LAX Master Plan Process Overview of Master Plan Timing and Design The LAX Master Plan is designed to be a careful and thoughtful process that will project the future needs of LAX in a regional context, and determine the best way to meet these needs in a manner sensitive to community and environmental interests and the regional economy. The process has been designed to provide ample opportunity for public discussion and input, while keeping the planning and environmental studies on track for timely completion. The LAX Master Plan has been developed in three phases: Phase I - Research: During Phase I, completed in December of 1995, existing airport conditions were defined, future demand was estimated, and the public consultation process was initiated. Research determined that demand for air service at LAX by 2015 will be 98 million annual passengers and 4.2 million annual tons of cargo. Phase II - Concept Development: Phase II was initiated in February of 1996 to evaluate and plan for facilities needs and airport layout at LAX to meet forecasted demand. Further public consultation included community meetings to review four proposed airport modernization alternatives released by Los Angeles World Airports after an examination of more than two dozen options. As a result of public input, two of the four alternatives were eliminated, and others were put forward. Three "build" alternatives and the No Project Alternative were moved forward to Phase III. Phase III - Environmental Assessment: Phase III of the Master Plan consists of a thorough evaluation of the modernization alternatives, following both Federal and State environmental review procedures. The environmental review process, takes the form of a joint Environmental Impact Statement (EIS) under Federal environmental law, and an Environmental Impact Report (EIR) under California law. This report provides complete descriptions of the environmental conditions in and around LAX, the potential impacts of the improvements associated with each alternative on the physical environment, and mitigation measures to address potential impacts. The Final EIS/EIR addresses four "build" alternatives and the No Action/No Project Alternative. It is based on the Draft EIS/EIR for the Project released in January 2001 and the Supplement to the Draft EIS/EIR released in July 2003, public and agency comments received on those documents, and written responses to those comments. The LAX Master Plan and Final EIS/EIR will be considered in the decision-making process by the LAWA Board of Airport Commissioners, the Los Angeles City Council and Mayor, and the Federal Aviation Administration. Alternatives The LAX Master Plan EIS/EIR analyzes one "No Action/No Project" and four "build" alternatives for the future of LAX. In brief, these alternatives are: No Project Alternative: This alternative assumes that no new improvements will be made at LAX before 2015, with the exception of any projects that are already planned at the airport. Capacity and operating constraints would only allow for future annual passenger growth from 56 million annual passengers (MAP) to 79 MAP by 2015 and the accommodation of 3.1 million annual tons (MAT) of cargo by 2015. Alternative A - Added Runway, North: This alternative adds a new runway to the north airfield. The existing northern runways would be relocated south in order to increase the lateral spacing between all three runways. The efficiency and safety of the taxiway/taxilane systems on both the north and south airfields would be improved. New roadways, cargo facilities and passenger terminal uses would be developed. The improvements included in Alternative A would enable LAX to accommodate approximately 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily flights by 2015, an increase of 500 flights daily compared to today. Alternative B - Added Runway, South: This alternative adds a new runway to the south. The existing southern runways would be relocated north in order to increase the lateral spacing between all three runways. The efficiency and safety of the taxiway/taxilane systems on both the north and south airfields would be improved. New roadways, cargo facilities and passenger terminal uses would be developed. Completion of the improvements included in Alternative B would allow LAX to accommodate approximately 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily flights by 2015. Alternative C - No Additional Runway: This alternative would not add any runways to the airfield at LAX. The existing four runways would be lengthened and further separated from one another in order to improve safety and operational efficiency. Cargo facilities would be expanded to meet the needs of LAX through 2015. New roadways and passenger terminal uses would be developed but improvements to the terminal facilities would be less extensive than under Alternatives A and B. Completion of the improvements included in Alternative C would allow LAX to accommodate approximately 89 MAP, 4.2 MAT of cargo and 2,300 daily flights by 2015, an increase of less than four percent over current levels. Improvements common to Alternatives A, B, and C: A new west entrance and terminal with additional aircraft gates, rental car facilities and parking would be added. A people mover would provide passenger access from new parking facilities and the West Terminal to new concourses west of the Tom Bradley International Terminal and all other terminals. The LAX Expressway would draw traffic off of the San Diego (405) Freeway and connect to an airport ring road to provide direct access to terminals and cargo areas, thus reducing traffic on the freeway and local streets. The Green Line would be extended into the airport to provide direct mass-transit service to LAX. A more balanced and efficient airfield capable of handling increased operations and larger aircraft would be constructed. Alternative D - Enhanced Safety and Security: This alternative is focused on enhanced safety and security measures. This alternative separates the commercial and private vehicle landside components of the airport from the passenger processing facilities and gates to provide greater security. A new landside Ground Transportation Center (GTC) and a new Intermodal Transportation Center (ITC) with connection to the Green Line will provide parking and curb front services. New on-airport roadways would be developed to support the GTC and ITC. The Central Terminal Area would be redeveloped to support a variety of enhanced security measures. An automated people mover system connects the GTC, ITC, and new consolidated rental car facility, to the Central Terminal Area. The runway system is reconfigured to improve runway safety and operational efficiency. Gate space is reconfigured to allow LAX to accommodate approximately 78.9 MAP. Cargo space is designed to accommodate approximately 3.1 MAT.