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Kitchener Corridor Air Quality Study Report

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Kitchener Corridor Air Quality Study Report GO Rail Network Electrification Project Final Environmental Project Report Addendum APPENDIX F3: Kitchener Corridor Air Quality Study Report Local Air Quality Study – Kitchener Corridor GO Rail Network Electrification Project 03-Dec-2020 Prepared by: Contract: QBS-2017-CKU-001 Revision DE Authorization X X Alain Carriere Amber Saltarelli Senior Project Manager Project Manager X Andy Gillespie Program Manager REVISION HISTORY Revision Date Purpose of Submittal Comments DA 17-Jul-2019 Draft submission to Metrolinx N/A DB 08-Sep-2020 Revision addressing Metrolinx comments N/A DC 05-Oct-2020 Revision addressing Metrolinx comments N/A DD 09-Oct-2020 Revision addressing Metrolinx comments N/A DE 03-Dec-2020 Revised Submission N/A This submission was completed and reviewed in accordance with the Quality Assurance Process for this project. Revision DE 03-Dec-2020 Executive Summary Metrolinx and Hydro One (as co-proponents) jointly completed the GO Rail Network Electrification Transit Project Assessment Process (TPAP) in 2017 to convert six Metrolinx-owned Rail Corridors from diesel to electric propulsion. Once electrification is implemented, the system will operate with a mixed fleet of diesel and electric trains, as not all tracks on all corridors will be electrified. Metrolinx currently has a fleet of 91 diesel locomotives, of which 17 are relatively new or recently refurbished models that comply with the most stringent emission limits (Tier 4), while the remainder cover a range of ages and emission levels (Tier 0 to Tier 3). Since 2017, Metrolinx has developed a more detailed design and schedule for how increased passenger service will be delivered for the GO Rail Expansion Program in the future, involving further infrastructure and rail traffic changes. These proposed changes require a reassessment of potential air quality impacts as part of an addendum to the 2017 Electrification EPR. Local air quality impacts along the Rail Corridors are related to the continued use of diesel locomotives after electrification is complete. In addition, temporary impacts will be associated with construction activities supporting the implementation of the expansion program. RWDI was retained to complete a local air quality impact assessment for the GO Rail Network to support the addendum to the 2017 Electrification EPR. The objective of this study was to assess air quality effects and how they will change from existing operations (2015) to the proposed future operations. The projected future rail service levels are based on a horizon year of 2037 and include an added 10% safety factor. This report addresses potential local air quality impacts from future operations along the Kitchener (KT) Rail Corridor, west of the UP Express Pearson International Airport Spur at Highway 427. The portion of the KT Rail Corridor east of the UP Express Spur has been assessed as part of the Addendum to the 2014 UP Express Electrification TPAP. Other Corridors are addressed in separate Air Quality Study reports. Likewise, regional air quality effects, temporary air quality impacts during construction, and greenhouse gas emissions are addressed elsewhere. The scope, approach and work plan for air quality studies for Metrolinx rail infrastructure projects as part of a TPAP follow guidance provided in the “ON Corridor Air Quality and Greenhouse Gas Emissions Study” (DRAFT #3, September 5, 2019) (Air Quality Work Plan). Computer dispersion modelling was used to predict concentrations of key air contaminants at representative receptors in proximity to the rail corridor. The modelled sections of the Kitchener Corridor includes an 800 m section just east of Malton GO Station. These are the sections that have residential and other sensitive uses in proximity to the rail corridor. The remainder of the study area has no residential areas near the tracks. Concentrations of relevant air contaminants were predicted under worst-case meteorological conditions and reasonably worst-case background air quality conditions. This was done for numerous receptor locations, so that the worst-case receptor location(s) could be identified. The results for the worst-case receptor locations indicated the following: • PM2.5, PM10, Acrolein, Carbon Monoxide, Formaldehyde, Acetaldehyde, and 1,3-Butadiene are all predicted to be within the provincial air quality criteria (AAQCs) in both the Baseline and Future Scenario. • 1-hour and 24-hour NO2 meet the current Ontario AAQC’s, but 1-hour and annual average NO2 do not meet the more recent and more stringent Canadian Ambient Air Quality Standards (CAAQS) in either the Baseline or Future Scenario. • 24-hour and annual average Benzo(a)pyrene exceed the provincial AAQCs in both scenarios. i Revision DE 03-Dec-2020 • 24-hour Benzene meets the AAQC in both scenarios, but the annual average Benzene does not in either scenario. The AAQCs and CAAQS represent desirable levels, rather than statutory limits. Measures mandated to achieve the CAAQS should consider technical achievability, practicality and implementation costs (CCME, 2019). Further examination of the model results for NO2 showed that the cumulative concentrations decline sharply within the first 150 m from the rail corridor. The predicted future daily maximum 1-hour NO2 levels (98th percentile) fall within the 2020 CAAQS objective at approximately 50 m from the rail corridor, and within the 2025 CAAQS objective at approximately 100 m from the rail corridor. The predicted future annual average concentrations remain above the 2020 and 2025 CAAQS objective at all distances within the study area. This is because the background level of annual NO2 used in the analysis is above the 2025 CAAQS objective. A detailed examination of predicted cumulative NO2 concentrations at 10 representative receptors showed that the maximum hourly concentrations increase by 14% to 62% between the Baseline and Future Scenario, but the mean and median concentrations change by less than 10%, except at ground- level locations immediately adjacent to worst-case areas of the corridor (Receptors 1, 2, 9, and 10). The predicted hourly concentrations in the Future Scenario are below the 2020 CAAQS level just below 99% of the time at Receptors 2 and 9, which are adjacent to the rail corridor, and 100% of the time at all the other representative receptors. They are below the 2025 CAAQS level approximately 96% to 99% of the time at Receptors 1, 2, 9, and 10, and 100% of the time at all other representative receptors The average cumulative NO2 concentrations at the representative receptors are dominated by the background contribution, except Receptor 1 in the Future Scenario, where the cumulative concentration is dominated by the rail corridor. The average contribution of Metrolinx-related emission sources is higher in the Future Scenario than in the Baseline Scenario but remains small compared to background (approximately 14% or less), except at Receptors 1, 2, 9, and 10, which are adjacent to the corridor. Further examination of the model results for Benzene and Benzo(a)pyrene showed that the predicted contribution of Metrolinx-related sources to the cumulative concentrations is very small (generally less than 10%). Separate Assessment of Construction and Operation Phase Impacts on Local Air Quality Due to the exceptional size and complexity of the GO Expansion program, Metrolinx assessed the Air Quality impacts of the construction and operation phases of the Project in individual separate reports. The construction phase reports deal only with the construction phase of the individual infrastructure component (ex. grade separation, bridge improvement, pedestrian tunnel) at a given location and are written independently by experts. The operation phase reports deal with the air quality impacts of the daily operation of trains on each expanded and improved rail corridor, which is part of the GO Expansion program. The construction phase local air quality impacts of new layover facilities are included in the operation phase reports. These provisions are described in the Metrolinx work plan for the Air Quality study of the GO Expansion program, which was submitted to MECP prior to the commencement of the study. The operation phase reports address the air quality impacts of train operations per planned “maximum” service levels on the expanded and improved rail network - fully accounting for every relevant element of the infrastructure – including the new grade separations, new/improved bridges, and layover facilities. Hence, the rail noise and vibration implications of the proposed infrastructure are accounted for in the operation phase reports of each corridor, rather than in individual construction phase reports. This provides for a more consistent and efficient assessment process. ii Revision DE 03-Dec-2020 The potential air quality impacts of any change in road traffic conditions resulting from grade separation and other component projects are not assessed, since these are expected to be insignificant and generally positive (a reduction in air contaminant emissions). In addition to local air quality impacts, Metrolinx assessed also the system-wide, regional air contaminant and greenhouse gas emission implications of the OnCorr Project in a separate, stands-alone report. This report quantifies the direct cumulative net effect of the GO Expansion program on the regional inventory of air contaminant and greenhouse gas emissions. iii Revision DE 03-Dec-2020 GO Rail Network Electrification Project Air Quality Study –Kitchener Corridor
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