Toronto City Centre Airport

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Toronto City Centre Airport

IATA: YTZ – ICAO: CYTZ
Summary
Airport type Public
Operator Toronto Port Authority
Serves Toronto, Ontario
Elevation AMSL 252 ft / 77 m
Coordinates 43°37′39″N 079°23′46″W / 43.6275°N 79.39611°W / 43.6275; -79.39611 (Toronto City Centre Airport)Coordinates: 43°37′39″N 079°23′46″W / 43.6275°N 79.39611°W / 43.6275; -79.39611 (Toronto City Centre Airport)
Website www.torontoport.com
Runways
Direction Length Surface
ft m
06/24 2,933 894 Asphalt
08/26 3,988 1,216 Asphalt
15/33 2,979 908 Asphalt
Statistics (2008)
Aircraft Movements 93,253
Sources: Canada Flight Supplement[1]
Statistics from Transport Canada.[2]
Terminal building
The Maple City ferry

Toronto City Centre Airport, (TCCA) (IATA: YTZ, ICAO: CYTZ), also known as Toronto Island Airport, in Toronto, Ontario, Canada is a small airport located on the Toronto Islands. It was opened to aviation in 1939, and was initially known as the Port George VI Island Airport after the reigning monarch of the time. During World War II it was used for air force training by the Royal Norwegian and Royal Canadian Air Forces. Since then it has been used for civil aviation and, since 1984, scheduled airlines as well. Since 2000, the airport has become the centre of controversy between the City of Toronto and community groups wishing to close it and restore the site to parkland and the Toronto Port Authority (TPA) and Porter Airlines which wants to expand its usage.

Contents

[edit] History

The airport is built on part of the Toronto Islands, a former peninsula jutting out in Lake Ontario, south of central Toronto. The island airport location was used previously for park lands, hotels and cottages, as an amusement park and it was the site of Toronto's first professional baseball stadium. The stadium was the site of Babe Ruth's first professional home run, commemorated by a plaque near the Hanlan's Point docks on the island.

The first proposal to build an airport was made in June 1929 by the Toronto Harbour Commission (THC) to the City of Toronto. The Commission proposed a four-stage plan, starting with an "air harbour" for seaplanes, while the final stages proposed filling the then-regatta course lagoon between the sandbar and Hanlan's Point.[3] City Council at that time agreed to the "air harbour" but "in no way-either by implication or suggestion- implies approval of the ultimate development of a combined air harbor and airport."[4] In 1935, in a different environment, City Council received approval from the federal government of R. B. Bennett to spend $1 million on a tunnel across the Gap and construction began, with the idea that the tunnel would make the airport feasible.[5] Council itself approved the tunnel and airport projects on August 8, 1935 by a vote of 15–7, against the opposition of Toronto mayor Sam McBride.[6] That fall, after construction began, a federal election was held and William Lyon Mackenzie King was elected. King's government reversed the previous government's decision, cancelling the tunnel project.[6]

In 1936, mayor McBride died and the largest opponent to the airport was gone. Trans-Canada Airlines was expected to begin operations in 1937, so in November 1936, City Council formed an 'Advisory Airport Committee' to advise on where to build a municipal airport.[7] On July 19, 1937, after two days of debate, City Council voted 14–7 to approve the island airport project. The project demolished the baseball stadium, fifty-four cottages, amusement park attractions and the regatta course.[8] The remaining cottages and cottagers were moved to today's Algonquin Island (then named Sunfish Island).[8] Construction started in October 1938, using dredges to suck approximately 1,300,000 cubic yards (990,000 m3) from Toronto Harbour to provide the land needed for two 3,000 feet (910 m) runways.[9]

After a hugely popular visit by King George VI in May 1939, the airport was named Port George VI Island Airport.[10] The original 1939 wooden frame terminal building is still present and in use although not as a commercial passenger terminal. It is a designated historical site. The only major change to the structure was a change to sloping glass in the control tower to facilitate night operations, made during the early 1950s. Instead of the tunnel, ferry service was inaugurated instead and has operated ever since, across the narrow "Western Gap" channel. The first ferry service was a 'cable ferry'.

During World War II, the airport was used by the Norwegian Air Force for training. In 1943, because of the noise of their training flights, the Norwegians moved their facility out of the city. The airport was turned over to the Royal Canadian Air Force for the duration of the war. Barracks were built at the foot of Bathurst Street, which became emergency housing after the war, and were eventually demolished in 1957.[11] The nearby 'Little Norway Park' is named in remembrance of the Norwegian community around the airport.

During the 1950s and 1960s the seaplane base was busy with private flights to Muskoka and Haliburton.[12] Air traffic control was instituted in 1953. In 1957, Malton Airport was turned over to the Government of Canada in exchange for improvements at the island airport, including a lengthened runway and improved facilities. The 4,000 feet (1,200 m) main runway was opened in 1961. In 1962, the land was leased to the THC for 21 years, and the THC assumed financial responsibility for the airport. The THC now operated the airport as principals, not as agents for the City.[13]

In 1974, the operational deficits of the airport led the Government of Canada to grant an annual subsidy to the Harbour Commission. The Province of Ontario agreed to pay for the costs of the airport ferry.[13] The Government of Canada put a condition on the subsidy, that intergovernmental agreement needed to be reached on the future of the airport. While the Metro Toronto, Ontario and Canadian levels of government proposed to add STOL(Short TakeOff and Landing)-based airlines to the facility, this was opposed by the City of Toronto. In 1981, City Council agreed to a limited level of commercial STOL passenger service. It signed a memorandum of understanding between the THC, the City and Transport Canada, and in 1982, the Canadian Transport Commission issued a license to City Center Airways to operate DeHaviland Dash 7 planes between the island, Ottawa and Montreal.[14]

In 1983, the City of Toronto, the THC, and the Government of Canada signed a Tripartite Agreement over operation of the Airport. The Agreement, in force until 2033, leases the land for the airport at a rate of $1 per year. The majority of the airport land is owned by the province of Ontario with two small sections owned by the Government of Canada and a small section owned by the city. The agreement made provisions for a restricted list of aircraft allowed to use the airport due to noise levels, prohibitions on jet traffic except for MEDEVAC flights and prohibition against the construction of a fixed link between Toronto Island and the mainland. The Agreement did not specify the maximum number of flights; flights were to operate within noise threshold parameters intended to limit the number of flights. The agreement was amended in 1985 to specifically allow the new DeHaviland Dash 8 planes, which are not considered STOL planes.[15] In 1999, the TPA was formed to take over the responsibilities of the former THC, including the island airport, which the TPA renamed 'Toronto City Centre Airport.'

From 1984 until 1991, the City Express regional airline operated at the airport, peaking at 400,000 passengers annually. In the 1990s, Air Canada started operating regional airline service to Ottawa and Montreal. In 2005, the airport recorded about 120,000 flights, down from a historic high of 240,000 in the mid 1960s. About 80,000 passengers used the airport annually. In 2006, Porter Airlines took over the terminal from Air Canada and evicted Jazz. Porter renovated the terminal with upgraded lounges, new food services and electronic check-in terminals. In the fall of 2006, Porter started regional airline service with flights to Ottawa.

[edit] Controversies surrounding the Island Airport

[edit] Expansion and bridge

A ferry transporting passengers.

The future of the Island Airport has been a public issue since 1978, when then-Transport Minister Otto Lang announced a plan to provide daily scheduled airline service between the airport and Ottawa and Montreal, using DeHaviland Dash 7 STOL planes.[16] The plan was opposed by then-Mayor John Sewell and Toronto City Council, representing local residents. Local proponents at the time were the Toronto Board of Trade and unionized workers at the De Haviland plant in Downsview. In 1980, the Canadian Transport Commission turned down the plan stating that the airport's services were not satisfactory and required upgrading.[17] Service was eventually established in 1984 after agreements on noise, jet bans and funding were made in 1983 between the City and Transport Canada. With the ending of direct federal subsidies of the airport in the early 1990s, the Toronto Harbour Commission and its successor the Toronto Port Authority (TPA) became dependent on the City of Toronto.

Since 1935 there have been repeated plans to construct either tunnels or a bridge to the airport. The airport continued to require public subsidies and various expansion plans, including jets and airport enlargement were seen as a way to increase its usage and make the airport self- sufficient. Meanwhile during this time, the downtown area surrounding the airport was redeveloped. Whereas it was once port lands and industrial buildings, the area changed with the coming of Harbourfront Centre, which sparked condominium tower development along the waterfront near the airport and increasing the number of residents in the area. The majority of Island and nearby residents have historically opposed expansion of the airport, while the Toronto Board of Trade supports expansion.

Opposition to the airport was formalized into the Community AIR (Airport Impact Review) volunteer association in 2001, headed by activist and former councillor Allan Sparrow. It was formed by local residents to oppose expansion on the grounds of increased air and noise pollution, safety concerns and that the increase in air traffic will hamper recent government initiatives to rejuvenate the Toronto waterfront.[18] In July 2001, at a news conference held with representatives of the Sierra Club, the David Suzuki Foundation and the Toronto Environmental Alliance, the group proposed converting the 200 acres (81 ha) airport to parkland.[19] Community Air was and is supported by the City councillors of the area.

After the formation of the TPA in 2001, one of its first tasks was a review of the Airport operations by an outside consultant firm, Sypher-Mueller. The consultant reported that the airport "is not sustainable and will likely lead to continued financial losses."[20] Passenger volumes had declined to 140,000 annually from a peak of 400,000 in 1987. The consultants concluded that if services were upgraded to include small jets, that possibly 900,000 passengers could be carried by 2020. The report proposed a $16 million bridge and $2 million in runway upgrades.[20]

It emerged during 2002, that Robert Deluce, former owner of Canada 3000, proposed to fly regional turboprop planes from the island airport. Deluce's proposal was initially conditional on the construction of a fixed link to the airport. In 2002, the TPA made plans to link the island to the mainland by a new bridge to serve expanded services.

At the same time, the TPA was pursuing a $1 billion law-suit against the City of Toronto over some 600 acres (240 ha) of port-lands it claimed were transferred improperly to the Toronto Economic Development Corporation by the TPA's predecessor, the Toronto Harbour Commission (THC), in the early 1990s during the mayorship of June Rowlands[21] The port-lands had been transferred under the direction of THC directors appointed by the City in exchange for a permanent subsidy of the THC under agreements made in 1991 and 1994.[22] The lands had been earmarked for waterfront revitalization by the City after the Crombie Commission. The lawsuit would emerge as a factor in the TPA's plans for expansion of the airport. and City Council support for the TPA's plans for a new bridge became conditional upon the lawsuit being dropped.

The proposal to link the airport with a bridge had been previously approved by Toronto City Council in 1995 and 1998, with the provisal that a business plan would be presented for approval by the THC and later the TPA for operating the airport. In November 2002, City Council met to debate the competing proposals, that of closing the airport in favour of some parkland, or of approving the TPA's plans and having uncontested title to the port lands. Despite pleas from former mayor David Crombie, urban planner/activist Jane Jacobs and Harbourfront residents, the TPA plan was supported by then-mayor Mel Lastman, who argued that the estimated $190 million of annual economic benefit the airport would create, was too good to pass up.[23] On November 28, 2002, Council in a day-long debate, made two votes to settle the issue. First, Council voted 32–9 to accept a settlement to end the TPA port-lands lawsuit in exchange for an immediate payment of $5.5 million and an annual subsidy of $5.5 million to the TPA until 2012.[23] Council then voted 29–11 to approve the amendment of the tripartite agreement to permit a fixed link and the construction of a lift bridge.[24]

The next year, a municipal election year, saw public opinion change to oppose the bridge.[25] In October 2003, a Toronto Star poll listed 53% of residents city-wide opposed the airport bridge, while 36% supported it.[26] Bridge supporter Mel Lastman was retiring. Councillor David Miller ran for Mayor on a platform to stop the building of the bridge, a position supported by Community Air and other local community groups. Other mayoral candidates Barbara Hall and John Tory supported the bridge. Although the bridge was an election issue, and the bridge project still required two federal approvals, the TPA continued developing the project, progressing to the point that contracts were signed with major participants (including companies operating from the airport).[27]

In November 2003, Mr. Miller was elected Mayor of Toronto with 44% of the vote.[28] While construction workers prepared the construction site, Miller immediately started the process to cancel the bridge project, sparking threats of another lawsuit from the TPA.[29] The incoming City Council voted 26–18 in December 2003 to withdraw its support of the bridge project[30] and federal Transport Minister David Collenette announced that the federal government would accept the Council's position on the bridge and withdraw its support.[31]

In January 2004, the federal government would put approval of the project on hold, preventing its construction.[32] Immediately, Deluce would file a $505 million lawsuit against the City of Toronto, claiming that Miller "abused his powers", by threatening councillors, had Toronto Fire Services and Toronto Hydro "interfere with the construction of a fixed link" and lobbying the federal government to "withhold certain permits."[32] The federal government later transferred $35 million to the TPA in May 2005 to settle claims arising from the cancellation from Deluce, Aecon Construction and Stolport Corp.[33] Compensation terms were not disclosed.[33] TPA CEO (Lisa Raitt) commented "You will never hear about the bridge again." and "We have been working very hard since December of 2003 to deal with the request of the City of Toronto not to build a bridge, and we are very happy that the matter has been dealt with."[34] New federal regulations were introduced to ban any future plans to build a fixed link to the airport.[34]

The monies from the federal settlement were used by the TPA to purchase a new, larger passenger ferry and by Deluce to renovate the airport terminal. In January 2009, it was announced that the TPA would purchase a second, larger ferry to support Porter's activities. The new ferry is to be funded by the TPA out of funds from an airport improvement fee to be imposed on airline passengers at the airport.[35]

[edit] Air Canada Jazz eviction

A further controversy erupted in 2006, when Air Canada Jazz lost access to terminal space at the airport. Jazz had been leasing terminal space month-to-month from City Centre Aviation Limited (CCAL), a private company that was taken over by REGCO Holdings (owners of Porter Airlines). On January 31, 2006 CCAL issued Jazz with a 30-day termination notice.[36] Two days later, on February 2, the new Porter Airlines venture was announced.[37] Jazz contacted the TPA on February 3 to find other space. However the TPA did not have any space for Jazz to use[38] and on February 15, 2006, Jazz announced a 'temporary' suspension of flights for the month of March.[36] This subsequently became permanent.

[edit] Dispute over payments in lieu of taxes to the City of Toronto

Federal agencies such as the TPA never pay property taxes per se, but instead some negotiated amount to account for municipal services. For the period from 1999 until 2008, the TPA did not make payments in lieu of property tax to the City of Toronto on the Island Airport in a dispute over the amount of the payment. By 2009, the City estimated that the TPA owed $37 million in unpaid payments in lieu of property tax (PILT). The PILT payments were based on the assessed value as calculated by the Municipal Property Assessment Corporation, which assesses all property for the province of Ontario. The City and the TPA presented their case before a federal dispute resolution process. On January 26, 2009, the Dispute Advisory Panel recommended an amount of $5 million that the TPA must pay. This value was based on similar payments made by other airports, which make the payments based on passenger numbers. Pearson Airport at the time of the ruling paid 94 cents per passenger. The ruling by the Dispute Panel works out to 80 cents per passenger.[39] On February 10, 2009, the City applied for a judicial review to the Federal Court of Canada.[40]

[edit] Airport data

[edit] Airlines and destinations

  • Porter Airlines (Boston [begins 14 September], Chicago-Midway, Halifax, Montréal-Trudeau, Newark, Ottawa, Quebec City, Thunder Bay, Mont Tremblant [seasonal])
  • Trans Capital Air (non-scheduled airline company and aircraft maintenance)

[edit] Operations

View from the southwest

The airport is operated by the Toronto Port Authority (formerly the Toronto Harbour Commission), which is owned jointly by the City of Toronto and Federal governments. The TCCA is used for regional airline service and for general aviation, including medical emergency flights (due to its proximity to downtown hospitals), small charter flights, and private aviation. There is a seaplane base adjacent to the main airport.

The airport is classified as an airport of entry by NAV CANADA and is staffed by the Canada Border Services Agency.

Airfield crash fire rescue and EMS services are provided by the TCCA Emergency Response Service, backed up by Toronto Fire Services and Toronto EMS.

[edit] Lighting

CYTZ Runway 26
  • Runway 08 - AS(TE HI) P1: Runway Identification Lights, High intensity runway, threshold, & end lights, variable 5 settings, Precision Approach Path Indicator (PAPI) for aircraft with eye-to-wheel height up to 3 metres (10 ft).
  • Runway 26 - AZ(TE HI) AP: Visual Alignment Guidance system and Runway Identification Lights, High intensity runway edge lights, variable 5 settings. APAPI for aircraft with eye-to-wheel height up to 3 metres (10 ft).
  • Runway 15 - AP: APAPI for aircraft with eye-to-wheel height up to 3 metres (10 ft).

[edit] Communications

  • ATIS 133.6, Automatic Terminal Information Service
  • Ground 121.7, 06:45 to 23:00 hrs. local, daily
  • Tower City 118.2, 119.2, 226.5, 06:45 to 23:00 hrs. local
  • Emergency Frequency 121.5.
  • ATF Aerodrome Traffic Frequency, traffic 118.2, 22:45 to 06:45 hrs local, daily, within Control Zone TO BELOW 2500 ASL
  • Arrival Toronto 133.4, 358.1
  • Departure Toronto 133.4, 363.8
  • VDF 118.2, 119.2, 121.7 limited hours, VHF Direction Finder.
  • Emergency Frequency 121.5

[edit] Air navigation

[edit] Mainland access

New ferry and terminal

The only public access to the airport is from the mainland via the Toronto Port Authority ferry, which transports vehicles and passengers from the foot of Bathurst Street every 15 minutes from 5:30 am to midnight. At 121 metres (397 ft), it is reputedly the world's shortest regularly-scheduled ferry route. The 150-seat ferry, named TCCA1, launched in October 2006 and carries passengers on an upper deck and vehicles below. TCCA1 replaced an older ferry, Maple City, which dated from 1964. The Port Authority announced in January 2009 that a newer 200-seat ferry would be purchased for $5 million, to be financed by the airport improvement fee.[35]

The 509 Harbourfront streetcar route serves the intersection of Bathurst Street and Queens Quay, one block north of the ferry dock. A small parking lot and taxi stand is also provided adjacent to the dock.

[edit] Tenants and Terminals

There are 2 terminals and several hangars:

  • Terminal A - old terminal building
  • Porter Airlines Terminal
  • Hangars 4A - home to MOH and Canadian Helicopters
  • Porter FBO Hangars 5 and 6 - home to Porter, Airborne Sensing Corp
  • Trans Capital FBO operates a small hangar facility at the northeast end of the airport.

Tenants include:

  • Cameron Air Service
  • Canadian Flyers International, Flight School and Charters
  • Ornge Transport Medicine (Ontario Air Ambulance/MOHLTC)
  • CHC Helicopter - On contract to ORNGE/MOHLTC
  • Private Air
  • Island Air Flight School & Charters
  • Porter Airlines
  • Trans Capital Air
  • (Others listed at the Toronto Port Authority web site)

[edit] See also

Search Wikimedia Commons Wikimedia Commons has media related to: Toronto City Centre Airport

[edit] Notes

  1. ^ Canada Flight Supplement. Effective 0901Z 7 May 2009 to 0901Z 2 July 2009
  2. ^ Total aircraft movements by class of operation — NAV CANADA towers
  3. ^ Gibson(1984), p. 177
  4. ^ Toronto City Council minutes of June 19, 1929, as quoted in Gibson, p. 177
  5. ^ Gibson(1984), p. 192
  6. ^ a b Gibson(1984), p. 193
  7. ^ Gibson(1984), p. 195
  8. ^ a b Gibson(1984), p. 197
  9. ^ Gibson(1984), p. 198
  10. ^ Gibson(1984), p. 202
  11. ^ "Changing Civic Scene Surveyed by Camera". The Globe and Mail: p. 25. February 7, 1957. 
  12. ^ Bound, Robert. "Ground Control". Re:Porter (Fall/Winter 2006): pp.22–23. http://www.flyporter.com/common/docs/reporter_01.pdf. 
  13. ^ a b Tassé, p.10
  14. ^ Tassé, p.11
  15. ^ Tassé, p.12
  16. ^ "Ottawa would alter Island Airport for STOL". The Globe and Mail: p. P1. April 20, 1978. 
  17. ^ Simpson, Jeffrey (October 21, 1980). "CTC delays onset of STOL service at island airport". The Globe and Mail: p. P9. 
  18. ^ Immen, Wallace (June 16, 2001). "Citizens want a say in island airport study". The Globe and Mail: p. A18. 
  19. ^ Harding, Katherine (July 26, 2001). Toronto Star: p. B07. 
  20. ^ a b Immen, Wallace (January 18, 2002). "Airport study ignores health issues, critics say". The Globe and Mail: p. A17. 
  21. ^ Barber, John (November 7, 2002). "Taxpayers hit both ways in TPA lawsuit". The Globe and Mail: p. A26. 
  22. ^ Tassé, p. 38
  23. ^ a b Moloney, Paul (November 29, 2002). "Bridge to Island okayed ; Spring start for airport project expected Environmental opponents vow to keep on fighting". Toronto Star: p. B02. 
  24. ^ "A brief history of Toronto Island". Toronto Star: pp. pg. B03. June 20, 2004. 
  25. ^ Wanagas, Don (October 17, 2003). "Hall fails to ignite passion for any cause". National Post: pp. pg.A18. 
  26. ^ Lu, Vanessa (October 12, 2003). "Voters opposed to airport link: Poll ; Star finds 53% of residents reject airport bridge 70% support incineration to deal with garbage". Toronto Star: pp. pg. A1. 
  27. ^ Cowan, James (October 31, 2003). "Airport foes 'call Port Authority's bluff'". National Post: p. A14. 
  28. ^ Lu, Vanessa (November 11, 2003). "IT'S MILLER ; City council vet edges out Tory with 44% of vote 'People of Toronto have voted to take back their city'". Toronto Star: pp. pg. A01. 
  29. ^ Gillespie, Kerry (November 12, 2003). "Island airport tops his agenda; Support sought to end bridge deal Workers prepare construction site". Toronto Star: pp. pg. A01. 
  30. ^ Cowan, James (December 4, 2003). "New council votes to kill bridge". National Post: pp. pg. A1. 
  31. ^ Cowan, James (December 5, 2003). "Ottawa backs city on bridge". National Post: pp. pg. A16. 
  32. ^ a b Harding, Katherine (January 8, 2004). "Island bridge sparks $505-million suit". The Globe and Mail: p. A16. 
  33. ^ a b Lewington, Jennifer (May 4, 2005). "Ottawa pays $35-million to abort bridge". The Globe and Mail: pp. pg. A1. 
  34. ^ a b Safieddine, Hicham; James, Royson (May 4, 2005). "Bridge battle finally over; Port Authority settles claim with federal government over scuttled plan Deal puts an end to all controversial schemes for fixed link to island airport". Toronto Star: pp. pg. B01. 
  35. ^ a b Lu, Vanessa (January 22, 2009). "Toronto's island airport gets second, bigger ferry; Newly expanded board of port authority says it will borrow $5 million". Toronto Star: p. A5. 
  36. ^ a b "Air Canada suspends its Jazz flights out of island airport for the month of March". National Post: pp. pg.11. February 16, 2006. 
  37. ^ Gray, Jeff (February 3, 2006). "New island airline faces turbulent takeoff". The Globe and Mail: pp. pg. A11. 
  38. ^ "Air Canada Jazz evicted from Toronto City Centre Airport". cheapflights.com. February 16, 2006. http://news.cheapflights.com/airlines/2006/02/air_canada_jazz.html. Retrieved on 2008-10-01. 
  39. ^ Moloney, Paul (January 27, 2009). Toronto Star. http://www.thestar.com/News/GTA/article/577774. Retrieved on 2009-01-30. 
  40. ^ "Toronto Port Authority responds to City of Toronto's application for a judicial review of property valuation recommendations". February 10, 2009. http://www.newswire.ca/en/releases/archive/February2009/10/c7346.html. Retrieved on 2009-02-11. 

[edit] References

[edit] External links

Tenants


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