mp - chapter 11 - utilities.pdf
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11CHAPTER
UTILITIES
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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 relocatedbecause 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 theyears, 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 > UTI LI TI E S
UT 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-
munications, 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 consul-
tative framework with the various
federal, provincial, regional andmunicipal authorities that provide
utilities, have jurisdiction 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 inareas where the constraint on
development is minimized.
1 1 . 2 W A T 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 Cogeneration 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
watermain loop for Area 2
suffer a severe pressure drop
associated with a fire pump
start or other high water
demand. The water
distribution model for the
Toronto Pearson was
updated in 2004, and
confirmed that the
existing watermain
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1.2
additional strains on the existing
watermains. Old watermains will
be systematically 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.
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11.2.2 Development beyond 2010
Construction of the Courtneypark
Drive watermain extension across
the Infield area will occur some
time after 2010 as a secondary feed
to the facilities. Properties in Areas
13C, 13E, and Area 16 (Skeet
Club lands) can be serviced directly
from a Region of Peel watermain
grid when development occurs.
1 1 . 3 N A T U R A L G A 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
bordering the Airport. High andintermediate pressure natural gas
connections 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 intersection
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 subdivision within a typicalmunicipality.
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 million BTU/h
and 50 million BTU/h respec-
tively. The estimated increase in
heating demand attributable to the
relocation 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 requirements 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
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11.3.2 Developments to 2010
An Enbridge gas main extension
along the access road into Area 6A
and 6B will be constructed to
bring natural gas services to the
Area 6A redevelopment, and an
upgraded supply to the Viscount
Road Airport LINK train station
and the Area 6B garage.
11.3.3 Developments
beyond 2010
In conjunction with the
Courtneypark 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 L Y
PIFFC, an airline consortium,
owns and controls 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
relocation of the existing tank
farm on Silver Dart Drive.
1 1 . 5 S A N I T A R Y 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 system in accordance withthe 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 infrastructureto 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
buildings, and connects to a Peel
Region Etobicoke Creek trunk
sewer. Terminal 3 and adjacent
buildings are currently serviced by
a gravity sewer running northerly
across Areas 6A and 6B and into
a Region of Peel trunk sewer.
Stormwater Management Pond
Cogeneration Plant
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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 thefuel 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
developments in Area 15 (the
Boeing lands), Areas 2A, 13A,
13B, 13C, and 13E can be directly
discharged 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 (underconstruction), 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 T O R M S E W E R S
The Airport’s stormwater manage-
ment practices adhere to theguidelines and requirements of
local and provincial conservation
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 airportlands, which is divided into a
number of drainage areas.
Figure 11-2 depicts the drainage
areas and Figure 11-3 the storm-
water facilities. A summary 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
(stormceptor) 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 floodplain 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 constructed to
provide storm water quality and
erosion control. The total con-
tributing drainage area is 19.9 ha.The storm water management
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
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11.6.2 Development beyond 2010
H4 Facility – A surface dry pond
with storage volume of 19,055 m3
will be constructed providing
storm water quality and erosion
control.The contributing drainage
area is 143.8 ha. The storm water
management facility will control
runoff from Drainage Area 21,
including a large portion of
proposed Runway 05R-23L. Con-
struction of this facility is to be
included with the first stage of
Runway 05R-23L construction.
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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 Faci li ty 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 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 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 of
the 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.
TABLE 11-1
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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
overtopping 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 constructed
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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
agreement. 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. Thisgeographic redundancy provides
the Airport a needed level of
secure supplies of power.
The present four feeders terminate
at switchyards designated as
follows: South Switching Unit,
North Switching Unit, and West
Switching Units. The switchyards
consist of air-insulated switchgear
employing circuit breakers forswitching 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 adjacentLMs tapping off each of the dual
loop feeders. This arrangement, in
effect, provides the opportunity
for critical buildings to connect to
four different sources. Non-critical
buildings are supplied from two
power sources.
The LMs are pad mounted
switchgear contained in sealed
enclosures and pressurized with a gas (Sulfurhexachloride or SF6).
The units employ state-of-the-art
technology for protection and
control, and are interconnected by
a fibre optic cable to facilitate
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 switching
remotely to restore power to any
airport customer affected by a fault. Terminal 1 has been con-
structed with similar technology
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-
eration Plant was constructed 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 connections 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 hadpreviously 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
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demands. However, a utility
corridor for the supply of power
through the GTAA grid will bemaintained 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 somecombination of the 27.6 kV and
44 kV feeders, subject to cable
capacities and distribution system
constraints. This arrangement
allows the Airport to supply part
of its load from the Cogeneration
Plant without engaging in switch-
ing operations. The incoming
feeders can be isolated or con-
nected at the corresponding
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 C A T 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
infrastructure was designed andinstalled 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
telecommunications 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
backbone for the Campus Area
Network (CAN) consists of
425 km of fibre optic cable and
2,350 km of copper cables encased
in concrete 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 communicationsservice providers such as Bell
Canada, etc. The Telecommuni-
cations and Network Services
Access Agreement governs the
access conditions and require-
ments for service providers.
Figure 11-5 shows areas serviced
by the CAN.
An electronic security system
allows the GTAA to monitor andmanage its extensive security
and public safety commitment.
In excess of 2,300 cameras and
17 closed circuit television nodes
have been installed, over 2,030
doors with over 19,000 monitored
alarm points are connected to
Central Utilities Plant (foreground) and Cogeneration Plant (background)
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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 extensivecoverage 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 EastCommunications 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 isrecovered 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 expansiontanks with four boiler feed pumps.
At present, the CUP has a steam
driven cooling capacity of approxi-
mately 4,000 tons. This output
can be increased as demand grows.
At present, there is approximately
30 per cent additional cooling
capacity available in the CUP in
addition to 100 per cent addi-
tional heating 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 1Parking 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 component con-
sists of a direct feed from the CUP
to the Infield Hot Water Distribu-
tion Plant. The second component
is the Hot Water Distribution
Plant’s supply lines serving six
buildings in the Infield. These are
the Three Bay Hangar, the Infield
Terminal, Cargo 2, Cargo 3, AirCanada’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
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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 upgrades 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
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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 singlesupply 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 oncePier G comes online. Additional
chillers will be added to the CUP
at that time.