GTAA - Chapter 11:Layout 1 - torontopearson · water distribution network, and ... the Britannia...

11 Utilities

11C H A P T E R

UT I L I T I E S

v

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

Chapter 11 > UT I L I T I E S

11.1

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


11.2

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.


11.3

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.

Aviation Fuel Tank Farm


11.4

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 Developmentsbeyond 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

Cogeneration Plant


11.5

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.


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 T O 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 11-3 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 m3 will 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 m3 will 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 m3 will 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.

Flight Information Display System


11.6


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 05R-23L. Con -

struc tion of this facility is to be

included with the first stage of

Runway 05R-23L con struc tion.


11.7

Facility Purpose DescriptionEtobicoke 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 m3 capacity (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 m3 of storagecapacity (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 m3 capacity (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 m3 capacity (dry surface facility).(SWM 4) • Drainage Area 9 – 123.84 ha catchment area.

• Drains Convair Dr. and Electra Dr. and associated buildings, portions ofthe 06-24 runways, portions of the Airside Service Rd.

Stormwater Management Pond 5 Quantity • 4,600 m3 capacity (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 m3 capacity (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 m3 capacity (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 m3 capacity (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 m3 capacity (dry surface facility).

• 76.7 ha catchment area.Pond 6B • 11,220 m3 capacity (dry surface facility).

• Drainage Area 4 – 26.30 ha catchment area.427 Ponds (at 409) East and West Quantity • 10,620 m3 capacity (dry surface facility)

• Drainage Area 4 – 43.70 ha catchment area.WM 4 Quantity • 19,400 m3 capacity (dry surface stormwater facility).

• Drainage Areas 1 & 26 – 148.1 ha catchment area.FedEx Stormwater Pond • 6,200 m3 capacity (dry surface stormwater facility).

• 28.6 ha catchment area.• Drainage Area 22 – Drains FedEx lands; not controlled by the GTAA.

TA B L E 11 - 1


11.8

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 m3 will be con structed


11.9

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


11.10

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 incoming

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.


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 C AT 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 carrier-class 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

Central Utilities Plant (foreground) and Cogeneration Plant (background)


11.11

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 Developmentsbeyond 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 SP 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 LoopDistribution 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 11-6 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


11.12

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


11.13


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.


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.

GTAA - Chapter 11:Layout 1 - torontopearson · water distribution network, and ... the Britannia...

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