THEORY and PRACTICE
Contents
THEORY and PRACTICE.. 1
PART CVIX Joanna Grajek, December 2020. 1
Airport Development Projects -Programming. 1
Part I. Brief History of Pearson International Airport, Toronto. 1
PART II. PROJECT PROGRAMMING.. 2
Chapter One: Project Definition. 3
PART III- SELECTION OF ALTERNATIVES. 3
Chapter One: Runway Designations. 4
Chapter Two: Modification of the Option 10. 4
PART CVIX Joanna Grajek, December 2020
Airport Development Projects -Programming
Part I. Brief History of Pearson International Airport, Toronto
"To provide for safe, environmentally sound, national transportation system consistent
with a compettitive economy and the achievements of national goals”
The operative element is a “national transportation system”. Since Pearson International Airport is the major
focal point for air transportation in Canada, the efficiency and effectiveness of the national system are influenced
significantly by the quality of the facilities and services at this airport.
In 1929 Toronto had two airports, one aerodrome, and one seaplane port: De Lesseps Airport
owned by Toronto Airport Ltd.; Leaside Airport owned by the Toronto Flying Club; DE Havilland Aerodrome
owned by De Havilland Aircraft Co. of Canada Ltd., and Toronto Harbour, owner by the Harbour
Commission(seaplanes).
Pearson Airport was established in 1938 as Malton Airport. Construction of airport was completed in September 1938,
two paved runways (914mx46m) and grass landing strip, full lighting, weather reporting, and radio range. The first
air terminal was in the Chapman farmhouse near the Six Line (now Airport Road).
The first official landing at the new airport was on August 29, 1938, by an American Airlines DC-3.
As a result of A.V. Roe Ltd. having moved onto the airport site in 1945 for production of various jet aircraft,
the first long runway (15-33) was added in 1957.
Facility improvements were undertaken through the 1950s and 1960s to match the steady increase
in passengers and traffic per year. By the early 1960s, levels of activity had reached 200 flights per day
and 2.25 million passengers per year. During this period, trans-oceanic service was inaugurated, and t
he airport’s name was changed to Toronto International Airport, Malton.
By 1962, the airport expanded to present size of 1,700 hectares, and new south parallel
runway (06R-24L) was built. The first master plan for airport was released in 1967, and in August 1968
expansion plans for the airport were announced. This master plan was not implemented as a result of opposition
from area residents and municipalities.
Transport Canada subsequently produced a Malton Contingency Plan (1975), a second Master Plan (1982)
and a Master Plan Update (1986)
PART II. PROJECT PROGRAMMING
Project approval process for Airside Development Project was initiated in December 1991.
The significant issues which have consistently restrained the project progress,
but are mandatory in the project decision path, are:
Environmental Class Assessments and Panels Recommendations,
Funding Mechanism,
Airlines and other users’ agreement on scope, timing, and cost of the projects,
Project Management Process.
Chapter One: Project Definition
The project proposal is to develop the airside facilities airport to meet the forecast
demand for the medium and long term by constructing:
Three additional runways
New Control Tower with ATC Facilities
(134 aircraft in Automatic Control Transfer and 114 vin sub-ACT.)
Modified and Expanded Aviation Navigation System Facilities
Selected Taxiways
Airside Access Roads
Utilities
Transport Canada was responsible for implementation and was accountable
for the delivery of the project within the cost, scope, procedures, and time as planned.
PART III- SELECTION OF ALTERNATIVES
The operative element is a “national transportation system”. Since Pearson International Airport is the major
focal point for air transportation in Canada, the efficiency and effectiveness of the national system are influenced
significantly by the quality of the facilities and services at this airport.
The following alternatives were considered:
No Action
Modal Shifts
Productivity Improvements
Pricing Mechanism
Traffic Diversion
Two-Airport System
Replacement of Airport
Addition of One Runway at Pearson Airport
Addition of Two Runways at Pearson Airport
Addition of Three Runways at Pearson Airport
After options evaluations and screening process Alternative 10 was selected for Airside Development Project.
Chapter One: Runway Designations
The new runway system at Pearson International Airport required re-designation of the existing runways as follow:
Existing east west Runway 06R-24L became Runway 06L-24R
The new parallel Runway was designated as Runway 06R-24L
Existing Runway east -west 06L-24R was re-designated as Runway 05L-23R
Existing Runway 15-33 was named Runway 15L-33R
New north-south Runway was named Runway 15R-33L.
Chapter Two: Modification of the Option 10
During the above process Transport Canada modified the alignment of Runway 06R-24L.
The proposal was to move the option from a 335 metre (1100 ft) offset from Runway 06L-24R to 305 metres (100ft) offset.
The purpose of this modification was to increase the runway length.
The 305 metres (1000ft) offset proposal also imposed changes on proposed taxiway system.
The 335 m offset for Runway 06R-25L provided for parallel taxiway between the two runways which could be used with some restrictions to store and manoeuvre arriving aircraft prior to crossing 06L-24R to the terminal aprons.
With the proposed 305 m offset a parallel taxiway could not be accommodated.
Parallel taxiway was removed from the final option and replaced with number of exits.
Finally, this modified option was adopted by authorities and went to the further design and construction.
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