GO Rail Network Electrification TPAP FinalREVIEW Preliminary OF PARSONS PEnvironmentalROPOSAL TO UPGRADE Site TRACK Assessment CIRCUITS
Gap Analysis Report - Rail Corridors
For
Prepared & Reviewed
by:
Gannett Fleming Project No. 060277 Metrolinx Electrification Project Contract No. QBS-2014-IEP-002
Prepared By: Morrison Hershfield 9/26/17 Rev. 2.0 i | P a g e Submittal Date: September 26, 2017
METROLINX GO RAIL NETWORK ELECTRIFICATION
Quality Assurance Document Release Form
Name of Firm: MORRISON HERSHFIELD
Document Name: Preliminary Environmental Site Assessment Gap Analysis Report - Rail Corridors
Revision No. 2
Submittal Date: September 26, 2017
Discipline: Preliminary Environmental Site Assessment
Prepared By: Jonathan Kerr and Forest Pearson Date: July, 2016
Reviewed By: Leah Deveaux Date: October 14, 2016
Approved By: Amber Saltarelli Date: Sept, 2017 Project Manager
The above electronic signatures indicate that the named document is controlled by Gannett Fleming Canada ULC, and has been:
1. Prepared by qualified staff in accordance with generally accepted professional practice. 2. Checked for completeness and accuracy by the appointed discipline reviewers and that the discipline reviewers did not perform the original work. 3. Reviewed and resolved compatibility interfaces and potential conflicts among the involved disciplines. 4. Updated to address previously agreed-to reviewer comments, including any remaining comments from previous internal or external reviews. 5. Reviewed for conformance to scope and other statutory and regulatory requirements. 6. Determined suitable for submittal by the Project Manager.
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REVISION HISTORY
Revision Date Comments
1.0 December 2, 2016 Submission to Metrolinx
2.0 September 26, 2017 Final Report Version
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DISCLAIMER AND LIMITATION OF LIABILITY
The report dated September, 2017 (“Report”), which includes its text, tables, figures and appendices) has been prepared by Morrison Hershfield Limited (“Morrison Hershfield”) under contract to Gannett Fleming Canada, ULC for the exclusive use of Metrolinx. Morrison Hershfield disclaims any liability or responsibility to any person or party other than Metrolinx for loss, damage, expense, fines, costs or penalties arising from or in connection with the Report or its use or reliance on any information, opinion, advice, conclusion or recommendation contained in it. To the extent permitted by law, Morrison Hershfield also excludes all implied or statutory warranties and conditions.
In preparing the Report, Morrison Hershfield has relied in good faith on information provided by third party agencies, individuals and companies as noted in the Report. Morrison Hershfield has assumed that this information is factual and accurate and has not independently verified such information. Morrison Hershfield accepts no responsibility or liability for errors or omissions that are the result of any deficiency in such information.
The opinions, advice, conclusions and recommendations in the Report are valid as of the date of the Report and are based on the data and information collected by Morrison Hershfield during its investigations as set out in the Report. No assurance, representation or warranty is given regarding the accuracy or completeness of this information and data. The opinions, advice, conclusions and recommendations in the Report are based on the conditions encountered by Morrison Hershfield at the site(s) at the time of its investigations, supplemented by historical information and data obtained as described in the Report. No assurance, representation or warranty is given with respect to any change in site conditions or the applicable regulatory regime subsequent to the time of the investigations. No responsibility is assumed to update the Report or the opinions, advice, conclusions or recommendations contained in it to account for events, changes or facts occurring subsequent to the date of the Report.
The Report provides a professional technical opinion as to its subject matter. Morrison Hershfield has exercised its professional judgment in collecting and analyzing data and information and in formulating advice, conclusions, opinions and recommendations in relation thereto. The services performed were conducted in a manner consistent with the degree of care, diligence and skill exercised by other members of the engineering and science professions currently practicing in similar conditions. No other assurance, warranty or representation whether expressed or implied is given to Metrolinx with respect to any aspect of the services performed, the Report or its contents.
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GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors
TABLE OF CONTENTS
DISCLAIMER AND LIMITATION OF LIABILITY IV
1 BACKGROUND 1
1.1 ENVIRONMENTAL ASSESSMENT PROCESS 2 1.2 SCOPE OF THE PROJECT 2 1.3 STUDY AREA 2 GO RAIL CORRIDORS 3 TRACTION POWER FACILITY LOCATIONS 5 MODIFICATIONS TO WILLOWBROOK MAINTENANCE FACILITY AND EAST RAIL MAINTENANCE FACILITY 6 MODIFICATIONS TO EXISTING LAYOVER FACILITIES 6 MODIFIED MAINTENANCE FACILITIES 6
2 PURPOSE 7
3 SCOPE OF THE STUDY 7
3.1 OCS IMPACT ZONE 7
4 METHODOLOGY 8
5 REVIEW OF PREVIOUS ENVIRONMENTAL SITE ASSESSMENT (ESA) REPORTS 16
5.1 UNION STATION RAIL CORRIDOR 16 GAP ANALYSIS 16 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 18 5.2 LAKESHORE WEST CORRIDOR 18 GAP ANALYSIS 20 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 20 5.3 KITCHENER CORRIDOR 21 GAP ANALYSIS 23 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 23 5.4 BARRIE CORRIDOR 23 GAP ANALYSIS 24 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 24 5.5 STOUFFVILLE CORRIDOR 26 GAP ANALYSIS 26 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 28 5.6 LAKESHORE EAST CORRIDOR 28 GAP ANALYSIS 29 AREAS OF PREVIOUSLY IDENTIFIED POTENTIAL CONTAMINATION 29 Prepared By: Morrison Hershfield 9/26/17 Rev. 2.0 v | P a g e
GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors
6 SUMMARY OF FINDINGS AND FUTURE WORK 31
6.1 RECOMMENDATIONS FOR FUTURE WORK 31
List of Tables
Table 4-1. Phase I/II or Other Contaminated Site Related Documents Reviewed ...... 10
List of Figures
Figure 1-1. GO Transit Network ...... 1
Figure 1-2. GO Network Electrification TPAP Study Area ...... 3
Figure 1-3. Example of OCS Support Structures (Portals) ...... 4
Figure 5-1. Union Station Rail Corridor Gap Analysis Map ...... 17
Figure 5-2. Lakeshore West Corridor Gap Analysis Map ...... 19
Figure 5-3. Kitchener Corridor Gap Analysis Map ...... 22
Figure 5-4. Barrie Corridor Gap Analysis Map ...... 25
Figure 5-5. Stouffville Corridor Gap Analysis Map ...... 27
Figure 5-6. Lakeshore East Corridor Gap Analysis Map ...... 30
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Glossary of Terms
Word Definition 230 kV Aerial Overhead electrical high voltage connection line from the existing Hydro One tap to Connection the new TPS. AC The acronym for Alternating Current. It is an electric current in which the flow of electric charge periodically reverses direction, whereas in direct current (DC, also dc), the flow of electric charge is only in one direction. AFP The acronym for Alternative Financing and Procurement. An AFP model brings together private and public sector expertise in a unique structure that transfers the risk of project cost increases and scheduling delays typically associated with traditional project delivery. Area of Potential An area within the Study Area where one or more contaminants are potentially Environmental Concern present, as determined through the Contamination Overview Study including (APEC) identification of past or present land uses of concern and/or identification of a Potentially Contaminating Activity (PCA). AREMA 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. Autotransformer 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. Best Practices Professional procedures that are accepted or prescribed as being correct or most effective. Bonding A low impedance path obtained by permanently joining all normally-non-current carrying conductive parts to ensure electrical continuity and having the capacity to conduct safely any current likely to be imposed on it. Cantilever 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. Catenary System 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. CEAA The acronym for Canadian Environmental Assessment Act. Class EA 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. Conceptual Design The conceptual design phase of a project is defined as the first design stage. This stage includes creating ideas and taking into account the pros and cons of those ideas. This is done to minimize project risks and evaluate the overall potential success of the project. Contamination A Contamination Overview Study (COS) is a general overview of a study area (more Overview Study than one property) to identify properties/areas with the potential for site Prepared By: Morrison Hershfield 9/26/17 Rev. 2.0 vii | P a g e
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contamination. A COS is generally conducted for transportation planning studies when multiple properties (i.e., an entire proposed transportation corridor) need to be assessed for potential issues of environmental concern. The results of a COS are generally used during transportation planning studies to assist in the selection of the preferred alternative, or the rejection of alternatives where potential environmental concerns may prove to be significant. The COS includes a records, review, site reconnaissance, data analysis, and reporting. Contact Wire 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. Control Centre The building or room location that is used to dispatch trains and control the train and maintenance operations over a designated section of track. Control Point An established coordinate location for a physical feature. Control points are used as the basis for improving the spatial accuracy of all other points to which they are connected and for generating other points within an established distance or area around the control point. Cross Bonds The method of tying tracks together electrically to equalize traction return currents between tracks. This is done to minimize touch potential. Cross Feeding System Overhead feeder lines are provided between the main gantry and strain gantry across the electrified track to feed power to the OCS wires. Cultural Heritage Value Term used to associate a location or structure with having characteristics or history or Interest that is significant to the Province of Ontario and has the potential to be worth maintaining. Data Gap Analysis An analysis conducted on previously available studies and research to see what information is missing in order to determine what requires further study. Deadhead Movements 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. Detailed Design The detailed design phase of a project is defined as the last design stage before system implementation phase including software and hardware development starts. DMU Diesel Multiple Unit; a train comprising single self -propelled diesel units. Double Stacked Freight Freight trains carrying double stack containers. (DSF) Duct Bank 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 physical separation and isolation for the various types of cables. ELC The acronym for Ecological Land Classification. The system in place in Ontario for defining ecological units on the basis of bedrock, climate, physiology, and vegetation. Electrical Potential 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. Electrical Section 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
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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. Electric Traction Facility A traction substation, paralleling station, or switching station. EMC 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. EMF 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. EMI 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. EMI Noise Unwanted electrical signals that produce undesirable effects in the circuits of the control system in which they occur. EMU The acronym for Electric Multiple Unit; a train comprising single self-propelled electric units. Elementary Electrical The smallest section of the OCS power distribution system that can be isolated from Section other sections or feeders of the system by means of disconnect switches and/or circuit breakers. EPR 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. ESA Environmental Site Assessment is a study that identifies potential or existing environmental contamination liabilities. Feeder A current-carrying electrical connection between the overhead contact system and a traction power facility (substation, paralleling station or switching station). Flash Plate A flash plate is a conductive plate installed above a bare energized wire and below reinforced concrete. The intent is to prevent ‘flash over’ which is where current finds its way into the reinforcing steel. Usually this is via water dripping, ice, or animals making the bridge between wire and concrete. The plate is bonded to the static wire.
Gantry The feeder wires from the TPS will be connected to the OCS with the help of gantries. The main gantry (also referred to as the catenary feeding gantry) is the one parallel to the track and closest to the TPF. Gantries are also used for traction power distribution. The feeder wires from the facility will be connected to the OCS with the help of gantries.
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GIS The acronym for Geographic Information Systems. It is a system designed to capture, store, manipulate, analyze, manage, and present all types of spatial or geographical data. Grounding 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. Grounding Grid 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 Heavy maintenance includes: replacement of engine traction motors, replacement of diesel engines on DMUs, 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. HV Acronym for high voltages and refers to electrical energy at voltages high enough to cause injury and harm to human beings and living species. Voltages over 1000 for alternating current, and 1500 V for direct current is considered high voltage. Hydro One 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. Immunity The ability of equipment to perform as intended without degradation in the presence of an electromagnetic disturbance. Impedance Bonds 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. kV Abbreviation for kilovolt (equal to 1000 volts). LV 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. Main Gantry 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. Maintenance Facility A mechanical facility for the maintenance, repair, and inspection of engines and railcars. Messenger Wire 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). Mid-span Area between two OCS registration points. Mitigation Measure Actions that remove or alleviate, to some degree, the negative effects associated with the implementation of an alternative. MNR The acronym for Ontario Ministry of Natural Resources and Forestry. MOECC The acronym for Ontario Ministry of the Environment and Climate Change. Modelling The process of using collected data and information to generate rational predictions regarding the future implementation of project components.
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GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors
MTCS The acronym for Ontario Ministry of Tourism, Culture, and Sport MTO The acronym for Ontario Ministry of Transportation. MVA The acronym for Megavolt-Ampere. This is a unit for measuring the apparent power in an electrical circuit equivalent of one million watts. Negative Feeder 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 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. Net Effect The effect (positive or negative) associated with an alternative after the application of avoidance/mitigation/compensation/enhancement measures. Notice of The Proponent is required to prepare and distribute a Notice of Commencement, 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. Notice of Completion 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. Open Route An area of tracks where there is no vertical conflicts to OCS. Overhead Contact OCS is a series of overhead wires which supply electricity to the electric trains. Power System (OCS) is supplied to the train through the pantograph which makes “contact” with the OCS • OCS is supported by cantilever and portal structures • OCS is designed to ensure trains meet minimum performance standards; maximum distance between OCS supports is approximately 65m Overhead Structure A structure that allows a road to cross over a railway underneath. Overpass A structure that allows a railway to cross over a road or watercourse underneath. Pantograph Device on the top of a train that slides along the contact wire to transmit electric power from the catenary to the train. Paralleling Station (PS) This type of traction power facility contains an autotransformer which helps support the OCS voltage in the electrified system. Performance Standards General specifications and criteria that define the parameters and requirements of a particular system. Phase Break 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. Portal 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.
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GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors
The portal structure is used at multiple track locations where cantilever frames are not practical. Potentially Use or activity at the site that has the potential to result in soil and/or groundwater. Contaminating Activity Examples of PCAs are set out in Table 2, Schedule D of O.Reg. 153/04. (PCA) Phase Break 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. Potentially Use or activity at the site that has the potential to result in soil and/or groundwater. Contaminating Activity Examples of PCAs are set out in Table 2, Schedule D of O.Reg. 153/04. (PCA) Portal 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. Portal Boom 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. Positive Train Control A signaling system using on board and wayside equipment to automatically reduce the speed, or stop a train depending on the conditions on the track ahead. Potential Effect A possible or probable effect of implementing a particular alternative. Preliminary Design 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 Preventive maintenance includes items such as: replacing brake pads, measuring Maintenance wheels, inspection of running gear, inspection and repair of central air conditioning, check radios and repair/replace, repair broken windows and doors, etc. Proponent 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. Provincially Significant Wetlands deemed by the province to be ecologically significant in nature and thus Wetland (PSW) protected from all development activities. Rail Potential 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. Receptor Locations, structures, or facilities that have the potential to be impacted by or interact with the project. RER Acronym for Regional Express Rail. RER is the 10 year transit plan for the Greater Toronto Hamilton Area that is being implemented by Metrolinx. Electrification is one part of the larger RER plan. Resilient Arm 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. ROW Right of Way referring to the land tenure hosting the GO Rail corridor. Running Rails Rails that act as a running surface for the flanged wheels of a car or locomotive. SAR The acronym for Species at Risk. These are plants or animals that are considered by the Government of Ontario to be endangered, threatened, of special concern, or extirpated.
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SCADA 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. Screening 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 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). Shield As normally applied to instrumentation cables, refers to a conductive sheath (usually metallic) applied, over the insulation of a conductor or conductors, for the purpose of providing means to reduce coupling between the conductors so shielded and other conductors that may be susceptible to, or which may be generating, unwanted electrostatic or electromagnetic fields (noise). Shielding Shielding is the use of the conducting and/or ferromagnetic barrier between a potentially disturbing noise source and sensitive circuitry. Shields are used to protect cables (data and power) and electronic circuits. They may be in the form of metal barriers, enclosures, or wrappings around source circuits and receiving circuits. Additionally shielding is used to protect overhead transmission lines or OCS from incidents of lightning, in regions of high isoceraunic activity. Shield wire is located above the exposed current carrying wires to provide a 45 degree angle of protection. In sensitive applications, the angle is reduced to 30 degrees for more conservative design. 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. Spur A railroad track that diverges from the main track to service a specific location or industry. Static Wire (Aerial A wire, usually installed aerially adjacent to or above the catenary conductors and Ground negative feeders, that connects OCS supports collectively to ground or to the Wire) grounded running rails to protect people and installations in case of an electrical fault. Strain Gantry 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. Study Area The study area references to geographic space that is being examined for the Metrolinx Network Electrification Environmental Assessment. SEI Subsurface Environmental Investigation. Switching Station (SWS) Switching stations are traction power facilities that are required approximately mid- way between Traction Power Substations in order to split the electrical sections. Third Rail A third rail is a way of providing electric power to a railway train, through a semi- continuous rigid conductor placed alongside or between the rails of a railway track. Third rail systems are always supplied from direct current electricity as opposed to alternating current electricity. Touch/Step Potential 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 Top of Rail is defined as the highest point in a running rail profile. Traction Power Return The traction power return system includes all conductors (including the grounding System
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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. Traction Power Part of the power supply components of the system; it is a traction power facility (TPF) Substation (TPS) that transforms the utility supply voltage for distribution to the trains via Overhead Contact System. Transmission Tap The point at which electric power is ‘tapped’ from the existing Hydro One power source. Underground Feeder An underground conduit carrying electrical connection between the overhead contact Connection system and a traction power facility (i.e., traction power substation, paralleling station or switching station).
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1 Background Metrolinx is undertaking an Environmental Assessment (EA) under the Transit Project Assessment Process (TPAP) under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for electrification of the GO Transit Rail Network (see Figure 1-1). The Project involves conversion of several rail corridors within the GO Transit network from diesel to electric propulsion. The undertaking will entail design and implementation of traction power supply and distribution components including an Overhead Contact System (OCS) along the rail corridors, as well as a number of electrical power supply/distribution facilities located in the vicinity of the rail corridors.
Electrification of the GO Transit network also requires electrical power to be supplied from Ontario’s electrical system through Hydro One’s existing high voltage grid via new high voltage (e.g., 230kV) connections to the Traction Power Substations. The design/routing of these connections will be detailed as part of the conceptual design to be completed.
Figure 1-1. GO Transit Network
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1.1 Environmental Assessment Process The proposed conversion of the GO Network from diesel to electric power falls under Schedule 1, 2.1 Subsection 2 (1) of O. Reg. 231/08. This Regulation applies to a transit project that is carried out by any proponent or any of its successors or assigns if the transit project includes any one or more of the following in relation to the electrification of a new or existing commuter rail corridor:
The electrification of rail equipment propulsion. May include planning, designing, establishing, constructing, operating, changing or retiring an associated power distribution system.
The planning, designing, establishing, constructing, operating, changing or retiring of power supply infrastructure. 1.2 Scope of the Project The scope of the GO Transit Rail Network Electrification undertaking will involve electrification of several rail corridors:
1. Union Station Rail Corridor (USRC) – From UP Express Union Station to Don Yard Layover 2. Lakeshore West Corridor – From Mile 1.2 to Burlington 3. Kitchener Corridor – From UP Express Spur1 (at Highway 427) to Bramalea 4. Lakeshore East Corridor – From Don Yard Layover to Oshawa GO Station 5. Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station 6. Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville Station
It should be noted that the electrification of the UP Express Route from UP Express Station (just west of the Union Station Train Shed) to Terminal 1 Station at Pearson International Airport, including power supply and power distribution components, was previously approved as part of the Metrolinx UP Express Electrification EA (June, 2014) (see Figure 1-2).
1.3 Study Area Generally, the Study Area for the baseline conditions phase of the TPAP encompasses the GO Transit rail corridors outlined above, as well as 25kV feeder routes and proposed locations for the traction power facilities2 (see Figure 1-2). A conservative 30 metre buffer area was established around these elements of the Study Area at the baseline conditions phase to allow for comprehensive baseline data collection. Once the conceptual design is further advanced, the study area will be refined as/if required as part of the impact assessment phase. The focus of this report is on the rail corridor portions of the study area.
1 The portion of the Kitchener corridor from Strachan Ave. to the airport spur (at Highway 427) was previously assessed/approved as part of the Metrolinx UP Express Electrification EA. 2 Assessment of Traction Power Facilities is not included in the scope of this report. Prepared By: Morrison Hershfield 9/26/17 Rev. 2.0 2 | P a g e
GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors
Figure 1-2. GO Network Electrification TPAP Study Area
GO Rail Corridors
1. USRC – From UP Express Union Station to Don Yard Layover (UP Express Union Station to Strachan Avenue was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area). 2. Lakeshore West Corridor – From Mile 1.2 to Burlington
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3. Kitchener Corridor – From UP Express Spur (at Highway 427) to Bramalea (Strachan Avenue to UP Express spur (at Highway 427) was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area) 4. Lakeshore East Corridor – From Don Yard Layover to Oshawa GO Station 5. Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station 6. Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station
Overhead Contact System (OCS) The preferred traction power distribution system for the GO Network electrification is an 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 (Figure 2-1). It should be noted that OCS attachments to GO Stations and at Bridges may also be required.
Figure 1-3. Example of OCS Support Structures (Portals)
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Traction Power Facility Locations There are 16 traction power facilities (see Figure 1-2) required to support the GO Rail Network Electrification undertaking. Please refer to the Preliminary Environmental Site Assessment Report for Traction Power Facilities/Feeder Routes prepared by Golder (November, 2016) for a summary of the assessment results for the facility sites/feeder routes.
Union Station Rail Corridor
None
Lakeshore West Corridor - Traction Power Facilities
1. Burlington Tap/TPS location 2. Mimico Tap/TPS location 3. Mimico SWS 4. Oakville SWS
Kitchener Corridor
5. Bramalea PS
Barrie Corridor
6. Allandale Tap/TPS 7. Gilford PS 8. Newmarket SWS 9. Maple PS
Stouffville Corridor
10. Scarborough Tap/TPS 11. Unionville PS 12. Lincolnville PS
Lakeshore East Corridor
13. East Rail Maintenance Facility (ERMF )TPS and Tap location 14. Durham SWS 15. Scarborough SWS 16. Don Yard PS
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Modifications to Willowbrook Maintenance Facility and East Rail Maintenance Facility It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, two existing GO Transit maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. The modifications to these facilities will be detailed as part of the conceptual design to be developed. These elements are included in the OCS Impact Zone (see Section 3.1).
Modifications to Existing Layover Facilities The modifications required to existing layover facilities to accommodate electrification will be detailed as part of the conceptual design phase. These elements are included in the OCS Impact Zone (see Section 3.1).
Modified Maintenance Facilities It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, rather two existing maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. These elements are included in the OCS Impact Zone (see Section 3.1).
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2 Purpose The purpose of this study is to review previously completed Environmental Site Assessment studies/reports/records within the Metrolinx rail corridors to be electrified in order to summarize existing conditions, as well as known and potential subsurface contamination. This study is based on a review of approximately 60 previous studies provided by Metrolinx. These include Phase I and Phase II Environmental Site Assessment (ESA) reports which identify area of potential contamination or locations or areas where no previous ESA work has been conducted.
The overarching purpose of this study is to identify areas of known issues and data gaps that will need to be addressed during future project phases, i.e., detailed design. The results of this gap analysis are summarized and illustrated in the accompanying text and figures included in the applicable sections of this report.
3 Scope of the Study The scope of this gap analysis study focussed on the OCS Impact Zones along each corridor listed below. The locations of traction power facilities and tap locations are not included in the scope of this current study. Refer to the Preliminary Environmental Site Assessment Report for Traction Power Facilities/Feeder Routes prepared by Golder (November, 2016).
The following rail corridors have been examined as part of this gap analysis study.
Union Station Corridor (USRC) – From UP Express Union Station to Don Yard Layover. The UP Express Union Station to Strachan Avenue was previously assessed/approved as part of the UP Express Electrification EA and is therefore was not included in this study; Lakeshore West Corridor (LSW) – From Mile 1.2 to Burlington; Kitchener Corridor – From UP Express Spur (at Highway 427) to Bramalea. The Strachan Avenue to UP Express spur (at Highway 427) was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in this study overview; Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station; Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station; and Lakeshore East Corridor (LSE) – From Don Yard Layover to Oshawa GO Station.
3.1 OCS Impact Zone For purposes of assessing potential environmental effects as part of the TPAP, a conservative OCS Impact Zone was established that reflects an area spanning the railway tracks to be electrified plus a 5 metre offset from the centerline of the outermost track to be electrified on either side of each rail corridor. This impact zone accounts for the following OCS elements:
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OCS pole foundations Portal/cantilever poles Grounding and bonding requirements OCS/feeder wires
The following limitations to the current study should be noted:
• The adequacy or completeness of previous work has not been assessed; • New Ministry of the Environment and Climate Change (MOECC) Soil and Groundwater Standards came into effect on July 1, 2011, and therefore any Phase II ESA works completed prior to 2011 may be out of date. As part of this preliminary study, a review and comparison of the analytical data from Phase II ESA Reports completed prior to July 1, 2011, to the new up MOECC Standards was not completed.
4 Methodology Approximately 60 environmental related documents (including Phase I and II Environmental Site Assessments (ESAs), remediation reports and geo-environmental investigations) were provided by Metrolinx for review. To assess the scope and extent of previous assessments and findings, a systematic organization and review approach was completed as follows:
1. Initial review to cull duplicate documents; 2. Sorting of documents based on which rail corridor they applied to. Some documents were found to refer to lands outside of the study area (outside of the OCS Impact Zone), and were therefore not applicable and not reviewed. Furthermore, the previously assessed Union Pearson (UPER) Corridor was not reviewed as part of this study; 3. Review of each applicable report & mapping of ESA extents relative to the proposed project footprint. The extent of the ESA studies were plotted on and compared to the OCS Impact Zone detailed corridor maps (based on the April 19, 2016 version) which form this report’s appendices. 4. Identification and mapping of area or section of the rail corridors that had not been subject to previous environmental site assessment work (i.e. identification of data gaps); and 5. Where reports applied to the project footprint (OCS Impact Zone or associated TPF infrastructure), a more detailed review of the reports was conducted to locate areas of contamination identified in the reports.
The reports reviewed are summarized in Table 4-1.
The specific findings of the review, including data gaps and areas of identified potential or known contamination are detailed in the following sections. Overview maps showing the extent of previous ESA investigations/studies as well as areas where future work is required to define the specific extent of the contamination have been provided in the sections that follow. It is noted that the most relevant previous
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GO Rail Network Electrification TPAP Final Preliminary Environmental Site Assessment Gap Analysis Report – Rail Corridors work generally consisted of Phase II ESAs. A Phase II ESA involves intrusive investigations with soil and groundwater quality testing to determine if contamination exists. All of the available Phase II ESA studies reviewed identified contamination within their respective study areas, however additional work was not completed to fully delineate the spatial extent of the impacts as part of the scope of this study; therefore this work will need to be completed during detailed design. For details regarding the results of the previously completed ESA studies, please refer to the relevant document as listed in Table 4-1 below.
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Table 4-1. Phase I/II or Other Contaminated Site Related Documents Reviewed
Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.)
AMEC 2014d Letter Report Phase I ESA Recommendations Metrolinx AMEC Environmental and Infrastructure 7-Feb-14 TO130041 Barrie 12620 Keele Street, King City, ON Phase I Letter Commercial Property 12620 Keele Street, a Division of AMEC Americas Limited King City, Ontario AMEC 2014a Phase I ESA Commercial Property, 12588 Keele Metrolinx AMEC Environmental and Infrastructure 5-Feb-14 TO130041a Barrie 12588 Keele Street, King City, ON Phase I Street, King City, Ontario, L7B 1H5 a Division of AMEC Americas Limited AMEC 2014b Letter Report Phase I ESA Recommendations Metrolinx AMEC Environmental and Infrastructure 5-Feb-14 TO130041 Barrie 12588 Keele Street, King City, ON Phase I Letter Commercial Property 12588 Keele Street, a Division of AMEC Americas Limited King City, Ontario AMEC 2014c Phase I ESA Commercial Property, 12620 Keele Metrolinx AMEC Environmental and Infrastructure 7-Feb-14 TO130041b Barrie 12620 Keele Street, King City, ON Phase I Street, King City, Ontario, L7B 1H5 a Division of AMEC Americas Limited AMEC 2014e Subsurface Environmental Investigation 12588 Metrolinx AMEC Environmental and Infrastructure 17-Apr-14 TO140007 Barrie 12588 Keele Street, King City, ON SEI Keele Street, King City, Ontario, L7B 1H5 a Division of AMEC Americas Limited AMEC 2014f Letter Report - Subsurface Environmental Metrolinx AMEC Environmental and Infrastructure 17-Apr-14 TO140007 Barrie 12588 Keele Street, King City, ON SEI Investigation Recommendations Letter a Division of AMEC Americas Limited Recommendatio Commercial Property 12588 Keele Street, King ns City, Ontario AMEC 2014g Subsurface Environmental Investigation 12620 Metrolinx AMEC Environmental and Infrastructure 17-Apr-14 TO140007 Barrie 12620 Keele Street, King City, ON SEI Keele Street, King City, Ontario, L7B 1H5 a Division of AMEC Americas Limited AMEC 2014h Letter Report - Subsurface Environmental Metrolinx AMEC Environmental and Infrastructure 17-Apr-14 TO140007 Barrie 12620 Keele Street, King City, ON SEI Investigation Recommendations Letter a Division of AMEC Americas Limited Recommendatio Undeveloped Commercial Property 12620 Keele ns Street, King City, Ontario Arcadis 2015a Phase One Environmental Site Assessment of the GO Transit, a ARCADIS Canada Inc. 1-May-15 3011-1401 Barrie Newmarket Subdivision from Dundas Street Phase I GO Newmarket Subdivision from Dundas Street Division of Metrolinx West to St. Clair Avenue West West to St. Clair Avenue West in Support of the Davenport Community Rail Overpass, Toronto, Ontario Arcadis 2015b Phase Two Environmental Site Assessment, GO Transit, a ARCADIS Canada Inc. 29-Sept-15 3011-1402 Barrie Lappin Avenue to Davenport Road Phase II Davenport Community Rail Overpass, Lappin Division of Metrolinx Avenue to Davenport Road Toronto, Ontario Geotasco Site Sensitivity Assessment for Comport Details Design Inc. Geotasco Inc. 5-Mar-01 Aurora 1-0 Barrie 3 and 11 Ross Street, Aurora Phase I 2001 Communications Int. Inc. In the Town of Aurora. Phase I ESA Sensitivity Assessment for No. 3 and 11 Ross Street in Aurora, Ont.
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Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.)
JWEL 2000 Canadian National Final Phase I ESA, Newmarket Canadian National Jacques Whitford Environment Limited 28-Jan-00 33454 Barrie Newmarket Subdivision Mile 12.90 to 42.30 Phase I Subdivision, Mile 12.90 to 42.30, Vaughan to Vaughan to Bradford, Ontario Bradford, Ontario SNC 2012 55 Station Road King City, ON, Phase I - ESA Metrolinx SNC-Lavalin Environment 25-May-12 12524 Barrie 55 Station Road Phase I Terrapex 2009 Greater Toronto Transit Authority Phase I/II GO Transit Terrapex Environmental Ltd. 21-Aug-09 CT1719.00 Barrie 3 Ross Street, Aurora Phase I & II Environmental Site Assessment and Designated Substance Survey, 3 Ross Street, Aurora, Ontario Ecoplans 2009 Phase I and II ESA Canadian National Railway Metrolinx Ecoplans Ltd. Environmental Jul-09 550302 Kitchener Covers off CNR Rail Corridor (Weston Phase I and II Weston Subdivision, Toronto, Mississauga and Consultants Subdivision). The rail corridor study area Brampton, Ontario goes from Strachan Avenue in Toronto to Highway 407 in Brampton. It follows the UPER and then continues into the Kitchener Corridor however stops at Highway 407. Peto Letter Report Geoenvironmental Sampling and Dufferin Peto MacCallum Ltd. Consulting Apr-15 15TM152 LSE Eglinton GO Station, 2995 Eglinton Avenue Remediation MacCallum Chemical Testing Stockpiled Excess Soils, Eglinton Construction Engineers 2015a GO Station 2995 Eglinton Avenue East, Company Scarborough, Ontario Peto Letter Report Geoenvironmental Sampling and Dufferin Peto MacCallum Ltd. Consulting Apr-15 15TM152 LSE Eglinton GO Station, 2995 Eglinton Avenue Remediation MacCallum Chemical Testing Excess Soils From Tunnel Construction Engineers 2015b Excavation, Eglinton GO Station 2995 Eglinton Company Avenue East, Scarborough, Ontario PGL 2011 Phase I Environmental Site Investigation, 180 Metrolinx Pottinger Gaherty Environmental Aug-11 2290-22.01 LSE 180 Westney Road parking lot Phase I Westney Road South, Ajax, ON Consultants Ltd. Soil Engineers Letter Report Results of Chemical Analyses of Soil GO Transit Soil Engineers Ltd. 9-Jun-09 0903-S067E LSE Rouge Hill GO Station west parking lot. Port Phase II 2009 Samples for Export Proposed North Lot Union Road Rehabilitation and New West Lot and Access Road Rouge Hill GO Station City of Toronto Soil Engineers Letter Report Chemical Analysis of Soil Samples GHD Soil Engineers Ltd. 21-Jan-13 1212-S066E LSE Parking lot at Oshawa GO Station, outside of Phase II 2013b Proposed Temporary Parking Lot Oshawa Go study area. Station East of Thornton Road South and South of Bloor Street West, City of Oshawa, Ontario Soil Engineers Letter Report Chemical Analysis of Soil Samples Metrolinx Soil Engineers Ltd. 5-Dec-14 1410-S029E LSE 8 Dawes Road Phase II 2014 Proposed Kiss and Ride Lot Danforth Go Station & Dawes Road City of Toronto Soil Probe Letter Report Soil Chemical Analysis Proposed Harvie Construction Soil Probe Geotechnical Engineering 23-Apr-15 2015-27427 LSE Ajax GO Station Parking Lot Phase II 2015 Asphalt Rehabilitation Works Ajax Go Station Inc. Prepared By: Morrison Hershfield 9/26/17 Rev. 2.0 11 | P a g e
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Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.) South Parking Lot 100 Westney Road South Ajax, Ontario SPL 2011a Phase I Environmental Site Assessment Railway Metrolinx SPL Beatty, A Divsion of SPL Consultants 30-Jun-11 773-1001 LSE Don River to Frenchman's Bay, Pickering. Phase II Corridor - DVP to Frenchman's Bay, Toronto to Limited Study limited to ROW Pickering, Ontario SPL 2011b Phase II Environmental Site Assessment Railway Metrolinx SPL Beatty, A Divsion of SPL Consultants 30-Jun-11 773-1001 LSE Don River to Frenchman's Bay, Pickering. Corridor - DVP to Frenchman's Bay, Toronto to Limited Study includes 250m ea. side of ROW Pickering, Ontario Coffey 2009 Letter Report Chemical Characterization of Soils - Read Jones Coffey Geotechnics Specialists 13-Aug-09 SP8540 LSW Trafalgar and Cornwall Roads Parts of Lots 13 Phase II - Soils Proposed Parking Structure Oakville GO Station, Chirstoffersen Ltd. Managing the Earth and 14, Concession 3, Oakville, Ontario Testing Trafalgar Road & Cornwall Road, Oakville, Ontario Englobe 2015 Phase II ESA Report, CP Canpa Subdivision Milton Metrolinx Englobe Soils Materials Environment 7-Aug-15 124-P- LSW N/S piece of rail West of Mimico TPS Phase II Corridor to Queensway (1.8 kilometer) and 0004533-0- Queensway to Lakeshore Corridor (2.2 kilometer) 01-016-HG-R- Toronto, Ontario 0001-01 Sarafinchin Geoenvironmental Assessment Proposed Kaneff Properties Sarafinchin Associates Ltd. 20-Dec-91 T1020.1 LSW Trafalgar and Cornwall Roads Parts of Lots 13 Geotech 1991 Condominium Development Trafalgar Road and Ltd. GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Investigation for Old Mill Road, Oakville, Ontario new building. Sarafinchin Geoenvironmental Investigation and Excavation Kaneff Properties Sarafinchin Associates Ltd. 24-Aug-94 T1020.7 LSW Trafalgar and Cornwall Roads Parts of Lots 13 Excavation 1994a Management Plan Proposed Residential Ltd. GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Management Development Trafalgar Road and Cornwall Road Plan Oakville, Ontario, Volume I Sarafinchin Geoenvironmental Investigation and Excavation Kaneff Properties Sarafinchin Associates Ltd. 24-Aug-94 T1020.7 LSW Trafalgar and Cornwall Roads Parts of Lots 13 Excavation 1994b Management Plan Proposed Residential Ltd. GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Management Development Trafalgar Road and Cornwall Road Plan Oakville, Ontario, Volume II Sarafinchin Proposed Site Remediation Plan Proposed Multi- Sunrise Senior Living Sarafinchin Associates Ltd. 20-Dec-05 T1619C LSW Trafalgar and Cornwall Roads Parts of Lots 13 Proposed Site 2005 Storey Seniors Residence Trafalgar and Cornwall GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Remediation Plan Roads Parts of Lots 13 and 14, Concession 3, Oakville, Ontario Sarafinchin Phase I and II ESA Trafalgar and Cornwall Roads, Sunrise Senior Living Sarafinchin Associates Ltd. 5-Dec-05 T1619A LSW Trafalgar and Cornwall Roads Parts of Lots 13 Phase I and Phase 2005a Parts of Lots 13 and 14, Concession 3 Oakville, GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario II Ontario Sarafinchin Letter Report Soil Leachate Quality Testing Sunrise Sarafinchin Associates Ltd. 31-Oct-06 T1619C LSW Trafalgar and Cornwall Roads Parts of Lots 13 Phase II soil 2006 Proposed Site Remediation and Soil Disposal Developments Inc. GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario testing.
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Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.) Trafalgar Road and Cornwall Road Oakville, Ontario Sarafinchin Letter Report: Supplementary Groundwater Sunrise Sarafinchin Associates Ltd. 28-Sep-06 T1619A LSW Trafalgar and Cornwall Roads Parts of Lots 13 Phase II - 2006a Monitoring, Phase II ESA Trafalgar Road and Developments Inc. GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Additional Cornwall Road, Oakville, Ontario Testing Sarafinchin Letter Report Re: Additional Remediation Zone Sunrise Senior Living Sarafinchin Associates Ltd. 30-Oct-07 T1619C LSW Trafalgar and Cornwall Roads Parts of Lots 13 Phase II - 2007 No. 7 Proposed Site Remediation Plan, Multi- GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Additional Storey Seniors Residence, 155 Cornwall Road, Testing Oakville, Ontario Sarafinchin Soil Remediation Report 115 Cornwall Road, SZR Oakville II Inc. Sarafinchin Associates Ltd. 11-Feb-08 T1619C LSW Trafalgar and Cornwall Roads Parts of Lots 13 Soil Remediation 2008 Formerly 466 Trafalgar Road, Oakville, Ontario GeoEngineering Consultants and 14, Concession 3, Oakville, Ontario Report SPL 2010a Phase I ESA Lakeshore West Rail Corridor, Yonge Metrolinx SPL Beatty, A Division of SPL Consultants 30-Apr-10 G-09.12.016 LSW Lakeshore West Rail Corridor, Yonge Street to Phase I Street to 29th Street, Toronto, Ontario Limited 29th Street, Toronto, Ontario
SPL 20110b Phase II Environmental Soil and Groundwater Metrolinx SPL Beatty, A Division of SPL Consultants 31-Mar-10 G09.12.016 LSW Lakeshore West Rail Corridor, Yonge Street to Phase II Investigation Lakeshore West Rail Corridor, Limited 29th Street, Toronto, Ontario Yonge Street to 29th Street, Toronto, Ontario
SPL 2012 Letter Report Chemical Characterization of Soil - Planmac SPL Consultants Limited 5-Nov-12 1336-610 LSW Port Credit GO Train Station Parking Lot Phase II Port Credit Go Station Parking Lot North and Engineering Inc. South Expansions, Mississauga, ON AiMS 2009 Environmental Inspection and Testing Services Pine Valley AIMS Environmental 1-Jun-09 AR138-09 Stouffville Parking lot at 237 Main Street North, Remediation 237-241 Main Street North, Markham, Ontario Enterprises Inc. Markham ON CG&S 1999 Canadian National Railways Phase I ESA Uxbridge Canadian National CG&S CH2M Gore & Storrie Limited Nov-99 Stouffville 32 km long CN Rail corridor from Midlands Phase I Subdivision Final Report Railways Avenue to Stouffville Station
Envirocure Phase II ESA, 9577 Highway 48, Markham, GO Transit Envirocure Environmental Consultants 27-Mar-09 E09-730 Stouffville Mt. Joy GO Station parking lot expansion at Phase II 2009 Ontario 9577 Main Street North Markham Golder 1993a Attached to Letter from James Dick Construction Assinck Bros Limited Golder Associates Feb-93 931-1503 Stouffville Mt. Joy GO Station parking lot expansion at Phase I Re: Assinck Limited Property, 9577 Highway 48, 9577 Main Street North Markham Markham, Ontario : Phase I ESA Assinck Bros Limited, 9577 Highway 48 Markham Ontario Golder 1993b Attached to Letter from James Dick Construction Assinck Bros Limited Golder Associates May-93 931-1546 Stouffville Mt. Joy GO Station parking lot expansion at Phase II Re: Assinck Limited Property, 9577 Highway 48, 9577 Main Street North Markham Markham, Ontario : Limited Subsurface Site
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Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.) Assessment Assinck Bros. Site 9577 Highway 48 Markham, Ontario Golder 1993c Attached to Letter from James Dick Construction Assinck Bros Limited Golder Associates Sep-93 931-1546A Stouffville Mt. Joy GO Station parking lot expansion at Remediation Re: Assinck Limited Property, 9577 Highway 48, 9577 Main Street North Markham Markham, Ontario: Removal of Contaminated Soil Former Assinck Bros. Limited Property 9577 Highway 48, Markham, Ontario Peto Phase II ESA Uxbridge Subdivision Stouffville to GO Transit Peto MacCallum Ltd. Consulting Apr-01 00TX010 Stouffville 32 km long CN Rail corridor from Midlands Phase II MacCallum Scarborough, Ontario for GO Transit Engineers Avenue to Stouffville Station 2001 PGL 2007 Phase II ESA 47 Dowry Street, Toronto, Ontario GO Transit Pottinger Gaherty Environmental Sep-07 2290-08.01 Stouffville 47 Dowry Street, Agincourt GO Station Phase I Consultants Ltd. parking lot expansion Shaheen & Letter Report Environmental Soil Testing Earth Tech Canada Shaheen & Peaker Consulting Engineers 16-Jun-06 SPN1111 Stouffville Centennial GO Station Parking Structure, Phase II Peaker 2006 Centennial GO Station Parking Structure, Inc. Markham Markham, Ontario Soil Engineers Letter Report Chemical Analysis of Soil Samples Metrolinx Soil Engineers Ltd. 7-Jan-13 1211-S176E Stouffville West platform at Markham GO Station, 214 Phase II 2013a Proposed New Platform Extension for Markham Main Street North GO Station 214 Main Street Markham North City of Markham SPL 2010 Letter Report Chemical Characterization of Soil, R.J. Burnside & SPL Beatty, A Division of SPL Consultants 8-Apr-10 524-1001 Stouffville Mt. Joy GO Station parking lot expansion at Phase II GO Transit West Parking Lot Expansion 9577 Associates Limited 9577 Main Street North Markham Main Street North, Markham, ON Stantec 2013 Letter Report Limited Environmental Subsurface GO, a Division of Stantec 13-Mar-14 160622074 Stouffville 92 Schell Street Parking lot expansion at Phase I Investigation 92 Schell Street, Stouffville, Ontario Metrolinx Stouffville GO Station. Stantec 2014 DRAFT Phase I ESA Part of 47 Edward Street and GO, a Division of Stantec 22-Oct-13 160622074 Stouffville 92 Schell Street Parking lot expansion at Phase II 92 Schell Street, Stouffville, Ontario Metrolinx Stouffville GO Station. Terrapex Phase I ESA 13190 York Durham Town Line, GO Transit Terrapex Environmental Ltd. Jul-03 CT923.0 Stouffville 13190 York Durham Town Line; adjacent Phase I 2003a Whitchurch-Stouffville, Ontario Lincolnville proposed Paralleling Station Terrapex Phase I ESA Bethesda Side Road and 10th Line, GO Transit Terrapex Environmental Ltd. Jul-03 CT924.0 Stouffville Lincolnville GO station and Proposed Phase I 2003b Whitchurch-Stouffville, Ontario Paralleling Station. Peto Phase II ESA Toronto Terminal Railway (TTR) West GO Transit Peto MacCallum Ltd. Consulting Mar-00 00TX005 USCR Study area is along Toronto Terminal Railway Phase II MacCallum Corridor Toronto, Ontario for Go Transit Engineers from Tecumseth Street and the Don River 2000
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Description of Metrolinx Reference Report Title Prepared For Prepared By Date Project No. Study Location Study (Phase I or Line II Etc.)
Stantec 1999 Phase I ESA Toronto Terminals Railways Canadian Pacific Stantec Feb-99 11-8836 USRC Study area is along Toronto Terminal Railway Phase I Railway Company from Tecumseth Street and the Don River Canadian National Railway Company Terrapex 2000 Phase II ESA Toronto Terminals Railway Lands GO Transit Terrapex Environmental Ltd. Sep-00 CT549.0 USRC Study area is along Toronto Terminal Railway Phase II East of Yonge Street, Final Report from Yonge Street and the Don River PGL 2004 Phase I ESA West Side of Tenth Line, North of GO Transit Pottinger Gaherty Environmental Dec-04 2290-01.01 Other Lisgar GO Station Outside of study C.P.R. Main Rail Way Line, Mississauga, ON Consultants Ltd. area PGL 2013 Letter Report Re: Work Program - Monitoring Metrolinx Pottinger Gaherty Environmental 5-Nov-13 2290-00.61 UPER 2427 Weston Road – adjacent UPER rail Outside of study Well and Soil Vapour Port Abandonment within Consultants Ltd. corridor area Rail Corridor, 2427 Weston Road Toronto, Ontario, Mile 9.47 Soil Engineers Phase I ESA Proposed Residential Development Lormel Homes Soil Engineers Ltd. 25-Jun-08 0804-E094 UPER 2388 Dundas Street – adjacent UPER rail Outside of study 2008a 2388 Dundas Street West, City of Toronto corridor area Soil Engineers Phase II ESA Proposed Residential Development Lormel Homes Soil Engineers Ltd. 28-Jul-08 0804-E094 UPER 2388 Dundas Street – adjacent UPER rail Outside of study 2008b 2388 Dundas Street West, City of Toronto corridor area Soil Engineers Letter Report Results of Chemical Analyses of Lormel Homes Soil Engineers Ltd. 6-Oct-10 0804-E094 UPER 2388 Dundas Street – adjacent UPER rail Outside of study 2010 Groundwater Samples Proposed Residential corridor area Development 2388 Dundas Street West, City of Toronto Soil Engineers A Report to Dun West Properties Ltd. Updated Dun West Properties Soil Engineers Ltd. 21-Oct-11 1108-E131 UPER 2376 Dundas Street – adjacent UPER rail Outside of study 2011 Phase ONE ESA Proposed Mixed-Use Ltd. corridor area Development 2376 Dundas Street West, City of Toronto
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5 Review of Previous Environmental Site Assessment (ESA) Reports
5.1 Union Station Rail Corridor Most of the Union Station Rail Corridor (USRC) was the subject of Phase I and Phase II ESAs in 1999 and 2000 respectively. Three studies have been completed that were associated with the acquisition of the Toronto Terminal Railway (TTR) lands by GO Transit. The extent of previously assessed areas and those locations that have not been assessed (data gaps) are illustrated in Figure 5-1 and described in the following sections. Two portions of this corridor, 0.8 km and 1 km in length, were not covered in the ESA studies.
Gap Analysis Previous ESA I ESA conducted in 1999 covered all of the OCS Impact Zone where as the Phase II ESAs conducted in 2000 was limited to portions of the right of way. Two small portions of the OCS Impact Zone were not fully covered in the previous Phase II ESA studies:
1. A wedge shaped portion of land comprising the Don Yard Layover between Parliament Street and the Don River. This land is currently occupied by rail lines and has likely been used as such for many years. 2. A small sliver of land south of the former TTR (southern-most GO Station platform) and the Air Canada Centre (generally between York and Bay Streets). This area is currently occupied by rail lines. Given the somewhat exploratory nature of Phase I and II ESAs, the existing work may be sufficient to cover this portion of the OCS Impact Zone.
Future phases of work should review in detail the applicable studies identified in this report and determine what additional assessment or management measures are warranted.
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Figure 5-1. Union Station Rail Corridor Gap Analysis Map
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Areas of Previously Identified Potential Contamination In addition to the data gaps identified above, the two Phase II ESAs completed in 2000 (Terrapex 2000 and Peto MacCallum 2000) identified several areas of contamination in this corridor. The study completed by Terrapex (2000) concluded that the extent of contamination was relatively minor and the risk is low due to lack of exposure pathways. However there are concerns with respect to health and safety of workers during construction activities and management of excavated materials during construction. These areas of concern relevant to the subject OCS Impact Zone are shown in Figure 5-1 and are associated with the presence of the following chemicals exceeding MOEE Table B guidelines of the time (1997):
1. Polycyclic Aromatic Hydrocarbons (PAH) in shallow soils in the corridor between Young and Cherry Streets; and 2. Lead and PAHs in groundwater below the corridor between Jarvis and Cheery Streets.
Additionally, the 2000 Phase II ESA report by Peto MacCallum identified PAH and lead contamination in soil samples collected from two boreholes (BH 13 & 17—see section 3.3 of Peto MacCallum 2000). The electronic scanned version of this report, provided to MH, did not contain complete maps and therefore the location of these boreholes could not be determined. Further investigation would require the location of these areas of concern be identified. Note that regulatory Standards changed in 2011 and these older studies should be re-examined in light of the new Standards. A comparison to contemporary Standards was not within the current scope of work, but it should considered in the next phase of work in this area.
5.2 Lakeshore West Corridor The Lakeshore West Corridor from Strachan Avenue in Toronto to 29th Street in Etobicoke was the subject of a Phase I and Phase II environmental site assessments completed in 2010. These studies cover approximately 16km of the 53 km long corridor. These two reports by SPL Beatty were completed for Metrolinx as part of the contemplated property acquisition of the railway Right-of-Way (ROW). There was also extensive ESA and site remediation work completed as part of the Oakville GO Station parking expansion project.
The general location of data gaps and previously identified areas of contamination are illustrated in Figure 5-2 and described in the following sections.
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Figure 5-2. Lakeshore West Corridor Gap Analysis Map
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Gap Analysis The only Phase I/Phase II ESA work in the information provided that covers the OCS Impact zone is the portion of rail corridor bracketed by Strachan Avenue in Toronto and 29th Street in Etobicoke. Therefore only about 30% of the corridor has been assessed. Additionally, the ESA work only covered the travelling track through the Willowbrook yard and does not include the portions of the OCS Impact Zone associated with the Willowbrook Maintenance Facility.
Slivers of the OCS Impact Zone that lie outside of the Right of Way and were not explicitly covered in the Phase II assessment footprint. The Phase I ESA work completed by SPL Beatty did cover a 500 m radius outside of the Right of Way (ROW), and therefore the Phase I does include these slivers. The SPL Beatty Phase I and II ESAs should be reviewed in further detail to determine if these slivers have been adequately addressed in the existing ESAs.
Areas of Previously Identified Potential Contamination In addition to the data gaps identified above, the Phase II ESA completed in 2011 identified several areas of contamination. The study completed by SPL (2010b) outlined the following pertinent conclusions:
The results of soil analysis collected from boreholes throughout the study corridor identified marginal exceedances above the MOE Table 7 Standard (2004) for several parameters including metals, petroleum hydrocarbons (PHC), PAHs and PCBs. Locations of these areas are shown on the overview figure for this corridor (Figure 5-2):
1. Area #1 – an area with elevated concentrations of metals (cobalt, copper and nickel) along the railway ROW between Strachan and Dufferin Street. SPL Beatty (2010b) state that “These metals are commonly found railway ballast.” 2. Area #2 – a location near Grand Avenue Park (west of Park Lawn Rd.) with both elevated metal (beryllium, cobalt and nickel) and hydrocarbon concentrations. Specifically petroleum hydrocarbons and PCBs were found in borehole BH18-3. Step-out drilling was completed to assess the PCB issue at this location. In addition it was indicated that soils at this location may be considered hazardous waste for the purposes of transportation and disposal. Toxicity Characteristic Leachate Procedure testing (TCLP) to characterize the hazardous/non- hazardous status of the soils as per O.Reg.347 was completed as part of the Phase II ESA conducted by SPL. 3. Area #3 – an area at the Mimico GO Station with elevated concentrations of metals. 4. Area #4 – laterally extensive metal and hydrocarbon (primarily PAHs) contamination in soil of the Willowbrook Rail Yard. High lead concentrations in soil from BH19-21 was identified such soils at this location would be considered hazardous waste (based on TCLP testing) for the purposes of transportation and disposal. 5. Area #5 – area of metal (primarily beryllium) and hydrocarbon contamination of soil in the vicinity of the proposed Mimico TPS.
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a) SPL Beatty (2010) also noted that “any construction, maintenance or other activity along the rail corridor investigated should first include a review of this report. All workers who may come into contact with impacted soil should wear appropriate personal protective equipment. If suspect material not tested as part of this investigation is identified during any activity along the rail corridor a qualified consultant should be contacted to understand the nature of the impact prior to proceeding”.
5.3 Kitchener Corridor The Kitchener Corridor extends from the UP Express Spur (at Highway 427) and extends extends to Steeles Avenue East, just beyond the Bramalea GO Station. The corridor is approximately 6km in length.
A Phase I and 2 ESA was completed by Ecoplans in 2009 to support a property acquisition for a portion of the CN Weston Subdivision. This was required as part of a plan for expansion of the GO Transit passenger rail service. The Ecoplans (2009) study also extended eastward beyond Hwy 427, following what is now the UPER, and terminated where the corridor crosses Strachan Ave. in Toronto. This study covers approximately 3.8 km of the 6.5 km long corridor. The general location of data gaps and previously identified areas of contamination are illustrated in Figure 5-4 and described in the following sections.
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Figure 5-3. Kitchener Corridor Gap Analysis Map
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Gap Analysis The Ecoplans (2009) ESA work covers most of the proposed OCS Impact Zone along this rail corridor, however the study was terminated at Hwy 407. Therefore the subject OCS Impact Zone west of Hwy 407 extending to Steeles Ave East, has not been previous assessed.
Areas of Previously Identified Potential Contamination In addition to the data gaps identified above, the Phase I and II ESA works completed by Ecoplans (2009) identified the following contaminant related issues:
1. During Phase II ESA works, there were only two boreholes completed on the subject corridor (BH37 and BH38). Several PAH parameters exceeding the applicable MOE Table 3 Standard were identified in the deeper soil in the vicinity of Derry Road East and Airport Road at approximate CN Mile 15.12 (BH37, identified as Area #1). The contamination identified in the borehole may be attributed to a coal shed which is partially located on the site, the various surrounding industrial properties and/or the closed landfill located approximately 250 metres west of this borehole.
2. The scope of this Phase II ESA was limited in that a comprehensive overview of soil and groundwater was not completed. Ecoplans believes that there are significant data gaps at the site including groundwater data. This ESA recommended as a minimum that future expansion of the GO Transit system within the Weston Subdivision required site specific investigations to determine appropriate management of contaminated soil and groundwater and potential health and safety issues.
5.4 Barrie Corridor The Barrie Corridor appears to have had very limited ESA work completed along its alignment based on the information provided. There have been a few small properties that have had Phase I and Phase II ESA studies. Notably, this work was completed at the King City and Aurora GO Stations to support land acquisitions related to parking and or station expansion. This work however occurred outside of the OCS Impact Zone.
The most substantive ESA on the Barrie corridor study that addresses the OCS Impact Zone was a Phase I ESA conducted by Jacques Whitford Environment Limited (JWEL 2000). This study was conducted along a portion of the line known as the “Newmarket Subdivision - Mile 12.90 to 42.3”. The Phase I ESA did identify areas of potential environmental concern, however the report did not provide any recommendations.
In 2015 Phase I and Phase II ESA studies (Arcadis 2015a &b) were completed for the Davenport Community Rail Overpass between Dundas St and St. Clair Ave. The Phase II ESA however was limited to 750 m length of the corridor between Lappin Ave and Davenport Road. Combined, these Phase I ESA studies covers approximately 52 km of the 100 km long corridor
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The general location of data are illustrated in Figure 5-6 and described in the following sections.
Gap Analysis The JWEL (2000) Phase I ESA study covers part of the OCS Impact Zone of the Barrie Corridor and extends for a distance of 47km, beginning just north of Steeles Ave West, all the way north up to Bradford, where the 9th Line crosses the corridor. Outside of this area there has been no other Phase I ESA work completed that addresses the OCS Impact Zone. The only other Phase II ESA work is the 750 m length of the corridor between Lappin Ave and Davenport Road. Both the JWEL Phase I and the Arcadis 2015 studies found that there was evidence of potential environmental concerns associated with the subject ROW and therefore recommended the completion of a Phase II ESA.
Areas of Previously Identified Potential Contamination The 2015 Phase II ESA of the short segment near Davenport Road found soil and groundwater contamination along the ROW. This included petroleum hydrocarbons, chlorinated solvents, PAHs, PCBs and metals in excess of to exceed MOE Table 3 Standards.
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Figure 5-4. Barrie Corridor Gap Analysis Map
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5.5 Stouffville Corridor The majority of the Stouffville Corridor was the subject of a Phase I and Phase II ESA conducted in 1999 and 2001 respectively. These two reports (CH2M Gore & Storrie Limited 1999 and Peto MacCallum Ltd. Consulting Engineers 2001) were completed as part of the transfer of the rail corridor from Canadian National Railways (CNR) to GO Transit. These studies cover approximately 46 km of the 50 km long corridor. There have also been a few site specific ESAs conducted typically associated with GO Station parking expansions at Agincourt, Centennial, Markham, Mount Joy and Stouffville, however most of these do not overlap with the proposed project OCS Impact Zone.
The short segment of the OCS Impact Zone between St. Clair Ave. and the beginning the Stouffville ROW at Scarborough Junction (where the Lakeshore East line crosses Midlands Ave.) is addressed as part of the Phase I and Phase II ESAs of the Lakeshore East corridor.
The general location of data gaps and previously identified areas of contamination are illustrated in Figure 5-8 and described in the following sections.
Gap Analysis The available ESA work covers all of the proposed OCS Impact Zone within the GO Right of Way where it departs at Scarborough Junction to the Stouffville Station. Portion of the project footprint for this corridor that have not been assessed as part of the documentation provided includes the following:
1. All portions of OCS Impact Zone that lie outside of the GO ROW. 2. A significant section including the west side of the Unionville Station and the section of the OCS Impact Zone south from Unionville Station to Denison St. However, given the general nature of the Phase I ESA work, it is likely that previous work encompassed these portions of land outside of the ROW. A closer review of the ESA studies will be needed to confirm as part of future phases of work. 3. The section of the corridor/ROW past the Stouffville GO Station (Schell St.) to the end of the corridor at Lincolnville GO Station. The proposed PS at Lincolnville has been covered by a Phase I ESA completed in 2003 by Terrapex.
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Figure 5-5. Stouffville Corridor Gap Analysis Map
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Areas of Previously Identified Potential Contamination In addition to the data gaps identified above, the Phase II ESA completed in 2001 by Peto MacCallum identified six areas of known or potential contamination and recommended additional work. These areas where additional work was recommended include the following (see Figure 5-5):
1. Area #1: Investigate of the ROW/track area at the Stouffville GO Station to determine extent of hydrocarbon impacted soils identified as exceeding the MOE Table B Industrial/Commercial guideline; 2. Area #2: Investigate of the ROW/track area at the Markham GO Station to determine the extent of soils with high alkalinity; 3. Area #3: Additional investigations of the ROW between Ellesmere and Lawrence Ave to assess potential chemical contamination (petroleum hydrocarbons and PCBs) of soil and groundwater in this section of the corridor; 4. Area #4: Further soil quality assessment at Agincourt GO Station to assess if actual lead contamination of the soil exists; 5. Area #5: Further investigations near Scarborough Junction (west of Midlands Ave.) to determine if actual hydrocarbon contamination of the soil or groundwater exists; and 6. Area #6: Further groundwater and soil investigations of potential hydrocarbon contamination of the ROW northeast of the Markham GO Station. This location adjacent property to the north (237-241 Main Street North, Markham) was the subject of remediation work in 2009 by AiMS Environmental however further work may be warranted to assess migration of potential contamination into the ROW.
None of these recommendations have been implemented based on the documentation reviewed
5.6 Lakeshore East Corridor The Lakeshore East corridor from the Don River to Pickering (Frenchman’s Bay near Bayly St and St Martins Dr., was the subject of a Phase I and Phase II ESA in 2011. These two reports by SPL Beatty were completed for Metrolinx part of the contemplated acquisition of the railway ROW. These studies cover approximately 28 km of the 48 km long corridor. There have also been a few site specific site assessments typically associated with GO Station parking expansions at Danforth, Eglinton, Rouge Hill, Ajax and Oshawa; however most of these do not overlap with the proposed project footprint.
The general location of data gaps and previously identified areas of contamination are illustrated in Figure 5-6 and described in the following sections.
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Gap Analysis The available Phase II ESA work covers the project footprint (OCS Impact Zone) within the ROW from Don River to Pickering (at Frenchman’s Bay, west of Liverpool Road). Portion of the project footprint for this corridor that have not been assessed as part of the documentation provided is as follows: 1. The most significant gap is the section of corridor from Pickering (Frenchman’s Bay, west of Liverpool Rd) to Oshawa. 2. All portions of OCS Impact Zone that lie outside of the ROW. The Phase I ESA by SPL Beatty did cover a 250 m radius outside of the ROW and therefore covers these portions; however the Phase II ESA should be reviewed in detail as part of future work to determine if these slivers have been adequately addressed in that study.
Areas of Previously Identified Potential Contamination In addition to the data gaps identified above, the Phase II ESA completed in 2011 by SPL Beatty identified multiple areas of known or potential contamination of soil and groundwater along the corridor ROW. The concentrations of various chemicals in soil and/or groundwater were identified to exceed MOE Table 3 Standards. No discussion of significance or recommendations for further work was provided in the 2011 Phase II ESA. It is unknown if any follow-up assessment work has been conducted on these areas. The locations where the concentrations of the parameters analyzed as part of the 2011 SPL Phase II ESA exceeded the applicable Standards are summarized as follows (see Figure 5-6):
1. Area #1: Areas of PAH contamination in soil between Eastern and Queen Street (boreholes P2 BH11- 1 and P2 BH11-2) 2. Area #2: PAH contamination in soil and groundwater (borehole P3 BH11-2) and lead in soil (P3 BH11- 1) south of Dundas St. 3. Area #3: Zinc in soil west of Victoria Park Ave (borehole P12 BH11-2) 4. Area #4: PAH is soil (borehole P18 BH11-5) between Midland Ave and the proposed Scarborough Switching Station. 5. Area #5: Volatile organic compounds (VOC) in groundwater west of McCowan Rd (boreholes P20 BH11-1 and P20 11-3) 6. Area #6: VOC in groundwater west of Scarborough Gold Club Rd. (boreholes P24 BH11-3 and P24 11- 6) 7. Area #7: VOC in groundwater east of Scarborough Gold Club Rd. (boreholes P25 BH11-2) 8. Area #8: VOC in soil west of Galloway Rd. (borehole P26 BH11-1). 9. Area #9: VOC in soil and groundwater east of Galloway Rd (boreholes P27 B11-1, 2 and 3) 10. Area #10: PAH and metals (Co, Cu & Ni) in soil east of Poplar Rd (P28 BH11-1) 11. Area #11: PAH in soil west of Manse Rd (P29 BH11-2) 12. Area #12: PAH in soil along Copperfield Rd (west of J Horgan Water Treatment Plant) (P30 BH11-8) 13. Area #13: Copper in soil and VOC in groundwater west of the Rouge Hill GO Station (P32 BH11-3) 14. Area #14: PAH in soil and VOC in groundwater east of the Rouge River bridge (P33 BH11-1)
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Figure 5-6. Lakeshore East Corridor Gap Analysis Map
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6 Summary of Findings and Future Work A review of existing Environmental Site Assessment (ESA) documents/reports for the GO Rail Network Electrification TPAP was completed to identify data gaps and areas of potential or known contamination within the Study Area. Although portions of the corridors have been assessed (approximately 55% of the OCS Impact Zone have been subject to some form of ESA), there are also significant lengths of the corridors that have not been assessed based on the documentation reviewed. Generally these gaps are summarized as follows (based on the available documents/reports reviewed):
1. Union Station Corridor – The majority of this corridor has been the subject of Phase I and II ESAs with the exception of most of the Don Yard Layover. Two section of 0.8 km and 1 km require ESA work. 2. Lakeshore West Corridor – This corridor has been the subject of Phase I and II ESA from Strachan Ave (eastern boundary of current study) to 29th St (west of the Mimico TPS). The corridor west of this point has not been assessed. Approximately 37 km of this corridor have not been subject to ESA study. Additional gaps are the Willowbrook Maintenance Facility. 3. Kitchener Corridor – This corridor has been subject of a Phase I ESA and limited Phase II ESA from Highway 427 (the eastern boundary of the current study) to Highway 407. The corridor west of this point (to Steeles Ave.) has not been assessed, a length of approximately 2.7 km. 4. Barrie Corridor - This corridor has been subject to very limited ESA study, consisting only of a Phase I ESA that extends from just north of Steeles Ave. up to Bradford, where the 9th Line crosses the corridor. The corridor both south and north of this segment has not been assessed, comprising approximately 48 km of corridor. 5. Stouffville Corridor – Most of this corridor has been the subject of Phase I and II ESA. A short segment extending north from the Stouffville GO Station to Lincolnville has not been assessed, being approximately 3.7 km long. 6. Lakeshore East Corridor - This corridor has been the subject of Phase I and II ESA from the Don River (western boundary of current study) to Frenchman’s Bay (west of Liverpool Rd.) in Pickering. The corridor east of this point has not been assessed. Approximately 20 km of this corridor have not been subject to ESA study.
6.1 Recommendations for Future Work Given the extent of the data gaps, further study/work is generally recommended as follows:
a) Address the data gaps identified in this report by completing the required Environmental Site Assessment Studies to characterize areas of potential contamination. b) Based on the results and recommendations of all ESA’s/studies undertaken to date, identify and implement appropriate mitigation measures to address potential soil/groundwater contamination during the detailed design and construction phases of the project including but not necessarily limited to:
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Where identified, contaminated soils and groundwater will be managed in accordance with applicable environmental legislation (i.e.; Ontario Environmental Protection Act, Ontario Regulation 347, Transportation of Dangerous Goods Act and Regulations, and Ontario Regulation 153/04). Remedial measures would be developed following completion of the Environmental Site Assessment and subsurface investigation activities and would be based on the specific construction and electrification infrastructure proposed for each site; Remediation and/or implement management measures to address contaminated soils and/or groundwater during construction and long term O&M. Management measures will be carried out in accordance with applicable environmental legislation. Implement a site specific health and safety plan for construction workers based on the findings of the subsurface investigations. Develop and implement an Excess Materials Management Plan based on the findings of the limited subsurface investigations. Implement and follow dust control measures during construction activities. Implement spill management measures Although there may be some lubricants and/or fluids associated with construction vehicles and equipment, it is inferred that the equipment will be designed and operated to prevent leaks and thus the potential for contamination is unlikely. In the unlikely event that soil and/or groundwater contamination did occur, proposed mitigation options would include the following: o Emergency Preparedness Plans will be developed and available at the site; o Spill kits will be available on vehicles and in potential spill locations; o Site personnel will be trained on spill management; o Spills will be cleaned up as soon as possible and remediation activates will be conducted if necessary; o Refuelling will be undertaken in designated locations; and, o Each site will be equipped with spill containment and/or oil/water separator facilities.
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