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8/18/2019 MP - Chapter 12 - Environment.pdf
1/14
12CHAP T ER
ENVIRONMENT
v
8/18/2019 MP - Chapter 12 - Environment.pdf
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• Noise – Ensure continual
monitoring of aircraft noise;
service public concerns/inquiries
regarding noise; and influence
airlines and air traffic control
(Nav Canada) in minimizing
noise.
• Property Management – Ensure
environmental considerations are
incorporated into the GTAA’sproperty management system.
• Resource Use – Continually
improve energy and water
efficiency.
• Spills – Continually reduce
frequency and severity of spills.
• Waste – Reduce waste and pro-
mote recycling above the current
50 per cent diversion rate.
• Water Quality – Improve storm-
water quality at the Airport.
• Wildlife Control – Reduce
wildlife strikes.
Chapter 12 > EN VI RON ME N T
ENV I RONMENT
Chapter 12
1 2 . 1 I N T R O D U C T I O N
Toronto Pearson International
Airport’s Environmental Manage-
ment System is certified to the
rigorous ISO 14001 standard. The
GTAA’s commitment to continual
improvement in environmental
performance is reflected in the
ISO Environmental Policy, which
is incorporated into the day-to-
day operations and the future
development of the Airport.
The purpose of this chapter is to
provide a description of the ISO
Environmental Management Sys-
tem (EMS), the Airport’s existing
natural environment, including
the move towards sustainability at
Toronto Pearson, and a discussionof the environmental impacts of
developments proposed within the
Master Plan. Noise Management
is discussed separately in
Chapter 13.
1 2 . 2 T H E IS O 1 4 0 01
E N V I R O N M E N T A L
M A N A G E M E N T S Y S T E M
The ISO 14001 Environmental
Management System requires a
company to review all its possible
environmental aspects (concerns)
and to evaluate them for signifi-
cance. Targets are established and
individual programs are then
implemented to resolve the envi-
ronmental concerns. The following
section identifies the Airport’s cur-
rent significant aspects (see also
Figure 12-1). Both short- and
long-term targets are set and
reviewed on an ongoing basis to
ensure that the Airport continues
to reduce its environmental foot-
print, producing a positive impacton the community. Detailed data
on environment, social and eco-
nomic performance can be found
in the GTAA Sustainability Report
located on the GTAA website.
12.2.1 Summary of Significant
Aspects
• Air Quality – Manage air emis-
sions at the Airport to ensure
meeting federal/provincial air
quality guidelines.
• Airport Development – Ensure
environmental factors are
considered and implemented for
all new development utilizing
the LEED Green Building
concepts where practical.
• Ecology – Improve the
natural environment in and
around the Airport to
provide a positive habitat
for all organisms.
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2.2
12.2.2 Sustainable Airport
Development – New Initiatives
GTAA Pearson – Partners in Project
Green
The most recent initiative to
reduce the Airport’s environmental
footprint is the GTAA’s sponsor-
ship of the Pearson Eco-Industrial
Park. An Eco-Industrial Park is
essentially businesses working
together to reduce resource use
and improve financial and environ-
mental performance. This initia-
tive is being undertaken jointly
with the surrounding munici-
palities and spearheaded by the
Toronto and Region Conservation
Authority. The program will intro-
duce the concept of sustainable
management to a study area of
11,000 ha centred on Toronto
Pearson. While in its infancy, the
eco-park project is currently com-piling a resource baseline of the
industries within the study area.
Information on energy use, water
consumption and waste is being
gathered as a starting point to
engage neighbouring industry in
an attempt to realize efficiencies,
cost savings, and improved
natural environment.
Etobicoke Creek Pedestrian/
Cycle Trail
The GTAA, since its beginning,
has placed a high priority on the
protection and improvement of
the Etobicoke Creek valley lands.
In conjunction with the City of
Mississauga, the existing
Etobicoke Creek Trail will beextended 3.2 km through airport
property from Hwy 401 to
Courtneypark Drive. The
Etobicoke Creek Trail, once com-
pleted, will connect the Water-
front Trail on Lake Ontario to the
Trans Canada Trail in Caledon.
The stretch through the Airport
will cross through a mature hard-
wood forest, open meadowsrecently reseeded with native
plants, and past the confluence of
the west branch of the Etobicoke
and Spring Creeks (east branch of
Etobicoke Creek).
1 2 . 3 E X I S T I N G N A T U R A L
E N V I R O N M E N T
12.3.1 GeologyThe principal physiographic feature
of Toronto Pearson is the gently
rolling Halton-Peel till plain. The
airport property slopes gradually
to the south from an elevation
of approximately 170 m above sea
Spring Creek
GTAA Environmental PolicyGreater Toronto Airports Authority
Greater Toronto Airports Authority, February 2007
The Greater Toronto Airports Authority (GTAA) is committed to developing and operating airports in an environmentally
responsible manner, in compliance with relevant environmental legislation, and within an overall framework which isenvironmentally, economically and socially sustainable. Our commitment is reflected in GTAA’s day-to-day operations to minimize
impacts on the natural environment and local community.
The GTAA is committed to continual improvement and the prevention of pollution. It is our policy to set environmental objectives
and targets and implement action plans for significant environmental aspects identified at the airport. It is also our policyto monitor progress, utilize best management practices and apply cost-effective technology to strive to improve environmental
performance.
To successfully implement this policy, the GTAA utilizes an Environmental Management System (EMS) which meets thespecifications of the ISO 14000 international standards series and which includes
utilizing environmental audits to ensure compliance with applicable laws, regulations, as well as policies, objectives and
targets;
conducting regular environmental monitoring of environmental aspects such as water quality, air quality, noise, airsidedevelopment, hazardous substances and spill incidents;
continually developing and promoting environmental standards applicable to day-to-day airport operations which impact
the environment;
integrating environmental assessment and management practices into the decision-making process used to plan, design,construct and operate the airport;
communicating environmental policy, roles, responsibilities, objectives and targets to GTAA staff; and
producing an annual environmental performance report to ensure regular reporting to the CEO and Board of Directors,
GTAA employees, and the interested public.
__________________________
Lloyd A. McCoomb
President and Chief Executive OfficerGreater Toronto Airports Authority
F I G U R E 1 2 - 1
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level at the north end of the
property to a low of approximately
150 m above sea level in the
Etobicoke Creek valley at the
southern corner of the property.
The airport site contains deep beds
of stratified clay, containing shale
and limestone, which rest on bed-
rock shale. The creek valleys are
characterized by granular alluvial
deposits.
Soils on airport property are dom-
inated by Malton and Peel clays,
which are fine textured soils sus-
ceptible to erosion. Small areas on
the southern edge of the property
consist of Chinguacousy and
Jeddo clays. All of these soil types
are characterized by slow infiltra-
tion and transmission rates, and
are therefore poorly drained.
12.3.2 Hydrology and Surface
Waters
Toronto Pearson straddles the
Etobicoke Creek and Mimico
Creek watersheds. Approximately
200 ha, encompassing the new
Terminal 1 building, parking
structure, a minor amount of the
new apron and the former
Terminal 2 building and apron
area, drain into Mimico Creek to
the east. The remainder of airport
property, including all runways,
cargo areas, Terminal 3, the major-ity of new Terminal 1 apron and
the Infield, drains into Etobicoke
Creek which flows through the
west side of the property.
The intensive urbanized land use
in both watersheds has contributed
to an increased hydrologic
response from the tributary areas,
and a marked increase in run-off
volume. Typical of urban streams,
there have been several diversions
of drainage systems within both
watersheds and significant chan-nelization of the main branch and
main tributaries of both creeks.
Based on data collected from the
on-site meteorological station, the
30-year annual average precipita-
tion at Toronto Pearson is
761.5 mm. The highest average
monthly precipitation of 76.8 mm
occurs in August and the lowest of
46.0 occurs in February. There aretypically 137 days of precipitation
at Toronto Pearson annually.
The overall contribution of runoff
from Toronto Pearson to down-
stream flows varies by storm event
and season. However, since the
area of the Airport draining to
Etobicoke Creek is largely
undeveloped, and represents less
than eight per cent of the total
Etobicoke Creek watershed area
and contributes less than five per
cent to peak flows at the mouth of
Etobicoke Creek.
Storm water detention facilities
have been constructed on airport
property to regulate the outflow to
Etobicoke Creek. Analysis of in-
stream erosion indicates that
active bank failure is common in
the portion of Etobicoke Creek
that flows within airport property.
The Toronto Pearson property
draining to Mimico Creek repre-
sents less than three per cent of
the total Mimico Creek watershed
area and contributes less than
three per cent to the peak down-stream flows.
Operations at Toronto Pearson
generate pollutants unique to air-
port activity. Glycol from aircraft
deicing/anti-icing operations, sand
from airside pavement deicing
operations, and aircraft fuelling
are of primary concern. Additional
surface pollutants may be genera-
ted from accidental spills.
The Airport and the Environment
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2.4
Initial efforts were undertaken in
1994 to enhance the containmentof glycol at Toronto Pearson.
The first pad of a six pad Central
Deicing Facility was constructed
in 1997, three more pads were
constructed in 1998 and two were
completed in 1999. This new
facility, the world’s largest, has
been copied across the continent.
Further improvements include the
1997/1998 construction of a
17,000 cubic metre storm water
management facility complete
with fuel separator and on-line
chemical analyses allowing the
capture and disposal of contami-
nated runoff from the Terminal 2
apron and the fuel tank farm. Two
similar facilities were completed in
1999 and 2000: the 56,300 cubic
metre Etobicoke Creek and the84,000 cubic metre Moore’s Creek
Stormwater Facilities. These facili-
ties intercept storm water from the
Terminal 1 and 3 areas prior to
their discharge to Etobicoke Creek
and Spring Creeks. The comple-
tion of the deicing pads and
downstream storm water manage-
ment facilities ensure the contain-ment of deicing fluid and other
contaminated storm water runoff.
12.3.3 Aquatic Resources
Etobicoke and Mimico Creeks are
both small warmwater streams
within the Lake Ontario drainage
basin. Etobicoke Creek flows
through the western portion of theproperty and drains the majority
of the Airport. Two tributaries of
Etobicoke Creek, Spring Creek
and Moore’s Creek also flow
through the Airport, the latter
having its source on the property.
Although the airport property does
not come in direct contact with
Mimico Creek, located east of the
Airport, a small portion of the airport lands drain to this creek.
While Lake Ontario and its associ-
ated inland waters support signifi-
cant warm water and cold water
fisheries, the aquatic resources of
Etobicoke and Mimico creeks are
generally poor. This situation has
resulted from years of local urban
activity in Mississauga, Brampton
and Toronto (Etobicoke), which
has degraded local water quality.
“Wetland, and their vital ecosystem
functions, have virtually disap peared
from the Etobicoke Creek watershed and it is estimated that between 80
and 99 per cent of all historic wet-
lands no longer exist. The aquatic
communities within the watershed
are largely impaired.
Fish and benthic communities have
been degraded since European settle-
ment, particularly in the lower
portions of the watershed.”
The above is a quote from the
Toronto and Region Conservation
Authority (TRCA) report,
Etobicoke Creek Aquatic Ecosystem ,
2006 , prepared as part of the
GTAA Living City Project. This
study is part of TRCA’s manage-
ment strategies for the nine water-
sheds under its control. Recent
studies have indicated that a very
low diversity of fish species exists
in Etobicoke and Mimico creeks.
No game species are present in the
vicinity of the Airport. The fish
communities of both streams are
dominated by suckers and min-
nows.The fish species are pollution
tolerant, a typical characteristic of
a degraded stream.
Past aquatic invertebrate studiesin Etobicoke Creek have indicated
a severely stressed population.
Of the 52 fish species known to
inhabit the creek only 28 were
captured in 2001 and 20 in 2004.
The dominance of pollution-
tolerant species throughout the
Natural Bank Stabilization – Before
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watershed and an almost complete
absence of pollution-intolerant
species clearly indicate significant
water quality problems. While the
GTAA has spent considerable
efforts in improving the creeks
within its property, significantimprovements will come only
with a watershed approach to
conservation.
Recent field studies have indicated
the presence of coldwater habitat
in the head waters of both Spring
and Etobicoke Creeks, however,
the portion of Etobicoke Creek
between Derry Road and
Hwy 401 is marginal habitat. Above the confluence of Etobi-
coke and Spring Creeks, aquatic
conditions were fair and the
watercourse supported significant
numbers of fish, primarily min-
nows and suckers. Conditions
declined below Spring Creek due
to heavy algal growth, and con-
siderably fewer fish were present.
Water quality over the length of Spring Creek on airport property
was moderate. While the creek
supports some minnows and
suckers, invertebrates were rare.
12.3.4 Vegetation
Although the Airport is in the
deciduous forest region of Canada,
forested land is a diminishing resource in the area, due to inten-
sive urbanization and agriculture.
Currently 16.5 per cent of the
watercourse within the Etobicoke
Creek watershed has woody ripar-
ian vegetation; less than 1 per cent
of the estimated 7.4 per cent
historical wetlands remain. The
state of the terrestrial system in the
area surrounding the Airport has
been evaluated as poor to very
poor by the TRCA.
The airport lands have been highly
modified over the years. Approxi-
mately 1,200 ha of the property is
vegetated by native and introduced
species. The four main vegetation
communities found are agricul-
tural land, mowed grass, old fields,
and forests.
Approximately 150 ha of land in
numerous parcels are leased to a
local farmer for the production of
agricultural crops. The majority of
the cultivated land lies to the west
of Runway 15R-33L.
Areas adjacent to the Airport’s
runways, taxi ways, and aprons are
mowed on a regular basis by air-
port maintenance staff. The
mowed areas primarily consist
of grass species typical of old
field vegetation and comprise approximately 640 ha.
Approximately 360 ha of old field
vegetation exists along the creek
floodplains, bottomlands, and
adjacent slopes, as well as on idle
areas formerly used for agricultural
purposes. The old field vegetation
is typically composed of a variety of grasses and herbs, with localized
areas of red raspberry thickets and
hawthorn trees.
Most of the 17 ha of forest on the
Airport consists of early succes-
sional hawthorn scrub forest, with
occasional willow and elm, and is
located primarily on creek slopes
and floodplains. However, 1 ha of
mature hardwood forest is presentin the extreme south-west corner
of the site and is dominated by
red oak, sugar maple, white ash
and hophornbeam, with smaller
quantities of black cherry, eastern
hemlock and beech.
A total of 195 plant species were
observed on the airport property,
which represents exceptionally low
plant diversity for an area the size
of Toronto Pearson. None of the
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2.6
recorded plant species is of provin-
cial or regional importance. The
only vegetative feature of any sig-
nificance is the remnant hardwood
woodlot.
12.3.5 Amphibians and Reptiles
In a recent field study, 3 species of
amphibians (American toad, green
frog, northern leopard frog) and 2
reptile species (little brown snake,
eastern garter snake) were encoun-
tered. These species are all com-
mon to abundant in southernOntario. There were no significant
species found on the airport
property in this study.
12.3.6 Mammals
The following eleven species of
mammals have been reported at
the Airport.
• American beaver• American mink
• coyote
• eastern cottontail
• European hare
• grey squirrel
• masked shrew
• meadow vole
• raccoon
• striped skunk
• white-tailed deer
• woodchuck
Distribution of all mammal species
was almost exclusively restricted to
the valley lands, with the exception
of the European hare, which was
present over a large part of the
airport site.
12.3.7 Birds
Studies conducted in the late
autumn/early winter of 1989, and
during the spring migration and
breeding season of 1990, identified
96 species of birds at the Airport.
A total of 25 species of birds were
observed during the late autumn/
early winter period. Of these, six
species are uncommon winter resi-
dents in Ontario. The airport
property supports a diverse andabundant raptor population of
provincial significance during the
winter months.
Spring bird migration surveys
at Toronto Pearson identified 70
species, of which 46 were subse-
quently seen during breeding
season. Many of the remaining
bird species have breeding ranges
that are characteristically further
north than the Airport, or require
nesting conditions unavailable at
Toronto Pearson. Etobicoke Creek
and its tributaries may serve as a migration corridor through this
highly urbanized region for some
forest dwelling bird species.
During the breeding season,
63 species of birds were observed
within the boundaries of Toronto
Pearson. Although none of these
species are of provincial signifi-
cance, three are considered
regionally rare. These are theupland sandpiper, grasshopper
sparrow and northern harrier,
which are all fairly common in
southern Ontario, but are not
usually seen in the Toronto area
because of the intense urbaniza-
tion. The greatest diversity of
species was found along the creek
valleys. Fewer species nested in
upland scrub forests and fields of tall grass, and few species were
found in the mowed areas.
12.3.8 Wildlife Control
One of the dangers to the safe
operation of any airport is the
presence of wildlife, particularly
birds. It is the policy of airport
management to institute effective wildlife control programs and pro-
cedures to minimize the potential
of bird strikes.
The preferred control method is
habitat manipulation and manage-
ment. This includes keeping the
Airport Residents
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vegetation mowed in critical areas,
removal of trees and shrubs, water-
course alterations and the covering
of potential perching sites.
One of the most successful
methods of deterring birds from
Toronto Pearson has been through
the use of falconry. Falconry
involves the use of specially trained
raptors to frighten and harass
other birds off airport property.
In addition, a raptor capture pro-
gram is conducted at the Airport.
It entails the capture, documenta-
tion, and transportation of birds
to a wildlife centre where they are
banded and released.
A small herd of white-tailed deer
inhabit the valley lands of the
Airport. The herd has been
restricted from operational areas
through deer fencing extending
through the valley lands.
Wildlife Control Officers use a
variety of other techniques for
deterring wildlife from Toronto
Pearson, depending on the type of species involved and local weather
conditions. For example, several
types of auditory equipment are
commonly used, and dogs have
been employed on occasion.
12.3.9 Archaeology and Heritage
Resources
The archaeology and heritage
resource sites on airport property
demonstrate an intermittent occu-
pation by prehistoric or historic
native cultures and early European
settlements extending back several
centuries or more.
Surveys of known and potential
archaeological and heritage
resources were conducted at
Toronto Pearson in 1990 and
1993. These studies identified
29 archaeological sites within the
Airport’s boundaries.Three of the sites consisted of pre-
historic native remains, while the
majority of the sites pertain to the
historic European settlement of
the area during the nineteenth
century. Seven of the sites were
subsequently documented and reg-
istered in the national archaeologi-
cal site registry, including the three
prehistoric native finds, and fournineteenth century farmsteads.
One of the prehistoric native sites
yielded a spear point, while the
other two were identified by the
undiagnosed detritus of stone
tool production.
A majority of the nineteenth
century settlement sites represent
a cluster of buildings. In combi-nation, the sites contained
approximately 150 individual
historically documented buildings
or structures. These included
houses, barns, stables, milk
houses, a quarry, a cheese factory,
schools, a post office, churches,
and cemeteries.
The Fifth Line Cemetery, origi-
nally thought to contain 277
graves, has been removed with
greater than 624 individuals re-
interred in the Assumption
Cemetery approximately one
kilometre west on Derry Road.The earliest recorded burial
occurred in 1833, although the
cemetery was not officially estab-
lished until 1837, and operated
until 1939.
12.3.10 Summary of the
Significance of the Natural
Environment
The low environmental quality of
the existing natural environment
at Toronto Pearson is largely dic-
tated by the surrounding land
uses. Similarly the quality of
aquatic communities on the air-
port property is marginal as a
result of upstream and off-site
surface runoff and storm sewer
inputs.
Although Toronto Pearson lands
are highly impacted by airport
operations, large areas of natural
and managed vegetation which are
restricted from public access pro-
vide varied habitat for birds and
mammals unique to the Toronto
area. A wide variety of wildlife
resources including three region-
ally uncommon birds, an uncom-monly high winter concentration
of raptors and several mammal
species unique to urban areas have
adapted to the airport setting to
take advantage of these available
habitats. The only vegetation
Wildlife Control – Falconry
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2.8
community of significance on the
Airport is a small mature hardwood
forest.
Throughout the GTAA study area
there continues to be a cumulative
loss of both flora and fauna and a
change from a natural to a more
urban wildlife. According to the
TRCA’s terrestrial classification
made during the landscape analy-
sis of the area including and sur-
rounding the Airport, the study
area was evaluated as poor to
very poor.
1 2 . 4 P R E S E N T
E N V I R O N M E N T A L
C O N C E R N S
12.4.1 Air Quality
Air quality concerns can be broken
down into two areas, local air
quality (health concerns) and
greenhouse gas emissions (environ-
mental concerns).
Local Air Quality: The Ministry
of the Environment (MOE) oper-
ates an extensive ambient air mon-
itoring program measuring the
level of suspended particulates and
several gases at stations located
across the province. The latest
publicly available report (2004)
indicated that there were no
exceedances of sulphur dioxide,
nitrogen dioxide or carbon mon-oxide. At the Centennial Park air
quality monitoring station, south
of the Airport, there was one
exceedence of the ozone guideline
and fewer than ten exceedances
of the particulate matter PM2.5 guideline.
The long-term trend in air quality
has been for better overall air
quality while the number of smog
days appears to be related to hot
summer days and regional air
quality events. Both ozone and
suspended particulate matter show
exceedances of criteria levels, how-
ever, since the ozone produced by
photochemical reactions requires
time to develop and is capable of
travelling long distances through
the atmosphere, the elevated
ozone levels are an indication of a
broad regional problem, rather
than local airport emissions.
In addition, ambient air monitor-
ing programs were carried out on
airport property in 1979, 1983,
1989, 1991 and 2005-06. These
studies show that the ambient
air quality measured at the
Airport closely follows that of
the surrounding community.
A permanent air quality monitor-
ing station was installed at Toronto
Pearson in 1994. The state-of-the-
art station permits the continuous
measurement of eleven individual
pollutants. The station is located
near the eastern end of Runway
06R-24L. This is the predominant
downwind side of major airport
activities. A review of data indi-
cates that there has been no deteri-
oration of the air quality at the
Airport and the Airport’s air quality
is generally the same as that meas-
ured throughout Toronto. Concen-
trations for all measured pollutants
except ozone and particulates
(regional problems) remained well
below their respective Federal Air
Quality Desirable and Acceptable
Limits and the Provincial Air
Quality Criteria.
Supplementary, air quality model-
ling has shown that Toronto
Pearson is a relatively minor
source of air emissions when com-
pared to both the nearby sources
and the emissions from the
Environmental Clean-up
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Toronto area. In 2005, a human
health risk assessment was under-
taken, with participation from the
local municipalities and the federal
and provincial governments, to
determine the affects of air emis-
sions from the Airport and thesurrounding communities on the
public in the immediate vicinity of
the Airport. The report concluded
that no measurable adverse health
effects would result at any chosen
residential location, using the
most sensitive receptor chosen.
The results of the ambient air
quality monitoring study con-
ducted in 2005-06 support the
model findings.
Greenhouse Gas Emissions –
Climate Change: According to
the Intergovernmental Panel on
Climate Change, air transport
accounts for an estimated 3.5 per
cent of man-made emissions. The
concern, however, is that air pas-
senger traffic may double within
the foreseeable future and techno-logical advancement in jet engine
emissions reduction and the
implementation of this technology
may not keep up to the antici-
pated general community emis-
sion reductions and the actual
percentage aircraft related emis-
sions may increase.
Setting aircraft emissions is the
responsibility of the International
Civil Aviation Organization
(ICAO) a United Nations organi-
zation. The Canadian position,
formulated by Transport Canada,
is influenced by aircraft operators,
aircraft manufacturers, engine
manufacturers, Environment
Canada and more recently the
Canadian Airports Council of
which the GTAA is a member.
Fuel costs have become the air-
lines single highest cost of opera-
tion. Reducing fuel burn is the
most effective way to reduce
emissions and the airlines are very
active in this area. Improving
engine technology is an airline
priority with the ICAO goal to
reduce oxides of nitrogen (NOx),
a greenhouse gas, by 45 per cent
by 2016 and 60 per cent by
2026. There is a balance in that
by reducing NOx you may raise
carbon dioxide (CO2), carbon
monoxide (CO), particulate mat-
ter (PM) and noise emissions.
There is a real concern that in the
future further trade-offs may have
to be made between emission
reductions and noise. For example:
the quicker an aircraft can turn
toward its final destination, thelower the fuel consumption and the
lower the greenhouse gas emissions.
However, this is accomplished by
turning at a lower elevation, which
may route the aircraft over more
densely populated areas, generat-
ing a higher overall noise exposure.
These issues will continue to be
discussed with the community.
The Airport’s role in emission
reductions from aircraft comes
from our ability to, as quickly as
possible, taxi a landing aircraft to
the terminal and have its engines
shut down, and from start-up of
an aircraft, taxi that aircraft as effi-
ciently as possible to the runway
for takeoff.
The addition of new runways and
taxiways to facilitate efficient
aircraft movement was largely
completed over the last decade
and will continue with the addi-
tion of a new east/west runway as
demand necessitates. The queuing
of aircraft for takeoff is the largest
source of CO emissions from air-
craft at the Airport.
The completion of Terminal 1 saw
the installation of both conditioned
air and electrical power to all the
aircraft boarding gates allowing the
aircraft to shut down their auxil-iary power units on arrival.
Another airport initiative is to
reduce emissions include the large
fleet of electric, hybrid and alter-
native fuel vehicles used in and
around the terminals both by the
GTAA and their tenants.
The GTAA emission reduction
program is defined through theISO 14001 Environmental
Management System. Other ini-
tiatives recently completed as part
of the Terminal Development
Project include the following:
• Addition of the LINK Train (an
automated people mover)
0
500
1000
1500
2000
2500
3000
3500
4000
4500
201520102005200120001990
Greenhouse Gases
FIGURE 12-2
K i l o T o n n e s
Model led in 2003 Model le d in 1991*
*The 1991 modelling projected GHG emissions before the addition of
new runways and taxiways which significantly reduced queuing times
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resulting in the elimination of
inter-terminal bussing;
• terminal modifications to accept
the proposed dedicated rail line
from Union Station to the
Airport – Blue 22;
• completion of the heating and
electrical energy Cogeneration
Plant; and
• completion of the first GTAA
“Green Building”, a LEED Silver
Certified building with an
estimated 30 per cent greater
energy efficiency than required
by the National Model Building
Code.
12.4.2 Waste Management
An airport-wide recycling program was first developed and imple-
mented at Toronto Pearson in
1993. The program has evolved
and continues to be guided by the
3 R’s. Examples of performance
are: 50 per cent for domestic
waste, 90 per cent for construc-
tion waste and 90 per cent for
contaminated soil remediation.
Non-recyclable waste is disposed
of at a Canadian landfill site in
Thorold Ontario. International
waste comes under the jurisdiction
of Agriculture Canada and is dis-
posed of at the Algonquin Power
Energy from Waste facility in
Brampton. The facility is designed
to incinerate non-recyclable mate-
rials, including municipal solid
waste to produce steam. Steam is
used to drive a turbine generator
to produce electricity.
12.4.3 Contaminated Sites
A program was implemented by
the federal government in the early
1990s to identify suspect sites and
classify their potential risks. In
conjunction with the National
Contaminated Sites Remediation
Program, Transport Canada’s, and
now the GTAA’s, Environmental
Department has undertaken inves-
tigation and remediation of all sus-
pect airport sites. There are only
two remaining areas of contamina-
tion. One is the area adjacent to
the old York Skeet Club near the
northern boundary of the Airport.
This small area is contaminated
with lead shot that will be
removed prior to development.
The other area is under the
Terminal 2 apron and will be
cleaned up in 2007-08.
1 2 . 5 E N V I R O N M E N T A L
I M P L I C AT I O N S O F T H E
M A S T E R P L A N – M O V I N G
T O W A R D S U S T A I N A B I L I T Y
12.5.1 Introduction
The environmental impact of the
Master Plan is not limited to new
development alone, but to the
environmental management of the
Airport as a whole. This section
provides an overview of the poten-
tial for environmental impacts,
beginning with a discussion of the
application of the environmental
assessment process, followed by a
discussion of the impacts by
Environmental Aspect (concern).
The concept of sustainable devel-
opment is the balance of environ-
mental, economic and social
concerns. These are also the basis
for the Canadian Environmental
Assessment Act (CEAA). The
GTAA has used the balance of
environment, economics and
social sustainability as the founda-
tion to support its operation and
redevelopment of the Toronto
Pearson International Airportlands. Over the last 15 years,
10 under GTAA management, the
Airport has been almost com-
pletely rebuilt. The GTAA has
worked responsibly to remake the
Airport to one capable of meeting
the needs of the future while
reducing its environmental impact.
The Airport has matured consid-
erably from the early 1990s with
the completion of two of three
new runways proposed, and the
completion of the Terminal
Development Project in January
2007. The major remaining
undertakings within the Master
Plan timeframe are discussed
below. The sixth runway and asso-
ciated taxiways and the Terminal 1
Piers G and H have already undergone environmental assess-
ments and, with the recom-
mended mitigation measures
implemented, were found to have
no significant environmental
impact.
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The only major development area
that has not yet been assessed is an
area adjacent to November Taxi-
way at the north end of the Infield
that is being held as a potentialnew north deicing area. Further
parcels of undeveloped land
include areas adjacent to Derry
Road that have the potential to be
utilized for cargo activities. New
development is anticipated to be
similar to existing use and com-
patible with the current surround-
ing land use.
As a “non-government agency”,the GTAA is not formally subject
to the CEAA process. Nonethe-
less, since transfer to the GTAA in
1996, the Airport has voluntarily
followed the Canadian Environ-
mental Assessment Process with
the exception of placing environ-
mental assessments on the public
registry. This registry is not avail-
able to non-government agencies.Legislation is pending at the time
of the publication of this docu-
ment to bring all Canadian
airports under the CEAA.
While future developments being
undertaken within the timeframe
of this Master Plan may have
minor environmental impacts, it
should also be noted that future
development has the ability to rec-
tify older problems throughtoday’s better understanding of
environmental principles and the
use of more modern and less
harmful technologies. This is par-
ticularly evident in the develop-
ment of the GTAA’s enhanced
storm water management facilities.
A summary of the Airport’s signifi-
cant environmental aspects has
been put together as part of the Airport’s ISO 14001 Environ-
mental Management System (see
Section 12.2.1). These represent
the major environmental concerns
of the Airport and an environmen-
tal target has been set in response
to each aspect. It is through
accomplishing these targets and
the implementation of the mitiga-
tion measures identified for eachindividual project environmental
assessment that the GTAA will
limit the cumulative effects of
future development as described in
this Plan and promote sustainable
development at the Airport. In
many cases there will be improve-
ments to the existing environment.
12.5.2 Air Quality
Regardless of whether or not the
airport development goes ahead or where it takes place, as long as the
demand increases for air travel
there will be an increase in energy
usage. This, however, does not
necessarily mean poorer air quality.
Previous monitoring efforts have
indicated that ozone and total sus-
pended particulates exceeded fede-
ral air quality objectives. These
exceedances are directly related toregional air masses moving, with
most pollutants originating out-
side of the local area. Air monitor-
ing by the GTAA shows no
measurable change in air quality
at Toronto Pearson as a result of
airport operations.
The assessment of the Airside
Development Project concluded
that with additional run ways, there
would be a reduction in queuing
times and an overall reduction in
air emissions from aircraft; a pro-
jection that has held true. Future
increases in efficiency will continue
to produce a positive effect on
local air quality over a long-term
period. Air quality monitoring is
ongoing at the Airport.
Heating and cooling is currently
provided through a combination
of both traditional low NOx
boiler for heat and electric chillers
for cooling and a new Cogenera-
tion Plant that produces up to
100 MW of electricity plus free
Air Quality Monitoring Station
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2.12
heating or cooling as a by-product.
The emissions from the natural
gas fired cogeneration plant, while
produced locally, are significantly
lower than those produced by the
coal fired electrical generation
plant they replace.
There are many other energy con-
servation strategies that were built
into the new Terminal. For exam-
ple, Terminal 1 allows for the
installation of new energy efficientlighting. Power and precondi-
tioned air is provided to aircraft on
gate allowing aircraft to shut off
their auxiliary power engines elimi-
nating another source of air pollu-
tion at the Airport. The Airport’s
electrical use, on a per passenger
basis, has declined since 2004.
12.5.3 Stormwater Qualityand Quantity
The addition of storm water man-
agement and deicing facilities and
the implementation of the
ISO 14001 environment manage-
ment system described earlier will
continue to make storm water
management at the Airport a suc-
cess story. By late 2000, all major
storm water outfalls were protected
by new storm water control
structures.
There will always be accidental
spills but the stormwater runoff
quality and quantity from the
Airport is significantly better than
it has been in decades. Storm water
will continue to be analyzed onan ongoing basis. The main con-
cern is the potential contamina-
tion of soil and surface water
resources at Toronto Pearson as a
result of the release of deicing
materials, soil erosion and fuels
into the natural environment.
12.5.4 Non-Hazardous Wastes
The Canadian Council of Minis-
ters of the Environment (CCME)
adopted a goal of 50 per cent
reduction of non-hazardous waste
going to landfill by the year 2000.
The GTAA currently diverts
50 per cent of its domestic waste
from landfill and is now working
toward reaching the provincial
goal of a 60 per cent reduction in
non-hazardous waste.
During construction projects, it is
expected that additional volumes
of typical construction debris
and scrap metal wastes will be
generated, requiring some form of
management. The existing targets
of 90 per cent for construction
waste and 85 per cent for contam-
inated soil remediation will
remain in place.
12.5.5 Hazardous Materials
Hazardous materials are routinely
transported through the Airport
and airport operations typically
involve the use and generation of
small quantities of hazardous
waste. Materials commonly used
at airports are subject to the
CCME Codes of Practice or the
Canadian Environmental Protec-
tion Act (CEPA) regulations.Others are designated under the
Ontario Occupational Health
and Safety Act.
The GTAA ISO 14001 Environ-
mental Management System, with
its commitment to continuous
improvement, targets the reduc-
tion of hazardous materials on-site.
It does this through a planned pur-
chase of eco-friendly products, theplanned reduction of hazardous
chemical use and the monitoring
(auditing) of GTAA and tenant
facilities.
Deicing Operations
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12.5.6 Controlled Substances
PCBs and Asbestos: The Terminal
Development Project has resulted
in the virtual elimination of these
substances on the Airport.
CFCs and Halons: The TerminalDevelopment Project has resulted
in the elimination of the older
cooling equipment, replacing it
with new equipment that utilizes
less environmentally hazardous
refrigerants.
12.5.7 Sanitary Effluent
The GTAA has entered into a Compliance Agreement with the
Region of Peel and the City of
Toronto to dispose of low concen-
tration glycol-based deicing fluid
captured as a result of aircraft
deicing. The amount of glycol
disposed of through the sanitary
sewer is directly related to the
weather. Glycol with a concentra-
tion of three per cent and higher
has traditionally been disposed of
as waste. As of 2006 it is now recy-
cled at the Airport and sold off-site
into the commercial market.
12.5.8 Brown Field
Redevelopment
Developable land is at a premium
at the Airport; lands contaminated
by past practices are customarily
rehabilitated and reused. The
GTAA’s policy is not to ship con-
taminated soil off-site and it main-
tains a bioremediation facility that
uses naturally occurring bacteria
to rehabilitate hydrocarbon con-
taminated soils. A number of
properties adjacent to the Airport
have been purchased by the
GTAA. Several of these properties
were contaminated and the GTAA
has worked with the previousproperty owners to ensure these
lands were cleaned up before
transfer.
12.5.9 Natural Environment
Through partnering with the
TRCA on environmental initia-
tives like the GTAA Living City
Project, the GTAA has been able
to improve water quality and habi-
tat in the watershed on GTAA
lands. True watershed improve-
ment can only occur on a regional
basis. The TRCA is focusing on
the upstream catchment area and
working to improve storm water
quality and quantity controls,
pollution prevention and both
terrestrial and aquatic habitat
enhancement with adjacent
property owners.
1 2 . 6 S U M M A R Y
A review of Toronto Pearson’s
Master Plan indicates that the
incremental environmental im-
pacts will be minimal. As environ-
mental impacts are being taken
into account early in the planning
process for the construction and
operation of the new facilities, and
measures to protect the environ-
ment during all stages of construc-
tion are implemented, the impact
of new Master Plan developments
will be minimal. Development at
the Airport is designed to meet the
demand of the surrounding com-
munity and as the demand forservice and the aviation industry
itself changes so will airport facili-
ties. The Airport has almost com-
pletely been rebuilt over the last
15 years to meet the current
demands of the GTA with mini-
mal environmental impact and in
a sustainable manner.
Etobicoke Creek Valley Lands