Toronto Pearson Mobility Hub

Toronto Pearson Airport City and Mobility HubA New Face on Viscount Road

Type 1 - Emily Bumbaco - Planning & AnalysisType 2 - Derek Nawrot - Design Strategy & VisioningType 3 - Michal Kuzniar - Design Concept

Submitted to: Donald VerbanacCourse: PLE 755 - Contemporary Urban DesignApril 26, 2010

Table of Contents

Section Page

Introduction 1 Introduction 2 What is a Mobility Hub? 3 Objectives of a Mobility Hub 4

Planning & Analysis 5 Location&DefiningElements 6 Study Area 7 Surrounding Uses 8 Road Access - Airport 9 Transit Access - Airport 10 Union-Pearson Rail Link 12 Transportation Access - Study Area 13 SWOT Analysis 14

Case Studies 15 The Aerotropolis Concept 16 Aerotropolis Synergy 17 Sky City, Hong Kong – Hong Kong International Airport 18 Amsterdam, the Netherlands - Zuidas 19 Memphis, USA - Memphis International Airport 20 Breman, Germany – Integrated Mobility 21 Frankfurt, Germany – Regional and International Connections 22 Düsseldorf Airport City – Commercial Opportunities and Green Space 23

Denver, USA - Union Station, Mobility Hub 24 New York, USA – Jamaica Station – Airport Transit 25 Dublin, Ireland – Airport City 26

Design Strategy & Visioning 27 Vision Statement 28 Guiding Principles 29 Context 30 Planning Context - Key Documents 31 Development Principles – Introduction & Sustainability 36 Development Principles – Diversity 37 Development Principles – Built-Form 38 Development Principles – Public Realm 39 Development Principles – Heritage & Culture 40 Visioning – Mobility Hub 41 Visioning – Open Space 42 Visioning – Streetscapes 43 Visioning – Heritage & Public Art 44 Visioning – Gateways & Views 45

Design Concept 46 Concept Plan 47 Design Elements 48 Perspectives: North 49 East 50 South 51 West 52 Shadows: March 1 16:30 53 June 1 18:00 54 September 1 17:00 55 December 1 15:30 56

References 57 Publications 58 Tables 60 Maps 60 Photos 61

1

Introduction

INTRODUCTION

INTRODUCTION

A mobility hub is a major transit station areawith significant and varied levels oftransit, combined with high surrounding development potential (Metrolinx, 2008). Characteristics of mobility hubs will be expanded on further into the report. Toronto Pearson International Airport is an important target location for a mobility hub. The Airport is a major international hub, as well as the centre of a large employment district. There is much opportunity for innovative new design and development in the areas surrounding the airport.

Pearson International Airport and surrounding area have the potential to become a successful Airport City. More and more, airports are becoming key nodes which help drive economic development both locally and internationally. Lands surrounding airports are increasingly being developed to sup-port expanding airport and airport-related functions. The proposed mobility hub at Pearson Airport will be the central point of connectivity for this exciting new concept – The Airport City.

AsthepopulationoftheGTAgrows,trafficcongestion is becoming more and more of a problem. Provincial, regional, and well asmunicipalplansallreflectanincreasingfocus towards alternative means of travel. Transit-based initiatives are being introduced which combine transit infrastructure with the intensification ofland use and density surrounding this infrastructure. This is not a new idea in Toronto;intensificationalongsubwaycorridors has been occurring since their initial construction. However, new areas of focus have been proposed.

The Growth Plan for the Greater Golden Horseshoe has outlined a series of major transit station areas throughout the region. The Regional Transportation Plan for the Greater Toronto and Hamilton Area has further built on the Growth Plan policies by establishing a network of proposed mobility hubs.

Photo 1. Toronto Pearson International Airport.Source: www.enginnering.ualberta.ca

Photo 2. Wayne County Michigan Proposed Aerotropolis. Source: The Kenan Institute of Private Enterprise 2

3

INTRODUCTION

WHAT IS A MOBILITY HUB?

A mobility hub is a place of connectivity, where different modes of movement, from walking to high speed rail, come together seamlessly (Metrolinx, 2008). In additiontobeingasignificanttransportation nodal point, a mobility hub will include an intensive concentration of employment opportunities as well as shopping, entertainment, and cultural amenities.

The followingTable1 identifies the threemajorclassificationsofmobilityhubs:

Table 1 - Types of Mobility Hubs

Source: Metrolinx

Mobility hubs are becoming increasingly important with the understanding that connecting urban development patterns and multi-modal transportation, while prioritizing local transit, pedestrians, and cyclists,iscriticaltoensuringefficient,sustainable regional transportation patterns (Metrolinx, 2008). The mobility hub differs from conventional transportation infrastructure in that it aims to incorporate a broader objective of creating a centre that allows seamless connections between multi types of transportation and establishes a sense of place for the user. They have become integral parts of transportation networks and urban devel-opment throughout the world.

Theinfluencesphere,andsubsequentbuilt-forms,ofmobilityhubsaredefinedby three components (Metrolinx, 2008):

Transit station: Sits at the core of the de-velopment served by at least one higher-order transit line.

Mobility hub: The immediate vicinity of

buildings, public spaces, and streets, together with the transit station,

Catchment area: The broader area of in-fluenceoutsideofthehubinwhichmostofthe users of the mobility hub live or work. Supports and benefits from the hub andconnects it with the conventional street system.

Photo 3. Example of proximate commerical and trans-portation amenities at St. Pancras Train Station in London, UK. Source: Metrolinx

4

INTRODUCTION

OBJECTIVES OF A MOBILITY HUB

The creation of mobility hubs is central to Metrolinx Regional Transportation Plan (RTP) as well as the transportation-based communities envisioned in Ontario’s Places to Grow initiative. Properly designed stations must allow for easy transit between methods of transportation and a convenient relation with the surrounding urban context. The success of a strategy for implementing mobility hubs can be assessed against the following three lenses:

1. People: Mobility hubs should create attractive, pedestrian-friendly places around stations that combine opportunities for living, working, education, shopping, and recreation by promoting well-designed, mixed-use, intensive development. They should maximize the convenience, comfort, and enjoyment of the transit experience.

2. Environment: Mobility hubs will improveairqualitybyreducingthereli-ance on automobiles and promoting the use of sustainable methods of transportation.

They should regenerate the natural and built environment around stations by reducing ’ building and development, surfacing parking areas and encouraging ‘green’ building and development.

3. Economy: In addition to providing new places of employment, they promote

efficientuseofinfrastructureandenhanced land-values. Improve economic productivity by encouraging more creative, dynamic, and collaborative clus-tersinmixed-useofficedistricts.

The following Table 2 shows the success-ful characteristics of a Mobility Hub:

Table 2 - Successful Characteristics of Mobility Hubs

Source: MetrolinxPhoto 4. Intermodal station in Madrid, Spain.Source: Metrolinx

5

Planning & Analysis

6

PLANNING & ANALYSIS

LOCATION AND DEFINING ELEMENTS

The study area is located within the 1867 hectare Toronto Pearson International Airport Site in the City of Mississauga. This study will focus on lands surrounding a proposed mobility hub at Viscount Road in the Pearson Airport District. The site is bounded by Dorman Road to the North, Highway 409 to the East, Airport Road to the South, and American Road to the West.

The study area was chosen to illustrate the opportunities and potential for innovative development surrounding mobility hubs. The study area has excellent access to highway 409, and thereby to highways 401, 407, 410, and 427. There is also access to Airport Road, a six lane East-West arterial road.

The study area has excellent visibility to both the highway and to Airport Road, which acts as a major draw for commer-cial investment.

Currently, the lands are relatively under-utilized, consisting largely of on-surface parking.

The study area is well serviced and can accommodate a wide variety of develop-menttocomplementtheexistingofficeand light industrial land uses. An airport LINK train station is located at Viscount Road which currently connects the area with Terminals 1 and 2.

Topography

The topography of the study area is relativelyflat.Landsslopeofftowardsthe409 to the east and south of the site. Flat topography provides for more develop-ment opportunities at the site.

Built form and open space

The exiting built form on site is the 6B area parking structure. The majority of the site is used for surface parking. There is a buffer zone for the highway to the east of the site.

Parking

Currently, the majority of the study area is dedicated to parking. The new area 6B parking structure at Viscount Road con-tains 7,700 decked stalls and 1,500 sur-face parking stalls. There is also a large long term parking lot located between Viscount Road and Airport Road.

The amount of parking located on the site is a hurdle to development. Both passenger and employee parking facili-ties are becoming strained; therefore any proposal to remove parking spaces would likelyrunintoconflict.Ontheotherhand,parking lots provide great development opportunities as the space is largely un-derutilized.

7

PLANNING & ANALYSIS

STUDY AREA

Map 1. Context Map. Source: Authors

8

PLANNING & ANALYSIS

SURROUNDING USES

The lands surrounding the study area are employment lands consisting largely of industrialandofficeuses,withsomerestaurants and small retail establishments to service the employment base. There are no residential uses in close proximity to the site.

North: North of Dorman Drive is primarily occupied by industrial uses

South: To the southwest of Airport Road are Air Canada hangars, a Sheraton Hotel and Terminal 3.

East: The east of the site is bordered by highway 409, with a southbound ramp that exits onto Airport Road. East of the 409 aremediumriseofficebuildingsincludingthe 5 buildingAirwayCentre office com-plex, and several high end hotels including theHamptonSuites,theFairfieldInnandSuites, and the Airport Hilton

West: West of American drive is occupied byofficeandindustrialbuildings.Thereisa Four Points Sheraton located at the

Photo 6. The Airway Centre Office Complex.Source: www.matrix.cwcanada.com

Photo 5. Airport Hilton. Source: www.trav.com

corner of American Drive and Airport Road, west of which along Airport road are other economy hotels and restaurants.

9

TRANSPORTATION ACCESS

ROAD ACCESS - AIRPORT

Currently, most people arrive at the airport by automobile, the majority of which are private vehicle trips (see Table 3). However, the Toronto Transit Commission (TTC) and GO transit have bus service that serves the airport.

Road Access

Toronto Pearson International Airport is extremely well positioned within the 400 series highway corridor.

According to the GTAA, approximately 65,000 inbound vehicle trips are made each day on the airport road network, over 80 percent of which are to the main passenger terminal (GTAA, 2008). Furthermore, 82 percent of passenger trips are from within the Greater Toronto Area, more than half of these from the City of Toronto itself (GTAA, 2008). Regional population growth and increased activity surrounding the airport all contribute to congestion and limited accessibility to the airport during peak hours.

Improved accessibility is an increasingly important issue, as economic and population growth in the GTA are expectedtorisesignificantlyoverthenextfew decades.

The vision of the GTAA includes higher order transit connections to Pearson Airport to promote accessibility and sustainability initiatives.

Table 3. Vehicular Mode Split. Source: GTAA Ground Transportation Study, 2005

Photo 7. Traffic Jam on the way to Pearson Airport. Source: Toronto Star

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TRANSIT ACCESS - AIRPORT

The TTC has several bus connections to Pearson Airport. All buses connect with Terminal 3 at the arrivals level and Terminal 1 at the ground level.

192 Airport RocketThe Airport Rocket is a shuttle service from Kipling subway station on the Bloor-Danforth Line to Pearson Airport. It operates daily from 5:30am to 2:00am with an estimated travel time of approximately 25 minutes.

58A MaltonThe 58A Malton provides bus service from Lawrence West Subway Station on the Spadina subway line to Pearson Airport. It operates daily from 5:00am to 1:00am with an estimated travel time of approximately 60 minutes.

307 Eglinton WestThe 307 Eglinton West provides over-night bus service between Yonge Street and Eglinton Avenue. It operates from 1:30am-5:00am.

Map 2. TTC Airport Service Source: Toronto Transit Commission

Photo 8. TTC 192 Airport Rocket Source:www.opentoronto.com

300A Bloor-DanforthThe 300A Bloor-Danforth provides overnight bus service along Bloor-Dan-forth. It operates daily from 2:00am to 5:00am.

Although many bus lines service the airport, trip times can be lengthy depend-ingontrafficcongestion.Furthermore,buses are not always conducive to heavy luggage and early or late travel times.

11


TRANSIT ACCESS - AIRPORT

GO TransitGO bus service operates from York Mills Subway Stations and Yorkdale Mall to Terminal 1 at Pearson International Airport. The service operates hourly from 6:00am to 1:00am Monday to Saturday, and from 9:00am to 1:00am on Sunday.

Mississauga TransitMississauga Transit has regular bus service frombothSquareOneShoppingCentre and Westwood Mall to Terminals 1 and 3.

Mississauga Bus Rapid TransitCurrently under construction is the Mississauga portion of a 100Km eastwest BRT corridor connecting Oakville to Pickering. The corridor will connect with a station at Renforth Drive and Eglinton Avenue, which will serve as the hub for transfers to Pearson Airport. The GTAA has dedicated a transit corridor to access Renforth Station upon thecorridor’s scheduled completion in 2012.

Pacific Western Airport ExpressThe airport express shuttle provides direct transportation from several locations in downtown Toronto to Terminal 1 and Terminal 3. The shuttle departs from the terminal every 20-30 minutes from approximately 5:00am until midnight.

.

Map 3. BRT Corridor (above) Source: Mississauga Transit

Photo 9. Airport Express Bus (above right) Source: K man21, www.wikipedia.org

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UNION-PEARSON RAIL LINK

The Union-Pearson Rail Link is a proposed high speed rail connection between Union Station in downtown Toronto and Toronto Pearson International Airport. In 2004, Transport Canada entered into a public-private partnership to construct the line with Union Pearson AirLink Group (UPAG), which is owned by SNC-Lavalin Engineers & Constructors. The rail proposal will see UPAG construct a three kilometre dedicated spur line along the existing Canadian National Railway Weston Subdivision line which will connect with GO Transit’s Union Station rail corridor.

The service, called Blue22, is proposed to operate in 15 minutes intervals 19 hours a day with a travel time of approximately 22 minutes (Transport Canada, 2009). Transport Canada has estimated that this rapid rail link could eliminate up to 1.5 millionvehicletripsinitsfirstyearalone.

The proposal is currently undergoing an environmental assessment. In the meantime, Transport Canada has designated a rail easement which falls

within the study area. In the interim, only surface level parking is permitted within the easement corridor.

A high speed rail link will provide better connectivity from the downtown to Pearson,andsolvemuchofthetraffic

congestion problems predicted for the airport road network in the coming years. This rail line will be an integral link in the Pearson Airport City model.

Map 4. Proposed Union-Pearson Rail Line. Source:Transport Canada

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TRANSPORTATION ACCESS - STUDY AREA

Currently, access to the site is limited to vehiculartrafficortheairportLINKtrain.

Road AccessThe site can be accessed from highway 409 via Airport Road and Viscount Road. The main east-west route through the study area is Viscount Road. Network Road, located between Viscount Road and Dorman Drive, runs east-west and connects to the current surface parking lot and parking garage. Airport road has full moves signalized access to the site between American Drive and Highway 409.

LINK TrainThe Airport LINK Train is an elevated automated people mover system owned and operated by the Greater Toronto Air-port Authority. The LINK train runs twenty four hours a day, seven days a week and provides connections to Terminal 1 and Terminal 3 of Pearson Airport. A LINK station is located within the study area at Viscount Road.

Photos 10 & 11. LINK Station (above) and Train (below) Source: Jenny - www. airportworld.net

It is connected to a reduced rate parking lot to the South, and it is also linked by pedestrian bridge across Viscount Road to a large parking garage. The LINK train travels the 1.4 km between the three stations in approximately 3.5 minutes, and the Capacity of the LINK train is 2150 passengers per hour per direction (GTAA, 2008).

In terms of expansion, the GTAA has noted that the design of the LINK station at Viscount Road has the potential to provide for additional access/egress at platform level should development occur on the lands bounded by Airport Road to the South and Viscount to the North. The LINK station at Terminal 1 also has provisions for a platform to platform connection with the proposed Union Station – Pearson rail link. Furthermore, an additional car can be added to the train to increase capacity from 2150 - 2500 passengers per hour per direction. However, expansion of the LINK as a network is limited with only one additional station possible.

The LINK cannot be extended to the east beyond Viscount Road.

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PLANNING & ANALYSIS

SWOT ANALYSIS

15

Case Studies

16

CASE STUDIES

THE AEROTROPOLIS CONCEPT

The term Aerotropolis was coined by Professor John Kasarda in response to the rapid expansion of major international airports and subsequent airportrelated development. Based on the metropolitan model of a downtown urban core surrounded by outer suburbs, an Aerotropolis consists of a central airport (or Airport City) surrounded by compatible land uses such as commercial or mixed use development. Many of the world’s airports have over 50,000 employees which, by the United States Census Bureaudefinition,qualifythemasmetropolitan city centres.

Each airport and each city is unique.Thus, every Airport City is different in its own right. Yet there are guiding principles to the Aerotropolis model, most important of which is connectivity. Successful Aerotropolis developments have been found to combine sound urban planning with strategic business planning in order to produce an economically viable and aesthetically pleasing design that is compatible with the needs of the 21st century traveller.

Map 5. Source: John Kasarda, aerotropolis.com

Transit infrastructure is vital to the principle of connectivity. This model is also premised on job creation, as well as the generation of non-aeronautical revenues. Kasarda outlines the business values underlying Airport Cities:

(1) passengers, service-sector businesses, and shippers have unmet needs(2) those needs can be systematically addressed as primary airport area growth drivers continue to increase in size and economic importance(3) airport operators and their enterprise partnerscanbenefitfinanciallybyaddressing those needs.

The study area falls within a large employment district making it an excellent candidate for an Airport City type scheme. A centralized mobility Hub is also an important tenet to the Airport City. Furthermore, non-aeronautical revenue is an important objective of the GTAA, which can be achieved by through the Airport City model.

Many of the case studies to follow illustrate the success of this model within the context of diverse cities.

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CASE STUDIES

AEROTROPOLIS SYNERGY

Table 4. Source: Schipol Group and John Kasarda, www.aerotropolis.com

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CASE STUDIES

SKY CITY - HONG KONG INTERNATIONAL AIRPORT

Hong Kong International Airport’s SkyCity complex is an excellent example of a commercially driven Aerotropolis. SkyCity opened in 2006 and includes a large retail complex, an international exhibition centre, 300,000 square feet ofofficespace,aMarriottHotel,andaninehole golf course. Hong Kong Airport has evenestablishedaspecificdivisiondedicated to commercial and real estate development to help manage SkyCity development.

The connectivity of Hong Kong International Airport and SkyCity is worth exploring. Hong Kong International Airport is a quadramodal hub with air, highway,rail and water connections. The Airport Express is a specialized rapid transit line that connects several destinations including the Disney Theme Park and Tung Chung residential community with the passenger terminal and SkyCity. It is part of Hong Kong’s sophisticated mass transit railway (MTR). SkyCity is also linked to the ferry terminal which operates to the Pearl River Delta in southern China.

SkyCity illustrates successful commercial and retail ventures. The accessibility and the diversity of SkyCity allow it to cater not only air travellers, but also the surrounding communities and mainland residents. Although a development of this scale is not feasible for this study area, the connectivityandsubsequentdevelopments are of notable review.

Photo 12. Honk Kong Internation Airport and SkyCitySource: John Kasarda

Photo 13. Airport Express Train. Source: Wikimedia Commons

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CASE STUDIES

AMSTERDAM ZUIDAS

Amsterdam Zuidas is prime example of an emerging airport edge city. It is a new, primarily international business district located approximately 8 minutes from Amsterdam Airport Schiphol. It is in excellent proximity to the airport, the old Zuidas district, residential Buitenveldert, and the historic centre of Amsterdam. Amsterdam Zuidas is home to the world headquarters of several multinationalcompanies including ABN Amro and ING banks, along with numerous European corporateheadquarters.Ithasmorethan150,000squaremetersofClassAoffice,retail, and hospitality real estate. It also has plans for a large residential component of approximately 9000 multi-family units.Amsterdam Zuidas is composed of three areas:1. Zuidas West, which will include a medical centre, university, and ING group building2. Zuidas Centre, which will include WTC Amsterdam, and the main transit station, as well as the majority of apartment complexes3. Zuidas East, which will include a conference centre and exhibition hall

Zuidas dock station will be the one of the most important projects as it will connect all of the surrounding areas including the old city and the residential district of Buitenveldert. The Thalis high speed rail line connecting Belgium and Paris will eventually stop in Zuidas instead of Amsterdam central station, as will the high speed train to Germany.

Amsterdam is currently ranked number fiveofEurope’smostinterestingbusinesslocations. Zuidas will become an economic powerhouse, creating 1,000,000 m2ofnewofficespace,9,000newapartments, and 53,000 new jobs.

Photo 14. Rendering of Zuidas Main Station.Source: Zuidas CBD Development

Map 6. Location of Zuidas within Municipal Amsterdam. Source: Zuidas CBD Development

Photo 15. Rendering of Zuidas Centre at the year 2030. Source: Zuidas CBD Development

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CASE STUDIES

MEMPHIS INTERNATIONAL AIRPORT

Memphis, Tennessee touts itself as the Aerotropolis capital of America. Memphis International Airport has an extremely successful business model. Memphis Aerotropolis growth strategies focus on job creation, infrastructure improvements and improved connections from the airport to the downtown and residential areas. Memphis International Airport is the world headquartersofFedEx,andisausefulexample for exploring employment generation and economic development in lands surrounding airports. Following the Aerotropolis concept, Memphis has created over 160,000 jobs in airport related industry with an economic impact of US$29 billion in 2007 (Kasarda, 2010).

Memphis Aerotropolis is quadramodaldestination. All four major transportation modes (rail, road, river and air) are found within about 30 kilometres of the airport. The airport has the busiest cargo runway in the world and the I-40 highway is the busiest trucking corridor in the United States (Memphis Chamber of Commerce).

Of particular interest is the Memphis and Shelby County Airport Authority latest project – the new Ground Transportation Centre.

The seven-storey complex is connected to the main terminal by a short walk, thereby eliminating bus transfers between parking facilities and the main terminal. The overall goals of the facility are to promote sustainability by eliminating excess transportation exhaust, and to provide a visually pleasing public space. The centre will consist of covered canopies, extensive landscaping, and public art. It will be an example of functional, yet beautiful space.

The existing parking structure at Viscount Road will be maintained, and this case study is illustrative of the potential for beautifying functional structures.

Photo 16. Rendering of walkway and courtyard of Ground Transportation Centre. Source: Memphis Shelby Airport Authority

Photo 17. Source: www.airportint.com

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CASE STUDIES

BREMEN, GERMANY - INTEGRATED MOBILITY

For several years, Breman, Germany, has been involved in a strategy to integrate a full range of components into their mobility system. The most relevant of these are: 1. Multimodal hubs linking transit, carsharing, cycling, and taxis; 2. An integrated central station for all modes; and 3. One umbrella organization for 35 transit operators in the 4800km² region (LETIS, 2004). There is one ticket, one fee, one consolidated information system for all transport modes and one integrated smart-card for transit, car-sharing, and banking needs. This would bebeneficialfortravelersgoingto-and-from Toronto Pearson via a number of public transportation lines. Mobility hubs are strategically located through Bremen and have links to trams, buses, car-share, cycling networks, and taxis. Each hub contains an electronic journey planning/ticket kiosk which provides real-time information. It would be advantageous to have kiosk like these greeting passengers and routing them to their destination in the Greater Toronto Area.

Bremen has been successful at creating useful intersection points as exemplifiedbythecity’s60percentsustainable transportation modal split made up of 17 percent public transport, 20 per cent walking, and 23 per cent cycling. Changes in demographic patterns (e.g. more people with driver’s licenses), in land-use patterns, and lifestyle have increased the number of trips around the region. It can be viewed as a success that public transit usage and revenues are up and the modal has remained stable.

Photo 19. Mobil.punkt hubs combine carsharing, cabs, transit, bikes, and journey planning kiosks. Source: European Local Transport Information Service

Photo 18. Different modes of transit and operators.Source: Metrolinx

Map 7. Regional transportation map of Bremen showing connecting transit lines. Source: Michael Kühnert, Wikimedia

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CASE STUDIES

FRANKFURT, GERMANY - REGIONAL AND INTERNATIONAL CONNECTIONS

Frankfurt Airport is the largest in continental Europe and a key travel hub. The airport intermodal transportation hub is connected to all transportation systems: Rail, road, and even waterways – fuel for planes is delivered via the latter. There are two railway stations and one bus terminal. The long-distance AIRail Terminal links the airport to destinations throughout Germany and neighbouring countries. Regional and local trains operate from the regional station in Terminal 1. The bus terminal is right in front of Terminal 1 Arrivals Hall. The regional station connects the airport to the region’s S-Bahn and Regionalbahn transportation network. The long-distance stationisuniquelydesignedandrecognizable due to its large-dome shape. Travellers connecting to major European capitals such as Amsterdam, Brussels, and Zurich, can leave directly from the airport station without having to go into central Frankfurt. Lufthansa, the main German airline, allows passengers to check-in from the terminal as well as other cities (Frankfurt Airport, 2010).

Frankfurt is a model for Toronto Pearson especially in its regional train connections. VIA Rail could easily service the airport and allow passengers to connect to Ottawa and Montreal and as well NE United States. An airport mobility hubsignifiestheimportanceoftheairportas a transportation destination and allows travellers to avoid downtown areas.

Photo 21. Airport long-distance rail station.Source: von Benutzer JuergenG. Wikipedia

Photo 20. Airport long-distance rail station.Source: Heidas, Wikipedia

Map 8. Regional transportation map of Frankfurt showing connecting transit lines. Source: Sebastian Scholl, Wikipedia

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CASE STUDIES

DÜSSELFDORF AIRPORT CITY – COMMERCIAL OPPORTUNITIES & GREEN SPACE

Düsseldorf International Airport, the largest airport in the third largest commercial region of Europe. Within walking distance to the terminal, a high-qualitybusinesspark,withanareaof 230,000 m², is being designed called Düsseldorf Airport City. The Airport City hastrafficconnectionsbyroad,rail,andair. The business park combines the advantages of a strategic location and international connections. In addition to containing a hotel, many aviation and otherbusinessescontainofficesthere.One of the key features is the design of open ‘green’ areas. In planning, there was careful consideration given to surface design, the grouping of trees, kinds of trees, and lawns in public areas, etc. The result is landscaping that connects buildings and the airport and takes away from the typical drab surroundings of airports.Althoughthereareofficeparksinthe vicinity of Pearson, they do not connect to the airport via pedestrian routes nor is there a high degree of landscaping, which is a general theme for the area.

The Viscount Rd. mobility hub offers the opportunity to complete a business hub that is attractive to workers with easy connections to the surrounding area. Furthermore, it offers airport users the opportunity to be in a natural setting while waitingforflightsorpassengers.

Photo 23. Masterplan for Düsseldorf Airport CitySource: Düsseldorf International Airport

Photo 22. Rendering of Airgate commercial spaceSource: Düsseldorf International Airport

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CASE STUDIES

UNION STATION, DENVER - MOBILITY HUB

The Downtown Denver Union Station Master Plan will be a large mobility hub that integrates various transit services such as train, bus, and subway services within Denver and the surrounding regions. The plan will preserve existing historicalfeaturesandtheirsignificanceto the history of Denver and surrounding areas. The hub improves the local economy and focuses on environmental benefitsbyhavingmorecitizensusingpublic transit and its connectivity to other transit authorities. Along with improving transit connectivity, it supports pedestrian flowandpublicopenspaces.Itwillalsooffer new acces routes and opportunities to retail businesses. This is relative to the project because it seamlessly connects various modes of transportation in a developed area of downtown Denver and incorporates relaxed public spaces, in a hectic transportation hub.

Photo 24. Denver Union Station Master PlanSource: Denver Union Station Project Authority

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CASE STUDIES

JAMAICA STATION, NEW YORK - AIRPORT TRANSIT

The Jamaica Station in New York connects the John F. Kennedy Air Train to multiple nodes of transit including the expansive downtown New York subway grid that connects local regions and downtown Manhattan. It also provides alternate approaches for managing airport trafficbyhavingcheck-insanddropoffs for travelers boarding at one of the Terminals at JFK Airport. This is important for Pearson Airport development because it reduces congestion on local Highways while providing alternative methods for movingtrafficseamlesslythroughtheTerminalsandtakingtrafficoffofthemainstrip. It also connects to various other transit routes in a stress free environment by providing large open spaces for relaxation and stimulates local economies because of passengers who arrive earlier andwaitfortheirplanes.Airporttrafficisalso alleviated because passengers using the Air Train can be picked up at various other local stations, rather than at the airport itself.

Photo 25. Jamaica Station, New YorkSource: Ll Refugee, Flickr

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CASE STUDIES

AIRPORT CITY, DUBLIN

The Airport City Plan will transform Dublin Airport into a world renowned commercial zone. The zone is a vital to Ireland’s economy and future business and commerce investments. The airport incorporates multiple transit systems as well as connectivity between buildings for commercial and business use. The airport city will incorporate various transit alternatives for getting to and traversing the airport city as well as the implementation of an elevated boardwalk that spans across the site. The site will be important in bringing together government, aviation, and commercial organizations together into a site of economic activity. Dublin Airport Authority plans to turn this busy international airport into a community of tenants and investors and a destination connected to Ireland as a whole. Plans could be implemented into a setting at Pearson International Airport as well to connect the airport to the rest of the Greater Toronto Area in a seamless fashion.

Photo 26. Airport City Lighting Plan

Photo 27. Proposed City Station Stop

Photo 28. Dublin AIrport City Master Plan

Source: Dublin Airport Authority

Photo 26. Airport City Lighting Plan.Source: Dublin Airport Authority

Photo 27. Proposed City Station Stop.Source: Dublin Airport Authority

Photo 28. Dublic Airport City Master Plan.Source: Dublin Airport Authority

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Design Strategy & Visioning

28

VISION STATEMENT

A NEW FACE ON PEARSON INTERNATIONAL - VISION STATEMENT

Pearson’s Airport City will be a destina-tion and add a new dimension to the existing airport fabric. As the key air entrance point to Canada for millions of travellers,itwillprovideanefficienttransportation links throughout the region andshowcasehighqualityurbandesign.For employees of Peason, it will allow faster trips to-and-from the workplace. For future employees of businesses that will locate in the Airport City, there will be natural surroundings and green space with an urban character as well as proximity to commericial establishments, restaurants, etc. As an extension of Pearson, it will be a truly global location and allow for the future sustainability of surrounding airport lands.

The two key features in this plan are the mobility hub and the Airport City, of which the mobility hub will be the centrepiece.

The mobility hub will be the cornerstone of the Northwest section of the Greater Toronto Area (GTA). Multiple forms of transportation (Train, bus, vehicles) will be centralized in one area. For those using public transporation, there will be efficientconnectionsthroughouttheGTA.Regional transportation links will provide service throughout southern Ontario and the northeastern United States. By using the LINK train to connect to terminals, it is possible for an airport visitor to go from downtown Toronto to their plane without stepping outside.

TheAirportCitywillprovidehigh-qualityofficespaceandserviceswithinashortdistance to the terminals. Among these services will be hotels, meeting spaces, parks, restaurants and other urban amenities. Businesses will have a competitive advantage with regional and international transportaion links.

In the 21st century, one cannot continue to envision an airport as a self-contained enitity, but linked with the broader community.

Photo 29. Viscount Rd. LINK Station.Source: Hdeeks, Flickr

Photo 30. Rendering of Airport City, Franfurt, Ger-many. Source: Gateway Gardens

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GUIDING PRINCIPLES

GUIDING PRINCIPLES

Connectivity & Mobility are the key priorities. Public transportation sources from Pearson to downtown Toronto and keyregionalpointsareinadequateforthe size and importance of the airport. Furthermore, they are not consolidated in one location making it awkward for the airport visitor. There is a necessity to take transit ‘off-curb’. The LINK train will whisk visitors from the terminals to the mobility hub where they will have a number of transportation options to the Southern Ontario region. When the Pearson-Union rail link opens, visitors will have a direct route to-and-from downtown. It will be possible for an outbound passenger to travel from Union Station to their plane without having to go outside. Kiosks will allow passengers to print their boarding passes and bypass manual check-ins. The mobility hub will also act as a hub for the northwest region of the GTA.

New commercial zone. The proposal for Airport City is to create a high-density zone with time-sensitive manufacturing

and distribution; hotel, entertainment, retail, convention facilities, restaurants, and mobility hub. Although open to any commercial establishment, the aim is to be a cluster of aviation-related businesses. With proximity to a significantinternationalairport,itwillbeideal for multinational businesses. For firmsspecializingininformationandcommunications technology and other high-tech industries, air accessibility is especially crucial. It will be powerful engine of economic development for the Northwest GTA not only upon completion, but with the large amount of construction expected to take place. 185,000 jobs are related to Pearson which Airport City will be able to market to (GTAA, 2008).

Environmental sustainability in design. Environmental issues will be addressed on the same level with the project’s commercial and functional considerations. All buildings will purport to LEEDstandardthroughhigh-qualitydesign. There will be strategies for lighting, use. Although car-use is

inevitable in the location of the airport, highqualitypublictransportationlinkswill make other options viable. The use of green roofs and extensive landscaping will provide an environment where people enjoy working and visiting.

High-quality public spaces. Airports are semi-private spaces that do not encourage visitors to leave. Often, there is no place to go. Airport City will provide awelcomeescapefromtheconfinesofthe terminal, especially in the summer months, when people can access public spaces. There will be well-groomed natural spaces and pedestrian corridors with various types of trees and plants. Placemakingandwayfindingwillbeenhanced by thematic architectural features and iconic structures. There will beapublicsquarethatactsasacenterpiece. Like European plazas, it will contain restaurants and bars around the outside and have space for public performances such as lunch-time concerts.

30

PLANNING CONTEXT

CONTEXT

For the purpose of this study, the Viscount Rd. lands refer to the North and South 409 Lands on the Pearson Airport site (see Context Map). The site is located within the city of Mississauga, at the eastern boundary of the airport, however are run under federal jurisdiction. The site is separated from the terminals by Airport Rd., which forms the southern boundary. The other boundaries are composed of the lot division between the site and the low-rise industrial buildings running along American Dr., Dorman Dr. to the north, and Highway 409 to the east. The LINK train connects the South 409 Lands from a surface station to Terminals 1 and 3. The LINK station is connected to the North 409 Lands via a pedestrian bridge across Viscount Rd. to 1 1,500 stall surface parking lot and 5-level, 7,700 stall parking garage. The visioning study deals with the redevelopment of the above described lands. A future Phase 2 development would include the development of the lands between American Dr. and the site.

Photo 31. Site overview. Source: GTAA

31

CONTEXT

PLANNING CONTEXT - KEY DOCUMENTS

The development of the Airport lands (including the South 409 Lands) are not subject to any municipal or provincial or otherOfficialPlanortheOntarioBuildingCodeorfirecoderegulation.HoweverAirport City should adhere to principles outlined in provincial planning document wherever possible as they constitute progressive planning.

Provincial Policy Statement

The 2005 Provincial Policy Statement (PPS) provides direction on development and land use planning matters, indicating whereintensificationandredevelopmentis appropriate, and what considerations should be applied. The PPS states that intensificationandredevelopmentinbuilt-up areas should provide a mix of uses, housing and employment opportunities, parks and open spaces, and transportation choices promoting pedestrian movement.

Map 9. Phases 1 and 2 of development. Source: Authors

32

PLANNING CONTEXT


1.6.5 Transportation Systems

Section 1.6.5 of the PPS, 2005 states that transportation systems should be providedwhicharesafe,energyefficient,facilitate the movement of people and goods, and are appropriate to address projected needs.

Section 1.6.5.3 states that connectivity within and among transportation systems and modes should be maintained and, where possible, improved including connections which cross jurisdictional boundaries.

Section 1.6.5.4 states that land use pattern, density and mix of uses should be promoted that minimize the length and number of vehicle trips and support the development of viable choices and plans for public transit and other alternative transportation modes, including commuter rail and bus.

1.6.7 Airports

Section 1.6.7.1 of the PPS, 2005 states that planning for land uses in the vicinity of airports shall be undertaken so that the long-term operation and economic role of airports is protected.

Section 1.6.7.2 states that airports shall be protected from incompatible land uses and development by considering redevelopment of existing residential uses andothersensitivelandusesorinfillingofresidential and other sensitive land uses in areas above 30 NEF/NEP only if it has been demonstrated that there will be no negative impacts on the long-term function of the airport.

1.7 Long-Term Economic Prosperity

Section 1.7.1 of the PPS, 2005 states that long-term economic prosperity should be supportedbyprovidingforanefficient,cost-effective, reliable multi-modal transportation system that is integrated

with adjacent systems and those of other jurisdictions, and is appropriate to address projected needs.

Places to Grow Plan – Growth Plan for the Greater Golden Horseshoe

Ontario’s Places to Grow Act (2006) provides a vision and Growth Plan for the Greater Golden Horseshoe (GPGGH), 2006, which centres on the Greater To-ronto Area. The Growth Plan is a policy approachthatidentifiesurbangrowthcentres, sets targets for population and employment density and supports expanded infrastructure in growth areas to protect and conserve rural and greenbelt lands. The GPGGH refers to mostly municipalities and not lands under federal governance; however Airport City should adhere to principles outlined in the GPGGH wherever possible.

33

CONTEXT


2.2.5 Major Transit Station Areas and Intensification Corridors

Section 2.2.5.2 of the GPGGH states that major transit station areas will be planned and designed to provide access from various transportation modes to the transit facility, including consideration of pedestrians, bicycle parking, and commuter pick-up/drop-off areas.

Section 3.2.2 Transportation – General

Section 3.2.2.1 of the GPGGH states the transportation system within the GGH will be planned and managed to: a) Provide connectivity among transportation modes for moving people and moving goods; b) Offer a balance of transportation sources that reduces reliance upon any single mode and promotes transit, cycling, or walking; and c) Be sustainable, by encouraging the mostfinanciallyandenvironmentallyappropriate mode for trip-making.

Section 3.2.2.1 of the GPGGH states that in planning for the development, optimization, and/or expansion of new or existing transportation corridors, the Ministers of Public Infrastructure Renewal and Transportation, other Ministers of the Crown, other public agencies and municipalities will: a) Support opportunities for multi-modal use where feasible, in particular prioritizing transit and goods movement needs over those of single occupant automobiles, and b) Consider increased opportunities for moving people and moving good by rail, where appropriate.

Section 3.2.3 Moving People

Section 3.2.3.2 of the GPGGH states that all decision on transit planning and investment will be made according to expanding transit-service to areas that have achieved, or will be planned so as to achieve, transit-supportive residential and employment densities, together with amixofresidential,office,institutional,and commercial development wherever possible.

National Building Code

The National Building Code of Canada 2005 apply to the construction of buildings, including extensions, substantial alterations, buildings undergoing a change of occupancy, and upgrading of buildings to remove an unacceptable hazard. Prepared by the Canadian Commission on Building and Fire Codes, the NBC is used as a model for virtually all regulations in Canada and pertains whether you are constructing a building, or renovating or altering it. Health and safety are the Code’s primary objectives, and it strives to achieve these objectives by establishing model standards.

Zoning

The Airport (including the South 409 Lands) is governed by certain federal land use policies to ensure compatibility of the Airport’s operation with the surroundingcommunities.Specifically,the Airport (and the surrounding

34

PLANNING CONTEXT


communities) are subject to Zoning RegulationsthatarespecifictotheAirport, which are included in the “Toronto Lester B. Pearson International Airport Zoning Regulations” and Transport Canada’s “Land Use in the Vicinity of Airports” guidelines.

Zoning By-law 0225-2007, as amended by the City of Mississauga, currently zones the North and South 409 Lands as AP – Airport. Although the City of Mississauga does not have any jurisdiction over airport lands, this area is including in zoning maps to recognize land that is within city boundaries. Phase 2 lands are zoned E2 and E3 – Employment Zones. The exception is the parcel on the corner of American Dr. and Airport Rd. which is zoned E2-38. The following uses are not permitted on the parcel: a) Truck terminal; b) Waste Processing Station; c) Waste Transfer Station; d) Composting Facility; e) Adult Entertainment Establishment; f) Body-rub establishment; and g) Broadcasting/communication facility (City of Mississauga, 2007).

Map 10. Zoning by-law designations. Source: City of Mississauga

35

CONTEXT


Airport Construction Code

The Airport Construction Code is published by the GTAA to provide a comprehensive and concise set of requirementsfortenantsandemployeesof the GTAA and their consultants and contractors to assist in the planning and construction of projects on Airport Lands. Adherence to the Airport Construction Code is mandatory for all Airport design and construction work.

Airport Master Plan

Taking Flight: The Airport Master Plan 2008–2030 provides the framework for the redevelopment of the Airport. The primary purpose of the Master Plan is to describe the long-term development of facilitiesthatwillberequiredtoenablePearson to meet its strategic objectives while serving the needs of the traveling public and region it serves. It is a comprehensive study of the airport that addressesairfield,passengerterminal,groundside access, cargo, business

aviation, support and ancillary facilities and facility improvements. Section 7- Roads, Transit, and Parking is of particular importance to our development. This chapter describes the existing groundside facilities and current groundside system uses as well as existing and future demands with proposed infrastructure improvements and initiatives intended to address the long-term groundside demands.

Other documents that should be given consideration, especially with regards to design, are:

Canadian Transportation Agency a) Air Travel Accessibility Regulations

b) Code of Practice – Removing Communication Barriers for Travellers With Disabilities

c) Guide to Removing Communication Barriers for Travellers With Disabilities

d) Code of Practice for Terminal Accessibility

Transport Canada

a) Going Places – Access Needs of Visually Impaired Travellers in Transportation Terminals: Design Guidelines

b) Making Transportation Accessible – A Canadian Planning Guide

36

DEVELOPMENT PRINCIPLES

INTRODUCTION & SUSTAINABILITY

The following principles form the basis for anurbandesignstrategyspecifictothegrowth, development, and improvements of the Viscount Rd. site.

SUSTAINABILITY

Once Airport City and its mobility hub are constructed, they will build on a prime location within the city and set an exception standard in examples of multi-use transportation and sustainable development via the built-form. The project will adhere to a policy of developing, operating, and maintaining Airport City using environmentally sound design, construction and management practicesforairandwaterquality,noisereduction, and proper disposal of waste and hazardous materials. Building technology will be used to support green infrastructure and will adopt the U.S. and Canada Green Building Councils’ Leadership in Energy and Environmental Design (LEED) Green Building Rating Systems as the basis for determining the application of sustainable design and construction.

Photo 32. Interior of Atocha Station, Madrd, Spain. Source: Metrolinx

Photo 33. Open space at Düsseldorf Airport City. Source: Düsseldorf International Airport

Map 11. Overview of open space and green corridors at Düsseldorf Airport City. Source: Düsseldorf International Airport

Photo 34. Brasfield & Gorrie HQ, Birmingham, Alabama - Example of LEED certified commercial space. Source: Brasfield & Gorrie

37


DIVERSITY

Airport City will support a wide range of retail, employment, hotel, cultural, open space, and entertainment land uses. As there is no existing built fabric on the lands, with the exception of a LINK station and parking needs, there is carte blanche to develop a new space. Airport City and the mobility hub will both contain employment space. The mobility hub will contain mostly retail establishments located throughout its various levels. Airport City will contain officestructureswithcommercialandrestaurant facilities at grade. The project will retain a sense of inclusiveness with semi-public spaces throughout and access to the surrounding community.

Photo 35. Rendering of commerical space surrounding mobility hub - Dublin Airport City, Dublin, Ireland. Source: Dublin Airport City

Photo 37. Train levels seperated by retail and com-mercial - Berlin Hauptbahnhof, Berlin, Germany. Source: JIP, Wikipedia

Photo 36. Amsterdam World Trade Center located close to Schipol Airport, Amsterdam, Netherlands. Source: Hagemon, Panoramio

Photo 38. Brisbane Airport Factory Outlet retail.Source: Stevemt, Virtual Tourist

38


BUILT-FORM

The mobility hub and buildings in the Airport City will contribute to the coherence of streets, paths, and open spacesthroughhighqualitydesignandappropriate transitions between buildings and the surrounding context. In keeping with current height restrictions, no structure will be taller than 48m which allows for a human scale. Built form will be designed to limit impacts on adjacent areasbyensuringadequatelight,views,and privacy.

Photo 39. Rendering of commerical space surrounding mobility hub which is designed on a human scale and in keeping with heigh restrictions near airport - Dublin Airport City, Dublin, Ireland. Source: Dublin Airport City

Photo 40. Airrail Frankfurt Airport terminal will be accommodating the KPMG HQ, two Hilton hotels and retail outlets - Frankfurt, Germany. Source: Petitj, Wikipedia

39


PUBLIC REALM

Airport City will be active, inviting, and visually appealing for all users, providing a cohesive public environment while linking the terminal areas and surrounding communities. Street level will provide active, at-grade uses that are safe, accessible, and interconnected. An advanced security system will ensure protection of the public at all hours. Street furniture will be inviting to visitors and employees. Two categories of people it willbebeneficialtoarePearsonvisitorswhohavetimeconnectingbetweenflightsor for people picking up arriving visitors whoseflightsaredelayed.Likewise,themobility hub will offer previously unavailable rapid public transportation connections to downtown Toronto. There will be limited streets for vehicular use. Surroundings streets will be directed into the mobility hub and parking garage and will not interfere with pedestrian use.

Photo 41. Simple transition between public and semi-public space - Central Station, The Hague, Netherlands.Source: Metrolinx

Photo 43. Rendering of path system through park space - Gateway Gardens, Frankfurt Airport, Frankfurt, Germany. Source: Gateway Gardens

Photo 42. Patio at Federation Square - Melbourne, Australia. Source: Federation Square

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HERITAGE AND CULTURE

Airport City and the mobility hub will pay homage to Canada and Toronto. These elements will be both tangible (built-form) and intangible (values, spirit-of-place, and character). The development will showcase both historic design concepts (like aspects of Native Canadians currently displayed in the terminals) and up-and-coming and established artists. The mobility hub will feature an area with rotating art displays as many European cities have in their metro systems. Photo 44. Public art in Millennium Park, Chicago.

Source: Metrolinx

Photo 45. Media exhibit at Terminal 1, Pearson. Source: Mikey, Now Public

Photo 46. Green art design exhibit at PearsonSource: Lloyd Alter, Treehugger

41

VISIONING

MOBILITY HUB - KEY INITIATIVES

Photo 47. Simple transition from train to mobility hub. Large open platforms. Source: Dublin Airport

Photo 49. Easy connectivity between mobility hub and Airport City. Source:Dublin Airport City

Photo 48. Transparent to outside and captures natural light as exemplified by Strasbourg Station. Source: Fegersheim 2009, Picasa

Photo 50. Multi-transportation sources and operators. Source: Jason Kambitsis, Wired

42

VISIONING

OPEN SPACES - KEY INITIATIVES

Photo 51. Public space located in plazas with street furniture. Source: Gateway Gardens

Photo 52. Ample green spaces including park. Source: Gateway Gardens

Photo 53. Merger of restaurants and cafes into public space. Source: Gateway Gardens

Photo 54. Green roofs with space for employees on some commercial buildings. Source: Lloyd Alter, Treehugger

43

VISIONING

STREETSCAPES - KEY INITIATIVES

Photo 55. Narrow secondary roads which merge with sidewalks between commerical buildings. Source: Gateway Gardens

Photo 56. Rendering of potential streetscape. Source: Buzzard-Icon Blogspot, Won Kang

Photo 57. Rendering of potential streetscape. Source: Buzzard-Icon Blogspot, Won Kang

Street rendering. Source: D. Nawrot

44

VISIONING

HERITAGE & PUBLIC ART INITIATIVES

Photo 58. Performance art showcasing Canadian traditions Source: Harriet Baskas, Stuckattheairport.

Photo 60. Art display showcasing Canadian aviation history and identifying mobility hub with airport. Source: Harriet Baskas, Stuckattheairport.com

Photo 59. Street musicians performing lunch time concerts. Source: Mannikon, Flickr

Photo 61. Unique street art.Source: Tony Lea, Flickr

45

VISIONING

GATEWAYS & VIEWS - KEY INITIATIVES

Photo 62. Terminus street views with green islands. Source: Gateway Gardens

Photo 63. Possible view from Highway 427. Source:Hochhausforum, Skyscrapercity.com

Photo 64. Pedestrian plaza between corporate build-ings. Source: Libeskind, Skyscrapercity.com

Photo 65. Unique gateway. Source: Spacing Maga-zine, Flickr

46

Design Concept

47

DESIGN CONCEPT

CONCEPT PLAN

Mobility Hub OfficeMixedUse Hotel Mixed Use Public Open Space Park Space Existing Built Form

Viscount Road

American Drive

Highway 427

Airport R

oad

48

DESIGN CONCEPT

DESIGN ELEMENTS

OfficeandHotelMixedUsebuildingsprovide business and commercial opportunities for local businesses and international commerce. Hotels also provide convenient sleep arrangement for national and international commuters.

Buildings frame the inner public spaces while separating the public from highway and industrial uses. Building heights become lower towards the south end in order to provide line of sight of the local landscape.Higherfloorsaresetbacktoreduce the effect vertical walls have at the pedestrian level and overshadowing.

A Mobility Hub was incorporated to provide a station for potential GO and VIA Rail connections, possible connections from the Eglington LRT, as well as TTC, Mississauga, and Brampton Buses. The hub also provides an area for retail and connected the station to the existing LINK Train.Thebuslevelisonthegroundfloorwith connections to a large open space, Trains are connected underground, and retail as well as the LINK Train on the upper levels. Incorporation of escalators and moving walks would make movement with luggage less demanding.

Public Open Spaces and Green Spaces allow for areas of leisure and relaxation for local and international travelers. The publicspacesalsoprovideadequatespace for entertainment, recreational purposes, restaurant patios, and outdoor waiting areas.

Artistic Features provide iconic landmarks. This includes the glass floorsabovethetrainstationwhichalsoprovides a natural source of light. A glass canopy provides natural light for the hub and retail area and gives an iconic feature to the building.

49

DESIGN CONCEPT

PERSPECTIVES - NORTH

50

DESIGN CONCEPT

PERSPECTIVES - EAST

51

DESIGN CONCEPT

PERSPECTIVES - SOUTH

52

DESIGN CONCEPT

PERSPECTIVES - WEST

53

DESIGN CONCEPT

SHADOWS - MARCH 1 16:30

54

DESIGN CONCEPT

SHADOWS - JUNE 1 18:00

55

DESIGN CONCEPT

SHADOWS - SEPTEMBER 1 17:00

56

DESIGN CONCEPT

SHADOWS - DECEMBER 1 15:30

References

57

REFERENCES

PUBLICATIONS

Appold, S. and Kasarha J.D. (2009). Achieving good airport neighbour relations. Global Airport Cities. Retrieved from: http://www.aerotropolis.com/files/2009_09_AirportNeighborRelations.com

Ashby, A (2009). Memphis airport unveils ‘green’ plans for Ground Transportation Center Memphis Business Journal.

City of Mississauga (2010). Mississauga Transit. Retrieved from: http://www.mississauga.ca/portal/residents/publictransit/

City of Mississauga. (2007). Mississauga Zoning By-laws. Retrieved from: http://www.mississauga.ca/portal/residents/zoningbylaw

DüsseldorfAirport.(2010).AirportCity.Retrievedfrom:http://www.duesseldorf-international.de/dus_en/freiraumgestaltung/

European Local Transit Information Service. (2004). Bremen’s Integrated Mobility. Retrieved from: http://www.eltis.org/docs/studies/Bremen_s_Integrated_Mobility.pdf

FrankfurtAirport.(2010).ArrivingbyBusorTrain.Retrievedfrom:http://www.frankfurt-airport.com/cms/default/rubrik/25/25034.arriving_by_bus_or_train.html

Government of Ontario, Metrolinx Agency (2008). Green Paper #2 – Mobility Hubs. No longer available but retrieved from Metrolinx website.

GovernmentofCanada.(2005).NationalBuildingCodeofCanada.Retrievedfrom:http://www.nationalcodes.ca/nbc/index_e.shtml

Government of Ontario, Metrolinx Agency (2008). Mobility Hubs: development of a regional transportation plan for the greater Toronto and Hamilton area – consultationpaper#2.Retrievedfrom:http://Mobility_Hubs_Metrolinx.ca

Government of Ontario, Metrolinx Agency (2009). Environmental Project Report – Georgetown South Service Expansion and Union-Pearson Rail Link. Retrieved from: www.metrolinx.com/gsse/default.aspx

Government of Ontario, Metrolinx Agency (2008). Backgrounder -Mobility Hubs. Retrieved from: http://www.metrolinx.com/Docs/big_move/RTP_Backgrounder_Mobility_Hubs.ca

Government of Ontario – Ministry of Energy and Infrastructure. (2006). Growth Plan for the Greater Golden Horseshoe. Retrieved from: https://www.placestogrow.ca/index.php?option=com_content&task=view&id=9&Itemid=14

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REFERENCES

PUBLICATIONS

Government of Ontario – Ministry of Municipal Affairs and Housing. (2005). Provincial Policy Statement. Retrieved from: http://www.mah.gov.on.ca/Page215.aspx

Greater Memphis Chamber of Commerce (2010). America’s Aerotropolis. Retrieved from: http://www.memphischamber.com/EconomicDevelopment/Aerotropolis.aspx

Greater Toronto Airport Authority. (2006). Airport Construction Code. Retrieved from: http://www.gtaa.com/local/files/en/Business/Airport_Construction_Code_2005.pdf

Greater Toronto Airport Authority (2008). Airport Master Plan: chapter 7 – roads, parking and transit. Retrieved from: http://www.gtaa.com/en/gtaa_corporate/publications/master_plan/

Greater Toronto Airport Authority. (2008). Toronto Pearson Fast Facts. Retrieved from: http://www.gtaa.com/en/news/media_guide/toronto_pearson_fast/

GreaterTorontoAirportAuthority.South409LandsRequestforProposals.

Hong Kong Tourism Board (2010). SkyCity. Retrieved from: http://www.discoverhongkong.com/eng/attractions/outlying-skycity.html

Kasarda, J.D. (2009). Aerotropolis: airport cities. Retrieved from: http://www.aerotropolis.com/aerotropolis.html

Kasarda, J. (2010). Airport Cities and the Aerotropolis – the way forward. Global Airport Cities. Retreived from: http://www.aerotropolis.com/articles.html

McCormickRankinCorporation(2007).Area6redevelopmenttrafficfeasibilityreview–draftpreparedfortheGreaterTorontoAirportAuthority.

Toronto Transit Commission (2010). Service to Pearson International Airport. Retrieved from: http://www3.ttc.ca/Riding_the_TTC/Airport_service.jsp

Zuidas CBD Development News (2009). Amsterdam Zuidas. Retrieved from http://www.skyscrapercity.com/showthread.php?t=608136

59

REFERENCES

TABLES

Table 1 - Metrolinx – Green Paper #2 – Mobility Hubs

Table 2 - Metrolinx – Green Paper #2 – Mobility Hubs

Table 3 - GTAA Ground Transportation Study, 2005

MAPS

Map 1 - Authors

Map 2 - http://www3.ttc.ca/Routes/192/Map.jsp

Map 3 - http://www.mississauga.ca/portal/residents/2009environmentalassessment

Map 4 - http://www.tc.gc.ca/eng/mediaroom/backgrounders-b03-a047e-1610.htm

Map 5 - http://www.aerotropolis.com/aerotropolis.html

Map 6 - http://www.skyscrapercity.com/showthread.php?t=608136

Map7-http://commons.wikimedia.org/wiki/File:De_bremen_tram%2Bplans_2006.png

Map8-http://en.wikipedia.org/wiki/File:Schienennetzplan_Frankfurt_am_Main.png

Map 9 - Authors

Map 10 - http://www.mississauga.ca/portal/residents/zoningbylaw

Map11-http://www.duesseldorf-international.de/dus_en/freiraumgestaltung/

60

REFERENCES

PHOTOS

1 - http://www.engineering.ualberta.ca

2 - http://www.emich.edu/public/geo/557book/d371.aerotropolis.html

3 - Metrolinx – Green Paper #2 – Mobility Hubs


5 - http://www.Trav.com/property/Canada/Mississauga

6 - http://matrix.cwcanada.com

7 - http://www.thestar.com/news/gta/article/260757

8 - http://www.opentoronto.com

9-http://en.wikipedia.org/wiki/Toronto_Airport_Express

10 - http://www.airportworld.net/forums/showthread.php?p=490

11 - http://www.airportworld.net/forums/showthread.php?p=490

12 - http://www.aerotropolis.com/articles.html

13-http://en.wikipedia.org/wiki/File:Airport_Express_Train.jpg

14 - http://www.skyscrapercity.com/showthread.php?t=608136


16-http://www.mscaa.com/?q=node/110 17-http://www.airportint.com/news/memphis_international_2009s_biggest_cargo_airport.html


61

REFERENCES

PHOTOS

19-http://www.eltis.org/docs/studies/Bremen_s_Integrated_Mobility.pdf

20-http://en.wikipedia.org/wiki/File:Flughafen-Fernbahnsteig_Fahrstuhl-Frankfurt_am_Main.JPG

21-http://en.wikipedia.org/wiki/File:FRA_fernbf2.jpg

22-http://www.duesseldorf-international.de/dus_en/airgate/

23-http://www.duesseldorf-international.de/dus_en/airport_city/

24-http://www.denverunionstation.org/images/DUSPA_images/renderings/canopy_eva_aerial_900_674_2.jpg

25-http://www.flickr.com/photos/radunzel/2878682782/

26-http://www.dublinairportcity.ie/images/img_dac_gallery_large1.jpg



29-http://www.flickr.com/photos/hdeeks/448752432/

30-http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf

31 - Sent from Pat Garisto, GTAA


33-http://www.duesseldorf-international.de/dus_en/freiraumgestaltung/

34-http://www.brasfieldgorrie.com/_images/portfolio/77/3.jpg

35 - http://www.dublinairportcity.ie/connectivity.html

36 - http://www.panoramio.com/photo/232726

62

REFERENCES

PHOTOS

37-http://en.wikipedia.org/wiki/File:Berlin_Hauptbahnhof_middle_level.jpg

38-http://www.virtualtourist.com/travel/Australia_and_Oceania/Australia/State_of_Queensland/Brisbane-1878979/Shopping-Brisbane-General-BR-1.html

39 - http://www.dublinairportcity.ie/lifestyle.html

40 - http://en.wikipedia.org/wiki/File:AirrailFrankfurtAirport.jpg


42-http://www.fedsquare.com/index.cfm?pageID=330 43-http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf


45 - http://media.nowpublic.net/images//ac/2/ac2913befe98eda74c38a4acfa04d04e.jpg

46-http://www.treehugger.com/files/2009/11/pearson-airport-green-design.php

47 - http://www.dublinairportcity.ie/sustainability.html

48-http://picasaweb.google.com/lh/photo/i5zu-eQKESboaM11EuDFxg

49 - http://www.dublinairportcity.ie/lifestyle.html

50 - http://www.wired.com/autopia/tag/mass-transit/




54-http://www.treehugger.com/files/2009/10/prefab-portable-green-roof.php

63

REFERENCES

PHOTOS


56-http://1.bp.blogspot.com/_T2L-4DYY2Kk/R32pun37WyI/AAAAAAAAAL8/hjABCbkpSmU/s1600-h/strathcona.jpg

57-http://1.bp.blogspot.com/_T2L-4DYY2Kk/R3_TxH37W1I/AAAAAAAAAMU/Y2D_eQwJw84/s1600-h/roundhouse+1.jpg

58 - http://stuckattheairport.com/2009/08/13/hoop-dancing-at-toronto-international-airport/

59-http://www.flickr.com/photos/mansony/2564778663/

60 - http://stuckattheairport.com/2009/08/13/hoop-dancing-at-toronto-international-airport/

61-http://www.flickr.com/photos/clickr12345/2250940713/




65-http://www.flickr.com/photos/spacing/1121468959/

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Toronto Pearson Mobility Hub

Documents

Transcript of Toronto Pearson Mobility Hub