oshawa municipal airport · runway extension / buttonville airport closure impact assessment oshawa...

NOVEMBER 29, 2011 N° 02907

Oshawa Municipal Airport

Runway Expansion / Buttonville Airport Closure Impact Assessment

Final Report Prepared by: GENIVAR Formerly Pryde Schropp McComb Inc. (PSMI) GENIVAR Phone: 905-678-8582 5915 Airport Rd., Suite 400 Fax: 905-678-8582 Mississauga, ON, Canada www.genivar.com L4V 1T1 www.psmi.ca

Runway Extension / Buttonville Airport Closure Impact Assessment Oshawa Municipal Airport November 29, 2011

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Executive Summary

Background

The Oshawa Municipal Airport is owned and maintained by the City of Oshawa, and as a corporate and general aviation regional airport, it serves the City of Oshawa, the Region of Durham and eastern portions of the Greater Toronto Area (GTA). The airport operates as a key component of the regional transportation infrastructure and plays an important role in supporting regional economic growth and attracting new businesses to the community.

In 2008, a Business Plan was prepared for Oshawa Municipal Airport. The Business Plan identified the existing runway length of 4,000 ft. as a significant constraint to future economic development. The current runway only supports 38% of corporate traffic and the majority of this only when runway conditions are bare and dry. A 5,000 ft. runway would accommodate 85% of corporate traffic and under inclement weather conditions. This is important because as globalization continues to take hold, the competitiveness of industry is becoming increasing reliant on airports for direct, timely and reliable access to markets and suppliers.

In 2009, Oshawa Municipal Airport initiated a technical review to determine the feasibility of extending Runway 12-30 from its current length of 4,000 ft. (1,219m) to 5,000 ft. (1,524m). In doing so, the airport would be capable of accommodating a broader range of aircraft under all weather conditions. The longer runway length would also provide operators with improved efficiency and flexibility in that aircraft would be capable of flying longer distances without refuelling. It is anticipated the extension of Runway 12-30 would potentially attract additional aviation activity, which in turn would realize economic benefits to both the airport and the regional business community.

In addition to the potential runway extension, there are other pending events which, beyond placing added activity demand on the airport, will also likely enhance economic benefits and opportunities. These events include:

The pending closure of Buttonville Airport.

Extension of Highway 407 east to Oshawa.

Uncertainty surrounding the construction of the new Pickering Airport.

In light of the perceived operational constraints associated with the limited runway length and the potential impacts associated with the pending closure of Buttonville Airport, the Oshawa Municipal Airport decided to undertake a study to update the runway expansion technical review and identify the potential operational, economic and community impacts that the extension of Runway 12-30 and the closure of Buttonville Airport would have on Oshawa Municipal Airport.

Runway Extension Feasibility

To accommodate the extension of Runway 12-30 to 5,000 ft., it is proposed the runway be extended at both thresholds. As illustrated in the following figure, the Runway 12 threshold would be extended by 197 ft. (60m) with the provision for a wide turn button. Similarly, the Runway 30 threshold would be extended by 803 ft. (244.8m), again with a wide turn button. To accommodate Obstacle Limitation Surface (OLS) zoning requirements a displacement of approximately 265 ft. (80.8m) would be required for Runway 30.

Runway Extension / Buttonville Airport Closure Impact Assessment Oshawa Municipal Airport November 29 2011

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The extended runway would be designed to Code 3 non-precision standards and would include 492 ft. (150m) Runway End Safety Areas (RESAs) located at each threshold. Taxiway Bravo would not be extended to the new threshold of Runway 30. This is proposed as a means of mitigating potential noise impacts to residential areas located immediately south and southeast of the new threshold by having the majority of traffic depart from the current threshold location. Only aircraft requiring the longer takeoff length would backtrack to the extended threshold for departure. These mitigation efforts are further discussed in Section 7.1.

The preliminary cost estimate to undertake the extension of Runway 12-30 is $3,064,137.50.

Business Opportunities

As previously mentioned, there are a number of events which will likely result in increased business opportunities for Oshawa Municipal Airport. They include the pending closure of Buttonville Airport, and a potential increase in corporate aviation activity as a result of extending Runway 12-30 to 5,000 ft. With the closure of Buttonville Airport it is anticipated that a significant portion of Buttonville-based aviation


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businesses and aircraft will relocate to Oshawa. This may include Seneca College’s Flight Training program which has already indicated its intention of relocating its facilities and operations.

The Pickering Land Needs Assessment Study prepared for Transport Canada and released in July 2010 indicates that the new Pickering Airport may not be required until a 2027-2037 timeframe, but identifies an interim need to accommodate future growth in corporate aviation. The study identifies Oshawa Municipal Airport, with the provision of a 5,000 ft. runway, as a potential site in which to accommodate the growth of corporate aviation activity in the Greater Toronto Area. The report states:

“The Needs Assessment Study shares the SOAAS view that the provision of a runway in excess of the 1,219 m (4,000 ft.) currently available on the eastern side of the GTA would potentially be of benefit to the corporate aviation community”.

The report goes on to state:

“this study has noted that an extension of the primary runway in Oshawa may be possible, perhaps to a length of approximately 1,524 m(5,000 ft.), an opportunity that the Oshawa Airport Business Plan indicates should be explored in the short term. This possibility, in conjunction with the more stable long-term outlook brought about by the City of Oshawa’s commitment to keep the airport operational for a period of at least 25 years, potentially provides an interim solution to this concern [accommodating the growth of corporate activity] without building a new airport in Pickering”.

Flight Activity Impacts

The following table describes the potential increase in aircraft movement activity which could occur as a result of: 1) the extension of Runway 12-30; and 2) the pending closure of Buttonville Airport including the relocation of Seneca College’s Flight Training Program. The impact of Seneca College’s relocation on flight activity would be considered neutral because of the following:

On November 7, 2011 Council approved a report relating to the sale of land at the airport to Seneca College. A key term of this potential land sale is that Seneca College’s local flight training movements must fit within the total existing local flight training movements of 37,000 annually.

With average 10-year historic activity levels of approximately 67,500 annual movements (37,000 local movements and 30,500 itinerant movements), the additional flight activity (described in the following table) could increase total annual movements to approximately 103,940. (67,500 current movements and 36,440 additional movements).


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Potential Increases in Aircraft Movement Activity

Sector Annual Movements

Potential New Runway Expansion Derived Itinerant Movements Non YYZ-Based Corporate Itinerant 4,090Just in Time Cargo 3,000YYZ Based Corporate 800

SUB-TOTAL 7,890

Potential New Buttonville Based Itinerant MovementsPrivate Aircraft 23,760Commercial Aircraft (Class III and ‘Other’) 3,317Commercial Aircraft (Seneca College) 0Government 473

SUB-TOTAL 27,550

Potential New Buttonville Based Local MovementsSeneca College Flight Training 0Private Aircraft 1,000

SUB TOTAL 1,000

TOTAL POTENTIAL NEW MOVEMENTS 36,440

TOTAL EXISTING MOVEMENTS 67,500

TOTAL POTENTIAL MOVEMENTS 103,940

If Council had not made the decision to cap flight training activity, the relocation of Seneca College to Oshawa Municipal Airport would add additional movements to the existing flight training activity. Under such as scenario the total annual movements would reach approximately 144,890.

Economic Impacts

The increase in aviation activity and the relocation of aviation-related businesses to Oshawa Municipal Airport could significantly increase the economic benefits to the Region, both in terms of annualized direct and indirect GDP and in one-time construction benefits. A summary of the combined potential annualized economic impact is described in the following table.

Summary of Annualized Economic Impacts

Source FTE Economic

Direct Direct & Indirect Direct Direct and Indirect

($millions)

Corporate Activity (Runway Expansion) 42 95 $6.9 $15.3

Buttonville Business Relocation 65 147 $8.4 $18.3

Buttonville Aircraft Relocation 6 14 $1.3 $2.9

Seneca College 45 103 $8.6 $13.0

TOTAL 158 359 $25.2 $49.5

A summary of the combined potential construction-related economic impact is described in the following table.


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Summary of Construction Economic Impacts

Source FTE Economic


($ millions)





TOTAL 125 184 $35.7 $54.6

Direct Airport Benefits

Under a mature aviation activity scenario, it is estimated that the direct benefits to the airport in terms of additional revenues would be approximately $600,000. This would be offset by additional operating expenses of approximately $50,000 - $100,000. In addition, it is further estimated that new commercial development on the airport could generate as much as $611,000 in annual property tax generation. Additional revenues would be derived from the sale or lease of airport lands, although the value of these revenues cannot be assessed at this time.

Regional Economic Benefits

In addition to the projected increase in airport revenues and GDP identified above, the extended runway will provide a positive catalytic effect to the Region by enhancing business efficiency and productivity through improved access to a larger and more diverse component of corporate aviation. With the ability to accommodate a broader range of corporate aviation activity, Oshawa Municipal Airport will strengthen the community’s competitive position in attracting new investment.

Commercial Development Accommodation

At present, commercial development is accommodated in the north airfield where a plan of subdivision and provision of roads and services are provided to accommodate the sale of lots. In addition to the north airfield, airport lands located to the east and west of the runway intersection are available for future commercial development. Vacant lands are also located to the south of the runway system. However, with the exception of the existing NAV CANADA control tower, these lands are not zoned for airport use.

Oshawa Municipal Airport has approximately 4.9 ha of land in the northern portion of the airfield which is immediately available for airside commercial development. Assuming average lot coverage of approximately 40%, the 4.9 ha of available land could accommodate approximately 210,100 sq. ft. (19,600 m2) of building area. The potential commercial building area associated with the expansion of corporate activity as well as the Buttonville business relocation equals approximately 153,000 sq. ft. (14,214 m2) of building area. The potential demand from the Seneca College adds a further 40,000 sq. ft. (3,700 m2) of building requirement. Therefore, the north airfield could potentially accommodate all of the potential building demand associated with the corporate expansion, Buttonville relocation, and Seneca College relocation. However, this assumes an efficient allocation and use of land and does not account for those Buttonville businesses which have yet to indicate a desire to relocate to Oshawa. Nor does it account for potential future expansion. In that regard the development of the east and/or west airfield should be considered as potential sites for the expansion of commercial development in the medium to long term.

Alternative opportunities for the expansion of commercial development at Oshawa Municipal Airport are explored in Appendix A. These two land use alternatives illustrate the potential opportunities which exist by developing lands to the east and west of the runway intersection. It is proposed that lands on the east


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airfield would be the first to be developed. This development could be constructed in phases in order to minimize associated development costs.

Short Term Infrastructure Improvements

In addition to commercial development opportunities, the potential relocation of private aircraft from Buttonville Airport to Oshawa Municipal Airport will create demand for additional aircraft parking positions and T hangars. At present, the airport has no excess capacity in which to accommodate additional demand for paved tie-down parking.

Recommended short term infrastructure improvements include:

Widening of Taxiway Bravo at the Runway 30 threshold to allow for a bypass lane. ($100,000)

Provision of a new Code A taxiway to Apron II ($40,000)

Expansion of paved tie-down parking. ($1,350,000)

The combined cost of the infrastructure improvements identified above plus the runway extension would be $4,554,137.50

Community Impact

Following a very involved community consultation program in 1999/2000, formal noise contours were adopted by the City of Oshawa as a means of balancing aviation activity and the interests of the local residential community. The City of Oshawa established a ‘boundary’ by limiting aviation activity such that the resulting noise contours would not expand significantly beyond those limits established in the official City approved 2005 NEF contours.

In order to assess the potential noise impacts associated with the projected increase in aviation activity described in Section 4, a new NEF Planning Model was prepared using the same Transport Canada modeling software. In addition to the projected aviation activity resulting from increased corporate activity and the closure of Buttonville Airport, the new NEF model also assumed a 2% growth in current itinerant traffic for the next 5 years.

The results of the NEF model suggest the airport has the capacity to absorb additional itinerant air traffic volumes while not compromising the previously approved and adopted 2005 NEF contours.

Other means to mitigate the impact of potential increased activity include:

Construction of an earthen noise berm located south of the existing Runway 30 threshold.

Management of Runway 30 departures such that general aviation utilizes the existing threshold for departure while only corporate aircraft, requiring a 5,000 ft. runway, utilize the new extended threshold.

Continue the existing airport curfew.

Continue to work with the community.

Recommendations

Based on the findings of the study, recommendations include the following:

It is recommended the City of Oshawa approve and proceed with the extension of Runway 12-30 to 5,000 ft.

It is recommended the City of Oshawa include as part of the runway extension project, the widening of pavements at the existing Runway 30 threshold to accommodate a bypass lane.


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It is recommended the City of Oshawa approve and proceed with the construction of a new Code A taxiway linking Taxiway Delta with Apron II.

It is recommended the City of Oshawa approve and proceed as soon as practically possible with the construction of a noise berm to be located south of Runway 12-30.

It is recommended the City of Oshawa approve and proceed with the construction of a new paved aircraft tie-down area located south of Apron I.

Depending upon the demand for commercial lands in the north airfield in the short term, the City of Oshawa should initiate the planning and design of a fully serviced commercial development subdivision in the east airfield.

It is recommended the City of Oshawa retain the airport lands currently utilized by the golf course for a period of time which exceeds the minimum of 10 years beyond the actual closure date of Buttonville Airport. This will allow an opportunity to determine what the longer term land requirements will be in order to accommodate aviation-related commercial development.

Should Seneca College confirm its intention to relocate to Oshawa Municipal Airport, it is recommended Seneca College control its flight training activity to a cap at 37,000 annual local movements as directed by Council.

Cognizant of the requirement to balance growth with community needs, it is recommended that local traffic, i.e. flight training, be limited through a negotiated contractual agreement with local flight schools to a maximum total of 37,000 annual local movements. This approach would respect the approved 2005 NEF noise footprint of the airport and the community’s’ desire to mitigate the noise impacts associated with circuit flight training activity.


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Table of Contents

Executive Summary Table of Contents

1.0 INTRODUCTION ...................................................................................................................... 1-1

1.1 Background .............................................................................................................................. 1-1 1.2 Airport Role .............................................................................................................................. 1-1 1.3 A Constraint to Regional Economic Development ................................................................... 1-2 1.4 Pending Events ........................................................................................................................ 1-3 1.5 Study Objectives ...................................................................................................................... 1-3 1.6 Scope of Work ......................................................................................................................... 1-4 1.7 Existing Airport Facilities .......................................................................................................... 1-4

2.0 RUNWAY EXTENSION FEASIBILITY ...................................................................................... 2-1

2.1 Proposed Design ..................................................................................................................... 2-1 2.2 Runway 12-30 Extension Design Considerations ................................................................... 2-2

2.2.1 Obstacle Limitation Surface (OLS) Impacts ............................................................. 2-2 2.2.2 LPV/LNAV Approach Impacts .................................................................................. 2-2 2.2.3 Noise Berm ............................................................................................................... 2-2 2.2.4 Runway End Safety Areas ....................................................................................... 2-2

2.3 Runway Extension Capital Cost .............................................................................................. 2-2

3.0 BUSINESS OPPORTUNITIES ................................................................................................. 3-1

3.1 Runway Extension (Corporate Activity) ................................................................................... 3-1 3.1.1 Online Corporate Aircraft Owners Questionnaire .................................................... 3-2 3.1.2 Operator Interviews .................................................................................................. 3-2 3.1.3 Corporate Activity Relocation ................................................................................... 3-3

3.2 Buttonville Airport Closure ....................................................................................................... 3-4 3.2.1 Online Questionnaire ............................................................................................... 3-4

3.3 Seneca College Aviation Program ........................................................................................... 3-5

4.0 FLIGHT ACTIVITY IMPACTS ................................................................................................... 4-1

4.1 Corporate (Runway Expansion) Impacts ................................................................................. 4-1 4.2 Buttonville Closure Impacts ..................................................................................................... 4-1 4.3 Seneca College Relocation Impacts ........................................................................................ 4-2 4.4 Total Flight Activity Impacts ..................................................................................................... 4-2

4.4.1 Flight Activity with a Cap on Flight Training ............................................................. 4-2 4.4.2 Flight Activity without a Cap on Flight Training ........................................................ 4-3

5.0 ECONOMIC IMPACTS ............................................................................................................. 5-1

5.1 Runway Extension (Corporate Activity) ................................................................................... 5-1 5.2 Buttonville Airport Closure ....................................................................................................... 5-2

5.2.1 Buttonville Business Relocation ............................................................................... 5-2 5.2.2 Buttonville Private/Corporate Aircraft Relocation ..................................................... 5-3 5.2.3 Seneca College Relocation ...................................................................................... 5-3

5.3 Summary of Economic Impact ................................................................................................. 5-4 5.4 Direct Airport Revenues / Tax Benefits .................................................................................... 5-5 5.5 Regional Economic Benefits .................................................................................................... 5-5

6.0 COMMERCIAL DEVELOPMENT ACCOMMODATION ............................................................ 6-1

6.1 Development Opportunities ..................................................................................................... 6-1 6.1.1 North Airfield ............................................................................................................. 6-1 6.1.2 East Airfield .............................................................................................................. 6-2


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6.1.3 West Airfield ............................................................................................................. 6-2 6.2 Short Term Infrastructure Requirements ................................................................................. 6-3

6.2.1 Taxiway Bravo Widening .......................................................................................... 6-3 6.2.2 Apron II Airside Access ............................................................................................ 6-4 6.2.3 Paved Tie-Down Apron ............................................................................................ 6-4 6.2.4 Capital Costs ............................................................................................................ 6-5

6.3 Land Use Plans ........................................................................................................................ 6-5

7.0 COMMUNITY IMPACT ............................................................................................................. 7-1

7.1 Mitigation of Aviation Activity Impacts ...................................................................................... 7-1 7.2 Noise Exposure Modeling ........................................................................................................ 7-5 7.3 City Approved 2005 NEF Contours ......................................................................................... 7-6 7.4 New NEF Planning Model ........................................................................................................ 7-6 7.5 Observations ............................................................................................................................ 7-7

8.0 SUMMARY ............................................................................................................................... 8-1

8.1 Runway Extension ................................................................................................................... 8-1 8.2 Buttonville Airport Closure ....................................................................................................... 8-1 8.3 Seneca College Relocation ..................................................................................................... 8-2 8.4 Infrastructure Improvement Costs ........................................................................................... 8-2

9.0 RECOMMENDATIONS ............................................................................................................. 9-1

List of Tables

Table 1-1 Declared Distances .......................................................................................................... 1-5 Table 2-1 Preliminary Runway Extension Project Cost Estimate .................................................... 2-2 Table 4-1 Potential Increases in Aircraft Movement Activity ............................................................ 4-3 Table 5-1 Annualized Economic Impacts – Corporate Activity ........................................................ 5-1 Table 5-2 Construction Impacts – Corporate Activity ....................................................................... 5-1 Table 5-3 Annualized Economic Impacts – Buttonville Business Relocations ................................ 5-2 Table 5-4 Construction Impacts – Buttonville Business Relocations ............................................... 5-2 Table 5-5 Annualized Economic Impacts – Buttonville Aircraft Relocations .................................... 5-3 Table 5-6 Construction Impacts – Buttonville Aircraft Relocations .................................................. 5-3 Table 5-7 Annualized Economic Impacts – Seneca College Relocations ....................................... 5-4 Table 5-8 Construction Impacts – Seneca College Relocation ........................................................ 5-4 Table 5-9 Summary of Annualized Economic Impacts .................................................................... 5-5 Table 5-10 Summary of Construction Impacts ................................................................................... 5-5 Table 5-11 Direct Increased Airport Revenues / Tax Benefits ........................................................... 5-5 Table 6-1 Preliminary Airside Infrastructure Improvement Cost Estimate ....................................... 6-5 Table 7-1 NEF’s and Community Response Prediction ................................................................... 7-5

List of Figures

Figure 1.1 Runway Length Requirements ......................................................................................... 1-2 Figure 1.2 Airport Layout ................................................................................................................... 1-5 Figure 2.1 Proposed Runway Extension ........................................................................................... 2-1 Figure 3.1 Oshawa Municipal Airport Catchment Area ..................................................................... 3-4 Figure 6.1 North Airfield Commercial Development .......................................................................... 6-1 Figure 6.2 East Airfield Commercial Development ........................................................................... 6-2 Figure 6.3 West Airfield Commercial Development .......................................................................... 6-3 Figure 6.4 Taxiway Bravo Widening ................................................................................................. 6-4 Figure 6.5 New Apron II Airside Access ............................................................................................ 6-4 Figure 6.6 Paved Tie-Down Apron Site ............................................................................................. 6-5


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Figure 7.1 Existing and Proposed Takeoff Points ............................................................................. 7-2 Figure 7.2 Existing and Proposed Landing Points ............................................................................ 7-4 Figure 7.3 Approved 2005 NEF Contours ......................................................................................... 7-6 Figure 7.4 30 NEF Contour ............................................................................................................... 7-7 Figure 7.5 25 NEF Contour ............................................................................................................... 7-8

Appendices

Appendix A Proposed Land Use Development Options


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1.0 Introduction

1.1 Background

The Oshawa Municipal Airport is owned and maintained by the City of Oshawa, and as a corporate and general aviation regional airport, it serves the City of Oshawa, the Region of Durham and eastern portions of the Greater Toronto Area (GTA). The airport’s origins date back to the 1940’s when the airport was constructed as part of the British Commonwealth Air Training Program to provide primary flight instruction during the Second World War. After the war, the airport was transferred to the Department of Transport (now Transport Canada) and in 1997 ownership was ultimately transferred to the City of Oshawa.

1.2 Airport Role

Today, Oshawa Municipal Airport is a modern Transport Canada certified facility serving a wide variety of aviation activities including:

Corporate/business aviation.

Executive air charters.

Flight training.

Aircraft maintenance/restoration.

Air cargo and just in time shipments.

Air Ambulance/police enforcement operations.

The airport operates as a key component of the regional transportation infrastructure and plays an important role in supporting regional economic growth and attracting new businesses to the community. In previous studies 82 East GTA and Durham Region businesses have been identified as utilizing Oshawa Municipal Airport. In addition, 75 air freight and air charter companies regularly utilize the airport in support of the automotive manufacturing industry and other regional businesses which rely on the timely delivery of parts and materials.

In the context of an ever expanding global economy, the airport supports the regional business community by providing direct access to the community for both passengers and goods. In addition, the airport itself provides a base of employment and contributes a positive economic impact through increased gross domestic product (GDP) to the community.


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1.3 A Constraint to Regional Economic Development

In 2008 a Business Plan was prepared for Oshawa Municipal Airport. The Business Plan identified the existing runway length of 4,000 ft. as a significant constraint to the future economic development of the Region. Specifically, the Plan stated that:

“The 4000 ft. runway length is insufficient to economically conduct either broad domestic or US transcontinental operations and effectively limits the commuter turboprop and commuter jet aircraft to an operating range of 500 nautical miles or 1 ½ hours flying time”.

This concern has also been shared by various airport stakeholders and regional businesses.

With a runway length of 4,000 ft. potential access to the airport, and subsequently access to the regional business community, is restricted. Although the airport currently receives some corporate jet activity, generally these aircraft only operate under ideal conditions when the runway is dry and there is good visibility. When conditions are less than ideal these aircraft must divert to Toronto-Pearson International Airport which has longer runway lengths. Currently, only 38% of corporate aircraft can be accommodated at Oshawa Municipal Airport and the majority of this only when runway conditions are bare and dry. With a 5,000 ft. runway approximately 85% of corporate aircraft could operate from the airport.

As an industry norm, operators of corporate aircraft generally limit the operation of their jet aircraft to airports with runways with a minimum length of around 5,000 ft. As an example, Figure 1.1 describes the operating requirements for a major international corporate jet operator. For the majority of corporate aircraft identified, runway lengths in excess of 4,000 ft. are required as an absolute minimum under dry conditions. When the runway is wet these runway length requirements increase.

Figure 1.1 Runway Length Requirements


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In 2009, Oshawa Municipal Airport initiated a technical review to determine the feasibility of extending Runway 12-30 from its current length of 4,000 ft. (1,219m) to 5,000 ft. (1,524m). In doing so, the airport would be capable of accommodating a broader range of aircraft under all weather conditions. The longer runway length would also provide operators with improved efficiency and flexibility in that aircraft would be capable of flying longer distances without refuelling. It is also anticipated the extension of Runway 12-30 would likely attract additional corporate aviation activity.

Ultimately, this leads to improved access, a key factor for corporations when determining locations for new business investment.

1.4 Pending Events

Beyond the potential runway extension, there are other pending events which, in addition to placing increased activity demand on the airport, will also likely enhance the economic benefits and opportunities. These events include:

Buttonville Airport Closure

The owners of Buttonville Airport have announced that they intent to close the airport no later than 2015. At present the airport is a base of operations for approximately 130 aircraft (excluding flight training aircraft) and approximately 15 aviation-related businesses that will be impacted by the closure. It is presumed that much of this activity could relocate to Oshawa Municipal Airport as there is no other full-service general aviation airport located within the eastern GTA.

Pickering Airport Development Uncertainty

In July 2011 Transport Canada released the findings of the 2010 Pickering Lands Needs Assessment Study. The study was conducted to assess the role and capacity of airports in the Greater Golden Horseshoe area and identify requirements for a new Pickering Airport within a 25-year horizon. The study concluded that an additional airport will be required in the Greater Golden Horseshoe Area between 2027 and 2037 and that its primary focus would be scheduled passenger air service and air cargo. The ultimate decision to proceed with the development of the Pickering Airport will depend on a number of factors, including economic considerations, the development of existing regional airports, population growth and available capacity at Toronto-Pearson International Airport

The Pickering Lands Needs Assessment also affirms the importance of Oshawa Municipal Airport as a reliever of corporate and general aviation activity for the Greater Toronto Area and recognizes that with a 5,000 ft. runway, the airport could provide an interim solution to accommodate future corporate and general aviation growth in the GTA.

Highway 407 Extension

In March 2011, the Province of Ontario announced that construction would proceed on extending Highway 407 eastward. By 2015 the highway will extend as far east as Harmony Rd. in Oshawa. A proposed interchange at Thornton Rd. will provide direct access to the airport and significantly reduce the ground travel time to the airport from the GTA.

1.5 Study Objectives

In light of the perceived operational constraints associated with the limited runway length and the potential impacts associated with the pending closure of Buttonville Airport, the Oshawa Municipal Airport decided to undertake a study to update the runway expansion technical review and identify the potential operational, economic and community impacts that the expansion of Runway 12-30 and the closure of Buttonville Airport would have on Oshawa Municipal Airport.

The community surrounding the airport is highly sensitive to noise impacts associated with local movements generated by flight training activities. Therefore, the findings and recommendations of the


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study must include opportunities to mitigate these impacts. In doing so, it should be noted that Oshawa Municipal Airport does not have the legal authority to limit aviation activities. Therefore, any opportunity to restrict flight training operations must be achieved through negotiated agreements with existing and future flight training operators.

1.6 Scope of Work

In 2011 GENIVAR, formerly Pryde Schropp McComb, Inc. (PSMI) was engaged by the Oshawa Municipal Airport to update the proposed runway technical assessment and identify potential business impacts and economic benefits. The scope of work was broken into two phases.

The Phase 1 scope of work included the following tasks:

Update the 2009 Runway 12-30 Extension Feasibility Review to take into account potential requirements for Runway End Safety Areas (RESAs) as they are likely to be mandated by Transport Canada within the next 5 years.

Update the 2010 Capital Cost Estimate.

Update the LPV/GNSS approach study.

Assess the potential opportunity that an extended Runway 12-30 may have in attracting additional corporate aviation activity to the airport and identify the potential economic benefits.

Prepare a noise exposure planning (NEP) forecast based on the potential increase in corporate activity.

The Phase 2 scope of work included the following tasks:

Assess the impact that the closure of Buttonville Airport will have on Oshawa Municipal Airport and identify potential economic benefits.

Prepare a Noise Exposure Planning (NEP) forecast based on the potential increase in activity resulting from the closure of Buttonville Airport.

Prepare an Airport Land Use Plan which takes into consideration demand for additional commercial development areas as well as aircraft parking requirements.

1.7 Existing Airport Facilities

Oshawa Municipal Airport’s existing facilities include:

Two paved and lighted runways and associated taxiways.

Modern navigational aids including LPV/GNSS approaches (scheduled for early 2012).

A contemporary terminal facility capable of accommodating both corporate and scheduled passenger activity.

Large terminal apron.

NAV CANADA control tower.

Canadian Border Services Agency (CBSA) customs and immigration.

Lands available for commercial aviation development.


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The layout of the airport’s two runways is illustrated in Figure 1.2, taken from the Canada Air Pilot (CAP).

Figure 1.2 Airport Layout

Runway 12-30 is Code 3 Instrument Non-precision with a length of 4,000 ft. (1,219m) and a width of 100 ft. (30m). Runway 05-23 is Code 2 Instrument non-precision (Runway 05) with a length of 2,654 ft. (809m) and a width of 100 ft. (30m).

The published declared distances for the two runways are provided in Table 1.1.

Table 1-1 Declared Distances

Runway

Declared Distance 05 23 12 30 12 (Night)

TORA 2654 2654 4000 4000 4000

TODA 3054 3554 4900 4000 4900

ASDA 2654 2654 4200 4000 4000

LDA 2654 2654 4000 4000 4000

TORA – Takeoff Run Available TODA – Takeoff Distance Available ASDA – Accelerate–Stop Distance Available LDA – Landing Distance Available

Runway Extension / Buttonville Airport Closure Impact AssessmentOshawa Municipal Airport November 29, 2011

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2.0 Runway Extension Feasibility

2.1 Proposed Design

To accommodate the extension of Runway 12-30 to 5,000 ft., it is proposed that the runway be expanded at both thresholds. As illustrated in Figure 2.1, the Runway 12 threshold would be extended by 197 ft. (60m) with the provision for a wide turn button. Similarly, the Runway 30 threshold would be extended by 803 ft. (244.8m), again with a wide turn button. To accommodate Obstacle Limitation Surface (OLS) zoning requirements a displacement of approximately 265 ft. (80.8m) would be required for Runway 30.

Figure 2.1 Proposed Runway Extension


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The extended runway would be designed to Code 3 non-precision standards and would include 492 ft. (150m) Runway End Safety Areas (RESAs) located at each threshold. Taxiway Bravo would not be extended to the new threshold of Runway 30. This is proposed as a means of mitigating potential noise impacts to residential areas located immediately south and southeast of the new threshold by having the majority of traffic depart from the current threshold location. Only aircraft requiring the longer takeoff length would backtrack to the extended threshold for departure. These mitigation efforts are further discussed in Section 7.1.

2.2 Runway 12-30 Extension Design Considerations

2.2.1 Obstacle Limitation Surface (OLS) Impacts

Obstacle Limitation Surface (OLS) zoning, defines the limiting height of obstacles in the vicinity of the airport, thus providing protection for aircraft operations during the approach and departure phases of flight. The OLS zoning required for the proposed extended runway can be accommodated within the Airport Registered Zoning (AZR) which is currently in place. However, during a recent site survey it was discovered that there are obstacles which penetrate the existing OLS zoning for the current runway. These obstacles include lighting standards located at the intersection of Thornton Rd. and Taunton Rd., and a number of trees sited in the approach to Runway 30 that require trimming.

2.2.2 LPV/LNAV Approach Impacts

LPV/LNAV approaches are non-precision instrument approaches utilizing GPS-based instrumentation. LPV/LNAV approaches have been recently designed for Runway 12-30 and are scheduled for implementation sometime in early 2012. With the extension of the Runway 12-30, the NAV CANADA approach procedures including LPV/LNAV approaches will have to be redesigned and flight checked.

2.2.3 Noise Berm

To mitigate the impact of noise on residential areas located in proximity to Runway 30, it is proposed that an earthen noise berm be constructed on airport land south of the Runway 30. The berm will help reduce noise impacts on residences located directly south and southeast of the threshold of Runway 30.

2.2.4 Runway End Safety Areas

Runway End Safety Areas (RESA’s) are defined as ‘areas symmetrical about the extended runway centreline and adjacent to the runway strip primarily intended to reduce the severity of an airplane undershooting or overrunning the runway’. In practical terms, the RESA is a 150m (492 ft.) long area of flat land clear of obstacles which is located beyond the ends of the runway. Transport Canada has stated that a RESA (or equivalent Engineered Material Arrestor System) will be required where the runway length is greater than 1,200m (3,937ft). Transport Canada has further indicated that the provision of RESA’s will be mandatory and that airports will have a 3-5 year period in which to implement them. Given that both the current and proposed length of Runway 12-30 is greater that 1,200m, RESA’s will be required at either end.

2.3 Runway Extension Capital Cost

The preliminary project cost estimate for the runway extension is $3.06 million (2012 dollars). A breakdown of this cost is provided in Table 2-1.

Table 2-1 Preliminary Runway Extension Project Cost Estimate

Item Cost Estimate Summary Total

1.0 General Construction Items $183,500.00

2.0 Threshold 12 Extension – Civil Works $561,940.00

3.0 Threshold 30 Extension – Civil Works $804,910.00

4.0 Existing Runway 12-30 Rehabilitation – Civil Works $608,100.00


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Table 2-1 Preliminary Runway Extension Project Cost Estimate

Item Cost Estimate Summary Total

5.0 Threshold 12 Extension – Electrical Works $121,175.00

6.0 Threshold 30 Extension – Electrical Works $67,065.00

7.0 Existing Runway 12-30 Rehabilitation – Electrical Works $52,620.00

8.0 Sub-Total Construction Costs $2,399,310.00

9.0 Engineering Design, Tendering, Project Management, Contract Administration, Construction Supervision

$359,896.50

10.0 Nav Canada Instrument Approach Procedures Redesign/Flight check $65,000.00

11.0 Project and Construction Contingencies $239,931.00

12.0 Preliminary Project Cost Estimate (Excluding HST) $3,064,137.50

The preliminary project cost estimate excludes:

Widening of Taxiway Bravo at the existing runway 30 threshold ($100,000)

Construction of a new taxiway to Apron II ($40,000)

Construction of a new paved tie-down area south of Apron I ($1,350,000)

Provision of noise berms (no cost as per Airport Manager).

Removal and replacement of regional roadway lighting standards and other obstacles (cost by others).

Possible relocation of the ILS localizer.


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3.0 Business Opportunities

As previously identified in Section 1.1, there are a number of events which will likely result in increased business opportunities for Oshawa Municipal Airport. The most significant is the pending closure of Buttonville Airport scheduled for 2015. Associated with the closure of Buttonville Airport is the required relocation of Seneca College’s Aviation Program. Seneca has identified Oshawa Municipal Airport as the preferred site to which to relocate its flight training program.

Other business opportunities come from the corporate aviation sector. With the closure of Buttonville Airport, Oshawa Municipal Airport would be the only regional airport located in the Greater Toronto Area that is capable of supporting corporate jet activity. Transport Canada recently announced the findings of its Needs Assessment Study Pickering Lands1. The findings of the study suggest the proposed Pickering Airport will not be required until 2027-2037 assuming regional airports in southern Ontario develop to their potential. The report further suggests that Pickering Airport will not be developed in the interim as a general aviation airport and that when it is required, its primary function will be to serve as a secondary airport for scheduled commercial air services and cargo activities.

In order for Toronto-Pearson to accommodate additional commercial passenger activity, the study recommends that growth in corporate and general aviation activity be accommodated at regional airports located in the GTA. The study recognizes that Oshawa Municipal Airport, with an extension of its runway to 5,000 ft., would have the capability to potentially accommodate this growth of corporate aviation activity. The report states:

“The Needs Assessment Study shares the SOAAS view that the provision of a runway in excess of the 1,219 m (4,000 ft.) currently available on the eastern side of the GTA would potentially be of benefit to the corporate aviation community”.

The report goes on to state:

“This study has noted that an extension of the primary runway in Oshawa may be possible, perhaps to a length of approximately 1,524 m(5,000 ft.), an opportunity that the Oshawa Airport Business Plan indicates should be explored in the short term. This possibility, in conjunction with the more stable long-term outlook brought about by the City of Oshawa’s commitment to keep the airport operational for a period of at least 25 years, potentially provides an interim solution to this concern [accommodating the growth of corporate activity] without building a new airport in Pickering”.

In summary, an extension of Runway 12-30, would be of benefit not only to the regional business community but to the Greater Toronto Area as a whole. Having convenient and direct access is an important factor for businesses deciding to relocate or expand in the Region. Having the capability to accommodate a full range of corporate aviation activity provides the City and Region with a clear competitive advantage in attracting new investment and economic development.

3.1 Runway Extension (Corporate Activity)

It is anticipated that a potential extension of Runway 12-30 to 5,000 ft. will attract some corporate aircraft operators that currently use Toronto-Pearson International Airport and/or Buttonville Airport. As previously stated, although Oshawa Municipal Airport is used occasionally by corporate jet aircraft, these operations typically take place during conditions when the runway is dry and the visibility is good. With the extension of the runway, the airport will be capable of accommodating a broader range of jet and turboprop aircraft in all weather conditions.

The extended runway will also provide opportunities for aircraft to extend their non-stop range, thus improving operational efficiency and flexibility. Equally as important, an extended runway will enhance

1 Needs Assessment Study Pickering Lands, Final Report, Transport Canada, March 2010


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operational safety for both existing and potential operators, especially during periods of inclement weather when the runway is wet or contaminated with snow.

The extended runway length will accommodate approximately 85% of the current Toronto-Pearson corporate aircraft mission profile and therefore supports the objectives identified in the Pickering Land Needs Assessment Study.

An extended runway will also provides some benefit related to noise in that the runway extension will allow aircraft to climb out sooner thus reducing potential noise impacts.

To determine the potential increase in corporate aviation demand which might arise from a proposed runway extension, the consultants prepared an online questionnaire directed to corporate operators who fly into/out of the GTA, and interviewed a number of corporate charter operators currently operating out of Toronto-Pearson International Airport and Buttonville Airport.

3.1.1 Online Corporate Aircraft Owners Questionnaire

An online questionnaire was sent to selected corporate operators plus distributed through the Canadian Business Aircraft Association (CBAA) and the National Business Aircraft Association (NBAA) in the United States.

Forty-four (44) responses were received. Of those, 70.4% indicated they would consider relocating their activity to Oshawa Municipal Airport if the runway were extended to 5,000 ft. Primary reasons for considering the relocation included:

Less congestion/operational delays (83%).

Lower operating costs (83%).

Better geographical location for clients (66%).

Approximately 50% of the respondents indicated that their aircraft could not operate with a 4,000 ft. runway in all weather conditions. This percentage reduced to 12% with respect to a 5,000 ft. runway.

3.1.2 Operator Interviews

Interviews were held with a number of corporate aviation operators based at both Buttonville Airport and Toronto-Pearson International Airport. With the pending closure of the airport, the majority of operators at Buttonville indicated they would likely relocate to Oshawa Municipal Airport and that the potential extension of the runway would certainly enhance their operational capabilities.

Aviation Unlimited (FBO/aircraft sales/service), which has already purchased a lot at Oshawa Municipal Airport, stated that with the runway extension they would seriously consider an expansion of their operation. The company’s initial development calls for approximately 10,000 sq. ft. of hangar and 6 employees. They foresee that with the runway expansion their requirements could increase to 20,000 sq. ft. of hangar and 15 employees.

A second regional corporate air charter company that was interviewed indicated that if Runway 12-30 were extended to 5,000 ft., they would consider consolidating their operations which are presently located at three airports in Southern Ontario to Oshawa Municipal Airport. The company currently operates 5 turboprop and 3 jet aircraft and employs approximately 14 employees. With the consolidation, the company would require approximately 17,000 sq. ft. of hangar space.

Discussions with corporate charter operators at Toronto-Pearson International Airport suggest that these operators would be less likely to relocate to Oshawa Municipal Airport. Although there are significant costs associated with operating from Toronto-Pearson, at present there are few congestion/delay issues. This could likely change in the longer term as scheduled airline activity increases and landing slots become less available to the corporate operators. Another reason cited for not relocating is that many of these operators manage aircraft on behalf of their owners, and these owners are located in closer proximity to Toronto-Pearson than to Oshawa Municipal Airport.


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Operators noted that for aircraft not based in the GTA area, location and operating cost are often the primary factors in deciding upon a destination airport within the GTA. In that regard, Oshawa Municipal Airport, with the extended runway, would be a desirable airport. The typical landing fee for a Falcon 900 corporate jet would be approximately $105.00 at Oshawa Municipal Airport, whereas at Toronto-Pearson the landing fee would be approximately $536.00.

With the proposed extension of Highway 407 to Oshawa, the ground travel time from the eastern and northern areas of the GTA including Richmond Hill, Markham, and Scarborough will be similar or less than the travel time to Toronto-Pearson. A number of multi-national corporations have their international and Canadian head offices located within these jurisdictions.

3.1.3 Corporate Activity Relocation

From discussions with corporate aircraft operators based at Toronto-Pearson, it was realized that the greatest potential to attract corporate activity would likely come from itinerant aircraft (not GTA-based) which can operate from a 5,000 ft. runway. Such activity would be attracted by lower operating costs and convenient access to clients.

To determine the size of the potential demand from itinerant corporate activity a detailed analysis of Toronto-Pearson’s corporate movements was undertaken. Of some 418,300 annual movements approximately 29,000 are corporate in nature. The consultants then eliminated those movements which could not operate from 5,000 ft., plus those movements which can operate from 4,000 ft. (it is assumed that these aircraft currently have the opportunity of operating from Oshawa but choose not to do so). This reduced the overall number to approximately 21,300 movements

It was estimated that approximately 20% of corporate movements are GTA-based. Therefore, the number of itinerant corporate movements capable of operating from a 5,000 ft. runway is approximately 17,000.

Given that location and proximity to clients are important factors in determining airport utilization, it was assumed that the demand from itinerant corporate activity would be directly proportional to the number of businesses located within the Oshawa Municipal Airport catchment area. This catchment area, illustrated in Figure 3.1, includes Durham Region, plus 905 areas located north of Metro Toronto including Richmond Hill, Markham, Aurora, and Newmarket. All of these areas have convenient access to Oshawa Municipal Airport via Highways 404 and 407. Of approximately 188,860 businesses registered in the GTA, approximately 44,819 or 24% are located within the catchment area for Oshawa Municipal Airport. Therefore, it is assumed that of the 17,000 itinerant corporate movements capable of operating from a 5,000 ft. runway approximately 24% or 4,000 movements would choose to utilize Oshawa Municipal Airport based on locational factors.

Additional corporate activity could also be attracted because of lower operator costs associated with Oshawa Municipal Airport as compared to Toronto-Pearson International Airport.


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Figure 3.1 Oshawa Municipal Airport Catchment Area

In addition to itinerant corporate activity relocating from Toronto-Pearson, additional corporate and just-in-time cargo activity would be generated if the runway were extended to 5,000 ft. This activity equates to approximately 3,000 movements a year.

In total, approximately 7,000 corporate movements could potentially be generated associated with the extension of Runway 12-30.

3.2 Buttonville Airport Closure

In October 2010 the owners of Buttonville Airport, Armadale Company Ltd., announced plans to close the airport and redevelop the lands for mixed commercial/residential uses. The proposed date for the closure is no later than 2015, although it is likely that many of the aircraft and business based at the airport will relocate prior to that date. Recent announcements suggest the airport may close as early as 2013.

At present there are approximately 130 aircraft (excluding flight training aircraft) based at Buttonville Airport. In 2010 Buttonville Airport had 161,455 annual movements, including 66,937 itinerant movements and 94,518 local movements. Approximately 87% of itinerant movements were light aircraft (2000 kg and under) with jet and turboprop aircraft accounting for only 7%.

To understand potential demand associated with the pending closure of Buttonville Airport an online questionnaire was sent to owners of aircraft based at the airport and interviews were held with various businesses presently located at Buttonville.

3.2.1 Online Questionnaire

The online questionnaire sent to owners of aircraft based at Buttonville Airport asked recipients to identify if they were considering relocating to Oshawa Municipal Airport given the pending closure of Buttonville, and if so, what facilities or services would be required. Of approximately 130 aircraft owners contacted through a mail out, 42 (32%) responded to the survey. Of those, 68% indicated they were considering the


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relocation to Oshawa Municipal Airport, 7% indicated they were considering a relocation to an airport other than Oshawa, and 25% were still undecided as to where they would relocate.

The survey results also indicated that the intent to relocate from Buttonville was spread over a number of years and that the majority aircraft owners were contemplating relocation well in advance of the proposed closing date of 2015.

3.3 Seneca College Aviation Program

With the pending closure of Buttonville Airport, Seneca College has been actively seeking a new site at which to base its flight training program. After evaluating a number of potential airports, Oshawa Municipal Airport was identified as its first choice. In May 2011, Seneca College made a presentation to the City of Oshawa describing its aviation program and associated activities and infrastructure requirements.

At present, Seneca operates a fleet of 14 training aircraft which include eight (8) Cessna 172s, four (4) Beechcraft Bonanzas, and two (2) twin engine Beechcraft Barons. The Seneca Flight Training Program is 4 years in duration and has approximately 227 students at any one time, each of whom log over 200 flight training hours over the course of program, plus additional time in flight simulators.

As part of its presentation, Seneca College requested that Oshawa Municipal Airport hold lots 3, 4, and 5 for its potential development.



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4.0 Flight Activity Impacts

4.1 Corporate (Runway Expansion) Impacts

Previously it had been estimated that approximately 4,090 itinerant corporate movements could be realized if Runway 12-30 were extended from 4,000 ft. to 5,000 ft. Much of this additional activity would be from non-GTA based aircraft choosing Oshawa Municipal Airport over Toronto-Pearson because of closer proximity for clients, reduced operating costs, and fewer delays. In addition, should the unnamed corporate operator relocate its Southern Ontario operations to Oshawa, this could generate an additional 800 itinerant movements.

General Motors and other automotive related industries, which are located in close proximity to Oshawa Municipal Airport, make use of air cargo operators for the ‘just in time’ delivery of parts and materials. Although some cargo operators make use of Oshawa Municipal Airport, a number of flights use alternate airports such as Peterborough, Toronto-Pearson and Hamilton because of the longer runway lengths available at these airports. Extending the runway to 5,000, combined with new LPV/GNSS approach procedures could potentially attract additional air cargo movements to the airport. It is estimated that an additional 3,000 courier/air cargo movements could be generated from the expansion of the runway.

With the extension of Runway 12-30 it is anticipated that approximately 15-20 corporate aircraft could relocate their base of operations to Oshawa Municipal Airport.

In total, it is estimated that approximately 7,800 additional corporate itinerant movements could be realized at Oshawa Municipal Airport resulting from the proposed extension of the runway. The improved corporate access will enhance the Region’s ability to attract new businesses to the community.

4.2 Buttonville Closure Impacts

If we assume that of the responses who were ‘undecided’, ultimately 66% chose to relocate to Oshawa Municipal Airport, then of 42 responses, 35 could potentially relocate. If we further assume that the survey is representative of all Buttonville private/corporate aircraft owners, and that there are approximately 130 private, and corporate jet and turboprop aircraft based at Buttonville, then potentially 107 aircraft could relocate to Oshawa Municipal Airport.

The online survey indicated that, on average, each aircraft had approximately 172 annual movements. Therefore the potential itinerant activity associated with the relocation of private/corporate aircraft from Buttonville equals approximately 18,400 movements.

In addition to the Buttonville-based aircraft, it is estimated there are approximately 6,400 itinerant movements by aircraft not based at Buttonville. Assuming that approximately 85% of these movements relocate to Oshawa Municipal Airport, then there would be an additional 5,400 private/corporate aircraft itinerant movements, for a total of approximately 24,800 movements.

The 85% figure assumes that many non-based itinerant aircraft which currently utilize Buttonville would relocate to Oshawa because: 1) it is anticipated that the majority of the Buttonville-based aviation businesses, which serve the private/recreational flying community, will relocate to Oshawa Municipal Airport; and 2) with the proposed extension of Highway 407, Oshawa Municipal Airport will provide convenient access to the eastern and north eastern areas of the GTA presently served by Buttonville.

It is assumed that the majority (85%) of ‘Level I-III Air Carrier’ itinerant movements and ‘Other Commercial’ itinerant movements at Buttonville would relocate to Oshawa. This figure would equal approximately 3,300 movements.


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It is also likely that the majority (85%) of Buttonville’s government movements would also relocate to Oshawa. This would equal approximately 470 movements.

It has been assumed that Buttonville’s helicopter movements would not likely relocate to Oshawa as alternative heliport facilities exist in York Region.

In total, it is estimated that approximately 27,550 additional itinerant movements could be realized at Oshawa Municipal Airport from the pending closure of Buttonville Airport. This number excludes Seneca College activity which is described separately in the following section.

It is further assumed that approximately 1,000 additional local movements could be attributed to private aircraft.

4.3 Seneca College Relocation Impacts

Seneca College’s fight training program accounts for approximately 16,120 itinerant movements and 24,830 local movements for a total of 40,950 annual movements. However, the flight activity impact of Seneca’s relocation is considered neutral due to Council’s directive that Seneca College must fit within a total flight training circuit limit of 37,000 movements annually.

4.4 Total Flight Activity Impacts

4.4.1 Flight Activity with a Cap on Flight Training

Table 4-1 describes the potential increase in aircraft movement activity which could occur as a result of: 1) the extension of Runway 12-30; and 2) the pending closure of Buttonville Airport. With current activity levels of approximately 67,500 annual movements, the additional flight activity would increase total annual movements to approximately 103,940 (67,500 current plus 36,440 additional). No increase in local flight training annual movements has been forecast because council has directed that Seneca flight training be capped to fit within the current level of 37,000 annual local movements. There would be some additional local movements associated with private aircraft relocating from Buttonville. The annual movements associated with this group are not expected to exceed 1,000.


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Table 4-1 Potential Increases in Aircraft Movement Activity

Sector Annual Movements

Potential New Runway Expansion Derived Itinerant Movements Non YYZ-Based Corporate Itinerant 4,090Just in Time Cargo 3,000YYZ Based Corporate 800

SUB-TOTAL 7,890

Potential New Buttonville Based Itinerant MovementsPrivate Aircraft 23,760Commercial Aircraft (Class III and ‘Other’) 3,317Commercial Aircraft (Seneca College) 0Government 473

SUB-TOTAL 27,550

Potential New Buttonville Based Local MovementsSeneca College Flight Training 0Private Aircraft 1,000

SUB TOTAL 1,000

TOTAL POTENTIAL NEW MOVEMENTS 36,440

TOTAL EXISTING MOVEMENTS 67,500

TOTAL POTENTIAL MOVEMENTS 103,940

4.4.2 Flight Activity without a Cap on Flight Training

If Council had not made the decision to cap Seneca’s flight training activity, the relocation of Seneca College to Oshawa Municipal Airport would add additional movements to the existing flight training activity. Under such as scenario the total annual movements would reach approximately 144,890 (67,500 existing movements + 36,440 new movements + 40,950 new Seneca College movements).


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5.0 Economic Impacts

5.1 Runway Extension (Corporate Activity)

As outlined in Section 3, a potential expansion of Runway 12-30 could result in attracting new aviation related business plus additional itinerant corporate activity which in turn would result in both employment creation and increased positive economic impact GDP. In addition to the aviation-related businesses which have indicated they would relocate and/or expand should the runway be extended, there is also the economic impact associated with an increase in itinerant corporate activity. A potential increase of approximately 7,000 annual corporate movements and the possible relocation of 15-20 corporate aircraft would translate into additional employment (aircraft maintenance, ground handling, fuel dispensing, flight crews) and expenditures (fuel sales, landing fees, apron parking fees).

The economic impact associated with potential business relocations to Oshawa Municipal Airport is described in Table 5-1. It is projected that the direct and indirect benefits would include 95 full time equivalent (FTE) employment positions and approximately $15.3 million in total value added GDP.

Table 5-1 Annualized Economic Impacts – Corporate Activity

Activity/Business FTE1 Labour Other Expenditures Total Value Added GDP

($ millions)

Corporate Charter Operator 14 $0.7 $1.1 $1.8

Aviation Unlimited2 8 $0.4 $0.6 $1.0

Itinerant Corporate Movements 20 $1.1 $3.0 $4.1

Total Direct 42 $2.2 $4.7 $6.9

Total (Direct and Indirect)3 95 $4.3 $11.0 $15.3

1. FTE = full time equivalent employment.

2. Assumes only potential expansion associated with proposed runway expansion

3. Multipliers used are taken from The Economic Impact of the Oshawa Municipal Airport:2005 prepared by RP Erickson & Associates, 2007

Table 5-2 describes the potential economic impact associated with the construction of new hangar development associated with the increase in corporate activities. It is assumed that approximately 69,000 sq. ft. of new hangar/office space would be generated from increased corporate activity and that construction would occur over a 2 – 3 year period. The projected direct and indirect benefits would include 53 FTE’s and approximately $15.9 million in total value added GDP.

Table 5-2 Construction Impacts – Corporate Activity

Business FTE1 Labour Other Expenditures Total Value Added GDP

($ millions)

Construction Activity2 36 $3.1 $7.3 $10.4


1. FTE = full time equivalent employment

2. Assumes 60,000 sq. ft. of hangar construction and 9,000 sq. ft. of office space undertaken over a 2-3 year period.

3. Multipliers used are averages taken from recent construction impact studies done for similar sized airports in Ontario.

4. Assumes $105.00/sq. ft. construction cost (excludes land cost).

In summary, the additional corporate activity associated with the extension of Runway 12-30 could generate an annualized value added GDP of approximately $15.3 million. This would


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include approximately $400,000 of direct revenues to the airport in the form of net fuel sales, landing fees and parking charges. The new construction associated with the additional corporate activity would also generate a one-time GDP of approximately $15.9 million and approximately $240,000 in annual property tax generation. Additional revenues would be derived from the sale or lease of airport lands, although the value of these revenues cannot be assessed at this time.


The pending closure of Buttonville Airport could have a significant impact on Oshawa Municipal Airport, in terms of infrastructure requirements and economic impacts.

5.2.1 Buttonville Business Relocation

From interviews conducted with businesses currently located at Buttonville Airport it has been determined that a number of these businesses intend to relocate to Oshawa Municipal Airport. These businesses represent approximately 65 full-time employees. The economic impact associated with potential Buttonville business relocations to Oshawa Municipal Airport is described in Table 5-3. It is projected that the direct and indirect benefits would include 147 full time equivalent (FTE) employment positions and approximately $18.3 million in total value added GDP.

Table 5-3 Annualized Economic Impacts – Buttonville Business Relocations


($ millions)

Buttonville Businesses 65 $3.25 $5.1 $8.4




To accommodate these businesses at Oshawa, it is estimated that approximately 84,000 sq. ft. of new construction would be required. Table 5-4 describes the potential economic impact associated with the construction of new development associated with the Buttonville business relocations. The projected direct and indirect benefits would include 65 FTE’s and approximately $19.3 million in total value added GDP.

Table 5-4 Construction Impacts – Buttonville Business Relocations


($ millions)




2. Assumes 73,000 sq. ft. of hangar construction plus 11,000 sq. ft. of office space undertaken over a 2-3 year period.


4. Assumes $105.00/sq.ft. construction cost (excludes land costs).

The activity associated with the relocation of businesses from Buttonville Airport could generate an annualized value added GDP of approximately $18.3 million. The new construction associated with the business relocations would also generate a one-time GDP of approximately $19.3 million and approximately $290,000 in annual property tax generation. Additional revenues would be derived from the sale or lease of airport lands, although the value of these revenues cannot be assessed at this time.


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5.2.2 Buttonville Private/Corporate Aircraft Relocation

It is anticipated that between 80 and 100 private/corporate aircraft could relocate from Buttonville Airport to Oshawa Municipal Airport. The relocation of these aircraft would generate additional full and part-time employment associated with aircraft maintenance, grooming, ramp handling, etc. Although much of the employment associated with the relocation of aircraft would be accounted for in the relocation of Buttonville businesses, it is assumed that a small number of additional FTE’s would be created. In addition, the relocation of aircraft would generate additional GDP expenditures in the form of fuel sales, aircraft maintenance fees etc. It has been assumed that an additional 6 FTE’s would be created and that ‘other expenditures’ would equal approximately $10,000 per aircraft. Table 5-5 describes the potential annualized economic impact associated with the relocation of aircraft from Buttonville airport.

Table 5-5 Annualized Economic Impacts – Buttonville Aircraft Relocations


($ millions)

Buttonville Aircraft Relocation Related Impacts

6 $0.3 $1.0 $1.3




In the survey directed to Buttonville aircraft owners almost all of the responses who indicated a desire to relocate to Oshawa also indicated a desire to hangar their aircraft. Assuming that ultimately 50% of the aircraft relocating to Oshawa are to be hangared, this would create a demand for approximately 73,000 sq. ft. of additional hangar space. It is assumed that this would be constructed over a 2-3 year period. Table 5-6 describes the potential economic impact related to the construction of new development associated with the Buttonville business relocations.

Table 5-6 Construction Impacts – Buttonville Aircraft Relocations


($ millions)




2. Assumes 73,000 sq. ft. of hangar construction undertaken over a 2-3 year period.


4. Assumes $45.00/sq. ft. construction cost. (T-Hangar design) Excludes expanded apron tie-down areas. (excludes land costs)

The activity associated with the relocation of aircraft from Buttonville Airport could generate an annualized value added GDP of approximately $2.9 million. This would include approximately $200,000 of direct revenues to the airport in the form of net fuel sales, landing fees and parking charges. The new construction associated with the aircraft relocation would also generate a one-time added value GDP of approximately $7.2 million and approximately $64,000 in annual property tax generation.

5.2.3 Seneca College Relocation

In May 2011, Seneca College made a presentation to the City of Oshawa outlining their intent to relocate the Aviation Program from Buttonville to Oshawa Municipal Airport. As part of the presentation, Seneca


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indicated that the college would create 45 FTE positions and an additional 58 indirect jobs, generating an annual GDP of approximately $13 million.

Table 5-7 describes the estimates annualized economic impact associated with the Seneca College relocation.

Table 5-7 Annualized Economic Impacts – Seneca College Relocations


($ million)

Seneca College Flight Training Program

45 $2.2 $6.4 $8.6



3. Information based on assumptions using FTE and GDP information provided from Seneca College Presentation, May, 2011 and from multipliers taken from The Economic Impact of the Oshawa Municipal Airport:2005 prepared by RP Erickson & Associates, 2007

The college also identified a requirement of approximately 25,000 sq. ft of hangar area and an administration space of approximately 15,000 sq. ft. Table 5-8 describes the potential GDP impacts associated with the construction of these new facilities.

Table 5-8 Construction Impacts – Seneca College Relocation


($ million)




2. Assumes 25,000 sq. ft. of hangar construction and 15,000 sq. ft. of administration/classroom space construction undertaken over a 2 year period.


4. Assumes $105.00/sq. ft. construction cost for hangar space, $200.00 for admin/classroom space.

The activity associated with the relocation of the Seneca College Flight Training Program could generate an annualized value added GDP of approximately $13 million. This would include approximately $50,000 of direct revenues to the airport in the form of net fuel sales. This revenue may offset by a decrease in net fuel sales because Council has directed that Seneca flight training be capped to fit within the current level of 37,000 annual local movements.

The new construction associated with the Seneca College relocation would generate a one-time GDP of approximately $12.2 million. Seneca College would also generate approximately $17,000 annually in related property tax. Additional revenues would be derived from the sale or lease of airport lands, although the value of these revenues cannot be assessed at this time.

5.3 Summary of Economic Impact

A summary of the combined potential annualized economic impact is described in Table 5-9. As a comparison, it should be noted that in a study2 prepared for Toronto Airways in 2009, the direct, indirect and induced GDP contribution for Buttonville Airport was identified as $96 million.

2 Aviation Role and Importance of Toronto Buttonville Municipal Airport, Malone Given Parsons Ltd. 2009


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Table 5-9 Summary of Annualized Economic Impacts

Source FTE Economic


($ millions)





TOTAL 158 359 $25.2 $49.5

A summary of the combined potential construction-related economic impact is described in Table 5-10.

Table 5-10 Summary of Construction Impacts

Source FTE Economic


($ millions)





TOTAL 125 184 $35.7 $54.6

5.4 Direct Airport Revenues / Tax Benefits

Direct economic benefits are described in Table 5-11. Based on projected mature aviation activity levels it is estimated that the direct economic benefit to the airport with respect to revenues derived from landing fees, aircraft parking fees and net fuel sales would be in the order of $600,000 annually. At the same time, the estimated increase in airport operating expenditures would be approximately $50,000 -$100,000. In addition, new aviation-related development associated with the aviation activity resulting from the runway extension and the relocation of activity from Buttonville Airport could provide an estimated $611,000 in annual property tax generation.

Table 5-11 Direct Increased Airport Revenues / Tax Benefits

Source Airport Revenues Tax Generation

Corporate Activity (Runway Expansion) $400,000 $240,000

Buttonville Business Relocation (included in box below) $290,000

Buttonville Aircraft Relocation $200,000 $64,000

Seneca College - $17,000

TOTAL $600,000 $611,000

5.5 Regional Economic Benefits

In addition to the projected increase in airport revenues and GDP identified above, the extended runway will provide a positive catalytic effect to the Region by enhancing business efficiency and productivity through improved access to a larger and more diverse component of corporate aviation. As globalization continues to take hold, the competitiveness of industry is becoming increasing reliant on airports for direct, timely and reliable access to markets and suppliers. With the ability to accommodate a broader


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range of corporate aviation activity, Oshawa Municipal Airport will strengthen the community’s competitive position in attracting new investment.


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6.0 Commercial Development Accommodation

6.1 Development Opportunities

At present, commercial development is accommodated in the north airfield where a plan of subdivision and provision of roads and services are provided to accommodate the sale of lots. In addition to the north airfield, airport lands located to the east and west of the runway intersection are available for future commercial development. Vacant lands are also located to the south of the runway system. However, these lands are not zoned for airport use with the exception of the NAV CANADA control tower.

6.1.1 North Airfield

Oshawa Municipal Airport has approximately 4.9 ha of land in the northern portion of the airfield which is immediately available for airside commercial development. This area, illustrated in Figure 6.1, includes approximately 9 lots ranging in size from approximately 34,200 sq ft. (3,179m2) to 74,700 sq. ft. (6,943 m2). In addition to lots available for commercial development, Lot 17 is available for the expanded development of T hangars suitable for private aircraft.

Figure 6.1 North Airfield Commercial Development

Assuming average lot coverage of approximately 40%, the 4.9 ha of available land could accommodate approximately 210,972 sq. ft. (19,600 m2) of building area. The potential commercial building area associated with the corporate expansion as well as the Buttonville business relocation equals approximately 153,000 sq. ft. (14,214 m2) of building area. The potential demand from the Seneca College adds a further 40,000 sq. ft. (3,700 m2) of building requirement. Therefore, the north airfield could potentially accommodate all of the potential building demand associated with the corporate expansion, Buttonville relocation, and Seneca College relocation. This however assumes an efficient allocation and use of land and does not account for those Buttonville businesses which have yet to indicate a desire to relocate to Oshawa. Nor does it account for potential future expansion. In that regard the development of the east and/or west airfield should be considered as potential sites for the expansion of commercial development in the medium to long term.

With respect to the hangarage of private aircraft, there is additional vacant land in lot 17 in which to construct additional private T hangars. Approximately 30-35 aircraft could likely be accommodated with the construction of new hangars. Assuming a demand for approximately 50 T hangars, there may not be sufficient land in which to accommodate this potential demand. In addition to the construction of T


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hangars additional apron will be required for the paved tie-down of private aircraft. Consideration should be given to the expansion of the main apron in a manner that won’t impact usage of the existing apron by corporate aircraft.

6.1.2 East Airfield

Land located east of the runway intersection which is available for potential commercial development is illustrated in Figure 6.2. This area of approximately 13.6 ha is generally flat and clear of vegetation. However, there currently is no groundside access to the site and services and utilities are not provided. Road access and services could potentially be provided from the north. A DF navigational aid is located on the site and would likely have to get relocated. Former Taxiway D is located on the site and could potentially be used as the basis for a new taxiway/taxilane.

Figure 6.2 East Airfield Commercial Development

6.1.3 West Airfield

Figure 6.3 illustrates potential land to the west of the runway intersection which would be available for commercial development. A large portion of this land area of approximately 16.74 ha is currently leased by the City of Oshawa for use as a golf course. To accommodate commercial development there would be a requirement to close the golf course.


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To accommodate commercial development, utilities and services would need to be brought to the site. Groundside access could be accommodated by extending the roadway which presently provides access to the golf course. An NDB/DME navigational aid is presently located west of Runway 04-22. This equipment would require relocation in order to maximize commercial development in the area.

Figure 6.3 West Airfield Commercial Development

6.2 Short Term Infrastructure Requirements

In addition to commercial development opportunities, the potential relocation of aircraft from Buttonville Airport to Oshawa Municipal Airport will create demand for additional aircraft parking positions and T hangars. At present, the airport has no excess capacity in which to accommodate this demand for paved tie-down parking. Given that many aircraft owners have expressed a desire to relocate prior to the 2015 Buttonville closing date, there is an immediate need to provide additional paved tie-down areas and accommodate further T hangar development

6.2.1 Taxiway Bravo Widening

With the proposed extension of Runway 12-30 it would be beneficial that Taxiway Bravo be widened at the Runway 30 threshold. This would allow an aircraft to hold at the existing threshold and permit a second aircraft to pass in order to backtrack to the new threshold. The widening of Taxiway Bravo would improve the efficiency of the operation and reduce delays. It is recommended that the widening of Taxiway Bravo be undertaken as part of the runway extension project.


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Figure 6.4 Taxiway Bravo Widening

6.2.2 Apron II Airside Access

Along with the demand for additional paved tie-down parking, there will also be a need to provide additional T hangars. To facilitate the development of additional hangars on lots 17 and 19 and minimize associated congestion, an additional taxiway access to the Apron II area would be required. Provision has been made to accommodate a new Code A taxiway linking Taxiway Delta with Apron II.

Figure 6.5 New Apron II Airside Access

6.2.3 Paved Tie-Down Apron

To accommodate future growth and meet the potential aircraft parking demand associated with the closure of Buttonville Airport, it is important that paved tie-down parking at the airport be expanded. The


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most suitable location for such an apron is immediately south of the existing Apron I. It is anticipated that in order to accommodate short term demand (1-5 years) approximately 50 paved tie-down positions will be required.

Figure 6.6 Paved Tie-Down Apron Site

6.2.4 Capital Costs

The preliminary capital costs associated with the infrastructure improvements described under Section 6.2 are provided in Table 6-1.

Table 6-1 Preliminary Airside Infrastructure Improvement Cost Estimate

Item Preliminary Cost Estimate Total

1.0 Taxiway Bravo Widening $100,000

2.0 New Taxiway to Apron II $40,000

3.0 Paved Tie-Down Apron $1,350,000

4.0 TOTAL $1,490,000

Note:

1. These Class ‘D’ cost estimates assume work for all projects is carried out at the same time as runway extension work. Add an additional 20% if projects are to proceed individually.

2. Costs include engineering fees and contingencies.

3. Costs are exclusive of taxes.

4. Cost estimate in 2012 dollars.

5. Excludes cost of Runway 12-30 extension.

6.3 Land Use Plans

Alternative opportunities for the expansion of commercial development at Oshawa Municipal Airport are explored in Appendix A. These two land use alternatives illustrate the potential opportunities which exist by developing lands to the east and west of the runway intersection. It is proposed that lands on the east airfield would be the first to be developed. This development could be constructed in phases in order to minimize development costs.


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Lands in the west airfield would likely not have to be developed until the longer term, but should be retained by the City so that long term development opportunities for the airport are not compromised. Development in the west airfield would be somewhat constrained by line-of-sight requirements of the control tower and by the presence of the existing NDB/DME.

To meet potential demand for aircraft tie-downs, it is proposed that the main apron be expanded on the south side of Apron I. The expanded apron could accommodate approximately 48 aircraft plus provide positions for engine run up. Located south of the taxiway, the proposed tie-down area would not interfere with the use of the existing apron for itinerant aircraft parking.

The proposed land use alternatives include a widening of the taxiway at the existing Runway 30 threshold. This would provide a bypass lane which in turn would allow an opportunity for aircraft to hold prior to departure while still providing room for other aircraft to taxi past for immediate takeoff. This would help to improve efficiency especially in situations where aircraft have to backtrack to the extended threshold.


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7.0 Community Impact

7.1 Mitigation of Aviation Activity Impacts

As identified in Section 4 the extension of Runway 12-30 and the closure of Buttonville Airport could generate an additional 36,440 annual movements. To date, the airport has not received complaints from the community regarding corporate activity. Rather, complaints have been directed exclusively towards flight training activity. Recognizing the community’s sensitivity towards flight training, Council has provided a directive to limit local movements at their current level of 37,000 movements.

Potential impacts associated with the additional itinerant movements will be mitigated in a number of ways. They include:

Runway Extensions

By extending the thresholds of Runway 12-30 aircraft will generally lift off the ground sooner and will be at a higher altitude when they cross over the airport boundary. This will help to minimize disturbances to the surrounding community.

Runway 12 Departures

With the extended runway, aircraft departing on Runway 12, aircraft would typically lift off approximately 197 ft. sooner and would be approximately 20 feet higher as they pass over the airport boundary. Existing and proposed departure points are illustrated in Figure 7.1.

Runway 30 Departures

Although Runway 12-30 will be extended by 803 ft. to the southeast, the majority of general aviation and flight training aircraft will continue to depart from the existing threshold location. Only those aircraft requiring the 5,000 ft. would be directed to the new threshold. This will reduce noise impacts to residents located to the southeast of the airport. This is illustrated in Figure 7.1


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Figure 7.1 Existing and Proposed Takeoff Points


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Runway 12 Arrivals

The new touchdown zone for Runway 12 will be located approximately 197 ft. west of the existing threshold. This is illustrated in Figure 7.2.

Runway 30 Arrivals

The touch down zone for Runway 30 will be displaced 265 ft. from the end of the runway extension. This will maintain appropriate altitudes for aircraft on approach. Lighter general aviation will likely extend their touchdown point to the existing threshold (as a means of minimizing taxiing time to the runway exit), whereas corporate aircraft will touchdown at the new displaced threshold. This is illustrated in Figure 7.2.


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Figure 7.2 Existing and Proposed Landing Points


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New Noise Berm

A new earthen noise berm to be located south of the existing Runway 30 will reduce noise impacts for residents located immediately south and southeast of the Runway 30 threshold. Typically, noise berms can reduce noise levels by 5-10 decibels and provide a visual barrier as well.

Activity Curfew

The activity curfew currently in place at the airport will continue. This curfew limits flight activity between the hours of 10:30 pm and 6:30 am to policing, medical, or industrial emergencies and to Oshawa-based aircraft returning to the airport.

Community Involvement

The airport will continue to work with the local community in mitigating impacts associated with the operation of the airport.

7.2 Noise Exposure Modeling

Airport-related noise can often cause conflict between airport operators and their neighbours. To understand the potential noise impact that an airport may have on a community, airports rely on the generation of a Noise Exposure Forecasts (NEF) and Noise Exposure Projections (NEP) based on computer generated modeling software created by Transport Canada. Using peak planning day activity as the basis for the model, contours are generated which provide a summation of the noise generated from all aircraft types / movements and the predicted public annoyance associated with this noise. The contours do not describe the intensity or duration of noise but rather the predicted public reaction to noise. The following figure describes the relative association between the NEF contour and predicted public response.

NEF contours are often officially adopted by municipalities as a means to guide land use in the vicinity of airports and Transport Canada, through its document TP1247E Land Use in the Vicinity of Airports, recommends that no new residential development be considered above the 30 NEF contour.

Table 7-1 NEF’s and Community Response Prediction

Response Area Response Prediction

>40 NEF Repeated and vigorous individual complaints are likely. Concerted group and legal action might be expected.

35 – 40 Individual complaints may be vigorous. Possible group action and appeals to authorities.

30 – 35 Sporadic to repeated individual complaints. Group action possible.

< 30 Sporadic complaints may occur. Noise may interfere occasionally with certain activities of the resident.

Source: Transport Canada TP1247E Land Use in the Vicinity of Airports

The ‘nature’ of aircraft noise is also an important factor on the community’s perceived annoyance. Although corporate jet and turboprop aircraft may be louder than smaller piston powered aircraft, their level of annoyance to the public may actually be less. Corporate aircraft movements are itinerant in nature and these higher performance aircraft depart faster and have a higher rate of climb than smaller private aircraft. The community surrounding the airport rarely complains about itinerant movements. Almost exclusively, airport-related noise complaints at Oshawa are related to local flight training activities where aircraft remain in the circuit generating frequent and repetitious noise events.


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7.3 City Approved 2005 NEF Contours

Following a very involved community consultation program in 1999/2000, formal noise contours were adopted by the City of Oshawa as a means of balancing aviation activity and the interests of the local residential community. The City of Oshawa established a ‘boundary’ by limiting aviation activity such that the resulting noise contours would not expand significantly beyond those limits established in the official City approved 2005 NEF contours. These contours are illustrated in Figure 7.3.

Figure 7.3 Approved 2005 NEF Contours

7.4 New NEF Planning Model

In order to assess the potential noise impacts associated with the projected increase in aviation activity described in Section 4, a new NEF Planning Model was prepared using the same Transport Canada modeling software. In addition to the projected aviation activity resulting from increased corporate activity and the closure of Buttonville Airport, the new NEF model assumed a 2% growth in current itinerant traffic for the next 5 years. The planning models, undertaken prior to Council’s November 7 decision to limit Seneca flight training activity, assume a scenario whereby Seneca College’s flight training activity is added to the existing local movements.

Based on the above, the NEF model inputs were modified as follows:

All Scenarios

Runway 12-30 length modified for 5,000 ft. and applicable 265 ft. displacement incorporated for the east end of the runway. Flight profiles modified accordingly for takeoff and landings.


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For training activity (local traffic), the models restricted takeoffs at the existing Runway 30 threshold which would reflect a proposed operational procedure to be implemented to keep these aircraft as far away from the eastern and southern limits of the airport.

Itinerant Input

The peak planning day was modified to reflect a busy planning day with an average day to peak planning day ration of 2.1. This is similar to the existing peaking ration observed in actual 2010 data.

The new corporate aviation traffic that is expected to relocate to Oshawa was restricted to Runway 12-30.

Local Input

No change to the mix or peak planning day from the original 2005 NEF files.

7.5 Observations

Figures 7.4 and 7.5 illustrate a comparison of the approved 2005 NEF versus the NEF planning model. With Council’s directive to cap local movements to 37,000 the resulting NEF contours would likely be smaller than the approved 2005 NEF. It should also be noted that the model does not take into account the mitigating effects of the proposed earthen noise berm.

Figure 7.4 30 NEF Contour

Note: Solid Contour – 30 NEF – Approved 2005 NEF Contours Dotted Contour – 30 NEF – Projected Planning Contour (NEP)


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Figure 7.5 25 NEF Contour

Note: Solid Contour – 25 NEF – Approved 2005 NEF Contours Dotted Contour – 25 NEF – Projected Planning Contour (NEP)

Based on this comparison the following observations can be made:

In general, both the 25 and 30 NEF contours for the projected NEP, even under a worst case scenario, very closely follow the original 2005 NEF contours of similar value.

Some more pronounced differences exist at the east end of the runway due to the extension but are limited to close-in impacts. These noise levels are related to ground based noise during takeoff operations when full power is applied. The proposed runway extension project has made provisions for the inclusion of noise berms to attenuate ground based noise. Furthermore, additional limitations will be implemented on flight training to restrict takeoffs to the existing runway threshold at the east end providing a comfortable 4,200 ft. of useable runway. This would further mitigate ground based noise levels at the east/south end of the airport.

While the projected itinerant traffic exceeds the 2005 NEF volume by close to 39,000 annual movements, the anticipated peak planning day was not expected to be as pronounced as the 2005 NEF. This is due to the attenuation of peaking conditions when dealing with higher traffic volumes. Considering all potential itinerant movements, the resulting increase in traffic will create a more normalized traffic pattern that results in a reduction to the peaking conditions. In this case the 2005 NEF used a 3 times factor for average day to peak planning day whereas both the existing 2010 data and the projection used a 2 times factor which would be considered a reasonable factor for the anticipated traffic volumes.

The increased itinerant traffic also resulted in a slight extension of the 25 NEF at the extremities which is typical as the higher volume will tend to pull these contours along the approach and departure paths.

The above suggests the airport has the capacity to absorb additional itinerant air traffic volumes while not compromising the previously approved and adopted 2005 NEF contours to a significant extent. This is based on the science of the Transport Canada NEF modeling system. With the limitation on local movements, as directed by Council, the noise footprint of the airport will likely be less than the approved 2005 NEF. Council’s directive recognizes the importance of the balance between the airport and the surrounding neighbourhoods and specifically the community’s sensitivity to flight training activities.


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8.0 Summary

Based on the foregone analysis and observations the following summations can be made.

8.1 Runway Extension

The extension of Runway 12-30 will provide a positive catalytic effect to the Region by enhancing business efficiency and productivity through improved access to a larger and more diverse component of corporate aviation.

The extension of Runway 12-30 will enhance operational safety.

Extension of Runway 12-30 will improve accessibility to the community and will accommodate a broader range of aircraft types and missions especially during periods of inclement weather conditions.

The runway extension will act as the catalyst for new commercial aviation development and employment with a potential annualized added value GDP of $15.3 million and a one-time construction added value GDP of $15.9 million.

Activity resulting from the runway extension could generate approximately $400,000 in annual revenue to the airport, and generate approximately $240,000 in annual property tax.

It is anticipated that the corporate aviation-related commercial development associated with the runway extension can be accommodated in the north airfield.

The increase in itinerant movements associated with the expansion of corporate activity can be absorbed without compromising the previously approved 2005 NEF Contours.

With a 5,000 ft. runway, Oshawa Municipal Airport would be the only regional airport within the GTA capable of supporting a wide range of corporate jet aircraft. With the recent announcement by Transport Canada it is anticipated that Pickering Airport will likely not be constructed until 2027-2037, suggesting a continued long-term role for Oshawa Municipal Airport, not only for the local community but for the broader region as well.


The pending closure of Buttonville airport will have a significant impact on Oshawa Municipal Airport both in terms of flight activity and commercial development.

The potential relocation of Buttonville-based businesses and aircraft could have a potential economic impact of approximately $21.2 million in annualized direct and indirect GDP. The impact of one-time construction added value GDP could be approximately $26.5 million, and generate approximately $64,000 in property tax revenue.

Activity resulting from the relocation of Buttonville aircraft could generate approximately $200,000 in annual revenue to the airport.

The commercial development associated with the pending Buttonville Airport closure can be accommodated in the north airfield.

The increase in itinerant movements associated with the relocation of Buttonville itinerant activity can be absorbed without compromising the previously approved 2005 NEF Contours.

The relocation of private aircraft from Buttonville Airport to Oshawa Municipal Airport will place demands for paved tie-down parking positions. Lacking sufficient capacity to meet any additional demand, the airport should proceed as soon as practically possible with the construction of a new aircraft parking apron.


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The relocation of private aircraft from Buttonville Airport to Oshawa Municipal Airport will also place demands for additional T hangars. To ensure that additional T hangar development does not impact efficient access to the Apron II area, a new Code A taxiway should be constructed which links Apron II with Taxiway Delta. The cost of constructing this taxiway should be shared by the owners of Lots 17 and 19.

8.3 Seneca College Relocation


Given Council’s directive, the relocation of Seneca College Flight Training program will have no impact on Oshawa Municipal Airport with respect to flight activity.

The potential relocation of Seneca College could have a potential economic impact of approximately $13 million in direct and indirect GDP.

The impact of one-time construction added value GDP could be approximately $12.2 million, and generate approximately $17,000 in annual property tax generation.

The development associated with the Seneca College relocation can be accommodated in the north airfield.

8.4 Infrastructure Improvement Costs

The cost in 2012 dollars to extend Runway 12-30, to 5,000 ft. is $3,064,137.50 excluding taxes. This cost includes design fees and contingency.

The cost in 2012 dollars to widen Taxiway Bravo at the threshold of Runway 30 is $100,000. This cost assumes the work is undertaken at the same time as the runway extension.

The cost in 2012 dollars to construct a new Code A taxiway to Apron II is $40,000. This cost assumes the work is undertaken at the same time as the runway extension.

The cost in 2012 dollars to provide a new paved tie-down area south of Apron I is $1,350.000. This cost assumes the work is undertaken at the same time as the runway extension.


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9.0 Recommendations

Based on the findings of the study, recommendations include the following:

It is recommended the City of Oshawa approve and proceed with the extension of Runway 12-30 to 5,000 ft.

It is recommended the City of Oshawa include as part of the runway extension project, the widening of pavements at the existing Runway 30 threshold to accommodate a bypass lane.

It is recommended the City of Oshawa approve and proceed with the construction of a new Code A taxiway linking Taxiway Delta with Apron II.

It is recommended the City of Oshawa approve and proceed as soon as practically possible with the construction of a noise berm to be located south of Runway 12-30.

It is recommended the City of Oshawa approve and proceed with the construction of a new paved aircraft tie-down area located south of Apron I.

Depending upon the demand for commercial lands in the north airfield in the short term, the City of Oshawa should initiate the planning and design of a fully serviced commercial development subdivision in the east airfield.

It is recommended the City of Oshawa retain the airport lands currently utilized by the golf course for a period of time which exceeds the minimum of 10 years beyond the actual closure date of Buttonville Airport. This will allow an opportunity to determine what the longer term land requirements will be in order to accommodate aviation-related commercial development.

Should Seneca College confirm its intention to relocate to Oshawa Municipal Airport, it is recommended Seneca College control its flight training activity to a cap at 37,000 annual local movements as directed by Council.

Cognizant of the requirement to balance growth with community needs, it is recommended that local traffic, i.e. flight training, be limited through a negotiated contractual agreement with local flight schools to a maximum total of 37,000 annual local movements. This approach would respect the approved 2005 NEF noise footprint of the airport and the community’s’ desire to mitigate the noise impacts associated with circuit flight training activity.

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Appendix A Proposed Land Use Development Options

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