Toronto Pearson Airport City and Mobility Hub A New Face on Viscount Road

Type 1 - Emily Bumbaco - Planning & Analysis Type 2 - Derek Nawrot - Design Strategy & Visioning Type 3 - Michal Kuzniar - Design Concept Submitted to: Donald Verbanac Course: PLE 755 - Contemporary Urban Design April 26, 2010

Table of Contents
Section
Introduction Introduction What is a Mobility Hub? Objectives of a Mobility Hub Planning & Analysis Location & Defining Elements Study Area Surrounding Uses Road Access - Airport Transit Access - Airport Union-Pearson Rail Link Transportation Access - Study Area SWOT Analysis Case Studies The Aerotropolis Concept Aerotropolis Synergy Sky City, Hong Kong Hong Kong International Airport Amsterdam, the Netherlands Zuidas Memphis, USA - Memphis International Airport Breman, Germany Integrated Mobility Frankfurt, Germany Regional and International Connections Dsseldorf Airport City Commercial Opportunities and Green Space

Page
1 2 3 4 5 6 7 8 9 10 12 13 14 15 16 17 18 19 20 21 22 23 Denver, USA - Union Station, Mobility Hub New York, USA Jamaica Station Airport Transit Dublin, Ireland Airport City Design Strategy & Visioning Vision Statement Guiding Principles Context Planning Context - Key Documents Development Principles Introduction & Sustainability Development Principles Diversity Development Principles Built-Form Development Principles Public Realm Development Principles Heritage & Culture Visioning Mobility Hub Visioning Open Space Visioning Streetscapes Visioning Heritage & Public Art Visioning Gateways & Views 24 25 26 27 28 29 30 31 36 37 38 39 40 41 42 43 44 45 Design Concept Concept Plan Design Elements Perspectives: North East South West Shadows: March 1 16:30 June 1 18:00 September 1 17:00 December 1 15:30 References Publications Tables Maps Photos 46 47 48 49 50 51 52 53 54 55 56 57 58 60 60 61

Introduction

INTRODUCTION

INTRODUCTION
As the population of the GTA grows, traffic congestion is becoming more and more of a problem. Provincial, regional, and well as municipal plans all reflect an increasing focus towards alternative means of travel. Transit-based initiatives are being introduced which combine transit infrastructure with the intensification of land use and density surrounding this infrastructure. This is not a new idea in Toronto; intensification along subway corridors 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. A mobility hub is a major transit station area with significant and varied levels of transit, 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 support 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.

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

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 addition to being a significant transportation nodal point, a mobility hub will include an intensive concentration of employment opportunities as well as shopping, entertainment, and cultural amenities. The following Table 1 identifies the three major classifications of mobility hubs: 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, is critical to ensuring efficient, 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 development throughout the world. The influence sphere, and subsequent built-forms, of mobility hubs are defined by three components (Metrolinx, 2008): Transit station: Sits at the core of the development served by at least one higherorder transit line.
Source: Metrolinx

buildings, public spaces, and streets, together with the transit station, Catchment area: The broader area of influence outside of the hub in which most of the users of the mobility hub live or work. Supports and benefits from the hub and connects it with the conventional street system.

Table 1 - Types of Mobility Hubs

Mobility hub: The immediate vicinity of

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

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 Ontarios 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 improve air quality by reducing the reliance 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 efficient use of infrastructure and enhanced land-values. Improve economic productivity by encouraging more creative, dynamic, and collaborative clusters in mixed-use office districts. The following Table 2 shows the successful characteristics of a Mobility Hub:
Table 2 - Successful Characteristics of Mobility Hubs

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

Source: Metrolinx

Planning & Analysis

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 commercial investment. Currently, the lands are relatively underutilized, consisting largely of on-surface parking. The study area is well serviced and can accommodate a wide variety of development to complement the existing office and 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 relatively flat. Lands slope off towards the 409 to the east and south of the site. Flat topography provides for more development 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 contains 7,700 decked stalls and 1,500 surface 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 facilities are becoming strained; therefore any proposal to remove parking spaces would likely run into conflict. On the other hand, parking lots provide great development opportunities as the space is largely underutilized.

PLANNING & ANALYSIS

STUDY AREA

Map 1. Context Map. Source: Authors

PLANNING & ANALYSIS

SURROUNDING USES
The lands surrounding the study area are employment lands consisting largely of industrial and office uses, with some restaurants 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 are medium rise office buildings including the 5 building Airway Centre office complex, and several high end hotels including the Hampton Suites, the Fairfield Inn and Suites, and the Airport Hilton West: West of American drive is occupied by office and industrial buildings. There is a Four Points Sheraton located at the corner of American Drive and Airport Road, west of which along Airport road are other economy hotels and restaurants.

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

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

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 expected to rise significantly over the next few decades. The vision of the GTAA includes higher order transit connections to Pearson Airport to promote accessibility and sustainability initiatives.

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

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

TRANSPORTATION ACCESS

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 Rocket The Airport Rocket is a shuttle service from Kipling subway station on the BloorDanforth Line to Pearson Airport. It operates daily from 5:30am to 2:00am with an estimated travel time of approximately 25 minutes. 58A Malton The 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 West The 307 Eglinton West provides overnight bus service between Yonge Street and Eglinton Avenue. It operates from 1:30am-5:00am.
Photo 8. TTC 192 Airport Rocket Source:www.opentoronto.com Map 2. TTC Airport Service Source: Toronto Transit Commission

300A Bloor-Danforth The 300A Bloor-Danforth provides overnight bus service along Bloor-Danforth. It operates daily from 2:00am to 5:00am. Although many bus lines service the airport, trip times can be lengthy depending on traffic congestion. Furthermore, buses are not always conducive to heavy luggage and early or late travel times.

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TRANSPORTATION ACCESS

TRANSIT ACCESS - AIRPORT

GO Transit GO 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 Transit Mississauga Transit has regular bus service from both Square One Shopping Centre and Westwood Mall to Terminals 1 and 3. Mississauga Bus Rapid Transit Currently 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 the corridors scheduled completion in 2012. Pacific Western Airport Express The 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. .

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

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

TRANSPORTATION ACCESS

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 publicprivate 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 Transits 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 million vehicle trips in its first year alone. 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, and solve much of the traffic

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

TRANSPORTATION ACCESS - STUDY AREA

Currently, access to the site is limited to vehicular traffic or the airport LINK train. Road Access The 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 Train The Airport LINK Train is an elevated automated people mover system owned and operated by the Greater Toronto Airport 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. 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.
Photos 10 & 11. LINK Station (above) and Train (below) Source: Jenny - www. airportworld.net

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

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PLANNING & ANALYSIS

SWOT ANALYSIS

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Case Studies

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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 airport related 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 worlds airports have over 50,000 employees which, by the United States Census Bureau definition, qualify them as metropolitan 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. 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 partners can benefit financially by addressing 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.
Map 5. Source: John Kasarda, aerotropolis.com

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 Airports 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 of office space, a Marriott Hotel, and a nine hole golf course. Hong Kong Airport has even established a specific division dedicated 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 Kongs sophisticated mass transit railway (MTR). SkyCity is also linked to the ferry terminal which operates to the Pearl River Delta in southern China.
Photo 12. Honk Kong Internation Airport and SkyCity Source: John Kasarda

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 connectivity and subsequent developments are of notable review.

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 multinational companies including ABN Amro and ING banks, along with numerous European corporate headquarters. It has more than 150,000 square meters of Class A office, retail, and hospitality real estate. It also has plans for a large residential component of approximately 9000 multifamily units. Amsterdam Zuidas is composed of three areas: 1. Zuidas West, which will include a medical centre, university, and ING group building 2. Zuidas Centre, which will include WTC Amsterdam, and the main transit station, as well as the majority of apartment complexes 3. 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 five of Europes most interesting business locations. Zuidas will become an economic powerhouse, creating 1,000,000 m2 of new office space, 9,000 new apartments, and 53,000 new jobs.

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

Photo 14. Rendering of Zuidas Main Station. 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 headquarters of FedEx, and is a useful example 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 quadramodal destination. 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 4800km region (LETIS, 2004). There is one ticket, one fee, one consolidated information system for all transport modes and one integrated smart-card for transit, carsharing, and banking needs. This would be beneficial for travelers going to-andfrom 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 exemplified by the citys 60 per cent sustainable 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 drivers 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.

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

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

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

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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 regions S-Bahn and Regionalbahn transportation network. The long-distance station is uniquely designed and recognizable 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 hub signifies the importance of the airport as a transportation destination and allows travellers to avoid downtown areas.

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

Photo 20. Airport long-distance rail station. Source: Heidas, Wikipedia Photo 21. Airport long-distance rail station. Source: von Benutzer JuergenG. Wikipedia

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CASE STUDIES

DSSELFDORF AIRPORT CITY COMMERCIAL OPPORTUNITIES & GREEN SPACE

Dsseldorf International Airport, the largest airport in the third largest commercial region of Europe. Within walking distance to the terminal, a high-quality business park, with an area of 230,000 m, is being designed called Dsseldorf Airport City. The Airport City has traffic connections by road, rail, and air. The business park combines the advantages of a strategic location and international connections. In addition to containing a hotel, many aviation and other businesses contain offices there. 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. Although there are office parks in the 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. 23 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 waiting for flights or passengers.

Photo 22. Rendering of Airgate commercial space Source: Dsseldorf International Airport

Photo 23. Masterplan for Dsseldorf Airport City Source: Dsseldorf International Airport

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 historical features and their significance to the history of Denver and surrounding areas. The hub improves the local economy and focuses on environmental benefits by having more citizens using public transit and its connectivity to other transit authorities. Along with improving transit connectivity, it supports pedestrian flow and public open spaces. It will also offer 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 Plan Source: 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 traffic by having check-ins and drop offs 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 moving traffic seamlessly through the Terminals and taking traffic off of the main strip. 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 and wait for their planes. Airport traffic is also 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 York Source: 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 Irelands 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. Source: Dublin Airport Authority

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

Photo 26. Airport City Lighting Plan Photo 27. Proposed City Station Stop Photo 28. Dublin AIrport City Master Plan Source: Dublin Airport Authority

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

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Design Strategy & Visioning

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VISION STATEMENT

A NEW FACE ON PEARSON INTERNATIONAL - VISION STATEMENT

Pearsons Airport City will be a destination and add a new dimension to the existing airport fabric. As the key air entrance point to Canada for millions of travellers, it will provide an efficient transportation links throughout the region and showcase high quality urban design. 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 efficient connections throughout the GTA. 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. The Airport City will provide high-quality office space and services within a short distance 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, Germany. 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 key regional points are inadequate for the 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 29 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 significant international airport, it will be ideal for multinational businesses. For firms specializing in information and communications 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 projects commercial and functional considerations. All buildings will purport to LEED standard through high-quality design. There will be strategies for lighting, use. Although car-use is inevitable in the location of the airport, high quality public transportation links will 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 a welcome escape from the confines of the 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. Placemaking and wayfinding will be enhanced by thematic architectural features and iconic structures. There will be a public square that acts as a centerpiece. Like European plazas, it will contain restaurants and bars around the outside and have space for public performances such as lunch-time concerts.

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

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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 other Official Plan or the Ontario Building Code or fire code regulation. However Airport 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 where intensification and redevelopment is appropriate, and what considerations should be applied. The PPS states that intensification and redevelopment in built-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

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PLANNING CONTEXT

PLANNING CONTEXT - KEY DOCUMENTS

1.6.5 Transportation Systems Section 1.6.5 of the PPS, 2005 states that transportation systems should be provided which are safe, energy efficient, 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 and other sensitive land uses or infilling of residential 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 supported by providing for an efficient, 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 Ontarios Places to Grow Act (2006) provides a vision and Growth Plan for the Greater Golden Horseshoe (GPGGH), 2006, which centres on the Greater Toronto Area. The Growth Plan is a policy approach that identifies urban growth centres, 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.

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CONTEXT

PLANNING CONTEXT - KEY DOCUMENTS

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 most financially and environmentally appropriate 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 a mix of residential, 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 Codes 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 Airports operation with the surrounding communities. Specifically, the Airport (and the surrounding

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PLANNING CONTEXT

PLANNING CONTEXT - KEY DOCUMENTS

communities) are subject to Zoning Regulations that are specific to the Airport, which are included in the Toronto Lester B. Pearson International Airport Zoning Regulations and Transport Canadas 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

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CONTEXT

PLANNING CONTEXT - KEY DOCUMENTS

Airport Construction Code The Airport Construction Code is published by the GTAA to provide a comprehensive and concise set of requirements for tenants and employees of 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 20082030 provides the framework for the redevelopment of the Airport. The primary purpose of the Master Plan is to describe the long-term development of facilities that will be required to enable Pearson 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 addresses airfield, passenger terminal, groundside access, cargo, business 35 aviation, support and ancillary facilities and facility improvements. Section 7Roads, 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

DEVELOPMENT PRINCIPLES

INTRODUCTION & SUSTAINABILITY

The following principles form the basis for an urban design strategy specific to the growth, 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 multiuse 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 practices for air and water quality, noise reduction, 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

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

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

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

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DEVELOPMENT PRINCIPLES

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 office structures with commercial and restaurant 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 36. Amsterdam World Trade Center located close to Schipol Airport, Amsterdam, Netherlands. Source: Hagemon, Panoramio

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

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

DEVELOPMENT PRINCIPLES

BUILT-FORM
The mobility hub and buildings in the Airport City will contribute to the coherence of streets, paths, and open spaces through high quality design and appropriate 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 areas by ensuring adequate light, 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

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DEVELOPMENT PRINCIPLES

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 will be beneficial to are Pearson visitors who have time connecting between flights or for people picking up arriving visitors whose flights are delayed. Likewise, the mobility 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 semipublic 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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DEVELOPMENT PRINCIPLES

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 Pearson Source: Lloyd Alter, Treehugger

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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

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VISIONING

OPEN SPACES - KEY INITIATIVES

Photo 53. Merger of restaurants and cafes into public space. Source: Gateway Gardens Photo 51. Public space located in plazas with street furniture. Source: Gateway Gardens

Photo 52. Ample green spaces including park. Source: Gateway Gardens Photo 54. Green roofs with space for employees on some commercial buildings. Source: Lloyd Alter, Treehugger

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VISIONING

STREETSCAPES - KEY INITIATIVES

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

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

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

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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

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VISIONING

GATEWAYS & VIEWS - KEY INITIATIVES

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

Photo 64. Pedestrian plaza between corporate buildings. Source: Libeskind, Skyscrapercity.com

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

Photo 65. Unique gateway. Source: Spacing Magazine, Flickr

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Design Concept

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DESIGN CONCEPT

CONCEPT PLAN
Mobility Hub Office Mixed Use Hotel Mixed Use Public Open Space Park Space Existing Built Form
Hi gh w

4 ay

27
Airp

co Vis unt Roa d

American Drive

ort R oad

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DESIGN CONCEPT

DESIGN ELEMENTS
Office and Hotel Mixed Use buildings provide 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. Higher floors are set back to reduce 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. The bus level is on the ground floor with 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 public spaces also provide adequate space for entertainment, recreational purposes, restaurant patios, and outdoor waiting areas. Artistic Features provide iconic landmarks. This includes the glass floors above the train station which also provides 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.

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DESIGN CONCEPT

PERSPECTIVES - NORTH

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DESIGN CONCEPT

PERSPECTIVES - EAST

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DESIGN CONCEPT

PERSPECTIVES - SOUTH

51

DESIGN CONCEPT

PERSPECTIVES - WEST

52

DESIGN CONCEPT

SHADOWS - MARCH 1 16:30

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DESIGN CONCEPT

SHADOWS - JUNE 1 18:00

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DESIGN CONCEPT

SHADOWS - SEPTEMBER 1 17:00

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DESIGN CONCEPT

SHADOWS - DECEMBER 1 15:30

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References

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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 Dsseldorf Airport. (2010). Airport City. Retrieved from: http://www.duesseldorf-international.de/dus_en/freiraumgestaltung/ European Local Transit Information Service. (2004). Bremens Integrated Mobility. Retrieved from: http://www.eltis.org/docs/studies/Bremen_s_Integrated_Mobility.pdf Frankfurt Airport. (2010). Arriving by Bus or Train. Retrieved from: 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. Government of Canada. (2005). National Building Code of Canada. Retrieved from: 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 consultation paper #2. Retrieved from: 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). Americas 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/ Greater Toronto Airport Authority. South 409 Lands Request for Proposals. 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 McCormick Rankin Corporation (2007). Area 6 redevelopment traffic feasibility review draft prepared for the Greater Toronto Airport Authority. 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

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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 Map 7 - http://commons.wikimedia.org/wiki/File:De_bremen_tram%2Bplans_2006.png Map 8 - http://en.wikipedia.org/wiki/File:Schienennetzplan_Frankfurt_am_Main.png Map 9 - Authors Map 10 - http://www.mississauga.ca/portal/residents/zoningbylaw Map 11 - http://www.duesseldorf-international.de/dus_en/freiraumgestaltung/

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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 4 - 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 15 - 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 18 - Metrolinx Green Paper #2 Mobility Hubs

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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 27 - http://www.dublinairportcity.ie/images/img_dac_gallery_large3.jpg 28 - http://www.dublinairportcity.ie/images/img_dac_gallery_large5.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 32 - Metrolinx Green Paper #2 Mobility Hubs 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

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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 41 - Metrolinx Green Paper #2 Mobility Hubs 42 - http://www.fedsquare.com/index.cfm?pageID=330 43 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 44 - Metrolinx Green Paper #2 Mobility Hubs 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/ 51 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 52 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 53 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 54 - http://www.treehugger.com/files/2009/10/prefab-portable-green-roof.php

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REFERENCES

PHOTOS
55 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 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/ 62 - http://www.gateway-gardens.de/fileadmin/user_upload/PDF/Broschueren/GG_Quartierbroschuere_engl.pdf 63 - http://www.skyscrapercity.com/showthread.php?t=799020 64 - http://www.skyscrapercity.com/showthread.php?t=799020 65 - http://www.flickr.com/photos/spacing/1121468959/

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