11
Utilities11
C
H A P T E R
U
T I L I T I E S
system capacities are adequate to handle the forecast 2030 demands. See Figure 11-1.
11.2.1 Development by 2010
The Region of Peel has indicated that its watermain along Airport Road, crossing under Hwy 409, is to be abandoned and relocated because of its age and condition. A new watermain connection between Airport and Viscount Roads is required for the develop -ment of Areas 6A and 6B, and will also replace the existing Airport Road watermain under Hwy 409.
The watermains in Area 8 are the oldest at the Airport. Over the years, Area 8 has been redeveloped in different stages, therefore the area accommodates new and old buildings. New building code and life safety requirements are placing
U
T I L I T I E S
Chapter 11
1 1 . 1 I N T R O D U C T I O N
The Utility Master Plan for Toronto Pearson International Airport encompasses all utilities required to serve and operate an efficient and dependable airport. The Plan addresses power, com -mu nications, natural gas, hot and chilled water for heating and cooling, jet fuel, water for fire and domestic use, sanitary and storm sewers and their associated facilities.
Following the completion of the first phase of the Airport Develop -ment Program, the GTAA will continue to work within a con sul -tative framework with the various federal, provincial, regional and municipal authorities that provide utilities, have juris dic tion over them, or are impacted by the requirement for services by the Airport.
As development of Toronto Pearson continues, the demand for services will increase. The Airport’s utility infrastructure will continue to be constructed in areas where the constraint on development is minimized.
1 1 . 2 W AT E R D I S T R I B U T I O N
The primary supplier of domestic water to the Airport is the Region
of Peel. The Region connects to the Airport’s watermain infra -structure with three feeds: Airport Road at American Drive, Britannia Road to the Infield, and Elmbank Road. A fourth feed is available from Courtneypark Drive but it is not yet fully developed across to the Infield. Airport facilities, located in the Airport North area, the Vista Cargo area, and the Cogenera tion and Central Utilities Plants are serviced directly from the Region of Peel water distribution network, and are not connected to the Airport’s internal distribution system. The City of Toronto provides a secondary domestic water feed to the airport grid from Etobicoke Pressure Zone 4. The Toronto system is connected to the domes -tic and fire water system in Area 2A, and provides two unmetered watermain service connections for emergency backup purposes should the Peel Region supplied water main loop for Area 2 suffer a severe pressure drop associated with a fire pump start or other high water demand. The water distribu tion model for the Toronto Pearson was updated in 2004, and confirmed that the existing watermain
additional strains on the existing watermains. Old water mains will be system atically replaced as re -development occurs.
Demolition of Terminal 2 started in March 2007. As a result, a new watermain alignment replacing the existing fire and domestic water supplies to Area 2A will be
constructed in 2007. The new watermain alignment will border Stage 2 of the Terminal 1 apron and will follow the planned GTAA road network at full build out.
11.2.2 Development beyond 2010
Construction of the Courtneypark Drive water main extension across the Infield area will occur some time after 2010 as a secon dary feed to the facilities. Properties in Areas 13C, 13E, and Area 16 (Skeet Club lands) can be serviced directly from a Region of Peel water main grid when develop ment occurs.
1 1 . 3 N AT U R A L GA S
Natural gas service is supplied solely by Enbridge Gas Distribu -tion (Enbridge) through a system of high- and intermediate-pressure gas mains, used primarily to heat buildings and heat water for domestic use. The mains are located within the right-of-way of all the major arterial roads border ing the Airport. High and inter mediate pressure natural gas con nec tions were used from this external network to centrally located gas meters and regulators within the Airport for subsequent sale to commercial users at lowered pressure levels.
The major demands for natural gas are from the Cogeneration Plant and the Central Utilities Plant, which provides hot and chilled water to Terminal 1, and provides auxiliary building heat to several buildings, including snow-melting facilities around Terminal 1 (10 units) and Terminal 3 (1 unit). The Central Utilities Plant is serviced through Enbridge’s high-pressure grid. The Cogeneration Plant is serviced from a dedicated extra high-pressure service. The Infield area is serviced by a 250 mm high-pressure connection that runs along an old alignment of Britannia Road. On the east side, a 100 mm high-pressure connection is from the Renforth and Silver Dart Drives inter section along Silver Dart Drive to serve the Pearson International Fueling Facilities Corporation (PIFFC) headquarters. Additionally, Terminal 3 is serviced from a 200 mm intermediate- pressure gas main on Airport Road.
The Infield area is serviced along the Britannia Road allowance and
Enbridge owns and operates its infrastructure to each building meter. Enbridge does not have any easements or rights-of-way on GTAA property and has serviced the Infield area much like a sub division within a typical municipality.
Terminal 1 and the Terminal 1 Garage are serviced by a 200 mm intermediate-pressure system from an Enbridge regulating station located on airport lands.
Peak demands from the Terminal 1 complex and the Infield area are estimated at 300 mil lion BTU/h and 50 million BTU/h respec -tively. The estimated increase in heating demand attributable to the reloca tion of the GTAA adminis -tration offices, field maintenance, and other airport support func -tions to the Airport South area was determined to be offset by the relocation of the former Canadian Airlines and Skyservice hangars to the Infield area.
Buildings in Area 2A are serviced on a per building basis by a high pressure connection. This con -nection is adequate to support future needs.
11.3.1 Future Infrastructure
Future natural gas servicing require ments in the proposed new development areas such as Area 6, Boeing Lands (Area 15), Areas 13A, 13B, etc. will be supplied through Enbridge’s external distribution network.
11.3.2 Developments to 2010
An Enbridge gas main extension along the access road into Area 6A and 6B will be con structed to bring natural gas services to the Area 6A re development, and an up graded supply to the Viscount Road Airport LINK train station and the Area 6B garage.
11.3.3 Developments
beyond 2010
In conjunction with the Courtney park Drive watermain construction, a gas main will be constructed to supply additional load and to supply additional redundancy to the Infield gas distribution network.
1 1 . 4 J E T F U E L S U P P LY
PIFFC, an airline consortium, owns and con trols the supply and distribution of all aviation fuel at the tank farm in Area 11. PIFFC, in turn, contracts with Consoli -dated Aviation Fuelling of Toronto to manage the day-to-day fuelling operations. The tank farm has two independent fuel storage areas with a capacity of 17,400 m3
(3.8 million gal.). Fuel is supplied to the tank farm by truck and by
pipeline. Fuel is then distributed from the tank farm to airside, where aircraft are fuelled from hydrants.
11.4.1 Future Demand
Additional fuel storage capacity is needed to meet current and future demands. At present, PIFFC is developing an off-airport storage and distribution facility with a rail connection. This facility will supply fuel to the Airport by pipeline. A fuel line corridor has been reserved on airport lands. In addition, the GTAA has set aside property in Area 6C for the future re loca tion of the existing tank farm on Silver Dart Drive.
1 1 . 5 S A N I TA RY S E W E R S
The sanitary sewage discharged from Toronto Pearson flows to the City of Toronto Mimico Creek trunk sewer in the east and to the Region of Peel Etobicoke Creek trunk sewer along the western boundary of the Airport. The Mimico Creek trunk sewer
discharges to the Humber Sewage Treatment Plant. The Etobicoke Creek trunk sewer discharges to the Lakeview Sewage Treatment Plant. Low concentrate glycol is discharged into the sanitary sewage sys tem in accordance with the compliance agreement between the GTAA and the City of Toronto and Region of Peel. The peak rate of sanitary sewage that flows from the terminal areas is primarily a function of the forecast volume of passenger activity over the forecast horizon. Sufficient sewer outlet capacity exists in the existing infra structure to handle airport expansion to full build-out.
A new sanitary sewer, including a pumping station, services Terminal 1, the Terminal 1 Parking Garage, and ancillary build ings, and connects to a Peel Region Etobicoke Creek trunk sewer. Terminal 3 and adjacent buildings are currently serviced by a gravity sewer run ning northerly across Areas 6A and 6B and into a Region of Peel trunk sewer.
Storm water Management Pond
Terminal 2 was demolished in 2007 and with it a large section of sanitary sewer connecting the old terminal to the Terminal 1 sewage lift station. The discharge for two facilities that were con -nected to the Terminal 2 outfall sewer were rerouted. A sanitary holding tank was installed for the fuel tank farm, and the existing 75 mm forcemain servicing the Terminal 1 Satellite was converted into and connected to an existing sewer discharging to the City of Toronto system.
Sanitary effluent from future develop ments in Area 15 (the Boeing lands), Areas 2A, 13A, 13B, 13C, and 13E can be directly dis charged into adjacent muni -cipal sewer systems.
11.5.1 Development to 2010
The existing Terminal 3 outfall sanitary sewer has been com -promised through Areas 6A and 6B, by the Airport LINK train station, a parking garage (under construction), and several tie-back penetrations from an adjacent retaining wall. The sanitary sewer, north of Airport Road to its present connection into the Region of Peel’s collection system at Northwest Drive, will be
relocated. The relocation includes the construction of a sewage pumping station.
The 50-year-old sewage pumping station in Area 5, serving the Vista Cargo and the Air Canada Flight Simulation Centre is at its end of life and will be replaced in 2007/08.
11.5.2 Development beyond 2010
The construction to complete the twinning of the existing Peel Region’s Spring Creek trunk sewer is scheduled to occur in concert with the construction of Runway 05-23 and Taxiway Hotel. This would pre-empt the need to tunnel the storm sewer extension under the runway at some future date to service a future stormwater management facility.
1 1 . 6 S TO R M S E W E R S
The Airport’s stormwater man age -ment prac tices adhere to the guide lines and require ments of local and provincial con serva tion authorities. In general terms, this requires that run-off of storm water not exceed pre-development levels, and that sedimentation and pollutants must be prevented from reaching streams and rivers. Stormwater management facilities are located throughout the airport lands, which is divided into a num ber of drainage areas. Figure 11-2 depicts the drainage areas and Figure 113 the storm -water facilities. A sum mary and description of existing facilities is shown in Table 11-1.
11.6.1 Development to 2010
Facility 24A – Area 13B– A surface dry pond with a storage volume of 4,500 m3will be con
-structed, providing storm water quality and erosion control for 21.9 ha of Drainage Area 24 – west block. Spring Creek bisects this development area and the resulting floodplain requirements significantly reduce the amount of land available for development. Facility 24B – Area 13B– An underground storage facility (storm ceptor) with a storage volume of 1,000 m3will be con
-structed, providing storm water quality and erosion control for 4.6 ha of Drainage Area 24 – north east block. The facility will be designed for water quality control. Spring Creek bisects this development area and the result -ing flood plain requirements significantly reduce the amount of land available for development. Skeet Club Lands (Area 16)– At the north end of the Airport, to the west of the FedEx site, the GTAA has purchased the Skeet Club lands (10.2 ha). A surface dry pond with storage volume of 4,500 m3will be con struc ted to
provide storm water quality and erosion control. The total con -tributing drainage area is 19.9 ha. The storm water man agement facility will control the remaining portions of Drainage Area 22 not adequately serviced by the constructed FedEx Facility and Juliet Storm water Pond.
11.6.2 Development beyond 2010
H4 Facility– A surface dry pond with storage volume of 19,055 m3
will be constructed pro viding
storm water quality and erosion con trol. The contributing drainage area is 143.8 ha. The storm water management facility will control runoff from Drainage Area 21,
includ ing a large portion of proposed Runway 05R23L. Con -struc tion of this facility is to be included with the first stage of Runway 05R-23L con struc tion.
Facility Purpose Description
Etobicoke Creek Stormwater Facility Quantity and Quality •56,300 m3(56 million litres) capacity (engineered wetland).
•Drainage Areas 14 & 15 – 318.41 ha catchment area.
•Drains Central Deicing Facility, south Infield area, and portions of Terminal 1 and Terminal 2 apron areas.
Moores Stormwater Facility Quantity and Quality •84,000 m3capacity (1 underground tank, 2 ponds).
•Drainage Areas 2, 16 & 3 – 406.63 ha catchment area.
•Drains T3, Vista Cargo, associated taxiways, Infield north of the control tower, and a portion of the Infield.
Carlingview Stormwater Facility Quality and Quantity •Drainage Area 6 – 58.52 ha catchment area.
•Two underground storage tanks with a total of 17,000 m3of storage
capacity (one at 7,000 m3, one at 10,000 m3).
•Drains Terminal 2 on-gate areas, and PIFFCs fuelling facility. Aeroquay Stormwater Facility Quantity and Quality •6,600 m3capacity (underground storage tank).
•Drainage Area 5 – 31.70 ha catchment area.
•Drains Terminal 1 groundside roads, and Terminal 1 roof. Stormwater Management Pond 4 Quantity •26,700 m3capacity (dry surface facility).
(SWM 4) •Drainage Area 9 – 123.84 ha catchment area.
•Drains Convair Dr. and Electra Dr. and associated buildings, portions of the 06-24 runways, portions of the Airside Service Rd.
Stormwater Management Pond 5 Quantity •4,600 m3capacity (dry surface facility).
(SWM 5) •Drainage Area 10 – 19.40 ha catchment area.
•Drains portions of the 06-24 runways. Stormwater Management Pond 6 Quantity •24,800 m3capacity (dry surface facility).
(SWM 6) •Drainage Area 11 – 43.77 ha catchment area.
•Drains portions of Airside Service Rd, portions of the 06-24 runways. Stormwater Management Facility Quantity and erosion control •4,300 m3capacity (dry surface facility).
A14 •Drains portions of the Airside Service Rd, portions of the 06-24 runways.
Stormwater Management Pond 16 Quantity and erosion control •11,200 m3capacity (dry surface facility).
•Drainage Areas 7 & 8 – 30.14 ha catchment area.
•Drains portions of Silver Dart Drive, adjacent fields, and portions of the 06-24 runways.
Juliet Pond Quantity and erosion control •13,900 m3capacity (dry surface facility).
•76.7 ha catchment area.
Pond 6B •11,220 m3capacity (dry surface facility).
•Drainage Area 4 – 26.30 ha catchment area. 427 Ponds (at 409) East and West Quantity •10,620 m3capacity (dry surface facility)
•Drainage Area 4 – 43.70 ha catchment area.
WM 4 Quantity •19,400 m3capacity (dry surface stormwater facility).
•Drainage Areas 1 & 26 – 148.1 ha catchment area. FedEx Stormwater Pond •6,200 m3capacity (dry surface stormwater facility).
•28.6 ha catchment area.
•Drainage Area 22 – Drains FedEx lands; not controlled by the GTAA.
Included in the construction of Runway 05R-23L is the triple box culvert that conveys Spring Creek through the Airport relieved with an adjacent 3000 mm concrete pipe.
A hydraulic analysis completed for Spring Creek during the extension of Juliet Taxiway indicated that the downstream extension of the triple box culvert could result in the over topping of Runways 05L-23R
and 05R-23L during a regional storm event.
Facility 25 – Area 13A– A dry surface pond with a storage volume of 26,500 m3will be con structed
providing storm water quantity, quality, and erosion control for 24.1 ha of Drainage Area 25. Boeing Lands (Area 15)– The storm water outlet sewer for the Boeing lands crosses the property of the International Centre by agree ment. To some degree, this controls the retention time and rate of runoff into the existing sewer. Preliminary studies indicate that the lands can be developed without subsurface retention facilities.
1 1 . 7 P O W E R
Toronto Pearson is supplied with power from four 27.6 kV feeders: two feeders from the Richview Transformer Station, one dedica ted feeder from Bramalea Trans -former Station, and one shared feeder from the Cardiff Trans -former Station. These feeders supply power from the north, the northwest, and the east. This geographic redundancy provides the Airport a needed level of secure supplies of power.
The present four feeders terminate at switch yards designated as follows: South Switching Unit, North Switching Unit, and West Switch ing Units. The switchyards consist of air-insulated switchgear employing circuit breakers for switching and fault protection. Dual, full capacity loops connect from the east switchyards to the west switchyards along the southern perimeter of the Airport while another dual loop does the
same through the middle of the Airport. At various locations along the dual loops, there are Load Modules (LMs) that tap off the dual loops to provide service feeders to all of the airport loads. Critical loads have two adjacent LMs tapping off each of the dual loop feeders. This arrange ment, in effect, provides the oppor tu nity for critical buildings to connect to four different sources. Non-critical buildings are supplied from two power sources.
The LMs are pad mounted switchgear con tained in sealed enclosures and pressurized with a gas (Sulfurhexachloride or SF6). The units employ state-of-the-art tech nology for protection and control, and are inter connected by a fibre optic cable to facili tate supervisory control and data acquisition systems.
The entire electrical system is continuously monitored from Enersource Hydro Mississauga’s (EHM) control room on Mavis Road. In addition to the automatic response of the protection and control system to isolate faults as soon as they occur, the control room operators can immediately examine the distribution system status and effect switch ing remotely to restore power to any airport customer affected by a fault. Terminal 1 has been con -structed with similar tech nology and equipment, in that there are two switchyards, NTA and NTB, one at each end of the terminal, and dual loop feeders run the length of the terminal with
12 LMs tapping off power for all the terminal loads.
In 2005, a new 117 MW Cogen -era tion Plant was con struc ted and commissioned in Area 6C. The plant is connected into the Enersource Hydro Mississauga distribution system through three 44 kV feeders. The Cogeneration Plant can provide power to the Airport’s distribution system through three connecting feeders at 27.6 kV. This takes place at the Central Utility Plant (CUP) where there are three LMs that have direct con nec tions to the main airport switchyards. The present airport load is averaging 38 MW and is expected to grow to approximately 56 MW by 2020. The existing incoming feeders and the distribution system capacity are able to carry the forecast load to 2020 and beyond. The entire 27.6 kV airport distribution system is operated, managed, and main -tained by Enersource Technologies under contract to GTAA.
The only exceptions to this would be the power supplies to the properties that have been acquired in recent years by the GTAA, referred to as the Dorman Road property and the Boeing lands. Both of these properties had previously been developed and were supplied directly with power from the local electrical utility. A GTAA land use study confirmed that the existing feeders to these properties will be more than adequate to satisfy all anticipated
demands. However, a utility corridor for the supply of power through the GTAA grid will be maintained should it ever become beneficial to integrate the supply with the GTAA’s Cogeneration Plant incoming supply.
11.7.1 Cogeneration Plant
At the present time, the Airport’s facilities can be supplied from 27.6 kV feeders only, or some combination of the 27.6 kV and 44 kV feeders, subject to cable capacities and distribu tion system constraints. This arrange ment allows the Airport to supply part of its load from the Cogeneration Plant without engaging in switch -ing opera tions. The incom-ing feeders can be isolated or con -nected at the cor res ponding switching unit remotely from the EHM control room to allow changes in the incoming power configuration to respond to planned or unplanned situations.
11.7.2 Development by 2010
Area 6A:If financially feasible, the 27.6 kV ducts from the Terminal 3 Oval Lot will be extended across Airport Road and connect to the existing ducts in the vicinity of the Airport LINK train 27.6 kV sub -station. This will complete the east loop of the Airport’s 27.6 kV electrical distribution system and provide services to Area 6A.
1 1 . 8 C O M M U N I CAT I O N S
With the advent of the Airport Development Program, the GTAA started a major conversion from conventional processes to elec -tronic data management by implementing the most current processes of the information and telecommunications industries. An infra structure was designed and installed that is resilient and provides redundancy. Key equip -ment has an uninterruptible power supply (UPS) to protect against power outages and equipment within the building’s main computer rooms (MCR) and
telecom mu ni cations closets (TC) are cross connected to several sources. Figure 11-4 illustrates a typical network design concept. The infrastructure is secure and has sufficient capacity to expand to meet future demands. A com -mon cabling system providing the back bone for the Campus Area Network (CAN) consists of 425 km of fibre optic cable and 2,350 km of copper cables encased in con crete duct banks. The CAN interconnects all campus buildings and provides carrierclass tech -nologies to provide Internet Protocol-enabled (IP) network connectivity for the majority of airport systems, including check-in counters, kiosks, gates, baggage systems, security, and office com -puting environments. In addition, coaxial cables are installed in some buildings to support specialty services. Communications Hubs provide the off-airport linkages to commercial communications service providers such as Bell Canada, etc. The Tele com mu ni -cations and Network Services Access Agreement governs the access condi tions and require -ments for service providers. Figure 11-5 shows areas serviced by the CAN.
An electronic security system allows the GTAA to monitor and manage its extensive security and public safety com mitment. In excess of 2,300 cameras and 17 closed circuit television nodes have been in stalled, over 2,030 doors with over 19,000 monitored alarm points are con nected to
the system, as are over 320 duress alarms.
The system has a database with 12,000 records for security access privileges. A total of 968 emer -gency intercom stations are installed at essential access doors, in elevators, washrooms, public areas, and parking garages to give public and staff instant access to the Airport Operations Control Centre (AOCC) in the event of an emergency. A Public Address system, part of the GTAA Public Information and Life Safety Systems, provides extensive coverage in all public areas including the terminal buildings and other GTAA facilities.
11.8.1 Developments to 2010
Expansion of the communications utilities are planned for Areas 5 and 7 by 2010. Both these areas can be fed from the existing East Communications Hub.
11.8.2 Developments
beyond 2010
The North Communications Hub and the connection from Area 5
are planned to be constructed by 2015. This linkage also allows the Boeing lands to be serviced.
1 1 . 9 C E N T R A L U T I L I T I E S
P L A N T
The Central Utilities Plant (CUP) generates hot and chilled water for heating and cooling.
The operation of the CUP and the Cogeneration Plant are inter -related. The Cogeneration Plant generates electricity through two gas turbines, a process which produces a significant amount of exhaust heat. The waste heat is recovered through two steam boilers to create additional electricity through the steam turbine. Steam that is not used to power the steam turbine can be redirected to the CUP.
The cooling systems in the CUP are equipped with five electric motor-driven centrifugal chillers, two steam turbine-driven chillers, five chilled water distribution pumps, six cooling towers, and seven condenser water pumps. The heating systems in the CUP are equipped with four steam boilers, three hot-water tube and shell heat exchangers, five hot-water distribution pumps, and two de-aerators and expansion tanks with four boiler feed pumps. At present, the CUP has a steam driven cool ing capacity of approxi -mately 4,000 tons. This out put can be increased as demand grows. At present, there is approximately
30 per cent additional cooling capacity avail able in the CUP in addition to 100 per cent addi -tional heat ing capacity.
The CUP was designed to support staged construction and to expand as the demand for heating and cooling grows. At full build out, the CUP can handle 10 chillers and an additional two boilers.
11.9.1 CUP Main Loop
Distribution System
At the present time, the CUP supplies hot and chilled water to Terminal 1, the Terminal 1 Park ing Garage, and the Infield area by means of an underground distribution network of distribu -tion pipes. Terminal 3 has its own heating and cooling system and is, therefore, not serviced by the CUP. Figure 116 shows an over -view of the CUP’s hot and chilled water lines.
The distribution system serving the Infield area has two compo nents. The first com ponent con -sists of a direct feed from the CUP to the Infield Hot Water Distribu -tion Plant. The second com po nent is the Hot Water Distribu tion Plant’s supply lines serving six buildings in the Infield. These are the Three Bay Hangar, the Infield Terminal, Cargo 2, Cargo 3, Air Canada’s Equipment Maintenance building and the Air Canada Cargo 1 building.
Four projects are required in the future. The first three elements
Typical Network Design Concept
F I G U R E 1 1 - 4
Space 1
Space 2 Space 3
Ring 1 Ring 2
will improve efficiency and add redundancy for existing demands. The fourth will be driven by the need to serve new or expanded buildings.
11.9.2 Proposed Improvements
Over time the CUP will require certain up grades and expansions to meet the growing demand for heating and cooling. These are: 1. Upgrading the CUP Control
System
2. Enhancing the main CUP distribution loop
3. Enhancing the Infield distribu -tion loop
4. Increasing overall capacity at the CUP
11.9.3 Development by 2010
The current control system dates back to 2000 and has not been updated to keep pace with the available improvements in efficiencies of managing energy.
11.9.4 Development beyond 2010
Adding Terminal 3 to the main distribution loop would provide some redundancy for the overall system and will, in emergency situations, allow Terminal 3 to share heating and cooling with other facilities. The existing single supply pipe for heating and cooling under the airfield will be twinned for redundancy.
Valves and valve chambers will be installed to the medium hot water supply lines serving the Infield area. This will prevent the need for full shutdown in the event of a pipe rupture.
There is insufficient capacity to meet cooling demands once Pier G comes online. Additional chillers will be added to the CUP at that time.