Revised El Toro Options Slash Passenger Volume

All four county options for converting the El Toro Marine Corps Air Station into a commercial airport call for significantly smaller operations than previously envisioned, but all would still serve almost three to five times the passengers handled by John Wayne Airport.

The options will be unveiled today, and sources say they will range from an airport that would serve about 20 million passengers a year to one serving 33 million--one-third to one-half the number presently flying in and out of Los Angeles International.

In contrast, the original environmental impact report approved by the Board of Supervisors in 1996 assumed that a commercial airport at El Toro would handle as many as 38 million passengers annually. John Wayne serves about 7.7 million passengers and has a court-sanctioned cap of 8.4 million yearly.

Regardless of which plan the board ultimately selects, the proposed El Toro airport would become the largest in Orange County. Los Angeles International serves 60 million passengers, and the city has proposed increasing its capacity to 94 million within the next two decades.

Orange County airport planners say they do not intend to immediately recommend one of the four as the “preferred alternative.” But El Toro proponents are urging the three pro-airport supervisors to come to a consensus on one of the options at their Tuesday meeting.

Several El Toro boosters, including former Supervisor Don Saltarelli, said they support an airport serving 25 to 28 million passengers, which they say would be economically viable without causing major noise or traffic problems for the airport’s neighbors.

Airport opponents disagree, and earlier this month proposed their own plan for the base that includes offices, homes, a university, parks and cultural centers--but no airport.

“An airport plan is just not a viable plan for South Orange County,” said Irvine Mayor Christina L. Shea, a leading El Toro foe. “Whatever down-scaling they may do, it’s never going to be enough for us.”

One reason El Toro boosters want the Board of Supervisors to rally around one plan is to enable a clearer comparison between it and the South County’s nonaviation proposal.

“The sooner we get a plan together, the sooner we can show people this is the best alternative,” said Newport Beach Councilman Tom Edwards. “I think some people have the idea we are talking about a much bigger airport.”

Each of the four plans envisions a distinct “mission” for El Toro, as well as for John Wayne Airport.

The smallest proposal--for 20 million passengers a year--calls for purely domestic flights at El Toro, sources said.

Another option might call for John Wayne to cease commercial service and operate as a general-aviation facility, as some airlines have suggested. But county supervisors have been opposed to that idea and wanted El Toro and John Wayne to operate in tandem as part of a “two airport” system.

How each proposal would affect residents who live near the base won’t be totally clear until more details emerge.

Noise levels--a key concern of airport foes--depend heavily on the types of jets that use the facility and which runways they arrive and depart from.

Auto traffic around the airport would depend on what types of flights El Toro handles, and whether a light-rail line or people-mover system linking El Toro to John Wayne is constructed. One of the options, for an airport serving about 24 million passengers, apparently raises the prospect of such a people-mover system.

The passenger capacity for each proposal might be further reduced if the Board of Supervisors decides to push for flight curfews at night or on weekends.

In addition to an airport design, each of the proposals will contain detailed plans for the surrounding base land. It is expected that all four options will contain some zoning for commercial development and set aside other parcels for open space.

The county will commission new environmental impact reports for all four options, even if the Board of Supervisors indicates a preference for just one. The board is scheduled to take a final vote on the airport plan in the fall of 1999, about the same time the Marines vacate El Toro.

The final airport plan would still require approval from the Federal Aviation Administration and the military, and will likely encounter legal challenges from opponents.

In 1996, the board approved an environmental impact report that contemplated a massive airport handling 38 million passengers annually. At the same time, however, supervisors asked planners to develop several smaller proposals that might be more acceptable.

Saltarelli said an airport serving 25 to 28 million passengers would “lessen fears” and give the public the ability to make an accurate comparison to the nonaviation plan.

“With one plan in place, we can do an apples-to-apples look on how the [proposals] affect traffic, job growth and economic benefits,” he said.

But South County officials Thursday said the prospect of a smaller airport doesn’t alleviate their fears and won’t temper their opposition.

“Whether it’s 38 [million passengers] or 28, the issue is that an airport will still have a huge impact on the local communities,” Shea said.

South County cities this week voted to spend $140,000 on a publicity blitz to highlight their plan.

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Passenger Demand

The four plans for a commercial airport at El Toro project annual passenger demand at about 20, 24, 28 and 33 million, the lowest of which is nearly three times the current demand at John Wayne. Here’s how those projections compare to other local and Western airports and their projected growth, in millions:

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Airport 1997 2020 Los Angeles International 60.0 94.2 San Francisco International 39.7 n/a McCarren (Las Vegas) 30.3 n/a San Jose International 10.2 n/a John Wayne 7.7 7.0 Ontario 6.2 15.9 Burbank 4.7 9.2 Long Beach .6 2.8

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Sources: Individual airports; Researched by LORENZA MUNOZ and SHELBY GRAD / Los Angeles Times