UP Express Electrification EA
Land Use Assessment Report
FINAL
Project No. 1124019.00
March, 2014
UP Express Electrification E A
Land Use Assessment Report
Executive Summary
The purpose of this report is to: 1) establish baseline land use conditions and 2) to assess land use
impacts of the proposed electrification of the Union Pearson Express (UP Express) as part of the UP
Express Electrification EA. This Land Use Report contains Parts A and B. Part A includes the Land Use
Baseline Conditions Report, and Part B includes the Land Use Impact Assessment Report.
The UP Express service will commence operation with train sets comprised of Diesel Multiple Units
(DMUs). The UP Express Electrification EA is investigating land use impacts associated with replacing
these DMUs with Electric Multiple Units (EMUs), as well as impacts associated with the implementation of
facilities (the two Paralleling Stations, Maintenance Facility and Traction Power Station) necessary to
support the electrified service.
With respect to baseline land use conditions along the UP Express route (from the future UP Express
Union Station to UP Express Pearson station, along the existing Union Station and Kitchener Rail
Corridors), baseline conditions include existing land uses within the study area (general land use
categories, as well as the locations of social facilities) and planned land uses (studies and zoning) within
the study area.
Land use along the Kitchener/UP Express rail corridor generally consists of developed/redeveloped
residential and industrial/commercial areas, with some recreational areas and cycling trails (notably the
West Toronto Railpath) within the Study Area. Based on background review and field reconnaissance
carried out as part of the baseline conditions phase, there are 86 schools, child care centres and long
term care centres in the vicinity of the Study Area. Of the 86 facilities, none are within 40 m of the rail
ROW. Four of the facilities are within 100 m of the rail corridor, 65 are between 100 and 500 m away
from the corridor, and the remaining 17 are more than 500 m away from the corridor.
Except for the rail spur which begins at Highway 427, the entire Kitchener/UP Express rail corridor is
zoned UT (Utility and Transportation). The rail spur is zoned E (Employment Industrial). A number of
studies, including Master Plans, Zoning Reviews, and Urban Design Guidelines, are being undertaken for
areas adjacent to the corridor and associated facilities.
The electrified UP Express trains will operate along the same corridor (portion of Union Station Rail
Corridor (USRC) and Kitchener corridors) as diesel (DMU) service, and as such, the project works and
activities associated with electrification are compatible with existing land uses. Electrification of this
corridor may result in a minor encroachment of the ROW into adjacent properties in order to
accommodate a number of the overhead catenary system (OCS) poles. In addition, the supporting
facilities will result in an increased footprint. The support facilities are located within compatible land use
zoning for the most part and, consequently the footprint is not anticipated to result in an adverse effect to
existing land use. Only one support facility site (for the Electric Multiple Unit (EMU) Maintenance Facility)
has a zoning conflict. Metrolinx will work with the City of Toronto during the detailed design phase to
determine the process to be followed for obtaining a zoning by-law amendment in order to accommodate
the proposed Maintenance Facility on this site.
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During the operation and maintenance phase of the electrified UP Express service, existing adjacent land
uses are not anticipated to experience adverse effects. For Section 1 of the corridor (UP Express Union
Station to UP Express Bloor Station), none of the sensitive receptor facilities (child care, long term health
care, schools) are located within 100 m of the rail corridor. Two sensitive receptors are located
approximately 400 m from the Paralleling Station. Nuisance affects are not addressed in the Land Use
Assessment (refer to Air Quality Impact Assessment Report & Noise and Vibration Impact Assessment
Report).
Within Section 2 of the corridor (UP Express Bloor Station to UP Express Weston Station), four sensitive
receptor facilities are located within 100 m of the rail corridor. One receptor, a child care centre will be
closed/relocated as part of the Metrolinx Eglinton Crosstown LRT project. Two facilities are located 400 m
from the Paralleling Station; one of which is the same child care centre to be relocated mentioned above.
It is noted that the former Kodak property located at 3500 Eglinton Avenue West was identified by
Metrolinx as the preferred site for the new Maintenance and Storage Facility (MSF) to be constructed as
part of the Eglinton Crosstown Light Rail Transit project (Metrolinx Eglinton Crosstown LRT EPR
Addendum, October 2013). As per the October 2013 EPR Addendum, the proposed MSF will require the
entire Kodak property area. As a result, the potential footprint impacts and associated mitigation
measures associated with construction and implementation of the MSF were captured and documented
as part of the Eglinton Crosstown LRT Environmental Assessment process via the EPR Addendum.
Since the potential impacts and mitigation measures related to developing the entire Kodak property were
previously captured in the Final Eglinton Crosstown LRT EPR Addendum, there will be no new net
adverse land use effects associated with locating the Paralleling Station facility on the Kodak site.
Section 3 of the corridor (UP Express Weston Station to Highway 427) passes through the Weston
community and three child care centres and four schools; however, all are located beyond 100 m of the
rail corridor. All other sensitive receptor facilities are located beyond 500 m of the Resources Road
Maintenance Facility and the gantries associated with the Traction Power Station. Similarly, there are no
sensitive receptor facilities within 500 m of Section 4, Highway 427 to UP Express Pearson Station.
During the construction phase the project works and activities may result in short term and temporary
inconvenience to some residents and adjacent land uses. Of note, are potential lane closures or detours
while existing bridge and overhead structures are upgraded to accommodate the electrification
infrastructure.
It is not anticipated that the electrification will adversely affect planned land use in any of the corridor
sections; however, the Ordnance Triangle, the location of the Paralleling Station in Section 1, does have
a development proposal under review to re-develop a portion of the property into a mixed-use
neighbourhood, including residential, commercial and open space. Planning approvals are pending the
result of the ongoing five-year Official Plan review and Municipal Comprehension Review of all
Employment lands. The small footprint of the Paralleling Station is not anticipated to adversely affect this
develop proposal.
Overall, the electrification of UP Express and associated facilities are not anticipated to result in net
adverse effects on existing or planned land use.
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TABLE OF CONTENTS
GLOSSARY OF TERMS ............................................................................................................................................ III
PART A – BASELINE CONDITIONS REPORT ...........................................................................................................A-1
1.
BACKGROUND .............................................................................................................................................A-2
1.1
ENVIRONMENTAL ASSESSMENT PROCESS............................................................................................................. A-2
1.2
DESCRIPTION OF THE PROJECT ........................................................................................................................... A-3
1.2.1
Traction Power Distribution System ................................................................................................... A-4
1.2.1.1
Overhead Contact System .............................................................................................................................. A-4
1.2.1.2
Paralleling Stations ......................................................................................................................................... A-5
1.2.2
Maintenance Facility.......................................................................................................................... A-7
1.3
STUDY AREA .................................................................................................................................................. A-8
1.4
PURPOSE....................................................................................................................................................... A-9
2.
METHODOLOGY ..........................................................................................................................................A-9
3.
BASELINE CONDITIONS ..............................................................................................................................A-10
3.1
EXISTING LAND USE ...................................................................................................................................... A-10
3.1.1
General ............................................................................................................................................ A-10
3.1.2
Section 1 – UP Express Union Station to UP Express Bloor Station .................................................. A-18
3.1.2.1
Paralleling Station (Ordnance St.) ................................................................................................................ A-18
3.1.3
Section 2 – UP Express Bloor Station to UP Express Weston Station ............................................... A-20
3.1.3.1
Paralleling Station (3500 Eglinton Ave. W.).................................................................................................. A-20
3.1.4
Section 3 - UP Express Weston Station to Highway 427 .................................................................. A-22
3.1.4.1
EMU Maintenance Facility Site (50 Resources Rd.) ...................................................................................... A-22
3.1.4.2
Traction Power Substation (including gantries, duct banks) (175 City View Drive) ..................................... A-22
3.1.5
Section 4 - Highway 427 to UP Express Pearson Station.................................................................. A-24
3.2
PLANNED LAND USE ...................................................................................................................................... A-26
3.2.1
Section 1 – UP Express Union Station to UP Express Bloor Station .................................................. A-27
3.2.2
Section 2 - UP Express Bloor Station to UP Express Weston Station ................................................ A-28
3.2.3
Section 3 - UP Express Weston Station to Highway 427 .................................................................. A-29
3.2.4
Section 4 - Highway 427 to UP Express Pearson Station.................................................................. A-30
4.
FUTURE WORK ..........................................................................................................................................A-30
PART B – IMPACT ASSESSMENT REPORT ............................................................................................................. B-1
1.
PURPOSE ..................................................................................................................................................... B-2
2.
METHODOLOGY .......................................................................................................................................... B-2
3.
EXISTING LAND USE..................................................................................................................................... B-3
3.1
SECTION 1 – UP EXPRESS UNION STATION TO UP EXPRESS BLOOR STATION.............................................................. B-3
3.1.1
Footprint Impacts............................................................................................................................... B-3
3.1.2
Operations and Maintenance Impacts .............................................................................................. B-4
3.1.3
Construction Impacts ......................................................................................................................... B-5
3.2
SECTION 2 – UP EXPRESS BLOOR STATION TO UP EXPRESS WESTON STATION ........................................................... B-5
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3.2.1
Footprint Impacts............................................................................................................................... B-5
3.2.2
Operations and Maintenance Impacts .............................................................................................. B-7
3.2.3
Construction Impacts ......................................................................................................................... B-8
3.3
SECTION 3 – UP EXPRESS WESTON STATION TO HIGHWAY 427 .............................................................................. B-8
3.3.1
Footprint Impacts............................................................................................................................... B-8
3.3.2
Operations and Maintenance Impacts ............................................................................................ B-10
3.3.3
Construction Impacts ....................................................................................................................... B-10
3.4
SECTION 4 – HIGHWAY 427 TO UP EXPRESS PEARSON STATION ........................................................................... B-11
3.4.1
Footprint Impacts............................................................................................................................. B-11
3.4.2
Operations and Maintenance Impacts ............................................................................................ B-11
3.4.3
Construction Impacts ....................................................................................................................... B-11
4.
PLANNED LAND USE .................................................................................................................................. B-12
4.1
4.2
4.3
4.4
4.5
SECTION 1 – UP EXPRESS UNION STATION TO UP EXPRESS BLOOR STATION............................................................ B-12
SECTION 2 – UP EXPRESS BLOOR STATION TO UP EXPRESS WESTON STATION ......................................................... B-13
SECTION 3 – UP EXPRESS WESTON STATION TO HIGHWAY 427 ............................................................................ B-14
SECTION 4 – HIGHWAY 427 TO UP EXPRESS PEARSON STATION ........................................................................... B-14
MONITORING............................................................................................................................................... B-15
REFERENCES........................................................................................................................................................ R-1
List of Figures
Figure 1-1. UP Express Electrification EA Study Area ............................................................................. A-3
Figure 1-2. Example of OCS Support Structures (Portals) ....................................................................... A-5
Figure 1-3. Typical Paralleling Station ...................................................................................................... A-5
Figure 1-4. Paralleling Station – Ordnance St. ......................................................................................... A-6
Figure 1-5. Paralleling Station – 3500 Eglinton Ave. W. ........................................................................... A-7
Figure 1-6. Electrified Maintenance Facility – 50 Resources Rd. ............................................................. A-8
Figure 3-1. Toronto Bikeway Network ..................................................................................................... A-12
Figure 3-2. West Toronto Railpath Proposed North Section Extension ................................................. A-13
Figure 3-3. West Toronto Railpath Proposed South Section Extension ................................................. A-14
Figure 3-4. Social Facilities – West of Union Station Train Shed to Bloor Station ................................. A-19
Figure 3-5. Social Facilities – Bloor Station to Weston Station ............................................................... A-21
Figure 3-6. Social Facilities – Weston Station to Highway 427 .............................................................. A-23
Figure 3-7. Social Facilities – Highway 427 to Terminal 1 ...................................................................... A-25
Figure 3-8. Ward 18 Local Area Study Map............................................................................................ A-27
List of Tables
Table 3-1. Schools, Child Care Centres and Long Term Care Centres in the vicinity of the Study Area .......
................................................................................................................................................................ A-15
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Glossary of Terms
ADMGO
AREMA
Autotransformer
Bonding
Cantilever
Catenary System
CEAA
Cess
Class EA
Contact Wire
Control Centre
Cross Bonds
Cross Feeding System
Deadhead Movements
Detailed Design
DMU
The acronym for Air Dispersion Modelling Guideline for Ontario.
The acronym for American Railway Engineering and Maintenance of-Way
Association. AREMA is the organization that represents the engineering
function of the North American railroads.
Apparatus which helps boost the overhead contact system (OCS) voltage
and reduce the running rail return current in the 2 X 25 kV autotransformer
feed configuration. It is a single winding transformer having three terminals.
The intermediate terminal located at the midpoint of the winding is connected
to the rail and the static wires, and the other two terminals are connected to
the catenary and the negative feeder wires, respectively.
A low impedance path obtained by permanently joining all normally-noncurrent-carrying conductive parts to ensure electrical continuity and having
the capacity to conduct safely any current likely to be imposed on it.
A cantilever is a beam that is supported by a pole at only one end and carries
the load of the electrification equipment on top of tracks. At multiple track
locations where cantilever frames are not practical, portal structures should
be utilized.
An assembly of overhead wires consisting of, as a minimum, a messenger
wire, carrying vertical hangers that support a solid contact wire which is the
contact interface with operating electric train pantographs, and which
supplies power from a central power source to an electrically-powered
vehicle, such as a train.
The acronym for Canadian Environmental Assessment Act.
The area on either side of the railway immediately off the ballast shoulder,
within the rail right of way. This area is considered a safe area for workers to
stand when a train approaches.
Under the Ontario Environmental Assessment Act (EA Act), Class
Environmental Assessments are those projects that are approved subject to
compliance with an approved class environmental assessment process (e.g.,
Class EA for Minor Transmission Facilities, GO Transit Class EA, etc.) with
respect to a class of undertakings.
A solid grooved, bare aerial, overhead electrical conductor of an OCS that is
suspended above the rail vehicles and which supplies the electrically
powered vehicles with electrical energy through roof-mounted current
collection equipment - pantographs - and with which the current collectors
make direct electrical contact.
The building or room location that is used to dispatch trains and control the
train and maintenance operations over a designated section of track.
The method of tying tracks together electrically to equalize traction return
currents between tracks. This is done to minimize touch potential.
Overhead feeder lines are provided between the main gantry and strain
gantry across the electrified track to feed power to the OCS wires.
In the case of UP Express, deadhead movements are considered to be
empty train movements required to reposition a train before or after revenue
service. (Revenue service entails train movements that carry fare paying
passengers). Deadhead movements are also referred to as “unproductive
moves” as they incur the costs of train operations, but are not offset by any
revenue from passengers.
The detailed design phase of a project is defined as the last design stage
before system implementation phase including Software and Hardware
development starts.
Diesel Multiple Unit; a train comprising single self -propelled diesel units.
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Double Stacked Freight
(DSF)
Duct Bank
Electrical Potential
Electrical Section
Electric Traction Facility
EMC
EMF
EMI
EMU
Elementary Electrical
Section
EPR
ESR
Gantry
g/kWh
Freight trains carrying double stack containers.
A duct bank is an assembly of electrical conduits that are either directly
buried or encased in concrete. The purpose of the duct bank and associated
conduit is to protect and provide defined routing of electrical cables and
wiring. It also provides a physical separation and isolation for the various
types of cables.
A measurement of the voltage (or potential difference) between two points in
a system. For UP Express electrification, electrical potential is the electrical
charge difference between the electrified UP Express railway and the
ground. The unit for electrical potential is expressed in volts.
This is the entire section of the OCS which, during normal system operation,
is powered from a TPS circuit breaker. The TPS feed section is demarcated
by the phase breaks of the supplying TPS and by the phase breaks at the
nearest SWS or line end. An electrical section may be subdivided into
smaller elementary electrical sections.
A traction substation, paralleling station, or switching station.
The acronym for Electromagnetic Compatibility. Electromagnetic
compatibility is the ability of a device, equipment, or system to function
satisfactorily in its electromagnetic environment without introducing
intolerable electromagnetic disturbances to anything in that environment.
The acronym for Electric and Magnetic Field. Electric and magnetic fields
arise from natural forces and permeate our environment. In addition to
natural background EMF, anthropogenic sources include electric fields which
arise anywhere electricity or electrical components are used and magnetic
fields which arise wherever there is a flow of electric current. Common
manmade sources of EMF include: electronics, power stations, transmission
lines, telecommunication infrastructure, electric motors, etc. The strength of
man-made EMF depends on the characteristics of the source including
amongst others, voltage, current strength and frequency.
The acronym for Electromagnetic Interference. Electromagnetic interference
is a disturbance that affects an electrical circuit due to either electromagnetic
induction or radiation from an external source.
Electric Multiple Unit; a train comprising single self-propelled electric units.
The smallest section of the OCS power distribution system that can be
isolated from other sections or feeders of the system by means of disconnect
switches and/or circuit breakers.
The acronym for Environmental Project Report. The proponent is required to
prepare an Environmental Project Report to document the Transit Project
Assessment Process followed, including but not limited to: a description of
the preferred transit project, a map of the project, a description of existing
environmental conditions, an assessment of potential impacts, description of
proposed mitigation measures, etc. The EPR is made available for public
review and comment for a period of 30 calendar days. This is followed by a
35-day Minister’s Decision Period.
The acronym for Environmental Study Report. Proponents are required to
prepare an Environmental Study Report to document the planning process
followed under the Class Environmental Assessment for Minor Transmission
Facilities.
Supporting structures parallel to the tracks, and on both sides of the tracks,
at TSS, SWS, and PS used to connect the traction power feeders to the
catenary.
It stands for grams (of contaminant) per kilowatt-hour of energy generated.
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Grounding
Grounding Grid
Heavy Maintenance
HV
Hydro One
Impedance Bonds
kV
kVAh
LV
Main Gantry
Maintenance Facility
Messenger Wire
Mid-span
Minister
Mitigation Measure
MOE
MVA
Negative Feeder
Connecting to earth through a ground connection or connections of
sufficiently low impedance and having sufficient current-carrying capacity to
limit the build-up of voltages to levels below that which may result in undue
hazard to persons or to connected equipment.
A system of horizontal ground electrodes that consists of a number of
interconnected, bare conductors buried in the earth, providing a common
ground for electrical devices or metallic structures, usually in one specific
location.
Heavy maintenance includes: replacement of engine traction motors,
replacement of diesel engines on DMU’s, replacement of transformers and
ac propulsion systems on EMUs and replacement of wheel sets on engines.
On railcars, heavy maintenance includes the replacement of wheel sets,
repairs to windows and brake lines, and body repairs.
Acronym for high voltages and refers to electrical energy at voltages high
enough to cause injury and harm to human beings and living species.
According to IEC voltages above 1000 V for alternating current, and 1500 V
for direct current is considered high voltage.
Hydro One Incorporated delivers electricity across the province of Ontario.
Hydro One has four subsidiaries, the largest being Hydro One Networks.
They operate 97% of the high voltage transmission grid throughout Ontario.
An electrical device located between the rails consisting of a coil with a
centre tap used to bridge insulated rail joints in order to prevent track circuit
energy from bridging the insulated joint while allowing the traction return
current to bypass the insulated joint. The centre tap can also be used to
provide a connection from the rails to the static wire and/or traction power
facilities for the traction return current.
Abbreviation for kilovolt and equal to 1000 volts.
Abbreviation for kiloVoltAmphours. It is the standard power measurement
used by electricity service utility companies.
Acronym for low voltage and according to IEC voltages between 50-1000 V
for alternating current, and between 120-1500 V for direct current is
considered low voltage.
These 25 kV feeders from the TPF will be connected to the OCS with the
help of main and strain gantries and a cross feeder arrangement. The main
gantry also referred to as the catenary feeding gantry is the one parallel to
and toward the TPF side of the track.
A mechanical facility for the maintenance, repair, and inspection of engines
and railcars.
In catenary construction, the OCS Messenger Wire is a longitudinal bare
stranded conductor that physically supports the contact wire or wires either
directly or indirectly by means of hangers or hanger clips and is electrically
common with the contact wire(s).
Area between two OCS registration points.
Ontario Minister of the Environment.
Actions that remove or alleviate, to some degree, the negative effects
associated with the implementation of an alternative.
The acronym for Ontario Ministry of the Environment.
The abbreviation for Megavolt-Ampere. This is a unit for measuring the
apparent power in an electrical circuit equivalent of one million watt.
Negative feeder is an overhead conductor supported on the same structure
as the catenary conductors, which is at a voltage of 25 kV with respect to
ground but 1800 out-of-phase with respect to the voltage on the catenary.
Therefore, the voltage between the catenary conductors and the negative
feeder is 50 kV nominal. The negative feeder connects successive feeding
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Net Effect
Notice of
Commencement
Notice of Completion
NOx
Open Route
Overhead Contact
System (OCS)
Overhead Structure
Overpass
Pantograph
Paralleling Station (PS)
Performance Standards
Phase Break
points, and is connected to one terminal of an autotransformer in the traction
power facilities via a circuit breaker or disconnect switch. At these facilities,
the other terminal of the autotransformer is connected to a catenary section
or sections via circuit breakers or disconnects.
The effect (positive or negative) associated with an alternative after the
application of avoidance/mitigation/compensation/enhancement measures.
The Proponent is required to prepare and distribute a Notice of
Commencement, which “starts the clock ticking” for the 120-day portion of
the transit project assessment process. Proponents must prepare and
distribute a Notice of Commencement to indicate that the assessment of a
transit project is proceeding under the transit project assessment process.
Proponents must complete their documentation (the Environmental Project
Report) of the transit project assessment process within 120 days of
distributing the Notice of Commencement.
The Notice of Completion must be given within 120 days of the distribution of
the Notice of Commencement (not including any “time outs” that might have
been taken). The Notice of Completion of Environmental Project Report
signals that the Environmental Project Report has been prepared in
accordance with section 9 of the regulation and indicates that the
Environmental Project Report is available for final review and comment (for
30 calendar days). Following the 30 day public review period, there is a 35
day Minister’s decision period.
Nitrogen Oxides
The term used to describe an area of tracks where there is no vertical conflict
to OCS.
OCS is comprised of:
1. The aerial supply system that delivers 2x25 kV traction power from
traction power substations to the pantographs of Metrolinx electric trains,
comprising the catenary system messenger and contact wires, hangers,
associated supports and structures including poles, portals, head spans
and their foundations), manual and/or motor operated disconnect
switches, insulators, phase breaks, section insulators, conductor
termination and tensioning devices, downguys, and other overhead line
hardware and fittings.
2. Portions of the traction power return system consisting of the negative
feeders and aerial static wires, and their associated connections and
cabling.
A structure that allows a road to cross over a railway underneath.
A structure that allows a railway to cross over a road or watercourse
underneath.
Device on the top of a train that slides along the contact wire to transmit
electric power from the catenary to the train.
An installation which helps boost the OCS voltage and reduce the running
rail return current by means of the autotransformer feed configuration. The
negative feeders and the catenary conductors are connected to the two outer
terminals of the autotransformer winding at this location with the center
terminal connected to the traction return system. The OCS sections can be
connected in parallel at PS locations.
General specifications and criteria that define the parameters and
requirements of a particular system.
An arrangement of insulators and grounded or non-energized wires or
insulated overlaps, forming a neutral section, which is located between two
sections of OCS that are fed from different phases or at different frequencies
or voltages, under which a pantograph may pass without shorting or bridging
the phases, frequencies, or voltages.
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PM2.5
Portal
Portal Boom
Positive Train Control
Potential Effect
Preliminary Design
Preventive Maintenance
Proponent
Rail Potential
Resilient Arm
Running Rails
SCADA
Screening
Service Maintenance
Fine Particulate Matter. Particles with diameter less than 2.5 mm.
Portal is an OCS structure that spans over the tracks between two OCS
support poles located on the sides of the tracks in order to support the
electrification equipment. The portal structure is used at multiple track
locations where cantilever frames are not practical.
Top steel section or truss / lattice at the top of the portal structure, supported
by two columns placed either side of the railway. The “portal boom” provides
support points for the OCS conductors.
A signalling system using on board and wayside equipment to automatically
reduce the speed, or stop a train depending on the conditions on the track
ahead.
A possible or probable effect of implementing a particular alternative.
The design of a proposed project (including a detailed cost estimate) to a
level that demonstrates that the project is buildable within the given
parameters of the design scope.
Preventive maintenance includes items such as: replacing brake pads,
measuring wheels, inspection of running gear, inspection and repair of
central air conditioning, check radios and repair/replace, repair broken
windows and doors, etc.
A person who carries out or proposes to carry out an undertaking or is the
owner or person having charge, management or control of an undertaking.
Rail Potential is defined as the voltage between running rails and ground
occurring under operating conditions when the running rails are utilized for
carrying the traction return current or under fault conditions.
A combined registration and support assembly with vertical resilience, used
for support of catenary conductors in situations with restricted clearance such
as tunnels and overhead bridges.
Rails that act as a running surface for the flanged wheels of a car or
locomotive.
The acronym for System Control And Data Acquisition. SCADA is a control
system that controls and monitors the status of the industrial processes and
devices for the electrification system. These devices may include motor
operated disconnect switch, relay, meter and circuit break, of the
Electrification System.
The process of applying criteria to a set of alternatives in order to eliminate
those that do not meet minimum conditions or requirements.
Service maintenance is the light maintenance of engines (i.e., window
cleaning, check oil levels and sand levels, clean engine cab, refill potable
water, and empty washroom holding tanks).
Signal System
The rail signal system is a combination of wayside and on board equipment
and/or software to provide for the routing and safe spacing of trains or rail
vehicles.
SO2
Spur
Sulphur Dioxide
A railroad track that diverges from the main track to service a specific
location or industry.
A wire, usually installed aerially adjacent to or above the catenary conductors
and negative feeders, that connects OCS supports collectively to ground or
to the grounded running rails to protect people and installations in case of an
electrical fault. In an AC electrification system, the static wire forms a part of
the traction power return circuit and is connected to the running rails at
periodic intervals and to the traction power facility ground grids. If mounted
aerially, the static wire may also be used to protect the OCS against lightning
strikes. It is sometimes termed “aerial ground wire”.
Static Wire (Aerial
Ground Wire)
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Strain Gantry
Traction Power
Substation
Switching Station (SWS)
Touch/Step Potential
Top of Rail
Traction Electrification
System (TES)
Traction Power Facilities
(TPF)
Traction Power Return
System
Traction Power Supply
System (TPSS)
TPAP
These 25 kV feeders from the TPF will be connected to the OCS with the
help of main and strain gantries and a cross feeder arrangement. The strain
gantry is located within the railroad right-of-way (ROW) parallel to and on the
opposite side of the track from the TPF, with footprints exactly equal to that
of the main gantry.
Electric Traction Facility that transforms the utility supply voltage of 230 kV to
50 kV and 25 kV for distribution to the trains via catenary and negative
feeders.
SWS is an installation where the supplies from two adjacent traction power
substations are electrically separated and where electrical energy can be
supplied to an adjacent but normally separated electrical section during
contingency power supply conditions. It also acts as a paralleling station
(PS).
Touch potential is defined as the voltage between the energized object and
the feet of a person in contact with the object. Step potential is defined as the
voltage between the feet of a person standing near an energized grounded
object.
Top of Rail is defined as the highest point in a running rail profile.
TES is the combination of the traction power supply system (TPSS), the
overhead contact system (OCS), and the traction power return system,
together with appropriate interfaces to the TES related supervisory control
and data acquisition (SCADA) system. It forms a fully functional 2x25 kV ac
traction power supply and distribution system and provides the traction power
to the electrically powered vehicles on the Metrolinx electrified railway line.
TPFs include: traction power substations (TPS), switching stations (SWS),
and paralleling stations (PS).
The traction power return system includes all conductors (including the
grounding system) for the electrified railway tracks, which form the intended
path of the traction return current from the electrified rolling stock to the
traction power substations. Conductors may include:
• Running rails
• Impedance bonds
• Static wires, and buried ground or return conductors
• Rail and track bonds,
• Return cables, including all return circuit bonding and grounding
interconnections
• Ground
• Negative feeders due to the configuration of autotransformer connections
TPSS is the railway traction distribution network used to provide energy to
Metrolinx electric trains, which comprises incoming high voltage supplies,
traction power substations (TPS) at which power is converted from high
voltage to nominal 2x25 kV railway traction voltage to the overhead contact
system (OCS), other traction switching facilities including switching stations
(SWS) and paralleling stations (PS), and connections to the OCS and the
traction return and grounding system.
The acronym for Transit Project Assessment Process. The transit project
assessment process is defined in sections 6 – 17 in Ontario Regulation
231/08: Transit projects and Metrolinx Undertakings. Proponents must
complete the prescribed steps of the transit project assessment process
within specified time frames. The process allows for a six month assessment
process whereby potential environmental effects of the transit project are
identified, assessed and documented. The proponent must issue a Notice of
Completion within 120 days of issuing the Notice of Commencement.
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Traction Power
Substation (TPS)
TS
Transit Project
Transmission Line
Tunnel Arm
TPS is an electrical installation where power is received at high voltage and
transformed to the voltage and characteristics required at the OCS for the
nominal 2x25 kV system, containing equipment such as transformers, circuit
breakers and sectionalizing switches. It also includes the incoming high
voltage lines from the power supply utility.
Acronym for Transformer Station.
A transit project is defined as an undertaking consisting of:
(a) An enterprise or activity that is the planning, designing, establishing,
constructing, operating, changing or retiring of a facility or service
that, aside from any incidental use for walking, bicycling or other
means of transporting people by human power, is used exclusively
for the transportation of passengers by bus or rail, or anything that is
ancillary to a facility or service that is used to support or facilitate the
transportation of passengers by bus or rail; or,
(b) A proposal, plan, or program in respect of an enterprise or activity
described in clause (a) above.
Transmission lines electrically interconnect generating power plants and
electrical substations located near demand centers for bulk transfer of
electrical energy over long distances, at a high voltage generally 115 kV or
higher. Transmission of power at high voltage is distinct from the local wiring
between high-voltage substations and customers, which is typically referred
to as electric power distribution. Transmission lines, when interconnected
with each other, are called transmission network or electric grid.
A combined registration and support assembly used for support of catenary
conductors within a tunnel where there is not enough clearance for OCS
portal and cantilever structures.
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1. Background
In July 2009, Metrolinx completed an environmental assessment (EA) for the Georgetown South Service
Expansion and Union-Pearson Rail Link (GSSE-UPRL). This project included a number of infrastructure
improvements along the GO Transit (GO) Kitchener (previously known as Georgetown) corridor, including
construction of a new three kilometre spur line (from Highway 427 to Terminal 1 at Pearson Airport), and
construction of new tracks along the GO Kitchener corridor. In addition, new stations will be constructed
at both Union Station and at Terminal 1 (Pearson International Airport), while the existing Bloor and
Weston stations will be upgraded. Portions of this project are currently under construction, and the UP
Express service is anticipated to be in operation by 2015.
The UP Express will initially operate using Diesel Multiple Units (DMUs) and will run from downtown
Toronto at UP Express Union Station) with stops at Bloor GO Station and Weston GO Station, then
terminate at the future UP Express Pearson Station at Pearson International Airport.
Following the 2009 GSSE-UPRL EA, Metrolinx completed the GO Electrification Study in December
2010, which examined electrification of the entire GO Transit rail system as a future alternative to diesel
trains currently in service. Subsequently, Metrolinx initiated Phase 1 which includes the EA study for
electrification of the UP Express service, development of performance standards for electrification, as well
as preparation of the electrification design.
1.1
Environmental Assessment Process
With regard to EA process, the proposed conversion of the UP Express service from diesel to electric
power falls under Schedule 1, Subsection 2 (1) 7 of O. Reg. 231/08 - Transit Projects and Metrolinx
Undertakings which applies to transit projects including: “Electrification of rail equipment propulsion on
existing commuter rail corridor and associated power distribution system.” Therefore, the environmental
impact of the traction power distribution system components and new electrified maintenance facility is
being assessed by Metrolinx under the Transit Project Assessment Process (TPAP), in accordance
with Ontario Regulation 231/08 – Transit Projects and Metrolinx Undertakings.
In addition, electrification of the UP Express requires a connection to Ontario’s electrical system. It is
proposed that the power be supplied from the existing 230 kV transmission line that runs between Hydro
One’s Claireville Transformer Station (located near Highway 407 and Highway 27 in the City of Vaughan)
and Richview Transformer Station (located near Highway 401 and Highway 27 in the City of Toronto).
Two new cables will deliver power to a new 230 kV Traction Power Substation (TPS). The TPS will
convert the voltage from 230 kV to 25 kV so that it can be used to power the electric trains. The power
supply portion of the project is being carried out by Hydro One under the Class EA for Minor
Transmission Facilities (Class EA).
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1.2
Description of the Project
The scope of the proposed UP Express Electrification undertaking includes the construction, operation
and maintenance of an electrified rail service along the UP Express route. The route includes
approximately 25 km of track beginning at the future UP Express Station (west of the Union Station train
shed) in the City of Toronto, along the existing Union Station GO rail corridor and Kitchener GO rail
corridor to Highway 427, where the route then follows the new UP Express spur link (currently under
construction) into the future UP Express Pearson Station (Terminal 1, Toronto Pearson International
Airport) in the City of Mississauga (see Figure 1-1). More specifically, the UP Express Electrification
project involves converting the UP Express service from diesel power to electric. Therefore, the base
case scenario is defined as the UP Express operating with Diesel Multiple Unit (DMU) trains.
Electrification of the UP Express service will be achieved through a Traction Electrification System which
will provide electrical power to the trains by means of a traction power distribution system (by Metrolinx)
and traction power supply system (by Hydro One). The traction power distribution system components
(which are being assessed under the TPAP) are further described below.
Figure 1-1. UP Express Electrification EA Study Area
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1.2.1 Traction Power Distribution System
The proposed traction power distribution system is an Overhead Contact System (OCS) comprised of a
wiring system providing power to the trains. The wiring system will be suspended from a number of OCS
structures (i.e., portals, cantilevers) placed along and over the track. The traction power distribution
system also includes two paralleling stations (PS) to boost the voltage along the UP Express route, as
well as 25 kV feeders and gantries (which provide power to the OCS) located in the vicinity of each PS.
In addition, a new electrified maintenance facility will need to be built to carry out maintenance on the new
electric trains.
The following sections provide an overview of the electrification infrastructure requirements associated
with the traction power distribution system as the basis for collecting baseline conditions information
within the study area. In addition, the Environmental Project Report provides additional background
information on the process followed for identifying the preferred siting locations for each facility. As a
result, the preferred locations for siting each facility have been included in this report for the purpose of
describing baseline conditions associated with the respective sites.
1.2.1.1 Overhead Contact System
The preferred traction power distribution system for UP Express electrification is an Overhead Contact
System (OCS) that is comprised of a wiring system which will provide power to the electric trains. The
wiring system will be suspended from a number of new OCS support structures (i.e., portals, cantilevers)
placed along and over the track, including on bridges/overpasses where required. It should be noted that
the majority of OCS support structures will be situated within the existing Metrolinx owned rail Right-ofWay (ROW) along the UP Express route/corridor, except for a small number of locations where the
structures cannot be accommodated within the existing rail ROW.
Specifically, the overhead wires will be supported from galvanized steel structures positioned along the
track at a spacing of up to 65 metres. The most common OCS support structures will be portals which
span multiple tracks (see Figure 1-2).
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Figure 1-2. Example of OCS Support Structures (Portals)
1.2.1.2 Paralleling Stations
A paralleling station helps boost the OCS voltage and reduce running rail current. As the train moves
away from the source of power, the OCS voltage drops (see example shown in Figure 1-3). Electric
trains can only operate if the OCS voltage remains within acceptable limits. Paralleling stations help raise
the OCS voltage and hence, facilitate operation of trains further away from the source of power.
Paralleling stations also help reduce flow of return current in rails and thereby, contribute towards safety
of passengers and other persons boarding or detraining at train stations.
Figure 1-3. Typical Paralleling Station
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In order to ensure reliability of the electrified UP Express system, paralleling stations need to be located
approximately every 8-12 kms along the electrified route. There are two PSs required as part of the
electrified UP Express system: one at Ordnance St, and one at 3500 Eglinton Ave. W. as shown in
Figures 1-4 and 1-5 respectively. The approximate footprint area required for constructing a paralleling
station is anticipated to be 900 sq. m. (45 m X 20 m).
Gantries and Ductbanks
A set of two gantries (main and strain gantry), as well as 25 kV power supply feeders (routed
underground via duct banks) will be located in the vicinity of each PS location. The locations of the
gantries and duct banks will be identified as part of the preliminary design phase. Therefore, the potential
environmental impacts associated with these components will be assessed and documented within the
Natural Environmental Impact Assessment Report.
Figure 1-4. Paralleling Station – Ordnance St.
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Figure 1-5. Paralleling Station – 3500 Eglinton Ave. W.
1.2.2 Maintenance Facility
As part of implementing an electrified UP Express service, the new electric trains will need to be regularly
maintained and serviced. As a result, the scope of the UP Express Electrification EA includes
consideration of the infrastructure requirements related to a new electrified maintenance facility.
The Final Environmental Project Report summarizes the process followed for identifying the preferred
location for the electrified Maintenance Facility, i.e., 50 Resources Rd. (see Figure 1-6). The approximate
footprint size required for constructing the new MF is anticipated to be 5 hectares.
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Figure 1-6. Electrified Maintenance Facility – 50 Resources Rd.
1.3
Study Area
Based on the description of the UP Express Electrification project components provided above, the
project Study Area (as illustrated in Figure 1-1) is described as follows:
•
•
UP Express route/rail corridor beginning at the future UP Express Union Station in the City of
Toronto, along the existing GO Kitchener and GO Union Station Rail Corridors, and terminating at
the future UP Express Pearson Station (Terminal 1, Toronto Pearson International Airport) in the
City of Mississauga; and
Preferred locations for associated electrification infrastructure/facilities including: two Paralleling
Stations, and one electrified Maintenance Facility.
As the EA progresses and potential impacts are identified, the Study Area will be expanded (if required)
to capture the full range of potential environmental effects.
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1.4
Purpose
The purpose of this report is to document baseline conditions within the UP Express Electrification Study
Area related to the natural environment. This Baseline Conditions Report will form ‘Part A’ of the Natural
Environment Assessment Report which will become a supporting document to the final Environmental
Project Report (EPR). The baseline conditions information collected will establish the basis from which
potential impacts of the proposed UP Express Electrification project will be assessed and documented in
the Natural Environment Impact Assessment report.
2. Methodology
The methodology to establish and document the existing land uses and land use patterns within the UP
Express study area involves the following tasks:
•
Review of secondary source/background reports for Kitchener/UP Express corridor. Secondary
background reports include, among others:
o Metrolinx. 2009. Georgetown South Service Expansion and Union-Pearson Rail Link
Environmental Project Report. July 30, 2009.
o City of Toronto. 2012a. Draft Zoning By-law. Planning and Growth Management
Committee, November 8, 2012.
http://www.toronto.ca/zoning/bylaw/ZBL_NewProvision_Index.htm
o City of Toronto. 1997. Zoning By-law No. 438-86.
o City of Toronto. 2010. Toronto Official Plan. Consolidated December 2010.
http://www.toronto.ca/planning/official_plan/pdf_chapter1-5/chapters1_5_dec2010.pdf
o City of Toronto. 2001. Toronto Bike Plan. http://www.toronto.ca/cycling/bikeplan/
o City of Mississauga. 2007. Mississauga Zoning By-law. Consolidated June 2007.
http://www.mississauga.ca/portal/residents/zoningbylaw
o City of Mississauga. 2011. Mississauga Official Plan.
http://www.mississauga.ca/portal/residents/mississaugaofficialplan
o Metrolinx. 2010. GO Electrification Study Final Report – Appendix 8G –
Social/Community Impacts. December 2010.
•
Data gap analysis based on review of the available secondary source/background material.
•
Field reconnaissance of the UP Express Study Area to confirm land use features (i.e., schools,
child care centres and long term care centres) previously identified in the 2009 Georgetown
South Service Expansion and Union-Pearson Rail Link Environmental Project Report.
•
GIS mapping to document land use features.
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3. Baseline Conditions
The following provides a summary of baseline conditions related to land use. For the purposes of
describing the various features within the UP Express Electrification Study Area, this section has been
separated into four segments as follows:
•
Section 1 – UP Express Union Station to UP Express Bloor Station
•
Section 2 – UP Express Bloor Station to UP Express Weston Station
•
Section 3 - UP Express Weston Station to Highway 427
•
Section 4 - Highway 427 to UP Express Pearson Station
3.1
Existing Land Use
3.1.1 General
Given the relatively stable nature of land use in Toronto and eastern Mississauga, existing land use is
very similar to the conditions described in the 2009 GSSE-URPL Environmental Project Report. As such,
the descriptions below are based on the information provided in that report unless otherwise indicated.
Land use along the Kitchener/UP Express rail corridor generally consists of developed/redeveloped
residential and industrial/commercial areas. The Kitchener/UP Express rail corridor is primarily within the
City of Toronto; however, west of Highway 401, the corridor is within the City of Mississauga (Region of
Peel).
Within and adjacent to the Study Area, there are public parks and recreational trails; the following are of
particular note:
•
West Toronto Railpath. A multi-use pathway intended to provide a connection from Toronto’s
Junction neighbourhood to downtown Toronto (as shown on Figure 3-1), which runs along the
Kitchener/UP Express corridor within the Study Area. The north portion of the path from Cariboo
Avenue to Dundas Street West has been completed and opportunities to continue the path both
south and further north are under review. Metrolinx has advised the City that there is not sufficient
width in the rail corridor to construct a continuous extension of the Railpath north of Cariboo
Avenue (City of Toronto 2012b). Transportation Services will be undertaking a bikeway network
feasibility study to evaluate alternate route options for connecting the Railpath to existing and
planned bikeways to the north and west. Transportation Services is currently undertaking an
environmental assessment study to develop a preferred route alignment to extend the Railpath
south from Dundas Street West to Strachan Avenue and the Waterfront Trail. The goal is to
commence construction of the trail extension in 2015 after Metrolinx has completed construction
within the corridor of the GSSE-UPRL (City of Toronto 2012b).
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•
•
•
Sorauren Park. A City of Toronto Public Park located on Sorauren Ave. south of Dundas St. W.,
west of the Kitchener/UP Express rail corridor within the Study Area. The park is a reclaimed
brownfield site, which opened in 1995 and hosts several sporting fields, a farmer’s market and a
fieldhouse.
Keelesdale Park. A City of Toronto Public Park located along Black Creek east of the rail corridor,
outside of the Study Area. The park is on the southeast corner of Eglinton Avenue West and
Black Creek Drive. It is planned that the park will serve as a launch site for tunnel boring
machines related to the Eglinton Crosstown Light Rail Transit project.
Cruikshank Park. A City of Toronto Public Park located along the Humber River south of the rail
corridor outside of the Study Area. The park has a number of mature trees, and is the beginning
of the Humber Trail, which extends to the Lake Ontario waterfront.
In addition, there are existing and planned cycling lanes and routes throughout the corridor. Apart from
the West Toronto Railpath, all other cycling lanes and routes which intersect the Study Area either cross
over or under the Kitchener/UP Express corridor. A copy of the Toronto Bike Plan proposed network (City
of Toronto 2001) is provided in Figure 3-1, and maps of the proposed extensions of the West Toronto
Railpath are shown in Figures 3-2 and 3-3 (City of Toronto 2012b).
As part of the Big Move, Metrolinx will work with the municipalities in the GTHA to develop a more
integrated walking and cycling network that is safe and convenient (Metrolinx 2008).
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Figure 3-1. Toronto Bikeway Network
Existing West
Toronto Railpath
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Figure 3-2. West Toronto Railpath Proposed North Section Extension
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Figure 3-3. West Toronto Railpath Proposed South Section Extension
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In the vicinity of the Kitchener/UP Express rail corridor (i.e., within approximately 500 m of the rail
corridor), there are 86 schools, child care centres and long term care centres. These social facilities were
verified during field visits. Table 3-1 provides a list of these social facilities and the location of these
facilities are shown in Figures 3-4 to 3-7, as per the table below.
Of the 86 facilities, four of the facilities are within 100 m of the corridor, 65 are between 100 and 500 m
away from the corridor, and the remaining 17 are at a distance greater than 500 m from the corridor. The
four closest facilities are indicated in bold in Table 3-1.
Table 3-1. Schools, Child Care Centres and Long Term Care Centres in the vicinity of the Study
Area
Number Reference
in Figures
3-4 to 3-7
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Type of Facility
Name of Facility
Address
Child Care Centre
School
Child Care Centre
Child Care Centre
Child Care Centre
City Kids Child Care Centre
Niagara Street Junior Public School
Garrison Creek Community Day Care
Downtown Kids Academy Inc.
Queen Street Day Care Centre
Child Care Centre
Long Term Care
Centre
Long Term Care
Centre
School
School
Child Care Centre
Bonaventure Child Care Centre
Norwood Nursing Home
34 Bathurst Street
222 Niagara Street
222 Niagara Street
905 King Street West
1001 Queen Street
West
295 Dufferin Street
122 Tyndall Avenue
Fairview Nursing Home
14 Cross Street
Alexander Muir Public School
The Grove Community School
Alexander Muir Gladstone Junior
YMCA
Gladstone Public School
Elm Grove Living Centre Inc.
108 Gladstone Avenue
108 Gladstone Avenue
108 Gladstone Avenue
St. Marks Child Care Centre
Holy Family Elementary School
Holy Family Catholic School
Holy Family
Parkdale Public School
Parkdale Public School Child Care
Odyssey Montessori School Inc.
Shirley Street Junior Public School
Shirley Street Junior YMCA
Fern Avenue Public School
Ferncliffe Daycare
My School Cooperative Nursery
201 Cowan Avenue
141 Close Avenue
141 Close Avenue
139 Close Avenue
78 Seaforth Avenue
78 Seaforth Avenue
136 Sorauren Avenue
38 Shirley Street
38 Shirley Street
128 Fern Avenue
128 Fern Avenue
116 Fermanagh
Avenue
School
Long Term Care
Centre
Child Care Centre
School
School
Child Care Centre
School
Child Care Centre
Child Care Centre
School
Child Care Centre
School
Child Care Centre
Child Care Centre
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114 Gladstone Avenue
35 Elm Grove Avenue
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Number Reference
in Figures
3-4 to 3-7
26
School
St. Vincent De Paul Catholic School
27
School
West Toronto Collegiate
28
Child Care Centre
29
School
30
31
32
33
School
School
Child Care Centre
Child Care Centre
The Candy Factory Swallows Day
Care
Bishop Marrocco/Thomas Merton
School
St. Luigi Catholic School
Perth Avenue Junior Public School
Perth Early Learning Centre
Bloorview Kids Rehab High Park
34
School
Indian Road Crescent Public School
35
Child Care Centre
High Park Junior YMCA
36
37
School
School
Lucy McCormick Senior School
St. Rita Catholic School
38
39
40
41
School
School
School
Child Care Centre
42
43
44
45
School
School
Child Care Centre
Child Care Centre
46
47
48
49
School
School
Child Care Centre
Child Care Centre
50
51
52
53
54
55
School
Child Care Centre
Child Care Centre
School
Child Care Centre
School
St. Josaphat Catholic School
Brother Edmund Rice School
Carleton Village Public School
Carleton Village Early Learning
Centre
General Mercer Public School
St. Matthew Catholic School
St. Mathews B and A School
Macaulay Child DevelopmentRegent Street
Santa Maria School
Archbishop Romero School
Romero Bears Child Care Centre
Network Child Care Services- Just
Kids Child Care Centre
George Harvey Collegiate
George Harvey Child Care Centre
Macaulay Satellite School Age
Keelesdale Junior Public School
Keelesdale Day Care Centre
York Memorial Collegiate
56
Child Care Centre
Silverthorn Day Care
57
School
Dennis Avenue Community School
Type of Facility
Name of Facility
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Address
116 Fermanagh
Avenue
330 Lansdowne
Avenue
1411 Bloor Street
West
1515 Bloor Street
West
2 Ruskin Avenue
14 Ruskin Avenue
14 Ruskin Avenue
285 Indian Road
Crescent
285 Indian Road
Crescent
2665 Dundas Street
West
2717 Dundas Street
178 Edwin Avenue
West
55 Pelham Avenue
55 Pelham Avenue
315 Osler Street
315 Osler Street
30 Turnberry Avenue
18 Lavender Road
18 Lavender Road
48 Regent Street
25 Avon Avenue
99 Humber Boulevard
99 Humber Boulevard
1695 Keele Street
1700 Keele Street
1700 Keele Street
1700 Keele Street
200 Bicknell Avenue
200 Bicknell Avenue
2690 Eglinton Avenue
West
2700 Eglinton Avenue
West
17 Dennis Avenue
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Number Reference
in Figures
3-4 to 3-7
58
Child Care Centre
59
60
61
62
63
64
Child Care Centre
School
Child Care Centre
Child Care Centre
Child Care Centre
Child Care Centre
65
66
Child Care Centre
Child Care Centre
67
68
69
School
Child Care Centre
School
70
71
72
73
74
75
76
Child Care Centre
Child Care Centre
Long Term Care
Centre
Child Care Centre
School
School
Child Care Centre
77
78
School
Child Care Centre
79
80
81
82
School
Child Care Centre
School
School
83
84
85
School
School
School
Under the Rainbow B and A School
Care
Hollis Resource Child Care Centre
Our Lady of Victory School
Super Kids Day Care Centre
Hollis Child Care Centre
Trimbee Infant Resource Centre
Pine Tree Nursery School Weston
Road
Awashishuck Day Care
Donald C. Macdonald Child Care
Centre
Bala Avenue School
Jubilee Day Care Centre
Portage Trail Community Junior and
Middle School
Prodigy Learning Centre
Royal Day Care Centre
Leisureworld-Lawrence Caregiving
Centre
Weston Village Childcare Centre
C.R. Marchant Middle School
GAP Academy
H.J. Alexander B and A School
Program
H.J. Alexander Community School
St. John the Evangelist - Lunch &
After School - PLASP
St. John the Evangelist School
Tender Loving Care (Cross)
School of Experimental Education
Don Bosco Catholic Secondary
School
Weston Collegiate Institute
Darul Arqam Islamic Centre
Islamic Education Guidance Centre
86
School
Weston Station Montessori School
Type of Facility
Name of Facility
Note: Facilities in bold are those within 100 m of the Kitchener/UP Express corridor.
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Address
92 Lambton Avenue
71 Guestville Avenue
70 Guestville Avenue
1149 Weston Road
1 Hollis Street
30 Denarda Street
1234 Weston Road
1296 Weston Road
116 Industry Street
6 Bala Avenue
55 Emmett Avenue
100 Sidney Belsey
Crescent
1545 Jane Street
1737 Weston Road
2005 Lawrence
Avenue West
69 William Street
1 Ralph Street
4 John Street
30 King Street
30 King Street
23 George Street
23 George Street
44 Cross Street
40 McCarthur Street
2 St Andrews
Boulevard
100 Pine Street
585 Trethewey Drive
40 South Station
Street
40 South Station
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3.1.2 Section 1 – UP Express Union Station to UP Express Bloor Station
From west of Union Station to Bloor Street, the rail corridor is a mix of residential, industrial and
commercial land uses. Included in this area are lands and numerous buildings that have been
redeveloped from industrial/commercial land use to residential land use.
This section of the corridor is in the vicinity of 14 child care centres, 3 long term care centres, and
12 schools (1-29 in Table 3-1). None of these facilities are within 100 m of the Kitchener/UP Express
corridor (See Figure 3-4).
3.1.2.1 Paralleling Station (Ordnance St.)
Land use at the Paralleling Station (Bathurst St. and Ordnance St.) is mostly open space (to the west and
south), with some commercial office and warehouses to further west and north. The area is bounded by
rail corridors, including the Kitchener/UP Express corridor to the north. The closest social facility to the
paralleling station is Downtown Kids Academy (4 in Table 3-1), about 400 m away on King St. near
Strachan Ave.
The site for the paralleling station is located where the Lakeshore West rail corridor splits from the
Kitchener/UP Express rail corridor. The existing site is vacant within the rail corridor.
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Figure 3-4. Social Facilities – West of Union Station Train Shed to Bloor Station
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3.1.3 Section 2 – UP Express Bloor Station to UP Express Weston Station
From Bloor Station to Eglinton Avenue, land use is primarily a mix of residential and
industrial/commercial. In this area, the Kitchener/UP Express rail corridor serves numerous spur lines for
industrial use and connects with the CP Rail Galt, North Toronto and MacTier Subdivisions, in an area
known as the West Toronto Diamond (located at the intersection of Keele St. and Dundas St. West). It is
noted that the West Toronto Diamond will be eliminated due to the rail-to-rail and rail-to-road grade
separation currently being constructed as part of the Georgetown South Project. Between Eglinton
Avenue and Weston Station, the rail corridor passes through the Mount Dennis Community, where land
use is predominantly residential.
This section of the Kitchener/UP Express rail corridor is in the vicinity of 23 child care centres, 1 long term
care centre, and 25 schools (30-79 in Table 3-1). Four of these facilities (Santa Maria School, Hollis Child
Care Centre, Royal Day Care Centre, and C.R. Marchant Middle School) are within 100 m of the
Kitchener/UP Express rail corridor (See Figure 3-5). It is noted that the Hollis Child Care Centre is to be
closed/relocated as part of the Eglinton Crosstown LRT project in the near future.
3.1.3.1 Paralleling Station (3500 Eglinton Ave. W.)
Existing land use related to the preferred PS site at 3500 Eglinton Ave. W. is as follows:
Open space, surrounded by commercial land use to the south (consisting of a No Frills supermarket and
associated parking lot), more commercial to the north, and residential area to the west, and recreational
to the east. The closest social facilities to this PS site are Super Kids Day Care Centre and Hollis Child
Care Centre (61-62 in Table 3-1), both about 400 m to the west of the proposed paralleling station.
However, as noted above, the Hollis Child Care Centre is to be closed/relocated as part of the Eglinton
Crosstown LRT project in the near future.
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Figure 3-5. Social Facilities – Bloor Station to Weston Station
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3.1.4 Section 3 - UP Express Weston Station to Highway 427
From Weston Station (at Lawrence Avenue) to the Humber River, the Kitchener/UP Express rail corridor
passes through the Weston Community where land use is predominantly residential. From the Humber
River to Highway 401, the Kitchener/UP Express rail corridor passes through the Weston Golf and
Country Club as well as alongside some commercial/industrial lands. From Highway 401 to Highway 427,
the Kitchener/UP Express rail corridor passes through a predominantly industrial/commercial area, which
includes Woodbine Race Track.
This section of the Kitchener/UP Express corridor is in the vicinity of 3 child care centres, no long term
care centres, and 4 schools (80-86 in Table 3-1 and Figure 3-6). None of these facilities are within 100 m
of the Kitchener/UP Express rail corridor (See Figure 3-6).
3.1.4.1 EMU Maintenance Facility Site (50 Resources Rd.)
The proposed site for the UP Express EMU Maintenance Facility is currently empty, and is located at the
southeast corner of Islington Ave. and Resources Rd. The site is surrounded by Resources Rd. to the
west, the Kitchener/UP Express rail corridor to the south, and the ongoing construction of a Lowes retail
store to the north. Commercial, residential, and recreational (Weston Golf and Country Club) land uses
occur to the south, west and east of the site.
The closest social facilities to the MF site are Don Bosco Catholic Secondary School and School of
Experimental Education (81-82 in Table 3-1), each about 700 m south of the MF on either side of
Islington Ave.
3.1.4.2 Traction Power Substation (including gantries, duct banks) (175 City View Drive)
The potential effects related to the new TPS are being assessed by Hydro One as part of a separate
Class EA process (refer to Hydro One’s Union Pearson Express Electrification Traction Power Supply
System Class Environmental Assessment – Draft Environmental Study Report). Notwithstanding this, it is
noted that both the Metrolinx power distribution components, including the gantries and duct banks, are
being assessed under the Transit Project Assessment Process for the UP Express Electrification EA.
The proposed site of the TPS is a currently vacant site located at 175 City View Dr. (the southeast corner
of Highway 27 and Dixon Rd.), bordered on the north by the Kitchener/UP Express rail corridor and with
industrial/commercial uses surrounding the site. There are no social facilities within at least 500 m of the
proposed TPS location.
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Figure 3-6. Social Facilities – Weston Station to Highway 427
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3.1.5 Section 4 - Highway 427 to UP Express Pearson Station
From Highway 427 to Pearson Airport Terminal 1, the Kitchener/UP Express rail corridor and spur line for
the UP Express will pass through the Mimico Creek flood plain and industrial/commercial lands prior to
entering the Pearson Airport lands and ending at Terminal 1 (see Figure 3-7).
From west of Highway 401 to the end of the proposed Kitchener/UP Express spur line, the Kitchener/UP
Express rail corridor passes through the Pearson Eco-Business Zone, an initiative known as “Partners in
Project Green” launched by Toronto Region Conservation Authority (TRCA) and the Greater Toronto
Airports Authority (GTAA). The Zone encompasses over 12,000 hectares of industrial and commercial
land surrounding the airport. The vision of the project is to work with local businesses in transforming the
lands surrounding the airport into an internationally recognized environmentally sustainable business
zone around Pearson Airport (Partners in Project Green, n.d.).
There are no social facilities within at least 500 m of this section of the Kitchener/UP Express corridor
(See Figure 3-7).
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Figure 3-7. Social Facilities – Highway 427 to Terminal 1
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3.2
Planned Land Use
The following sections describe the planned land use for the Kitchener/UP Express rail corridor and
associated facilities based on existing, publically accessible sources such as Toronto’s Draft Zoning Bylaw (City of Toronto, 2012a). The characterization of planned land uses was confirmed during the EA
process through discussions with City staff, in order to ensure that potential effects related to planned
land use (including property-specific impacts) were properly assessed.
Except for the rail spur which begins at Highway 427, the entire Kitchener/UP Express rail corridor is
zoned UT (Utility and Transportation). Permitted uses within UT lands are:
•
•
•
•
•
•
•
Ambulance depot;
Market garden;
Fire hall;
Park;
Police station;
Public utility; and
Transportation use.
Permitted uses with conditions are:
• Cogeneration energy production;
• Open storage;
• Public parking;
• Public works yard;
• Recreation use;
• Renewable energy production; and
• Vehicle depot.
The condition for recreation use is that the use must not be located in a building.
The rail spur which begins at Highway 427 is zoned E (Employment Industrial). Permitted uses for this
land do not include transportation-related uses. However, permitted uses with conditions include
transportation use, with the condition that a building or structure used as a transportation use must
comply with all zoning regulations for a building on that lot.
Given the importance of the railway for the development of Toronto’s transportation network, it is unlikely
that the railway corridor lands would change use in the future. Consequently, the descriptions below focus
on those parcels of land related to the project that are outside of the rail corridor (i.e., Paralleling
Stations), and where neighbourhood studies are taking place in areas located near the rail corridor.
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3.2.1 Section 1 – UP Express Union Station to UP Express Bloor Station
Local Area Study of Ward 18
The City of Toronto is currently undertaking a Local Area Study of Ward 18 (City of Toronto, n.d.). The
study area (Figure 3-8) encompasses lands immediately to the east of the rail corridor, from Queen St. E.
to the CPR railway north of Dupont St. The study is part of the Municipal Comprehensive Review (MCR)
of all Employment Lands within the Official Plan, with the goal of allowing City staff to better manage the
revitalization of these areas. Results of the study area not publically available, but initial public feedback
indicated that some new rail crossings are required, none of which cross the Kitchener/UP rail corridor.
Figure 3-8. Ward 18 Local Area Study Map
Fort York Master Plan
The Fort York Neighbourhood is located immediately to the south of the Kitchener/UP rail corridor, on
either side of Bathurst St. In 2003 and 2004, a Public Realm Master Plan for the Fort York
Neighbourhood was developed, and eventually presented to council on May 13, 2004. The Public Realm
Plan forms a set of guidelines which outline the principles and overall vision for the neighbourhood, and
will inform the City’s review of development applications in the area. The Plan established guidelines for,
among others, the potential location of utilities, as well as recommendations for linkages to adjacent
neighbourhoods (which include road passages over the rail corridor).
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Niagara Neighbourhood Built Form and Density Study
This study reviewed the zoning and Official Plan policies for the Niagara Neighbourhood, located north of
the Kitchener/UP rail corridor, between Bathurst St. and Stanley Terrace. The study recommended
amendments to the Zoning By-law regarding use permissions, built form, density and other regulations. It
was generally recommended that the area remains mixed use (residential, commercial and industrial),
with amendments to zoning designations aimed at recognizing the changing nature of the neighbourhood.
West Queen West Triangle Zoning Review
The West Queen West Triangle consists of formerly railway-related industrial lands, located between
Queen W. in the north, the Kitchener/UP rail corridor in the west and south, and Dovercourt Rd. in the
north. Most (but not all) of the manufacturing and warehousing activities have left the area, and beginning
in 2005 several land owners submitted proposals to the City for redevelopment, including proposing some
buildings up to 26 storeys. Adjacency to the rail corridor was one of the issues noted by City Planning
regarding the redevelopment.
King Liberty Village Urban Design Guidelines
The King Liberty Village lands are located south of the Kitchener/UP rail corridor, between Hanna Ave. in
the west and south, and Strachan Ave. in the east. The lands were formerly an industrial centre, but by
the early 1980s had become a vacant brownfield site as various industries had moved out. The King
Liberty Urban Design Guidelines were endorsed by City Council and provide the principles and overall
vision for the emerging King Liberty Village neighbourhood. The guidelines build on the approved policies
of the Official Plan and the zoning by-laws that describe the locations of public spaces, the density, height
and form of buildings, and defines the character of the community, requiring that it be sensitive to the
heritage of the area.
Paralleling Station (Ordnance St.)
Land at the Paralleling Station site (Ordnance St.) is zoned Industrial (I3), and falls under Section 9 of the
former City of Toronto Zoning By-law 438-86. Permitted uses include: railway, including service and
repair yards; railway station; and railway tracks”, and uses accessory to these uses.
3.2.2 Section 2 - UP Express Bloor Station to UP Express Weston Station
St. Clair Avenue West Avenue Study
The St Clair Avenue West Avenue Study encompassed the stretch of St. Clair Ave. W. from Keele St to
Glenholme Ave. The purpose of the study was to identify a vision and implementation strategy for future
development along this segment of St. Clair, which is designated as an Avenue in Toronto’s Official Plan.
Avenues are considered important mixed use corridors along major streets, where residential growth will
be emphasized.
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The study found that the railway lines pose a significant challenge to the creation of a continuous built
form and an appropriate street level pedestrian environment, and to linking the different segments of the
avenue. Key recommendations of the study related to the Kitchener/UP rail corridor include:
•
•
•
Opportunities should be explored with the Toronto Parking Authority to consider new public
parking facilities that can be incorporated within large re-development sites along the rail lines.
Consideration should be given to transforming rail overpasses into compelling public art
installations.
New potential crosswalks and pedestrian rail crossings will be created to overcome significant
barriers to pedestrian movement and to enhance connectivity to the surrounding communities.
Paralleling Station (3500 Eglinton Ave. W.)
Land at the Paralleling Station site (3500 Eglinton Ave. W.) is zoned E (Employment Industrial) under the
new City of Toronto Zoning By-law 569-2013, which is under appeal. Permitted uses do not include
energy- or transportation-related uses. Permitted uses with conditions include public utility and
transportation use. Conditions for these uses are:
•
•
Public utility: must be enclosed by walls and comply with the lot coverage, minimum building
setback and maximum building height for the E zone if it is: a) an electrical transformer station; or
b) a natural gas regulator station.
Transportation use: A building or structure used as a transportation use must comply with all
zoning regulations for a building on that lot.
Since the new City of Toronto By-law is under appeal, the former City of York Zoning By-law 1-83 remains
in effect for this site. The entire area is zoned Strategic Industrial Employment (SI) under this By-law,
which allows for industrial uses.
3.2.3 Section 3 - UP Express Weston Station to Highway 427
Maintenance Facility (50 Resources Rd.)
Land at the Maintenance Facility site (50 Resources Rd.) is zoned Class 1 Industrial (I.C1) under former
General Etobicoke Zoning Code V131. An amendment to Chapter 304 for the Etobicoke Zoning Code
refers to 50 Resources Road, and states that ancillary maintenance facilities for a railway yard are
prohibited.
Traction Power Substation (including gantries/duct banks) (175 City View Dr.)
Land at 175 City View Drive is zoned E (Employment Industrial) under the new City of Toronto Zoning Bylaw 569-2013, which is under appeal. Transportation uses are permitted under an E designation.
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3.2.4 Section 4 - Highway 427 to UP Express Pearson Station
West of Highway 427, the Kitchener/UP Express rail corridor passes into the City of Mississauga, and
thus zoning is subject to the City of Mississauga’s Zoning By-law (City of Mississauga, 2007). The
proposed rail spur, which begins at Highway 427 and terminates at Pearson Airport, passes through
lands zoned Employment (E2), Greenbelt (G1), and Airport (AP).
E2 lands are designated for a number of indoor uses related to employment, including offices,
manufacturing, wholesaling, restaurants, and so on.
G1 lands are designated for a limited range of uses and activities specific to the protection of people and
property from flooding and erosion hazards, and the protection of natural features. Permitted uses are:
•
•
•
•
•
Flood control;
Stormwater management;
Erosion control;
Natural heritage features and areas conservation; and
Accessory uses (trails, passive recreational uses, fences for natural protection and heritage
areas, and parking areas).
AP lands are designated specifically for Pearson Airport and accessory uses.
As discussed in Section 3.1.5, from west of Highway 401 to the end of the proposed Kitchener/UP
Express spur line, the Kitchener/UP Express rail corridor passes through the Pearson Eco-Business
Zone, a project which envisions a transformation of the lands surrounding the airport into an
internationally recognized environmentally sustainable business zone around Pearson Airport (Partners in
Project Green, n.d.).
4. Future Work
Based on the preliminary design to be completed for the Kitchener/UP Express rail corridor, an impact
assessment will be carried out to identify the potential impacts associated with electrification of the UP
Express service, develop proposed mitigation measures to reduce or eliminate potential adverse effects,
and identify net (residual) impacts. The results of the impact assessment will be documented in ‘Part B’
of this Land Use Assessment Report. The Land Use Assessment Report will become a supporting
document to the final Environmental Project Report (EPR).
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1. Purpose
The purpose of this report is to document the land use impact assessment that was carried out as part of
the UP Express Electrification EA, including identification of potential land use impacts, a description of
proposed avoidance/mitigation/compensation measures, and establishment of the resulting net impacts.
This Impact Assessment Report forms Part B of the Land Use Assessment Report which will become a
supporting document to the final Environmental Project Report (EPR).
2. Methodology
The baseline conditions information contained in Part A of the Land Use Assessment Report was used as
the basis from which the potential impacts of constructing and operating the electrified UP Express
service were identified based on the engineering design provided in the UP Express Electrification
Preliminary Design Report. The impact assessment process was based on the following steps:
•
•
•
Identify potential effects (positive and negative);
Establish avoidance/mitigation/compensation measures to eliminate or minimize potential
negative effects (as required); and
Identify net effects (i.e., residual effects after applying avoidance/mitigation measures).
For purposes of differentiating the various types of potential environmental impacts related to the UP
Express Electrification undertaking, they were characterized and grouped as follows:
Footprint Impacts
Operations and Maintenance
Impacts
Construction Impacts
Potential displacement or loss of existing/planned land use
features within the Study Area due to implementation of the
physical UP Express Electrification project components (e.g.,
traction power facilities, EMU Maintenance Facility).
Potential (long term) effects on existing/planned land use features
(including receptors) due to operations and maintenance activities
associated with the electrified UP Express service (e.g., operation
of the electrified UP Express system, operation of EMU
Maintenance Facility, etc.).
Potential disruption/disturbance (short term) effects on existing
land use features (including receptors) due to construction
activities associated with the UP Express Electrification project
(e.g., construction of OCS components, construction of traction
power facilities, etc.).
The following section documents the potential land use impacts associated with the four respective Study
Area sections, including a description of the proposed avoidance/ mitigation/ compensation measures to
eliminate or minimize the potential impacts, followed by identification of net effects (positive or negative).
In general, mitigation measures were identified based on a combination of best management practices
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and more development of more specific mitigation measures as appropriate to address project-specific
impacts.
3. Existing Land Use
3.1
Section 1 – UP Express Union Station to UP Express Bloor Station
3.1.1 Footprint Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
This corridor segment from Union Station west to Bloor Station is a highly urbanized area consisting of a
mix of high density residential, industrial and commercial land uses. The electrified trains will be operating
in the same corridor as the DMU service. The conversion of the UP Express service from diesel power to
electric power in this segment of the corridor entails the addition of a number of features such as an
overhead contact system (OCS), a paralleling station, and gantries. It is recognized that given the preexisting rail corridor and GO stations, electrification will not result in a change in land use of the corridor’s
footprint, except in cases where OCS poles/portal structures are proposed just outside of the existing
Metrolinx-owned rail Right of Way (ROW) and require property acquisition or easements. Potential
effects related to property acquisition and easements are documented in Chapter 6 of the Environmental
Project Report.
The Paralleling Station is located where Lakeshore West GO rail corridor splits from the UP Express rail
corridor at Ordnance Street. Currently, the site contains Metrolinx signal bungalows, a power substation
for switches and pump station, and a multi-story advertisement sign; thus, a change in land use will be
experienced with the construction of the Paralleling Station. The proposed gantries associated with the
Ordnance PS will be located within the existing Metrolinx-owned property; therefore no footprint impacts
are anticipated in relation to these components. It is noted that an easement is required for the duct
bank, though this will also not lead to any footprint impacts to land use.
The property east of Strachan Avenue to the split in the rail corridors is a triangular shape and has been
the focus of a development proposal involving the redevelopment of lands, zoned Industrial to a mixeduse development comprising of residential towers, park land, and commercial/office space. The proposed
development will include a touchdown point for the proposed Fort York pedestrian and cycling bridge,
thus linking Stanley Park to the north, Liberty Village to the west and the lakefront to the south. In
addition, the planned King Street Pedestrian Bridge that will connect the western leg of Douro Street and
the western leg of Western Battery Road in Liberty Village is also located in Section 1.
With the exception of 30 Ordnance Street, which is privately owned, the remaining property in the triangle
is owned by Build Toronto and is currently in a five-year Official Plan review being conducted by the City
of Toronto (City of Toronto 2012c). The easterly portion of the site is owned by Metrolinx and is the site of
the proposed Paralleling Station. It is noted that negotiations with the adjacent property owner are
currently underway with respect to road relocation on the Ordnance site.
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The easterly portion of the site (owned by Metrolinx and the site of the proposed Paralleling Station) is
currently zoned Industrial (I3) under former City of Toronto Zoning By-law No. 438-86, and permits the
presence of accessory facilities to railways. Discussions with Planning staff confirmed that there are no
zoning conflicts for the Paralleling Station. Further coordination with the City of Toronto will be required to
confirm that the proposed Paralleling Station design is compatible with the site’s land use zoning
designation.
The proposed gantries associated with the Ordnance PS will be located within the existing Metrolinxowned property; therefore no footprint impacts are anticipated in relation to these components. It is noted
that an easement is required for the duct bank, though this will also not lead to any footprint impacts to
land use.
There are no social facilities are within 100 m of the corridor in this section of the study area.
The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto
Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates
with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest
extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects
are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.
Net Effects
Based on the current preliminary design, the OCS structure location at Sudbury St. is to be located
outside the Metrolinx ROW and will encroach slightly into adjacent land uses. While this will not change
land uses Metrolinx is consulting with the City of Toronto to discuss potential design options for the
Sudbury St. portal location during detailed design, if the encroachment cannot be avoided. The
electrification of the ROW and UP Express Union Station will not result in a change in land use of the
corridor’s footprint, and as such no adverse net effects are anticipated. The footprint of the Paralleling
Station and duct bank will result in a minor change from the existing land use; however, the proposed use
of the property is compatible with the adjacent land uses. Further coordination with the City of Toronto will
be required to confirm that the proposed Paralleling Station design is compatible with the site’s land use
zoning designation. The Paralleling Station is not anticipated to negatively affect future development
within this zoning context.
3.1.2 Operations and Maintenance Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
The electrified trains will be operating in the same corridor as the DMU service, and as such, the project
works and activities associated with the operation of the EMU in this corridor are compatible with existing
land uses. Further, it is recognized that land use over time does change; however, all land use is
regulated through the Official Plan process and the City of Toronto’s zoning by-laws. The Paralleling
Station is not anticipated to affect existing land use patterns, nor is it anticipated to adversely change the
planned re-development of the Ordnance triangle. Coordination between Metrolinx, the City of
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Toronto/Build Toronto and the Developer will continue throughout the detailed design phase to ensure
future land use plans do not conflict with the presence of the Paralleling Station and access road.
Net Effects
No adverse net effects on land use anticipated.
3.1.3 Construction Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
Regarding construction activities for OCS and gantries within the rail corridor, it is anticipated that this
work will be carried out during night time hours (refer to Noise & Vibration Impact Assessment Report for
further detail).
Construction activities are considered temporary and short-term in nature, and will be localized to the site.
They are estimated to last 6 to 9 months and will primarily occur during daytime hours. It is anticipated
that staging areas will be within existing Metrolinx owned property along the rail corridor and the
Paralleling Station site. The impacts of construction activities include temporary nuisance effects from
noise, dust and traffic, though these effects will cease once construction has finished. As a result, no
changes to existing or planned land uses are predicted. It is noted that potential impacts related to noise,
vibration and air quality have been documented in the Noise & Vibration and Air Quality Impact
Assessment Reports, respectively.
No other land use effects are anticipated.
Net Effects
Construction effects are considered short term, localized and temporary, and as such, land use effects
are minor.
3.2
Section 2 – UP Express Bloor Station to UP Express Weston Station
3.2.1 Footprint Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
This corridor segment from Bloor Station to Weston Station is a highly urbanized area consisting of a mix
of high density residential, industrial and commercial land uses. The electrified trains will be operating in
the same corridor the DMU service. The conversion of the UP Express service from diesel power to
electric power in this segment of the corridor entails the addition of a number of features such as an
overhead contact system (OCS), a Paralleling Station, and gantries. Station upgrades are underway at
Bloor and Weston GO Stations. There are future plans for a station at Mount Dennis. Project works are
located within the existing rail corridor and station lands; however some minor easements may be
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required to accommodate some of the OCS portal structures. It is recognized that given the pre-existing
rail corridor and stations, electrification will not result in a change in land use of the corridor’s footprint.
Potential effects related to property acquisition and easements are documented in the Environmental
Project Report.
The Paralleling Station (PS) is proposed at 3500 Eglinton Avenue West, which is currently open space.
The approximate footprint of the Paralleling Station is 40 m x 25 m. The property at 3500 Eglinton Avenue
West is currently open space and is zoned as Employment Industrial (EI under new City By-law, under
appeal) and Strategic Industrial Employment (SI under former City By-law). Permitted uses with
conditions for EI include public utility and transportation use. Conditions for these uses are:
•
•
Public utility: must be enclosed by walls and comply with the lot coverage, minimum building
setback and maximum building height for the E zone if it is: a) an electrical transformer station; or
b) a natural gas regulator station.
Transportation use: A building or structure used as a transportation use must comply with all
zoning regulations for a building on that lot.
Permitted uses for SI include industrial uses.
Discussions with Planning staff confirmed that there are no zoning conflicts for the Paralleling Station.
Further coordination with the City of Toronto will be required to confirm the proposed Paralleling Station
design is compatible with the site’s land use zoning designation.
It is noted that the former Kodak property located at 3500 Eglinton Avenue West was identified by
Metrolinx as the preferred site for the new Maintenance and Storage Facility (MSF) to be constructed as
part of the Eglinton Crosstown Light Rail Transit project (Metrolinx Eglinton Crosstown LRT EPR
Addendum, October 2013). As per the October 2013 EPR Addendum, the proposed MSF will require the
entire Kodak property area. As a result, the potential footprint impacts and associated mitigation
measures associated with construction and implementation of the MSF were captured and documented
as part of the Eglinton Crosstown LRT Environmental Assessment process via the EPR Addendum.
Subsequently, in coordination with the Eglinton MSF team, it was confirmed that the Kodak site will
accommodate the MSF as well as the Paralleling Station required for UP Express electrification. As a
result, a provision for the proposed Paralleling Station will be incorporated into the detailed design/build
plans for the Eglinton LRT MSF. Therefore, the final location of the Paralleling Station within the Kodak
property limits (owned by Metrolinx) will be determined as part of the detailed design phase for the
Eglinton LRT MSF. Notwithstanding this, since the potential impacts and mitigation measures related to
developing the entire Kodak property were previously captured in the Final Eglinton Crosstown LRT EPR
Addendum, there will be no new net adverse land use effects associated with locating the Paralleling
Station facility on the Kodak site.
Easements required from the City of Toronto in order to install the duct bank along Industry St. and Ray
Avenue will have no effects on land use, as the use of the road will not be affected once construction is
complete.
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The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto
Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates
with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest
extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects
are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.
Net Effects
Property easements from the City of Toronto will be required for installation of ductbanks under Industry
St. and Ray Ave. associated with the PS facility at 3500 Eglinton Ave. W. The electrification of the rail
ROW will not result in a change in land use; therefore no adverse net effects are anticipated. The
Paralleling Station is a compatible land use with the existing zoning for the property; therefore no adverse
net effects on land use anticipated. Further coordination with the City of Toronto will be required to
confirm the proposed Paralleling Station design is compatible with the site’s land use zoning designation.
The Paralleling Station is not anticipated to negatively affect future development within this zoning
context.
3.2.2 Operations and Maintenance Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
The electrified trains will be operating in the same corridor as the DMU service, and as such, the project
works and activities associated with the operation of the EMU are compatible with existing land uses. It is
recognized that land use over time does change as neighbourhoods, industry and businesses evolve;
however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning bylaws.
Of the sensitive receptors (schools, day cares, long term care centres) identified, four are located within
100 m of the pre-existing rail corridor. Two sensitive receptors are located approximately 400 m from the
Paralleling Station. Potential effects on these receptors as a result of the electrification of UP Express
trains are discussed as part of the Noise and Vibration and Air Quality impact Assessment Reports. It is
noted that one of those four sensitive receptors (i.e., Hollis Child Care Centre) is to be closed/relocated
as part of the Metrolinx Eglinton Crosstown LRT project.
The operation and maintenance of the Paralleling Station is not anticipated to restrict future
re-development on the remainder of the property.
Net Effects
No net adverse land use effects anticipated.
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3.2.3 Construction Impacts
Construction activities are temporary, short-term and localized in nature. Potential effects to sensitive
receptors resulting from the construction of the electrification components of UP Express may include
temporary nuisance effects such as noise, vibration, and increased traffic effects during construction (i.e.,
temporary detours, etc.). Refer to the Air Quality and Noise and Vibration Impact Assessment Reports for
additional information.
Construction activities associated with the Paralleling Station are estimated to last 6 to 9 months and will
occur during daytime hours. It is anticipated that the staging areas will be within existing Metrolinx
properties along the rail corridor and the Paralleling Station site, and thus will not have any adverse
effects on land use.
Net Effects
Construction nuisance effects will be temporary, and localized.
3.3
Section 3 – UP Express Weston Station to Highway 427
3.3.1 Footprint Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
This corridor segment from Weston Station to Highway 427 passes through a predominately residential
area, however portions of this segment do pass recreational features (Weston Golf and Country Club)
and some commercial/industrial lands. The conversion of the UP Express service from diesel power to
electric power in this segment of the corridor entails the addition of an overhead contact system (OCS),
gantries, and a new Maintenance Facility, which is to be located on Metrolinx-owned property
(50 Resources Rd.). It is recognized that given the existing rail corridor and GO stations, electrification
(including new OCS infrastructure) will not result in a change in land use of the corridor’s footprint, except
in a small number of cases where OCS poles/portal structures are proposed outside of the existing
Metrolinx owned rail ROW. Potential effects related to property acquisition and easements are
documented in the Environmental Project Report.
EMU Maintenance Facility
The EMU Maintenance Facility (MF) required to service EMU trains is located at 50 Resources Road,
Etobicoke. The footprint of the MF is approximately five hectares. The property is currently vacant;
however, immediately adjacent land use includes transportation corridors on three sides (Highway 401,
Islington Avenue and Highway 401 ramps, and the rail corridor) and industrial. The footprint requirements
can be accommodated on the property. It is also noted that the existing Stormwater Management Pond to
the east of the MF site will need to be redesigned to accommodate the proposed Maintenance Facility.
Further detail on the potential impacts and mitigation measures related to the SWM pond are documented
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in the Natural Environment Impact Assessment Report. The Maintenance Facility will result in a change
to the existing land use; however, the proposed facility is a compatible use.
With respect to current land use zoning on the Resources Rd. site, land at the site is zoned as Class 1
Industrial (I.C1) under former General Etobicoke Zoning Code V131. An amendment to Chapter 304 for
the Etobicoke Zoning Code refers to 50 Resources Road, and states that ancillary maintenance facilities
for a railway yard are prohibited. Discussions with Planning staff confirmed that there is a zoning conflict
with the Maintenance Facility, and that City staff will have to be consulted regarding a zoning amendment.
Metrolinx will work with the City of Toronto during the detailed design phase to determine the process to
be followed for obtaining a zoning by-law amendment in order to accommodate the proposed
Maintenance Facility on this site.
Traction Power Distribution Components associated with 175 CityView Dr. TPS
A Traction Power Substation (TPS) is also required within this segment of the corridor. The TPS is
located at 175 City View Drive at the southeast corner of Highway 27 and Dixon Road. Adjacent land use
includes the rail corridor, Hydro One transmission line corridor and industrial/commercial uses (refer to
Hydro One’s Union Pearson Express Electrification Traction Power Supply System Class Environmental
Assessment – Draft Environmental Study Report). The potential effects related to the new TPS are being
assessed by Hydro One as part of a separate Class EA process. However, it is noted that the installation
of the Metrolinx power distribution components (i.e., gantries and duct banks) are considered compatible
land uses, as the CityView Drive site is zoned as Employment Industrial. In addition, the duct banks will
require property acquisition/easements. Potential effects related to property acquisition and easements
are documented in the Final Environmental Project Report. Discussions with Planning staff confirmed that
there are no zoning conflicts for the TPS.
The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto
Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates
with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest
extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects
are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.
Net Effects
The property acquisition/ easements required for the OCS structures located outside the Metrolinx ROW
as well as the gantries and duct banks will result in encroachment onto adjacent land uses, but will not
affect the surrounding land uses. The electrification of the ROW and GO stations will not result in a
change in land use of the corridor’s footprint, and as such no adverse net effects are anticipated. No
adverse net effects on land use anticipated. Metrolinx will work with the City of Toronto during the detailed
design phase to determine the process to be followed for obtaining a zoning by-law amendment in order
to accommodate the proposed Maintenance Facility on this site.
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3.3.2 Operations and Maintenance Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
The electrified trains will be operating in the same corridor as the DMU service, and as such, the project
works and activities associated with the operation of the EMU are compatible with existing land uses. It is
recognized that land use over time does change as neighbourhoods, industry and businesses evolve;
however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning bylaws.
The corridor in this section from Weston GO Station to Highway 427 passes through the Weston
community and three child care centres and four schools; however, all are located beyond 100 m of the
rail corridor. All other sensitive receptor facilities are located beyond 500 m of the Maintenance Facility.
Similarly, there are no sensitive receptor facilities within 500 m of Section 4, Highway 427 to UP Express
Pearson Station.
The operation and maintenance of the Maintenance Facility is not anticipated to restrict future
development on the remainder of the property nor result in land use conflicts.
Net Effects
No net adverse effects to land use are anticipated as a result of operation and maintenance of the
electrified UP Express in this section.
3.3.3 Construction Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
Construction activities are temporary, short-term and localized in nature. Potential effects to sensitive
receptors resulting from the construction of the electrification components (e.g. OCS) of UP Express may
include nuisance affects such as noise, vibration, and temporary traffic effects (e.g., temporary detours),
however these effects will cease once construction has finished. Construction activities for the OCS and
gantries are anticipated to occur during night time hours. Further details related to potential nuisance
effects are discussed as part of the Air Quality and Noise and Vibration Impact Assessment Reports.
Construction activities related to the Maintenance Facility are anticipated to last two to three years and
are anticipated to occur during daytime hours. It is anticipated that staging areas will be within existing
Metrolinx-owned property. Further details related to potential nuisance effects are discussed as part of
the Air Quality and Noise and Vibration Impact Assessment Reports.
Net Effects
Construction nuisance effects will be temporary, and localized.
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3.4
Section 4 – Highway 427 to UP Express Pearson Station
3.4.1 Footprint Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
The corridor segment from Highway 427 to Pearson Station is a spur line that is elevated above all
existing land uses. It is noted that this spur line is currently under construction. The spur line passes
through the Mimico Creek flood plain and industrial/commercial land before entering the Pearson airport
property. The land use effects related to constructing and operating the spur line were captured in the
Georgetown South Service Expansion and Union Pearson Rail Link Environmental Assessment (GSSE
URPL EA).
There are no additional facilities required to support the electrification of the corridor in this section.
Therefore, there are no land use footprint impacts.
Net Effects
No net adverse effects to land use are anticipated.
3.4.2 Operations and Maintenance Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
The Electric Multiple Unit (EMU) trains will be operating in the same corridor as the DMU service,
therefore, the project works and activities associated with the operation of the EMU are compatible with
existing land uses. It is recognized that land use over time does change as neighbourhoods, industry and
businesses evolve; however, all land use is regulated through the Official Plan process and the City of
Toronto’s zoning by-laws. There are no sensitive receptors (schools, day cares, long term care centres)
within 500 m from the elevated rail spur corridor.
The operation and maintenance of the UP Express spur is not anticipated to result in land use conflicts.
Net Effects
No net adverse effects to land use are anticipated as a result of operation and maintenance.
3.4.3 Construction Impacts
Potential Effects and Avoidance/Mitigation/Compensation Measures
Construction activities are temporary, short-term and localized in nature. There are no sensitive receptors
within 500 m of the corridor; however, potential effects to sensitive receptors resulting from the
construction of the electrification components of UP Express may include nuisance effects such as noise,
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vibration, and temporary traffic effects (e.g., temporary detours), though these effects will cease once
construction has finished. Further detail related to potential nuisance affects are discussed as part of the
Air Quality and Noise and Vibration Impact Assessment Reports.
No other land use effects are anticipated.
Net Effects
Construction nuisance effects will be temporary, and localized.
4. Planned Land Use
The Cities of Toronto and Mississauga are required to ensure planning decisions are consistent with
Provincial planning directives. In accordance with Section 3 of the Planning Act, a Provincial Policy
Statement (PPS) was issued effective March 1st, 2005. The purpose of the PPS is to provide policy
direction on matters of provincial interest related to land use planning and development. Objectives of the
PPS include:
•
•
•
building strong communities;
wise use and management of resources; and,
protecting public health and safety.
Similarly, the City’s planning decisions must not conflict with The Growth Plan for the Greater Golden
Horseshoe which provides a framework for managing growth in the Greater Golden Horseshoe. The
Grow Plan provides:
•
•
•
directions for where and how to grow;
the provision of infrastructure to support growth; and
protecting natural systems and cultivating a culture of conservation.
Each City has an Official Plan and applicable zoning by-laws to manage and growth. Land use conflicts or
compatibility are addressed at this level. Secondary Plans for specific neighbourhoods manage and guide
growth throughout the city.
4.1
Section 1 – UP Express Union Station to UP Express Bloor Station
Potential Effects and Avoidance/Mitigation/Compensation Measures
There are a number of neighbourhoods within this segment that have undertaken specific planning
studies in order to manage land use issues such as increasing development pressure, revitalization and
linkages to adjacent neighbourhoods. Studies considered include:
•
•
Fort York Master Plan;
Niagara Neighbourhood Built Form and Density Study;
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•
•
•
West Queen West Triangle Zoning Review;
King Liberty Village Urban Design Guidelines;
Garrison Common North Secondary Plan; and
Ward 18 Local Area Study.
Electrification of the UP Express route/corridor will not conflict with these various neighbourhood visions;
although adjacency to the rail corridor was one of the issues noted by City Planning with regard to the
West Queen West Triangle redevelopment.
In addition, the City of Toronto is presently undergoing the five-year review of the Official Plan which
includes a Municipal Comprehensive Review (MCR) of all Employment Lands. The Ordnance Triangle
proposed re-development zoning by-law amendment is pending the completion of this Municipal
Comprehensive Review. It is not anticipated that the proposed Paralleling Station will conflict with this
planned residential, green space and commercial development.
It is anticipated that future growth along the corridor will be focused around areas served by transit, and
as such, intensification around the stations (Bloor and Weston) is anticipated. Secondary Plans will
continue to guide the growth to ensure compatible land use occurs adjacent to the rail corridor.
The Toronto Bike Plan outlines a detailed cycling network across the city and proposes a number of
expansions. The West Toronto Railpath is a multi-use pathway intended to provide a connection from
Toronto’s junction neighbourhood to downtown Toronto and currently follows a segment of the GO rail
corridor. Due to insufficient space within the GO rail corridor to accommodate extension of the existing
railpath north of Cariboo Road, alternatives to extending are under consideration by the City. Metrolinx
and the City continue to collaborate on developing a more integrated network that is safe and convenient
(Metrolinx 2008). It is not anticipated that electrification of UP Express will hinder any future trail
development.
Continued dialogue and coordination between Metrolinx and City Planning will be needed as project
moves into the detailed design phase.
Net Effects
No net adverse negative effects on planned land uses are anticipated.
4.2
Section 2 – UP Express Bloor Station to UP Express Weston Station
Potential Effects and Avoidance/Mitigation/Compensation Measures
Within this segment, the St. Clair Avenue West Avenue Study identified that the railway lines pose a
significant challenge to fulfilling their vision for the area and recommended new crosswalks and
pedestrian rail crossings be created to overcome this significant barrier to pedestrian movement and to
improve linkages to adjacent communities. It is recognized that the rail corridor does pose a significant
barrier particularly to pedestrian movement and connectivity of neighbourhoods in general; however,
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electrification of the UP Express route is not anticipated to change this situation. Metrolinx’s Mobility Hub
study for Mount Dennis recommends a number of ways to address this, including creating multi-use trails
and pedestrian concourses, widening sidewalks, and installing landscaping to make for a safer and more
pleasant pedestrian environment (Metrolinx Mount Dennis Mobility Hub Study 2013). The UP Express
project does include some modifications to existing bridges and overhead structures in order to
accommodate the OCS. Modifications also include bridge protection barriers for pedestrian safety and
security. Should new pedestrian rail crossings be proposed by the City in the future, discussions with
Metrolinx will be required to ensure system efficiency and pedestrian safety.
The Paralleling Station located within this segment of the corridor is compatible with the existing zoning of
the area and is not anticipated to negatively affect future development within this zoning context.
Net Effects
No net adverse negative effects on planned land uses are anticipated.
4.3
Section 3 – UP Express Weston Station to Highway 427
Potential Effects and Avoidance/Mitigation/Compensation Measures
No land use studies are currently available along this segment of the corridor. The two facilities located in
this segment are the Maintenance Facility and the gantries and duct banks required for the Hydro One
TPS. The TPS gantries and duct banks are compatible with the existing zoning of the area and are not
anticipated to negatively affect future development within this zoning context. As discussed earlier, the
Maintenance Facility conflicts with current zoning of the 50 Resources Road site, and Metrolinx will work
with the City of Toronto during the detailed design phase to determine the process to be followed for
obtaining a zoning by-law amendment for this site.
Net Effects
No net adverse negative effects on planned land uses are anticipated.
4.4
Section 4 – Highway 427 to UP Express Pearson Station
Potential Effects and Avoidance/Mitigation/Compensation Measures
This segment of the UP Express route/corridor passes into the City of Mississauga west of Highway 427,
and as such is subject to the City of Mississauga’s Zoning By-law. The rail spur corridor is elevated and
passes through lands zoned Employment, Greenbelt and Airport. The Employment lands permit a
number of uses and as such future uses may evolve through re-development or revitalization initiatives.
In contrast, the Greenbelt is a protected land use which restricts development. It is unlikely that the
electrification of the rail corridor will impede any future land use in this land use designation.
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The rail spur passes through the Pearson Eco-Business Zone and as such is not anticipated to impede
the development of this area into an environmentally sustainable business zone. The presence of UP
Express will be attractive to businesses relocating to the Eco-Business Zone and further, the electric
trains are compatible with the environmentally sustainable philosophy of the business zone.
Net Effects
No net adverse negative effects on planned land uses are anticipated.
4.5
Monitoring
The proposed OCS infrastructure required to support UP Express electrification will not result in a change
in land use of the rail corridor’s footprint, except in locations where easements may be required. The
number and type of easements will be confirmed as part of finalizing the preliminary design and will be
documented in the EPR/ESR. No net adverse effects are anticipated in relation to easements that will
require monitoring.
In addition, the facilities proposed as part of UP Express electrification the two Paralleling Stations, and
EMU Maintenance Facility, are generally compatible with existing and planned land uses; therefore, no
net adverse land use impacts are anticipated and no monitoring activities are proposed.
Similarly, additional coordination with the City of Toronto is anticipated in relation to development of the
West Toronto Railpath, as well as for the proposed access road in the vicinity of the Ordnance paralleling
station site.
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References
City of Etobicoke. 1996. Etobicoke Zoning Code.
City of Mississauga. 2011. Mississauga Official Plan. September 2011.
City of Mississauga. 2007. Mississauga Zoning By-law. No. 0225-2007. Consolidated June 2007.
City of Toronto. 2012a. Draft Zoning By-law. Planning and Growth Management Committee, November 8,
2012. http://www.toronto.ca/zoning/bylaw/ZBL_NewProvision_Index.htm
City of Toronto. 2012b. Bikeway Trails Implementation Plan. Staff Report to Public Works and
Infrastructure Committee, April 12, 2012. Accessed June 13, 2012 at:
http://www.toronto.ca/legdocs/mmis/2012/pw/bgrd/backgroundfile-46899.pdf.
City of Toronto 2012c. Planning Staff Report 10, 11, 25 Ordnance Street and 45 Strachan Avenue Official Plan Amendment and Zoning Amendment Applications - Preliminary Report. October 3, 2012.
Accessed September 3, 2013 at: http://www.toronto.ca/legdocs/mmis/2012/pg/bgrd/backgroundfile51485.pdf
City of Toronto 2011. Planning Staff Report 30 Ordnance Street – Zoning Amendment-Final. December
19, 2011. Accessed June 13, 2012 at:
http://www.toronto.ca/legdocs/mmis/2012/te/bgrd/backgroundfile-43498.pdf
City of Toronto. 2010. Toronto Official Plan. Consolidated December 2010.
City of Toronto. 2001. Toronto Bike Plan: Shifting Gears.
City of Toronto. 1997. Zoning By-law No. 438-86. Amended June 1997.
City of Toronto. n.d. Ward 18 Local Area
http://www.toronto.ca/planning/ward18-study.htm
Study.
Accessed
January
20,
2014
at:
City of York. 1997. City of York Zoning By-law 1-83. April 1997.
Metrolinx. 2013. Mount Dennis Mobility Hub Study. August 2013. Accessed December 19, 2013 at:
http://www.thecrosstown.ca/sites/default/files/pdf/reports/mountdennismobilityhubstudyfinal.pdf
Metrolinx. 2010. GO Electrification Study Final Report – Appendix 8G – Social/Community Impacts.
December 2010.
Metrolinx. 2009. Georgetown South Service Expansion and Union-Pearson Rail Link Environmental
Project Report. July 30, 2009.
Metrolinx. 2008. The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area.
November 2008. Accessed June 13, 2012 at:
http://www.metrolinx.com/thebigmove/Docs/big_move/TheBigMove_020109.pdf.
Partners in Project Green (n.d.). Partners in Project Green Fact Sheet. Accessed June 13, 2012 at:
http://www.partnersinprojectgreen.com/files/partners_in_project_green_fact_sheet.pdf.
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Staff Report for Action on the Bikeway Trails Implementation
http://www.toronto.ca/cycling/network/pdf/trails_project_table.pdf
R-2
Plan
April
27,
2012
at: