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1
CHAPTER
I N T R O D UC T I O N
v
1.1
INTRODUCTION
Chapter 1
Chapter 1 > I N T R O D U C T I O N
1.2
Chapter 1 > I N T R O D U C T I O N
1.3
included the construction of a from the private sector. The Plan the 1999 Master Plan was the
third terminal, expansion of cargo also presented specific proposals development of passenger terminal
operations, expansion and develop- for the further long-term facilities required to meet aviation
ment of air carrier maintenance development of airport lands. demand over the 2000-2020 plan-
facilities, and improvements to ning horizon. It defined the long-
Transport Canada issued a revised
ground transportation facilities, air term vision for Toronto Pearson
Master Plan in 1995 in response
traffic services, air navigation and and the Airport Development
to the federal governments new
airside facilities. It further empha- Program (ADP) that was required
direction for Toronto Pearson. The
sized that development of the to provide sufficient capacity for
focus of this Master Plan was the
Airport would be done on an the next 20 years to maximize the
development of Toronto Pearsons
incremental basis in order to development potential of
airside system to its ultimate
respond to the constantly changing Toronto Pearson.
capacity and the provision of addi-
demands for airport facilities.
tional passenger terminal capacity
The 1982 Master Plan also estab- beyond the year 2000. The Land 1.2.3 Master Plan Setting 2007
lished a Land Use Plan for the Use Plan further refined the long-
The development of Toronto
Airport that identified specific term development concept for the
Pearson, as described in this
areas designated for on-site devel- Airport and subsequently formed
Master Plan, is predicated on a
opment. The Infield Area south the basis for the planning and
number of planning parameters
and west of Runway 15-33 was to development decisions made by
and assumptions which include
remain undeveloped in the imme- the GTAA.
the following:
diate term, but was to be retained
Shortly after the release of the Population and demand for air
for long-term development of ter-
1995 Master Plan, the GTAA transportation within the GTA
minal, cargo, and other facilities,
unveiled a concept to replace and south-central Ontario will
as required during the 1990s
Terminals 1 and 2 with a single continue to grow.
and beyond.
unified terminal capable of accom- Toronto Pearson will remain the
The Master Plan was updated modating 45 to 50 million passen- principal international airport
again by Transport Canada in gers per year in conjunction with for commercial traffic within
1986 and stressed the primary Terminal 3, which was consistent southern Ontario for the duration
need to ensure adequate terminal with the approved Land Use Plan. of the Master Plan timeframe.
and groundside capacity over the Aircraft operations will continue
The GTAA published its first
next 10 years. A major component under the current regulatory
Master Plan for Toronto Pearson
of this Master Plan was the 1984 environment.
in December 1999. The focus of
Airside Capacity Study, which rec-
ognized that additional runway
capacity would ultimately be
required if Toronto Pearson was to
continue as the primary air carrier
airport in the Toronto area.
Chapter 1 > I N T R O D U C T I O N
1.4
Chapter 1 > I N T R O D U C T I O N
1.5
a series of major highways and and provides a link to down- Ground transportation links from
regional arterial roads: town Toronto via the Gardiner the Airport to business and resi-
Hwy 401, part of the Trans- Expressway. dential centres of south-central
Canada Hwy, borders the Airport From the northeast to the south- Ontario are provided by nine
to the south. west, the Airport is bordered by major highways, (including Hwy
Hwy 427 forms part of the Airport Road, Derry Road and 401, the principal east/west high-
eastern boundary of the Airport Dixie Road. way through southern Ontario), a
Chapter 1 > I N T R O D U C T I O N
1.6
Chapter 1 > I N T R O D U C T I O N
1.7
Chapter 1 > I N T R O D U C T I O N
1.8
Chapter 1 > I N T R O D U C T I O N
1.9
1.10
Chapter 1 > I N T R O D U C T I O N
1.11
15-33 runways (running north/ and Runway 05-23 (east/west ori- North and Airport South) along
south), along with the associated entation) set the boundary for the with the Airport Airside and some
taxiways, provide the boundary for Airport North and Airport South additional smaller parcels that
the Airport East and Airport areas. Existing developments in make up the airport lands are
Infield areas. The 06-24 runways these four major areas (Airport described below.
East, Airport Infield, Airport
Chapter 1 > I N T R O D U C T I O N
1.12
Airport East majority of the 16.4 ha (41 acre) other airport support facilities by
The Airport East area is an amal- site for cargo facilities. There is the development of new terminal
gamation of four development also a flight kitchen located in this and airside facilities.
areas identified in the 1999 area and Air Canadas flight simu-
New infield facilities include a
Master Plan as Areas 5, 7, 11, and lator building.
multi-tenant air cargo complex
12 and accounts for 259.2 ha
Airline Aircraft Maintenance Area consisting of three cargo buildings,
(640 acres).
(Area 7): This 31.6 ha (78 acre) the GTAA Three Bay Hangar for
Passenger Terminal Complex area, located northwest of aircraft maintenance, the
(Area 11): Terminals 1 and 3 are Terminal 3, is leased for large air- Skyservice Avitat maintenance
located in this 209.1 ha (517 acres) craft maintenance operations. Air hangar, the Skyservice Lounge
area along with their associated Canada owns and operates five serving their business aviation
parking structures and the 500- hangar complexes in this area operations, the Cara Flight
room Sheraton Gateway Hotel sit- complete with maintenance Kitchen and the Infield Terminal.
uated atop the Terminal 3 Parking support shops and offices.
Also located in the Infield are
Garage. Also accommodated
Aviation Fuel Tank Farm several airline support facilities,
within the Passenger Terminal
(Area 12): The Fuel Tank Farm, navigational aids and the en-
Complex area is the bulk of the
maintained and operated by trance to the four-lane Infield
road network servicing the passen-
Consolidated Aviation Fueling for Tunnel that provides vehicular
ger terminals and the LINK Train
PIFFC, occupies a 2.1 ha (5 acre) access between the Infield area
elevated guideway.
site located north of Terminal 1. and the passenger terminal area.
The Terminal 2 Parking Garage, This facility holds the main airport
Airport South
also located in Area 11, will supplies of jet, automotive and
This 55.3 ha (136 acre) develop-
remain in use for employee parking diesel fuels.
ment area is located south of
until a new parking structure is
Airport Infield Runway 06R-24L and includes
constructed in Area 6B by the end
The Airport Infield Area (Area 10) Areas 2A and 2B.
of 2009.
is situated between the parallel
Area 2A at 45.7 ha (113 acres),
The Pearson International Fuel north/south runways and occupies
the larger of the two parcels,
Facilities Corporation operations 142.3 ha (352 acres). Nav Canada
facilitates a number of support
headquarters (PIFFC) occupies a Air Traffic Services facilities, con-
facilities including several GTAA
site located adjacent to the sisting of the Control Tower and
administrative and maintenance
Terminal 1 Satellite. This facility the Area Control Centre, are
facilities that were relocated to this
accommodates administrative accommodated here as is the
area due to the redevelopment of
offices, staff support functions, Central Deicing Facility and the
their former sites. Facilities located
and a vehicle maintenance and Moore Creek Stormwater
in Area 2A include the GTAA
parking area for fuel tankers and Management Facility.
fuel carts. The triturator facility,
The balance of the site has recently
which contains equipment for the
been developed as part of the
processing of aircraft sewage, is
Airport Development Program.
located adjacent to the PIFFC
The need for the development of
building.
the Airport Infield area arose as a
Vista Cargo Area (Area 5): The result of the growth in cargo
Vista Cargo Centre leases the demand and the displacement of
Ineld Three Bay Hangar and FBO Facility
the previous air cargo area and
Chapter 1 > I N T R O D U C T I O N
1.13
The 36.3 ha (90 acre) Business There are building height restric-
Aviation Area houses 11 hangars tions over the property imposed
and two fuelling facilities, and is by the adjacent runways. Potential
home to various commercial air- uses on the site could include
craft operators that service a variety additional cargo or airline
of aviation segments including support facilities.
special purpose passenger service
Airport East Access
Terminal 3 Interior such as executive, air ambulance,
This area is comprised of five
tour operations and aircraft parts
corporate administrative offices, parcels (Areas 6A, 6B, 6C, 6F, and
and maintenance. Also situated in
Pass/Permit Control Office, 6Z) totalling 68 ha (168 acres).
Area 8 are the North Fire Hall and
Airfield Maintenance Building, Parcel A (10.7 ha/26.4 acres)
Wildlife Control Centre.
South Fire Hall, Airside and Inter- accommodates the Airport LINK
terminal Bussing Facility, and the Both Areas 13A (24.1 ha/60 acres) Train Viscount Road Station and
Central Workshop and Stores, and 13B (38.8 ha/96 acres) have the remote Reduced Rate Parking
which also provides space for the commercial/industrial develop- Lot. Parcel B (16.8 ha/42 acres) is
Airport Emergency Support ment potential. Area 13B is home being utilized for employee park-
Centre and Canine Unit. to the CAE Flight Training ing. Both of these parcels are
Centre. The remaining available located north of Airport Road and
Other facilities in the area include
developable area is vacant and the west of the former Hwy 409 lands.
one flight kitchen operated by
balance of the site is comprised of Parcel C (8.3 ha/21 acres) accom-
CLS, the Air Canada flight simula-
creek valley lands. Area 13A has modates the GTAAs Cogeneration
tor building, Servisairs ground
significant building height restric- and Central Utilities Plants and
handling equipment maintenance
tions over the property as it is on the City of Mississauga Fire Hall.
and storage facility, the Air Canada
the approach to Runway 15L and
Ground Services Equipment Area 6F (3.2 ha/8 acres) consists
therefore offers limited develop-
building and Annex, the Transport of the lands located on Dorman
ment potential.
Canada/Peel Regional Police Road that were acquired by the
Building (Airport Division), a Area 14 (24.4 ha/60 acres) is home GTAA in December 2000 to
concrete recycling plant and the to the FedEx courier facilities. accommodate the development of
Environment Canada meteoro- the Hwy 409 inbound roads that
Area 15A (16.1 ha/40 acres) refers
logical compound. serve the passenger terminal com-
to the first phase of the former
plex. Area 6Z (29 ha/72 acres)
Area 2B at 9.6 ha (24 acres), Boeing lands that were transferred
refers to the portion of the former
located to the east of Area 2A, is to the GTAA in May 2006. The
Hwy 409 lands recently acquired
leased as a car rental complex. ownership of the Boeing lands is
by the GTAA from the Province
being turned over to the GTAA in
Airport North of Ontario that also accommodate
phases. These lands offer access to
Located north of Runway 05-23, the access roads to the passenger
the airside system and significant
the Airport North area refers to terminal complex.
available development heights.
Area 8 (the Business Aviation
Future uses could include aircraft Airport Airside
Area), Area 14 (the FedEx site),
maintenance or cargo facilities. This area (Area 13), comprising
Area 15 (the Boeing lands), Area
the largest bulk of airport property
16 (the Skeet lands) and two Area 16 (12.3 ha/30 acres) com-
(1,168 ha/2,886 acres), accommo-
parcels located north of Derry prises the former Skeet Club
dates runways and taxiways, navi-
Road known as Areas 13A lands, which were transferred to
gational aids, airside roads and the
and 13B. the GTAA in February 2007.
Chapter 1 > I N T R O D U C T I O N
1.14
Central Deicing Facility and forms facility and a parking facility on a GTAA operates Toronto Pearson
the operationally protected areas lease basis. as a public facility for the benefit
around these facilities, as dictated of its customers (the travelling
by the Airport Zoning Regula- public and cargo shippers) its part-
1 .4 GREATER TO RONTO
tions. This area has extremely ners (airlines, government agen-
AIRPORTS AUTHORIT Y
limited development potential cies, Canadian Air Transport
beyond the current functions 1.4.1 Corporate Profile Security Authority, retailers) and
accommodated due to the exten- other stakeholders (federal, provin-
In July 1994, the Government of
sive restrictions associated with the cial, municipal and regional gov-
Canada announced its National
Airport Zoning Regulations. ernments). Entirely self-funding,
Airports Policy whereby the
Other lands within Area 13 are in the GTAA is a not-for-profit cor-
management, operation and main-
the flood plain of the creek valleys poration that reinvests any operat-
tenance of 26 airports within the
and thus have no development ing surpluses to expand and
National Airport System would be
potential. develop the Airport.
transferred to locally controlled
Also located within the Airport Canadian Airport Authorities. The GTAA is governed by a
Airside area is the newly con- Toronto Pearson was identified as 15-member Board of Directors
structed GTAA Fire and Emer- one of Canadas core airports that comprised of five appointees from
gency Services Training Institute made up the National Airports the regional municipalities of
(FESTI). This state-of-the-art System and would be managed by Durham, Halton, Peel and York
facility was created to train GTAA an airport authority. and the City of Toronto; two
Emergency Services and first appointees from the Government
The Greater Toronto Airports
responders from around the world of Canada; one appointee from
Authority (GTAA) was incorpo-
and includes a confined space the Province of Ontario; four
rated in 1993 as a non-share
training building, a burn building, appointees from a pool of nomi-
corporation under Part II of the
a rescue tower, as well as a training nators comprised of the following
Canada Corporations Act and was
field and classroom facilities. organizations: Law Society of
recognized as a Canadian Airport
Upper Canada, Association of
Other Airport Lands Authority by the federal govern-
Professional Engineers of Ontario,
In this category are included sev- ment in 1994. Although it was
Institute of Chartered Accoun-
eral parcels of land surrounding incorporated in 1993, the GTAA
tants of Ontario, Toronto Board
the Airport, some of which have did not carry on a commercial
of Trade, boards of trade and
development potential. They are business prior to its acquisition of
chambers of commerce in
identified in Figure 1-4. Toronto Pearson on December 2,
Durham, Halton, Peel, and York;
1996, pursuant to a 60-year
The largest of these parcels and three members appointed by
ground lease with the Govern-
(11.3 ha/28 acres), known as 13E, the Board. This governance
ment of Canada.
is prime commercial/industrial
land, currently vacant, located at The GTAA is an airport manage-
the intersection of Hwy 401 and ment and facility development
Dixie Road. company and was originally
created to operate and develop
Parcel 6E (5.6 ha/13.8 acres) is
Toronto-Lester B. Pearson Inter-
located south of Airport Road at
national Airport within a regional
Carlingview Drive and accommo-
system of airports in the Greater
dates a stormwater management GTAA Administration Building
Toronto Area. Specifically, the
Chapter 1 > I N T R O D U C T I O N
1.15
Vision Statement
To be a leading airport company
championing sustainable global
access for the Greater Toronto
Area.
Chapter 1 > I N T R O D U C T I O N
1.16
Chapter 1 > I N T R O D U C T I O N
1.17
1.4.5 Summary
The federal government created
the National Airports Policy to
permit airports to be more respon-
sive to local interests and needs, to
support local economic develop-
ment, to promote Canadas com-
Terminal 1 (left) and Terminal 1 Parking Garage (right)
petitiveness, and to shift the cost
of developing and operating air-
ports from the taxpayers to those
who use the facilities.
Chapter 1 > I N T R O D U C T I O N
1.18
1.19
Chapter 1 > I N T R O D U C T I O N
1.20
Chapter 1 > I N T R O D U C T I O N
1.21
Chapter 1 > I N T R O D U C T I O N