Some history – the 1980s expansion of the airport to, for the first time, allow commercial passenger service, was highly controversial. Like now, the primary argument put forward by the airport’s defenders was that it either must be expanded, or closed. A sleepy airport, for private aircraft, just wasn’t – and isn’t economic.

 A compromise was struck then – only STOL aircraft could be used for commercial passenger service – those are short-take-off-and-landing aircraft: the Dash-8s that City Express used met that requirement. And very strict noise constraints were imposed – a Noise Exposure Forecast (NEF) Contour establishing limits on how much noise could be inflicted on neighbouring communities, and an outright ban on aircraft generating excessive noise.

 What’s galling now is that the Port Authority studiously ignores those obligations, demonstrating fundamental disrespect for its neighbours:

• The Q400 is not a STOL aircraft
• The Q400 breaches the prohibition on aircraft generating excessive noise, as its noise characteristics, as certified by the UN-affiliated ICAO, are in excess of those permitted
• No NEF Contour study has been carried out since 1992, to our knowledge (see the September 18, 2002 Due Diligence R3eview of the airport expansion plans carried out by Acres International for the City of Toronto). And the current parameters for that Study omit helicopter and Q400 maintenance engine run-up’s, both of which are exceedingly annoying to anyone nearby. We believe that a proper NEF Contour Study would likely establish breaches. Transport Canada must carry out such a study upon receipt of a request by the City. That request has been made, but no response has been forthcoming from Transport Canada.

You can see, perhaps, why communities across the waterfront – residential, recreational, and cultural – insist that this airport be shut down, so that this amazing 215 acre site can be devoted to more appropriate recreational and cultural uses benefitting the entire city.

Brian Iler, Chair, CommunityAIR