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History | Raleigh-Durham International Airport

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See terms - opens in a new window or tab. American begins downsizing its RDU operations and eventually discontinues almost all of its mainline flights here, although it still runs a daily service to London-Gatwick and a number of commuter flights through American Eagle. The capacity of Park and Ride 3 doubles from 2, to 4, spaces. New spaces open in time for the winter holiday travel season.

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An underground pedestrian walkway connecting the new parking garage to Terminal A opens just in time for the busy winter travel season of The addition adds 46, square feet and five aircraft gates to the terminal. RDU celebrates an expanded concessions program in with the grand opening of The Shops of RDU Landing, offering passengers 35 new restaurants and retail outlets.

The artwork is located in the underground pedestrian walkway connecting the parking garage with Terminal A. RDU celebrates the centennial of flight in with the dedication of the Triangle Icon. RDU was chosen as the ideal location for the sculpture since over the years it has become a gateway to the region. The Triangle Icon is located near the terminal area parking entry plaza. As people in Vancouver protested against noise around airports, the Canadian government had already pivoted elsewhere to a new airport planning strategy that it felt would minimize future problems between airports and communities.

By the early s, it had decided to build new mega-airports in Montreal and Toronto, envisioning that they would be located further away from populated areas and thus not only have a lighter social and environmental impact, but also face fewer obstacles to expansion when this became necessary. In other words, although built on enormous tracts of land to avoid a repeat of events in cities like Vancouver, mega-airports had a specific, and wide-ranging, local socio-environmental impact precisely because they were planned on such a large scale.

The government announced new airports for Montreal and Toronto in and respectively. Canadian airport planner W. In addition, zoning bylaws, or maybe more accurately the lack of them, have permitted developments which are not compatible with airport operations, and have imposed new limitations on the continued or expanded development capability.

If built away from subdivisions and other built landscapes, mega-airports would have the necessary land and space to swiftly expand without interfering with local communities as had happened in Vancouver. Authorities and planners thus returned to the old notion that airports had to be isolated to function best in the jet age. In March , the government selected Sainte-Scholastique, fifty kilometres northwest of downtown Montreal, as the site for what would become Mirabel International Airport.

In Toronto, Pickering, forty kilometres east, was selected as the new airport site. They set aside 18, acres for the airport itself, as well as another 25, acres south of the airport for a new city, the North Pickering Community, which was projected to grow to a population of , within twenty years.

In , federal officials opted to shelve the project after the Ontario government withdrew its support for the airport. So if you are going to have an airport you will have to kill the birds […] or change farming practices. The wheat he [a local farmer] grew was grown on land which he had worked up carefully over the past six years. It was good land because he spent money and time on cultivating, enriching, and keeping it clean. In some respects, these words proved prophetic even though POP successfully contested the airport. Canadian writer Walter Stewart revisited Pickering in the late s and saw an environment completely transformed.

What made the case of Pickering especially significant, then, for assessing the shifting impact of aeromobile sprawl in the s was that an unbuilt airport could paralyze local development and impact communities and the environment in its own way. Generally speaking, building mega-airports to separate airports and people only served to impact other people, places, and things in different and no less destructive ways.

Aeromobile sprawl has remained a theme in recent years. These all involved significant land acquisition through government expropriation, some of which was designated for the airport proper and the rest for a buffer zone that would protect the airport from surrounding development and noise disputes. This suggested not only a broader trend in airport development, but also the normalization of aeromobile sprawl worldwide in the late twentieth century.

As developments in Canada in the s demonstrated, in spite of local resistance authorities and planners furthered the advance of aeromobile sprawl in different forms in order to stimulate more jet-age growth. They also confirmed that airports had come to function both as modern infrastructures of mobility and as shifting urban forms that by the late twentieth century could not easily co-exist with the wider natural and built landscape. A Book About Airports, London On airports and air travel, see also John Urry, Mobilities, Cambridge , chapter 7.

In Canada, the conversation is just beginning. Mobility and Environment in Canadian History, Calgary The sprawl from auto and rail travel was less concentrated in and near a particular place. Environmental Histories of Montreal, Pittsburgh , pp. Dierikx, Clipping the Clouds. McGrath, History of Canadian Airports, 2nd ed.

Toronto , pp. Together they handled Pendakur, Airport Access in Canada fn. Canadian Architect, January , p. See Janet R. Airfield Development, —, College Station , especially chapter 1. Vancouver purchased land for what would become its international airport in , Toronto in , and Montreal in the early s. How Canada Became Suburban, —, Toronto See Samuel D.

Clark, The Suburban Society, Toronto , pp. Riendeau, Settlement and Lost Villages. Dieterman ed. The First 10, Years, Toronto , pp.

This Is What Airport Security was Like Before the TSA (HBO)

See Lawrence Solomon, Toronto Sprawls. A History, Toronto , pp.

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Airports, Cities, and the Jet Age

Ross, Richmond: Child of the Frasier, Richmond , pp. Masculinity in Postwar Canada, Vancouver , p. Lessons for Federalism, Durham , p.