical Studies". Volume One contains a description of the proposed Master Plan project and discussion of the review and approval process. Volume Two consists of the evaluation of environmental impacts identified under the proposed project. Volume Three contains a comprehensive discussion of eleven alternatives to the proposed project and Volume Four consists of appendices, technical background information, assumptions and methods used to prepare the EIR and eleven alternatives. Volume Five includes this Executive Summary of topics and issues discussed in Volumes One through Four of this EIR.
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Location and Setting of the Airport

Van Nuys Airport is located approximately 25 miles northwest of downtown Los Angeles in the center of the San Fernando Valley. 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 ES-1 shows the regional location of the airport in relation to regional transportation systems.
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Project Description

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. 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. Project area and areas that the Draft Van Nuys Airport Master Plan would affect are shown in Figure ES-1.

Table ES-1 establishes land use parameters for the proposed airport land use designations that are evaluated in this environmental impact report and incorporated into the Draft Van Nuys Airport Master Plan.

ES-1 Regional Location Map (Not on internet version)

In addition to the adoption of general plan land use designations for the 730 acre airport, the Van Nuys Airport Master Plan provides a framework for the long term planning of airport development and uses. Approximately 113 acres of airport land that were vacant on January 1, 1995 are proposed for development in the Draft Master Plan. 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; the impact of designating a 44.5 acre site known as Woodley/Volpar on the east side of the airport as aviation and a 7 acre site known as Retlaw, located on the east side of the airport as mixed aviation/non-aviation site. Figure ES-2 identifies the five vacant land areas.

The Draft Environmental Impact Report also evaluates the impact of zone change requests for three areas shown on Figure ES-2. The three areas would be rezoned to M2 (Light Industrial). Remaining airport areas are now zoned M2.

Figure ES-2 Proposed Master Plan Map (with zone change areas shown and vacant sites shown)
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Objectives

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, 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 were developed by the Van Nuys Airport Master Plan Advisory Committee and Van Nuys Airport Master Plan Technical Committee during 1995 and 1996. The following ten objectives that appear in the Draft Van Nuys Airport Master Plan and Volume One of this Environmental Impact Report generally correspond to those objectives.
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Objectives of the Plan

1. To coordinate the orderly development of Van Nuys Airport with that of other parts of the City of Los Angeles.

2. To promote land use patterns on Van Nuys Airport and in the surrounding community that encourage land use consistency and compatibility.

3. To promote the continued use of Van Nuys Airport as a general aviation reliever airport with an integral role in the Southern California air transportation system in conformance with Federal Aviation Administration airport safety and design standards.

4. To promote economic well-being and public convenience by:designating sufficient and appropriate land area to meet future general aviation needs and to designate appropriate areas that can be used for jets, propeller airplanes and helicopters without detriment to adjacent land uses;encouraging long-term aviation and aviation related development that allows the continued use of Van Nuys Airport as a hub of general aviation activities for a 20 year planning period; designating land for industrial and commercial development that can be used without detriment to adjacent uses; andpromoting well-designed, conveniently located industrial and commercial facilities with adequately landscaped off-street parking, proper sign controls, ground access and traffic circulation patterns to encourage a proper balance between airport land uses and the neighboring community.

5. To improve the aesthetic quality of Van Nuys Airport by setting forth appropriate building design, tenant sign and landscaping criteria.

6. To establish land use policies based on accepted planning principles and standards that minimize adverse environmental impacts for both aviation and non-aviation developments, located adjacent to and on Van Nuys Airport.

7. To provide a basis for the selection and location of public services and utilities and to coordinate the use of public services with airport development.

8. To provide a circulation system that can adequately accommodate airport traffic and to encourage the expansion and improvement of public transportation facilities and services.

9. To set forth standards and policies that result in aircraft noise reductions.

10. To provide periodic review of the Van Nuys Airport Master Plan to ensure that goals, objectives, policies and measures are being implemented.
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Alternatives

Eleven alternatives, intended to address long term use and compatibility, were developed by Department staff and consultants, and as a result of public input for inclusion in this EIR.

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. Alternatives analyzed in Section III of this EIR are described below:
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A. All Aviation Airport. This alternative evaluates 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 is examined in Volume Three.
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B. Land Use Proposal Recommended by the VNY Master Plan Advisory Committee.

This alternative evaluates 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 7 acre Retlaw site would be designated for use by airport administration and maintenance. The Air National Guard property located east of the Bull Creek 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. The cost and benefit of doing so is examined in Volume Three.
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C. Land Use Proposal Featured in the April Information Guide. This alternative evaluates 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. The cost and benefit of doing so is examined in Volume Three.
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D. Airport Closure and Redevelopment with Non-Residential Uses. This alternative evaluates impact of designating 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 is examined in Volume Three.
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E1. No Project/No Development. This alternative examines 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 E2 will consider reducing existing aviation acreage: Alternative E3 considers reducing existing non-aviation. The cost and benefit of doing so is examined in Volume Three.
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E2. No Aviation Growth/Redevelopment of 53 Aviation Acres with Non-Aviation Uses. A variant of Alternative E-1 that considers reducing existing aviation acreage by 1/3 and allowing 113 vacant acres to remain undeveloped. The cost and benefit of doing so is examined in Volume Three.
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E3. No Non-Aviation Growth/Redevelopment of 71 Non-Aviation Acres with Aviation Uses. A variant of Alternative E-1 that considers reducing existing non-aviation acreage by 1/3 and allowing 113 vacant acres to remain undeveloped. The cost and benefit of doing so is examined in Volume Three.
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F. Airport Closure and Redevelopment with Residential and Commercial Uses. This alternative evaluates 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 is examined in Volume Three.
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G. Alternate Location for Jets and Helicopters at Palmdale Regional Airport. This alternative examines the feasibility of and impacts associated with relocating jet and helicopter operations from VNY to Palmdale Regional Airport (PMD). The cost and benefit of doing so is examined in Volume Three.
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H. Land Use Proposal "C" Featured in the February 1996 Requirements-Alternatives Report. This alternative examines 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 is examined in Volume Three. Remaining airport uses would correspond to uses shown on the existing land use map shown in the Requirements-Alternatives Report.
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I. Land Use Proposal "D" Featured in the February 1996 Requirements-Alternatives Report. This alternative examines 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 is examined in Volume Three. Remaining airport uses would correspond to uses shown on the existing land use map shown in the Requirements- Alternatives Report.

Figure ES-3 quantitatively compares major environmental topics associated with the proposed project and eleven alternatives. A qualitative assessment of each topic is provided in Volumes Two and Three.
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Figure ES-3 First Page of Comparison Chart (not on the Internet version)

Figure ES-3 Second Page of Comparison Chart (not on the Internet version)

Regional Airport Economics

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. (Draft Aviation Technical Advisory Committee General Aviation Study, Southern California Association of Governments, April 1996)

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 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 ES-2:

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 ES-3 shows year 2015 economic impacts with and without the proposed project.

City of Los Angeles and Department of Airports Revenue amounts would increase as a result of project development. Table ES-4 shows reported revenues for 1995 and estimated revenues in the year 2015.

The airport's regional impact is assumed to be a beneficial impact in terms of employment, employment earnings, economic output and fiscal revenues.

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Environmental Issues

The content of this five volume 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 Aof Volume Four) 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. Environmental issues considered in Volume Two and that could potentially contribute to significant impacts are discussed on the following proposed project summary chart.

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Environmental Issues Index

Environmental Impact Report Conclusions

From a strictly environmental standpoint, the "No Change in Pre-Project Conditions" (no-project) alternative would be considered superior to all other alternatives. This alternative would leave existing improvements and patterns of use in place, and no new environmental impacts would be generated. However, Section 15126(d)(2) of the California Environmental Quality Act and Article 5 (6)(e) of the City of Los Angeles Guidelines for the Implementation of the California Environmental Quality Act require the identification of another "environmentally superior" alternative when the no project alternative is selected.

Among the other alternatives, Alternative C has the greatest potential to decrease impacts associated with aircraft noise, aircraft air emissions, and to still support the Master Plan forecast demand levels for jets, piston and helicopter aircraft. Generally, impacts associated with traffic, water, electricity, natural gas, recreation, utilities, light and glare and right of way would be similar or less than amounts shown for the proposed project and not significantly greater than the no project conditions.

After completing the analysis of alternatives, Alternatives A, D, E-2, E-3, F , H and I must be considered too speculative and flawed (legally) to gain acceptance and approval by decision makers, regulatory government agencies, airport tenants and concerned residents. In addition, some of these alternatives would create harsh undue burdens for existing tenants. The proposed category of land uses recommended for Alternative B are reasonable and equal to the proposed project but taken in concert with the land use map that shows the location of specific use categories, the recommended uses would not provide the necessary land acreage amounts required to support the forecasted demand. Door height restrictions and other restrictions recommended by this alternative would not be accepted by federal regulatory agencies and would not allow for unanticipated aircraft changes that could occur during the 20 year planning period. The commercial designation shown in the northern approach zone near an airport navigation aid and the park use shown adjacent to the aviation airfield would generate significantly adverse land use impacts. The adoption of "Q" conditions, Master Plan policies and programs that focus on achieving the solution sought in the land use restrictions would be more reasonable.

Master Plan goals pertaining to provision of adequate land for anticipated 2015 aircraft growth could not be achieved by implementation of Alternatives B, D, E-2, F and I.

Alternative C would set aside a smaller percentage of contingency land for unanticipated aviation growth but still preserve aviation uses at the airport. A moderate amount of non-aviation growth resulting in creation of 1,133 total new airport jobs would occur.

Based on selection of Alternative C, the net fiscal impact to the City would be considerably greater than for the proposed project. Additionally, the City would gain the opportunity to provide a range of mixed uses at the airport, that would generate substantial service revenues for citizens of the City of Los Angeles. As compared to the other alternatives and the proposed project, Alternative C would be considered environmentally superior in terms of long term impacts and benefits.

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