토론토 국제 공항 (피어슨 에어포트) Lester Pearson 피어슨 공항 변천사

1964년 2월 28일. 

 

 

 

 

 

토론토 국제 공항 (피어슨 에어포트) 1970년대 사진.

 

 

 

피어슨 공항 이름은, 리버럴 정당 (Liberalist Party) 1963-68 14대 캐나다 수상 레스터 보울즈 피어슨 이름에서 따옴.

피어슨은  1897년 한국 교민 상가가 위치한 영 앤 핀치 근처에서 태어났고, 세계대전 이후 캐나다 복지국가 체제 특질을 형성했다고 볼 수 있음. 당시 서유럽 국가들이 대부분 채택했던 전국민 의료보험, 대학생 등록금 생활비 대출, CPP 연금제도 등.

 

 

1. 사진 자료. 피어슨 토론토 국제공항 변천사.

 

Toronto Pearson International Airport, Then and Now: Part Two

August 2002 – YYZ’s New Terminal 1 is under construction, with the completed Infield Complex in the background. Photo: Air Canada

August 2002 – YYZ’s New Terminal 1 is under construction, with the completed Infield Complex in the background.

Photo: Air Canada

 

Written for Airwaysmag.com/Airchive.com

 

Link to Part One of the story. we looked at Toronto-Pearson International Airport (YYZ) from its first flights in 1939 to the establishment of the Great Toronto Airports Authority (GTAA) in the mid-1990s.

 

In 1995, to meet YYZ’s needs through to 2030, the GTAA proposed to replace YYZ’s Terminal 1-Aeroquay and Terminal 2, home of Air Canada, with a new Terminal 1. The logistical and operational challenges were formidable. All airline and airport operations had to be maintained while demolition of existing obsolete infrastructure occurred and new construction began. Not only was a new terminal planned, but 2 new runways, a massive infield operational and cargo area, a specialized de-icing bay and related taxiways and roadways were to be built and integrated into YYZ’s operation.

 

The pace of construction and operational change at YYZ from the mid-1990s until 2007 was remarkable. In 1997, a new parallel cross-wind Runway 15R/33L became operational, along with the first phase of what would become the world’s largest aircraft de-icing facility. The de-icing bay is located away from the terminals’ apron areas and close to the departure runways.

 

The placement of the facility reduces congestion on the ramp, and aircraft taxi time and exposure to additional snow and ice buildup after de-icing. “Iceman” has six “drive-thru” bays and state-of-the-art equipment for capturing and handling the de-icing and anti-icing fluids and compounds. The new cross-wind runway was an operational necessity, even though the north-south runways are only needed about 5% of the time. When the winds are howling out of the north-west, it’s important for YYZ to be able to operate simultaneous twin-runway departures and arrivals.

 

These improvements weren’t readily apparent to passengers, other than making flight operations more efficient. But in 1998, visitors saw the beginning of construction of the new Terminal 1. The footprint of the new terminal overlapped the current T1-Aeroquay, one of Air Canada’s cargo buildings, and airlines’ flight kitchens, so a new infield cargo, hanger, operations complex and 11-gate Infield Terminal were built to allow the phased demolition and construction of the project to occur. The infield complex was linked to the terminal buildings by a new tunnel under Runway 15L/33R. The first phase of T1 New opened in April, 2004, with 14 gates on Piers D and E, along with 9 commuter positions.

 

Air Canada moved its domestic operations from Terminal 2 to T1 New, and T2’s international flights were moved to the Infield Terminal. International passengers checked in at T1 New, and were bussed to the Infield Terminal to board their flights. US-bound flights still operated from T2. With 3 terminals now in operation, Air Canada started using quick and efficient “nose-wheel lift” tugs to move planes between gates. Its remarkable how quickly a tug can pick up and move a plane to a new gate – as an ex-ramp rat, I’ve watched and marvelled at the single-person operation.

 

2004 – Demolition of the Aeroquay. Photo: Air Canada

2004 – Demolition of the Aeroquay. Photo: Air Canada

 

Demolition of the Aeroquay began in November 2004, and those of us who remember it can still see its footprint on the apron of the new Terminal 1, between Pier E and F. Where possible, material from the demolition was recycled into the new apron area. When demolition was complete, an additional 10 gates were opened at T1 New in October 2005.

 

Two years later, the second phase of the new terminal became operational with the opening of Pier F, with 25 gates for international and US-bound flights. Two of the gates are configured for A380 operations, and Emirates was the first airline to operate the plane to YYZ in June, 2009. The Infield Terminal was closed when T1 Pier F opened, and all international flights moved to the main terminal. The Infield Terminal will stay in place, ready to be used if traffic requires its re-activation.

 

Air Canada’s U.S. flight operations also moved from Terminal 2 to T1 New in 2007, once US Customs and Border Protection (CBP) had their new port in operation. For those who haven’t flown from a major Canadian airport to the US, outbound passengers clear US Customs and Immigration before they get on their flight. That way, the flight can land at its destination as if it’s a US domestic flight, making passenger arrivals more efficient. This “Preclearance” program has been in operation in Canada for decades. As with other Canadian airports, T1 was designed with a secure US departure gate area. Demolition of Terminal 2 was completed in November 2008, and like the Aeroquay, the resulting material was recycled to become the new apron area.

 

2013 – YYZ Terminal 3. Photo: GTAA

2013 – YYZ Terminal 3. Photo: GTAA

 

Along with all of the other changes at YYZ, Terminal 3 underwent a modernization program during the first decade of the 2000s. The building was updated and enlarged, with new check-in counters, retail space, eight additional gates, and baggage system upgrades. A new arrivals hall was built, larger security screening areas were added, and the international baggage claim area was expanded.

 

Many improvements were also happening airside. The list was long, including a new control tower, a new south, parallel Runway 06R/24L, new north and south fire halls, new taxiways, roadway revisions, a new parking structure, employee parking area and reduced-rate parking garage and an Automated People Mover Train, the LINK, which connects T1, T3 and the parking lots. Upgrades were made to the fuel farm and distribution system; a 117 Megawatt natural gas-fired cogeneration plant became operational in 2005, to supply power and steam to the airport; and a 151 room “ALT Hotel” was opened in 2012 on airport lands beside a LINK train station.

 

Passengers travelling through YYZ Terminal 1 today will find themselves in a bright, modern, massive building, stainless-steel bright with windows everywhere. High-speed moving sidewalks make the run to the gates a little less tiring, especially in the 300-foot long Pier F. Free Wi-Fi is available throughout the terminal. Services, retail, and restaurants are as one would expect at an airport of this calibre, and are continually being updated and upgraded. A new designer duty-free area has opened in the international gate area of Pier F, and more than a dozen new restaurants will begin to open in Summer 2014, including one I’m looking forward to, Caplansky’s Deli.

 

“Flight Song” by Robert Charles Coyle, YYZ Terminal 1 Photo: GTAA

“Flight Song” by Robert Charles Coyle, YYZ Terminal 1 Photo: GTAA

 

As with many airports worldwide, YYZ is proud of the collection of art that has been commissioned especially for the airport, along with special exhibits that are on display throughout the terminals. The changing exhibits feature works by cultural institutions, organizations, collectors, and art groups, with a focus on local and regional partners.

 

In 2015, YYZ will finally get a direct light-rail connection to downtown Toronto, something that’s been proposed, discussed and argued about for decades. The “Union Pearson Express”, or “UP Express” will launch in spring 2015, in time for the Pan/Parapan American Games in Toronto. The new service will run every 15 minutes from Terminal 1, with a 25 minute trip to Downtown Toronto’s transit hub at Union Station.

 

While it seems that YYZ is now catching its breath after more than 10 years of frantic activity, planning continues for the next phase of improvements. Terminal 1 can be expanded with up to three more piers, with Pier G up next. Another parallel east-west runway has been approved, to be built at the north end of the airport, south of the current Runway 05-23 and Taxiway Hotel. A north de-icing facility is also in planning, to be located just south of the new parallel runway. These projects have all been deferred until traffic increases or demand warrants the new facilities.

 

In the meantime, in October 2013, the GTAA and Air Canada announced a new commercial agreement to develop YYZ into an even stronger North American gateway and global hub. The agreement gives Air Canada fixed airport fees for the next five years, and the term can be extended for a further five years, if agreed passenger volumes are met. The agreement also commits both Air Canada and the GTAA to continued passenger service improvements, including baggage delivery and aircraft de-icing wait times.

 

YYZ – Toronto Pearson International Airport. Photo: GTAA/Google

YYZ – Toronto Pearson International Airport. Photo: GTAA/Google

 

It’s been almost 75 years since YYZ’s first flight, and all of that land for the original airport, well, it’s filled up. Based on current projections, the airport can handle traffic through to 2030. Beyond that, a second international airport for the region is planned in Pickering, north-east of Toronto. The Pickering Airport was originally proposed in the 1970s, was cancelled, and is now back in the plans for the GTAA.

 

But for now, Toronto Pearson International Airport will continue as Canada’s busiest airport.

2002년

 

 

August 2002 – YYZ’s New Terminal 1 is under construction, with the completed Infield Complex in the background.

Photo: Air Canada

 

 

 

2004 – Demolition of the Aeroquay. Photo: Air Canada

 

 

 

 

 

2013 – YYZ Terminal 3. Photo: GTAA

 

 

 

YYZ – Toronto Pearson International Airport. Photo: GTAA/Google

 

 

 

 

2. 공항 이름 출처.

 

사람 이름. 정치가. 리버럴 정당 소속. 

레스터 피어슨.

 

 

 

 

 

Toronto International Airport in the early 1970s.

 

 

Lester Bowles "Mike" Pearson PC OM CC OBE (23 April 1897 – 27 December 1972) was a Canadian scholar, statesman, diplomat, and politician who served as the 14th prime minister of Canada from 1963 to 1968.

 

Born in Newtonbrook, Ontario (now part of Toronto), Pearson pursued a career in the Department of External Affairs. He served as Canadian ambassador to the United States from 1944 to 1946 and secretary of state for external affairs from 1948 to 1957 under Liberal Prime Ministers William Lyon Mackenzie King and Louis St. Laurent.

 

He narrowly lost the bid to become secretary-general of the United Nations in 1953. However, he won the Nobel Peace Prize in 1957 for organizing the United Nations Emergency Force to resolve the Suez Canal Crisis, which earned him attention worldwide. After the Liberals' defeat in the 1957 federal election, Pearson easily won the leadership of the Liberal Party in 1958.

 

Pearson suffered two consecutive defeats by Progressive Conservative Prime Minister John Diefenbaker in 1958 and 1962, only to successfully challenge him for a third time in the 1963 federal election. Pearson would win re-election in 1965.

 

Pearson ran two back-to-back minority governments during his tenure, and the Liberals not having a majority in the House of Commons meant he needed support from the opposition parties.

 

With that support, Pearson launched progressive policies such as universal health care, the Canada Student Loan Program, and the Canada Pension Plan.

 

Pearson also introduced the Order of Canada and the Royal Commission on Bilingualism and Biculturalism, and oversaw the creation of the Maple Leaf flag that was implemented in 1965.

 

His government unified the Canadian Armed Forces and kept Canada out of the Vietnam War.

 

In 1967, Canada became the first country in the world to implement a points-based immigration system.

 

After half a decade in power, Pearson resigned as prime minister and retired from politics.

 

With his government programs and policies, together with his groundbreaking work at the United Nations and in international diplomacy, which included his role in ending the Suez Crisis, Pearson is generally considered among the most influential Canadians of the 20th century and is ranked among the greatest Canadian prime ministers.

 

 

3.

 

GTAA reports 2021 annual results

GTAA PRESS RELEASE | MARCH 25, 2022

 

https://skiesmag.com/press-releases/gtaa-reports-2021-annual-results/

GTAA reports 2021 annual results - Skies Mag

Estimated reading time  6 minutes, 6 seconds.

 

The Greater Toronto Airports Authority (“GTAA”) today reported its financial and operating results for the year ended December 31, 2021.  Passenger activity increased 279.4 per cent during the fourth quarter of 2021 and decreased 4.5 per cent during 2021 as compared to the same periods of 2020, respectively. The increase in passenger traffic during the fourth quarter of 2021 reflected the impact of the vaccine rollout and the easing of government travel restrictions in the second half of the year.

 

Full year 2021 results are not entirely comparable to 2020 results given that during the first quarter of 2020 airport operations were not yet impacted by the COVID-19 pandemic (also as “COVID-19” or “pandemic”).  Nevertheless, all measures of operating activity continue to be well below 2019 levels due to the impact of the pandemic on the GTAA and the global aviation industry in general.

 

“While COVID-19 continues to have a dramatic impact on passenger traffic and revenues at Toronto Pearson, particularly where full year statistics are concerned, fourth quarter numbers provide a glimmer of hope,” said Deborah Flint, President and CEO, GTAA.

 

 

Toronto Pearson facilitated $42 billion of Ontario’s GDP.  Toronto Pearson Photo

“Toronto Pearson sits at the heart of the second-largest employment zone in the country and pre-pandemic, the airport facilitated $42 billion of Ontario’s GDP.  As travel restrictions ease and with the right government policy environment, Toronto Pearson is poised to build back smarter, healthier and more profitable, and in turn help to drive a strong recovery for Ontario and Canada.”

 

 

During the fourth quarter of 2021, passenger activity increased when compared to the same period of 2020, although the number of passenger and flight activity remains significantly lower, when compared to the same period in 2019.  During 2021, passenger activity through Toronto Pearson and resultant revenues were slightly lower, as compared to 2020, due to regular operations in the first quarter of 2020 not being materially impacted by the pandemic and offset by an improvement in operations in the second half of 2021 over the same period of 2020.

 

Earnings before interest and financing costs and amortization (“EBITDA”) during the fourth quarter of 2021 increased significantly due to a large increase in operating activity and revenues and continued costs savings.  EBITDA during 2021 also increased, as compared to 2020, due to significant cost savings, with a slight increase in revenues partially offset by the pre-pandemic results from the first quarter of 2020.  Net loss during the fourth quarter of 2021 decreased to $47.6 million due to higher revenues and continued cost savings as compared to the same period of 2020.  Net loss during 2021 decreased to $350.4 million as compared to 2020 due to two factors, first a significant improvement in operating activities in the second half of 2021, and second the fact that the net income of the first quarter of 2020 was not materially impacted by the pandemic yet.

 

As a result of COVID-19, there continues to be limited visibility with regard to future travel demand given changing government policies regarding travel and a lack of harmonizing of testing requirements in Canada and around the world.  These restrictions and concerns about travel due to COVID-19 are severely inhibiting demand.  Management continues to analyze the extent of the financial impact of the COVID-19 pandemic, which is and continues to be adverse and material. While the full duration and scope of the COVID-19 pandemic cannot be known at this time, in the long-term the GTAA believes that recovery will happen, and the pandemic will not have a material impact on the long-term financial sustainability of the Airport.

 

The GTAA’s December 31, 2021 financial results are discussed in more detail in the GTAA’s Consolidated Financial Statements and Management’s Discussion and Analysis, each for the year ended December 31, 2021, which are available at www.torontopearson.com and on SEDAR at www.sedar.com.