Union Station Rail Corridor East

Transcription

1 Union Station Rail Corridor East Community Advisory Committee CAC Meeting #5 April 11, 2018

2 PURPOSE OF MEETING USRC East Enhancements TPAP technical reports Air Quality Noise and Vibration Cultural Heritage Safety Transportation and Traffic Proposed Track E0 and Richmond Hill Interlining 2

3 STUDY AREA & PROPOSED WORK 3

4 TRANSIT PROJECT ASSESSMENT PROCESS (TPAP) A TPAP is a focused environmental assessment process to expedite the development of transit projects WE ARE HERE Apr.19, 2018 Aug.17, 2018 Oct. 23,

5 TIMELINE OF OVERLAPPING STUDIES / MEETINGS Teal arrows represent studies and work initiated since the USRC East CAC began meeting Red arrows show projects that have been approved and are currently (or will soon be) in construction. Yellow arrow represents the ongoing operations, maintenance and emergency maintenance work Spring Summer Fall Winter USRC East Enhancements TPAP Notice of Commencement: Apr 19 Statement of Completion: Oct 23 Receptor Based Operational Noise & Vibration Evaluation & Mitigation Share data in late spring 2017, then identify and implement mitigation Underpass Feasibility Study, Funded by Metrolinx Consultation with City of Toronto, Waterfront Toronto & the community Structural Integrity Study Scope of work in progress USRC East Community Advisory Committee (CAC) Consultation to continue into detailed design and construction Don Yard Expansion Signalling Improvements Design and Construction (2021 and beyond) System-Wide Electrification TPAP Approved in 2017 Design & Construction expected to start in 2020 Ongoing Operations, Regular Maintenance & Emergency Maintenance 5

6 TPAP STUDIES Natural Environment Report Tree Inventory Report Air Quality Assessment Report Noise and Vibration Impact Assessment Report Socio-Economic and Land Use Characteristics Study* Transportation and Traffic Impact Analysis Cultural Heritage *Report to be posted online for review upon completion of agency revisions 6

7 USRC East Enhancements TPAP Air Quality 7

8 AIR QUALITY REPORT Current Conditions: Current number of trains per weekday: 170 Trains represent mix of Tier 0, 2, 3 & 4 diesel trains 8

9 AIR QUALITY REPORT Modelled Future Conditions: Assumed number of trains per weekday by 2025: 392 Assumed that most trains will be electric, but there will be some Tier 4 diesel trains Electric trains have no local emissions Compared to Tier 2s, Tier 4s emit: 75% fewer oxides of nitrogen (NOx) 70% less particulate matter (PM) 53% fewer hydrocarbons. The same amount of carbon monoxide (CO) 9

10 NO2 FUTURE CONDITIONS (24HRS) 10

11 PM2.5 FUTURE CONDITIONS (24HRS) 11

12 BENZENE FUTURE CONDITIONS (24HRS) 12

13 BENZENE-A-PYRENE FUTURE CONDITIONS (24HRS) 13

14 AIR QUALITY MITIGATION Metrolinx is committed to electrifying the large majority of its network Electric trains have no local emissions Metrolinx diesel trains to be converted to Tier 4 emission standards Mitigation commitment made as part of previous EAs In keeping with how the entire locomotive industry is changing to comply with Transport Canada s Locomotive Emissions Regulations Compared to Tier 2s, Tier 4s emit: 75% fewer oxides of nitrogen (NOx), 70% less particulate matter (PM), and 53% fewer hydrocarbons 14

15 CONSTRUCTION AIR QUALITY Construction related air quality impacts are of a temporary nature and not likely to pose a major risk to human health. The air quality impacts of construction related activities can be effectively mitigated by: Ensuring equipment that is in good condition Ensuring all machinery is maintained and operated in accordance with the manufacturer s specifications Using equipment sized for the particular job Minimizing idling time Locating stationary equipment away from sensitive receptors Implementing those measures (to be performed by the Contractor) to minimize the generation of dust VIA materials handling, vehicle movement and wind erosion 15

16 USRC East Enhancements TPAP Noise and Vibration 16

17 OPERATIONAL NOISE IMPACT Currently there are ~170 trains per weekday in the USRC For modelling, the number of trains was assumed to increase to 392 by The majority of this service will be electric trains Electric trains are significantly quieter than diesels at lower USRC speed limits CAC residents are located within km from the tracks 17

18 OPERATIONAL NOISE IMPACT The predicted noise impacts are below 5dBA. Therefore, there is not a legislated requirement to mitigate noise 18

19 CONSTRUCTION NOISE IMPACTS 19

20 CONSTRUCTION NOISE MITIGATION Metrolinx is currently exploring options and best management practices for construction noise, to minimize impact to stakeholders Metrolinx will review all current and future contracts to ensure controls related to noise and vibration are included Metrolinx will install long-term noise monitors in the USRC See noise report for more specific examples of noise mitigation 20

21 OPERATIONAL VIBRATIONAL IMPACT Vibration mitigation explored when future vibration level exceeds objective by 25% or more The objective is current level or 0.14 mm/s Root-Mean-Square (RMS), whichever is higher 21

22 NOISE AND VIBRATION REPORT Recommended Extents of Vibration Mitigation: Southeast of Henry Lane Terrace Between Portneuf Court and Parliament St. Near Corner of Mill St. and Bayview Ave. 22

23 OPERATIONAL VIBRATIONAL IMPACT Vibration mitigation explored when future vibration level exceeds objective by 25% or more The objective is current level or 0.14 mm/s Root-Mean-Square (RMS), whichever is higher 23

24 CONSTRUCTION VIBRATION IMPACT 24

25 CONSTRUCTION VIBRATION IMPACT Peak construction vibration velocity levels are predicted to be lower than the City of Toronto s zone of influence threshold of 5 mm/s at all assessed points of reception The RMSV vibration levels are generally predicted to be below the human perceptibility threshold of 0.1 mm/s, except at receptors closer than 40 m from vibratory rollers and other similar equipment Some temporary disturbance may be expected at these locations. Building occupants may be able to feel some vibrations but people are sensitive to vibration at much lower levels than can cause building damage 25

26 USRC East Enhancements TPAP Cultural Heritage 26

27 CULTURAL HERITAGE Cherry St. Tower: 10/06 Provincial Heritage Property of Provincial Significance Minister s Consent Package required for relocation Requires protection of heritage attributes Lower Jarvis St., Lower Sherbourne St., Parliament St. and Cherry St. bridges: 09/06 Provincial Heritage Properties Heritage Impact Assessment will be completed for these properties See cultural heritage reports online for more information 27

28 Safety 28

29 SAFETY What Metrolinx is going above minimal safety requirements: Maintaining tracks to class 5 standards. This involves tighter maintenance tolerances more frequent inspections Concrete ties provide a stronger track structure that is more resistant to wear Continuous welded rail in lengths of 400 feet or more. The welded rail eliminates the risk of failure associated with rail bolts, joints, and holes Use of Enhanced Trail Control (ETC) as part of the RER program prevent over-speed derailments. Prevent train-to-train collisions Prevent trains occupying improperly aligned switches Prevent trains entering a foreman s work authority limits. Enforce compliance with Railway Signalling Appliances (eg: red signal over-runs, speeds through turnouts, etc.) Metrolinx will continue to run freight trains on the southernmost tracks in the USRC east 29

30 SAFETY To address safety concerns, Metrolinx is proposing to build a Jordan Rail on Track E0 This is not a requirement Intended to contain and guide train wheels, keeping the train upright on the track. Helps keep trains on the rail corridor in the unlikely event of a derailment 30

31 Construction Schedule 31

32 TRANSPORTATION AND TRAFFIC IMPACT ANALYSIS AND DRAFT CONSTRUCTION SCHEDULE A Transportation and Traffic Impact Analysis was undertaken to identify potential Disclaimer: road dates traffic subject impacts, to change impacts to pedestrians/cyclists, and transit impacts, that may result from undertaking construction of the Project. 32

33 Proposed Track E0 and Richmond Hill Interlining 33

34 HOW TRACKS E0, E7 AND E8 WORK TO SUPPORT RER/SMARTTRACK Union Station Corridors that Interline LSE to LSW 34

35 INTERLINING RAIL SERVICE AT UNION STATION Interlining: when a bus or rail vehicle arrives at a stop operating a specific route and departs from that stop as a different route. Existing corridors potential interlining or extensions through Union not illustrated The principle of Interlining is key for the success of the overall RER program Turning trains uses up both track capacity and operating resources, so there is a strong incentive for Metrolinx to minimize it where feasible. Many Lakeshore West and East trains do interline currently The initial planning involves trains on western corridors being paired with trains on eastern corridors (e.g. Kitchener line trains travelling eastbound to Union Station may continue eastbound as Stouffville line trains) and/or trains from one side of the USRC being extended through Union to serve proposed shoulder stations on the opposite side of the USRC and turning there. The final plan will be shaped by the future private sector operator that will form part of the selected GO RER DBFOM team. 35

36 INTERLINING AND RICHMOND HILL SERVICE Under our assumed future service scenario, Track E0 would normally carry Richmond Hill line trains, which helps ensure tracks E1-8 are available for all other corridors Richmond Hill line service proposed in the 2015 GO RER Initial Business Case: Peak periods: minute service in the peak direction (to Union in the morning, from Union in the afternoon) Off-peak periods: No service Diesel service (no electrification beyond the USRC) During the peak period: there is no natural service to pair Richmond Hill with Milton is the only significant diesel service running west of Union Station, but this service flows to/from Union at the same time as Richmond Hill, meaning trains are moving in incompatible directions Some electric trains will be simultaneously arriving/departing from western USRC (e.g. Barrie trains) and will need to turn within Toronto and cannot run to/from Richmond Hill During off-peak periods: there is no Richmond Hill service to pair with trains that are providing two-way service every 15 minutes 36

37 WHY ISN T ELECTRIC ALL-DAY 15-MINUTE SERVICE PLANNED FOR RICHMOND HILL? The 2015 GO RER Initial Business Case examined the infrastructure enhancements that would be necessary to deliver that kind of service, which identified to be complex and costly (see sidebar) Instead, the IBC recommended the existing peak period service be enhanced by 2025, supported by modest infrastructure expansion The scope and budget for GO RER is set; we do not have the resources and approvals to at this time to pursue significant changes Over the longer term, further enhancements to Richmond Hill service is planned. Track E0 will be able to accommodate this growth Challenges Addressing CN ownership over northern portion of the corridor Addressing intersecting CN freight Straightening the highly curved corridor to allow for faster speeds Adding new track segments Addressing Don River floodplain risk 37

38 NEXT STEPS Draft technical reports have been posted to the project website for review CAC Meeting #6: April 30 th to discuss bridges and underpasses Public Meeting #2: May 3 rd 6:30 9:00pm (Presentation to begin at 7:00pm) Lucie and Thornton Blackburn Conference Centre Grand Room & Session Room George Brown College Campus 80 Cooperage Street, Toronto, Ontario M5A 0J3 Location is accessible 38

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40 CONSTRUCTION NOISE MITIGATION Operate in accordance with local by-laws whenever possible; If construction needs to be undertaken outside of the normal daytime hours, local residents shall be informed beforehand of the type of construction planned and the expected duration; Use construction equipment compliant with noise level specifications in MOECC guidelines NPC-115 and NPC-118; Keep equipment well-maintained and fitted with efficient muffling devices; Idling of equipment will be restricted to the minimum necessary to perform the specified work; Ensure vehicles employed continuously on site for extended periods of time (two days or more) are fitted with sound reducing back-up (reversing) alarms*; Avoid unnecessary revving of engines and switch off equipment when not required (do not idle); Minimize drop heights of materials; and Route haulage/dump trucks on main roads where possible, rather than quieter residential roads 40

41 CONSTRUCTION NOISE MITIGATION Offset usage of active heavy equipment (schedule non-concurrent use); Implement noise compliance checks to ensure equipment levels are in compliance with MOECC guidelines NPC-115 and NPC-118; Reroute construction and truck traffic, when possible; Co-ordinate noisy operations such that they will not occur simultaneously, where possible; Where possible, investigate and implement the use of alternative construction equipment or methods to reduce noise emissions from construction. Utilize alternative equipment that generates lower noise levels or optimize silencer/muffler/enclosure performance; Use rubber linings in chutes and dumpers to reduce impact noise; Install acoustic enclosures, noise shrouds or noise curtains around noisy equipment; and Install temporary noise barriers/solid construction hoarding on site boundary to screen affected locations 41

42 INFRASTRUCTURE IMPROVEMENTS TO EXPAND SERVICE ON RICHMOND HILL Barrie and Richmond Hill Corridors can not be interlined because: Richmond Hill corridor RER service level: minute service in the peak direction only Conflicts with Barrie corridor RER service level: 15 minute, two-way, all-day service Future Bloomington GO GO Bethesda Layover Metrolinx is limited in how many train movements can occur within the hour to ensure CN service is not impacted The existing single-track has multiple curves. The corridor would need to be straightened to allow for faster speeds Doncaster Diamond The southern extent of the corridor is in the Don River floodplain 42

43 INFRASTRUCTURE IMPROVEMENTS TO EXPAND SERVICE ON RICHMOND HILL CN owns the corridor north of Doncaster Diamond. The Bala Sub is CN s primary transcontinental route Although there are two tracks north of Doncaster they are regularly used by freight trains GO service is limited by CN freight traffic and has a narrow window to proceed through the diamond A rail-rail grade separation would be required for increased GO service (similar to Davenport and West Toronto projects) Doncaster Diamond 43