GO Rail Network Electrification TPAP - Metrolinx Engage

GO RAIL NE T WORK ELECTRIFICATION TRANSIT PROJECT ASSESSMENT PROCESS Public Meetings Round #1 February/March 2016

PURPOSE OF TONIGHT’S MEETING Public meetings are being held at various locations across the GO Rail

network as part of the Transit Project Assessment Process (TPAP) to:

•Introduce the scope of the GO Rail Network Electrification project; •Describe the electrification infrastructure required; •Present the siting criteria for establishing recommended locations for Traction Power Facilities (TPFs); •Present the current recommended locations for TPFs for feedback; •Seek your comments and input on anything we may have missed

FREQUENT, FAST, RELIABLE GO TRAIN SERVICE & ELECTRIFICATION • Metrolinx is helping to transform the way the region moves by building a seamless, convenient and integrated transit network across the Greater Toronto Hamilton Area • Over the next 10 years, the GO rail network will be expanded to enable

up to 15-minute, electrified train service in core areas and an increase of four times the number of train trips on off-peak hours and twice the current number of trips during peak hours throughout the network • To deliver this level of service we need to build:

New Tracks

Bridge Expansions

Grade Separations

Station Renovations

ELECTRIFICATION • Electrifying the rail network is central to building a faster, more reliable GO train service

Reduced Travel Times

• A network wide TPAP is being completed in parallel with other projects to plan/design/ build all the infrastructure needed to increase service and electrify the corridors Overhead Catenary

BENEFITS OF ELECTRIFICATION A faster, more attractive service: • Electric trains can accelerate and decelerate faster and stay at top speed for longer, saving time for customers • By attracting additional riders, frequent electric train service reduces road congestion and reduces greenhouse gas emissions from automobiles • Regenerative braking puts energy back into the system

A more efficient, reliable service: • More frequent service reduces reliance on scheduled trips and increases the number of available seats • Lower operating and maintenance costs; we can offer more trips with electric service than diesel service

Other supporting benefits: • Reductions in rail greenhouse gas emissions, which form a minor part of the regional emissions total • Improved local air quality

PROJECT SCOPE The GO Rail Network Electrification project scope includes: • Union Station Rail Corridor • Lakeshore West Corridor – Strachan Ave to Burlington • Kitchener Corridor – UP Express Spur1 (at Highway 427) to Bramalea • Lakeshore East Corridor – Don River to Oshawa GO Station • Barrie Corridor – Parkdale Junction (off Kitchener Corridor) to Allandale GO Station

• Stouffville Corridor – Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station

1. The portion of the Kitchener Corridor from Strachan Ave. to the airport spur (at Highway 427) was previously assessed/approved as part of the Metrolinx UP Express Electrification EA (June 2014)

TRANSIT PROJECT ASSESSMENT PROCESS

Transit Project Assessment Process Define Project Scope

July-August

Baseline Environmental Studies

SeptemberDecember

Conceptual Engineering Design Impact Assessment / Mitigation Draft Environmental Project Report (EPR)

WE ARE HERE

January-March

April-May May-June

Start of 120 Days (TPAP)

Notice of Commencement

July

Stakeholder Comments

July-August

Prepare Final Draft EPR

September

Issue Notice of Completion & EPR

October

End of 120 Days (TPAP)

30-Day Public Review of EPR

November

Objections / No Objections Submitted 35-Day Minister’s Review / Decision Minister Gives Notice: 1) Proceed 2) Proceed with Conditions 3) Must Conduct Additional Work Addendum Process

Statement of Completion to MOECC Proceed with Undertaking

December

2015

2016

ENVIRONMENTAL STUDIES Environmental studies are being carried out as part of the TPAP to examine the effects of the electrified system on the environment. The results of these studies will be presented as part of the second round of public meetings and will be available for public review within the Environmental Project Report.

POWER SUPPLY – HYDRO ONE • Electrical power will be supplied by Hydro One’s power grid through tap connections from existing 230kV transmission lines and transformer stations

• The Hydro One tap connections are part of the engineering and environmental assessment aspects of the project. The infrastructure required and environmental effects associated with the tap connections will be assessed under the TPAP

HOW THE SYSTEM WILL WORK • Traction power substations transform the voltage of 230kV to the appropriate voltage (25 kV) • Distribution of power along rail corridors via Overhead Contact System (OCS), feeders and gantries • To ensure reliable power supply, switching stations and paralleling stations are needed

TRACTION POWER SUPPLY TRANSMISSION TAP The point at which electric power is ‘tapped’ from the existing Hydro One power source.

TRACTION POWER SUBSTATION (TPS) Part of the power supply components of the system; it is a traction power facility (TPF) that transforms the utility supply voltage for distribution to the trains via Overhead Contact System.

230kV AERIAL CONNECTIONS Overhead electrical high voltage connection line from the existing Hydro One tap to the new TPS.

GANTRIES The feeder wires from the TPS will be connected to the OCS with the help of gantries. The main gantry (also referred to as the catenary feeding gantry) is the one parallel to the track and closest to the TPF.

OVERHEAD CONTACT SYSTEM (OCS) • OCS is a series of overhead wires which supply electricity to the electric trains. Power is supplied to the train through the pantograph which makes “contact” with the OCS • OCS is supported by cantilever and portal structures • OCS is designed to ensure trains meet minimum performance standards; maximum distance between OCS supports is approximately 65 m • A design excellence review process will be carried out to review design options for enhancing certain aspects of the project design/ aesthetics wherever possible Cantilevers: one foundation required

Portals: foundations to be installed on either side of tracks

BRIDGE MODIFICATIONS BRIDGE BARRIERS Barriers are required on overhead bridges to ensure safety of the energized equipment; height of the barrier is approximately two meters; barrier will extend beyond any electrified wire(s) running under the bridge to ensure safety.

OCS ATTACHMENTS Used for support of OCS wires in situations with restricted clearance such as tunnels and overhead bridges.

VERTICAL CLEARANCE There are a minimal number of bridges that do not meet the vertical clearance requirements for electrification. The options being explored include: raise the bridge, lower tracks, or modify OCS to fit within the existing clearance/ opening (if possible).

OTHER BRIDGE MODIFICATIONS Minor bridge modifications (e.g., flash plates) will be required on some bridges to ensure that the electrification system passes safely underneath the bridge.

TRACTION POWER DISTRIBUTION SWITCHING STATION (SWS)

Switching stations are traction power facilities that are

required approximately mid-way between Traction Power

Substations in order to split the electrical sections.

PARALLELING STATION (PS) This type of traction power facility contains an autotransformer which helps support the OCS voltage in the electrified system.

UNDERGROUND FEEDER CONNECTION An underground conduit carrying electrical connection between the overhead contact system and a traction power facility (i.e., traction power substation, paralleling station or switching station).

GANTRIES Gantries are also used for traction power distribution. The feeder wires from the facility will be connected to the OCS with the help of gantries.

TRACTION POWER FACILITY SITING CRITERIA

Traction Power Facility Siting Criteria  

   

Step 1 - Criteria for Identifying Alternative TPF Sites Proximity to Hydro One high voltage - to ensure sufficient power load and to maintain high reliability of power supply. Proximity to rail right-of-way (ROW) - to maintain high reliability of the system, Traction Power Substations should be located as close as possible to the rail corridor. Traction Power Substations are spaced to maintain highest level of operational flexibility with the fewest number of facilities. Switching Stations are required between any two TPS’s in order to split the electrical sections. Paralleling Stations are spaced to maintain sufficient power quality on the system (i.e., prevent power voltage from dropping). Locations must satisfy minimum size requirements for each facility type.

Step 2 - Evaluation Criteria for Establishing Recommended TPF Sites Natural Environmental Considerations Cultural Heritage Considerations Land Use/SocioEconomic Considerations Development Applications Property Acquisition

Consideration of natural environmental features in the vicinity of the facility location. Consideration of cultural heritage/archaeological features in the vicinity of the facility location. Consideration of existing/planned land use in the vicinity of the facility location

Consideration of active development applications on the site. Consideration of property acquisition requirements. Sites already owned by Metrolinx are preferred over sites that are not owned by Metrolinx. Property shape Consideration of the site shape/configuration. Square/rectangular sites are preferred over irregularly shaped sites. Site Accessibility Consideration of the accessibility of the site in relation to construction, maintenance and emergency services. Type/length of high Shorter, aerial high voltage connection routes are voltage connection preferred over longer, underground cable connections which are far more costly/difficult to maintain.

LAKESHORE WEST CORRIDOR ELECTRIFICATION INFRASTRUCTURE • Approximately 49 km of electrified corridor • Two Traction Power Substations ◦ Burlington TPS ◦ Mimico TPS

• One Switching Station ◦ Oakville SWS

• Based on initial bridge inventory work: ◦ Total of 15 overhead bridges ◦ 7 bridges with vertical clearance constraints ◦ All overhead bridges will require bridge barriers for safety

LAKESHORE WEST CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

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• Length of required 230kV aerial connection route) is approximately 3 km, however it follows the existing rail ROW (Canpa sub)

GO Rail Network Electrification TPAP Traction Power Facility Sites - Mimico TPS Draft - February, 2016

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Disadvantages:


KITCHENER CORRIDOR ELECTRIFICATION INFRASTRUCTURE • Approximately 8 km of electrified corridor • The portion of the Kitchener/UP Express route from UP Express Union

Station to Terminal 1 at Pearson International Airport was previously assessed under the Metrolinx UP Express Electrification Transit Project Assessment Process which was completed in June 2014 • One Paralleling Station ◦ Bramalea PS


KITCHENER CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

BRAMALEA PS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • Minimal vegetation present on site; there is low potential for Species at Risk species to be present within the site • The site is not within the vicinity of residential areas or sensitive social features. This site is designated as Industrial, and is currently open space • No known/active development applications on the site

Disadvantages:

• No existing road access, therefore new access road required via a new easement to the site • This site has been identified as a Conditional Heritage Property. If required, mitigation measures will be developed as part of the impact assessment phase to address any adverse heritage effects • Site is not owned by Metrolinx

BARRIE CORRIDOR ELECTRIFICATION INFRASTRUCTURE

• Approximately 100 km of electrified corridor • One Traction Power Substation ◦ Allandale TPS

• One Switching Station ◦ Newmarket SWS

• Two Paralleling Stations ◦ Maple PS ◦ Gilford PS


BARRIE CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

ALLANDALE TPS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access; new easement parallel to railroad may be also be required • Aerial connection to Hydro One’s transmission line • Approximate length of aerial connection is 1.5km, however it will be a lower voltage (25kV) connection route (rather than a 230KV connection) • Some vegetation in the vicinity of the site, however potential minor effects can be mitigated • The site is surrounded by industrial/commercial areas to the west, east and north. The land is designated as General Industrial • No known/active development applications on the site • No known cultural heritage resources within, or adjacent to, the site location. Low potential for built heritage resources and cultural heritage landscapes within or adjacent to the facility location

Disadvantages: • Site is not owned by Metrolinx • The site is not immediately adjacent to the Barrie GO rail corridor, therefore a longer 25kV connection route is required • The site is adjacent to some residential area in the south

NEWMARKET SWS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access • Negligible vegetation present; no anticipated Species at Risk species concerns at this site • The site is not within the vicinity of residential areas or sensitive social features. The site is designated as Business Park - Mixed Employment, and is currently a parking lot/storage area • No known/active development applications on the site

Disadvantages:

• Site is not owned by Metrolinx • The site is adjacent to Hydro One’s Armitage Substation that is over 40 years of age. As such, there is moderate potential for built heritage resources adjacent to the facility location. Further analysis will be completed during impact assessment phase to confirm whether mitigation measures are warranted

BARRIE CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

MAPLE PS

Advantages: • Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access via Keele St., however a new access road (requiring an easement) constructed from Keele into the site may be required • The site is not in the immediate vicinity of residential areas or sensitive receptors. Site is designated new community area and is currently agricultural land • No known/active development applications on the site • Site will be assessed for cultural heritage issues during impact assessment phase

Disadvantages:

• Site is not owned by Metrolinx • New access road (requiring an easement) may be required • Potential nesting habitat for migrating songbirds (to be confirmed via further field study). Potential impacts can likely be mitigated however further assessment is required as part of the impact assessment phase • There is a draft City of Vaughan secondary plan (Block 27) for a possible new residential area in the vicinity of this site. Further consultation with the City of Vaughan is required to confirm viability of siting the facility in this location

GILFORD PS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access • The site is not in the immediate vicinity of residential areas or sensitive receptors, however there is a residence located approximately 200 m west at Sideroad 20 • No known/active development applications on the site • No anticipated cultural heritage issues, to be confirmed as part of impact assessment phase

Disadvantages:

• Site is not owned by Metrolinx • The site is designated as Agricultural Area, and is currently being used for agriculture • Potential nesting habitat for migrating songbirds. Further field assessment will be carried out as part of the impact assessment phase to confirm habitat and mitigation developed if required • Town of Innisfil’s Transportation Master Plan will require a 1.5m widening along the road frontage of the site (to be considered as part of design)

STOUFFVILLE CORRIDOR ELECTRIFICATION INFRASTRUCTURE

• Approximately 50 km of electrified corridor • One Traction Power Substation ◦ Stouffville TPS (refer to Lakeshore East display panel for details)

• Two Paralleling Stations ◦ Unionville PS ◦ Lincolnville PS

• Based on initial bridge inventory work: ◦ Total of 9 overhead bridges ◦ No bridges with vertical clearance constraints

◦ All overhead bridges will require bridge barriers for safety

STOUFFVILLE CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

UNIONVILLE PS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access • The site consists of a vegetation community commonly found along roadways. There is low potential for Species at Risk species to occur. Potential effects can mitigated • This site is not within the vicinity of residential areas or sensitive

social features. The site is currently open space with some tree

cover. The land is designated as Transportation and Utilities / Parkway Belt West • No known/active development applications on the site • No known cultural heritage resources within, or adjacent to, the site location. Low potential for built heritage resources and cultural heritage landscapes within or adjacent to the facility location. Additional field study will be completed during impact assessment phase to confirm these findings

Disadvantages


LINCOLNVILLE PS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access • The site is not within the vicinity of residential areas or sensitive social features, and is currently open space. The land is designated as Rural • No known/active development applications on the site • Site determined to be non-heritage property • Site is owned by Metrolinx

Disadvantages:

• Potential bird habitat. Further investigation during impact assessment will be carried out and mitigation developed if required

LAKESHORE EAST CORRIDOR ELECTRIFICATION INFRASTRUCTURE • Approximately 48 km of electrified corridor • One Traction Power Substation ◦ East Rail Maintenance Facility TPS

• Two Switching Stations ◦ Scarborough SWS ◦ Durham SWS

• One Paralleling Station ◦ Don Yard PS

• Based on initial bridge inventory work: ◦ Total of 20 overhead bridges ◦ 1 bridge with a vertical clearance constraint ◦ All overhead bridges will require bridge barriers for safety

LAKESHORE EAST CORRIDOR RECOMMENDED TRACTION POWER FACILITIES SCARBOROUGH TPS & SCARBOROUGH SWS (TWO TPFS REQUIRED AS A PAIR FOR POWER SUPPLY AND DISTRIBUTION ALONG THE STOUFFVILLE AND LAKESHORE EAST CORRIDORS)

SCARBOROUGH TPS (LOCATED ON STOUFFVILLE CORRIDOR)

SCARBOROUGH SWS (LOCATED ON LAKESHORE EAST CORRIDOR)

The TPS will step down the voltage from 230kV to 55kV.

The Scarborough SWS facility will be connected to the OCS along the corridor.

Advantages:

• Accommodates approximate facility dimension requirements • Aerial connection from existing Hydro One transmission line, where the power will be stepped down from 230kV to 55kV • The 55kV connection route reduces the height/visual effects of the infrastructure on top of the OCS along the Stouffville corridor – a SWS and a TPS working together are required to achieve this • No anticipated environmental issues; further work to be completed as part of the impact assessment phase • No anticipated cultural heritage issues; further work to be completed as part of the impact assessment phase

Disadvantages:

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• Site is owned by Metrolinx and is directly adjacent to the rail corridor

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• Accommodates approximate facility dimension requirements • The 55kV connection route reduces the height/visual effects of theinfrastructure on top of the OCS along the Lakeshore East corridor – a SWS and TPS working together are required to achieve this • No anticipated environmental issues; further work to be completed as part of the impact assessment phase • No anticipated cultural heritage issues; further work to be completed as part of the impact assessment phase

Disadvantages:

• Site is not owned by Metrolinx • Further consultation/coordination with the City of Toronto will be undertaken as required to ensure coordination with other planned projects (e.g., Eglinton Crosstown LRT)

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Advantages:

GO Rail Network Electrification TPAP Alternative Traction Power Facility Sites Scarborough TPS - Draft - February, 2016 1150226.00

EAST RAIL MAINTENANCE FACILITY (ERMF) TPS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • There is existing road access • Aerial connection from existing Hydro One transmission line • The site is owned by Metrolinx and the TPS will be accommodated within the plans for the ERMF on the same site • No environmental concerns • No land use concerns • Non-Heritage Property

Disadvantages: • None identified

LAKESHORE EAST CORRIDOR RECOMMENDED TRACTION POWER FACILITIES

DURHAM SWS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • Present road access, new easement through Brock Road to be created • No known/active development applications on the site • The site avoids the nearby Provincially Significant Wetland; minor vegetation effects can be mitigated • The site is not in the vicinity of any residential areas or sensitive receptors. The site is currently open space, with vegetation cover. Land use is designated as Freeways and Major Utilities - Potential Multi-Use Areas. • Low potential for built heritage resources and cultural heritage landscapes within or immediately adjacent to the facility location; further work to be completed as part of the impact assessment phase

Disadvantages: • Site is not owned by Metrolinx • Potential Species at Risk habitat warrants further field investigation and mitigation will be developed if required

DON YARD PS Advantages:

• Accommodates approximate facility dimension requirements; satisfies site configuration requirement • No known/active development applications on the site • No anticipated environmental effects, however further work to be completed as part of the impact assessment phase • Low potential for built heritage resources and cultural heritage

landscapes; further work to be completed as part of the impact

assessment phase • Site is owned by Metrolinx

Disadvantages: • There are many competing interests and development plans in this area which significantly constrain the availability of property for siting the PS facility, including: ◦ Don Mouth Naturalization and Port Lands Flood Protection ◦ Gardiner Expressway East Reconfiguration ◦ Unilever development (east of the Don River) ◦ Broadview Avenue Planning Study ◦ GO Station Planning Study • New road access will likely be required • Further assessment and consultation with City of Toronto, Waterfront Toronto, Toronto and Region Conservation Authority and others will be required in order to confirm a viable location for the paralleling station facility as part of the TPAP

Next Steps & Timelines NEXT STEPS & TIMELINES

2016

•Complete TPAP: COMPLETE TPAP: •Public Meetings Round # 1 •(Feb/March) Public Meetings Round #1 (Feb-March) •Public Meetings Round # 2 •(July-August) Public Meetings Round #2 (July-August) •Notice of Commencement • Notice of Commencement (July) (July) •Notice of Completion & • Notice of Completion & EPR EPR (October) (October)

ALTERNATIVE FINANCE •Alternative Finance Procurement (AFP) PROCUREMENT (AFP) Process PROCESS

2017

2018

2018-2025

•Detailed Design DETAILED DESIGN

CONSTRUCTION •Construction

WE WANT TO HEAR FROM YOU!

ELECTRIFICATION WEBSITE: www.gotransit.com/electrification

E-MAIL: [email protected]

PHONE: 416.869.3200

IN WRITING: James Hartley Metrolinx - GO Transit 20 Bay Street, Suite 600 Toronto, ON M5J 2W3

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