MP_Chapter_14_Land_Use_Part_1.pdf

8/18/2019 MP_Chapter_14_Land_Use_Part_1.pdf

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14CHAPTER

L AND USE

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The GTAA’s vision is to be a lead-

ing airport company championing

sustainable global access for the

GTA. Any development on the

Airport must be compatible with

operational requirements and must

optimize revenue generation

potential while not compromising

long-term options for new,

enlarged or improved facilities

integral to an international airport.

Chapter 14 > L AN D US E

L A ND U S E

Chapter 14

1 4 . 1 I N T R O D U C T I O N

Canada’s busiest airport, Toronto

Pearson International Airport is

located in the largest Canadian

urban area which ranks as the fifth

largest urban area in North

America after Los Angeles, New

York, Chicago and Washington.

In this chapter, the GTAA’s devel-opment approach and recent prop-

erty acquisitions are described.

The phasing of the planned con-

struction to 2030 is summarized

with full discussions of this con-

struction provided in previous

chapters. The impact that the

Airport has on development in the

surrounding area is also detailed.

The Land Use Plan for the Airportcan be found at the end of the

chapter. The Minister of Trans-

port, Infrastructure and Commu-

nities approved the Plan in

May 2007.

1 4 . 2 E X I S T I N G A I R P O R T

A R E A S

The Airport occupies some

1,867 ha (4,613 acres) and is

located adjacent to Hwy 401, the

main east-west highway route

through southern Ontario and the

busiest highway in North

America. The bulk of the Airport

(1,824 ha, 4,507 acres) is located

within the City of Mississauga

with 43 ha (106 acres) located

within the City of Toronto.

Existing developments in the

Airport’s four major areas (Airport

East, Airport Infield, Airport

North, and Airport South) along with the Airport Airside and some

additional smaller parcels, have

been described in detail in

Chapter 1 and are summarized in

Table 14-1. Included in the table

are the land areas associated with

new property acquisitions since

the release of the 1999 Master

Plan. See also Figure 14-1.

Airport lands are a funda-mental resource for enabling

the GTAA to fulfill its man-

date to maximize the devel-

opment potential of

Toronto Pearson.

Airport Layout and Adjacent Lands


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spatial planning for aviation-related

infrastructure requires the strin-

gent application of the “highest

and best use” principle. This

14.2.1 Development Approach

Toronto Pearson is a constrained

site at a mature stage of develop-

ment where, more than ever, the

The airport lands are summarized

by land use in Table 14-2 and dis-

cussed in the Land Use Plan at the

end of the chapter.

Chapter 14 > L AN D USE

4.2


4/14Chapter 14 > L AN D US E

principle must be used to assess

development opportunities in

order to take advantage of thebest opportunities for land uses

for all the developable parcels on

the Airport.

Any development on the Airport

must be compatible with the

approved Land Use Plan and the

provisions of the Ground Lease.

Appropriate environmental prac-

tices and polices have been fol-

lowed and implemented, as

discussed in Chapter 12, and will

continue to impact future airport

development.

In addition, development must

conform to aerodrome and airport

certification standards. The closer

a proposed development is to

the airfield, the more severely

restricted are development heightsdue to the clearance criteria asso-

ciated with runways and taxiways,

and critical areas associated with

navigational aids, communications

equipment and air traffic control

visibility. No new land use will be

approved that conflicts with the

siting of planned facilities, such as

runways, taxiways, and naviga-

tional aids.

The siting, configuration and

height of Terminal 1 was very

much influenced and impacted by

these restrictions. Similarly, signifi-

cant areas of the airfield have “no

build” zones.

Other important criteria are the

adequacy and the suitability of

a site for a proposed land use.

Ideally, a facility would not be

located in an area that has airside

access where such access is not

required, nor should there be a low-rise development on a site

relatively unrestricted by airport

zoning height restrictions.

Compatibility with the surround-

ing land uses and future impacts on

traffic (both on- and off-airport)

are also important criteria that are

examined prior to a determination

being made about appropriate land

uses for a particular parcel.

In developing the Airport, the

GTAA recognizes the impact air-

port operations and development

have on the surrounding commu-

nities. While municipal land use

planning policies and regulations

do not apply at the Airport, the

GTAA will endeavour to respect

local restrictions through ongoing

dialogue with neighbouring

municipalities.

Retail, entertainment, restaurant,

and other commercial uses will be

considered for airport lands avail-

able for development. Feedback

received at the Master Plan open

houses indicated an interest in

making such facilities available

L A N D U S E S U M M A R Y

Airport Land Uses Hectares Acres % Airport Site

Airport Airfield 1,026 2,535 55

Passenger Terminal Facilities 209 516 11

Other Airport Development 428 1,058 23

Passenger Terminal Complex Access Lands 29 72 2

Airport Environmental Protection Areas 175 432 9

TOTAL 1,867 4,613 100%

T A B L E 1 4 - 2

A I R P O R T L A N D A R E A S

Airport Area Hectares Acres

Airport East

(Master Plan Areas 5, 7, 11, and 12) 260 642

Airport Infield

(Area 10) 142 351

Airport South(Areas 2A and 2B) 55 136

Airport North

(Areas 8, 13A, 13B, 14, 15, and 16) 152 376

Airport East Access

(Areas 6A, 6B, 6C, 6F, and 6Z) 68 168

Airport Airside (Area 13) 1,168 2,886

Other Airport Lands

(Areas 6E, 13C, 13E, 98 and 99) 22 54

1,867 4,613

T A B L E 1 4 - 1


5/14Chapter 14 > L AN D USE

4.4

on-airport for employees and local

residents. A pedestrian/cycle path

will be accommodated in the

Etobicoke Creek Valley lands.

Consideration will also be given

to incorporating an aircraft

viewing area in the Airport’s

development plans.

14.2.2 New Land Acquisitions

While the land mass of the Airport

has not changed significantly over

the years, some property acquisi-

tions have been made by the

GTAA to improve the efficiency or

sustainability of the Airport.

Boeing Lands

The Boeing lands (45.7 ha,

113 acres) purchased by the

GTAA, provides for a phased

turnover of lands in a minimum

of three phases following environ-

mental remediation of the soil by

Boeing with groundwater remedi-

ation ongoing. Area 15A, the ini-

tial parcel (16 ha, 39.5 acres) was

transferred to the GTAA in May

2006 and accommodates the

extension of the North Airside

Service Road to connect the north

end of the Airport to the east and

south side of the Airport. Interim

land uses include a winter mainte-

nance equipment staging and a

snow-dump area.

Demolition is complete for themiddle parcel (14.8 ha, 36.6 acres)

and the scope of environmental

remediation for soil and ground-

water is currently under develop-

ment. The timing of the turnover

of the remaining lands is not yet

known, although Boeing has

ceased all operations on these

lands and has completed demo-

lition of the buildings on theremaining lands.

This parcel is very important in

terms of development potential.

This site allows for significant

development heights and has

access to the runway and taxiway

system. Potential uses of this site

include aircraft maintenance,

repair and overhaul facilities, and

cargo facilities. However, trafficissues exist due to the location of

the Boeing lands at the busy inter-

section of Derry and

Airport Roads.

The GTAA has committed to

incorporate portions of the lime-

stone façade from the former

Boeing administration building

into a commemorative structure

for the City of Mississauga. This

will be included in the scope of

work once the GTAA undertakes

the development of the

Boeing lands.

Skeet Lands

The Skeet lands, Area 16, total

9.7 ha (24 acres) and are located

south of Derry Road near the

intersection of Derry and

Bramalea Roads, west of the

FedEx courier facility. The GTAA

took possession of this property in

February 2007. This site will be

considered for additional cargoopportunities or for additional air-

line support facilities.

Development heights and site

planning are impacted by the

obstacle zoning associated with

adjacent runways and the opera-

tional restrictions related to the

CAT III instrument landing

system nearby.

Dorman Road Lands

This property in Area 6F covers a

land area of approximately 3.2 ha

(7.84 acres) and is located off

American Drive on Dorman Road.

These lands were acquired by the

GTAA in December 2000 to

accommodate the development of

the Hwy 409 inbound roads serv-

ing the terminal redevelopmentand to facilitate a right-of-way for

a future downtown rail link.

Former Ministry of

Transportation Hwy 409 Lands

These Area 6Z lands (29 ha,

71.7 acres) were transferred from

Airport North – Boeing Lands and Area 13A



the Province of Ontario to the fed-

eral Crown, and subsequently

leased to the GTAA, to facilitateimproved road access to Terminal 1

and connecting roads, as well as to

allow for the construction of util-

ity corridors in support of new

utility equipment and services

developed on adjacent lands.

14.2.3 Commercially

Developable Lands

Airports in North America and

globally are pursuing non-

aeronautical revenue growth

through the direct development of

complementary land uses, includ-

ing office, hotel, retail, logistics,

advertising signage and other

commercial or industrial uses.

There are approximately 110 ha

(272 acres) available for develop-ment of both airport-related and

complementary uses. The location

of these lands is shown in Figure

14-2, and the areas are summarized

in Table 14-3. Highlights of the

largest available parcels will be dis-

cussed in the following section.

Traffic implications of any proposed

land development will be investiga-

ted for all developable parcels.

Airport South

There are a number of parcels in

Area 2A straddling Convair Drive

that are available for development.

Two of the parcels on the north

side of Convair Drive have

groundside and airside vehicular

access, but are the most restricted

in terms of development heights

due to their proximity to the air-field. These parcels would be most

suitable for aviation support uses.

Of the three parcels south of

Convair Drive, the largest parcel is

7.4 ha (18.3 acres). This parcel

has excellent site visibility with

frontage on Hwy 401 and

Renforth Drive and has the least

restrictive development elevations

in the area. Commercial land uses

on this site could mirror the

development that has taken place

in the Airport Corporate Centre

area of Mississauga located south

of Hwy 401.

Airport North

A 24.1 ha (59.6 acre) parcel is

located on the north side of Derry

Road East, midway between

Airport and Torbram Roads in

Area 13A. This parcel is adjacent

to a residential subdivision in

Malton to the east, with the

balance of the surrounding lands

accommodating industrial and

highway commercial uses. The

vacant Boeing lands and theTrans-Alta Cogeneration Plant are

located to the south and east of

this parcel.

With this property on the

approach to Runway 15L, devel-

opment on the site would need to

be low-rise. Due consideration

would be given to the type of land

use and appropriate setbacks to

the adjacent residential area.

Another parcel of 11.9 ha

(29.5 acres) is located on the

north side of Derry Road in Area

13B, immediately east of Bramalea

Road and across from the FedEx

courier facility. The CAE training

facility is located on the northwest

portion of this site. Irregularly

shaped due to the flood plain con-tours associated with Spring

D E V E L O P A B L E L A N D S

Airport Area Hectares Acres

Airport South (Area 2A) 13 32

Airport North (Areas 8, 13A, 13B, 15A and 16) 68 168

Airport East Access (Areas 6A, 6C and 6F) 11 27

Other Airport Lands (Areas 13C and 13E) 18 45

T A B L E 1 4 - 3

Airport East Access Lands – Areas 6A, 6B and 6C



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Creek, this site has good access to

Bramalea Road, with good poten-

tial access to Derry Road.

Airport East Access

The South 409 Development

Lands, a portion of Area 6A, are

located across from Terminal 3,

bounded on the east by the exten-

sion of Hwy 409 to the terminals,

on the west by the Airport LINK

train station and associated guide-

way, and on the north by

Viscount Road. Excellent oppor-

tunities for development exist

there due to the favourable loca-

tion with over 1,000-foot frontage

on the north side of Airport Road,

direct access to the terminals, and

close proximity to neighbouring

hotels, offices, and other commer-

cial services.



Consistent with its objective of pur-

suing additional non-aeronautical

revenue, the GTAA has offered

these lands for lease and develop-

ment. It is anticipated that major

office buildings, a hotel and meet-

ing facilities, supported by ancil-lary convenience and service retail

uses, will be developed on the site.

Other Airport Lands

The property on the north side of

Hwy 401 and east of Dixie Road

in Area 13E has excellent visibility.

This area of Mississauga is a major

employment district with a mix

of commercial, retail, and services

use and other business uses requiring the visibility afforded by

a major industrial arterial route.

In the area east and west of Dixie

Road, there is a mix of manufac-

turing, warehouse, and logistics

uses, as well as heavy industrial

uses. Dixie Road has exceptionally

heavy large-truck and other auto-

mobile traffic. Area 13E is large at

11.3 ha (27.9 acres) with an irreg-

ular and elongated shape. How-

ever, to facilitate development on

the site, property access issues

need to be resolved.

1 4 . 3 O F F - A I R P O R T

D E V E L O P M E N T

The GTAA endeavours to ensure

that land adjacent to or in thevicinity of the Airport is not used

or developed in a manner that is

incompatible with the safe opera-

tion of the Airport or aircraft.

14.3.1 GTAA Responsibility

The GTAA participates in the

local and regional municipal plan-

ning process through the review of

plans of subdivision and other

proposed developments, official

plans, zoning bylaws and other

planning documents. The GTAA

also liaises with the federal,

provincial, regional and local

municipal governments on matters

related to land use policy.

Ensuring the continued integra-

tion of a major airport within an

urbanized environment is an

important issue. Guidelines andregulations for compatible land use

around airports are necessary to

maintain harmonious growth of

both the Airport and its neigh-

bours. These regulations and

guidelines are critical to minimize

the risk of aircraft accidents and to

ensure that airport operations do

not adversely affect adjacent land

uses and conversely to ensure that

adjacent land uses do not adversely

impact airport operations.

Federally enacted Airport Zoning

Regulations provide protection for

the public and for aircraft operat-

ing in the airspace surrounding

the Airport. Airport zoning and

constraints on land use are

required to maintain a safe envi-

ronment for flight operations andto promote compatible airport

and community development.

These are discussed in the sections

that follow.

14.3.2 Federal Jurisdiction

Airport Zoning Regulations

The Airport and the surrounding

communities are subject to zoning

regulations specific to the Airport

that are included in the Toronto-

Lester B. Pearson International

Airport Zoning Regulations.

Section 5.4 (2) of the Aeronautics

Act provides the authority for the

federal Crown to create and

amend these regulations.

The Regulations limit the height of

buildings, structures, and objects,

including objects of natural

growth in the area surrounding the Airport. There is a waste disposal

clause in the Regulations and a

Bird Hazard Zone of 8 km has

been established to ensure that

waste materials are handled appro-

priately to discourage bird congre-

gation in the area, thus reducing

the likelihood of bird strikes on

aircraft. The Regulations also pro-

tect lands that house navigational

aids, radar and communication

equipment.

The current revision of the

Regulations was registered against

title to properties in the year

2000. This revision incorporated

the zoning restrictions associated

with the Airport’s new runways

and provides protection for the

sixth runway that may be con-structed in the future.

Obstacle Limitation Surfaces:

There are three obstacle limitation

surfaces: the outer surface, the

take-off/approach surface, and the


9/14

becoming familiar with problems

related to land use associated with

airport development.

14.3.3 Provincial Jurisdiction

Provincial governments withinCanada have the right to enact

legislation and regulations with

respect to land use planning. Ex-

cluding lands owned by the fed-

eral government, provinces and

municipalities can exercise author-

ity in developing land use plans

and regulations, which may then

be used to conduct the orderly

development of land.

The regional and local municipal

levels of government are the

decision-making tiers where land

use plans, plans of subdivision,

and zoning by-laws are approved.

While the province plays a critical

role with respect to some

approvals, the municipal level of

government provides many of the

approvals that determine the scaleand type of land use.

The principal source of policies

emanating from either the

regional or local levels of govern-

ment is the official plan. The offi-

cial plan is a general planning

policy instrument that a munici-

pal council passes in order to

Regulations that deals with pre-

venting off-airport development

that could potentially interfere

with signals or communications

from airport facility equipment.

The clause reads: “No owner or

lessee of land to which these

Regulations apply shall permit any

part of that land to be used or

developed in a manner that causes

interference with signals or com-

munications to and from (a) an

aircraft; or (b) facilities used to

provide services relating to

aeronautics.”

Land Use Guidelines

As introduced in the Noise

Management chapter, Transport

Canada’s publication “Land Use

in the Vicinity of Airports”

addresses aircraft noise and its

implications for development on

lands surrounding airports. This

publication describes the opera-

tional characteristics of airportsthat may influence land uses out-

side the airport property bound-

ary and recommends guidelines

for compatible land use. The

objective of this publication is to

assist planners and legislators at

all levels of government in

transitional surface, that place

development restrictions on prop-

erties around the Airport. These

surfaces affect the maximum

height of potential obstructions

including buildings, structures,

and trees.

The outer surface provides for the

protection of aircraft conducting a

circling procedure or manoeuver-

ing in the vicinity of the Airport.

This surface, measured from the

Airport’s reference point, extends

out to a horizontal distance of

approximately four kilometres,resulting in a maximum develop-

ment elevation of 219.46 metres

above sea level. The take-off/

approach surface extends out

15 km with a two per cent slope.

The transitional surface is a com-

plex surface along the sides of the

runway strip and part of the

approach surface that slopes up

to the outer surface. The slope of

the transitional surface, measured

vertically perpendicular to the

runway, is 14.3 per cent.

Communication/Navigation

Equipment Protection: There is

an appropriate clause contained

within the Airport Zoning

Chapter 14 > L AN D USE

4.8

DVOR/DME

Runway 23 Approach



guide, among other things, the

timing, form, and conditions of

land development within the

boundaries of the official plan.

Provincial Airport Policies:

Provincial Policy Statement

The Ministry of Municipal Affairs

and Housing is charged with the

administration of the planning

process in Ontario and is responsi-

ble for carrying out the legislation

within the Planning Act 1983,

as amended.



4.10

The Province of Ontario issued a

revised Provincial Policy Statement

(PPS), in March 2005, under theauthority of Section 3 of the

Planning Act, which deals in

part with land use planning and

development around airports.

The PPS is a key component of

Ontario’s planning framework.

For airports, it affects the plan-

ning for future airport facilities

and the ability of airports to oper-

ate effectively and efficiently. Thepolicy statement recognizes that

airport operations and the eco-

nomic role of airports need to be

protected, and that airports and

sensitive land uses need buffering.

To protect airports from incom-

patible development, the policy

states that new residential develop-

ment and other sensitive land uses

will not be permitted in areas near

airports above the 30 Noise

Exposure Forecast/Noise Exposure

Projection (NEF/NEP). These

terms are explained in the Noise

Management Chapter. Sensitive

land uses may include, but are not

limited, to residences, day-care

centres, and educational and

health facilities.

Redevelopment of existing resi-

dential uses and other sensitive

land uses or infilling of residential

and other sensitive land uses may

be considered above the

30 NEF/NEP if it has been

demonstrated that there will be no

negative impacts on the long-term

operations of the airport.

For the first time, the policy indi-

cates that land uses will be dis-

couraged that may cause a

potential aviation safety hazard.

Municipal official plans are con-

sidered the most important vehicle

for implementing the PPS. It

should be noted though that these

policies of the PPS represent mini-

mum standards. Planning authori-ties are free to go beyond these

minimum standards, except when

doing so would conflict with any

policy of the PPS.

14.3.4 Nature of Land Use in the

Vicinity of Toronto Pearson

The GTAA works closely with the

planning departments of the cities

of Mississauga, Toronto and

Brampton. This effort is required

to ensure that development

around the Airport is compatible

with airport operations and the

Airport’s future growth.

Compatible land uses include

open-space, commercial, indus-

trial, and agricultural uses that do

not attract birds. Such land uses

serve as a buffer between residen-

tial areas and airport activity.In the sections that follow, the

land uses around the Airport

within the Airport Operating Area

are discussed, including policies

related to aircraft noise as they are

currently reflected in the official

plans of the surrounding munici-

palities. See also Figure 14-4.

Airport Operating Area As described in the Noise Manage-

ment chapter, the GTAA, in

conjunction with the local

municipalities, defined a fixed

Airport Operating Area (AOA)

based on the 30 NEF/NEP

Contour of the Composite

Contour. This facilitated imple-

mentation of the provincial land

use policies for noise-sensitive landuses in the local and regional

municipal official plans.

The AOA has a coverage area of

123 km2 and encompasses

employment and residential areas

within the cities of Mississauga

Runway 06L and Runway 06R Approaches



1

and Toronto and an employment

district in Brampton.

Industrial and Commercial

Land Use

City of Mississauga

Immediately outside the Airport‘s

boundary to the north, west and

south are the employment areas

referred to as the Northeast,

Gateway and Airport Corporate

employment districts in the

Mississauga Official Plan. Land

uses in these areas include indus-

trial, office commercial, as well as

some retail and service uses acces-sory to the employment area

activities.

Surrounding the Airport to the

north, west, and southwest is the

Northeast District, which includes

a mix of industrial, office, and

accessory uses in low-rise build-

ings. Existing trucking and distri-

bution facilities are accommodated

in the area and there has been the

emergence of multi-tenant

developments.

Lands along Airport Road include

a mix of industrial and commer-

cial uses including offices, hotels,

restaurants and a large conference

and trade centre. Dixie Road,

south of Hwy 401, accommodates

commercial uses including hotels,

vehicle sales and service, restau-

rants and mixed commercial

plazas, and some older industrial

operations. Along Dixie Road,

north of Hwy 401, and along

Derry Road East, there is a mix-

ture of single- and multi-tenant

industrial and commercial uses.

Immediately south of the Airport,

the Airport Corporate District has

high-quality development con-

sisting primarily of corporate head

offices, warehousing and distribu-

tion, and other office and acces-

sory commercial uses.

Located west of Hwy 410 in the

north-central part of Mississauga

is the Gateway District. This area

has office centres straddling

Hwy 10 with complementary

hotels and motels, restaurants,

conference centres, accessory

retail, business and personal

service uses, community uses,

and recreation facilities.

Located in the Mavis and

Britannia Road area are Special

Purpose Commercial facilities.

A Power Centre, with large-scale

facilities, has regional drawing

power.

Current policies in the Mississauga

Official Plan do not allow for resi-

dential development in theemployment districts described.

Furthermore, other sensitive land

use developments are restricted.

Specifically, new development and

redevelopment or infilling for hos-

pitals, nursing homes, day-care

facilities, and public and private

schools within the AOA is not

permitted as a principal or

accessory use.City of Toronto

The employment area closest to

the Airport is bounded by

Hwys 427 and 401, and straddles

Rexdale Boulevard east of the

Airport. Hotel development domi-

nates the stretch of Dixon Road to

Development South of Airport



4.12

Hwy 27 along with a convention

centre and professional and

corporate offices. A regional retail

centre is located at Hwy 27 and

Rexdale Boulevard.

The Toronto Official Plan indi-

cates that redevelopment or infill-

ing for non-residential sensitive

land uses may only be permitted

by site-specific zoning within the

AOA if the proposed land use is

generally consistent with

Transport Canada’s guidelines.

City of Brampton

As identified in Brampton’s

Official Plan, the land use designa-

tions in the AOA are Industrial

and Business Corridor. The indus-

trial lands accommodate light to

heavy industrial uses such as man-

ufacturing, processing, repair and

service, warehousing, and distribu-

tion. Corporate head offices andhigh-performance industrial uses,

such as research and development

facilities, are permitted to locate in

this area. Additionally, in certain

areas, retail, government, institu-

tional, and restaurant uses can be

accommodated.

Business corridor uses can be

found along Steeles Avenue,

Queen Street, and Airport Road.

In designated areas, industrial,

office, retail and service uses,

restaurants, hotels and motels, and

entertainment uses are permitted.

Within employment areas in the

AOA, development, infilling, and

redevelopment for supportive

housing facilities and certain noise

sensitive public and institutional

uses, such as day-care centres,schools, nursing homes, and

hospitals are not permitted.

Residential Neighbourhoods

City of Mississauga

Malton is a well established resi-

dential community immediately

adjacent to the north end of the

Airport. The portion of Malton

within the AOA consists of a mix of low-density detached and semi-

detached units and medium-

density townhouses. Current

development initiatives in this dis-

trict focus on redevelopment and

infilling.

Meadowvale Village is a new resi-

dential community located west

of Hwy 10. Development consists

of a mix of detached and semi-

detached dwellings, and

townhouses.

A small portion of the East Credit

residential district falls within the

AOA and accommodates residen-

tial development that has a

medium-density development

designation.

New residential development,

redevelopment, and infilling is

subject to aircraft noise policies as

reflected in the Mississauga

Official Plan.

City of Toronto

Primarily low-density, the residen-

tial areas of the City of Toronto

located within the AOA are north-

east, east and southeast of the

Airport. Redevelopment and in-

filling in these areas is subject to

the AOA policies reflected in the

Toronto Official Plan.

City of Brampton

There are no residential lands

within Brampton’s AOA boundary.

1 4 . 4 A I R P O R T L A N D U S E

D E V E L O P M E N T P H A S I N G

The development plans discussed

in this Master Plan are consoli-

dated in the sections that follow by development area. The plans

reflect options for new, expanded

or improved facilities, while

maintaining safe and acceptable

levels of service.

Airport Area Hotels


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1

The Airport is a mature facility in

an advanced stage of development

and, therefore, its options for

expansion and redevelopment are

complex and limited in terms of

available land area. The details of

the specific development plans

have been discussed in the

previous chapters.

The following discussion on land

use development phasing has been

divided into the following time

frames: 2008 to 2017 (Figure 14-5)

and 2018 to 2030 (Figure 14-6).

Documents

MP_Chapter_14_Land_Use_Part_1.pdf