Section 3-1 Microsoft Word document. Size:993K

Section 3-1 OCX-V-Plan - Phase 1 Airport layout Plan (ALP)

Section 3-1.1 Initial Reuse Plans
Section 3-1.2 OCX-V-Plan - Phase 1 Runways
Section 3-1.3 OCX-V-Plan - Phase 1 Tarmac
Section 3-1.4 OCX-V-Plan - Phase 1 Cargo & Terminal Facilities
Section 3-1.5 OCX-V-Plan - Phase 1 Grading

Attachments pertaining to Section 3-1:

Figure 3-1.1 Orange County Open Space Map
Figure 3-1.2 Phase 1 Airport Layout Plan (ALP)
Figure 3-1.2 Phase 1 Airport Layout Plan (ALP) View & download Acrobat file
Figure 3-1.3 Grading Plan

Section 3-1.1 Initial Reuse Plans

Both the county’s proposed OCX plan and The New Millennium Group’s (TNMG) OCX-V-Plan are proposed to be built in phases. Both plans propose utilizing only one existing north/south runway: Runway 16L-34R for Phase 1 initial reuse. Even so, there are substantial differences between the county’s proposed OCX Airport Layout Plan (ALP) and TNMG’s OCX-V-Plan ALP. The most substantial differences being safety and efficiency.

Since the beginning of the county’s Local Redevelopment Authority (LRA) MCAS El Toro reuse planning process for the Airport and Open Space Master System, the LRA insisted on maintaining the existing outdated and inefficient double-crossing, east/west runway configuration established by the Marines over 57 years ago, despite having better alternative options in which to study and select as the preferred plan.

While the primary reason the LRA chose to maintain the existing runway configuration was a political one, the reason the LRA gives was "to utilize the no-home buffer zone (established by the Marines over 20 years ago) to protect surrounding homes from adverse noise impacts generated by the proposed commercial airport." This Policy Implementation Line (PIL), was established to restrict noise-sensitive development surrounding MCAS El Toro was based on military aircraft and operations. The LRA claims that to change the ALP would mean losing this valuable no-home buffer zone.

The problems with using the existing runway configuration as proposed by the county LRA are many and serious. Given a clean sheet of paper in which to design a modern commercial airport at El Toro, no reputable airport designer in the world would ever propose building an airport as the county LRA has dictated to their consultants as to how it must be built. The county LRA’s proposed OCX airport plan was not designed in accordance with Federal Aviation Administration Advisory Circulars on airport design, it was designed for political purposes.

The underlying reason why the county LRA refuses to change their proposed ALP is to protect the developers interests which is to build more noise sensitive developments in the southwest open space corridor.

Surrounding MCAS El Toro is over 30,000 acres of Natural Communities Conservation program (NCCP) permanent open space, contiguous with MCAS El Toro to the north and to the southwest, suitable for safe and efficient flight operations which would not impact any existing surrounding communities. See Figure 3-1.1 Orange County Open Space Map. TNMG proposes utilizing this vast open space as the basis for planning the OCX commercial airport at El Toro, and proves it can do so without adversely impacting most proposed developments in this open space corridor.

The county LRA claims that changing their proposed OCX ALP and Airport Operations Plan (AOP) would create more adverse noise impacts to future Irvine Company planned communities surrounding El Toro in the southwest open space corridor, but did not document their claim with a detailed noise contour study (see Section 3-2, Figure 3-2.12 and Figure 3-2.13 for TNMG’s projected noise contours for the OCX-V-Plan). While the county LRA claims that the V-Plan would create more adverse noise impacts to as yet, non-existing homes, they do not dispute that the V-Plan operates more efficiently and safer than their proposed plan.

Section 3-1.2 OCX-V-Plan - Phase 1 Runways

For the initial interim reuse Phase 1, of the five existing runways, TNMG proposes the parallel east/west runways 7L/R-25L/R would be eliminated, leaving the parallel north/south Runways 16L/R-34L/R and the southwest/northeast Runway 3-21. Runway 3-21 would also be eliminated, which under Phase 2, would be extended and reoriented to Runway 1-19, forming an inverted "V" configuration.

Of the two remaining runways, for the initial interim reuse Phase 1, the 11,000' Runway 16L-34R as it exists today would serve as the sole active runway, and Runway 16R-34L would serve as a taxiway. Refer to Figure 3-1.2 Phase 1 Airport Layout Plan (ALP).

Section 3-1.3 OCX-V-Plan - Phase 1 Tarmac

Portions of existing tarmac would be reused to serve interim cargo facilities. All discarded runway, taxiway and tarmac would be reused as crushed base for Phase 2 runway, taxiway and site improvements.

Section 3-1.4 OCX-V-Plan - Phase 1 Cargo & Terminal Facilities

Under Phase 1, cargo operations would begin immediately while facility reconstruction begins.

Selected existing structures could be used for interim cargo facilities while Phase 1 terminal construction is underway.

Section 3-1.5 OCX-V-Plan - Phase 1 Grading

Under Phase 1, grading improvements would begin. Construction of Runway 1-19 requires the removal of existing facilities and substantial regrading and fill for Phases 2 through 4. All required fill in runway reconstruction would come from on-site excavation from future facility improvements, including recessed expressways, recessed and unobstructed Wildlands corridor and open space, and recessed airport roadways, parking and terminal substructures.

Figure 3-1.3 Grading Plan illustrates the grading/fill required for the county’s proposed OCX plan, which is similar to the grading/fill required for the OCX-V-Plan.

With the construction of Runway 1-19 crossing Irvine Boulevard, a tunnel will be required. While constructing a tunnel for the roadway under the future runway, we propose recessing and widening Irvine Boulevard from State Route 133 to Alton Parkway, creating the Irvine-Trabuco Expressway. The recessed expressway would include space for bicycle lanes and four lanes for traffic for each direction between a 24' wide landscaped median, creating a substantial portion of fill for Runway 1-19. The remaining fill for Runway 1-19 would come from grading for the recessed airport roadways, parking and terminal structures in the vicinity currently occupied by Runways 7L/R-25L/R. Grading of the Wildlands corridor and open space would occur under Phase 2.

Compiled 09/26/01 The New Millennium Group
Written by: Charles E. Griffin and Russell Niewiarowski

The entire Engineering Section containing all section, is available on CD-ROM.

griffin@ocxeltoro.com for a CD-ROM copy
Next: Section 3-2 OCX-V-Plan Phase 1 Airport Operating Plan

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