By the year 2000, Burbank-Glendale-Pasadena Airport will have a modern control tower and terminal offering passengers more comfortable and convenient access to airlines. Almost 8 million passengers will fly to and from the airport each year, a steep increase from the current 2.7 million. An average of 226 planes will arrive and depart each day, up from the current 126.
Or so say some forecasters.
But others say that, despite the steady growth in operations at the facility operated by the Burbank-Glendale-Pasadena Airport Authority and the recent authorization of an eighth airline to fly out of the airport, those dreams and projections may never come true. They say that its expansion will be limited by legal, physical and governmental restrictions.
Anti-noise groups also are expected to play a vocal and significant role in airport development decisions, further limiting growth.
So many are the barriers to development, airport officials claim, that it is easier to predict what the airport will not become, rather than what it will.
'Be a Good Neighbor'
"As far as where I would like to see the airport in 20 years, I would like to be able to see it handle the needs of the public but also be a good neighbor," said Tom Greer, airport manager. "But Burbank will never be a Los Angeles International Airport. The accommodations and types of air service provided by carriers would never be placed on Burbank like LAX."
Airport officials acknowledge that activity at the airport has been rising steadily, an issue of concern to surrounding communities affected by jet noise. But they say the airport can handle only so much air traffic and that its future is rooted in its limited acreage, proximity to mountains and the perpendicular layout of the two runways.
"Not even a new terminal will increase the flights," said Robert Garcin, former Glendale mayor who is president of the Airport Authority. "Passengers will go to Burbank because of the convenience of the flights, not because it's a big or new terminal. And having more conveniences is not going to cause . . . some other airline to say that, 'Well, let's fly out of Burbank now.' "
Greer agreed. "I don't see the market for an unlimited number of planes in Burbank," he said. "This will still be just a regional airport serving the corporate industrial base of the San Fernando Valley."
No Master Plan Adopted
The airport authority has not adopted a master plan for growth, although anti-noise forces assert that it has been keying growth to an unadopted 1981 master plan. That plan envisioned nearly three times as many passengers as there are today.
Because of this, the homeowners say, the airport authority last month rubber-stamped Trans World Airlines' application to begin two round trips a day from Burbank to St. Louis on Nov. 15.
The airport has an 11-gate terminal built 50 years ago. The Airport Authority is negotiating with Lockheed Corp. to acquire land to build a new facility because the Federal Aviation Administration has said the existing building is too close to runways. The new terminal, however, would have the same number of gates.
Greer said that several airlines would be able to share the 11 gates of the new terminal but that a large increase in the number of flights is not expected.
"It's hard to know the capacity until we know flight schedules and determine how we would juggle what's happening on the runways," Greer said.
Executives for most of the airlines serving Burbank Airport, including TWA, with its soon-to-be inaugurated service, said they are pleased with their operations there. Officials from PSA and Continental said they consider Burbank a vital location, but they have no plans to expand their short- and medium-haul operations.
"We feel that this is the perfect regional airport, and we've done very well here," said Bill Hastings, a spokesman for PSA. He said PSA flew more than 1.5 million passengers to and from Burbank Airport last year.
Other major airlines not using the airport told The Times that they had no interest in starting operations there. A Delta Air Lines official said he thought the airport "was too small a location" for that line. A Pan American World Airways spokesman said Burbank airport "does not fit" into its plans.
The 1981 master plan indicates that, although the airport is important "because of its convenient location and its ability to satisfy a significant portion of the air transportation needs of area residents and businesses," it is unlikely that carriers will want to extensively expand their operations there, because existing runways restrict the size of airplanes, thereby limiting the number of passengers and making most longer flights uneconomical.
Most flights from Burbank serve cities within 500 miles of Los Angeles, the study says.