A, B, C or D?: Four Airport Plans Explained
Concept A (see graphic on Page A1) is the smallest of the four airport plans, handling 19 million passengers yearly. It is the only proposal to limit El Toro to domestic traffic and a limited number of flights to Canada and Mexico.
By 2020, this airport would handle an average of roughly 345 departures and 347 arrivals per day.
This plan sets aside the most land for nonaviation development, including an office park designed for businesses that would have direct access to the airport terminal.
A second major commercial and research center would extend into the hills north of Irvine Boulevard. The offices would be surrounded by open space and an expanded regional park as well as two golf courses.
Planners envision the developments would be linked to the airport terminal by a boulevard lined with palm trees, sidewalk cafes and pedestrians.
A people-mover rail system would run from a new train and bus transportation center to the airport terminal and into the office developments.
Concept A would generate the least auto traffic of the four plans--roughly 220,000 trips per day. Because of the airport’s limited capacity, it is the only plan that does not extend the length of the runways at El Toro.
Plan B: Focus Is World Trade
Concept B (left) calls for a full-fledged international airport handling 28.8 million passengers annually and includes commercial and industrial developments that focus on world trade.
By 2020, this airport would handle a daily average of 410 departures and 413 arrivals.
Planners envision the land around the airport as an international trade center with corporate offices as well as manufacturing plants. Officials said the area would emphasize firms that need to ship their products on cargo planes immediately after manufacturing them.
These developments would link with a town center and a people-mover system running from the offices to the airport terminal.
Concept B would generate about 283,000 vehicle trips per day.
Most Expensive Plan’s Cost Is $300 Million
Concept C (right) is the most complex and expensive of the four plans because it would link John Wayne Airport and El Toro with a people-mover rail system.
Planners envision the two facilities working essentially as one airport with John Wayne handling all short-haul traffic such as shuttles to the Bay Area and El Toro handling all international passenger flights as well as cargo service.
By 2020, the El Toro airport would handle an average of 254 departures and arrivals.
This is the only plan calling for an increase in the passenger capacity for John Wayne--from the current level of 7.7 million per year to 9.5 million.
A people-mover system would transport passengers and luggage the seven miles between the airports.
Option C includes a town square development that would mix office buildings, restaurants, movie theaters and other entertainment attractions. To the south of the airport, planners are proposing a corporate office complex complete with hotels, golf courses and a cultural center or museum.
The proposal would generate about 276,000 vehicle trips per day.
Option C is considered the most challenging because it would require changes in federal aviation regulations. Another drawback: the $300-million price tag of the people-mover system.
Largest Concept Limits John Wayne
Concept D (above) would create the largest of the four airports at El Toro--one handling 33.5 million passengers per year. By 2020, this airport would serve an average of roughly 460 departures and arrivals--the most of any proposal.
John Wayne Airport would cease commercial operations and serve only general aviation. El Toro, meanwhile, would take over all short-, medium- and long-haul jets, international passenger service and cargo flights.
Option D would create a global town center along Interstate 5 with offices and industrial sites designed for high-technology companies. Homes would be built in the hills of Irvine to the north of the airport.
Like the other proposals, this one would include a people-mover system between the terminal and commercial and industrial developments. The plan would generate about 257,000 vehicle trips per day.
How John Wayne Changes
Under each of the four plans for an El Toro airport, John Wayne would still be used for general aviation purposes. Passenger service--now 7.7 million annually--would change, or, in one suggestion, be eliminated. What each El Toro plan would mean for John Wayne:
* Option A: General aviation, continued short- and medium-haul flights; 6 million passengers
* Option B: General aviation, short-, medium, some long-haul; 5.4 million passengers
* Option C: General aviation, short-haul; 9.5 million passengers
* Option D: General aviation, no passenger service
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Noisy Days
Most flights for El Toro Option A would arrive or depart in a 12-hour period between early morning and late evening. The heaviest period would be from 10 a.m. to 1 p.m. with 77 arrivals and 73 departures. Projected flights:
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Time of Day Arrivals Departures 7 a.m. to 7 p.m. 354 374 7 p.m. to 10 p.m. 103 67 10 p.m. to 7 a.m. 56 72
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Source: County of Orange
