Re: Findings Regarding Possible Impacts of Proposed Rockfort Quarry on Aviation Activities at Brampton Airport

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Delphia Young
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1 Mr. Christopher J. Tzekas, Partner, WeirFoulds LLP, The Exchange Tower, Suite 1600, P.O. Box 480, 130 King Street West, Toronto, Ontario, M5X 1J5. May 8, Re: Findings Regarding Possible Impacts of Proposed Rockfort Quarry on Aviation Activities at Brampton Airport Dear Mr. Tzekas: We have completed our review of the potential impact by the proposed Rockfort Quarry on air traffic using Brampton Airport and write to report to you that in our opinion there is no impact on the standard of aviation safety for air traffic by the proposed quarry. We started our analysis by looking at published information on Brampton Airport, including the published procedures and appropriate topographic maps and then we looked at the specifics of possible impacts of blasting at the quarry site on aviation activity at Brampton Airport. We also considered the materials that you indicated were presented to the Board by Mr. Sam Meandro on April 12, Site Analysis The following analysis has been completed based on the site of the Rockfort Quarry that is located at the northeast corner of Winston Churchill Boulevard and Olde Baseline Road. The geographic coordinates of the quarry are N43E 44' 39.26", W79E 58' 48.46". We have prepared the attached 1:50,000 scale topographic map for reference to the analysis we have completed. Brampton Airport: This airport is a certified facility that has two paved runways ( 08-26, 2500 feet long and 15-33, 3500 feet long) and two published non-precision instrument approach procedures. It is a very busy airport with the traffic made up of mostly light piston aircraft, although there is occasionally some activity with turboprop aircraft and helicopters. There is a large population of aircraft resident at the airport and a great deal 1

2 of flying training is conducted at the airport and in the local flying area. The site of the Rockfort Quarry is 8.0 km west of the west end of the short paved runway. We have analysed the quarry site based on the provisions of TP 308 ( Criteria for the Development of Instrument Procedures ) and the possibility that operations at the quarry could violate the required obstacle clearances for the published instrument departures and approaches, as well the potential impacts on the local air traffic. As well, as this Airport is classified by Transport Canada as certified, we have examined the implications of the obstacle limitation surface requirements contained in Transport Canada document TP 312 ( Aerodromes Standards and Recommended Practices ), that are used in certifying such airport facilities. Provisions of TP 312: In accordance with the provisions of TP 312, Brampton Airport is classified as a Code 2 non-instrument facility. The Code 2 definition is based on the length of the longest runway (800 m up to but not including 1200 m). The non-instrument description is because the authorized aircraft minimum descent altitudes for both of the instrument approaches are greater than 500 ft. above ground. In accordance with the TP 312 requirements for non-instrument runways, the following surfaces were evaluated: the outer surface, take-off/approach surfaces, and transitional surfaces. Outer Surface: The outer surface extends for a 4 km radius around the airport reference point (as specified in the Canada Flight Supplement for this Airport it is at the geographic coordinates N43 45' 37" W79 52' 30"). The elevation of the outer surface is at 45 m above the elevation of the airport reference point (285 m ASL). The elevation of the outer surface is therefore 330 m ASL. As shown on the topographic map, the Rockfort Quarry is over 4 km outside the western limit of the outer surface. Takeoff/Approach Surfaces: We have shown these on the map only for the west end of the short runway. In this case, these surfaces extend for 2,500 m from the ends of the runway strips, rise at 4% (1:25) and diverge at 10%. As shown, the takeoff/approach surface for runway meets the outer surface at just over 1,100 m from the end of the short runway, at which point the outer surface takes precedence in terms of height limitation. As shown, the quarry site is well clear of this take-off/approach surface. Provisions of TP 308: With respect to possible interference with the published instrument procedures, the quarry site is assessed as follows: 2

3 Instrument Approaches: The site is well clear of the protected final approach segments for both the RNAV (GNSS) and VOR/DME instrument approaches from the northwest, and therefore these parts of the approach procedures would not be affected by quarrying operations at the site. Circling Approach Area: As shown on the attached topographic map, the quarry site is outside the boundary of the protected circling approach area for designated Category C aircraft, which itself is inside the area of the outer surface. Operations at the quarry would therefore not impact on aircraft carrying out this published instrument approach procedure. Departure Zone: As shown, the site is well outside the protected departure zone to the west of the Airport for instrument departures on runway 26. There would therefore be no effect on aircraft departing under instrument conditions on this runway. Local Aerodrome Aircraft Traffic Pattern The local aerodrome traffic patterns or circuits are typically flown at 1,000 ft. (about 300 m) above ground, except for the portions immediately after takeoff and prior to landing when aircraft will be lower. At Brampton Airport, however, the patterns or circuits are limited to an altitude of 1,700 feet (765 feet above ground) due to the proximity to Toronto Pearson International Airport and the associated Class C Airspace. As shown on the topographic map, the Rockfort Quarry property is well clear of the local airport traffic patterns. Visual Flight Rule One Way Routes As shown on the attached excerpt from the Toronto VFR Terminal Area Chart, there are a number of one way visual flight rule aircraft routes transiting the area with northwest/southeast and east/west orientations, both north and northwest of Brampton Airport. None of these routes are in close proximity to the Rockfort Quarry site. Visual Flight Routes To/From Brampton Airport The attached excerpt from the Toronto VFR Terminal Area Chart also shows established routes paralleling Highway 10 running to the northwest from Brampton Airport with the following Caution Numerous Aircraft Transiting to/from Brampton Airport Follow These Routes The proposed quarry site is located well to the west of these routes. 3

4 Possible Impacts of Blasting at The Rockfort Quarry on Aviation Activity We investigated the policies of Transport Canada and Nav Canada with regard to the establishment of a new quarry in Ontario, particularly when located where there might be impact on an airport, in this case Brampton Airport. Nav Canada has the ability to designate the location of a quarry on the appropriate aviation maps and publications, however the designation of these locations is advisory in nature and does not restrict the flight of air traffic. The Canada Flight Supplement (CFS) which is one of the primary sources of information for pilots in Canada includes in the Planning section Danger, Restricted & Advisory Areas for the Province of Ontario and includes in the current issue only three areas within the subsection Ontario Blasting Operations. This section states The following is a list of locations where road construction, open-pit mine or quarry blasting operations are conducted. Flying rock can attain a maximum height of approximately 3,000 AGL ( Above Ground Level ) within a one mile radius or as otherwise indicated. The three areas listed are: 1. Victor Mine located west of James Bay to an altitude of 1500 AGL, 2. Holtyre located east of Timmins to an altitude of 150 AGL, 3. Harty located south west of Kapuskasing to an altitude of 2300 AGL. Note that none of these named sites are related to or near any airport. In fact there are numerous locations in Ontario where quarries exist in close proximity to airports and there are no specific quarry designations on the appropriate aviation maps and no mention in the caution section of the respective remarks section for the airport in question in the Canada Flight Supplement. A good example of this condition exists at Ottawa MacDonald-Cartier International Airport where there is a series of quarries located approximately 6 km to the south east that have been in existence for many years and yet do not appear on the appropriate aviation maps and are not mentioned in the caution section of the remarks on Ottawa airport in the Canada Flight Supplement. Ottawa is one of the top 10 busiest airports in Canada handling all types of aviation traffic including air carrier, military and general aviation, and which has not had aviation safety affected by the existence of these quarries which are closer than the proposed Rockfort Quarry is to Brampton Airport ( 8 km ). Looking at the specifics of the proposed blasting operations at Rockfort Quarry and possible impacts on Brampton aviation traffic and addressing issues raised at an earlier date by Mr. Meandro concerning flying debris, communications and navigation impacts of shock waves. We have established that the Rockfort Quarry site is not located under the area of established flight procedures at Brampton Airport. The quarry site is 8 km west of the west end of the short east-west runway at Brampton Airport. Brampton Airport has an elevation of 935 ft ( 285 m ) ASL ( Above Sea Level ) while Rockfort Quarry sits in the higher ground to the west of the Brampton Airport and has an elevation of 1200 ft ( 366 m ) ASL, or approximately 265 ft higher than the Airport. 4

5 Possible Height of Flying Debris From Blasting With regard to the possible height that debris might be thrown to by blasting operations at Rockfort Quarry, it has been already demonstrated that the possible height of debris varies dramatically with the type and location of the blasting operations. The three locations in Ontario mentioned in the current Canada Flight Supplement are all far from any residential or urban development and vary from a high of 2300 ft AGL to a low of 150 ft AGL. We have discussed the issue with Mr. Rob Cyr, P.Eng. of Explotech Engineering Ltd. of Ottawa, and were advised that debris at Rockfort would not be expected to exceed heights of 100 feet above the ground, and this would only occur on those infrequent occasions when there was loose debris in the blast hole. The Rockfort Site is controlled by Ontario government regulations as to the size (intensity) of the blast allowed and this factor relates to sound level constraints on the size of the blast. It is unlikely that aviation traffic from Brampton Airport would be flying over the site at less than 100 feet above ground level. Normal VFR air traffic that might transit the area would likely be flying at 2000 ft to 2500 ft ASL ( because of the restrictions of the Toronto Terminal Area Class C Air Space ). Possible Impact of Shock Waves The size of potential shock waves from blasting operations at Rockfort Quarry are controlled by the allowable noise level set out in provincial regulations governing the blasting operations. Obviously this issue is of concern to surrounding property owners and the regulations are established to prevent any damage to their properties. With regard to aviation traffic flying in the vicinity it would be unlikely to feel any effect. According to Mr.Cyr of Explotech the maximum blast would produce the equivalent to a 32 km wind gust at the location of the blast. This wind gust would dissipate rapidly with the increase of altitude to the level where light aircraft might be flying. Also there is no known relationship between the blasting and the continued, uninterrupted operation of aviation communication and navigation equipment. Notification of Blasting Schedule Assuming that the operator of the Rockfort Quarry will include the Brampton Airport on a notification list for the blasting schedule and will give reasonable advance notice of any changes to this schedule, there should be no general aviation pilot flying out of Brampton Airport who might be caught unaware of a blasting occurrence and the element of surprise would be removed. Therefore, simple cooperation and coordination between the Rockfort Quarry operator and the Brampton Airport should address any concerns related to the safety of air traffic from/to Brampton Airport that might transit the vicinity of the quarry site. Summary Aerocan Aviation Specialists Inc. has reviewed the potential aviation safety issues associated with the establishment of the Rockfort Quarry, particularly as they related to 5

6 the aviation activity at Brampton Airport. We have visited the site both on the ground and by light aircraft in the last two weeks. We have reviewed aviation policy with regard to quarries and airports and we have looked at the specific aviation design standards that control the flight of aircraft into and out of Brampton Airport. We are satisfied that there will be no impact on the standard of aviation safety for aircraft using this airport by the establishment of quarry operations at the Rockfort site at Winston Churchill Blvd and Olde Baseline Road in the Town of Caledon. We have attached two exhibits to this report: Rockfort Quarry Aviation Analysis, and Toronto VFR Terminal Area Analysis. Thank you for the opportunity to provide this review of aviation safety concerns from the aircraft using Brampton Airport. We are prepared to answer any questions that you might have with regard to our findings. Yours very truly. Howard M. Malone, P.Eng., Vice President, Aerocan Aviation Specialists Inc. 7 Alvarado Place, Don Mills, Ontario, M3A 3E8. Ph:

7 CAT. C CIRC. AREA FINAL APP. SEGMENT RNAV (GNSS) RWY 15 FINAL APP. SEGMENT VOR/DME A TAKE-OFF/ APPR. SFC. BRAMPTON AIRPORT DEPARTURE ZONE ROCKFORT QUARRY SITE OUTER SURFACE TYPICAL LIGHT AIRCRAFT PATTERN ROCKFORT QUARRY - AVIATION ANALYSIS (Data as of April 8, 2010)

8 BRAMPTON AIRPORT ROCKFORT QUARRY SITE TORONTO VFR TERMINAL AREA ANALYSIS

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