Upload
ngodien
View
217
Download
1
Embed Size (px)
Citation preview
4A
irport Developm
entProgram
4C H A P T E R
AI R P O RT DEV E L O P M E N TPR O G R A M
v
accommodated on the east side of
the Airport. This option also
reserved the Infield area for other
development.
It should be recognized that while
the cost of opting for the incre -
mental approach was significantly
less in the short to medium run,
the result would have been an
inefficient split terminal and
ground access system that would
not have been balanced against the
full poten tial of the airside system.
This option would have also
necessitated construction of an
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.1
A I R P O R T D E V E L O P M E N T P R O G R A M
Chapter 4
4 . 1 O V E R V I E W
At the end of 1996, the Greater
Toronto Airports Authority
(GTAA) assumed responsibility
for Toronto Pearson International
Airport. At that time the Airport
had an estimated airside, terminal
and groundside capacity of
28 mil lion passengers annually.
Passenger volumes at that point
had reached 24 million passengers
per year and were growing at
approximately one million pas -
sengers annually, making the need
for system expansion urgent, par -
ticularly given the long lead times
involved in planning, construct ing,
and activating new facilities. At
the same time, much of the
existing terminal capacity was
obsolete and in need of replace -
ment or refurbishment.
In 1995, the GTAA Board of
Directors was faced with two
distinct options to address the
Airport’s future facility needs
required to meet projected
demand. They could continue
with the incremental approach to
airport expansion by infilling
available real estate and maxi -
mizing the residual capacity of
existing facilities, or they could
undertake a total redevelopment of
the Airport, thereby optimizing
the facility’s full development
potential. The first option of
continuing the incremental
approach had a low initial cost
and allowed rapid delivery of
badly needed facilities. It limited
east side develop ment to an ulti -
mate capacity threshold of
approximately 35 million pas -
sengers per year. In order to
balance terminal capacity against
ultimate airside capacity, this
option would have necessitated the
development of addi tional
terminal facilities in the Infield
area allowing expanded capacity
for another 15 mil lion passengers
per year.
The advantage of the latter
option was that undertaking
the com plete redevelopment
of the Airport would yield a
more efficiently organized
facility along with a much
greater ultimate annual
capacity of over 50 mil -
lion passengers, all
New Terminal 1 and Parking Garage
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.2
under ground people mover
between the Infield and the east
side passenger terminal facilities
for connecting passengers. After
careful considera tion of these two
options, supple mented by input
from the air carriers, the GTAA’s
Board of Directors elected to
pursue the latter option: total
redevelopment.
In order to realize its goal of rein -
vent ing Toronto Pearson, the GTAA
embarked upon a com pre hen sive
Airport Development Program
(ADP). This program called for the
staged replacements of Terminals 1
and 2, the con struc tion of two
addi tional run ways, and the
development of greatly expanded
cargo and ancillary aviation
facilities. The phas ing of each
component of the devel op ment
program has been demand-driven,
based on Trans port Canada
forecasts of aviation activity, and
designed to optimally match the
timing of capital spend ing to the
satis fac tion of demand at
reasonable levels of service.
The Airport Development Program
encompassed three major com po -
nents, each with its own timetable
and priorities:
• Airside Development Project
• Terminal Development Project
• Infield Development Project
4 . 2 A I R S I D E D E V E LO P M E N TP R OJ E C T
The primary objectives of the Air -
side Develop ment Project are to
increase airside capacity to meet
demand and to improve the
opera tional efficiency of the
Airport. The program included
completion of a dual taxiway
system around the existing
terminal apron area to increase
taxiway capacity, as well as the
planned construction of two new
east/west runways and their asso -
ciated taxiway systems to boost
airside capacity in the primary
wind direction to approximately
140 operations per hour (or a
View of Redeveloped Airside Facilities
New Terminal 1
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.3
practical annual capacity of
approximately 50 mil lion
passengers per year).
The first new east/west parallel
runway was located on the south
side of the airport lands. Con -
struc tion began in 1998 and Run -
way 06R-24L was operational by
the fall of 2002.
The final phase of airside develop -
ment includes the construction of
a closely-spaced east/west runway
on the north side of the airport
lands, which will be the sixth and
final runway in the ultimate air -
side system. The demand require -
ments for this final runway are
expected to occur within the
2013-2019 time period.
4 . 3 T E R M I N A LD E V E LO P M E N T P R OJ E C T
At the time the GTAA assumed
responsibility for the Airport, a
number of concepts had been
proposed for expanding terminal
capacity. Careful review of these
plans by the GTAA revealed that
none could be relied upon to pro -
vide adequate capacity to match
the full potential of the airside
system. What is more, all of these
plans left in place certain serious
weaknesses of the then terminal
layout, namely a convoluted and
counterintuitive access roadway
system and one of the smallest
aircraft aprons for an airport of
comparable activity in North
America.
In order to ensure that the full
potential of Toronto Pearson
could be realized, an entirely fresh
look was taken at the terminal
expan sion issue. In particular,
previous constraints on available
real estate and the need to retain
Terminal 2 were relaxed. As a
result of this rethink, an entirely
new concept for terminal expan -
sion emerged which promised to
realize not only the full potential
of the Airport to meet demand,
but to do so in a manner which
would solve the problems posed
by the apron and access roads.
The new terminal envisaged would
consist of a single horseshoe-
shaped central processor housing
the departure check-in area,
baggage claim halls and meeter/
greeter areas, which would be
connected to six radiating piers
offering 86 bridged gates. Such a
facility would have the potential of
accom mo dating 35 million
passengers per year. When
combined with Terminal 3 (the
two terminals being linked by a
con venient, Automated People
Mover system) the Airport could
deliver a combined annual
capacity of over 50 million passen -
gers, thereby matching the
ultimate capacity of the airside
(runway and taxiway) system. The
concurrent total reconstruction
and expansion of the highway
access system was planned to
ensure that the ground side access
capacity would match this
terminal and airside expansion.
Since old Terminals 1 and 2 occu -
pied much of the land needed for
the new terminal, and since the
capacity provided by these existing
terminals was needed to accom -
mo date traffic during con struc -
tion, the new terminal complex
LINK Automated People Mover
Old Terminal 1 Demolition
Pier F Construction
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.4
had to be constructed in stages.
Con struc tion was planned such
that as each successive phase was
completed, traffic could be trans -
ferred from a portion of the old
terminals to the new. Once
vacated, those portions of the old
terminals could then be demolish ed
to make way for further terminal
construction and the entire
process repeated progres sively
from west to east.
The first component of the new
terminal to be completed was a
large portion of the central pro -
cessor and the first two piers
(D and E), offering some 14
bridged gates and nine commuter
aircraft positions. While these two
piers were ulti mately intended to
accom mo date primarily domestic
and trans border traffic, they were
initially dedicated to domestic and
inter national traffic when opened
in April 2004. This capacity, sup -
plemented by another 11 gates
made available from a passenger
hold room facility located in the
Infield area, permitted old
Terminal 1 to be vacated
and demolished.
Once old Terminal 1 was removed,
it was possible to complete more
gate positions on Pier E and the
central processor such that in
October 2005 an additional 10
bridged gates were opened in the
new terminal and reliance on the
Infield Terminal was thereby
significantly reduced. Removal of
old Terminal 1 also freed up space
for construction of Pier F.
On January 30, 2007, Pier F was
brought on stream resulting in a
total of 49 bridges and nine
commuter positions in new
Terminal 1. At this point, usage
of the new terminal was re -
oriented such that international
flights were transferred to their
intended loca tion in the hammer -
head of the new Pier F. All
transborder flights moved from
Terminal 2 to occupy the stem of
Pier F, as well as those gates in
Pier E and the central processor
that were freed up by the move of
international traffic to the
hammer head. With the opening
of Pier F, the Airport Develop -
ment Program as origi nally
envisaged by the Board of
Directors was complete with
Pier F Hammerhead
Pier F Interior
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.5
adequate new terminal capacity
available for the first time to
accom mo date expected future
demand over the next five years.
Demolition of Terminal 2 will
now free up space for the con -
tinued expansion of the new
terminal complex in future years
as demand warrants. The final
elements of terminal expansion
will include construction of up to
three addi tional piers bringing the
total gate count to 86, in addition
to park ing positions for com mu ter
air craft and off-gate ground-
loaded aircraft. These last stages of
airport development are expected
to be complete before the
planning horizon of 2030.
4 . 4 I N F I E L D D E V E LO P M E N TP R OJ E C T
The Infield site lies between the
parallel north-south runways and
encompasses 143 ha (352 acres).
The need for the Infield Develop -
ment Project arose as a result of
growth in cargo demand and dis -
placement of the former air cargo
area by the new terminal, as well
as an expansion of Pier C on
Terminal 3. The Infield
Development Project was designed
to meet the current and future
requirements of the tenants
displaced by the Terminal and
Airside Development Projects.
These tenants were relocated to a
multi- tenant air cargo complex in
the Infield area located between
the runways. Two airline mainte -
nance hangars, a ground equip ment
maintenance building and a flight
kitchen were also relocated to the
Infield site.
In addition, an 11-gate passenger
hold room facility, the Infield
Terminal, was constructed to
temporarily provide additional
gate capacity during the
demolition of old Terminal 1 and
during con struc tion of its
replacement.
Improvements to public ground -
side access to the Infield were
com pleted on the Airport’s west
side, as was restricted airside
vehicular access to the main
passenger terminal apron, via a
four-lane tunnel under the
north/south Runway 15L-33R.
4 . 5 S U M M A RY
The primary objective of Toronto
Pearson’s Airport Development
Program has been to completely
reinvent the Airport so as to create
a facility that will better serve
passengers, ship pers and the
airlines in the coming decades, and
thereby support the continued
growth of the economy in the
Greater Toronto Area. Figure 4-1
presents the work completed
under the ADP.
While the results of this program
have met the immediate needs of
the Airport, new require ments
have emerged. Figure 4-2 presents
a summary of post-ADP projects
Infield Development
Infield Hangar, Business Aviation, Air Traffic Control and Ancillary Facilities
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.6
underway to address the imme -
diate future (i.e. 2008-2013)
including the following:
• Completion of the apron in the
vicinity of Terminal 2
• Construction of a 7,500 space
parking garage in Area 6B.
Figure 4-2 also presents the
longer-term development needs.
These projects, while significant in
their own right, can be under -
taken incre mentally as demand
warrants, building on the solid
legacy of the Airport Development
Program, to realize the full
potential of the Toronto Pearson
site for the benefit of the Greater
Toronto Area, southern Ontario
and all of Canada. Beyond 2013,
the projects are as follows:
• Pier G of the new terminal
complex
• Expansion of the Terminal 1
Parking Garage to 12,500 spaces
timed to coincide with
the commissioning of Pier G
• Sixth runway
• Piers H and I.
Infield Cargo, Air Traffic Control and Tunnel Entrance
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.7
Chapter 4 > AI R P O RT DE V E L O P M E N T PR O G R A M
4.8