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12

CHAPTER

ENVIRONMENT

12

Environment

12.1

ENVIRONMENT
Chapter 12

1 2 . 1 I NT RO DUC T IO N
Toronto Pearson International
Airports Environmental Management System is certified to the
rigorous ISO 14001 standard. The
GTAAs commitment to continual
improvement in environmental
performance is reflected in the
ISO Environmental Policy, which
is incorporated into the day-today operations and the future
development of the Airport.
The purpose of this chapter is to
provide a description of the ISO
Environmental Management System (EMS), the Airports existing
natural environment, including
the move towards sustainability at
Toronto Pearson, and a discussion
of the environmental impacts of
developments proposed within the
Master Plan. Noise Management
is discussed separately in
Chapter 13.

12.2 THE ISO 14001


E N V I R O NME NTA L
M A N AGE ME NT SYST E M
The ISO 14001 Environmental
Management System requires a
company to review all its possible
environmental aspects (concerns)
and to evaluate them for significance. Targets are established and
individual programs are then

Chapter 12 > E N V I R O N M E N T

implemented to resolve the environmental concerns. The following


section identifies the Airports current 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 footprint, producing a positive impact
on the community. Detailed data
on environment, social and economic 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 emissions 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.

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 GTAAs
property management system.
Resource Use Continually
improve energy and water
efficiency.
Spills Continually reduce
frequency and severity of spills.
Waste Reduce waste and promote recycling above the current
50 per cent diversion rate.
Water Quality Improve stormwater quality at the Airport.
Wildlife Control Reduce
wildlife strikes.

12.2
12.2.2 Sustainable Airport
Development New Initiatives
GTAA Pearson Partners in Project
Green
The most recent initiative to
reduce the Airports environmental
footprint is the GTAAs sponsorship of the Pearson Eco-Industrial
Park. An Eco-Industrial Park is
essentially businesses working
together to reduce resource use
and improve financial and environmental performance. This initiative is being undertaken jointly
with the surrounding municipalities and spearheaded by the

Toronto and Region Conservation


Authority. The program will introduce 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 compiling 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.

FIGURE 12-1

GTAA

Environmental Policy
Greater Toronto Airports Authority

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 is
environmentally, economically and socially sustainable. Our commitment is reflected in GTAAs 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 policy
to 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 the
specifications 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, airside
development, 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 Officer
Greater Toronto Airports Authority

Greater Toronto Airports Authority, February 2007

Chapter 12 > E N V I R O N M E N T

Spring Creek

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 be
extended 3.2 km through airport
property from Hwy 401 to
Courtneypark Drive. The
Etobicoke Creek Trail, once completed, will connect the Waterfront Trail on Lake Ontario to the
Trans Canada Trail in Caledon.
The stretch through the Airport
will cross through a mature hardwood forest, open meadows
recently reseeded with native
plants, and past the confluence of
the west branch of the Etobicoke
and Spring Creeks (east branch of
Etobicoke Creek).

12.3 EXISTING NATURAL


ENVIRONMENT
12.3.1 Geology
The 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

12.3
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 bedrock shale. The creek valleys are
characterized by granular alluvial
deposits.
Soils on airport property are dominated by Malton and Peel clays,
which are fine textured soils susceptible 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 infiltration 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 majority 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

Chapter 12 > E N V I R O N M E N T

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 channelization 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 precipitation 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 are
typically 137 days of precipitation
at Toronto Pearson annually.
The overall contribution of runoff
from Toronto Pearson to downstream 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

The Airport and the Environment

and contributes less than five per


cent to peak flows at the mouth of
Etobicoke Creek.
Stormwater detention facilities
have been constructed on airport
property to regulate the outflow to
Etobicoke Creek. Analysis of instream 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 represents less than three per cent of
the total Mimico Creek watershed
area and contributes less than
three per cent to the peak downstream flows.
Operations at Toronto Pearson
generate pollutants unique to airport 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 generated from accidental spills.

12.4
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 disappeared
from the Etobicoke Creek watershed
and it is estimated that between 80
and 99 per cent of all historic wetlands no longer exist. The aquatic
communities within the watershed
are largely impaired.

Natural Bank Stabilization Before

Initial efforts were undertaken in


1994 to enhance the containment
of 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 worlds largest, has
been copied across the continent.
Further improvements include the
1997/1998 construction of a
17,000 cubic metre stormwater
management facility complete
with fuel separator and on-line
chemical analyses allowing the
capture and disposal of contaminated 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 the
84,000 cubic metre Moores Creek
Stormwater Facilities. These facilities intercept stormwater from the
Terminal 1 and 3 areas prior to
their discharge to Etobicoke Creek
and Spring Creeks. The completion of the deicing pads and

Chapter 12 > E N V I R O N M E N T

downstream stormwater management facilities ensure the containment of deicing fluid and other
contaminated stormwater 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 the
property and drains the majority
of the Airport. Two tributaries of
Etobicoke Creek, Spring Creek
and Moores 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 associated inland waters support significant warmwater and coldwater
fisheries, the aquatic resources of
Etobicoke and Mimico creeks are
generally poor. This situation has

Fish and benthic communities have


been degraded since European settlement, 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 TRCAs management strategies for the nine watersheds 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 minnows. The fish species are pollution
tolerant, a typical characteristic of
a degraded stream.
Past aquatic invertebrate studies
in 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 pollutiontolerant species throughout the

12.5
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, significant
improvements will come only
with a watershed approach to
conservation.
Recent field studies have indicated
the presence of coldwater habitat
in the headwaters 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 Etobicoke and Spring Creeks, aquatic
conditions were fair and the
watercourse supported significant
numbers of fish, primarily minnows and suckers. Conditions
declined below Spring Creek due
to heavy algal growth, and considerably 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.

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. Approximately 1,200 ha of the property is
vegetated by native and introduced
species. The four main vegetation
communities found are agricultural 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 Airports
runways, taxiways, and aprons are
mowed on a regular basis by airport maintenance staff. The
mowed areas primarily consist
of grass species typical of old
field vegetation and comprise
approximately 640 ha.

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 intensive urbanization and agriculture.
Currently 16.5 per cent of the
watercourse within the Etobicoke
Creek watershed has woody riparian vegetation; less than 1 per cent
of the estimated 7.4 per cent

Chapter 12 > E N V I R O N M E N T

Natural Bank Stabilization After

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 successional 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 present
in 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

12.6
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.

Airport Residents

recorded plant species is of provincial or regional importance. The


only vegetative feature of any significance 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 encountered. These species are all common to abundant in southern
Ontario. There were no significant
species found on the airport
property in this study.

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.

During the breeding season,


63 species of birds were observed
within the boundaries of Toronto
Pearson. Although none of these
species are of provincial significance, three are considered
regionally rare. These are the
upland 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 urbanization. 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


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

Chapter 12 > E N V I R O N M E N T

A total of 25 species of birds were


observed during the late autumn/
early winter period. Of these, six
species are uncommon winter residents in Ontario. The airport
property supports a diverse and
abundant raptor population of
provincial significance during the
winter months.
Spring bird migration surveys
at Toronto Pearson identified 70
species, of which 46 were subsequently seen during breeding

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 procedures to minimize the potential
of bird strikes.
The preferred control method is
habitat manipulation and management. This includes keeping the

12.7
12.3.9 Archaeology and Heritage
Resources

Wildlife Control Falconry

vegetation mowed in critical areas,


removal of trees and shrubs, watercourse 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 program is conducted at the Airport.
It entails the capture, documentation, 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.

Chapter 12 > E N V I R O N M E N T

The archaeology and heritage


resource sites on airport property
demonstrate an intermittent occupation 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
Airports boundaries.
Three of the sites consisted of prehistoric 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 registered in the national archaeological site registry, including the three
prehistoric native finds, and four
nineteenth 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 combination, 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, originally thought to contain 277


graves, has been removed with
greater than 624 individuals reinterred in the Assumption
Cemetery approximately one
kilometre west on Derry Road.
The earliest recorded burial
occurred in 1833, although the
cemetery was not officially established 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 dictated by the surrounding land
uses. Similarly the quality of
aquatic communities on the airport 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 provide varied habitat for birds and
mammals unique to the Toronto
area. A wide variety of wildlife
resources including three regionally uncommon birds, an uncommonly 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

12.8
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 monitoring 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.
Environmental Clean-up

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
TRCAs terrestrial classification
made during the landscape analysis of the area including and surrounding the Airport, the study
area was evaluated as poor to
very poor.

1 2 . 4 P R E S E NT
E N V I R O N M E NTA L
CO 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 (environmental concerns).

Chapter 12 > E N V I R O N M E N T

Local Air Quality: The Ministry


of the Environment (MOE) operates an extensive ambient air monitoring 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 monoxide. 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, however, since the ozone produced by

A permanent air quality monitoring station was installed at Toronto


Pearson in 1994. The state-of-theart 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 indicates that there has been no deterioration of the air quality at the
Airport and the Airports air quality
is generally the same as that measured throughout Toronto. Concentrations 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 modelling has shown that Toronto
Pearson is a relatively minor
source of air emissions when compared to both the nearby sources
and the emissions from the

12.9
Toronto area. In 2005, a human
health risk assessment was undertaken, with participation from the
local municipalities and the federal
and provincial governments, to
determine the affects of air emissions from the Airport and the
surrounding 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 conducted 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 passenger traffic may double within
the foreseeable future and technological advancement in jet engine
emissions reduction and the
implementation of this technology
may not keep up to the anticipated general community emission reductions and the actual
F I G U R E 12 -2

Kilo Tonnes

Greenhouse Gases
4500
4000
3500
3000
2500
2000
1500
1000
500
0

1990

2000

2001

Modelled in 2003

2005

2010

2015

Modelled in 1991*

*The 1991 modelling projected GHG emissions before the addition of


new runways and taxiways which significantly reduced queuing times

Chapter 12 > E N V I R O N M E N T

percentage aircraft related emissions may increase.

These issues will continue to be


discussed with the community.

Setting aircraft emissions is the


responsibility of the International
Civil Aviation Organization
(ICAO) a United Nations organization. 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.

The Airports 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 efficiently as possible to the runway
for takeoff.

Fuel costs have become the airlines single highest cost of operation. 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 matter (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, the
lower 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, generating a higher overall noise exposure.

The addition of new runways and


taxiways to facilitate efficient
aircraft movement was largely
completed over the last decade
and will continue with the addition of a new east/west runway as
demand necessitates. The queuing
of aircraft for takeoff is the largest
source of CO emissions from aircraft 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 auxiliary power units on arrival.
Another airport initiative is to
reduce emissions include the large
fleet of electric, hybrid and alternative fuel vehicles used in and
around the terminals both by the
GTAA and their tenants.
The GTAA emission reduction
program is defined through the
ISO 14001 Environmental
Management System. Other initiatives recently completed as part
of the Terminal Development
Project include the following:
Addition of the LINK Train (an
automated people mover)

12.10
Brampton. The facility is designed
to incinerate non-recyclable materials, including municipal solid
waste to produce steam. Steam is
used to drive a turbine generator
to produce electricity.

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 implemented at Toronto Pearson in
1993. The program has evolved
and continues to be guided by the
3 Rs. Examples of performance
are: 50 per cent for domestic
waste, 90 per cent for construction 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 disposed of at the Algonquin Power
Energy from Waste facility in

Chapter 12 > E N V I R O N M E N T

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 Canadas, and
now the GTAAs, Environmental
Department has undertaken investigation and remediation of all suspect airport sites. There are only
two remaining areas of contamination. 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 ENVIRONMENTA L
IMP L I CAT IONS OF THE
MAST ER PL AN MOVING
TO W ARD SUSTAINABILIT 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 potential 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 development is the balance of environmental, 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 foundation to support its operation and
redevelopment of the Toronto
Pearson International Airport
lands. Over the last 15 years,
10 under GTAA management, the
Airport has been almost completely 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 considerably 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 associated taxiways and the Terminal 1
Piers G and H have already
undergone environmental assessments and, with the recommended mitigation measures
implemented, were found to have
no significant environmental
impact.

12.11
many cases there will be improvements 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.

Air Quality Monitoring Station

The only major development area


that has not yet been assessed is an
area adjacent to November Taxiway at the north end of the Infield
that is being held as a potential
new 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 compatible with the current surrounding land use.
As a non-government agency,
the GTAA is not formally subject
to the CEAA process. Nonetheless, since transfer to the GTAA in
1996, the Airport has voluntarily
followed the Canadian Environmental Assessment Process with
the exception of placing environmental assessments on the public
registry. This registry is not available to non-government agencies.
Legislation is pending at the time
of the publication of this document to bring all Canadian
airports under the CEAA.
While future developments being
undertaken within the timeframe

Chapter 12 > E N V I R O N M E N T

of this Master Plan may have


minor environmental impacts, it
should also be noted that future
development has the ability to rectify older problems through
todays better understanding of
environmental principles and the
use of more modern and less
harmful technologies. This is particularly evident in the development of the GTAAs enhanced
stormwater management facilities.

Previous monitoring efforts have


indicated that ozone and total suspended particulates exceeded federal air quality objectives. These
exceedances are directly related to
regional air masses moving, with
most pollutants originating outside of the local area. Air monitoring by the GTAA shows no
measurable change in air quality
at Toronto Pearson as a result of
airport operations.

A summary of the Airports significant environmental aspects has


been put together as part of the
Airports ISO 14001 Environmental Management System (see
Section 12.2.1). These represent
the major environmental concerns
of the Airport and an environmental target has been set in response
to each aspect. It is through
accomplishing these targets and
the implementation of the mitigation measures identified for each
individual 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

The assessment of the Airside


Development Project concluded
that with additional runways, there
would be a reduction in queuing
times and an overall reduction in
air emissions from aircraft; a projection 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 Cogeneration Plant that produces up to
100 MW of electricity plus free

12.12
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 contaminated soil remediation will
remain in place.

Deicing Operations

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 conservation strategies that were built
into the new Terminal. For example, Terminal 1 allows for the
installation of new energy efficient
lighting. Power and preconditioned air is provided to aircraft on
gate allowing aircraft to shut off
their auxiliary power engines eliminating another source of air pollution at the Airport. The Airports
electrical use, on a per passenger
basis, has declined since 2004.

continue to make stormwater


management at the Airport a success story. By late 2000, all major
stormwater outfalls were protected
by new stormwater 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. Stormwater
will continue to be analyzed on
an ongoing basis. The main concern is the potential contamination 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


12.5.3 Stormwater Quality
and Quantity
The addition of stormwater management and deicing facilities and
the implementation of the
ISO 14001 environment management system described earlier will

Chapter 12 > E N V I R O N M E N T

The Canadian Council of Ministers 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

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 Protection Act (CEPA) regulations.
Others are designated under the
Ontario Occupational Health
and Safety Act.
The GTAA ISO 14001 Environmental Management System, with
its commitment to continuous
improvement, targets the reduction of hazardous materials on-site.
It does this through a planned purchase of eco-friendly products, the
planned reduction of hazardous
chemical use and the monitoring
(auditing) of GTAA and tenant
facilities.

12.13
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 Terminal
Development 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 concentration 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 concentration of three per cent and higher
has traditionally been disposed of
as waste. As of 2006 it is now recycled at the Airport and sold off-site
into the commercial market.

to rehabilitate hydrocarbon contaminated 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 previous
property owners to ensure these
lands were cleaned up before
transfer.

12.5.9 Natural Environment


Through partnering with the
TRCA on environmental initiatives like the GTAA Living City
Project, the GTAA has been able
to improve water quality and habitat in the watershed on GTAA
lands. True watershed improvement can only occur on a regional
basis. The TRCA is focusing on
the upstream catchment area and
working to improve stormwater
quality and quantity controls,
pollution prevention and both
terrestrial and aquatic habitat
enhancement with adjacent
property owners.

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
GTAAs policy is not to ship contaminated soil off-site and it maintains a bioremediation facility that
uses naturally occurring bacteria

Chapter 12 > E N V I R O N M E N T

Etobicoke Creek Valley Lands

1 2 . 6 S U M M A RY
A review of Toronto Pearsons
Master Plan indicates that the
incremental environmental impacts will be minimal. As environmental 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 environment during all stages of construction 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 community and as the demand for
service and the aviation industry
itself changes so will airport facilities. The Airport has almost completely been rebuilt over the last
15 years to meet the current
demands of the GTA with minimal environmental impact and in
a sustainable manner.

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