UP Express Electrification EA Land Use Assessment Report FINAL

Project No. 1124019.00 March, 2014 UP Express Electrification EA Land Use Assessment Report

Executive Summary

The purpose of this report is to: 1) establish baseline land use conditions and 2) to assess land use impacts of the proposed electrification of the (UP Express) as part of the UP Express Electrification EA. This Land Use Report contains Parts A and B. Part A includes the Land Use Baseline Conditions Report, and Part B includes the Land Use Impact Assessment Report.

The UP Express service will commence operation with train sets comprised of Diesel Multiple Units (DMUs). The UP Express Electrification EA is investigating land use impacts associated with replacing these DMUs with Electric Multiple Units (EMUs), as well as impacts associated with the implementation of facilities (the two Paralleling Stations, Maintenance Facility and Traction Power Station) necessary to support the electrified service.

With respect to baseline land use conditions along the UP Express route (from the future UP Express to UP Express Pearson station, along the existing Union Station and Kitchener Rail Corridors), baseline conditions include existing land uses within the study area (general land use categories, as well as the locations of social facilities) and planned land uses (studies and zoning) within the study area.

Land use along the Kitchener/UP Express rail corridor generally consists of developed/redeveloped residential and industrial/commercial areas, with some recreational areas and cycling trails (notably the West Railpath) within the Study Area. Based on background review and field reconnaissance carried out as part of the baseline conditions phase, there are 86 schools, child care centres and long term care centres in the vicinity of the Study Area. Of the 86 facilities, none are within 40 m of the rail ROW. Four of the facilities are within 100 m of the rail corridor, 65 are between 100 and 500 m away from the corridor, and the remaining 17 are more than 500 m away from the corridor.

Except for the rail spur which begins at Highway 427, the entire Kitchener/UP Express rail corridor is zoned UT (Utility and Transportation). The rail spur is zoned E (Employment Industrial). A number of studies, including Master Plans, Zoning Reviews, and Urban Design Guidelines, are being undertaken for areas adjacent to the corridor and associated facilities.

The electrified UP Express trains will operate along the same corridor (portion of Union Station Rail Corridor (USRC) and Kitchener corridors) as diesel (DMU) service, and as such, the project works and activities associated with electrification are compatible with existing land uses. Electrification of this corridor may result in a minor encroachment of the ROW into adjacent properties in order to accommodate a number of the overhead catenary system (OCS) poles. In addition, the supporting facilities will result in an increased footprint. The support facilities are located within compatible land use zoning for the most part and, consequently the footprint is not anticipated to result in an adverse effect to existing land use. Only one support facility site (for the Electric Multiple Unit (EMU) Maintenance Facility) has a zoning conflict. will work with the City of Toronto during the detailed design phase to determine the process to be followed for obtaining a zoning by-law amendment in order to accommodate the proposed Maintenance Facility on this site.

i

UP Express Electrification EA Land Use Assessment Report

During the operation and maintenance phase of the electrified UP Express service, existing adjacent land uses are not anticipated to experience adverse effects. For Section 1 of the corridor (UP Express Union Station to UP Express Bloor Station), none of the sensitive receptor facilities (child care, long term health care, schools) are located within 100 m of the rail corridor. Two sensitive receptors are located approximately 400 m from the Paralleling Station. Nuisance affects are not addressed in the Land Use Assessment (refer to Air Quality Impact Assessment Report & Noise and Vibration Impact Assessment Report).

Within Section 2 of the corridor (UP Express Bloor Station to UP Express Weston Station), four sensitive receptor facilities are located within 100 m of the rail corridor. One receptor, a child care centre will be closed/relocated as part of the Metrolinx Eglinton Crosstown LRT project. Two facilities are located 400 m from the Paralleling Station; one of which is the same child care centre to be relocated mentioned above. It is noted that the former Kodak property located at 3500 Eglinton Avenue West was identified by Metrolinx as the preferred site for the new Maintenance and Storage Facility (MSF) to be constructed as part of the Eglinton Crosstown Light Rail Transit project (Metrolinx Eglinton Crosstown LRT EPR Addendum, October 2013). As per the October 2013 EPR Addendum, the proposed MSF will require the entire Kodak property area. As a result, the potential footprint impacts and associated mitigation measures associated with construction and implementation of the MSF were captured and documented as part of the Eglinton Crosstown LRT Environmental Assessment process via the EPR Addendum. Since the potential impacts and mitigation measures related to developing the entire Kodak property were previously captured in the Final Eglinton Crosstown LRT EPR Addendum, there will be no new net adverse land use effects associated with locating the Paralleling Station facility on the Kodak site.

Section 3 of the corridor (UP Express Weston Station to Highway 427) passes through the Weston community and three child care centres and four schools; however, all are located beyond 100 m of the rail corridor. All other sensitive receptor facilities are located beyond 500 m of the Resources Road Maintenance Facility and the gantries associated with the Traction Power Station. Similarly, there are no sensitive receptor facilities within 500 m of Section 4, Highway 427 to UP Express Pearson Station.

During the construction phase the project works and activities may result in short term and temporary inconvenience to some residents and adjacent land uses. Of note, are potential lane closures or detours while existing bridge and overhead structures are upgraded to accommodate the electrification infrastructure.

It is not anticipated that the electrification will adversely affect planned land use in any of the corridor sections; however, the Ordnance Triangle, the location of the Paralleling Station in Section 1, does have a development proposal under review to re-develop a portion of the property into a mixed-use neighbourhood, including residential, commercial and open space. Planning approvals are pending the result of the ongoing five-year Official Plan review and Municipal Comprehension Review of all Employment lands. The small footprint of the Paralleling Station is not anticipated to adversely affect this develop proposal.

Overall, the electrification of UP Express and associated facilities are not anticipated to result in net adverse effects on existing or planned land use.

ii

UP Express Electrification EA Land Use Assessment Report

TABLE OF CONTENTS GLOSSARY OF TERMS ...... III PART A – BASELINE CONDITIONS REPORT ...... A-1 1. BACKGROUND ...... A-2

1.1 ENVIRONMENTAL ASSESSMENT PROCESS ...... A-2 1.2 DESCRIPTION OF THE PROJECT ...... A-3 1.2.1 Traction Power Distribution System ...... A-4 1.2.1.1 Overhead Contact System ...... A-4 1.2.1.2 Paralleling Stations ...... A-5 1.2.2 Maintenance Facility ...... A-7 1.3 STUDY AREA ...... A-8 1.4 PURPOSE...... A-9 2. METHODOLOGY ...... A-9 3. BASELINE CONDITIONS ...... A-10

3.1 EXISTING LAND USE ...... A-10 3.1.1 General ...... A-10 3.1.2 Section 1 – UP Express Union Station to UP Express Bloor Station ...... A-18 3.1.2.1 Paralleling Station (Ordnance St.) ...... A-18 3.1.3 Section 2 – UP Express Bloor Station to UP Express Weston Station ...... A-20 3.1.3.1 Paralleling Station (3500 Eglinton Ave. W.) ...... A-20 3.1.4 Section 3 - UP Express Weston Station to Highway 427 ...... A-22 3.1.4.1 EMU Maintenance Facility Site (50 Resources Rd.) ...... A-22 3.1.4.2 Traction Power Substation (including gantries, duct banks) (175 City View Drive) ...... A-22 3.1.5 Section 4 - Highway 427 to UP Express Pearson Station ...... A-24 3.2 PLANNED LAND USE ...... A-26 3.2.1 Section 1 – UP Express Union Station to UP Express Bloor Station ...... A-27 3.2.2 Section 2 - UP Express Bloor Station to UP Express Weston Station ...... A-28 3.2.3 Section 3 - UP Express Weston Station to Highway 427 ...... A-29 3.2.4 Section 4 - Highway 427 to UP Express Pearson Station ...... A-30 4. FUTURE WORK ...... A-30 PART B – IMPACT ASSESSMENT REPORT ...... B-1 1. PURPOSE ...... B-2 2. METHODOLOGY ...... B-2 3. EXISTING LAND USE...... B-3

3.1 SECTION 1 – UP EXPRESS UNION STATION TO UP EXPRESS BLOOR STATION ...... B-3 3.1.1 Footprint Impacts ...... B-3 3.1.2 Operations and Maintenance Impacts ...... B-4 3.1.3 Construction Impacts ...... B-5 3.2 SECTION 2 – UP EXPRESS BLOOR STATION TO UP EXPRESS WESTON STATION ...... B-5

i

UP Express Electrification EA Land Use Assessment Report

3.2.1 Footprint Impacts ...... B-5 3.2.2 Operations and Maintenance Impacts ...... B-7 3.2.3 Construction Impacts ...... B-8 3.3 SECTION 3 – UP EXPRESS WESTON STATION TO HIGHWAY 427 ...... B-8 3.3.1 Footprint Impacts ...... B-8 3.3.2 Operations and Maintenance Impacts ...... B-10 3.3.3 Construction Impacts ...... B-10 3.4 SECTION 4 – HIGHWAY 427 TO UP EXPRESS PEARSON STATION ...... B-11 3.4.1 Footprint Impacts ...... B-11 3.4.2 Operations and Maintenance Impacts ...... B-11 3.4.3 Construction Impacts ...... B-11 4. PLANNED LAND USE ...... B-12

4.1 SECTION 1 – UP EXPRESS UNION STATION TO UP EXPRESS BLOOR STATION ...... B-12 4.2 SECTION 2 – UP EXPRESS BLOOR STATION TO UP EXPRESS WESTON STATION ...... B-13 4.3 SECTION 3 – UP EXPRESS WESTON STATION TO HIGHWAY 427 ...... B-14 4.4 SECTION 4 – HIGHWAY 427 TO UP EXPRESS PEARSON STATION ...... B-14 4.5 MONITORING...... B-15 REFERENCES ...... R-1

List of Figures

Figure 1-1. UP Express Electrification EA Study Area ...... A-3 Figure 1-2. Example of OCS Support Structures (Portals) ...... A-5 Figure 1-3. Typical Paralleling Station ...... A-5 Figure 1-4. Paralleling Station – Ordnance St...... A-6 Figure 1-5. Paralleling Station – 3500 Eglinton Ave. W...... A-7 Figure 1-6. Electrified Maintenance Facility – 50 Resources Rd...... A-8 Figure 3-1. Toronto Bikeway Network ...... A-12 Figure 3-2. Railpath Proposed North Section Extension ...... A-13 Figure 3-3. Proposed South Section Extension ...... A-14 Figure 3-4. Social Facilities – West of Union Station Train Shed to Bloor Station ...... A-19 Figure 3-5. Social Facilities – Bloor Station to Weston Station ...... A-21 Figure 3-6. Social Facilities – Weston Station to Highway 427 ...... A-23 Figure 3-7. Social Facilities – Highway 427 to Terminal 1 ...... A-25 Figure 3-8. Ward 18 Local Area Study Map...... A-27

List of Tables

Table 3-1. Schools, Child Care Centres and Long Term Care Centres in the vicinity of the Study Area ...... A-15

ii

UP Express Electrification EA Land Use Assessment Report

Glossary of Terms

ADMGO The acronym for Air Dispersion Modelling Guideline for . 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. 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 cantilever is a beam that is supported by a pole at only one end and carries the load of the electrification equipment on top of tracks. At multiple track locations where cantilever frames are not practical, portal structures should be utilized. 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 Environmental Assessment Act. Cess The area on either side of the railway immediately off the ballast shoulder, within the rail right of way. This area is considered a safe area for workers to stand when a train approaches. 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. 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. 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. Deadhead Movements In the case of UP Express, deadhead movements are considered to be empty train movements required to reposition a train before or after revenue service. (Revenue service entails train movements that carry fare paying passengers). Deadhead movements are also referred to as “unproductive moves” as they incur the costs of train operations, but are not offset by any revenue from passengers. 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.

iii

UP Express Electrification EA Land Use Assessment Report

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 a physical separation and isolation for the various types of cables. 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 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. EMU 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 Section isolated from 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. ESR The acronym for Environmental Study Report. Proponents are required to prepare an Environmental Study Report to document the planning process followed under the Class Environmental Assessment for Minor Transmission Facilities. Gantry Supporting structures parallel to the tracks, and on both sides of the tracks, at TSS, SWS, and PS used to connect the traction power feeders to the catenary. g/kWh It stands for grams (of contaminant) per kilowatt-hour of energy generated.

iv

UP Express Electrification EA Land Use Assessment Report

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 DMU’s, replacement of transformers and ac propulsion systems on EMUs and replacement of wheel sets on engines. On railcars, heavy maintenance includes the replacement of wheel sets, repairs to windows and brake lines, and body repairs. 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. According to IEC voltages above 1000 V 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. 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 and equal to 1000 volts. kVAh Abbreviation for kiloVoltAmphours. It is the standard power measurement used by electricity service utility companies. 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. Minister Ontario Minister of the Environment. Mitigation Measure Actions that remove or alleviate, to some degree, the negative effects associated with the implementation of an alternative. MOE The acronym for Ontario Ministry of the Environment. MVA The abbreviation for Megavolt-Ampere. This is a unit for measuring the apparent power in an electrical circuit equivalent of one million watt. Negative Feeder 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

v

UP Express Electrification EA Land Use Assessment Report

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. NOx Nitrogen Oxides Open Route The term used to describe an area of tracks where there is no vertical conflict to OCS. Overhead Contact OCS is comprised of: System (OCS) 1. The aerial supply system that delivers 2x25 kV traction power from traction power substations to the pantographs of Metrolinx electric trains, comprising the catenary system messenger and contact wires, hangers, associated supports and structures including poles, portals, head spans and their foundations), manual and/or motor operated disconnect switches, insulators, phase breaks, section insulators, conductor termination and tensioning devices, downguys, and other overhead line hardware and fittings. 2. Portions of the traction power return system consisting of the negative feeders and aerial static wires, and their associated connections and cabling. 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) An installation which helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders and the catenary conductors are connected to the two outer terminals of the autotransformer winding at this location with the center terminal connected to the traction return system. The OCS sections can be connected in parallel at PS locations. 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.

vi

UP Express Electrification EA Land Use Assessment Report

PM2.5 Fine Particulate Matter. Particles with diameter less than 2.5 mm. 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 signalling system using on board and wayside equipment to automatically reduce the speed, or stop a train depending on the conditions on the track ahead. 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 Maintenance Preventive maintenance includes items such as: replacing brake pads, measuring wheels, inspection of running gear, inspection and repair of central air conditioning, check radios and repair/replace, repair broken windows and doors, etc. 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. 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. 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. Running Rails Rails that act as a running surface for the flanged wheels of a car or locomotive. 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). Signal System The rail signal system is a combination of wayside and on board equipment and/or software to provide for the routing and safe spacing of trains or rail vehicles.

SO2 Sulphur Dioxide 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 Ground Wire) and negative feeders, that connects OCS supports collectively to ground or to the grounded running rails to protect people and installations in case of an electrical fault. In an AC electrification system, the static wire forms a part of the traction power return circuit and is connected to the running rails at periodic intervals and to the traction power facility ground grids. If mounted aerially, the static wire may also be used to protect the OCS against lightning strikes. It is sometimes termed “aerial ground wire”.

vii

UP Express Electrification EA Land Use Assessment Report

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. Traction Power Electric Traction Facility that transforms the utility supply voltage of 230 kV to Substation 50 kV and 25 kV for distribution to the trains via catenary and negative feeders. Switching Station (SWS) SWS is an installation where the supplies from two adjacent traction power substations are electrically separated and where electrical energy can be supplied to an adjacent but normally separated electrical section during contingency power supply conditions. It also acts as a paralleling station (PS). Touch/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 Electrification TES is the combination of the traction power supply system (TPSS), the System (TES) overhead contact system (OCS), and the traction power return system, together with appropriate interfaces to the TES related supervisory control and data acquisition (SCADA) system. It forms a fully functional 2x25 kV ac traction power supply and distribution system and provides the traction power to the electrically powered vehicles on the Metrolinx electrified railway line. Traction Power Facilities TPFs include: traction power substations (TPS), switching stations (SWS), (TPF) and paralleling stations (PS). Traction Power Return The traction power return system includes all conductors (including the System grounding system) for the electrified railway tracks, which form the intended path of the traction return current from the electrified rolling stock to the traction power substations. Conductors may include: • Running rails • Impedance bonds • Static wires, and buried ground or return conductors • Rail and track bonds, • Return cables, including all return circuit bonding and grounding interconnections • Ground • Negative feeders due to the configuration of autotransformer connections Traction Power Supply TPSS is the railway traction distribution network used to provide energy to System (TPSS) Metrolinx electric trains, which comprises incoming high voltage supplies, traction power substations (TPS) at which power is converted from high voltage to nominal 2x25 kV railway traction voltage to the overhead contact system (OCS), other traction switching facilities including switching stations (SWS) and paralleling stations (PS), and connections to the OCS and the traction return and grounding system. TPAP The acronym for Transit Project Assessment Process. The transit project assessment process is defined in sections 6 – 17 in Ontario Regulation 231/08: Transit projects and Metrolinx Undertakings. Proponents must complete the prescribed steps of the transit project assessment process within specified time frames. The process allows for a six month assessment process whereby potential environmental effects of the transit project are identified, assessed and documented. The proponent must issue a Notice of Completion within 120 days of issuing the Notice of Commencement.

viii

UP Express Electrification EA Land Use Assessment Report

Traction Power TPS is an electrical installation where power is received at high voltage and Substation (TPS) transformed to the voltage and characteristics required at the OCS for the nominal 2x25 kV system, containing equipment such as transformers, circuit breakers and sectionalizing switches. It also includes the incoming high voltage lines from the power supply utility. TS Acronym for Transformer Station. Transit Project A transit project is defined as an undertaking consisting of: (a) An enterprise or activity that is the planning, designing, establishing, constructing, operating, changing or retiring of a facility or service that, aside from any incidental use for walking, bicycling or other means of transporting people by human power, is used exclusively for the transportation of passengers by bus or rail, or anything that is ancillary to a facility or service that is used to support or facilitate the transportation of passengers by bus or rail; or, (b) A proposal, plan, or program in respect of an enterprise or activity described in clause (a) above. Transmission Line Transmission lines electrically interconnect generating power plants and electrical substations located near demand centers for bulk transfer of electrical energy over long distances, at a high voltage generally 115 kV or higher. Transmission of power at high voltage is distinct from the local wiring between high-voltage substations and customers, which is typically referred to as electric power distribution. Transmission lines, when interconnected with each other, are called transmission network or electric grid. Tunnel Arm A combined registration and support assembly used for support of catenary conductors within a tunnel where there is not enough clearance for OCS portal and cantilever structures.

ix

Part A – Baseline Conditions

UP Express Electrification EA Land Use Assessment Report

1. Background

In July 2009, Metrolinx completed an environmental assessment (EA) for the Georgetown South Service Expansion and Union-Pearson Rail Link (GSSE-UPRL). This project included a number of infrastructure improvements along the GO Transit (GO) Kitchener (previously known as Georgetown) corridor, including construction of a new three kilometre spur line (from Highway 427 to Terminal 1 at Pearson Airport), and construction of new tracks along the GO Kitchener corridor. In addition, new stations will be constructed at both Union Station and at Terminal 1 (Pearson International Airport), while the existing Bloor and Weston stations will be upgraded. Portions of this project are currently under construction, and the UP Express service is anticipated to be in operation by 2015.

The UP Express will initially operate using Diesel Multiple Units (DMUs) and will run from at UP Express Union Station) with stops at Bloor GO Station and Weston GO Station, then terminate at the future UP Express Pearson Station at Pearson International Airport.

Following the 2009 GSSE-UPRL EA, Metrolinx completed the GO Electrification Study in December 2010, which examined electrification of the entire GO Transit rail system as a future alternative to diesel trains currently in service. Subsequently, Metrolinx initiated Phase 1 which includes the EA study for electrification of the UP Express service, development of performance standards for electrification, as well as preparation of the electrification design.

1.1 Environmental Assessment Process

With regard to EA process, the proposed conversion of the UP Express service from diesel to electric power falls under Schedule 1, Subsection 2 (1) 7 of O. Reg. 231/08 - Transit Projects and Metrolinx Undertakings which applies to transit projects including: “Electrification of rail equipment propulsion on existing commuter rail corridor and associated power distribution system.” Therefore, the environmental impact of the traction power distribution system components and new electrified maintenance facility is being assessed by Metrolinx under the Transit Project Assessment Process (TPAP), in accordance with Ontario Regulation 231/08 – Transit Projects and Metrolinx Undertakings.

In addition, electrification of the UP Express requires a connection to Ontario’s electrical system. It is proposed that the power be supplied from the existing 230 kV transmission line that runs between Hydro One’s Claireville Transformer Station (located near Highway 407 and Highway 27 in the City of Vaughan) and Richview Transformer Station (located near Highway 401 and Highway 27 in the City of Toronto). Two new cables will deliver power to a new 230 kV Traction Power Substation (TPS). The TPS will convert the voltage from 230 kV to 25 kV so that it can be used to power the electric trains. The power supply portion of the project is being carried out by Hydro One under the Class EA for Minor Transmission Facilities (Class EA).

A-2

UP Express Electrification EA Land Use Assessment Report

1.2 Description of the Project

The scope of the proposed UP Express Electrification undertaking includes the construction, operation and maintenance of an electrified rail service along the UP Express route. The route includes approximately 25 km of track beginning at the future UP Express Station (west of the Union Station train shed) in the City of Toronto, along the existing Union Station GO rail corridor and Kitchener GO rail corridor to Highway 427, where the route then follows the new UP Express spur link (currently under construction) into the future UP Express Pearson Station (Terminal 1, Toronto Pearson International Airport) in the City of (see Figure 1-1). More specifically, the UP Express Electrification project involves converting the UP Express service from diesel power to electric. Therefore, the base case scenario is defined as the UP Express operating with Diesel Multiple Unit (DMU) trains.

Electrification of the UP Express service will be achieved through a Traction Electrification System which will provide electrical power to the trains by means of a traction power distribution system (by Metrolinx) and traction power supply system (by Hydro One). The traction power distribution system components (which are being assessed under the TPAP) are further described below.

Figure 1-1. UP Express Electrification EA Study Area

A-3

UP Express Electrification EA Land Use Assessment Report

1.2.1 Traction Power Distribution System

The proposed traction power distribution system is an Overhead Contact System (OCS) comprised of a wiring system providing power to the trains. The wiring system will be suspended from a number of OCS structures (i.e., portals, cantilevers) placed along and over the track. The traction power distribution system also includes two paralleling stations (PS) to boost the voltage along the UP Express route, as well as 25 kV feeders and gantries (which provide power to the OCS) located in the vicinity of each PS. In addition, a new electrified maintenance facility will need to be built to carry out maintenance on the new electric trains.

The following sections provide an overview of the electrification infrastructure requirements associated with the traction power distribution system as the basis for collecting baseline conditions information within the study area. In addition, the Environmental Project Report provides additional background information on the process followed for identifying the preferred siting locations for each facility. As a result, the preferred locations for siting each facility have been included in this report for the purpose of describing baseline conditions associated with the respective sites.

1.2.1.1 Overhead Contact System

The preferred traction power distribution system for UP Express electrification is an Overhead Contact System (OCS) that is comprised of a wiring system which will provide power to the electric trains. The wiring system will be suspended from a number of new OCS support structures (i.e., portals, cantilevers) placed along and over the track, including on bridges/overpasses where required. It should be noted that the majority of OCS support structures will be situated within the existing Metrolinx owned rail Right-of- Way (ROW) along the UP Express route/corridor, except for a small number of locations where the structures cannot be accommodated within the existing rail ROW.

Specifically, the overhead wires will be supported from galvanized steel structures positioned along the track at a spacing of up to 65 metres. The most common OCS support structures will be portals which span multiple tracks (see Figure 1-2).

A-4

UP Express Electrification EA Land Use Assessment Report

Figure 1-2. Example of OCS Support Structures (Portals)

1.2.1.2 Paralleling Stations

A paralleling station helps boost the OCS voltage and reduce running rail current. As the train moves away from the source of power, the OCS voltage drops (see example shown in Figure 1-3). Electric trains can only operate if the OCS voltage remains within acceptable limits. Paralleling stations help raise the OCS voltage and hence, facilitate operation of trains further away from the source of power. Paralleling stations also help reduce flow of return current in rails and thereby, contribute towards safety of passengers and other persons boarding or detraining at train stations.

Figure 1-3. Typical Paralleling Station

A-5

UP Express Electrification EA Land Use Assessment Report

In order to ensure reliability of the electrified UP Express system, paralleling stations need to be located approximately every 8-12 kms along the electrified route. There are two PSs required as part of the electrified UP Express system: one at Ordnance St, and one at 3500 Eglinton Ave. W. as shown in Figures 1-4 and 1-5 respectively. The approximate footprint area required for constructing a paralleling station is anticipated to be 900 sq. m. (45 m X 20 m).

Gantries and Ductbanks

A set of two gantries (main and strain gantry), as well as 25 kV power supply feeders (routed underground via duct banks) will be located in the vicinity of each PS location. The locations of the gantries and duct banks will be identified as part of the preliminary design phase. Therefore, the potential environmental impacts associated with these components will be assessed and documented within the Natural Environmental Impact Assessment Report.

Figure 1-4. Paralleling Station – Ordnance St.

A-6

UP Express Electrification EA Land Use Assessment Report

Figure 1-5. Paralleling Station – 3500 Eglinton Ave. W.

1.2.2 Maintenance Facility

As part of implementing an electrified UP Express service, the new electric trains will need to be regularly maintained and serviced. As a result, the scope of the UP Express Electrification EA includes consideration of the infrastructure requirements related to a new electrified maintenance facility.

The Final Environmental Project Report summarizes the process followed for identifying the preferred location for the electrified Maintenance Facility, i.e., 50 Resources Rd. (see Figure 1-6). The approximate footprint size required for constructing the new MF is anticipated to be 5 hectares.

A-7

UP Express Electrification EA Land Use Assessment Report

Figure 1-6. Electrified Maintenance Facility – 50 Resources Rd.

1.3 Study Area

Based on the description of the UP Express Electrification project components provided above, the project Study Area (as illustrated in Figure 1-1) is described as follows:

• UP Express route/rail corridor beginning at the future UP Express Union Station in the City of Toronto, along the existing GO Kitchener and GO Union Station Rail Corridors, and terminating at the future UP Express Pearson Station (Terminal 1, Toronto Pearson International Airport) in the City of Mississauga; and • Preferred locations for associated electrification infrastructure/facilities including: two Paralleling Stations, and one electrified Maintenance Facility.

As the EA progresses and potential impacts are identified, the Study Area will be expanded (if required) to capture the full range of potential environmental effects.

A-8

UP Express Electrification EA Land Use Assessment Report

1.4 Purpose

The purpose of this report is to document baseline conditions within the UP Express Electrification Study Area related to the natural environment. This Baseline Conditions Report will form ‘Part A’ of the Natural Environment Assessment Report which will become a supporting document to the final Environmental Project Report (EPR). The baseline conditions information collected will establish the basis from which potential impacts of the proposed UP Express Electrification project will be assessed and documented in the Natural Environment Impact Assessment report.

2. Methodology

The methodology to establish and document the existing land uses and land use patterns within the UP Express study area involves the following tasks:

• Review of secondary source/background reports for Kitchener/UP Express corridor. Secondary background reports include, among others: o Metrolinx. 2009. Georgetown South Service Expansion and Union-Pearson Rail Link Environmental Project Report. July 30, 2009. o City of Toronto. 2012a. Draft Zoning By-law. Planning and Growth Management Committee, November 8, 2012. http://www.toronto.ca/zoning/bylaw/ZBL_NewProvision_Index.htm o City of Toronto. 1997. Zoning By-law No. 438-86. o City of Toronto. 2010. Toronto Official Plan. Consolidated December 2010. http://www.toronto.ca/planning/official_plan/pdf_chapter1-5/chapters1_5_dec2010.pdf o City of Toronto. 2001. Toronto Bike Plan. http://www.toronto.ca/cycling/bikeplan/ o City of Mississauga. 2007. Mississauga Zoning By-law. Consolidated June 2007. http://www.mississauga.ca/portal/residents/zoningbylaw o City of Mississauga. 2011. Mississauga Official Plan. http://www.mississauga.ca/portal/residents/mississaugaofficialplan o Metrolinx. 2010. GO Electrification Study Final Report – Appendix 8G – Social/Community Impacts. December 2010.

• Data gap analysis based on review of the available secondary source/background material.

• Field reconnaissance of the UP Express Study Area to confirm land use features (i.e., schools, child care centres and long term care centres) previously identified in the 2009 Georgetown South Service Expansion and Union-Pearson Rail Link Environmental Project Report.

• GIS mapping to document land use features.

A-9

UP Express Electrification EA Land Use Assessment Report

3. Baseline Conditions

The following provides a summary of baseline conditions related to land use. For the purposes of describing the various features within the UP Express Electrification Study Area, this section has been separated into four segments as follows:

• Section 1 – UP Express Union Station to UP Express Bloor Station

• Section 2 – UP Express Bloor Station to UP Express Weston Station

• Section 3 - UP Express Weston Station to Highway 427

• Section 4 - Highway 427 to UP Express Pearson Station

3.1 Existing Land Use

3.1.1 General

Given the relatively stable nature of land use in Toronto and eastern Mississauga, existing land use is very similar to the conditions described in the 2009 GSSE-URPL Environmental Project Report. As such, the descriptions below are based on the information provided in that report unless otherwise indicated.

Land use along the Kitchener/UP Express rail corridor generally consists of developed/redeveloped residential and industrial/commercial areas. The Kitchener/UP Express rail corridor is primarily within the City of Toronto; however, west of Highway 401, the corridor is within the City of Mississauga (Region of Peel).

Within and adjacent to the Study Area, there are public parks and recreational trails; the following are of particular note:

• West Toronto Railpath. A multi-use pathway intended to provide a connection from Toronto’s Junction neighbourhood to downtown Toronto (as shown on Figure 3-1), which runs along the Kitchener/UP Express corridor within the Study Area. The north portion of the path from Cariboo Avenue to West has been completed and opportunities to continue the path both south and further north are under review. Metrolinx has advised the City that there is not sufficient width in the rail corridor to construct a continuous extension of the Railpath north of Cariboo Avenue (City of Toronto 2012b). Transportation Services will be undertaking a bikeway network feasibility study to evaluate alternate route options for connecting the Railpath to existing and planned bikeways to the north and west. Transportation Services is currently undertaking an environmental assessment study to develop a preferred route alignment to extend the Railpath south from Dundas Street West to Strachan Avenue and the . The goal is to commence construction of the trail extension in 2015 after Metrolinx has completed construction within the corridor of the GSSE-UPRL (City of Toronto 2012b).

A-10

UP Express Electrification EA Land Use Assessment Report

• Sorauren Park. A City of Toronto Public Park located on Sorauren Ave. south of Dundas St. W., west of the Kitchener/UP Express rail corridor within the Study Area. The park is a reclaimed brownfield site, which opened in 1995 and hosts several sporting fields, a farmer’s market and a fieldhouse. • Keelesdale Park. A City of Toronto Public Park located along Black Creek east of the rail corridor, outside of the Study Area. The park is on the southeast corner of Eglinton Avenue West and Black Creek Drive. It is planned that the park will serve as a launch site for tunnel boring machines related to the Eglinton Crosstown Light Rail Transit project. • Cruikshank Park. A City of Toronto Public Park located along the south of the rail corridor outside of the Study Area. The park has a number of mature trees, and is the beginning of the Humber Trail, which extends to the waterfront.

In addition, there are existing and planned cycling lanes and routes throughout the corridor. Apart from the West Toronto Railpath, all other cycling lanes and routes which intersect the Study Area either cross over or under the Kitchener/UP Express corridor. A copy of the Toronto Bike Plan proposed network (City of Toronto 2001) is provided in Figure 3-1, and maps of the proposed extensions of the West Toronto Railpath are shown in Figures 3-2 and 3-3 (City of Toronto 2012b).

As part of , Metrolinx will work with the municipalities in the GTHA to develop a more integrated walking and cycling network that is safe and convenient (Metrolinx 2008).

A-11

UP Express Electrification EA Land Use Assessment Report

Figure 3-1. Toronto Bikeway Network

Existing West Toronto Railpath

A-12

UP Express Electrification EA Land Use Assessment Report

Figure 3-2. West Toronto Railpath Proposed North Section Extension

A-13

UP Express Electrification EA Land Use Assessment Report

Figure 3-3. West Toronto Railpath Proposed South Section Extension

A-14

UP Express Electrification EA Land Use Assessment Report

In the vicinity of the Kitchener/UP Express rail corridor (i.e., within approximately 500 m of the rail corridor), there are 86 schools, child care centres and long term care centres. These social facilities were verified during field visits. Table 3-1 provides a list of these social facilities and the location of these facilities are shown in Figures 3-4 to 3-7, as per the table below.

Of the 86 facilities, four of the facilities are within 100 m of the corridor, 65 are between 100 and 500 m away from the corridor, and the remaining 17 are at a distance greater than 500 m from the corridor. The four closest facilities are indicated in bold in Table 3-1.

Table 3-1. Schools, Child Care Centres and Long Term Care Centres in the vicinity of the Study Area

Number Reference in Figures Type of Facility Name of Facility Address 3-4 to 3-7 1 Child Care Centre City Kids Child Care Centre 34 Bathurst Street 2 School Niagara Street Junior Public School 222 Niagara Street 3 Child Care Centre Garrison Creek Community Day Care 222 Niagara Street 4 Child Care Centre Downtown Kids Academy Inc. 905 West 5 Child Care Centre Day Care Centre 1001 Queen Street West 6 Child Care Centre Bonaventure Child Care Centre 295 Dufferin Street 7 Long Term Care Norwood Nursing Home 122 Tyndall Avenue Centre 8 Long Term Care Fairview Nursing Home 14 Cross Street Centre 9 School Alexander Muir Public School 108 Gladstone Avenue 10 School The Grove Community School 108 Gladstone Avenue 11 Child Care Centre Alexander Muir Gladstone Junior 108 Gladstone Avenue YMCA 12 School Gladstone Public School 114 Gladstone Avenue 13 Long Term Care Elm Grove Living Centre Inc. 35 Elm Grove Avenue Centre 14 Child Care Centre St. Marks Child Care Centre 201 Cowan Avenue 15 School Holy Family Elementary School 141 Close Avenue 16 School Holy Family Catholic School 141 Close Avenue 17 Child Care Centre Holy Family 139 Close Avenue 18 School Parkdale Public School 78 Seaforth Avenue 19 Child Care Centre Parkdale Public School Child Care 78 Seaforth Avenue 20 Child Care Centre Odyssey Montessori School Inc. 136 Sorauren Avenue 21 School Shirley Street Junior Public School 38 Shirley Street 22 Child Care Centre Shirley Street Junior YMCA 38 Shirley Street 23 School Fern Avenue Public School 128 Fern Avenue 24 Child Care Centre Ferncliffe Daycare 128 Fern Avenue 25 Child Care Centre My School Cooperative Nursery 116 Fermanagh Avenue

A-15

UP Express Electrification EA Land Use Assessment Report

Number Reference in Figures Type of Facility Name of Facility Address 3-4 to 3-7 26 School St. Vincent De Paul Catholic School 116 Fermanagh Avenue 27 School West Toronto Collegiate 330 Lansdowne Avenue 28 Child Care Centre The Candy Factory Swallows Day 1411 Care West 29 School Bishop Marrocco/Thomas Merton 1515 Bloor Street School West 30 School St. Luigi Catholic School 2 Ruskin Avenue 31 School Perth Avenue Junior Public School 14 Ruskin Avenue 32 Child Care Centre Perth Early Learning Centre 14 Ruskin Avenue 33 Child Care Centre Bloorview Kids Rehab 285 Indian Road Crescent 34 School Indian Road Crescent Public School 285 Indian Road Crescent 35 Child Care Centre High Park Junior YMCA 2665 Dundas Street West 36 School Lucy McCormick Senior School 2717 Dundas Street 37 School St. Rita Catholic School 178 Edwin Avenue West 38 School St. Josaphat Catholic School 55 Pelham Avenue 39 School Brother Edmund Rice School 55 Pelham Avenue 40 School Carleton Village Public School 315 Osler Street 41 Child Care Centre Carleton Village Early Learning 315 Osler Street Centre 42 School General Mercer Public School 30 Turnberry Avenue 43 School St. Matthew Catholic School 18 Lavender Road 44 Child Care Centre St. Mathews B and A School 18 Lavender Road 45 Child Care Centre Macaulay Child Development- 48 Regent Street Regent Street 46 School Santa Maria School 25 Avon Avenue 47 School Archbishop Romero School 99 Humber Boulevard 48 Child Care Centre Romero Bears Child Care Centre 99 Humber Boulevard 49 Child Care Centre Network Child Care Services- Just 1695 Kids Child Care Centre 50 School George Harvey Collegiate 1700 Keele Street 51 Child Care Centre George Harvey Child Care Centre 1700 Keele Street 52 Child Care Centre Macaulay Satellite School Age 1700 Keele Street 53 School Keelesdale Junior Public School 200 Bicknell Avenue 54 Child Care Centre Keelesdale Day Care Centre 200 Bicknell Avenue 55 School York Memorial Collegiate 2690 Eglinton Avenue West 56 Child Care Centre Silverthorn Day Care 2700 Eglinton Avenue West 57 School Dennis Avenue Community School 17 Dennis Avenue

A-16

UP Express Electrification EA Land Use Assessment Report

Number Reference in Figures Type of Facility Name of Facility Address 3-4 to 3-7 58 Child Care Centre Under the Rainbow B and A School 92 Lambton Avenue Care 59 Child Care Centre Hollis Resource Child Care Centre 71 Guestville Avenue 60 School Our Lady of Victory School 70 Guestville Avenue 61 Child Care Centre Super Kids Day Care Centre 1149 Weston Road 62 Child Care Centre Hollis Child Care Centre 1 Hollis Street 63 Child Care Centre Trimbee Infant Resource Centre 30 Denarda Street 64 Child Care Centre Pine Tree Nursery School Weston 1234 Weston Road Road 65 Child Care Centre Awashishuck Day Care 1296 Weston Road 66 Child Care Centre Donald C. Macdonald Child Care 116 Industry Street Centre 67 School Bala Avenue School 6 Bala Avenue 68 Child Care Centre Jubilee Day Care Centre 55 Emmett Avenue 69 School Portage Trail Community Junior and 100 Sidney Belsey Middle School Crescent 70 Child Care Centre Prodigy Learning Centre 1545 Jane Street 71 Child Care Centre Royal Day Care Centre 1737 Weston Road 72 Long Term Care Leisureworld-Lawrence Caregiving 2005 Lawrence Centre Centre Avenue West 73 Child Care Centre Weston Village Childcare Centre 69 William Street 74 School C.R. Marchant Middle School 1 Ralph Street 75 School GAP Academy 4 John Street 76 Child Care Centre H.J. Alexander B and A School 30 King Street Program 77 School H.J. Alexander Community School 30 King Street 78 Child Care Centre St. John the Evangelist - Lunch & 23 George Street After School - PLASP 79 School St. John the Evangelist School 23 George Street 80 Child Care Centre Tender Loving Care (Cross) 44 Cross Street 81 School School of Experimental Education 40 McCarthur Street 82 School Don Bosco Catholic Secondary 2 St Andrews School Boulevard 83 School Weston Collegiate Institute 100 Pine Street 84 School Darul Arqam Islamic Centre 585 Trethewey Drive 85 School Islamic Education Guidance Centre 40 South Station Street 86 School Weston Station Montessori School 40 South Station Street Note: Facilities in bold are those within 100 m of the Kitchener/UP Express corridor.

A-17

UP Express Electrification EA Land Use Assessment Report

3.1.2 Section 1 – UP Express Union Station to UP Express Bloor Station

From west of Union Station to Bloor Street, the rail corridor is a mix of residential, industrial and commercial land uses. Included in this area are lands and numerous buildings that have been redeveloped from industrial/commercial land use to residential land use.

This section of the corridor is in the vicinity of 14 child care centres, 3 long term care centres, and 12 schools (1-29 in Table 3-1). None of these facilities are within 100 m of the Kitchener/UP Express corridor (See Figure 3-4).

3.1.2.1 Paralleling Station (Ordnance St.)

Land use at the Paralleling Station (Bathurst St. and Ordnance St.) is mostly open space (to the west and south), with some commercial office and warehouses to further west and north. The area is bounded by rail corridors, including the Kitchener/UP Express corridor to the north. The closest social facility to the paralleling station is Downtown Kids Academy (4 in Table 3-1), about 400 m away on King St. near Strachan Ave.

The site for the paralleling station is located where the Lakeshore West rail corridor splits from the Kitchener/UP Express rail corridor. The existing site is vacant within the rail corridor.

A-18

UP Express Electrification EA Land Use Assessment Report

Figure 3-4. Social Facilities – West of Union Station Train Shed to Bloor Station

A-19

UP Express Electrification EA Land Use Assessment Report

3.1.3 Section 2 – UP Express Bloor Station to UP Express Weston Station

From Bloor Station to Eglinton Avenue, land use is primarily a mix of residential and industrial/commercial. In this area, the Kitchener/UP Express rail corridor serves numerous spur lines for industrial use and connects with the CP Rail Galt, North Toronto and MacTier Subdivisions, in an area known as the West Toronto Diamond (located at the intersection of Keele St. and Dundas St. West). It is noted that the West Toronto Diamond will be eliminated due to the rail-to-rail and rail-to-road grade separation currently being constructed as part of the Georgetown South Project. Between Eglinton Avenue and Weston Station, the rail corridor passes through the Mount Dennis Community, where land use is predominantly residential.

This section of the Kitchener/UP Express rail corridor is in the vicinity of 23 child care centres, 1 long term care centre, and 25 schools (30-79 in Table 3-1). Four of these facilities (Santa Maria School, Hollis Child Care Centre, Royal Day Care Centre, and C.R. Marchant Middle School) are within 100 m of the Kitchener/UP Express rail corridor (See Figure 3-5). It is noted that the Hollis Child Care Centre is to be closed/relocated as part of the Eglinton Crosstown LRT project in the near future.

3.1.3.1 Paralleling Station (3500 Eglinton Ave. W.)

Existing land use related to the preferred PS site at 3500 Eglinton Ave. W. is as follows:

Open space, surrounded by commercial land use to the south (consisting of a No Frills supermarket and associated parking lot), more commercial to the north, and residential area to the west, and recreational to the east. The closest social facilities to this PS site are Super Kids Day Care Centre and Hollis Child Care Centre (61-62 in Table 3-1), both about 400 m to the west of the proposed paralleling station. However, as noted above, the Hollis Child Care Centre is to be closed/relocated as part of the Eglinton Crosstown LRT project in the near future.

A-20

UP Express Electrification EA Land Use Assessment Report

Figure 3-5. Social Facilities – Bloor Station to Weston Station

A-21

UP Express Electrification EA Land Use Assessment Report

3.1.4 Section 3 - UP Express Weston Station to Highway 427

From Weston Station (at Lawrence Avenue) to the Humber River, the Kitchener/UP Express rail corridor passes through the Weston Community where land use is predominantly residential. From the Humber River to Highway 401, the Kitchener/UP Express rail corridor passes through the Weston Golf and Country Club as well as alongside some commercial/industrial lands. From Highway 401 to Highway 427, the Kitchener/UP Express rail corridor passes through a predominantly industrial/commercial area, which includes Woodbine Race Track.

This section of the Kitchener/UP Express corridor is in the vicinity of 3 child care centres, no long term care centres, and 4 schools (80-86 in Table 3-1 and Figure 3-6). None of these facilities are within 100 m of the Kitchener/UP Express rail corridor (See Figure 3-6).

3.1.4.1 EMU Maintenance Facility Site (50 Resources Rd.)

The proposed site for the UP Express EMU Maintenance Facility is currently empty, and is located at the southeast corner of Islington Ave. and Resources Rd. The site is surrounded by Resources Rd. to the west, the Kitchener/UP Express rail corridor to the south, and the ongoing construction of a Lowes retail store to the north. Commercial, residential, and recreational (Weston Golf and Country Club) land uses occur to the south, west and east of the site.

The closest social facilities to the MF site are Don Bosco Catholic Secondary School and School of Experimental Education (81-82 in Table 3-1), each about 700 m south of the MF on either side of Islington Ave.

3.1.4.2 Traction Power Substation (including gantries, duct banks) (175 City View Drive)

The potential effects related to the new TPS are being assessed by Hydro One as part of a separate Class EA process (refer to Hydro One’s Union Pearson Express Electrification Traction Power Supply System Class Environmental Assessment – Draft Environmental Study Report). Notwithstanding this, it is noted that both the Metrolinx power distribution components, including the gantries and duct banks, are being assessed under the Transit Project Assessment Process for the UP Express Electrification EA.

The proposed site of the TPS is a currently vacant site located at 175 City View Dr. (the southeast corner of Highway 27 and Dixon Rd.), bordered on the north by the Kitchener/UP Express rail corridor and with industrial/commercial uses surrounding the site. There are no social facilities within at least 500 m of the proposed TPS location.

A-22

UP Express Electrification EA Land Use Assessment Report

Figure 3-6. Social Facilities – Weston Station to Highway 427

A-23

UP Express Electrification EA Land Use Assessment Report

3.1.5 Section 4 - Highway 427 to UP Express Pearson Station

From Highway 427 to Pearson Airport Terminal 1, the Kitchener/UP Express rail corridor and spur line for the UP Express will pass through the Mimico Creek flood plain and industrial/commercial lands prior to entering the Pearson Airport lands and ending at Terminal 1 (see Figure 3-7).

From west of Highway 401 to the end of the proposed Kitchener/UP Express spur line, the Kitchener/UP Express rail corridor passes through the Pearson Eco-Business Zone, an initiative known as “Partners in Project Green” launched by Toronto Region Conservation Authority (TRCA) and the Greater Toronto Airports Authority (GTAA). The Zone encompasses over 12,000 hectares of industrial and commercial land surrounding the airport. The vision of the project is to work with local businesses in transforming the lands surrounding the airport into an internationally recognized environmentally sustainable business zone around Pearson Airport (Partners in Project Green, n.d.).

There are no social facilities within at least 500 m of this section of the Kitchener/UP Express corridor (See Figure 3-7).

A-24

UP Express Electrification EA Land Use Assessment Report

Figure 3-7. Social Facilities – Highway 427 to Terminal 1

A-25

UP Express Electrification EA Land Use Assessment Report

3.2 Planned Land Use

The following sections describe the planned land use for the Kitchener/UP Express rail corridor and associated facilities based on existing, publically accessible sources such as Toronto’s Draft Zoning By- law (City of Toronto, 2012a). The characterization of planned land uses was confirmed during the EA process through discussions with City staff, in order to ensure that potential effects related to planned land use (including property-specific impacts) were properly assessed.

Except for the rail spur which begins at Highway 427, the entire Kitchener/UP Express rail corridor is zoned UT (Utility and Transportation). Permitted uses within UT lands are:

• Ambulance depot; • Market garden; • Fire hall; • Park; • Police station; • Public utility; and • Transportation use.

Permitted uses with conditions are: • Cogeneration energy production; • Open storage; • Public parking; • Public works yard; • Recreation use; • Renewable energy production; and • Vehicle depot.

The condition for recreation use is that the use must not be located in a building.

The rail spur which begins at Highway 427 is zoned E (Employment Industrial). Permitted uses for this land do not include transportation-related uses. However, permitted uses with conditions include transportation use, with the condition that a building or structure used as a transportation use must comply with all zoning regulations for a building on that lot.

Given the importance of the railway for the development of Toronto’s transportation network, it is unlikely that the railway corridor lands would change use in the future. Consequently, the descriptions below focus on those parcels of land related to the project that are outside of the rail corridor (i.e., Paralleling Stations), and where neighbourhood studies are taking place in areas located near the rail corridor.

A-26

UP Express Electrification EA Land Use Assessment Report

3.2.1 Section 1 – UP Express Union Station to UP Express Bloor Station

Local Area Study of Ward 18

The City of Toronto is currently undertaking a Local Area Study of Ward 18 (City of Toronto, n.d.). The study area (Figure 3-8) encompasses lands immediately to the east of the rail corridor, from Queen St. E. to the CPR railway north of Dupont St. The study is part of the Municipal Comprehensive Review (MCR) of all Employment Lands within the Official Plan, with the goal of allowing City staff to better manage the revitalization of these areas. Results of the study area not publically available, but initial public feedback indicated that some new rail crossings are required, none of which cross the Kitchener/UP rail corridor.

Figure 3-8. Ward 18 Local Area Study Map

Fort York Master Plan

The Fort York Neighbourhood is located immediately to the south of the Kitchener/UP rail corridor, on either side of Bathurst St. In 2003 and 2004, a Public Realm Master Plan for the Fort York Neighbourhood was developed, and eventually presented to council on May 13, 2004. The Public Realm Plan forms a set of guidelines which outline the principles and overall vision for the neighbourhood, and will inform the City’s review of development applications in the area. The Plan established guidelines for, among others, the potential location of utilities, as well as recommendations for linkages to adjacent neighbourhoods (which include road passages over the rail corridor).

A-27

UP Express Electrification EA Land Use Assessment Report

Niagara Neighbourhood Built Form and Density Study

This study reviewed the zoning and Official Plan policies for the Niagara Neighbourhood, located north of the Kitchener/UP rail corridor, between Bathurst St. and Stanley Terrace. The study recommended amendments to the Zoning By-law regarding use permissions, built form, density and other regulations. It was generally recommended that the area remains mixed use (residential, commercial and industrial), with amendments to zoning designations aimed at recognizing the changing nature of the neighbourhood.

West Queen West Triangle Zoning Review

The West Queen West Triangle consists of formerly railway-related industrial lands, located between Queen W. in the north, the Kitchener/UP rail corridor in the west and south, and Dovercourt Rd. in the north. Most (but not all) of the manufacturing and warehousing activities have left the area, and beginning in 2005 several land owners submitted proposals to the City for redevelopment, including proposing some buildings up to 26 storeys. Adjacency to the rail corridor was one of the issues noted by City Planning regarding the redevelopment.

King Urban Design Guidelines

The King Liberty Village lands are located south of the Kitchener/UP rail corridor, between Hanna Ave. in the west and south, and Strachan Ave. in the east. The lands were formerly an industrial centre, but by the early 1980s had become a vacant brownfield site as various industries had moved out. The King Liberty Urban Design Guidelines were endorsed by City Council and provide the principles and overall vision for the emerging King Liberty Village neighbourhood. The guidelines build on the approved policies of the Official Plan and the zoning by-laws that describe the locations of public spaces, the density, height and form of buildings, and defines the character of the community, requiring that it be sensitive to the heritage of the area.

Paralleling Station (Ordnance St.)

Land at the Paralleling Station site (Ordnance St.) is zoned Industrial (I3), and falls under Section 9 of the former City of Toronto Zoning By-law 438-86. Permitted uses include: railway, including service and repair yards; railway station; and railway tracks”, and uses accessory to these uses.

3.2.2 Section 2 - UP Express Bloor Station to UP Express Weston Station

St. Clair Avenue West Avenue Study

The St Clair Avenue West Avenue Study encompassed the stretch of St. Clair Ave. W. from Keele St to Glenholme Ave. The purpose of the study was to identify a vision and implementation strategy for future development along this segment of St. Clair, which is designated as an Avenue in Toronto’s Official Plan. Avenues are considered important mixed use corridors along major streets, where residential growth will be emphasized.

A-28

UP Express Electrification EA Land Use Assessment Report

The study found that the railway lines pose a significant challenge to the creation of a continuous built form and an appropriate street level pedestrian environment, and to linking the di erent segments of the avenue. Key recommendations of the study related to the Kitchener/UP rail corridor include: ff

• Opportunities should be explored with the Toronto Parking Authority to consider new public parking facilities that can be incorporated within large re-development sites along the rail lines. • Consideration should be given to transforming rail overpasses into compelling public art installations. • New potential crosswalks and pedestrian rail crossings will be created to overcome significant barriers to pedestrian movement and to enhance connectivity to the surrounding communities.

Paralleling Station (3500 Eglinton Ave. W.)

Land at the Paralleling Station site (3500 Eglinton Ave. W.) is zoned E (Employment Industrial) under the new City of Toronto Zoning By-law 569-2013, which is under appeal. Permitted uses do not include energy- or transportation-related uses. Permitted uses with conditions include public utility and transportation use. Conditions for these uses are:

• Public utility: must be enclosed by walls and comply with the lot coverage, minimum building setback and maximum building height for the E zone if it is: a) an electrical transformer station; or b) a natural gas regulator station. • Transportation use: A building or structure used as a transportation use must comply with all zoning regulations for a building on that lot.

Since the new City of Toronto By-law is under appeal, the former City of York Zoning By-law 1-83 remains in effect for this site. The entire area is zoned Strategic Industrial Employment (SI) under this By-law, which allows for industrial uses.

3.2.3 Section 3 - UP Express Weston Station to Highway 427

Maintenance Facility (50 Resources Rd.)

Land at the Maintenance Facility site (50 Resources Rd.) is zoned Class 1 Industrial (I.C1) under former General Zoning Code V131. An amendment to Chapter 304 for the Etobicoke Zoning Code refers to 50 Resources Road, and states that ancillary maintenance facilities for a railway yard are prohibited.

Traction Power Substation (including gantries/duct banks) (175 City View Dr.)

Land at 175 City View Drive is zoned E (Employment Industrial) under the new City of Toronto Zoning By- law 569-2013, which is under appeal. Transportation uses are permitted under an E designation.

A-29

UP Express Electrification EA Land Use Assessment Report

3.2.4 Section 4 - Highway 427 to UP Express Pearson Station

West of Highway 427, the Kitchener/UP Express rail corridor passes into the City of Mississauga, and thus zoning is subject to the City of Mississauga’s Zoning By-law (City of Mississauga, 2007). The proposed rail spur, which begins at Highway 427 and terminates at Pearson Airport, passes through lands zoned Employment (E2), Greenbelt (G1), and Airport (AP).

E2 lands are designated for a number of indoor uses related to employment, including offices, manufacturing, wholesaling, restaurants, and so on.

G1 lands are designated for a limited range of uses and activities specific to the protection of people and property from flooding and erosion hazards, and the protection of natural features. Permitted uses are:

• Flood control; • Stormwater management; • Erosion control; • Natural heritage features and areas conservation; and • Accessory uses (trails, passive recreational uses, fences for natural protection and heritage areas, and parking areas).

AP lands are designated specifically for Pearson Airport and accessory uses.

As discussed in Section 3.1.5, from west of Highway 401 to the end of the proposed Kitchener/UP Express spur line, the Kitchener/UP Express rail corridor passes through the Pearson Eco-Business Zone, a project which envisions a transformation of the lands surrounding the airport into an internationally recognized environmentally sustainable business zone around Pearson Airport (Partners in Project Green, n.d.).

4. Future Work

Based on the preliminary design to be completed for the Kitchener/UP Express rail corridor, an impact assessment will be carried out to identify the potential impacts associated with electrification of the UP Express service, develop proposed mitigation measures to reduce or eliminate potential adverse effects, and identify net (residual) impacts. The results of the impact assessment will be documented in ‘Part B’ of this Land Use Assessment Report. The Land Use Assessment Report will become a supporting document to the final Environmental Project Report (EPR).

A-30

Part B – Impact Assessment

UP Express Electrification EA Land Use Assessment Report

1. Purpose

The purpose of this report is to document the land use impact assessment that was carried out as part of the UP Express Electrification EA, including identification of potential land use impacts, a description of proposed avoidance/mitigation/compensation measures, and establishment of the resulting net impacts. This Impact Assessment Report forms Part B of the Land Use Assessment Report which will become a supporting document to the final Environmental Project Report (EPR).

2. Methodology

The baseline conditions information contained in Part A of the Land Use Assessment Report was used as the basis from which the potential impacts of constructing and operating the electrified UP Express service were identified based on the engineering design provided in the UP Express Electrification Preliminary Design Report. The impact assessment process was based on the following steps:

• Identify potential effects (positive and negative); • Establish avoidance/mitigation/compensation measures to eliminate or minimize potential negative effects (as required); and • Identify net effects (i.e., residual effects after applying avoidance/mitigation measures).

For purposes of differentiating the various types of potential environmental impacts related to the UP Express Electrification undertaking, they were characterized and grouped as follows:

Footprint Impacts Potential displacement or loss of existing/planned land use features within the Study Area due to implementation of the physical UP Express Electrification project components (e.g., traction power facilities, EMU Maintenance Facility). Operations and Maintenance Potential (long term) effects on existing/planned land use features Impacts (including receptors) due to operations and maintenance activities associated with the electrified UP Express service (e.g., operation of the electrified UP Express system, operation of EMU Maintenance Facility, etc.). Construction Impacts Potential disruption/disturbance (short term) effects on existing land use features (including receptors) due to construction activities associated with the UP Express Electrification project (e.g., construction of OCS components, construction of traction power facilities, etc.).

The following section documents the potential land use impacts associated with the four respective Study Area sections, including a description of the proposed avoidance/ mitigation/ compensation measures to eliminate or minimize the potential impacts, followed by identification of net effects (positive or negative). In general, mitigation measures were identified based on a combination of best management practices

B-2

UP Express Electrification EA Land Use Assessment Report

and more development of more specific mitigation measures as appropriate to address project-specific impacts.

3. Existing Land Use

3.1 Section 1 – UP Express Union Station to UP Express Bloor Station

3.1.1 Footprint Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

This corridor segment from Union Station west to Bloor Station is a highly urbanized area consisting of a mix of high density residential, industrial and commercial land uses. The electrified trains will be operating in the same corridor as the DMU service. The conversion of the UP Express service from diesel power to electric power in this segment of the corridor entails the addition of a number of features such as an overhead contact system (OCS), a paralleling station, and gantries. It is recognized that given the pre- existing rail corridor and GO stations, electrification will not result in a change in land use of the corridor’s footprint, except in cases where OCS poles/portal structures are proposed just outside of the existing Metrolinx-owned rail Right of Way (ROW) and require property acquisition or easements. Potential effects related to property acquisition and easements are documented in Chapter 6 of the Environmental Project Report.

The Paralleling Station is located where Lakeshore West GO rail corridor splits from the UP Express rail corridor at Ordnance Street. Currently, the site contains Metrolinx signal bungalows, a power substation for switches and pump station, and a multi-story advertisement sign; thus, a change in land use will be experienced with the construction of the Paralleling Station. The proposed gantries associated with the Ordnance PS will be located within the existing Metrolinx-owned property; therefore no footprint impacts are anticipated in relation to these components. It is noted that an easement is required for the duct bank, though this will also not lead to any footprint impacts to land use.

The property east of Strachan Avenue to the split in the rail corridors is a triangular shape and has been the focus of a development proposal involving the redevelopment of lands, zoned Industrial to a mixed- use development comprising of residential towers, park land, and commercial/office space. The proposed development will include a touchdown point for the proposed Fort York pedestrian and cycling bridge, thus linking Stanley Park to the north, Liberty Village to the west and the lakefront to the south. In addition, the planned King Street Pedestrian Bridge that will connect the western leg of Douro Street and the western leg of Western Battery Road in Liberty Village is also located in Section 1.

With the exception of 30 Ordnance Street, which is privately owned, the remaining property in the triangle is owned by Build Toronto and is currently in a five-year Official Plan review being conducted by the City of Toronto (City of Toronto 2012c). The easterly portion of the site is owned by Metrolinx and is the site of the proposed Paralleling Station. It is noted that negotiations with the adjacent property owner are currently underway with respect to road relocation on the Ordnance site.

B-3

UP Express Electrification EA Land Use Assessment Report

The easterly portion of the site (owned by Metrolinx and the site of the proposed Paralleling Station) is currently zoned Industrial (I3) under former City of Toronto Zoning By-law No. 438-86, and permits the presence of accessory facilities to railways. Discussions with Planning staff confirmed that there are no zoning conflicts for the Paralleling Station. Further coordination with the City of Toronto will be required to confirm that the proposed Paralleling Station design is compatible with the site’s land use zoning designation.

The proposed gantries associated with the Ordnance PS will be located within the existing Metrolinx- owned property; therefore no footprint impacts are anticipated in relation to these components. It is noted that an easement is required for the duct bank, though this will also not lead to any footprint impacts to land use.

There are no social facilities are within 100 m of the corridor in this section of the study area.

The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.

Net Effects

Based on the current preliminary design, the OCS structure location at Sudbury St. is to be located outside the Metrolinx ROW and will encroach slightly into adjacent land uses. While this will not change land uses Metrolinx is consulting with the City of Toronto to discuss potential design options for the Sudbury St. portal location during detailed design, if the encroachment cannot be avoided. The electrification of the ROW and UP Express Union Station will not result in a change in land use of the corridor’s footprint, and as such no adverse net effects are anticipated. The footprint of the Paralleling Station and duct bank will result in a minor change from the existing land use; however, the proposed use of the property is compatible with the adjacent land uses. Further coordination with the City of Toronto will be required to confirm that the proposed Paralleling Station design is compatible with the site’s land use zoning designation. The Paralleling Station is not anticipated to negatively affect future development within this zoning context.

3.1.2 Operations and Maintenance Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

The electrified trains will be operating in the same corridor as the DMU service, and as such, the project works and activities associated with the operation of the EMU in this corridor are compatible with existing land uses. Further, it is recognized that land use over time does change; however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning by-laws. The Paralleling Station is not anticipated to affect existing land use patterns, nor is it anticipated to adversely change the planned re-development of the Ordnance triangle. Coordination between Metrolinx, the City of

B-4

UP Express Electrification EA Land Use Assessment Report

Toronto/Build Toronto and the Developer will continue throughout the detailed design phase to ensure future land use plans do not conflict with the presence of the Paralleling Station and access road.

Net Effects

No adverse net effects on land use anticipated.

3.1.3 Construction Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

Regarding construction activities for OCS and gantries within the rail corridor, it is anticipated that this work will be carried out during night time hours (refer to Noise & Vibration Impact Assessment Report for further detail).

Construction activities are considered temporary and short-term in nature, and will be localized to the site. They are estimated to last 6 to 9 months and will primarily occur during daytime hours. It is anticipated that staging areas will be within existing Metrolinx owned property along the rail corridor and the Paralleling Station site. The impacts of construction activities include temporary nuisance effects from noise, dust and traffic, though these effects will cease once construction has finished. As a result, no changes to existing or planned land uses are predicted. It is noted that potential impacts related to noise, vibration and air quality have been documented in the Noise & Vibration and Air Quality Impact Assessment Reports, respectively.

No other land use effects are anticipated.

Net Effects

Construction effects are considered short term, localized and temporary, and as such, land use effects are minor.

3.2 Section 2 – UP Express Bloor Station to UP Express Weston Station

3.2.1 Footprint Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

This corridor segment from Bloor Station to Weston Station is a highly urbanized area consisting of a mix of high density residential, industrial and commercial land uses. The electrified trains will be operating in the same corridor the DMU service. The conversion of the UP Express service from diesel power to electric power in this segment of the corridor entails the addition of a number of features such as an overhead contact system (OCS), a Paralleling Station, and gantries. Station upgrades are underway at Bloor and Weston GO Stations. There are future plans for a station at Mount Dennis. Project works are located within the existing rail corridor and station lands; however some minor easements may be

B-5

UP Express Electrification EA Land Use Assessment Report

required to accommodate some of the OCS portal structures. It is recognized that given the pre-existing rail corridor and stations, electrification will not result in a change in land use of the corridor’s footprint. Potential effects related to property acquisition and easements are documented in the Environmental Project Report.

The Paralleling Station (PS) is proposed at 3500 Eglinton Avenue West, which is currently open space. The approximate footprint of the Paralleling Station is 40 m x 25 m. The property at 3500 Eglinton Avenue West is currently open space and is zoned as Employment Industrial (EI under new City By-law, under appeal) and Strategic Industrial Employment (SI under former City By-law). Permitted uses with conditions for EI include public utility and transportation use. Conditions for these uses are:

• Public utility: must be enclosed by walls and comply with the lot coverage, minimum building setback and maximum building height for the E zone if it is: a) an electrical transformer station; or b) a natural gas regulator station. • Transportation use: A building or structure used as a transportation use must comply with all zoning regulations for a building on that lot.

Permitted uses for SI include industrial uses.

Discussions with Planning staff confirmed that there are no zoning conflicts for the Paralleling Station. Further coordination with the City of Toronto will be required to confirm the proposed Paralleling Station design is compatible with the site’s land use zoning designation.

It is noted that the former Kodak property located at 3500 Eglinton Avenue West was identified by Metrolinx as the preferred site for the new Maintenance and Storage Facility (MSF) to be constructed as part of the Eglinton Crosstown Light Rail Transit project (Metrolinx Eglinton Crosstown LRT EPR Addendum, October 2013). As per the October 2013 EPR Addendum, the proposed MSF will require the entire Kodak property area. As a result, the potential footprint impacts and associated mitigation measures associated with construction and implementation of the MSF were captured and documented as part of the Eglinton Crosstown LRT Environmental Assessment process via the EPR Addendum.

Subsequently, in coordination with the Eglinton MSF team, it was confirmed that the Kodak site will accommodate the MSF as well as the Paralleling Station required for UP Express electrification. As a result, a provision for the proposed Paralleling Station will be incorporated into the detailed design/build plans for the Eglinton LRT MSF. Therefore, the final location of the Paralleling Station within the Kodak property limits (owned by Metrolinx) will be determined as part of the detailed design phase for the Eglinton LRT MSF. Notwithstanding this, since the potential impacts and mitigation measures related to developing the entire Kodak property were previously captured in the Final Eglinton Crosstown LRT EPR Addendum, there will be no new net adverse land use effects associated with locating the Paralleling Station facility on the Kodak site.

Easements required from the City of Toronto in order to install the duct bank along Industry St. and Ray Avenue will have no effects on land use, as the use of the road will not be affected once construction is complete.

B-6

UP Express Electrification EA Land Use Assessment Report

The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.

Net Effects

Property easements from the City of Toronto will be required for installation of ductbanks under Industry St. and Ray Ave. associated with the PS facility at 3500 Eglinton Ave. W. The electrification of the rail ROW will not result in a change in land use; therefore no adverse net effects are anticipated. The Paralleling Station is a compatible land use with the existing zoning for the property; therefore no adverse net effects on land use anticipated. Further coordination with the City of Toronto will be required to confirm the proposed Paralleling Station design is compatible with the site’s land use zoning designation. The Paralleling Station is not anticipated to negatively affect future development within this zoning context.

3.2.2 Operations and Maintenance Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

The electrified trains will be operating in the same corridor as the DMU service, and as such, the project works and activities associated with the operation of the EMU are compatible with existing land uses. It is recognized that land use over time does change as neighbourhoods, industry and businesses evolve; however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning by- laws.

Of the sensitive receptors (schools, day cares, long term care centres) identified, four are located within 100 m of the pre-existing rail corridor. Two sensitive receptors are located approximately 400 m from the Paralleling Station. Potential effects on these receptors as a result of the electrification of UP Express trains are discussed as part of the Noise and Vibration and Air Quality impact Assessment Reports. It is noted that one of those four sensitive receptors (i.e., Hollis Child Care Centre) is to be closed/relocated as part of the Metrolinx Eglinton Crosstown LRT project.

The operation and maintenance of the Paralleling Station is not anticipated to restrict future re-development on the remainder of the property.

Net Effects

No net adverse land use effects anticipated.

B-7

UP Express Electrification EA Land Use Assessment Report

3.2.3 Construction Impacts

Construction activities are temporary, short-term and localized in nature. Potential effects to sensitive receptors resulting from the construction of the electrification components of UP Express may include temporary nuisance effects such as noise, vibration, and increased traffic effects during construction (i.e., temporary detours, etc.). Refer to the Air Quality and Noise and Vibration Impact Assessment Reports for additional information.

Construction activities associated with the Paralleling Station are estimated to last 6 to 9 months and will occur during daytime hours. It is anticipated that the staging areas will be within existing Metrolinx properties along the rail corridor and the Paralleling Station site, and thus will not have any adverse effects on land use.

Net Effects

Construction nuisance effects will be temporary, and localized.

3.3 Section 3 – UP Express Weston Station to Highway 427

3.3.1 Footprint Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

This corridor segment from Weston Station to Highway 427 passes through a predominately residential area, however portions of this segment do pass recreational features (Weston Golf and Country Club) and some commercial/industrial lands. The conversion of the UP Express service from diesel power to electric power in this segment of the corridor entails the addition of an overhead contact system (OCS), gantries, and a new Maintenance Facility, which is to be located on Metrolinx-owned property (50 Resources Rd.). It is recognized that given the existing rail corridor and GO stations, electrification (including new OCS infrastructure) will not result in a change in land use of the corridor’s footprint, except in a small number of cases where OCS poles/portal structures are proposed outside of the existing Metrolinx owned rail ROW. Potential effects related to property acquisition and easements are documented in the Environmental Project Report.

EMU Maintenance Facility

The EMU Maintenance Facility (MF) required to service EMU trains is located at 50 Resources Road, Etobicoke. The footprint of the MF is approximately five hectares. The property is currently vacant; however, immediately adjacent land use includes transportation corridors on three sides (Highway 401, Islington Avenue and Highway 401 ramps, and the rail corridor) and industrial. The footprint requirements can be accommodated on the property. It is also noted that the existing Stormwater Management Pond to the east of the MF site will need to be redesigned to accommodate the proposed Maintenance Facility. Further detail on the potential impacts and mitigation measures related to the SWM pond are documented

B-8

UP Express Electrification EA Land Use Assessment Report

in the Natural Environment Impact Assessment Report. The Maintenance Facility will result in a change to the existing land use; however, the proposed facility is a compatible use.

With respect to current land use zoning on the Resources Rd. site, land at the site is zoned as Class 1 Industrial (I.C1) under former General Etobicoke Zoning Code V131. An amendment to Chapter 304 for the Etobicoke Zoning Code refers to 50 Resources Road, and states that ancillary maintenance facilities for a railway yard are prohibited. Discussions with Planning staff confirmed that there is a zoning conflict with the Maintenance Facility, and that City staff will have to be consulted regarding a zoning amendment. Metrolinx will work with the City of Toronto during the detailed design phase to determine the process to be followed for obtaining a zoning by-law amendment in order to accommodate the proposed Maintenance Facility on this site.

Traction Power Distribution Components associated with 175 CityView Dr. TPS

A Traction Power Substation (TPS) is also required within this segment of the corridor. The TPS is located at 175 City View Drive at the southeast corner of Highway 27 and Dixon Road. Adjacent land use includes the rail corridor, Hydro One transmission line corridor and industrial/commercial uses (refer to Hydro One’s Union Pearson Express Electrification Traction Power Supply System Class Environmental Assessment – Draft Environmental Study Report). The potential effects related to the new TPS are being assessed by Hydro One as part of a separate Class EA process. However, it is noted that the installation of the Metrolinx power distribution components (i.e., gantries and duct banks) are considered compatible land uses, as the CityView Drive site is zoned as Employment Industrial. In addition, the duct banks will require property acquisition/easements. Potential effects related to property acquisition and easements are documented in the Final Environmental Project Report. Discussions with Planning staff confirmed that there are no zoning conflicts for the TPS.

The City’s Official Plan indicates that the entire City of Toronto is a Site Plan Control Area (Toronto Official Plan, 2010). When developing plans for new or expanded infrastructure, Metrolinx coordinates with municipal staff to ensure infrastructure is constructed to meet municipal requirements to the greatest extent possible. Submissions relating to building permits and Site Plan approvals for Metrolinx projects are made in the spirit of co-operation and to provide the Municipality with an opportunity to comment.

Net Effects

The property acquisition/ easements required for the OCS structures located outside the Metrolinx ROW as well as the gantries and duct banks will result in encroachment onto adjacent land uses, but will not affect the surrounding land uses. The electrification of the ROW and GO stations will not result in a change in land use of the corridor’s footprint, and as such no adverse net effects are anticipated. No adverse net effects on land use anticipated. Metrolinx will work with the City of Toronto during the detailed design phase to determine the process to be followed for obtaining a zoning by-law amendment in order to accommodate the proposed Maintenance Facility on this site.

B-9

UP Express Electrification EA Land Use Assessment Report

3.3.2 Operations and Maintenance Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

The electrified trains will be operating in the same corridor as the DMU service, and as such, the project works and activities associated with the operation of the EMU are compatible with existing land uses. It is recognized that land use over time does change as neighbourhoods, industry and businesses evolve; however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning by- laws.

The corridor in this section from Weston GO Station to Highway 427 passes through the Weston community and three child care centres and four schools; however, all are located beyond 100 m of the rail corridor. All other sensitive receptor facilities are located beyond 500 m of the Maintenance Facility. Similarly, there are no sensitive receptor facilities within 500 m of Section 4, Highway 427 to UP Express Pearson Station.

The operation and maintenance of the Maintenance Facility is not anticipated to restrict future development on the remainder of the property nor result in land use conflicts.

Net Effects

No net adverse effects to land use are anticipated as a result of operation and maintenance of the electrified UP Express in this section.

3.3.3 Construction Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

Construction activities are temporary, short-term and localized in nature. Potential effects to sensitive receptors resulting from the construction of the electrification components (e.g. OCS) of UP Express may include nuisance affects such as noise, vibration, and temporary traffic effects (e.g., temporary detours), however these effects will cease once construction has finished. Construction activities for the OCS and gantries are anticipated to occur during night time hours. Further details related to potential nuisance effects are discussed as part of the Air Quality and Noise and Vibration Impact Assessment Reports.

Construction activities related to the Maintenance Facility are anticipated to last two to three years and are anticipated to occur during daytime hours. It is anticipated that staging areas will be within existing Metrolinx-owned property. Further details related to potential nuisance effects are discussed as part of the Air Quality and Noise and Vibration Impact Assessment Reports.

Net Effects

Construction nuisance effects will be temporary, and localized.

B-10

UP Express Electrification EA Land Use Assessment Report

3.4 Section 4 – Highway 427 to UP Express Pearson Station

3.4.1 Footprint Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

The corridor segment from Highway 427 to Pearson Station is a spur line that is elevated above all existing land uses. It is noted that this spur line is currently under construction. The spur line passes through the Mimico Creek flood plain and industrial/commercial land before entering the Pearson airport property. The land use effects related to constructing and operating the spur line were captured in the Georgetown South Service Expansion and Union Pearson Rail Link Environmental Assessment (GSSE URPL EA).

There are no additional facilities required to support the electrification of the corridor in this section. Therefore, there are no land use footprint impacts.

Net Effects

No net adverse effects to land use are anticipated.

3.4.2 Operations and Maintenance Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

The Electric Multiple Unit (EMU) trains will be operating in the same corridor as the DMU service, therefore, the project works and activities associated with the operation of the EMU are compatible with existing land uses. It is recognized that land use over time does change as neighbourhoods, industry and businesses evolve; however, all land use is regulated through the Official Plan process and the City of Toronto’s zoning by-laws. There are no sensitive receptors (schools, day cares, long term care centres) within 500 m from the elevated rail spur corridor.

The operation and maintenance of the UP Express spur is not anticipated to result in land use conflicts.

Net Effects

No net adverse effects to land use are anticipated as a result of operation and maintenance.

3.4.3 Construction Impacts

Potential Effects and Avoidance/Mitigation/Compensation Measures

Construction activities are temporary, short-term and localized in nature. There are no sensitive receptors within 500 m of the corridor; however, potential effects to sensitive receptors resulting from the construction of the electrification components of UP Express may include nuisance effects such as noise,

B-11

UP Express Electrification EA Land Use Assessment Report

vibration, and temporary traffic effects (e.g., temporary detours), though these effects will cease once construction has finished. Further detail related to potential nuisance affects are discussed as part of the Air Quality and Noise and Vibration Impact Assessment Reports.

No other land use effects are anticipated.

Net Effects

Construction nuisance effects will be temporary, and localized.

4. Planned Land Use

The Cities of Toronto and Mississauga are required to ensure planning decisions are consistent with Provincial planning directives. In accordance with Section 3 of the Planning Act, a Provincial Policy Statement (PPS) was issued effective March 1st, 2005. The purpose of the PPS is to provide policy direction on matters of provincial interest related to land use planning and development. Objectives of the PPS include:

• building strong communities; • wise use and management of resources; and, • protecting public health and safety.

Similarly, the City’s planning decisions must not conflict with The Growth Plan for the Greater Golden Horseshoe which provides a framework for managing growth in the Greater Golden Horseshoe. The Grow Plan provides:

• directions for where and how to grow; • the provision of infrastructure to support growth; and • protecting natural systems and cultivating a culture of conservation.

Each City has an Official Plan and applicable zoning by-laws to manage and growth. Land use conflicts or compatibility are addressed at this level. Secondary Plans for specific neighbourhoods manage and guide growth throughout the city.

4.1 Section 1 – UP Express Union Station to UP Express Bloor Station

Potential Effects and Avoidance/Mitigation/Compensation Measures

There are a number of neighbourhoods within this segment that have undertaken specific planning studies in order to manage land use issues such as increasing development pressure, revitalization and linkages to adjacent neighbourhoods. Studies considered include:

• Fort York Master Plan; • Niagara Neighbourhood Built Form and Density Study;

B-12

UP Express Electrification EA Land Use Assessment Report

• West Queen West Triangle Zoning Review; • King Liberty Village Urban Design Guidelines; • Garrison Common North Secondary Plan; and • Ward 18 Local Area Study.

Electrification of the UP Express route/corridor will not conflict with these various neighbourhood visions; although adjacency to the rail corridor was one of the issues noted by City Planning with regard to the West Queen West Triangle redevelopment.

In addition, the City of Toronto is presently undergoing the five-year review of the Official Plan which includes a Municipal Comprehensive Review (MCR) of all Employment Lands. The Ordnance Triangle proposed re-development zoning by-law amendment is pending the completion of this Municipal Comprehensive Review. It is not anticipated that the proposed Paralleling Station will conflict with this planned residential, green space and commercial development.

It is anticipated that future growth along the corridor will be focused around areas served by transit, and as such, intensification around the stations (Bloor and Weston) is anticipated. Secondary Plans will continue to guide the growth to ensure compatible land use occurs adjacent to the rail corridor.

The Toronto Bike Plan outlines a detailed cycling network across the city and proposes a number of expansions. The West Toronto Railpath is a multi-use pathway intended to provide a connection from Toronto’s junction neighbourhood to downtown Toronto and currently follows a segment of the GO rail corridor. Due to insufficient space within the GO rail corridor to accommodate extension of the existing railpath north of Cariboo Road, alternatives to extending are under consideration by the City. Metrolinx and the City continue to collaborate on developing a more integrated network that is safe and convenient (Metrolinx 2008). It is not anticipated that electrification of UP Express will hinder any future trail development.

Continued dialogue and coordination between Metrolinx and City Planning will be needed as project moves into the detailed design phase.

Net Effects

No net adverse negative effects on planned land uses are anticipated.

4.2 Section 2 – UP Express Bloor Station to UP Express Weston Station

Potential Effects and Avoidance/Mitigation/Compensation Measures

Within this segment, the St. Clair Avenue West Avenue Study identified that the railway lines pose a significant challenge to fulfilling their vision for the area and recommended new crosswalks and pedestrian rail crossings be created to overcome this significant barrier to pedestrian movement and to improve linkages to adjacent communities. It is recognized that the rail corridor does pose a significant barrier particularly to pedestrian movement and connectivity of neighbourhoods in general; however,

B-13

UP Express Electrification EA Land Use Assessment Report

electrification of the UP Express route is not anticipated to change this situation. Metrolinx’s Mobility Hub study for Mount Dennis recommends a number of ways to address this, including creating multi-use trails and pedestrian concourses, widening sidewalks, and installing landscaping to make for a safer and more pleasant pedestrian environment (Metrolinx Mount Dennis Mobility Hub Study 2013). The UP Express project does include some modifications to existing bridges and overhead structures in order to accommodate the OCS. Modifications also include bridge protection barriers for pedestrian safety and security. Should new pedestrian rail crossings be proposed by the City in the future, discussions with Metrolinx will be required to ensure system efficiency and pedestrian safety.

The Paralleling Station located within this segment of the corridor is compatible with the existing zoning of the area and is not anticipated to negatively affect future development within this zoning context.

Net Effects

No net adverse negative effects on planned land uses are anticipated.

4.3 Section 3 – UP Express Weston Station to Highway 427

Potential Effects and Avoidance/Mitigation/Compensation Measures

No land use studies are currently available along this segment of the corridor. The two facilities located in this segment are the Maintenance Facility and the gantries and duct banks required for the Hydro One TPS. The TPS gantries and duct banks are compatible with the existing zoning of the area and are not anticipated to negatively affect future development within this zoning context. As discussed earlier, the Maintenance Facility conflicts with current zoning of the 50 Resources Road site, and Metrolinx will work with the City of Toronto during the detailed design phase to determine the process to be followed for obtaining a zoning by-law amendment for this site.

Net Effects

No net adverse negative effects on planned land uses are anticipated.

4.4 Section 4 – Highway 427 to UP Express Pearson Station

Potential Effects and Avoidance/Mitigation/Compensation Measures

This segment of the UP Express route/corridor passes into the City of Mississauga west of Highway 427, and as such is subject to the City of Mississauga’s Zoning By-law. The rail spur corridor is elevated and passes through lands zoned Employment, Greenbelt and Airport. The Employment lands permit a number of uses and as such future uses may evolve through re-development or revitalization initiatives.

In contrast, the Greenbelt is a protected land use which restricts development. It is unlikely that the electrification of the rail corridor will impede any future land use in this land use designation.

B-14

UP Express Electrification EA Land Use Assessment Report

The rail spur passes through the Pearson Eco-Business Zone and as such is not anticipated to impede the development of this area into an environmentally sustainable business zone. The presence of UP Express will be attractive to businesses relocating to the Eco-Business Zone and further, the electric trains are compatible with the environmentally sustainable philosophy of the business zone.

Net Effects

No net adverse negative effects on planned land uses are anticipated.

4.5 Monitoring

The proposed OCS infrastructure required to support UP Express electrification will not result in a change in land use of the rail corridor’s footprint, except in locations where easements may be required. The number and type of easements will be confirmed as part of finalizing the preliminary design and will be documented in the EPR/ESR. No net adverse effects are anticipated in relation to easements that will require monitoring.

In addition, the facilities proposed as part of UP Express electrification the two Paralleling Stations, and EMU Maintenance Facility, are generally compatible with existing and planned land uses; therefore, no net adverse land use impacts are anticipated and no monitoring activities are proposed.

Similarly, additional coordination with the City of Toronto is anticipated in relation to development of the West Toronto Railpath, as well as for the proposed access road in the vicinity of the Ordnance paralleling station site.

B-15

UP Express Electrification EA Land Use Assessment Report

References

City of Etobicoke. 1996. Etobicoke Zoning Code.

City of Mississauga. 2011. Mississauga Official Plan. September 2011.

City of Mississauga. 2007. Mississauga Zoning By-law. No. 0225-2007. Consolidated June 2007.

City of Toronto. 2012a. Draft Zoning By-law. Planning and Growth Management Committee, November 8, 2012. http://www.toronto.ca/zoning/bylaw/ZBL_NewProvision_Index.htm

City of Toronto. 2012b. Bikeway Trails Implementation Plan. Staff Report to Public Works and Infrastructure Committee, April 12, 2012. Accessed June 13, 2012 at: http://www.toronto.ca/legdocs/mmis/2012/pw/bgrd/backgroundfile-46899.pdf.

City of Toronto 2012c. Planning Staff Report 10, 11, 25 Ordnance Street and 45 Strachan Avenue - Official Plan Amendment and Zoning Amendment Applications - Preliminary Report. October 3, 2012. Accessed September 3, 2013 at: http://www.toronto.ca/legdocs/mmis/2012/pg/bgrd/backgroundfile- 51485.pdf

City of Toronto 2011. Planning Staff Report 30 Ordnance Street – Zoning Amendment-Final. December 19, 2011. Accessed June 13, 2012 at: http://www.toronto.ca/legdocs/mmis/2012/te/bgrd/backgroundfile-43498.pdf

City of Toronto. 2010. Toronto Official Plan. Consolidated December 2010.

City of Toronto. 2001. Toronto Bike Plan: Shifting Gears.

City of Toronto. 1997. Zoning By-law No. 438-86. Amended June 1997.

City of Toronto. n.d. Ward 18 Local Area Study. Accessed January 20, 2014 at: http://www.toronto.ca/planning/ward18-study.htm

City of York. 1997. City of York Zoning By-law 1-83. April 1997.

Metrolinx. 2013. Mount Dennis Mobility Hub Study. August 2013. Accessed December 19, 2013 at: http://www.thecrosstown.ca/sites/default/files/pdf/reports/mountdennismobilityhubstudyfinal.pdf

Metrolinx. 2010. GO Electrification Study Final Report – Appendix 8G – Social/Community Impacts. December 2010.

Metrolinx. 2009. Georgetown South Service Expansion and Union-Pearson Rail Link Environmental Project Report. July 30, 2009.

Metrolinx. 2008. The Big Move: Transforming Transportation in the Greater Toronto and Hamilton Area. November 2008. Accessed June 13, 2012 at: http://www.metrolinx.com/thebigmove/Docs/big_move/TheBigMove_020109.pdf.

Partners in Project Green (n.d.). Partners in Project Green Fact Sheet. Accessed June 13, 2012 at: http://www.partnersinprojectgreen.com/files/partners_in_project_green_fact_sheet.pdf.

R-1

UP Express Electrification EA Land Use Assessment Report

Staff Report for Action on the Bikeway Trails Implementation Plan April 27, 2012 at: http://www.toronto.ca/cycling/network/pdf/trails_project_table.pdf

R-2