GO Rail Network Electrification TPAP Final ElectromagneticREVIEW OF PARSONS Interference/ElectromagneticPROPOSAL TO UPGRADE TRACK CIRCUITS Fields Baseline

Conditions Report

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Gannett Fleming Project No. 060277 Metrolinx Electrification Project Contract No. QBS-2014-IEP-002

Submittal Date: July 2017

Prepared By: Gannett Fleming Canada ULC 8/31/17 i | P a g e

METROLINX GO RAIL ELECTRIFICATION

Quality Assurance Document Release Form

Name of Firm: RSC / TÜV

Document Name: GO Transit Rail Network Electrification EA EMC Baseline Conditions Report Rev. 4

Submittal Date: July 18, 2017

Discipline: EMC

Prepared By: Wilton D. Alston, TÜV Rheinland Date: July 18, 2017

Reviewed By: Gittens / Fagley, TÜV Rheinland Date: July 18, 2017

Approved By: Wilton D. Alston, TÜV Rheinland Date: July 18, 2017 Project Manager

The above electronic signatures indicate that the named document is controlled by Gannett Fleming Canada ULC, and has been:

1. Prepared by qualified staff in accordance with generally accepted professional practice. 2. Checked for completeness and accuracy by the appointed discipline reviewers and that the discipline reviewers did not perform the original work. 3. Reviewed and resolved compatibility interfaces and potential conflicts among the involved disciplines. 4. Updated to address previously agreed-to reviewer comments, including any remaining comments from previous internal or external reviews. 5. Reviewed for conformance to scope and other statutory and regulatory requirements. 6. Determined suitable for submittal by the Project Manager.

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REVISION HISTORY

Revision Date Comments

1 March 11, 2016 Draft Submission to Metrolinx.

2 May 13, 2016 Incorporated revisions and updates

3 October 20, 2016 Incorporated additional comments and updates

4 July 18, 2017 Final Response Version – Final updates

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TABLE OF CONTENTS

1.1 ENVIRONMENTAL ASSESSMENT PROCESS ...... 2 1.2 SCOPE OF THE PROJECT ...... 2 1.3 STUDY AREA ...... 2 1.3.1 GO RAIL CORRIDORS ...... 3 1.3.2 TRACTION POWER FACILITY LOCATIONS ...... 4 1.3.3 MODIFICATIONS TO WILLOWBROOK MAINTENANCE FACILITY AND EAST RAIL MAINTENANCE FACILITY ...... 11 1.3.4 MODIFICATIONS TO EXISTING LAYOVER FACILITIES ...... 11

2.1 TAP LOCATIONS ...... 12 2.2 230KV/55KV/25KV CONNECTION ROUTES...... 12 2.3 TRACTION POWER SUBSTATIONS ...... 12 2.4 TRACTION POWER DISTRIBUTION SYSTEM ...... 12 2.4.1 OVERHEAD CONTACT SYSTEM (OCS) ...... 12 2.4.2 PARALLELING AND SWITCHING STATIONS ...... 13 2.4.3 MODIFIED MAINTENANCE FACILITIES ...... 14 2.5 BRIDGE MODIFICATIONS ...... 14

3.1 BACKGROUND INFORMATION REVIEW ...... 16 3.2 DATA GAP ANALYSIS ...... 17 3.3 APPROACH TO BASELINE DATA COLLECTION – EMI/EMF ...... 17 3.3.1 EMI BASELINE COLLECTION – BACKGROUND ...... 17 3.3.2 BASELINE EMI RECEPTOR MAPPING ...... 18 3.4 APPROACH TO BASELINE DATA COLLECTION – ELF EMF ...... 21 3.4.1 ELF EMF BASELINE COLLECTION – BACKGROUND ...... 21 3.4.2 ELF EMF SITE SURVEY PROCEDURE – RAILWAY ROWS ...... 21

4.1 EMI BASELINE CONDITIONS (EMI SENSITIVE RECEPTORS) ...... 23 4.1.1 AIRPORTS ...... 23 4.1.2 HOSPITALS ...... 24 4.1.3 MEDICAL IMAGING FACILITIES ...... 26 4.1.4 HELIPORTS ...... 30 4.2 EMF BASELINE CONDITIONS...... 31 4.2.1 TRACTION POWER FACILITY SUMMARY ...... 33 4.2.2 UNION STATION RAIL CORRIDOR ...... 35 Prepared By: RSC/TÜV Rev. 4 iii | P a g e

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4.2.2.1 SECTION USRC-1 – UP EXPRESS UNION GO STATION TO DON YARD LAYOVER ...... 35 4.2.3 LAKESHORE WEST CORRIDOR ...... 46 4.2.3.1 LAKESHORE WEST TRACTION POWER FACILITIES ...... 46 4.2.3.2 SECTION LSW-1 – STRACHAN AVENUE TO MIMICO GO STATION ...... 46 4.2.3.3 SECTION LSW-2 – MIMICO GO STATION TO LONG BRANCH GO STATION ...... 46 4.2.3.4 SECTION LSW-3 – LONG BRANCH GO STATION TO PORT CREDIT GO STATION ...... 47 4.2.3.5 SECTION LSW-4 – PORT CREDIT GO STATION TO CLARKSON GO STATION ...... 47 4.2.3.6 SECTION LSW-5 – CLARKSON GO STATION TO OAKVILLE GO STATION ...... 47 4.2.3.7 SECTION LSW-6 – OAKVILLE GO STATION TO BRONTE GO STATION ...... 47 4.2.3.8 SECTION LSW-7 – BRONTE GO STATION TO APPLEBY GO STATION ...... 48 4.2.3.9 SECTION LSW-8 – APPLEBY GO STATION TO BURLINGTON ...... 49 4.2.4 KITCHENER CORRIDOR ...... 53 4.2.4.1 KITCHENER TRACTION POWER FACILITY ...... 53 4.2.4.2 SECTION KT-1 – UP EXPRESS SPUR (AT HIGHWAY 427) TO MALTON GO STATION ...... 53 4.2.4.3 SECTION KT-2 – MALTON GO STATION TO BRAMALEA ...... 54 4.2.5 BARRIE CORRIDOR ...... 58 4.2.5.1 BARRIE TRACTION POWER FACILITIES ...... 58 4.2.5.2 SECTION BR-1 – PARKDALE JUNCTION TO CALEDONIA GO STATION ...... 58 4.2.5.3 SECTION BR-2 – CALEDONIA GO STATION TO DOWNSVIEW PARK GO STATION ...... 58 4.2.5.4 SECTION BR-3 – DOWNSVIEW PARK GO STATION TO RUTHERFORD GO STATION ...... 58 4.2.5.5 SECTION BR-4 – RUTHERFORD GO STATION TO KING CITY GO STATION ...... 59 4.2.5.6 SECTION BR-5 – KING CITY GO STATION TO BATHURST STREET ...... 59 4.2.5.7 SECTION BR-6 – BATHURST STREET TO AURORA GO STATION ...... 60 4.2.5.8 SECTION BR-7 – AURORA GO STATION TO EAST GWILLIMBURY GO STATION ...... 60 4.2.5.9 SECTION BR-8 – EAST GWILLIMBURY GO STATION TO BRADFORD GO STATION ...... 60 4.2.5.10 SECTION BR-9 – BRADFORD GO STATION TO 13TH LINE ...... 60 4.2.5.11 SECTION BR-10 – 13TH LINE TO 6TH LINE ...... 61 4.2.5.12 SECTION BR-11 – 6TH LINE TO BARRIE SOUTH GO STATION ...... 61 4.2.5.13 SECTION BR-12 – BARRIE SOUTH GO STATION TO ALLENDALE GO STATION ...... 61 4.2.6 STOUFFVILLE CORRIDOR ...... 62 4.2.6.1 STOUFFVILLE TRACTION POWER FACILITIES ...... 62 4.2.6.2 SECTION SV-1 – SCARBOROUGH JUNCTION TO AGINCOURT GO STATION ...... 62 4.2.6.3 SECTION SV-2 – AGINCOURT GO STATION TO MILLIKEN GO STATION ...... 62 4.2.6.4 SECTION SV-3 – MILLIKEN GO STATION TO UNIONVILLE GO STATION ...... 63 4.2.6.5 SECTION SV-4 – UNIONVILLE GO STATION TO MARKHAM GO STATION ...... 66 4.2.6.6 SECTION SV-5 – MARKHAM GO STATION TO MOUNT JOY GO STATION ...... 66 4.2.6.7 SECTION SV-6 – MOUNT JOY GO STATION TO STOUFFVILLE GO STATION ...... 66 4.2.6.8 SECTION SV-7 – STOUFFVILLE GO STATION TO LINCOLNVILLE GO STATION ...... 66 4.2.7 LAKESHORE EAST CORRIDOR ...... 67 4.2.7.1 LAKESHORE EAST TRACTION POWER FACILITIES ...... 67

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4.2.7.2 SECTION LSE-1 – DON YARDS LAYOVER TO DANFORTH GO STATION ...... 67 4.2.7.3 SECTION LSE-2 – DANFORTH GO STATION TO SCARBOROUGH GO STATION ...... 68 4.2.7.4 SECTION LSE-3 – SCARBOROUGH GO STATION TO EGLINTON GO STATION ...... 68 4.2.7.5 SECTION LSE-4 – EGLINTON GO STATION TO GUILDWOOD GO STATION ...... 69 4.2.7.6 SECTION LSE-5 – GUILDWOOD GO STATION TO ROUGE HILL GO STATION ...... 69 4.2.7.7 SECTION LSE-6 – ROUGE HILL GO STATION TO PICKERING GO STATION ...... 69 4.2.7.8 SECTION LSE-7 – PICKERING GO STATION TO AJAX GO STATION ...... 70 4.2.7.9 SECTION LSE-8 – AJAX GO STATION TO WHITBY GO STATION ...... 70 4.2.7.10 SECTION LSE-9 – WHITBY GO STATION TO OSHAWA GO STATION ...... 71 4.3 SUMMARY OF FINDINGS - EMF ...... 71

5.1 EMI/EMF IMPACT ASSESSMENT STUDY – TPAP PHASE ...... 71 5.2 FUTURE TESTING REQUIRED BEFORE OR AFTER IMPLEMENTATION ...... 72 5.3 EXISTING INFRASTRUCTURE AND NEIGHBOURING RAIL SYSTEMS...... 73 5.3.1 TORONTO TRANSIT COMMISSION ...... 73 5.3.2 CN AND CP ...... 73 A. List of References (Appendix A) ...... A-1 B. List of Standards (Appendix B) ...... B-1 C. Photographs and Examples (Appendix C) ...... C-5 D. EMC Theory and Background (Appendix D) ...... D-1 6.1 EMF ...... D-1 6.1.1 SOURCES ...... D-2 6.1.1.1 RF EMF ...... D-2 6.1.1.2 ELF EMF ...... D-2 6.1.2 HUMAN EXPOSURE ...... D-3 6.1.2.1 RF EMF ...... D-3 6.1.2.2 ELF EMF ...... D-4 6.1.2.3 RADIATED MAGNETIC FIELDS ...... D-4 6.2 EMI ...... D-4 6.2.1 IMPACT OF ELECTRIFIED RAILWAY ON EQUIPMENT ...... D-5 6.2.1.1 EMI SENSITIVE SITES ...... D-5 6.2.1.2 ELF EMI ...... D-6 6.2.1.3 RF EMI ...... D-6 6.2.1.4 EQUIPMENT IMPACT ON ELECTRIFIED RAILWAY ...... D-7 6.2.2 CONTEXT FOR GO TRANSIT RAIL NETWORK ELECTRIFICATION PROJECT ...... D-8 E. Calibration Information (Appendix E) ...... E-1

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List of Tables

Table 1-1 – Summary of Traction Power Facilities by Corridor ...... 4

Table 4-1 – Listing of Airports in the Vicinity of the Study Area ...... 23

Table 4-2 – Listing of Hospitals in the Vicinity of the Study Area ...... 24

Table 4-3 – Listing of Medical Imaging Facilities in the Study Area ...... 27

Table 4-4 – Listing of Heliports in the Study Area ...... 30

Table 4-5 – Magnetic Field Strengths ...... 31

Table 4-6 – Traction Power Facility Measurement Results Summary ...... 33

Table 4-7 – Summary of High ELF (> 10 mG) Areas along USRC-1 ...... 41

Table 4-8 – Summary of High ELF (>10 mG) Areas along LSW-8 ...... 50

Table 4-9 – Summary of High ELF (> 10 mG) Areas along KT-2 ...... 55

Table 4-10 – Summary of High ELF (> 10 mG) Areas along SV-3 ...... 64

Table 4-11 – Exposure Limits for Fundamental Frequency Magnetic Fields ...... 71

Table D-1 – EMC Measurement Context for GO Transit Rail Network Electrification Project ...... D-8

Table E-1 – EMC Equipment Calibration List ...... E-3

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List of Figures

Figure 1-1 – GO Transit Network ...... 1

Figure 1-2 – GO Network Electrification TPAP Study Area ...... 3

Figure 1-3 – Lakeshore West Corridor ...... 6

Figure 1-4 – Kitchener Corridor ...... 7

Figure 1-5 – Barrie Corridor ...... 8

Figure 1-6 – Stouffville Corridor ...... 9

Figure 1-7 – Lakeshore East Corridor ...... 10

Figure 2-1 – Example of OCS Support Structures (Portals) ...... 13

Figure 2-2 – Typical Paralleling Station ...... 13

Figure 2-3 – Typical Gantries...... 14

Figure 3-1 – EMC Investigation Zones & Applicable Standards ...... 16

Figure 3-2 – Proximity of Agincourt Medical Imaging to Stouffville Corridor (100 & 250 m radii shown) . 19

Figure 3-3 – Proximity of Medionics International Inc. and Mount Joy Animal Clinic to Stouffville Corridor (100 & 250 m radii shown) ...... 20

Figure 3-4 – Railway Magnetic Field X, Y & Z Component Orientation ...... 22

Figure 4-1 – ELF Sites in USRC – Overhead Power Lines and Switch Machine 255 (10 m and 100 m radius) ...... 42

Figure 4-2 – ELF Sites in USRC – Overhead Power Lines and Switch Machine 255 in relation to Study Area ...... 43

Figure 4-3 – ELF Sites in USRC – Overhead Signal Light 138 (10 m and 100 m radius) ...... 44

Figure 4-4 – ELF Sites in USRC – Overhead Signal Light 138 in relation to Study Area ...... 45

Figure 4-5 – ELF Sites in LSW-8 – 3 Metres from Centre of Track (10 m and 100 m radius) ...... 51

Figure 4-6 – ELF Sites in LSW-8 – 3 Metres from Centre of Track in relation to Study Area ...... 52

Figure 4-7 – ELF Sites in KT-2 – Under High Voltage Lines and 3 Metres from Centre of Track (10 m and 100 m radius) ...... 55

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Figure 4-8 – ELF Sites in KT-2 – Under High Voltage Lines and 3 Metres from Centre of Track in relation to Study Area ...... 57

Figure 4-9 – ELF Sites in SV-3 – Overhead Utility Lines (10 m and 100 m radius) ...... 64

Figure 4-10 – ELF Sites in SV-3 – Overhead Utility Lines in relation to Study Area ...... 65

Figure D-1 – Right Hand Rule ...... D-3

List of Appendices

Appendix A - List of References

Appendix B - List of Standards

Appendix C - Photographs and Examples

Appendix D - EMC Theory and Background

Appendix E - Calibration Information

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Glossary of Terms

Word Definition The acronym for the Association of American Railroads. Founded in 1934, AAR is the world's leading railroad policy, research, standard setting, and technology AAR organization focusing on the safety and productivity of the U.S. freight rail industry. AAR Full members include the major freight railroads in the United States, Canada and Mexico, as well as Amtrak. The acronym for American Public Transportation Association. APTA is a membership- based organization which contains members who are public organizations engaged in the areas of bus, paratransit, light rail, commuter rail, subways, waterborne passenger services, and high-speed rail. Members also include large and small APTA companies who plan, design, construct, finance, supply, and operate bus and rail services worldwide. Government agencies, metropolitan planning organizations, state departments of transportation, academic institutions, and trade publications are also part of APTA’s membership. The acronym for American Railway Engineering and Maintenance-of-Way AREMA Association. AREMA is the organization that represents the engineering function of the North American railroads. Apparatus which helps boost the overhead contact system (OCS) voltage and reduce the running rail return current in the 2 X 25 kV autotransformer feed configuration. It is a single winding transformer having three terminals. The intermediate terminal Autotransformer 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. The acronym for Autotransformer Feed. The use of an ATF system for electric power distribution can result in lower electric fields and generally lower magnetic fields ATF within and adjacent to the railroad right-of-way compared to other power distribution systems. A low impedance path obtained by permanently joining all normally-non-current Bonding carrying conductive parts to ensure electrical continuity and having the capacity to conduct safely any current likely to be imposed on it. A beam that is supported by a pole at only one end and carries the load of the Cantilever electrification equipment on top of tracks. At multiple track locations where cantilever frames are not practical, portal structures should be utilized. An assembly of overhead wires consisting of, as a minimum, a messenger wire, carrying vertical hangers that support a solid contact wire which is the contact Catenary System interface with operating electric train pantographs, and which supplies power from a central power source to an electrically-powered vehicle, such as a train. CEAA The acronym for Canadian Environmental Assessment Act. The acronym for Comité Européen de Normalisation Électrotechnique, which is French for European Committee for Electrotechnical Standardization. CENELEC is responsible for standardization in the electrotechnical engineering field. CENELEC prepares voluntary standards, which help facilitate trade between countries, create CENELEC new markets, cut compliance costs and support the development of a Single European Market. Although based in Europe, CENELEC adopts international standards wherever possible, through its close collaboration with the International Electrotechnical Commission (IEC). Standards developed by CENELEC have the “EN” designation.

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Word Definition Under the Ontario Environmental Assessment Act (EA Act), Class Environmental Assessments are those projects that are approved subject to compliance with an Class EA 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 CN The acronym for Canadian National Railway Company. A solid grooved, bare aerial, overhead electrical conductor of an OCS that is suspended above the rail vehicles and which supplies the electrically powered Contact Wire vehicles with electrical energy through roof-mounted current collection equipment – pantographs – and with which the current collectors make direct electrical contact. The building or room location that is used to dispatch trains and control the train Control Centre and maintenance operations over a designated section of track. COTS The acronym for Commercial Off-the-Shelf. CP The acronym for Canadian Pacific Railway. The method of tying tracks together electrically to equalize traction return currents Cross Bonds between tracks. This is done to minimize touch potential. Overhead feeder lines are provided between the main gantry and strain gantry Cross Feeding System across the electrified track to feed power to the OCS wires. The acronym for Centralized Traffic Control. CTC takes the data gathered by the wayside control system, both controls and indications, and consolidates the CTC information so that the data can be sent over a communication medium to the remote CTC location where many locations can be controlled and monitored from a single point. 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 Deadhead Movements service entails train movements that carry fare paying passengers). Deadhead movements are also referred to as “unproductive moves” as they incur the costs of train operations, but are not offset by any revenue from passengers. The detailed design phase of a project is defined as the last design stage before Detailed Design system implementation phase including software and hardware development starts. The acronym for Diesel Multiple Unit; a train comprising single self –propelled diesel DMU units. Double Stacked Freight Freight trains carrying double stack containers. (DSF) 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 Duct Bank provide defined routing of electrical cables and wiring. It also provides physical separation and isolation for the various types of cables. A measurement of the voltage (or potential difference) between two points in a system. For UP Express electrification, electrical potential is the electrical charge Electrical Potential difference between the electrified UP Express railway and the ground. The unit for electrical potential is expressed in volts. This is the entire section of the OCS which, during normal system operation, is powered from a TPS circuit breaker. The TPS feed section is demarcated by the Electrical Section 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

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Word Definition Electric Traction Facility A traction substation, paralleling station, or switching station. The acronym for Extremely Low Frequency. ELF is a specific category of Electric and Magnetic Field (EMF). ELF is the ITU designation for electromagnetic radiation (radio ELF waves) with frequencies from 3 to 30 Hz, and corresponding wavelengths from 100,000 to 10,000 kilometers. The acronym for Electromagnetic Compatibility. Electromagnetic compatibility is the branch of electrical engineering concerned with the unintentional generation, propagation and reception of electromagnetic energy which may cause effects such as electromagnetic interference (EMI) or even physical damage in operational EMC equipment. It is also concerned with the evaluation of electromagnetic fields (EMF) that could cause effects on humans or magnetic media. The goal of EMC is the correct operation of different equipment in a common electromagnetic environment.. The acronym for Electric and Magnetic Field. Electric and magnetic fields arise from natural forces and permeate our environment. In addition to natural background EMF, anthropogenic sources include electric fields which arise anywhere electricity or electrical components are used and magnetic fields which arise wherever there is EMF a flow of electric current. Common manmade sources of EMF include: electronics, power stations, transmission lines, telecommunication infrastructure, electric motors, etc. The strength of man-made EMF depends on the characteristics of the source including amongst others, voltage, current strength and frequency. The acronym for Electromagnetic Interference. Electromagnetic interference is a EMI disturbance that affects an electrical circuit due to either electromagnetic induction or radiation from an external source. Electrical signals that produce undesirable effects in the circuits of the control EMI Noise system in which they occur. The acronym for Electric Multiple Unit; a train comprising single self-propelled EMU electric units The smallest section of the OCS power distribution system that can be isolated from Elementary Electrical other sections or feeders of the system by means of disconnect switches and/or Section circuit breakers. The acronym for Environmental Project Report. The proponent is required to prepare an Environmental Project Report to document the Transit Project Assessment Process followed, including but not limited to: a description of the preferred transit project, a map of the project, a description of existing EPR environmental conditions, an assessment of potential impacts, description of proposed mitigation measures, etc. The EPR is made available for public review and comment for a period of 30 calendar days. This is followed by a 35-day Minister’s Decision Period. The acronym for the Electric Power Research Institute. EPRI is a nonprofit organization funded by the electric utility industry, founded in 1972 and EPRI headquartered in Palo Alto, California. EPRI is primarily a US-based organization, but receives international participation. EPRI's research covers different aspects of electric power generation, delivery and its use. A current-carrying electrical connection between the overhead contact system and a Feeder traction power facility (substation, paralleling station or switching station).

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Word Definition The acronym for Federal Transit Administration. An agency within the United States Department of Transportation (DOT), FTA provides financial and technical assistance FTA to public transit systems, including buses, subways, light rail, commuter rail, trolleys and ferries. FTA also oversees safety measures and helps develop next-generation technology research. Supporting structures parallel to the tracks, and on both sides of the tracks, at TSS, Gantry SWS, and PS used to connect the traction power feeders to the catenary 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 Grounding voltages to levels below that which may result in undue hazard to persons or to connected equipment. A system of horizontal ground electrodes that consists of a number of Grounding Grid interconnected, bare conductors buried in the earth, providing a common ground for electrical devices or metallic structures, usually in one specific location. Heavy maintenance includes: replacement of engine traction motors, replacement of diesel engines on DMUs, replacement of transformers and ac propulsion systems Heavy Maintenance 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. A hazard alert subsystem consisting of Infrared sensors deployed alongside a track to detect unusual temperatures of the wheel bearings of a passing train. Axle counters Hot Box Detector can also be installed in order to identify the exact location of a hot bearing on a train, to facilitate inspection and maintenance of hot box issues. Acronym for high voltages and refers to electrical energy at voltages high enough to HV cause injury and harm to human beings and living species. Voltages over 1000 for alternating current, and 1500 V for direct current is considered high voltage. Hydro One Incorporated delivers electricity across the province of Ontario. Hydro Hydro One One has four subsidiaries, the largest being Hydro One Networks. They operate 97% of the high voltage transmission grid throughout Ontario. The acronym for International Commission on Non-Ionizing Radiation Protection. It is an international commission specialized in non-ionizing radiation protection. ICNIRP ICNIRP is an independent nonprofit scientific organization chartered in Germany. It was founded in 1992 by the International Radiation Protection Association (IRPA) to which it maintains close relations. The acronym for the International Electrotechnical Commission. IEC is the world’s IEC leading organization that prepares and publishes International Standards for all electrical, electronic and related technologies. The ability of equipment to perform as intended without degradation in the Immunity presence of an electromagnetic disturbance. 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 Impedance Bonds bridging the insulated joint while allowing the traction return current to bypass the insulated joint. The centre tap can also be used to provide a connection from the rails to the static wire and/or traction power facilities for the traction return current. kV Abbreviation for kilovolt (equal to 1000 volts). Acronym for low voltage and according to IEC voltages between 50-1000 V for LV alternating current, and between 120-1500 V for direct current is considered low voltage. Prepared By: RSC/TÜV Rev. 4 xii | P a g e

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Word Definition 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 Main Gantry as the catenary feeding gantry is the one parallel to and toward the TPF side of the track. A mechanical facility for the maintenance, repair, and inspection of engines and Maintenance Facility railcars. In catenary construction, the OCS Messenger Wire is a longitudinal bare stranded conductor that physically supports the contact wire or wires either directly or Messenger Wire 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. In electricity, a practical unit of magnetic induction equal to a thousandth of one Milligauss gauss or of one c. g. s. electromagnetic unit. Actions that remove or alleviate, to some degree, the negative effects associated Mitigation Measure with the implementation of an alternative. MOECC The acronym for Ontario Ministry of the Environment and Climate Change. The acronym for Megavolt-Ampere. This is a unit for measuring the apparent power MVA in an electrical circuit equivalent of one million watts. 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 negative feeder connects successive feeding points, and is connected to one terminal of an autotransformer in the traction power facilities via a circuit breaker or disconnect switch. At these facilities, the other terminal of the autotransformer is connected to a catenary section or sections via circuit breakers or disconnects. The effect (positive or negative) associated with an alternative after the application Net Effect of avoidance/mitigation/compensation/enhancement measures. The acronym for National Institute of Environmental Health Sciences, a division of NIEHS the United States National Institute of Health (NIH). The acronym for United States National Institutes of Health. NIH is part of the U.S. Department of Health and Human Services, and is the United States medical research agency. NIH is composed of 27 components called Institutes or Centers, NIH each having its own specific research agenda, often focusing on particular diseases or body systems. NIH’s mission is to seek fundamental knowledge about the nature and behavior of living systems and the application of that knowledge to enhance health, lengthen life, and reduce the burdens of illness and disability. The Proponent is required to prepare and distribute a Notice of Commencement, which “starts the clock ticking” for the 120-day portion of the transit project assessment process. Proponents must prepare and distribute a Notice of Notice of Commencement to indicate that the assessment of a transit project is proceeding Commencement 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.

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Word Definition 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 Notice of Completion Environmental Project Report has been prepared in accordance with section 9 of the regulation and indicates that the Environmental Project Report is available for final review and comment (for 30 calendar days). Following the 30-day public review period, there is a 35-day Minister’s decision period. Open Route An area of tracks where there is no vertical conflicts to OCS. OCS is composed of: 1. The aerial supply system that delivers 2x25 kV traction power from traction power substations to the pantographs of Metrolinx electric trains, comprising the catenary system messenger and contact wires, hangers, associated supports and structures including poles, portals, head Overhead Contact spans and their foundations), manual and/or motor operated disconnect System (OCS) 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 Device on the top of a train that slides along the contact wire to transmit electric Pantograph power from the catenary to the train. An installation which helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders Paralleling Station (PS) and the catenary conductors are connected to the two outer terminals of the autotransformer winding at this location with the centre terminal connected to the traction return system. The OCS sections can be connected in parallel at PS locations. General specifications and criteria that define the parametres and requirements of a Performance Standards particular system. An arrangement of insulators and grounded or non-energized wires or insulated overlaps, forming a neutral section, which is located between two sections of OCS Phase Break that are fed from different phases or at different frequencies or voltages, under which a pantograph may pass without shorting or bridging the phases, frequencies, or voltages. Potentially Use or activity at the site that has the potential to result in soil and/or groundwater. Contaminating Activity Examples of PCAs are set out in Table 2, Schedule D of O.Reg. 153/04. (PCA) Portal 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. Portal The portal structure is used at multiple track locations where cantilever frames are not practical. Top steel section or truss/lattice at the top of the portal structure, supported by two Portal Boom columns placed either side of the railway. The “portal boom” provides support points for the OCS conductors.

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Word Definition A signaling system using on board and wayside equipment to automatically reduce Positive Train Control 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. The design of a proposed project (including a detailed cost estimate) to a level that Preliminary Design demonstrates that the project is buildable within the given parameters of the design scope. Preventive maintenance includes items such as: replacing brake pads, measuring Preventive wheels, inspection of running gear, inspection and repair of central air Maintenance conditioning, check radios and repair/replace, repair broken windows and doors, etc. A person who carries out or proposes to carry out an undertaking or is the owner or Proponent person having charge, management or control of an undertaking. Rail Potential is defined as the voltage between running rails and ground occurring Rail Potential under operating conditions when the running rails are utilized for carrying the traction return current or under fault conditions. A combined registration and support assembly with vertical resilience, used for Resilient Arm support of catenary conductors in situations with restricted clearance such as tunnels and overhead bridges. The mathematical computation from the combination of the measured X, Y, and Z readings of milligauss (mG). It could be approximated using a sum of squares of Resultant Flux Density these readings and then taking the square root, but in the case of all readings shown in this report, the device used computed this number automatically and presented it as the Resultant Flux Density. Running Rails Rails that act as a running surface for the flanged wheels of a car or locomotive. The acronym for System Control And Data Acquisition. SCADA is a control system that controls and monitors the status of the industrial processes and devices for the SCADA electrification system. These devices may include motor operated disconnect switch, relay, meter and circuit break, of the Electrification System. The process of applying criteria to a set of alternatives in order to eliminate those Screening that do not meet minimum conditions or requirements. Service maintenance is the light maintenance of engines (i.e., window cleaning, Service Maintenance check oil levels and sand levels, clean engine cab, refill potable water, and empty washroom holding tanks). As normally applied to instrumentation cables, refers to a conductive sheath (usually metallic) applied, over the insulation of a conductor or conductors, for the Shield purpose of providing means to reduce coupling between the conductors so shielded and other conductors that may be susceptible to, or which may be generating, electrostatic or electromagnetic fields (noise). Shielding is the use of the conducting and/or ferromagnetic barrier between a potentially disturbing noise source and sensitive circuitry. Shields are used to protect cables (data and power) and electronic circuits. They may be in the form of metal barriers, enclosures, or wrappings around source circuits and receiving circuits. Shielding Additionally shielding is used to protect overhead transmission lines or OCS from incidents of lightning, in regions of high isoceraunic activity. Shield wire is located above the exposed current carrying wires to provide a 45 degree angle of protection. In sensitive applications, the angle is reduced to 30 degrees for more conservative design.

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Word Definition The rail signal system is a combination of wayside and on board equipment and/or Signal System software to provide for the routing and safe spacing of trains or rail vehicles. A railroad track that diverges from the main track to service a specific location or Spur industry. Static Wire (Aerial A wire, usually installed aerially adjacent to or above the catenary conductors and Ground negative feeders, that connects OCS supports collectively to ground or to the Wire) grounded running rails to protect people and installations of an electrical fault. 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 Strain Gantry 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 Facility Any of the facilities associated with traction power generation or transmission, (TPF) including: Traction Power Substation, Switching Station, or Paralleling Station. Traction Power Electric Traction Facility that transforms the utility supply voltage of 230 kV to 50 kV Substation and 25 kV for distribution to the trains via catenary and negative feeders. SWS is an installation where the supplies from two adjacent traction power substations are electrically separated and where electrical energy can be supplied to Switching Station (SWS) an adjacent but normally separated electrical section during contingency power supply conditions. It also acts as a paralleling station. Touch potential is defined as the voltage between the energized object and the feet Touch/Step Potential 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. The acronym for Toronto Transit Commission. TTC is a public transport agency that TTC operates transit bus, streetcar, paratransit, and rapid transit services in Toronto, Ontario, Canada. The traction power return system includes all conductors (including the grounding system) for the electrified railway tracks, which form the intended path of the traction return current from the electrified rolling stock to the traction power substations. Conductors may include:  Running rails Traction Power Return  Impedance bonds System  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

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1. Background

Metrolinx is undertaking an Environmental Assessment (EA) under the Transit Project Assessment Process (TPAP) under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for electrification of the GO Transit Rail Network (see Figure 1-1). The Project involves conversion of several rail corridors within the GO Transit network from diesel to electric propulsion. The undertaking will entail design and implementation of traction power supply and distribution components including an Overhead Contact System (OCS) along the rail corridors, as well as a number of electrical power supply/distribution facilities located in the vicinity of the rail corridors.

Electrification of the GO Transit network also requires electrical power to be supplied from Ontario’s electrical system through Hydro One’s existing high voltage grid via new high voltage (e.g., 230kV) connections to the Traction Power Substations. The design/routing of these connections will be detailed as part of the conceptual design to be completed.

Figure 1-1 – GO Transit Network

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1.1 Environmental Assessment Process The proposed conversion of the GO Network from diesel to electric power falls under Schedule 1, 2.1 Subsection 2 (1) of O. Reg. 231/08. This Regulation applies to a transit project that is carried out by any proponent or any of its successors or assigns if the transit project includes any one or more of the following in relation to the electrification of a new or existing commuter rail corridor:

The electrification of rail equipment propulsion. May include planning, designing, establishing, constructing, operating, changing or retiring an associated power distribution system. The planning, designing, establishing, constructing, operating, changing or retiring of power supply infrastructure. 1.2 Scope of the Project The scope of the GO Transit Rail Network Electrification undertaking will involve electrification of several rail corridors. At the time of writing this report, the scope of the baseline conditions data collection phase included the following rail corridors:

1. Union Station Rail Corridor (USRC) – From UP Express Union Station to Don Yard Layover

2. Lakeshore West Corridor – From Just West of Bathurst (Mile 1.2) to Burlington

3. Kitchener Corridor – From UP Express Spur1 (at Highway 427) to Bramalea

4. Lakeshore East Corridor – From Don Yard Layover to Oshawa Station

5. Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale Station

6. Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville Station

It should be noted that the electrification of the UP Express Route from UP Express Station (just west of the Union Station Train Shed) to Terminal 1 Station at Pearson International Airport, including power supply and power distribution components, was previously approved as part of the Metrolinx UP Express Electrification EA (June, 2014) (see Figure 1-2).

1.3 Study Area The Study Area for the baseline conditions phase of the TPAP encompasses the GO Transit rail corridors outlined above including proposed locations for the electrical power supply/distribution facilities (see Figure 1-2). A conservative 30 metre buffer area was established around these elements of the Study Area at the baseline conditions phase to allow for comprehensive baseline data collection. Once the

1 The portion of the Kitchener corridor from Strachan Ave. to the airport spur (at Highway 427) was previously assessed/approved as part of the Metrolinx UP Express Electrification EA.

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Figure 1-2 – GO Network Electrification TPAP Study Area

Therefore, the Study Area can be summarized as follows:

1.3.1 GO Rail Corridors 1. USRC – From UP Express Union Station to Don Yard Layover (UP Express Union Station to Strachan Avenue was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area).

2. Lakeshore West Corridor – From Strachan Ave to Burlington

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3. Kitchener Corridor – From UP Express Spur (at Highway 427) to Bramalea (Strachan Avenue to UP Express spur (at Highway 427) was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area)

4. Lakeshore East Corridor – From Don Yard Layover to Oshawa GO Station

5. Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station

6. Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station

1.3.2 Traction Power Facility Locations There are 18 traction power facilities required to support the GO Rail Network Electrification undertaking (3 of which were previously assessed and approved as part of the UP Express Electrification TPAP). Therefore, the scope of the GO Rail Network Electrification TPAP will include assessment of the remaining 15 TPFs, as detailed in Table 1-1 below.

 Six Traction Power Substations (TPSs)  Five Switching Stations (SWSs)  Seven Paralleling Stations (PSs)

Table 1-1 summarizes the traction power facilities required along each corridor and Figures 1-3 to 1-7 provide corresponding key maps showing the approximate location of each facility. The tap locations (points as which high voltage power will be ‘tapped’ from Hydro One’s existing grid) were still under development at the time of writing this report, therefore they will be assessed as part of the impact assessment phase of the TPAP.

Table 1-1 – Summary of Traction Power Facilities by Corridor

GO Corridor Approx. Length of Type of Facility Location(s) Corridor Union Station 2.6 km TPS  N/A Tap Point  N/A SWS  Ordnance/Bathurst (previously approved as part of the UP Express Electrification EA) PS  N/A Lakeshore West 53 km TPS  Burlington  Mimico Tap Point  Burlington Tap  Mimico Tap SWS  Oakville PS  N/A

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GO Corridor Approx. Length of Type of Facility Location(s) Corridor Kitchener 6.5 km TPS  CityView (previously approved as part of the UP Express Electrification EA) Tap Point  N/A PS  Bramalea  Eglinton (this site was approved as part of the UP Express Electrification EA) Barrie 100 km TPS  Allandale

Tap Point  Allandale Tap

SWS  Newmarket PS  Gilford  Maple Stouffville 50 km TPS  Scarborough Tap Point  Scarborough Tap SWS  N/A PS  Unionville  Lincolnville Lakeshore East 48 km TPS  East Rail Maintenance Facility Tap Point  ERMF Tap SWS  Scarborough  Durham PS  Don Yard

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Figure 1-3 – Lakeshore West Corridor

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Figure 1-4 – Kitchener Corridor

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Figure 1-5 – Barrie Corridor

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Figure 1-6 – Stouffville Corridor

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Figure 1-7 – Lakeshore East Corridor

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1.3.3 Modifications to Willowbrook Maintenance Facility and East Rail Maintenance Facility It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, two existing GO Transit maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. The modifications to these facilities will be detailed as part of the conceptual design to be developed.

1.3.4 Modifications to Existing Layover Facilities The modifications required to existing layover facilities to accommodate electrification will be detailed as part of the conceptual design phase. If new property is required, the study area will be expanded to include this and impacts assessed accordingly.

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2. Overview of Project Components

2.1 Tap Locations A new tap location will be required in the vicinity each new Traction Power Substation. The tap locations are those areas where Metrolinx will ‘tap into’ the existing Hydro One high voltage grid as part of the power supply portion of the project. These tap locations and concept design details were under development at the time of the baseline conditions phase, therefore assessment of the potential impacts associated with the tap locations will be addressed as part of the Impact Assessment phase of the TPAP and captured accordingly within the impact assessment reports.

2.2 230kV/55kV/25kV Connection Routes Electrical power will be supplied from Ontario’s electrical system through Hydro One’s existing high voltage grid via new high voltage (e.g., 230kV) connections to the new TPSs. The exact type/routing of the high voltage connections and method of installation will be further detailed as part of the conceptual engineering design to be developed. In addition, there may be feeder routes (55kV/25kV) required between tap locations and/or from new traction power facilities to the rail ROW. The routing and conceptual design of the high voltage connections and 55kV/25kV feeder routes were still under development at the time of preparing this baseline conditions report, therefore these components will be assessed as part of the impact assessment phase of the TPAP and will be summarized in the subsequent impact assessment report.

2.3 Traction Power Substations TPSs will be required at various points along the rail corridors in order to provide electrical power to the GO system. The electrified GO Transit Network will be a 2 x 25 kV AC autotransformer fed electrification system which will be connected directly to a high voltage system. The TPSs will transform the utility supply voltage (e.g., 230 kV) to 2x25 kV along the OCS for distribution to the electric trains traversing the GO rail corridors.

2.4 Traction Power Distribution System The power supplied by the TPSs will be distributed throughout the GO rail corridors via the power distribution system which will be comprised of an OCS, gantries, 55kV/25 kV feeders (which bring power from the SWSs and PSs to the rail corridor), SWSs, and PSs. The trains will collect their propulsion power from the OCS by means of pantographs mounted on top of the trains.

2.4.1 Overhead Contact System (OCS) The preferred traction power distribution system for the GO Network electrification is an OCS that is comprised of a wiring system which will provide power to the electric trains. The wiring system will be suspended from a number of new OCS support structures (i.e., portals, cantilevers) placed along and

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

2.4.2 Paralleling and Switching Stations Electric trains can only operate if the OCS voltage remains within acceptable limits. PSs help raise the OCS voltage and hence facilitate operation of trains further away from the source of power (see Figure 2-2). PSs and SWSs help to distribute the electric power through the GO Transit Network and are connected to the rail corridors via feeders.

A set of gantries will be located in the vicinity of each PS/SWS location to provide power to the corridors (see Figure 2-3). The locations of the gantries and duct banks will be identified as part of the preliminary design phase.

Figure 2-2 – Typical Paralleling Station

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Figure 2-3 – Typical Gantries

2.4.3 Modified Maintenance Facilities It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, two existing maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. The modifications to these facilities will be detailed as part of the conceptual design to be developed.

2.5 Bridge Modifications Certain modifications will need to be made to bridges in order to accommodate electrification. As noted above, OCS attachments to bridges may be required to allow the wires to run underneath the bridge. The details of the type of attachments will be detailed as part of the conceptual design to be developed. In addition, all overhead bridge structures will require bridge barrier protection to be added.

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3. Methodology

While this section focuses upon specific methodology used for the collection of the baseline EMI/EMF data for the GO Transit Rail Network Electrification TPAP, background on the nature of electromagnetic fields may be helpful for establishing the context of these measurements. Significant explanatory background for the general discipline of Electromagnetic Compatibility (EMC) and the specific applications of measurements of various types of electromagnetic energy was provided in the UP Express EMC Report, listed in the References (see Reference III). An EMC Theory section, with specific content for the GO Transit Rail Network Electrification TPAP, has been included in the Appendix (see Appendix D) of this document. There are two components to this EMI/EMF Baseline Conditions Report, which are: 1. Identification, via desktop analysis, of potential EMI sensitive sites within the Study Area; and 2. Establishment of present-day EMF baseline conditions for areas of concern along the GO rail corridors within the Study Area.

The reason for this methodology is two-fold. One, a specific type of EMF, Extremely Low-Frequency (ELF), is generated by the coupling of electrical current flow with available grounds. The current is due to induced current from electric drive motors and induced currents from adjacent power cabling. This type of energy, while not transmitted over long distances, is expected to exist along the corridor already, despite the lack of electrification. A quantification of this energy and verification that it is within safe ranges for both commercial and residential cases provides assurance that construction can proceed without undue concern. A collection of locations where the baseline level of this energy is measured above negligible levels, should any exist, provides a set of locations for post-electrification measurement of ELF EMF.

Secondly, it is possible that the installation of TPFs and high-power OCS lines could result in EMF above background levels. This EMF is introduced due to the addition of 60Hz power lines, track currents and associated equipment. This is the primary reason for the baseline EMF measurements. Electrification can also introduce higher frequency EMI. This is expected from associated control equipment. It is also expected that all additional control equipment would be compliant with the respective EMI/EMC standards such as EN 50121, cited in the Appendix (see Appendix B).

With this in mind, the baseline conditions phase entailed the following activities:

 Background review, including secondary sources, reports/studies, and gap analysis to assist in scoping data collection approach and field work;  Identification of potential EMI & EMF sensitive sites, and development of corresponding aerial maps as required;  Field data collection within the Study Area to document ELF EMF baseline conditions; and EMI baseline measurements at locations identified.

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 Preparation of this draft EMC Baseline Conditions Report.

As noted in the Final GO Rail Network Electrification EMI/EMF/EMC Work Plan (see Reference IV), for the purposes of describing baseline conditions, the areas along the corridors can be divided into three zones as shown in Figure 3-1, which are based on various criteria specified in the relevant standards (see Appendix B):

 Zone 1: Existing Metrolinx and the neighbouring right-of-way railway systems and equipment up to 3 m from the centreline of the outermost track.  Zone 2: Metrolinx and external third party systems and equipment, located on the right-of-way and/or outside the right-of-way but in close proximity to the tracks up to 10 m from the centreline of the outermost track.  Zone 3: External third-party EMI-sensitive sites (such as laboratories, hospitals, and airports) located between 10 m and 100 m from the centerline of the outermost track and/or from the proposed Traction Power Facility Sites.

Figure 3-1 – EMC Investigation Zones & Applicable Standards

Centre Line 3 metres 10 metres 100 metres of Track

Railway Standards Industrial Standards Light Industrial Standards EN 50121 EN 61000-6-2 (Immunity) EN 61000-6-1 (Immunity) ICNIRP Guidelines EN 61000-6-4 (Emission) EN 61000-6-3 (Emission)

Zone 1 Zone 2 Zone 3

3.1 Background Information Review The following reports were reviewed for context purposes and to review the previous methodology followed:

 GO Electrification Study, Final Report (2010);  UP Express Electrification Environmental Project Report (2014); and,

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 UP Express Electrification EMC Report (March 2014).

The methods for measuring and controlling EMC are not novel, i.e., industry-standard methods do not vary a great deal. An independent review found that the standards listed in Figure 3-1 (which is very similar to a figure in the UP Express Electrification EMC Report) are directly applicable to the GO Transit Rail Network Electrification Project. As such, the approaches used for EMC-related work on the GO Rail Network Electrification Project will, in many cases, follow those used for the UP Express Electrification project. For example, a tiered Zone 1, Zone 2, Zone 3 approach was used in the UP Express Electrification project. As previously noted, this industry-standard methodology was reused for baseline data collection as part of the GO Rail Network Electrification project.

3.2 Data Gap Analysis As mentioned in Section 3.1, relevant background documents from the UP Express Electrification Project were consulted. These documents did not contain relevant baseline EMI or ELF EMF data for the current study area. However, the approach to data collection was quite similar for both the GO Transit Rail Network Electrification Project and the UP Express Electrification project. The primary method of collecting the required baseline data was field data collection.

3.3 Approach to Baseline Data Collection – EMI/EMF Two main activities needed to be completed to describe the baseline conditions with regard to EMI/EMF: 1) baseline EMI/EMF receptor mapping to identify and geographically locate potential EMI/EMF sensitive sites; and, 2) electromagnetic field surveys within the Study Area to establish the baseline EMI/EMF profile along the corridors. This report explains the process for identifying these potential sites at which to conduct baseline EMI/EMF scans. (The EMI/EMF Impact Assessment Report will show the results of these measurements.)

3.3.1 EMI Baseline Collection – Background As noted above in Section 3, these baseline measurements are intended to address the concern that EMI due to the installation of traction power facilities at specific locations, and the electrification of the system throughout the corridors, could negatively affect existing neighbouring electronic devices. The process of developing EMI receptor maps served as an input to a list of locations at which to collect baseline EMI scans that can later be used to determine if the levels of EMI have increased.

All proposed TPF Sites, and a selection of EMI sensitive sites developed in this report, which includes locations near the track, in rural settings, in urban settings, and locations near existing power stations were included in the baseline study. This provides direct evidence all pre-existing measurable electromagnetic interference emanates from known sources in the Study Area for GO Transit Rail Network Electrification project.

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Final Electromagnetic Interference/Electromagnetic Fields Baseline Conditions Report current or future EMI sensitive locations. EMI will be mitigated at the source2, e.g., at the TPF sites, and a full report on the level of EMI emissions from all TPF sites will be developed. EMI verification scans will be re-taken at the locations where baseline EMI measurements, described in the EMI/EMF Impact Assessment Report were taken, providing before and after data for comparison.

3.3.2 Baseline EMI Receptor Mapping Using the general guidelines from IEEE 241, EMI receptors were classified into four broad categories including: airports, hospitals, medical imaging facilities, and heliports. Baseline EMI receptor maps, hereafter referred to as EMI Sensitive Site Maps, were developed using available satellite imagery, combined with address listings of such facilities from publicly available databases. From the combination of the name, address, and GPS coordinates for a given facility, an aerial map could be generated for each prospective EMI sensitive site and for each category of EMI sensitive site. Using these maps, a list of candidate EMI sensitive sites were developed as presented in Section 4. The complete process used was as follows: 1. Perform an Internet search of facilities of each type identified, e.g., airports in Toronto; 2. Evaluate and add entries to the list using publicly available databases, e.g., phone book listings; 3. Determine the address for each entry using publicly available databases; 4. Convert each address into a longitude and latitude; 5. Generate custom interactive aerial maps that included every entry on the list, using the longitude/latitude and interactive mapping tools, in concert with publicly available databases, e.g., Google Maps; 6. Place a circle on the aerial map around each facility, using a radius of 100m (Zone 3); 7. In cases where the facilities were large, e.g., hospitals and airports, place an additional concentric circle on each map using a radius of 250m; 8. Visually evaluate every location with respect to location of the tracks, using the concentric circles and the interactive custom-generated aerial maps; 9. Place locations within Zone 3 on the list of prospective locations at which to collect EMI baseline scan data. The distance of 250 m was used as the radius for the largest concentric circle to be used around both airports and hospitals. A simple calculation was used to generate a length of 150 m3 for the long dimension of a typical hospital, given rough estimates of size in square metres. This length was added to 100 m to get 250 m which provided a conservative, i.e., erring on the large side, distance. However, the final decision of whether or not a facility should be on the list of sites at which to collect baseline EMI

2 A full discussion of EMC sources, with examples, is included in the Appendix (see Appendix D). 3 A length of 150 metres was estimated using a conservative estimate of the long dimension of a rectangular- shaped hospital with a size of 7,000 m2, assuming that it is twice as long as wide. The 7,000 m2 hospital size is the average size of a hospital in the United States, which is assumed to be similar to Canadian hospital sizes. Since every facility listed was evaluated to determine if measurements should be taken, the exact dimensions and any differences in size of a facility between the U.S. and Canada is not relevant.

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Figure 3-2 – Proximity of Agincourt Medical Imaging to Stouffville Corridor (100 & 250 m radii shown) N o r t h

This figure shows Agincourt Medical Imaging (the yellow bubble) at the center of two concentric circles. The smaller circle has a radius 100 m. The larger circle has a radius of 250 m. The red dotted line shows the approximate location of the tracks along the Stouffville corridor. In this case, one can see that Agincourt Medical Imaging is less than 100 m from the tracks.

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Figure 3-3 – Proximity of Mount Joy Animal Hospital to Stouffville Corridor (100 & 250 m radii shown) N o r t h

This figure shows Mount Joy Animal Hospital (the yellow bubble) at the center of two concentric circles. The smaller circle has a radius of 100 m. The larger circle has a radius 250 m. The red dotted line shows the approximate location of the tracks along the Stouffville corridor. In this case, one can see that Mount Joy Animal Hospital is greater than 100 m but less than 250 m from the tracks. Lists of categories of EMI-sensitive sites are shown in tabular form in Section 4.1, with an assessment of the distances of each facility from the closest track, as developed using the process described above. In all cases, the shape of the building, including those cases when the facility extended outside the larger circle, was taken into account. As part of the EMI/EMF Impact Assessment phase, background EMI measurements are planned at locations that represent typical locations for EMI sensitive sites, based upon the lists developed as described herein. In addition to these locations, EMI background scans are planned for all TPF sites.

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3.4 Approach to Baseline Data Collection – ELF EMF 3.4.1 ELF EMF Baseline Collection – Background As noted in Section 3, these baseline measurements are intended to address the concern that ELF EMF will be generated by the coupling of system electrical current flows with available grounds, and determine if this electromagnetism exceeded published guidelines. The caveat here is that no electrification has taken place. As such, one possible source of ELF EMF does not currently exist. However, standard electrical theory and insight from references such as NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power, suggests that there are areas along the corridor which, at present, could exhibit ELF EMF above background levels. This survey4 and the results depicted in this report, verified this assumption. 3.4.2 ELF EMF Site Survey Procedure – Railway ROWs ELF EMF was measured along the railway right-of-way and at the TPF facility locations. These locations are identified in this report. The values measured were catalogued and compared to human exposure limits outlined in ICNIRP Guidelines for public, uncontrolled environments, Limiting Exposure to Time Varying Electric, Magnetic Fields and Static Magnetic Fields. Devices along the right-of-way that were expected to be generators of ELF EMF, based on professional judgment and/or past project experience, such as GO Corridor switch machines, were included in the locations where measurements were taken. Tables in Section 4, listed by sections numbers in this document and organized corresponding to corridor names, (see Section 4.2.2, Section 4.2.3, Section 4.2.4, Section 4.2.5, Section 4.2.6, and Section 4.2.7) identify the area or the field device, or both, where measurements were taken, as well as the results of those measurements. Special attention was paid to areas of the GO corridors with nearby overhead transmission lines, since basic electrical theory suggests that transmission lines, both parallel and perpendicular to the railway corridor, can be a source of ELF EMF. This assumption was borne out in the data set analyzed in this report. GPS coordinates for all measurements taken have also been provided in these tables (see Section 4.2.2, Section 4.2.3, Section 4.2.4, Section 4.2.5, Section 4.2.6, and Section 4.2.7). Finally, photographs are included in Appendix C that provides views of specific areas where measurements were taken. These photos provide not only a view of where measurements were taken for specific cases, but also examples of what similar devices and locations in other corridors would look like. In other words, the pictures of switch machines and power lines from USRC and Lakeshore West are representative of similar equipment on other GO rail corridors.

The measurements were taken at three axes, with magnetic field orientation per Figure 3-4.

4 This survey and the measurements described in this report are not the only EMF measurements that will be performed for the GO Transit Rail Network Electrification Project. They are simply the types of measurements appropriate for baseline data collection.

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Figure 3-4 – Railway Magnetic Field X, Y & Z Component Orientation

Measurements of Resultant Flux Density magnitudes5 were documented at every location where they were taken. An F. W. Bell 4100 Series ELF Gauss/Tesla Meter was used to measure the background magnetic field levels throughout the rail corridors. The unit frequency range is from 40 to 400 Hz and is capable of measuring the power line (60 Hz) frequency and the associated third (180 Hz) and fifth (300 Hz) order harmonics.

5 The Resultant Flux Density is a direct measure of the magnitude of the magnetic field, which would otherwise be computed by taking the square root of the sum of the squares of X, Y, and Z axes shown in Figure 3-4.

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4. Baseline Conditions

The following sections provide the locations of EMI sensitive sites in the vicinity of the rail corridors (see Section 4.1) and a detailed summary of the ELF EMF baseline conditions within the Study Area (see Section 4.2). For the purposes of describing baseline ELF EMF levels, Sections 4.2.2 to 4.2.7 represent each of the rail corridors. Additionally, the rail corridors have been further sub-divided into smaller geographic segments to better organize the baseline condition data being presented.

4.1 EMI Baseline Conditions (EMI Sensitive Receptors) The tables in this section provide the initial lists of locations of EMI sensitive sites (airports, hospitals, medical imaging facilities, and heliports) in the vicinity of the rail corridors. Those receptors that are within Zone 3 or closer (i.e., less than 100 m from the closest track) or are between 100 m and 250 m (the conservative evaluation zone) are shown in bold. 4.1.1 Airports The following table and figure show the location of airports in the vicinity of the Study Area. As shown in Table 4-1, there are no airport facilities within 250 m of the Study Area. [NOTE: UP Express into the Pearson Airport was covered in the UP Express TPAP – already completed.]

Table 4-1 – Listing of Airports in the Vicinity of the Study Area

Airport Distance to Closest Airport Name Location Coordinates Code Track

Lefroy Airport CPQ4 Barrie 44°18'00"N, 079°33'00"W Greater than 250m

Downsview Airport YZD Barrie 43°44'34"N, 79°27'56"W Greater than 250m Buttonville Municipal YKZ Barrie 43°51'44"N, 79°22'12"W Greater than 250m Airport Toronto Pearson YYZ Kitchener 43°40'38'N, 79°37'50"W Greater than 250m International Airport Brampton Airport CNC3 Kitchener 43°45'37"N, 79°52'30"W Greater than 250m Oshawa Municipal YOO Lakeshore East 43°55'22"N, 78°53'42"W Greater than 250m Airport Region of Waterloo YKF Lakeshore West 43°27'38"N, 80°22'42"W Greater than 250m International Airport Burlington Air Park ZBA Lakeshore West 43°26'30"N, 79°51'01"W Greater than 250m John C. Munro Hamilton YHM Lakeshore West 43°10'25"N, 79°56'06"W Greater than 250m International Airport Markham Airport CNU8 Stouffville 43°56'09"N, 79°15'44"W Greater than 250m Billy Bishop Toronto City YTZ USRC 43°37'39"N, 79°23'46"W Greater than 250m Airport

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4.1.2 Hospitals The following table and figure show the location of hospitals in the vicinity of the Study Area. As shown in the table, there are two hospital facilities within 100 m of the Study Area.

Table 4-2 – Listing of Hospitals in the Vicinity of the Study Area

Distance to Closest Hospital Name Location Coordinates Track Mount Sinai Hospital, Centre for Fertility and Barrie 43°39'18.1"N, 79°23'20.6"W Greater than 250m Reproductive Health Toronto Grace Health Centre Barrie 43°40'39.8"N, 79°24'56.2"W Greater than 250m

West Park Healthcare Centre Barrie 43°41'23.6"N, 79°30'29.3"W Greater than 250m Holland Bloorview Kids Barrie 43°43'05.0"N, 79°22'27.2"W Greater than 250m Rehabilitation Hospital Toronto Rehabilitation Barrie 43°43'06.5"N, 79°22'11.0"W Greater than 250m Institute, Lyndhust Centre Toronto Rehabilitation Institute, Rumsey Centre - Barrie 43°43'06.5"N, 79°22'17.1"W Greater than 250m Neuro Toronto Rehabilitation Institute, Rumsey Centre - Barrie 43°43'07.4"N, 79°22'17.6"W Greater than 250m Cardiac Sunnybrook Health Sciences Barrie 43°43'17.4"N, 79°22'36.7"W Greater than 250m Centre, Bayview Campus Humber River Hospital, Barrie 43°43'27.3"N, 79°29'17.9"W Greater than 250m Wilson Site Baycrest Barrie 43°43'50.5"N, 79°25'58.0"W Greater than 250m Humber Ambulatory/Urgent Barrie 43°45'16.1"N, 79°31'33.7"W Greater than 250m Care Centre, Finch Site Esteem Laser And Wellness Barrie 43°45'22.8"N, 79°21'33.5"W Greater than 250m Centre Inc North York General Hospital, Branson Ambulatory Care Barrie 43°46'20.9"N, 79°26'53.4"W Greater than 250m Centre North York General Hospital, Barrie 43°46'21.6"N, 79°21'31.3"W Greater than 250m Seniors' Health Centre Sunnybrook Health Sciences Centre, St. John's Rehab Barrie 43°47'15.0"N, 79°24'14.3"W Greater than 250m Hospital Shouldice Hospital Barrie 43°49'14.4"N, 79°24'15.2"W Greater than 250m

Mackenzie Health Barrie 43°51'56.2"N, 79°26'51.5"W Greater than 250m

Dialysis Clinic Barrie 44°23'32.2"N, 79°41'56.9"W Greater than 250m

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Distance to Closest Hospital Name Location Coordinates Track Royal Victoria Regional Barrie 44°24'42.4"N, 79°39'44.9"W Greater than 250m Health Centre Runnymede Healthcare Kitchener 43°39'53.0"N, 79°28'51.7"W Greater than 250m Centre Etobicoke General Hospital Kitchener 43°43′46″N, 79°35′53″W Greater than 250m

Brampton Civic Kitchener 43°44'50.3"N, 79°44'24.3"W Greater than 250m The Scarborough Hospital, Lakeshore East 43°48'06.8"N, 79°18'32.5"W Greater than 250m Birchmount Campus Rouge Valley Centenary Lakeshore East 43°46′48″N, 79°12′17″W Greater than 250m Rouge Valley Ajax and Lakeshore East 43°50'12.6"N, 79°01'01.0"W Greater than 250m Pickering Urban Family Health Team Lakeshore West 43°38'23.4"N, 79°26'46.9"W Greater than 250m

St. Joseph's Health Centre Lakeshore West 43°38'22.6"N, 79°27'01.2"W Greater than 250m Toronto Rehabilitation Lakeshore West 43°38'08.9"N, 79°25'58.8"W Greater than 250m Institute, Lakeside Centre Toronto Rehabilitation Lakeshore West 43°38'05.2"N, 79°25'57.8"W Greater than 250m Institute, E.W. Bickle Centre Queensway Health Centre Lakeshore West 43°34′19″N, 79°36′28″W Greater than 250m

Credit Valley Hospital Lakeshore West 43°33'33.6"N, 79°42'10.4"W Greater than 250m Burgess Veterinary Lakeshore West 43°21'23.1"N, 79°47'04.5"W Less than 100m Emergency Bayview Park Animal Lakeshore West 43°20'22.5"N, 79°49'02.2"W Greater than 250m Hospital Maples Animal Hospital Lakeshore West 43°19'59.7"N, 79°48'51.0"W Greater than 250m

Joseph Brant Hospital Lakeshore West 43°19'02.0"N, 79°48'09.0"W Greater than 250m

Providence Healthcare Stouffville 43°39'58.1"N, 79°29'56.4"W Greater than 250m The Scarborough Hospital, Stouffville 43°45'22.1"N, 79°14'49.2"W Greater than 250m General Campus North York General Hospital Stouffville 43°46'10.3"N, 79°21'47.6"W Greater than 250m

Bellwood Health Services Stouffville 43°48'20.7"N, 79°20'09.7"W Greater than 250m

St. Joseph's Health Centre USRC 43°38'22.6"N, 79°27'01.2"W Less than 100m Centre for Addiction and Mental Health, Queen Street USRC 43°38'37.0"N, 79°25'06.0"W Greater than 250m Site Toronto Western Hospital USRC 43°38'51.6"N, 79°24'15.0"W Greater than 250m

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Distance to Closest Hospital Name Location Coordinates Track Centre for Addiction and Mental Health, Russell Street USRC 43°39'35.2"N, 79°23'57.1"W Greater than 250m Site Centre for Addiction and Mental Health, College USRC 43°39'30.2"N, 79°23'55.0"W Greater than 250m Street Site Mount Sinai Hospital, USRC 43°39'29.0"N, 79°23'31.0"W Greater than 250m Murray Location Mount Sinai Hospital, Ontario Power Generation USRC 43°39'31.7"N, 79°23'28.8"W Greater than 250m Building Mount Sinai Hospital USRC 43°39'27.1"N, 79°23'26.7"W Greater than 250m Princess Margaret Cancer USRC 43°39'29.0"N, 79°23'26.2"W Greater than 250m Centre Harbourfront Animal USRC 43°38'19.6"N, 79°23'23.3"W Greater than 250m Hospital Hospital for Sick Children USRC 43°39'25.6"N, 79°23'18.6"W Greater than 250m

Toronto General Hospital USRC 43°39'31.0"N, 79°23'18.4"W Greater than 250m Yonge-Davenport Pet USRC 43°40'27.9"N, 79°23'17.4"W Greater than 250m Hospital Women's College Hospital USRC 43°39'42.5"N, 79°23'13.4"W Greater than 250m Sunnybrook Health Sciences USRC 43°39'53.8"N, 79°22'56.5"W Greater than 250m Centre, Holland Centre Casey House Hospice USRC 43°40'08.3"N, 79°22'42.9"W Greater than 250m

St. Michael's Hospital USRC 43°39'13.2"N, 79°22'39.8"W Greater than 250m

Bridgepoint Hospital USRC 43°39'58.2"N, 79°21'19.5"W Greater than 250m South Riverdale Community USRC 43°39'40.0"N, 79°20'21.0"W Greater than 250m Health Centre Centric Health Surgical USRC 43°43'25.7"N, 79°20'09.8"W Greater than 250m Centre Toronto Michael Garron Hospital USRC 43°41'23.7"N, 79°19'28.7"W Greater than 250m Toronto Rehabilitation USRC 43°41'23.7"N, 79°19'28.7"W Greater than 250m Institute, University Centre

4.1.3 Medical Imaging Facilities The following table and figure show the location of medical imaging facilities in the vicinity of the Study Area. As shown in Table 4-3, four facilities on this list are within 250 m of the Study Area, and one facility is within 100 m. It should be noted that there are well over 350 listings of facilities that identify

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Final Electromagnetic Interference/Electromagnetic Fields Baseline Conditions Report themselves as “medical imaging facilities” in the Greater Toronto and Hamilton Area (GTHA). A visual scan of the interactive map showing all medical imaging facilities allowed a number of these (those well outside of the 250 m zone) to be removed prior to assessing distance from the rail corridor. As well, because these baseline scans need only be taken at representative sites, as determined by distance from the track, it is not necessary to exhaustively measure each and every location that might be within 100m of the Study Area. The tables in this section can be updated during the completion of the EMI/EMF Impact Assessment field studies (and throughout the project) with any facilities not previously identified, if necessary. Although medical imaging facilities are typically much smaller in square metre footprint than a hospital, the same 250 m conservative limit was used, for uniformity. As before, every site was examined to determine if any portion of the building was within the 100 m Zone 3 region.

Table 4-3 – Listing of Medical Imaging Facilities in the Study Area

Distance to Closest Facility Name Location Coordinates Track Lighthouse Medical Imaging Barrie 43°40'29.3"N, 79°21'24.4"W Greater than 250m (et.al.) Clairhurst X-Ray and Barrie 43°40'57.3"N, 79°25'05.2"W Greater than 250m Ultrasound CML HealthCare (Imaging) Barrie 43°41'12.3"N, 79°24'09.2"W Greater than 250m Inc. True North Imaging Barrie 43°41'48.9"N, 79°23'45.0"W Greater than 250m

Medisys Diagnostic Imaging Barrie 43°42'49.6"N, 79°27'26.9"W Greater than 250m

True North Imaging Barrie 43°44'42.4"N, 79°24'19.9"W Greater than 250m

Earlsbale Walk In Clinic Barrie 43°45'03.9"N, 79°26'16.1"W Greater than 250m Bathurst Medical Centre X- Barrie 43°45'03.9"N, 79°26'16.2"W Greater than 250m Ray And Ultrasound Cambridge Medical Barrie 43°45'53.3"N, 79°24'46.0"W Greater than 250m Assessments MCF Reproductive & Health Barrie 43°46'07.5"N, 79°28'27.6"W Greater than 250m Services Ltd Advent Health Care Barrie 43°46'20.8"N, 79°26'53.2"W Greater than 250m

Shouldice Hospital Barrie 43°49'14.5"N, 79°24'15.3"W Greater than 250m

Cmc Medical Centre Barrie 43°50'52.7"N, 79°22'37.9"W Greater than 250m

Bolton Medical Imaging Barrie 43°51'48.8"N, 79°42'35.3"W Greater than 250m

Bolton Walk-In Clinic Barrie 43°51'49.4"N, 79°42'35.0"W Greater than 250m

X-Ray Associates Barrie 43°51'51.5"N, 79°28'07.8"W Greater than 250m

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Distance to Closest Facility Name Location Coordinates Track

Mackenzie Health Barrie 43°52'13.9"N, 79°27'01.4"W Greater than 250m

All Wellness Medical Centre Barrie 43°52'27.8"N, 79°26'18.4"W Greater than 250m

Aurora Radio Hospital Barrie 44°00'05.3"N, 79°27'35.7"W Greater than 250m

X-Ray Associates Barrie 44°01'06.3"N, 79°26'55.6"W Greater than 250m

Bayview Diagnostic Imaging Barrie 44°02'24.8"N, 79°27'09.9"W Greater than 250m Southlake Regional Health Barrie 44°03'38.2"N, 79°27'06.3"W Greater than 250m Centre (SRHC) X-Ray Associates Barrie 44°03'43.0"N, 79°26'57.9"W Greater than 250m

True North Imaging Barrie 44°04'01.5"N, 79°25'46.4"W Greater than 250m Veterinary Emergency Clinic Barrie 44°04'11.9"N, 79°25'28.3"W Greater than 250m Of York Region T H E Medical Barrie 44°22'22.6"N, 79°42'32.3"W Greater than 250m

Trillium Health Centre Kitchener 43°37'15.4"N, 79°40'27.6"W Greater than 250m

Boston Scientific Kitchener 43°38'54.6"N, 79°36'33.9"W Greater than 250m

Alpha Laboratories Inc Kitchener 43°41'45.1"N, 79°32'41.6"W Greater than 250m

Canadien Diagnosic Imaging Kitchener 43°44'51.8"N, 79°37'43.6"W Greater than 250m Cambridge Medical Kitchener 43°46'21.4"N, 79°39'44.4"W Greater than 250m Assessments Buckburn Vet Hospital Lakeshore East 43°29'50.8"N, 79°40'37.1"W Greater than 250m

Birch-Dan Animal Hospital Lakeshore East 43°42'36.6"N, 79°15'54.1"W Greater than 250m

Corcare Inc Lakeshore East 43°49'46.3"N, 79°05'41.1"W Greater than 250m

Ajax North Pet Hospital Lakeshore East 43°53'04.2"N, 79°02'50.4"W Greater than 250m

CPM Health Center Lakeshore East 43°55'37.7"N, 78°54'07.6"W Greater than 250m

Joseph Brant Hospital Lakeshore West 43°19'01.9"N, 79°48'08.9"W Greater than 250m Wentworth-Halton X-Ray Lakeshore West 43°19'50.9"N, 79°48'21.9"W Greater than 250m and Ultrasound Inc Halton Integrated Womens Lakeshore West 43°20'42.1"N, 79°47'40.7"W Greater than 250m Health Centre StL Diagnostic Imaging Inc. Lakeshore West 43°21'13.8"N, 79°47'50.1"W Greater than 250m

GI Health Centre Inc Lakeshore West 43°23'34.2"N, 79°47'23.7"W Greater than 250m

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Distance to Closest Facility Name Location Coordinates Track Dr. Gurpreet Dhillon MD, Lakeshore West 43°26'08.1"N, 79°46'33.0"W Greater than 250m BHSc, CCFP Halton Healthcare Services Lakeshore West 43°26'36.4"N, 79°41'47.7"W Greater than 250m Oakville Trafalgar Memorial Lakeshore West 43°27'04.2"N, 79°45'50.8"W Greater than 250m Hospital Gam X-Ray Ltd Lakeshore West 43°28'02.9"N, 79°41'25.2"W Greater than 250m

Mississauga Hospital Lakeshore West 43°34'16.9"N, 79°36'30.0"W Greater than 250m Apple-Med X-Ray & Lakeshore West 43°35'29.7"N, 79°34'35.1"W Greater than 250m Ultrasound Inc 3D Baby Vision Ultrasound Lakeshore West 43°36'06.2"N, 79°38'27.6"W Greater than 250m

Queensway Health Centre Lakeshore West 43°36'32.5"N, 79°33'42.5"W Greater than 250m

Trinity Medical Imaging Lakeshore West 43°37'13.2"N, 79°31'26.2"W Greater than 250m Core Diagnostic Imaging - Lakeshore West 43°37'22.7"N, 79°36'05.3"W Greater than 250m Cardiology Clinic True North Imaging Lakeshore West 43°38'24.5"N, 79°26'25.3"W Greater than 250m

West End Diagnostic Imaging Lakeshore West 43°38'46.2"N, 79°30'55.6"W Greater than 250m

Dr. Duong Nguyen Lakeshore West 43°38'51.4"N, 79°29'12.4"W Greater than 250m

Golden Radiology Stouffville 43°43'34.4"N, 79°17'57.9"W Greater than 250m Parwood X-Ray & Ultrasound Stouffville 43°44'09.1"N, 79°18'25.8"W Greater than 250m (et.al.) Don Mills Diagnostic Imaging Stouffville 43°44'41.0"N, 79°20'44.5"W Greater than 250m

Alpha Diagnostics Imaging Stouffville 43°44'51.1"N, 79°17'14.6"W Greater than 250m

Advanced Cardio Diagnostics Stouffville 43°44'51.2"N, 79°17'14.6"W Greater than 250m

BSA Diagnostics Ltd Stouffville 43°47'01.1"N, 79°17'16.6"W Greater than 250m

Agincourt Medical Imaging Stouffville 43°47'06.8"N, 79°16'37.3"W Less than 100m Gamma-Dynacare Greater than 100m; Stouffville 43°48'08.8"N, 79°17'38.6"W Laboratories Less than 250m Med Image Diagnostic Stouffville 43°48'33.8"N, 79°13'14.9"W Greater than 250m Centre Gamma-Dynacare Medical Stouffville 43°51'22.9"N, 79°18'28.4"W Greater than 250m Laboratories Central Health Integration Stouffville 43°51'28.6"N, 79°21'46.5"W Greater than 250m Network

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Distance to Closest Facility Name Location Coordinates Track Greater than 100m; Mount Joy Animal Hospital Stouffville 43°54'03.2"N, 79°15'54.4"W Less than 250m Greater than 100m; Medionics International Inc Stouffville 43°54'05.5"N, 79°15'56.8"W Less than 250m Medisys Travel Health Clinic USRC 43°39'20.1"N, 79°23'12.6"W Greater than 250m Astur-Can X-Ray & USRC 43°39'21.4"N, 79°24'41.0"W Greater than 250m Ultrasound Services True North Imaging USRC 43°39'27.9"N, 79°23'02.9"W Greater than 250m

Photon Imaging USRC 43°40'07.0"N, 79°23'46.5"W Greater than 250m

True North Imaging USRC 43°40'09.5"N, 79°23'36.9"W Greater than 250m

Insight Diagnostic Imaging USRC 43°41'15.5"N, 79°18'07.1"W Greater than 250m

4.1.4 Heliports The following table and figure show the locations of heliports in the vicinity of the Study Area. As shown in the table, there is only one heliport identified within the 100 m region. All other heliports identified were outside 250 m of the Study Area as of the publishing of this report.

Table 4-4 – Listing of Heliports in the Study Area

Distance to Closest Heliport Name Location Coordinates Track

Hospital for Sick Children Toronto 43°39'00"N, 79°23'00"W Greater than 250m Heliport Sunnybrook Health Sciences Toronto 43°43'16"N, 79°22'14"W Greater than 250m Centre Heliport Markham Stouffville Hospital Markham 43°53'00"N, 79°14'00"W Greater than 250m Heliport Credit Valley Hospital Mississauga 43°33'41"N, 79°42'09"W Greater than 250m Heliport Wilson's Heliport Toronto 43°37'04"N, 79°33'49"W Less than 100m St. Michael's Hospital Toronto 43°39'15"N, 79°22'42"W Greater than 250m (Toronto) Heliport Brampton (National "D") Brampton 43°50'00"N, 79°42'03"W Greater than 250m Heliport Brampton (National "P") Brampton 43°48'47"N, 79°41'59"W Greater than 250m Heliport

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4.2 EMF Baseline Conditions The following Sections 4.2.1 to 4.2.6 provide all measurements taken during the field study, with the GPS coordinates for each set of measurements. Also included is a summary of the results of ELF EMF measurements for the proposed TPF sites. Columns in the tables contain the following information:

 GPS Location and/or Milepost where the measurement was taken;  Flux Density Components Respectively, in mG, using the same X, Y, Z orientation shown in the Methodology Section;  Resultant Flux Density Magnitude, in mG;  Comments, to further describe the location, including the presence of known generators such as overhead traffic lights or power lines, or switch machines; and,  Links to photographs that provide example views of specific types of devices, including switch machines, heaters, and power lines.

In cases where there was not a specific identifying item, such as a switch machine, to indicate where the measurement was taken, a distance relevant to the distance away from the track centre line was noted. In cases where these measurements need to be updated for any reason having an indication of where the original measurement was taken will be helpful.

Measurements of EMF which show a Resultant Flux Density magnitude higher than 10.0mG (bold italics, grey shading), and higher than 1.0 mG (grey shading), are identified. Locations with readings higher than 10.0 mG will be added to the list of candidate sites for EMI baseline scans, to be reported upon as part of the EMI/EMF Impact Assessment phase (see Section 5) as well as to be re-assessed post- electrification. The International Commission on Non-Ionizing Radiation Protection (ICNIRP) limits for public exposure are 2000 mG, however it is recommended that the 10.0 mG locations be further investigated during the impact assessment phase of the TPAP in order to be conservative (see Section 5). A brief discussion of the reason for this follows directly below.

The selection of 10.0 mG as a conservative number is based upon information from Table 4-5, which presents information found in NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power. Supporting technical information may be found in EN 62233:2008, Measurement Methods for EMF of Household Appliances and Similar Apparatus with Regard to Human Exposure. Both of these documents are listed in the References (see Appendix B).

Table 4-5 – Magnetic Field Strengths

Electrical Appliances in Home or Office Magnetic Field Strength

Dishwasher 30 mG (at 30 cm)

Vacuum Cleaner 200 mG (at 30 cm)

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Electrical Appliances in Home or Office Magnetic Field Strength

Hair Dryer 70 mG (at 30 cm)

Electric Shaver 100 mG (at 30 cm)

Video Display 6 mG (at 30 cm)

Other Environmental Sources

Electric Power Distribution/Subtransmission Lines6 (4 to 24 kV)

Within Right-of-Way 10 to 70 mG

Edge of Right-of-Way N/A

High-Voltage Transmission Lines7 (115 kV to 500 kV)

Within Right-of-Way 30 to 87 mG (at 1 m height above ground)

Edge of Right-of-Way 7 to 29 mG (at 1 m height above ground)

In addition to showing the range of magnetic field strengths typical for common home and office equipment, the table shows the range of magnetic field strength near electric power distribution lines operating between 4 and 24 kV. This entry has been highlighted in Table 4-5, above. Given that a magnetic field strength of 10 mG is typical for that case, 10 mG was also used for establishing locations within the Study Area where ELF EMF exists at a level high enough to warrant reassessment after electrification. In terms of the locations with field strength above 1.0 mG, this reading illustrates that ELF EMF is higher than random background, i.e., what one would expect to encounter in an area with no measureable ELF EMF.

6 As per NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power, these values “can vary considerably depending on the current carried by the line.” 7 Ibid. “During peak loads (about 1% of the time), magnetic fields are about twice as strong as the mean levels” quoted here.

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4.2.1 Traction Power Facility Summary Table 4-6, below, summarizes the ELF EMF measurements for the TPFs. They are arranged in alphabetical order by corridor name and by latitude within each corridor. For those locations where the Resultant Flux Density magnitude was less than 1.0 mG, the designation of “Background Only” is shown. The data shows that no planned TPF site, including the potential tap locations, has ELF EMF that rises above the level of 10 mG. Also shown in the table are the GPS coordinates where the measurement was taken. (TPFs have also been shown in the corridor-centric tables.)

Table 4-6 – Traction Power Facility Measurement Results Summary

Flux Density (X, Y, Resultant Flux Facility Name Corridor Latitude Longitude Z) Components Density Magnitude Comments Respectively (mG) (mG) Measured at end of service Maple PS Barrie 43.882809 -79.519062 Background Only Background Only road, near fence. Measured in parking lot in Newmarket SWS, Alt 6 Barrie 44.038247 -79.454277 Background Only Background Only front of Newmarket Hydro. One measurement used to Newmarket SWS, Alt 5 Barrie #N/A #N/A N/A N/A cover both sites. Measured from roadside, Gilford PS Barrie 44.236563 -79.553503 Background Only Background Only near crossing. Measured from parking lot Allandale TPS Barrie 44.369404 -79.706938 Background Only Background Only near Metroland Media Group. Measured from parking lot Bramalea PS Kitchener 43.698054 -79.704948 0.8, 0.8, 0.9 1.5 just off Dixie Road. Measured from Metrolinx Scarborough SWS Lakeshore East 43.722445 -79.251863 Background Only Background Only service area. Measured from parking lot Scarborough TPS Lakeshore East 43.731891 -79.262114 Background Only Background Only near GO Station.

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Flux Density (X, Y, Resultant Flux Facility Name Corridor Latitude Longitude Z) Components Density Magnitude Comments Respectively (mG) (mG) Scarborough TPS Tap Measured from parking lot Lakeshore East 43.745318, -79.269927 2.9, 2.2, 1.3 4.8 Point near Jack Goodlad Park. Measured from parking lot Durham SWS Lakeshore East 43.836724 -79.07221 Background Only Background Only near Busy Bee Tools. Measured from parking lot ERMF TPS Lakeshore East 43.863557 -78.908061 0.1, 0.5, 1.4 1.4 near Ultramar Bus Company. Measured from parking lot Burlington TPS Lakeshore West 43.352272 -79.79153 Background Only Background Only near Cogent Power. Measured from dead end Oakville SWS Lakeshore West 43.481161 -79.660447 1.1, 2.5, 2.4 3.7 near power station. Measured from parking lot Mimico TPS Lakeshore West 43.603313 -79.521797 Background Only Background Only near Lakeshore Arena.

Mimico TPS Tap Point Lakeshore West 43.635588 -79.537907 0.6, 1.2, 3.7 3.5 Measured from GO Station.

Unionville PS Stouffville 43.849406 -79.314711 Background Only Background Only Measured from GO Station.

Lincolnville PS Stouffville 43.996119 -79.232721 Background Only Background Only Measured from GO Station.

Under Overpass Near Don Don Yards PS USRC 43.650051 -79.354366 Background Only Background Only Valley Parkway.

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4.2.2 Union Station Rail Corridor 4.2.2.1 Section USRC-1 – UP Express Union GO Station to Don Yard Layover Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) Switch Machine 255 next to Power substation. High X, Y, and Z, MP 0.75 12.5, 6.0, 12.2 19.4 suggesting high induced current. (See Figure C-1, Appendix B) 43°38'44.0"N 0.4, 0.4, 0.3 0.6 Switch Machine 79°22'31.5"W 43°38'43.8"N 0.3, 0.4, 0.1 0.5 Heater 79°22'31.4"W 43°38'43.9"N 0.2, 0.3, 0.1 0.4 Heater 79°22'30.9"W 43°38'44.0"N 0.3, 0.1, 0.7 0.8 Switch Machine 79°22'31.0"W 43°38'44.0"N Switch Machine 79°22'29.6"W 0.3, 0.3, 0.3 0.5 43°38'44.6"N Switch Machine 79°22'28.7"W 0.3, 0.3, 0.3 0.5 43°38'44.7"N 0.4, 0.4, 0.4 0.4 Switch Machine 79°22'28.5"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'28.6"W 43°38'44.7"N 0.1, 0.2, 0.2 0.2 Heater 79°22'28.4"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'28.5"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'26.9"W 43°38'44.1"N 0.1, 0.2, 0.2 0.2 Heater 79°22'26.7"W 43°38'44.3"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.7"W 43°38'44.5"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.8"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.9"W 43°38'44.3"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.2"W 43°38'44.5"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.2"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'26.4"W 43°38'44.2"N 0.1, 0.2, 0.2 0.2 Heater 79°22'26.1"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'44.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'26.1"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Heater 79°22'26.2"W 43°38'44.5"N 0.1, 0.2, 0.2 0.2 Heater 79°22'24.8"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'25.1"W 43°38'44.5"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.8"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.9"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.9"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'24.2"W 43°38'44.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'24.1"W 43°38'44.6"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.4"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.4"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.4"W 43°38'45.1"N 0.1, 0.2, 0.2 0.2 Heater 79°22'24.5"W 43°38'44.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'23.8"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Heater 79°22'23.7"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.2"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'23.9"W 43°38'45.1"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'24.0"W 43°38'45.2"N 0.1, 0.2, 0.2 0.2 Heater 79°22'23.8"W 43°38'45.1"N 0.1, 0.2, 0.2 0.2 Heater 79°22'22.7"W 43°38'45.1"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'22.6"W 43°38'45.4"N 0.1, 0.2, 0.2 0.2 Heater 79°22'22.8"W 43°38'45.4"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'22.6"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'44.7"N 0.1, 0.2, 0.2 0.2 Heater 79°22'22.2"W 43°38'44.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'22.1"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'22.1"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Heater 79°22'21.9"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'22.1"W 43°38'42.1"N 0.1, 0.2, 0.2 0.2 Heater 79°22'22.0"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'21.5"W 43°38'44.8"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'21.6"W 43°38'44.9"N 0.1, 0.2, 0.2 0.2 Heater 79°22'21.4"W 43°38'44.9"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'21.6"W

43°38'44.0"N TTR Voltage (See Figure C-2, Appendix 0.2, 2,2, 1.6 2.7 79°22'27.2"W B) 43°38'43.9"N 0.8, 0,9, 1.3 0.9 Junction Box 278 79°22'27.4"W 43°38'44.0"N Case 35 284B High Voltage Box (See 0.2, 0,1, 2.7 2.7 79°22'29.2"W Figure C-3, Appendix B)

43°38'43.9"N Junction Box 273 (See Figure C-4, 0.4, 2,1, 1.9 2.9 79°22'27.4"W Appendix B) 43°38'44.9"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'21.6"W 43°38'45.7"N 0.1, 0.1, 0.2 0.2 Heater 79°22'21.7"W 43°38'44.9"N 0.1, 0.1, 0.2 0.2 Heater 79°22'21.1"W 43°38'45.2"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'21.2"W 43°38'45.4"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'20.3"W 43°38'45.7"N 0.1, 0.2, 0.2 0.2 Heater 79°22'20.1"W 43°38'45.6"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'19.9"W 43°38'45.3"N 0.1, 0.2, 0.2 0.2 Heater 79°22'18.8"W 43°38'45.5"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'19.2"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'45.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'19.4"W 43°38'45.7"N 0.1, 0.2, 0.2 0.2 Heater 79°22'19.2"W 43°38'46.1"N 0.1, 0.2, 0.2 0.2 Heater 79°22'19.4"W 43°38'46.0"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'19.3"W 43°38'45.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'17.8"W 43°38'45.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'17.9"W 43°38'45.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'17.4"W 43°38'46.0"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'17.4"W 43°38'45.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'17.2"W 43°38'45.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'16.9"W 43°38'45.9"N 0.1, 0.2, 0.2 0.2 Heater 79°22'16.7"W 43°38'46.4"N 0.1, 0.2, 0.2 0.2 Heater 79°22'16.1"W 43°38'46.3"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'16.1"W 43°38'46.5"N 0.1, 0.2, 0.2 0.2 Heater 79°22'15.7"W 43°38'46.3"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'15.6"W 43°38'46.6"N 0.1, 0.1, 0.2 0.2 Heater 79°22'15.2"W 43°38'46.4"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'15.1"W 43°38'46.8"N 0.1, 0.1, 0.2 0.2 Heater 79°22'14.4"W 43°38'46.8"N 0.1, 0.1, 0.2 0.2 Switch Machine. Jarvis Street 79°22'14.3"W 43°38'47.1"N 0.1, 0.1, 0.2 0.2 Heater 79°22'13.9"W 43°38'47.2"N 0.1, 0.1, 0.2 0.2 Heater 79°22'13.5"W 43°38'46.6"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'13.2"W 43°38'46.9"N 0.1, 0.1, 0.2 0.3 Switch Machine 79°22'13.2"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'47.3"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'12.4"W 43°38'47.5"N 0.1, 0.2, 0.2 0.2 Heater 79°22'12.2"W 43°38'46.9"N 0.1, 0.1, 0.2 0.2 Heater 79°22'11.8"W 43°38'47.3"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'11.9"W 43°38'47.2"N 0.1, 0.1, 0.2 0.2 Switch Machine 79°22'11.7"W

43°38'46.4"N Junction Box JB274 (See Figure C-5, 0.4, 2.1, 1.9 2.9 79°22'13.8"W Appendix B) 43°38'46.5"N 0.4, 2.1, 0.2 0.4 Heater 79°22'13.3"W 43°38'47.4"N 0.1, 0.1, 0.2 0.4 Switch Machine 79°22'11.4"W 43°38'47.8"N 0.1, 0.1, 0.2 0.4 Heater 79°22'10.8"W 43°38'47.8"N 0.1, 0.1, 0.2 0.4 Switch Machine 79°22'10.7"W 43°38'47.7"N 0.1, 0.1, 0.2 0.4 Heater 79°22'09.8"W 43°38'47.8"N 0.1, 0.1, 0.2 0.4 Switch Machine 294 79°22'10.1"W 43°38'47.8"N 0.1, 0.2, 0.2 0.2 Heater 79°22'09.4"W 43°38'47.9"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'09.6"W 43°38'48.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'07.5"W 43°38'48.5"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'07.7"W 43°38'47.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°22'08.7"W 43°38'47.6"N 0.1, 0.2, 0.2 0.2 Heater 79°22'08.4"W Overhead Power Lines and near 43°38'49.9"N electrical substation over crossing 79°21'60.0"W 12.5, 3.2, 12.2 19.4 rail (See Figure C-6, Appendix B) 43°38'50.3"N Switch Machine. Located next to 0.5, 0.6, 0.4 0.7 79°22'00.3"W Electrical Substation MP1.0 Overhead Signal Light 138 and

43°38'50.0"N 1.8, 8.6, 7.4 11.0 Overhead Power Lines (See Figure C-7, 79°22'00.0"W Appendix B) 43°38'50.9"N 0.1, 0.2, 0.2 0.2 Heater 79°21'52.9"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'51.0"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°21'52.7"W 43°38'51.4"N 0.1, 0.1, 0.1 0.2 Heater 79°21'51.5"W 43°38'51.4"N 0.1, 0.1, 0.1 0.1 Switch Machine 79°21'51.4"W 43°38'51.7"N 0.1, 0.1, 0.1 0.1 Heater 79°21'49.5"W 43°38'51.7"N 0.1, 0.2, 0.2 0.2 Switch Machine 79°21'49.4"W 43°38'51.8"N 0.1, 0.2, 0.2 0.2 Heater 79°21'49.0"W 43°38'51.8"N 0.2, 0.2, 0.2 0.2 Switch Machine 79°21'48.9"W 43°38'51.9"N 0.1, 0.1, 0.2 0.3 Heater 79°21'48.4"W 43°38'52.0"N 0.2, 0.2, 0.3 0.3 Switch Machine 79°21'48.4"W 43°38'53.2"N Overhead power lines, 3 metres from 1.8, 4.6, 7.2 6.6 79°21'41.9"W centre of track (See Figure C-8,

Appendix B) MP1.25 Overhead Train Signal 178 and 43°38'54.5"N 0.5, 3.1, 5.3 6.2 overhead power lines (See (see 79°21'40.3"W Figure C-9, Appendix B

43°38'55.3"N Overhead power lines and JB 177 2.0, 1.2, 6.0 6.6 79°21'33.7"W (See Figure C-10, Appendix B)

43°38'56.6"N Heater. Across from Substation (See 0.4, 3.0, 4.0 6.1 79°21'34.8"W Figure C-11, Appendix B)

43°38'56.5"N Switch Machine. Across from 0.4, 3.5, 4.2 6.2 79°21'34.5"W Substation (See Figure C-11, Appendix

B) 43°38'57.0"N 0.2, 0.2, 0.2 0.2 Switch Machine 79°21'32.5"W 43°38'57.2"N 0.2, 0,2, 0.2 0.2 Heater 79°21'32.8"W 43°38'57.4"N 0.2, 0,2, 0.2 0.2 Heater 79°21'32.3"W 43°38'57.2"N 0.2, 0,2, 0.2 0.2 Switch Machine 79°21'32.0"W 43°38'57.6"N 0.2, 0,2, 0.2 0.2 Heater 79°21'31.7"W

43°38'57.5"N Switch Machine (See Figure C-12, 0.1, 0.2, 1.4 2.1 79°21'31.6"W Appendix B)

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) 43°38'58.2"N 0.3, 1.4, 1.4 2.1 Heater (See Figure C-13, Appendix B) 79°21'29.9"W

43°38'58.0"N Switch Machine (See Figure C-14, 0.3, 1.4, 1.4 2.1 79°21'29.7"W Appendix B)

43°38'59.4"N Heater 172B (See Figure C-15, 0.3, 1.2, 1.1 1.1 79°21'26.6"W Appendix B) MP 332.42 43°38'44.9"N 0.2, 0.6, 0.4 0.7 Bungalow. KN-332.42 79°22'15.7"W MP 1.7 Bungalow LOC 179 (See Figure C-15, 43°38'56.6"N 0.7, 3.1, 3.7 4.8 Appendix B) 79°21'34.8"W 43°38'57.8"N 0.4, 0.2, 0.5 0.7 Bungalow LOC 178 79°21'28.3"W MP 1.9 Bungalow (See Figure C-16, Appendix 43°38'25"N 0.2, 1.2, 1.1 1.1 B) 79°21'04.6"W

43°38'25"N Bungalow (See Figure C-17, Appendix 0.4, 2.1, 1.9 2.9 79°22'04.6"W B) MP 1.9 Overhead Train Signal. Overhead 43°38'26.1"N 6.6, 2.4, 3.6 7.4 Power Lines (See Figure C-18, 79°25'04.6"W Appendix B)

ThereT were three high-ELF (> 10 mG) areas along this section of the corridor, as shown in the following table.43°38'59.3"N Figures 4- 8 to 4-11 show an aerial view of these locations. 79°21'25.7"W Table 4-7 – Summary of Above background ELF (> 10 mG) Areas along USRC-1

Area of Interest Coordinates References Figure 4-1 Switch Machine 255 Near Power Substation. 43°38'50.2"N, 79°22'00.4"W Figure 4-2 Figure C-1, Appendix B Figure 4-1 Overhead Power Lines Near MP 0.75. 43°38'49.5"N, 79°22'01.4"W Figure 4-2 Figure C-6, Appendix B Figure 4-3 Overhead Signal Light 138 43°38'54.4"N, 79°21'40.2"W Figure 4-4 Figure C-7, Appendix B

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Figure 4-1 – ELF Sites in USRC – Overhead Power Lines and Switch Machine 255 (10 m and 100 m radius) N o r t h

This figure shows an aerial view of two locations in USRC. Both locations (green stars) show positions at which ELF EMF was measured at higher than 10 mG during the ELF EMF field survey. In both cases, concentric circles, of radius 10 m and 100 m are shown for reference. Figure 4-2, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region.

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Figure 4-2 – ELF Sites in USRC – Overhead Power Lines and Switch Machine 255 in relation to Study Area

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Figure 4-3 – ELF Sites in USRC – Overhead Signal Light 138 (10 m and 100 m radius) N o r t h

This figure shows an aerial view of another location in USRC. This location (green stars) show a position at which ELF EMF was measured at higher than 10 mG during the ELF EMF field survey. Also shown are a set of concentric circles, of radius 10 m and 100 m which are shown for reference. Figure 4-4, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region.

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Figure 4-4 – ELF Sites in USRC – Overhead Signal Light 138 in relation to Study Area

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4.2.3 Lakeshore West Corridor 4.2.3.1 Lakeshore West Traction Power Facilities Flux Density Resultant Flux (X, Y, Z) Density Facility Name Latitude Longitude Components Magnitude Comments Respectively (mG) (mG) Measured from Burlington TPS 43.352272 -79.79153 Background Only Background Only parking lot near Cogent Power. Measured from dead Oakville SWS 43.481161 -79.660447 1.1, 2.5, 2.4 3.7 end near power station. Measured from Mimico TPS 43.603313 -79.521797 Background Only Background Only parking lot near Lakeshore Arena. Mimico TPS Tap Measured from GO 43.635588 -79.537907 0.6, 1.2, 3.7 3.5 Point Station.

4.2.3.2 Section LSW-1 – Strachan Avenue to Mimico GO Station GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) MP 6.5 4.1, 1.9, 2.4 5.3 3 metres from centre of track N43 37 4.5 0.9, 1.5, 1.4 2.2

W79 29 43.0 2.8, 3.7, 0.4 4.9 3 metres from centre of track

There were no high ELF (>10 mG) areas along this section of the corridor.

4.2.3.3 Section LSW-2 – Mimico GO Station to Long Branch GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

MP 6.6 4.1, 1.9, 2.4 5.3 Power Lines Mimico GO

Station N43 36 57.6 1.7, 0.8, 0.6 2 3 metres from centre of track W79 29 53.4

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

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4.2.3.4 Section LSW-3 – Long Branch GO Station to Port Credit GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

MP 9.6 0.2, 0.3, 0.4 0.4 Long Branch N43 35, 30.1 W79 32 45.7 0.1, 0.2, 0.2 0.2 3 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.3.5 Section LSW-4 – Port Credit GO Station to Clarkson GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

Port Credit 0.1, 0.1, 0.2 0.2 N43 33 21.6 W 79 35 14.0

2.0, 0.7, 0.5 2.0 3 metres from centre of track

2.5, 1.9, 0.6 3.0 Power Lines N43 30 49.3 W79 37 58.7 0.6, 0.4, 0.3 3 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.3.6 Section LSW-5 – Clarkson GO Station to Oakville GO Station GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) MP 16.7 Clarkson GO 0.2, 0.3, 0.6 0.5

Station N43 30 47.6 0.3, 0.5, 0.3 0.5 3 metres from centre of track W79 38 1.1

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.3.7 Section LSW-6 – Oakville GO Station to Bronte GO Station GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) MP 21.4 Centre of Station Oakville GO 0.4, 0.5, 0.3 0.6

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GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) Station N43 27 14.9 W79 41 0.1 4.1, 2.3, 1.8 4.3 3 metres from centre of track Cell Phone Tower (See Figure C-19, 0.4, 2.1, 2.4 6.6 N43 26 0.9 Appendix B) W79 42 17.3 0.4, 0.6, 0.4 0.8 3 metres from centre of track

1.1, 0.7, 0.6 1.1 East side of Bronte GO Station N43 24.5, 3.5 W79 43 17.4 0.7, 0.1, 1.0 1.3 3 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.3.8 Section LSW-7 – Bronte GO Station to Appleby GO Station GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG)

MP 24.7 0.5, 0.6, 1.0 1.0 Centre of Bronte GO Station Bronte GO

Station

N43 24 56.6 0.2, 0.1, 0.3 0.6 3 metres from centre of track W79 43 24.1

0.4, 0.3, 0.7 0.8 MP 26.9

N43 23 29.2

W79 44 54.6 0.6, 0.9, 0.5 0.3 3 metres from centre of track

Near Burloak Drive (See MP 26.95 0.3, 1.1, 0.7 1.2 Figure C-20 B-20, Appendix B) N43 23 26.0 W79 44 57.8 3 metres from centre of track (See 4.7, 1.4, 1.5 5.3 Figure C-21, Appendix B) MP 29.98 Overhead Power Lines (See Figure C- N43 23 24.7 5.8, 2.0, 1.4 5.4 22, Appendix B) W79 44 59.1

0.2, 0.1, 0.5 0.5 Traffic light, electrical room MP 27.19

N43 23 14.1

W79 45 10.6 0.3, 0.3, 0.1 0.3 3 metres from centre of track

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GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG)

0.1, 0.2, 0.8 0.5 Switch Machine MP 27.05/06

N43 23 17.6

W79 45 6.3 0.4, 0.2, 0.2 0.5 3 metres from centre of track

0.3, 0.2, 0.6 0.7 Close to electrical room MP 27.1

N43 23 22.1

W 79 45 1. 10.1, 01, 0.1 0.2 3 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.3.9 Section LSW-8 – Appleby GO Station to Burlington GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) MP 27.9 Appleby GO Station 0.1, 0.2, 0.1 0.2 West end of Appleby GO Station N43 22 44.2 W79 45 41.6 N43 22 45.7 3 metres from centre of track (See 10.1, 4.1, 0.5 11.3 W79 45 40.3 Figure C-23, Appendix B) MP 30.15 Overhead power lines, close N43 21 9.4 4.2, 4.0, 0.2 5.7 electrical substation (See Figure C- W79 47 26.1 24, Appendix B)

0.1, 0.2, 0.2 0.3 3 metres from centre of track

MP 30.3 Traffic Light, electrical room, Switch 0.1, 0.2, 0.2 0.3 N43 21 6.1 Machine

W79 47 31.9 0.2, 0.1, 0.4 0.5 3 metres from centre of track

0.1, 0.1, 0.2 0.3 Switch Machine (7B/11A) N43 21 3.2 W79 47 36 0.2, 0.2, 0.3 0.4 3 metres from centre of track

Switch Machine and Electrical Room 0.2, 0.3, 0.2 0.3 MP 30.57 (5A/5B)

N43 20 59.7

W79 47 40.5 0.2, 0.2, 0.2 0.2 Switch Machine (3A)

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GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Magnitude Comments Milepost Respectively (mG) (mG) MP 30.74 Switch Machine and Heater (1B) N43 20 56.37 3.2, 1.6, 1.7 3.6 (See Figure C-25, Appendix B) W79 47 46.3

0.4, 0.65, 0.5 0.8 Switch Machine and Control MP 30.75

N43 20 54.7

W79 47 20.1 0.2, 0.1, 0.1 0.3 3 metres from centre of track

MP 30.8 N43 20 53.4 0.1, 0.2, 0.2 0.2 Traffic Light W79 47 51.0 MP 31.5 Burlington GO Station 0.1, 0.1, 0.1 0.2 Centre of Burlington GO Station N43 20 25.6 W79 48 38.1

There was one are of Above Background ELF identified in this section of the corridor, as shown in the table directly below.

Table 4-8 – Summary of Above Background ELF (>10 mG) Areas along LSW-8

Area of Interest Coordinates References Figure 4-5 3 metres from centre of track 43°21'09.8"N, 79°47'25.4"W Figure 4-6 Figure C-23, Appendix B

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Figure 4-5 – ELF Sites in LSW-8 – 3 Metres from Centre of Track (10 m and 100 m radius) N o r t h

This figure shows an aerial view of a site in Lakeshore West, Segment 8. This view shows the approximate location (the green star) at which ELF EMF was measured at higher than 10 mG during the ELF EMF field survey. A set of concentric circles, of radius 10 m and 100 m are shown for reference. The green star is approximated 3 m from the centre of the track. Figure 4-6, below, shows the on-track location from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region.

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Figure 4-6 – ELF Sites in LSW-8 – 3 Metres from Centre of Track in relation to Study Area

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4.2.4 Kitchener Corridor 4.2.4.1 Kitchener Traction Power Facility Flux Density Resultant Flux (X, Y, Z) Density Facility Name Latitude Longitude Components Magnitude Comments Respectively (mG) (mG) Measured from Bramalea PS 43.698054 -79.704948 0.8, 0.8, 0.9 1.5 parking lot just off Dixie Road.

4.2.4.2 Section KT-1 – UP Express Spur (at Highway 427) to Malton GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 1289 N 43° 42' Outside, behind fence. No access to 0.2, .0.2, 0.1 0.3 20.3" tracks. Close to electrical room. W 79° 36' 8.3" MP 1290 N 43° 42' 0.5, 0.2, 0.3 0.7 21.3" W 79° 36' 21.9" 0.2, 0.4, 0.5 1.5 3 metres from centre of track

MP 1300 - Wice N 43° 42' 0.6, 0.2, 0.7 0.9 Switch Machine 19.8" W 79° 36' 23.8" 0.8, 0.1, 1.4 1.5 3 metres from centre of track

N 43° 42' 0.2, 0.4, 0.2 0.5 20.3" W 79° 36' 30.1" 0.2, 0.4, 0.8 0.9 3 metres from centre of track

MP 1487 Malton GO 1.2, 3.2, 1.6 3.5 Centre of Malton GO station Station N 43° 42' 17" 3 metres from centre of track, close W 79° 38' 12" 2.8, 0.6, 6.1 7.01 to posts with power lines.

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

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4.2.4.3 Section KT-2 – Malton GO Station to Bramalea Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

End of Malton GO 0.6, 0.1, 1.2 1.8 Station N 43° 42' 17" 3 metres from centre of track, close W 79° 38' 11" 1.3, 0.5, 1.6 2.2 to posts with power lines.

N 43° 42' 18" 2.2, 0.2, 0.1 0.3 Close to cell phone tower W 79° 37' 53" 0.1, 0.2, 0.1, 0.2 3 metres from centre of track

MP 1488 2.0, 0.6, 4.4 4.7 Close to traffic lights N 43° 42' 18" W 79° 38' 27" 2.9, 1.0, 3.5 4.6 3 metres from centre of track

MP 1551 0.2, 0.4, 0.2 0.5 N 43° 42' 16.8" W 79° 39' 9.7" 0.4, 0.3, 0.3 0.5 3 metres from centre of track MP 1572

Airway Centre 1.3, 1.2, 0.1 1.6 N 43° 42' 16.5" W 79° 39' 27.1" 0.6, 2.5.2.9 3.5 3 metres from centre of track

MP 1589 1.5, 2.2, 2.9 3.7 Bramalea N 43 42 15.9 W 79 39 40.5 0.9, 1.1, 1.9 1.9

MP 1685 0.5, 0.3, 0.7 0.9 Weston Sub. N 43 42 12.9 W 79 40 42.8 0.2, 0.5, 0.8 0.9 3 metres from centre of track Under High Voltage Lines 11.9, 7.0, 52.6 54.2 N 43 42 14.5 W 79 40 25.6 11.1, 16.2, 51.5 55.2 3 metres from centre of track

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There were two high-ELF (> 10 mG) areas along this section of the corridor, as shown in the following table.

Table 4-9 – Summary of Above Background ELF (> 10 mG) Areas along KT-2

Area of Interest Coordinates References Figure 4-7 Under High Voltage Lines 43°42'14.5"N, 79°40'28.9"W Figure 4-8 Figure 4-7 3 metres from centre of track 43°42'14.5"N, 79°40''25.6"W Figure 4-8

Figure 4-7 – ELF Sites in KT-2 – Under High Voltage Lines and 3 Metres from Centre of Track (10 m and 100 m radius) N o r t h

This figure shows an aerial view of two sites in Kitchener, Segment 2. Both locations (green stars) show positions at which ELF EMF was measured at higher than 10 mG during the ELF EMF field survey. In both cases, concentric circles, of radius 10 m and 100 m are shown for reference.

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Figure 4-8, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region.

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Figure 4-8 – ELF Sites in KT-2 – Under High Voltage Lines and 3 Metres from Centre of Track in relation to Study Area

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4.2.5 Barrie Corridor 4.2.5.1 Barrie Traction Power Facilities Flux Density Resultant Flux (X, Y, Z) Density Facility Name Latitude Longitude Components Magnitude Comments Respectively (mG) (mG) Measured at end of Maple PS 43.882809 -79.519062 Background Only Background Only service road, near fence. Measured in parking Newmarket SWS, 44.038247 -79.454277 Background Only Background Only lot in front of Alt 6 Newmarket Hydro. One measurement Newmarket SWS, #N/A #N/A N/A N/A used to cover both Alt 5 sites. Measured from Gilford PS 44.236563 -79.553503 Background Only Background Only roadside, near crossing. Measured from parking lot near Allandale TPS 44.369404 -79.706938 Background Only Background Only Metroland Media Group. 4.2.5.2 Section BR-1 – Parkdale Junction to Caledonia GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 3.0

Parkdale 0.1, 0.1, 0.1 0.2 Overhead head signal light N 43.640454°

W 79.436731°

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.3 Section BR-2 – Caledonia GO Station to Downsview Park GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

No measurements taken.

4.2.5.4 Section BR-3 – Downsview Park GO Station to Rutherford GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

0.2 3 metres away centre from tracks York University 0.1, 0.1, 0.1 N 43° 46' 43.7" W 79° 29' 00.2" 0.1, 0.2, 0.1 0.2 Overhead signal lights 129 MP 16.83 Rutherford GO 0.2, 0.2, 0.2 0.3 Station 3 metres centre away from tracks

N 43° 50' 16" W 79° 29' 55"

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.5 Section BR-4 – Rutherford GO Station to King City GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

Maple GO Station MP 18.10 0.1. 0.1, 0.1 0.1 3 metres centre away from tracks N 43° 51' 43" W 79° 30' 29" 0.1, 0.1, 0.2 0.2 Overhead Traffic Light 185

0.1, 0.3, 0.2 0.3 Relay Bungalow and Tower MP 18.5 Switch Machine #1 crossover and 0.1, 0.1, 0.1, 0.1 Blower MP 18.6 0.1, 0.1, 0.1 0.1 Overhead Traffic Lights 186

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.6 Section BR-5 – King City GO Station to Bathurst Street Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 22.7 Kings City N 43° 55' 13" 0.2, 0.4, 1.1 1.1 3 metres from centre of track W 79° 31' 37" End of King City

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

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4.2.5.7 Section BR-6 – Bathurst Street to Aurora GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 29.9 Aurora N 44° 00' 03" 0.2, 0.2, 0.4 0.5 3 metres from centre of track W 79° 27' 34" MP 30.1 MP 30.3 0.1, 0.1, 0.3 0.3 Signal Tower

0.1, 0.2, 0.3 0.3 Relay Bungalow MP 30.3 0.2, 0.1, 0.2 0.2 Overhead Traffic Light 304

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.8 Section BR-7 – Aurora GO Station to East Gwillimbury GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) Newmarket MP 34.2 0.1, 0.2, 0.2 0.3 3 metres from centre of track N 44° 03' 44" W 79° 27' 32"

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.9 Section BR-8 – East Gwillimbury GO Station to Bradford GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) East Gwillimbury MP 41.5 0.1, 0.2, 0.1 0.2 3 metres from centre of track N 44° 04' 40.1" W 79° 27' 18.7"

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.10 Section BR-9 – Bradford GO Station to 13th Line Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) Bradford MP 41.5 N 44° 06' 59" 0.1, 0.2, 0.1 0.2 3 metres from centre of track W 79° 33' 20"

There were no Above Background ELF (>10 mG) areas along this section of the corridor. Prepared By: RSC/TÜV Rev. 4 60 | P a g e

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4.2.5.11 Section BR-10 – 13th Line to 6th Line GPS Flux Density (X, Y, Z) Resultant Flux Location/ Components Density Comments Milepost Respectively (mG) Magnitude (mG)

No measurements taken.

4.2.5.12 Section BR-11 – 6th Line to Barrie South GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) Barrie South MP 59.5 0.2, 0.3, 0.4 0.5 3 metres from centre of track N 44° 21' 03" W 79° 37' 39"

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.5.13 Section BR-12 – Barrie South GO Station to Allendale GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

0.1, 0.2, 0.2 0.3 3 metres from centre of track Allandale MP 63 N 44° 22' 24" 0.1, 0.2, 0.2 0.2 OPP Tower W 79° 41' 20" 0.1, 0.2, 0.2 0.3 Intermediate Signal light Power Box next relay signal 0.1, 0.2, 0.2 0.3 bungalow 1.2, 0.1, 0.8 1.4 Switch Machine

0.1, 0.1, 0.2 0.2 Switch Machine 1A N 43° 51' 54" 0.1, 0.1, 0.1 0.2 Overhead signal lights 106 N&S W 79° 54' 10" 0.1, 0.1, 0.1 0.1 Switch Machine 3B

0.2, 0.1, 0.1 0.1 Overhead signal lights 107 N&S

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

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4.2.6 Stouffville Corridor 4.2.6.1 Stouffville Traction Power Facilities Flux Density Resultant Flux (X, Y, Z) Density Facility Name Latitude Longitude Components Magnitude Comments Respectively (mG) (mG) Measured from GO Unionville PS 43.849406 -79.314711 Background Only Background Only Station. Measured from GO Lincolnville PS 43.996119 -79.232721 Background Only Background Only Station.

4.2.6.2 Section SV-1 – Scarborough Junction to Agincourt GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP59.5 Kennedy GO Station. 10 metre from 43°43’52.6”N 0.8, 0.1, 0.8 1.1 79°15’43.2”W centre of track MP59.4 Overhead Traffic Signal Light 594. 43°43’58.1”N 0.1, 0,1, 0.2 0.3 Near overhead power lines. 79°15’45.4”W Bungalow MP55.5 43°47'10.1"N Agincourt GO Station. 10 metre from 0.1, 0.1, 0.2 0.3 79°17'03.4"W centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.6.3 Section SV-2 – Agincourt GO Station to Milliken GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP52.95 Milliken GO Station. 10 metre from 43°49'20.7"N 0.1, 0.5, 0.1 0.5 centre of track 79°18'04.3"W Relay Bungalow in UXBRIDGE MP52.40 0.2, 0.2, 0.3 0.2 Subdivision MP52.2 0.2, 0.2, 0.3 0.4 Traffic Signal Lights 522 43°49'54.3"N Building close to track. (Welcome 0.1, 0.3, 0.4 0.6 79°18'28.4"W Centre) 43°49'56.0"N 79°18'31.5"W 0.4, 0.1, 0.2 0.3 Switch Machine 1B 43°49'56.0"N 79°18'31.3"W 0.4, 0.1, 0.2 0.3 Heater

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP52.09 43°49'55.6"N 0.2, 0.3, 0.2 0.4 Signal Bungalow 79°18'30.9"W 43°49'55.2"N 79°18'30.7"W 0.1, 0.4, 0.1 0.4 Switch Machine 43°49'55.3"N 79°18'30.6"W 0.1, 0.4, 0.1 0.4 Heater 43°49'55.8"N 79°18'30.9"W 0.1, 0.3, 0.4 0.5 Signal Tower

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.6.4 Section SV-3 – Milliken GO Station to Unionville GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) Mp50.8 Unionville. GO Station. 43°51'06.3"N 0.1, 0.3, 0.2 0.3 79°18'52.8"W 10 metres from centre of track 43°50'56.0"N 0.3, 0.1, 0.3 0.4 Signal Traffic Lights 509 79°18'54.7"W 43°50'56.0"N 0.3, 0.2, 0.3 0.3 Signal Tower 79°18'54.7"W MP50.94 43°50'56.2"N 0.3, 0.2, 0.3 0.3 Bungalow 5094 79°18'54.8"W 43°50'55.9"N 0.3, 0.1, 0.4 0.4 Switch Machine 79°18'54.4"W 43°50'55.8"N 0.3, 0.1, 0.4 0.4 Heater 79°18'54.4"W 43°50'52.1"N 0.8, 0.3, 1.1 1.3 Signal Traffic Lights 510 79°18'55.2"W 43°50'49.8"N 7.5, 0.8, 3.0 7.9 Overhead Power Lines 79°18'54.9"W 43°50'45.9"N 79°18'56.3"W 13.3, 2.5, 6.2 14.6 3 Overhead Utilities Power Lines

There was one area of Above Background ELF (>10 mG) along this section of the corridor, as shown in the following table.

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Table 4-10 – Summary of Above Background ELF (> 10 mG) Areas along SV-3

Area of Interest Coordinates References Figure 4-9 Under 3 Overhead Utilities Power Lines 43°50'45.9"N, 79°18'56.3"W Figure 4-10

Figure 4-9 – ELF Sites in SV-3 – Overhead Utility Lines (10 m and 100 m radius) N o r t h

This figure shows an aerial view of a site in Stouffville, Segment 3. The location (green stars) shows a position at which ELF EMF was measured at higher than 10 mG during the ELF EMF field survey. A set of concentric circles, of radius 10 m and 100 m are shown for reference. Figure 4-10, below, shows the same location from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region.

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Figure 4-10 – ELF Sites in SV-3 – Overhead Utility Lines in relation to Study Area

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4.2.6.5 Section SV-4 – Unionville GO Station to Markham GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP48.5 Centennial GO Station. 43°52'24.2"N 0.2, 0.4, 0.4 0.5 79°17'25.8"W 10 metres from centre of track MP47 Markham GO Station. 43°52'57.8"N 0.1, 0.2, 0.2 0.3 79°15'45.3"W 10 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.6.6 Section SV-5 – Markham GO Station to Mount Joy GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP45.8 Mount Joy GO Station. 43°53'59.9"N 0.1, 0.4, 0.4 0.5 79°15'46.9"W 10 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.6.7 Section SV-6 – Mount Joy GO Station to Stouffville GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP40.6 Stouffville GO Station. 43°58'24.2"N 0.1, 0.2, 0.2 0.4 10 metres from centre of track 79°14'60.0"W 43°58'37.1"N 1.0, 0.3, 0.2 0.2 Radio Tower 79°14'57.1"W

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.6.8 Section SV-7 – Stouffville GO Station to Lincolnville GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP39 Lincolnville GO Station. 43°59'43.6"N 0.1, 0.5, 0.1 0.5 10 metres from centre of track 79°14'01.3"W 43°59'53.8"N 0.1, 0.1, 0.1 0.1 Near Fuel Station 79°13'56.7"W 43°59'37.9"N 0.1, 0.2, 0.1 0.2 Overhead Power Lines 79°14'01.6"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP38.9 43°59'38.6"N 0.1, 0.2, 0.2 0.2 Radio or Signal Tower 79°14'05.4"W

MP38.96 0.4, 0.6, 0.6 0.9 Bungalow. and Overhead Power lines

MP38.93 0.5, 0.5, 0.4 0.8 Bungalow. and Overhead Power lines MP38.9 43°59'34.7"N 0.2, 0.1, 0.3 0.4 Traffic Signal Lights 79°14'09.2"W

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7 Lakeshore East Corridor 4.2.7.1 Lakeshore East Traction Power Facilities Flux Density Resultant Flux (X, Y, Z) Density Facility Name Latitude Longitude Components Magnitude Comments Respectively (mG) (mG) Measured from Scarborough SWS 43.722445 -79.251863 Background Only Background Only Metrolinx service area. Measured from Scarborough TPS 43.731891 -79.262114 Background Only Background Only parking lot near GO Station. Measured from Scarborough TPS 43.745318, -79.269927 2.9, 2.2, 1.3 4.8 parking lot near Jack Tap Point Goodlad Park. Measured from Durham SWS 43.836724 -79.07221 Background Only Background Only parking lot near Busy Bee Tools. Measured from parking lot near ERMF TPS 43.863557 -78.908061 0.1, 0.5, 1.4 1.4 Ultramar Bus Company. 4.2.7.2 Section LSE-1 – Don Yards Layover to Danforth GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 332.4 43°38'59.5"N 0.5, 0.2, 0.3 0.3 Cell Tower 79°21'21.0"W

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP329.2 43°41'02.4"N 1.1, 0.3, 0.5 1.23 Overhead Traffic Signal Lights 79°18'23.8"W MP328.9 0.5, 0.4, 0.2 0.7 Overhead Traffic Signal Lights MP327.8 Overhead signal lights 3278 next to 0.6, 0.2, 0.2 0.7 Relay House N 43 38 36.6 Danforth GO Station, 10 metres from W 79 23 3.6 0.6, 0.3, 0.2 0.7 centre of track MP326.8 Overhead Signal Lights 3268 going 0.7, 0.3, 0.7 1.1 east

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.3 Section LSE-2 – Danforth GO Station to Scarborough GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) N 43 38 41.4 Switch Machine. Next to Overhead 0.8, 0.8, 0.3 1.2 W 79 22 34.6 Traffic Signal Lights MP325.8 43°42'53.3"N 0.4, 0,1, 0.5 0.5 Overhead Traffic Signal Light 3258 79°15'23.4"W 43°42'37.1"N 79°15'33.6"W 0.4, 0.1, 0.5 0.5 Heater 43°42'37.2"N 0.4, 0.1, 0.5 0.5 Electric Box 79°15'33.5"W 43°42'37.1"N 0.1, 0.1, 0.1 0.2 Switch Machine 79°15'33.6"W MP325.3 43°42'53.3"N 0.2, 0,1, 0.2 0.1 Overhead Traffic Signal Light 3253 79°15'23.4"W

Scarborough GO Station 43°43'00.8"N 0.3, 0,4, 0.4 0.7 79°15'18.0"W 10 metres from centre of track

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.4 Section LSE-3 – Scarborough GO Station to Eglinton GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG)

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP 323.2 43°44'20.9"N 0.1, 0.2, 0.2 0.2 10 Metres from Centre of track 79°13'58.0"W MP324.3 Overhead Traffic Signal between No access on foot Scarborough and Eglington GO Station and Power Panel MP 323.3 Overhead Traffic Signal at Eglington 0.1, 0.2, 0.2 0.2 GO Station and Power Panel

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.5 Section LSE-4 – Eglinton GO Station to Guildwood GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP321.2 N 43 42 15.6 0.1, 0.2, 0.3 0.3 10 Metres from centre of track W 79 36 52.4 43°45'21.8"N 0.8, 0.2, 0.7 1.0 Overhead Signal Traffic Lights 79°11'32.7"W 43°45'20.9"N 0.3, 0.2, 0.4 0.6 Radio Tower 79°11'33.8"W

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.6 Section LSE-5 – Guildwood GO Station to Rouge Hill GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP317.3 43°46'47.9"N 0.1, 0.5, 0.2 0.5 10 Metres from centre of track 79°07'50.0"W

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.7 Section LSE-6 – Rouge Hill GO Station to Pickering GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP312.9 43°46'51.2"N 0.2, 0.1, 0.2 0.2 10 Metres centre of the track 79°07'46.5"W36 52.4

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Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP1.0 43°46'51.0"N 0.2, 0.1, 0.2 0.2 10 Metres centre of the track 79°07'46.6"WW 79 36 52.4 There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.8 Section LSE-7 – Pickering GO Station to Ajax GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP3.5 43°50'52.9"N 0.2, 0.2, 0.2 0.2 10 Metres centre of the track 79°02'29.5"W

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

4.2.7.9 Section LSE-8 – Ajax GO Station to Whitby GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP8.9 N 43°42’15.6” 0.1, 1, 0.2 1.0 10 Metres centre of the track W 79°36’52.4"

0.1, 0.1, 0.2 0.2 OPP Tower

0.1, 0.2, 0.2 0.3 Intermediate Signal

Power Box next to Overhead signal 0.1, 0.2, 0.2 0.3 Lights 87

0.1, 0.2, 0.2 0.3 Overhead Power Lines

1.2, 0.1, 0.8 1.4 Switch Machine

0.1, 0.1, 0.2 0.2 Switch Machine 1A Over Signal Lights 106 Towards 0.1, 0.1, 0.1 0.1 Oshawa 0.2, 0.2, 0.1 0.2 Switch Machine 3B. Towards Oshawa Over Signal Lights 107 Towards 0.2, 0.1, 0.1 0.1 Oshawa

There were no Above Background ELF (>10 mG) areas along this section of the corridor.

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4.2.7.10 Section LSE-9 – Whitby GO Station to Oshawa GO Station Flux Density (X, Y, Z) Resultant Flux GPS Components Density Magnitude Comments Location/ Milepost Respectively (mG) (mG) MP11.68 10 metres from the centre of the 43°52'14.9"N 0.1, 0.1, 0.1 0.2 track 78°53'05.1"W 43°52'14.7"N 0.2, 0.5, 0.3 Train Charging System 78°53'06.2"W 0.5 43°52'09.6"N 0.1, 0.2, 0.2 0.2 Electrical Box 78°53'21.8"W

4.3 Summary of Findings - EMF The ELF EMF survey results indicate that there are no areas within the Study Area which exceed EMF Guidelines for human exposure, based upon the ICNIRP Guidelines, as shown in the table below.

Table 4-11 – Exposure Limits for Fundamental Frequency Magnetic Fields

ICNIRP (mG) IEEE (mG) ACGIH (mG)

Occupational 10,000 27,100 10,000

Public 2,000 9,040 n/a

Workers with Medical Implants n/a n/a 1,000

The highest ELF/EMF readings in the Study Area (55.2 mG) were under high-voltage power lines in the Kitchener Corridor (Segment KT-2), near coordinates, N 43 42 14.5; W 79 40 285.6. Given the information in Table 4-5 this is not surprising. As previously noted, all Resultant Flux Density magnitude readings above 1.0 mG have been identified, with those above 10.0 mG collected in separate tables.

All of the readings presented in this report are still far below the limits for either occupational (workday) or public (living spaces) exposure. Additional post-electrification readings should be taken, at a minimum, at the sites which showed Resultant Flux Density magnitude of 10.0 mG or higher.

5. Future Work

5.1 EMI/EMF Impact Assessment Study – TPAP Phase The next step in the process is the completion of an EMI/EMF Impact Assessment. Based on the conceptual electrification design, the impact assessment will be carried out to evaluate and characterize the potential impacts as a result of increased EMF, specifically focused on potential levels of baseline EMI at sensitive sites. Listings of EMI sensitive sites were completed as part of the baseline study, and have been presented in tabular listing in this report. As discussed in Section 4.1, several of these sites reside in, or very near, Zone 3. Prepared By: RSC/TÜV Rev. 4 71 | P a g e

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During the EMI/EMF Impact Assessment work, background EMI measurements are planned at the following locations, at a minimum:

 All TPF Sites, including proposed Tap Points;  The three identified EMI sensitive sites as documented in Section 4.1: o Agincourt Medical Imaging (Stouffville Corridor) o Burgess Veterinary Emergency (Lakeshore West Corridor) o St. Joseph’s Health Center (USRC)

 Locations with Resultant Flux Density magnitudes higher than 10.0 mG.

It is entirely possible that additional locations at which EMI baseline scans should be taken will be identified between the publish date of this report and the completion date of the field work for the EMI/EMF Impact Assessment phase. As well, locations originally listed in Section 4.1 may be found, during field work, to have moved or otherwise be no longer relevant. The final list of sites at which baseline EMI scans were taken, and the results thereof, will be found in the EMI/EMF Impact Assessment Report.

5.2 Future Testing Required Before or After Implementation EMC assessment work completed as part of the TPAP is based on the conceptual level of design and technical information that was available at the time of this study. Further design details including selection of electric rolling stock and OCS design will be established as part of the subsequent detailed design phase.

Therefore, once electrification is implemented, additional testing and measurements will need to be undertaken to further assess the impacts of the various power supply (e.g., 230kV connections, traction power substations) and power distribution (e.g., OCS/catenary, paralleling stations/switching stations, duct banks/underground cable, gantries) components of the undertaking based on the additional design/technical information that will established during detailed and final design.

Further recommendations will be established as part of the EMI/EMF Impact Assessment phase for inclusion in the GO Rail Network Electrification Environmental Project Report commitments. As described in the Final EMI/EMF/EMC Workplan, possible mitigation strategies for EMF and EMI will be documented in a separate EMC Control Plan, which will describe the strategies and tasks for controlling EMI which includes a general process for effective mitigation of EMI. However, the ultimate responsibility for mitigation of EMI will remain with the contractors installing the facilities on behalf of Metrolinx, as per the applicable standards such as EN 50121. This is important to ensure that existing systems, as well as all new systems installed within the railway environment, are electromagnetically compatible with each other (intra-system compatibility) and that the railway is electromagnetically compatible with its neighbouring facilities (inter-system compatibility).

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5.3 Existing Infrastructure and Neighbouring Rail Systems The GO Rail Network Electrification Project could affect existing transit systems or neighbouring rail systems. Existing infrastructure and neighbouring rail systems can be classified in 2 categories. One category is existing transit systems, which includes TTC. The other category is existing freight rail systems, which includes CN and CP.

5.3.1 Toronto Transit Commission TTC is Owner and Operator of an existing transit system. The TTC has a responsibility to ensure that the structural integrity of the exiting stations that become interchanges with the Metrolinx project is maintained through the design and construction stages. The TTC also has a responsibility to ensure the safe and efficient operation of the existing system during construction.

5.3.2 CN and CP Both CN and CP maintain locations where Metrolinx rails cross or run parallel, as well as being owner and operator of lines where Metrolinx will be electrifying portions of the existing territory. Items to address may include: CTC Signaling Systems; signal cables and fiber optic cables; crossing control equipment; bungalows and junction boxes; hot box detectors; and, locations where OCS poles/portals cross existing shared rail territory. Considerations for each of these areas are discussed below.

 CTC Signal System CTC locations shall be of designs that conform to EMC standards as per EPS-04000 Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified territory. These locations are prime applications for fibre optic communications networks, which have high EMI immunity.  Signal Cables and Fibre Optic Cables Fibre optic equipment is compact, lightweight, functionally fast, and of high capacity for data transmission. A further advantage is its immunity from EMI. Its use instead of line wire shall be considered for data networks between remote locations and between signaling control points. As per the Recommendations from Induced Current Calculations for GO Network Electrification Project, dated 11-Nov-15, the use of unshielded cable presents a theoretical concern due to the effects of EMI. The results of a full safety analysis should be used to identify any hazards with respect to signal cables. In the case of a full safety analysis, the operation of all track side devices, the failures that could occur, and the existing or planned mitigations for these effects will properly address any theoretical concerns.

 Constant Warning Crossing Control Equipment Every future installation of Grade Crossing Warning systems shall be designed and installed to conform to EMC standards as per EPS-04000 Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified environment. The signaling compatibility requirements listed in this specification apply to future

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resignalling projects. For future resignalling projects, an analysis of then-current technology should be performed, and any proven system that accommodates constant warning times should be deployed.

 Bungalows and Junction Boxes Bungalows and Junction Boxes are generally designed with industry-standard immunity.

 Hot Box Detectors Hot box detector locations shall be of designs that conform to EMC standards as per EPS-04000 Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified territory. Currently used detectors are expected to be compatible with EMC standards. Any new Hot Box Detector equipment or designs shall be demonstrated to be electrification compatible.

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A. List of References (Appendix A)

I. Metrolinx. (2010). GO Electrification Study Final Report. II. Metrolinx. (2014). UP Express Electrification Environmental Project Report. Appendix B: Land Use Assessment Report. III. Metrolinx. (2014). UP Express Electrification Environmental Project Report. Appendix H: EMC Report. IV. Metrolinx. (2015). GO Network Electrification EA FINAL Work Plan – EMI/EMF/EMC

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B. List of Standards (Appendix B)

The following is a list of standards with which manufacturers of the traction electrification railway equipment must comply. They cover the emission and immunity limits, and test methodologies for measuring electromagnetic emissions. In North America, electromagnetic compatibility and immunity are addressed through a number of commissions and associations such as American Railway Engineering and Maintenance (AREMA), American Public Transportation Association (APTA), Institute of Electrical and Electronic Engineers (IEEE), Canadian Standards Association (CSA), Federal Communications Commission (FCC), Industry Canada and International Electrotechnical Commission (IEC).

American Railway Engineering and Maintenance (AREMA)

 AREMA Committee 38 – Part 11.5.2 addresses electromagnetic immunity and emissions standards for Signaling Equipment

American Public Transportation Association (APTA) The APTA electromagnetic compatibility program addresses the requirements for the development of a program for all rail equipment and track sided equipment delivered to the railroad to achieve safe operations.

 APTA SS-E-005-98 – Standard for Grounding and Bonding  APTA SS-E-010-98 – Standard for the Development of an Electromagnetic Compatibility Plan.

Canadian Standard Association (CSA) These standards cover design considerations in various areas of railway electrification including interference with railway signaling circuits and communication circuits.  CSA C22.3 No. 8-M91 – Railway Electrification  CAN3-C108.3.1-M84 – Canadian Standard for Limits and Measurement Methods of Electromagnetic Noise from AC Power Systems, 0.15-30 MHz  CAN/CSA-C22.3 No. 3 – Canadian Standard for Electrical Coordination between power supply and communication conductors  CSA C22.3 No. 6 – Principles and Practices of Electrical Coordination between pipelines and electric supply lines  Canadian Electrical Code, part 1  The Ontario Electrical Safety Code  CAN/CSA-CISPR 22-10, Information technology equipment — Radio disturbance characteristics — Limits and methods of measurement

Canadian Table of Frequency Allocations (CTFA)

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This standard assigns the electromagnetic spectrum and establishes the frequency allocations available for radio services in Canada. The Canadian Table is based on the provisions of the Final Acts resulting from the various World Radiocommunication Conferences (WRC), including the 2012 WRC, convened by the International Telecommunication Union (ITU).

Federal Communications Commission (FCC) FCC electromagnetic compatibility standards address how to control EMI interference outlined in Part 15 of the FCC rules, which specify that any spurious signal greater than 10 kHz is subject to regulation. The following standards pertain to FCC requirements for human exposure to electromagnetic fields:  FCC OET-65 Evaluating Compliance with FCC guidelines for human exposure  FCC OET-65c Evaluating Compliance with FCC guidelines for human exposure to radiofrequency electromagnetic fields

Industry Canada Electromagnetic Compatibility Standards from Industry Canada cover the Canadian requirements for electromagnetic field emission limits, spectrum allocations and measurements. All intentional radiators used in Canada should comply with Industry Canada requirements. The following reference covers wireless devices:

 IC RSS-210: Low-power Licence-exempt Radiocommunication Devices (All Frequency Bands): Category I Equipment

European Standards (EN) Since electrified railways are typical in the European Union, these are used as well-developed design standards that are followed in electrified railways in Canada/North America. The EN50121 series of standards were produced by CENELEC (European Committee for Electrotechnical Standardization) as a means of managing EMC across the whole railway industry. These standards provide a management framework, product standards and best practice to cover all aspects of EMC within a large distributed installation. The basic emission levels were set from emission measurements made across a number of railways. Recent reviews of these standards have confirmed their validity to reflect best practice within the railway industry. Compliance with these standards will ensure that GO Network electrification meets best practice guidelines for general emissions and immunity of equipment and systems within the traction electrification project. Many of these standards are identically named and numbered under the International Electrotechnical Commission (IEC). The following reference standards are preferred but not exclusive for application to different environments, subsystems and functional electrical/electronic equipment:

 EN 50121: Railway Applications – Electromagnetic Compatibility o Part 1:2006 Railway Applications. Electromagnetic Compatibility – General o Part 2:2006 Emission of the whole railway system to the outside world

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o Part 3.1:2006 Railway stock – Train and complete vehicle o Part 3.2:2006 Rolling stock – Apparatus o Part 4:2006 Emission and immunity of the Signaling and Communications apparatus o Part 5:2006 Emission and immunity of the fixed power supply installations and apparatus

 EN 61000: Electromagnetic Compatibility o Part 6-1:2007 Immunity for residential, commercial and light industrial environments o Part 6-2:2005 Immunity for industrial environments o Part 6-3: 2007 Emission standard for residential, commercial, and light industrial o Part 6-4: 2007 Emission standard for industrial environments o Part 3-2: 2006 Limits for harmonic current emissions (equipment input current less than or equal to 16 A per phase) o Part 4-3 Radiated susceptibility test o Part 4-6 Conducted immunity test o Part 4-8 Power frequency magnetic test

 EN 50155: 2007 Railway Applications. Electronic equipment used on rolling stock  EN 50238: 2003 Railway Applications. Compatibility between rolling stock and train detection systems  EN 50343: 2003 Railway Application – Rolling Stock. Rules for installation of cabling  EN 50357: 2001 Evaluation of human exposure to electromagnetic fields from devices used in Electronic Article Surveillance (EAS) Radio Frequency identification, and similar applications  EN 50364:2010 Limitation of human exposure to electromagnetic fields from devices operating in the frequency range 0 Hz to 10 GHz, used in Electronic Article Surveillance (EAS), Radio Frequency identification, and similar applications  EN 50500: 2008 Measurement procedures of magnetic field levels generated by electronic and electrical apparatus in the railway environment with respect to human exposure  EN 55022: 2010 Limits and methods of measurement of radio disturbance characteristics of information technology equipment (also known as CISPR-22)  EN 55011: 2007 Industrial, Scientific and Medical (ISM) radio frequency equipment – Radio disturbance characteristics – Limits and methods of measurement (also known as CISPR-11)  EN 55013: 2001 Limits and methods of measurement of radio disturbance characteristics of broadcast receivers and associated equipment  ETSI EN 300 339 V1.1.1-1998-06 Electromagnetic compatibility and Radio spectrum Matters (ERM) – General Electromagnetic Compatibility (EMC) for radio communications equipment  EN 62233: 2008 Measurement Methods for EMF of Household Appliances and Similar Apparatus with Regard to Human Exposure

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Institute of Electrical and Electronic Engineers (IEEE) IEEE electromagnetic compatibility standards define the unintentional generation, propagation, and reception of electromagnetic energy, the associated effects, and the correct operation of different equipment involving electromagnetic phenomena in their operation.

 IEEE 1100-2005 – Recommended Practice for Powering and Grounding Electronic Equipment  IEEE 518-1982 – Guide for the Installation of Electrical Equipment to Minimize Electrical Noise Inputs to Controllers from External Sources  IEEE 519-1992 – Recommended Practices and Requirements for Harmonic Control in Electrical Power Systems  IEEE 141-1993 – Recommended Practice for Electric Power Distribution for Industrial Plants  IEEE 241-1990 – Recommended Practice for Electric Power Distribution for Commercial Buildings  IEEE 1159-2009 – Recommended Practice for Monitoring Electric Power Quality  IEEE 1308-2001 – Recommended Practice for Instrumentation: Specifications for Magnetic Flux Density and Electric Field Strength Metres – 10 Hz to 3 kHz  IEEE C95.1-2005: Standard for Safety Levels with Respect to Human Exposure to Radio Frequency Electromagnetic Fields, 3kHz to 300 GHz  IEEE C95.6-2002 – Standard for Safety Levels with Respect to Human Exposure to Electromagnetic Fields, 0 – 3 kHz  ANSI/IEEE C63.12 – The American National Standard for Electromagnetic Compatibility Limits  IEEE 802.11 – Wireless Local Area Networks

International Commission on Non-Ionizing Radiation Protection (ICNIRP) ICNIRP is an international commission specializing in non-ionizing radiation protection. The organization's activities include determining exposure limits for electromagnetic fields used by devices such as cellular phones. The limits developed by this organization are relevant to the measurement of electromagnetic levels of spurious signals generated by devices such as the rolling stock and the passenger compartments.  ICNIRP Guidelines for Limiting Exposure to Time Varying Electric, Magnetic Fields  ICNIRP Guidelines on Limits of Exposure to Static Magnetic Fields.

National Institute of Environmental Health Sciences, National Institute of Health  NIEHS 2002 Report, Electric and Magnetic Fields Associated with the Use of Electric Power.

Existing Metrolinx Specifications  Electrification Performance Specification EPS-04000 Electromagnetic Compatibility and Interference.

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C. Photographs and Examples (Appendix C)

This appendix contains photographs which illustrate specific locations where ELF measurements were taken. While these locations are specific—and have been noted in the measurement tables as such— they also illustrate typical locations and examples of the types of trackside devices under study. In other words, a switch machine looks similar, regardless of location.

Figure C-1 – Switch Machine 255, Close to Electrical Substation, USRC-2 (MP 0.75)

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Figure C-2 – High Voltage Box, Close to Residential Buildings, USRC-2 (43°38'44.0"N 79°22'27.2"W)

Figure C-3 – Case 35 (LOOKS LIKE 284B IN PICTURE) 384B High Voltage Box, USRC-2 (43°38'44.0"N 79°22'27.2"W)

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Figure C-4 – Junction Box JB273, USRC-2 (43°38'43.9"N 79°22'27.4"W)

Figure C-5 – Junction Box JB274, USRC-2 (43°38'46.4"N 79°22'13.8"W)

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Figure C-6 – Overhead Power Lines, USRC-2 (43°38'49.9"N 79°21'60.0"W)

Figure C-7 – Overhead Train Signal 138, USRC-2 (43°38'50.0"N 79°22'00.0"W)

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Figure C-8 – Overhead Power Lines, USRC-2 (43°38'53.2"N 79°21'41.9"W)

Figure C-9 – Overhead Train Signal 178, USRC-2 (MP1.25 43°38'54.5"N 79°21'40.3"W)

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Figure C-10 – Junction Box JB 177, USRC-2 (43°38'55.3"N 79°21'33.7"W)

Figure C-11 – Heater and Switch Machine, USRC-2 (43°38'56.6"N 79°21'34.8"W)

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Figure C-12 – Switch Machine, USRC-2 (43°38'57.5"N 79°21'31.6"W)

Figure C-13 – Heater, USRC-2 (43°38'58.2"N 79°21'29.9"W)

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Figure C-14 – Switch Machine, USRC-2 (43°38'58.0"N 79°21'29.7"W)

Figure C-15 – Heater 172B, USRC-2 (43°38'59.4"N 79°21'26.6"W)

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Figure C-16 – Bungalow LOC 179, USRC-2 (43°38'5s6.6"N 79°21'34.8"W)

Figure C-17 – Bungalow, USRC-2 (MP 1.9 43°38'59.1"N 79°21'25.6"W)

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Figure C-18 – Overhead Train Signal, USRC-2 (MP 1.9 43°38'26.1"N 79°25'04.6"W)

Figure C-19 – Cell Phone Tower, Oakville, LSW-8 (N43 26 0.9 W79 42 17.3)

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Figure C-20 – Near Burloak Drive, LSW-8 (MP 26.95 N43 23 26.0 W79 44 57.8)

Figure C-21 – 3 Metres from Centre of Track, LSW-8

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Figure C-22 – Overhead Power Lines, LSW-8 (MP 29.98 N43 23 24.7 W79 44 59.1)

Figure C-23 – 3 Metres from Centre of Track, LSW-8 (43°21'09.8"N 79°47'25.4"W)

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Figure C-24 – Overhead Power Lines, LSW-8 (MP 30.15 N43 21 9.4 W79 47 26.1)

Figure C-25 – Switch Machine and Heater, LSW-8 (MP 30.74 N43 20 56.37 W79 47 46.3)

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D. EMC Theory and Background (Appendix D)

The discipline of electromagnetic compatibility (EMC) encompasses the measurement, classification, handling, and maintenance of devices that emit and/or are affected by electromagnetic fields (EMF). This section provides a basic primer in electromagnetic fields and is cited, in large part, from the UP Express Electrification Environmental Project Report, Appendix H: EMC Report. It covers the nature of EMF, industry standards for human exposure to these fields, the concept of electromagnetic interference (EMI) between electrical equipment, and industry requirements for the mitigation of such interference. This mitigation can be separated into 2 areas of interest: emission and immunity. Emission is the concept of measuring the fields generated by a device, generally to determine if those fields exceed established limits. Immunity is the concept of making a device resistant to interference, whether it is naturally-occurring or man-made. COTS devices purchased for use on the GO Transit Rail Network Electrification project will be required to meet published standards for both emissions and immunity. As such, both emission and immunity are relevant to the GO Transit Rail Network Electrification Project.

Also included in this section is Table D-1 – EMC Measurement Context for GO Transit Rail Network Electrification Project, which puts each type of electromagnetic energy into context for the GO Transit Rail Network Electrification Project, in terms of the following specifics:

 When the data will be collected via field measurements, i.e., project timing for data gathering;  How many measurements will be taken, i.e., whether the data is gathered for a one- time study, or if it will be re-taken periodically over the course of the project timeline;  How the data is gathered, i.e., the specific type(s) of equipment used;  How the data will be used for the project, i.e., why the data is necessary for the GO Transit Rail Network Electrification Project, which includes an explanation of how the data may drive design and implementation decisions.

6.1 EMF Electromagnetic fields, which are the general category that includes electric and magnetic fields, are invisible lines of force that surround any electrical device. Power lines, electrical wiring, communication broadcasting antennas and electrical equipment all produce EMF. Electric fields are produced by voltage and increase in strength as the voltage increases. The electric field strength is often measured in units of volts per meter (V/m).

Electric fields have characteristics that include:

 Metal conduits and encasements effectively attenuate electric fields;  The strength of the electric field decreases as the distance from the source increases;  Ground and buildings could significantly attenuate electric fields; and,

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 When the intensity of electric field changes, it induces magnetic field in a zone of the electric field influence. Magnetic fields result from the flow of current through wires or electrical devices and increase in strength as the current increases. Magnetic fields are often measured in units of gauss (G) or Tesla (T).

Magnetic fields have characteristics that include:

 Metal conduits and encasements of electric current sources effectively attenuate magnetic fields;  The strength of the magnetic field decreases as the distance from the source increases;  Ground and buildings do not significantly attenuate magnetic fields; and,  When the intensity of magnetic field changes, it induces electric current in a metallic loop located in a zone of the magnetic field influence.

6.1.1 Sources Radio frequency (RF) and extremely low frequency (ELF) are the two main forms of EMF.

6.1.1.1 RF EMF Radio frequency electromagnetic fields (approximately 3 kHz to 300 GHz in frequency range) result predominantly from the train and overhead contact system (OCS) interaction. Sources of RF noise include micro-arcing associated with the OCS/pantograph interaction, corona discharges from the surface of OCS insulators, and the railway system non-linear, harmonic producing loads. These fields are not permanent, are localized, transient in nature, and only occur for the duration of a train’s passage.

There are also RF emissions from railway-licensed radio sources that will have emission levels regulated by FCC, Health Canada (Safety Code 6) and Industry Canada.

6.1.1.2 ELF EMF Extremely low frequency (ELF) includes alternating current (AC) fields and other electromagnetic, non- ionizing radiation from 1Hz to 300Hz. ELF fields at 60Hz is produced by power lines, electrical wiring, and electrical equipment. . As such, the predominantly 60 Hz frequency is called the “fundamental frequency.” Some epidemiological studies have suggested increased cancer risk associated with magnetic field exposures near electric power lines. Many man-made sources of ELF EMF exist, including power lines, substations, appliances, electric motors and generators. The most significant source of EMF at the railway system environment is the OCS, emanating 60 Hz electric and magnetic fields.

Railway EMF sources could include:

 Currents flowing in the tracks, either for signaling or return current from the catenary;  Emissions from the rolling stock;  Emissions from the catenary itself; or,

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 Emissions from the power lines supplying the catenary.

Sixty hertz magnetic fields can be illustrated using the right hand rule. If an electric current passes through a straight wire (i.e., overhead line), and the thumb points in the direction of the conventional current (from positive to negative), then the fingers point in the direction of the magnetic field, as shown in Figure D-1 – Right Hand Rule. Electric fields for wires (i.e., overhead lines), on the other hand, radiate perpendicular to the line. Lateral decrease of the electric and magnetic fields may be assumed to attenuate linearly with distance.

Figure D-1 – Right Hand Rule

6.1.2 Human Exposure Human exposure to electromagnetic fields can be divided into exposure to RF, ELF, and Radiated Magnetic Fields.

6.1.2.1 RF EMF Licensed radio sources for the railway system will have radio frequency (RF) emission limits as per Industry Canada and Health Canada’s Safety Code 6: Limits of Human Exposure to Radiofrequency Electromagnetic Energy in the Frequency Range from 3 kHz to 300 GHz. The limits will ensure human exposure to these fields does not pose a threat to human health.

Microwave radiation is in the range from 300 MHz to 3 GHz. Electrified railways are not considered to be a source of microwave radiations and therefore microwave radiations are not discussed in this report.

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Final Electromagnetic Interference/Electromagnetic Fields Baseline Conditions Report environment for the duration of the train passage). Non-permanent fields do not cause significant thermal effects on human body tissue.

6.1.2.2 ELF EMF The railway ELF EMF will be permanent since the OCS will always be energized under normal operating conditions. There are currently no Canadian-specific standards that regulate power line frequency EMF limits. However, there are three main organizations in North America that have introduced standards that limit power line frequency electromagnetic field exposures from a human health risk perspective:

 The International Commission on Non-Ionizing Radiation Protection (ICNIRP) through their Guidelines for limiting exposure to time-varying electric and magnetic fields, 1 Hz to 100 kHz  The Institute of Electrical and Electronics Engineers (IEEE) through IEEE C95.6 Standard for Safety Levels with Respect to Human Exposure to Electromagnetic Fields 0 to 3 kHz  The American Conference of Governmental Industrial Hygienists (ACGIH).

In combination, these standards set limits for occupational and public settings as well as for workers who have pacemakers. From a health risk perspective, the 60 Hz fundamental frequency electric and magnetic field exposure limits are per Table 4-11 – Exposure Limits for Fundamental Frequency Magnetic Fields.

6.1.2.3 Radiated Magnetic Fields Radiated magnetic fields can be either due to direct current (DC) or alternating current (AC). In order to limit the exposure of passengers and their belongings (such as magnetic media) to both RF transmitter fields and extremely low-frequency (ELF) magnetic fields, specific limits must be verified in both the rolling stock and the passenger compartments as per EN 50500 – Measurement procedures of magnetic field levels generated by electronic and electrical apparatus in the railway environment with respect to human exposure.

6.2 EMI EMI, also called radio-frequency interference (RFI) when in the radio frequency spectrum, is a disturbance generated by an external source, e.g., electronics inside a TPF, which affects an electrical circuit by electromagnetic induction, electrostatic coupling, or conduction. The disturbance caused by EMI may degrade the performance of the circuit or even stop it from functioning. In the case of a data path, these effects can range from an increase in error rate to a total loss of the data. Both man-made and natural sources generate changing electrical currents and voltages that can cause EMI: automobile ignition systems, cell phones, thunder storms, the Sun, and the Northern Lights. EMI frequently affects AM radios. EMI can also affect cell phones, FM radios, and televisions. The concern is that the installation of traction power facilities along the corridor, and the more general case of electrification throughout the corridors, could negatively affect existing electronic devices.

Sources of electromagnetic interference include:

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 The propulsion system’s high voltage and high current operational mode emissions;  Train signaling systems and their associated computer operating codes;  Train control system emissions;  Track to train control circuits; and,  Right-of-way electromagnetic field emission sources.

Electromagnetic interference involves three elements:

 Sources generate electromagnetic fields or energy such as the overhead contact system and the Electric Multiple Unit (EMU).  These sources may interfere with electrical receptors such as railway and substation electrical components or third party devices such as electron microscopes, magnetic resonant imaging devices or antennas.  Potential interference is transmitted through a coupling path through a conductor such as an electric power line or ground wire, or through the air by induction or radiation (often referred to simply as radiation). Coupling paths can be complex, involving both conducted and radiated elements.

These disturbances can be mitigated through various and widely-known industry-standard technical measures, i.e., good engineering practices. This achieves electromagnetic compatibility, which in turn ensures that all electrical and electronic devices can co-exist and function satisfactorily.

6.2.1 Impact of Electrified Railway on Equipment ELF and RF EMF emanating from the railway system may interfere with the proper operation of third- party and Metrolinx equipment. EMC is mainly a concern for EMI sensitive sites as discussed below.

6.2.1.1 EMI Sensitive Sites EMI sensitive sites are often equipped with electrical devices susceptible to EMI, for example:

 Airport navigational aid and communication systems  Radars  Medical imaging equipment  MRIs  Scientific instruments that utilize charged beams or high precision magnet systems  Electron microscopes  Electron beam lithography systems  Focused ion beams  Systems requiring a very stable magnetic field, such as magnetic field imaging devices and nuclear magnetic resonance spectrometers.

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Per IEEE 241, the following facilities are considered to be EMI sensitive sites and may require a degree of control of electromagnetic energy:

 Research and development laboratories for low-noise circuitry work  Research and development laboratories using high-energy radio-frequency devices  Special computer facilities  Test and measurement laboratories  Hospital and other biomedical research and treatment rooms  Railway signaling and communication systems  Airport navigational aid and communication equipment.

For the GO Transit Rail Network Electrification Project, baseline and post-electrification EMI will be measured and verified throughout the corridor, particularly at locations where such facilities as listed above closely neighbour the corridor.

6.2.1.2 ELF EMI The alternating currents and voltages associated with the traction power supply and OCS of an electrified railway system may interfere with nearby communications systems, Wi-Fi networks, including railway communication and signaling systems. ELF EMF is normally the predominant source of interference in the form of magnetic induction. Specifically, alternating current flowing in the OCS, including its harmonics, generates a magnetic field that induces a voltage in nearby communication conductors and equipment in EMI sensitive sites.

For inductive coordination between the OCS and communication conductors, the clearance requirement between the OCS and communication conductors will be as per the Ontario Electrical Safety Code requirement, which will ensure that the inductive interference from the OCS to nearby communication lines is minimized.

Electromagnetic compatibility between the GO Transit Rail Network electrification systems and the current and future Wi-Fi networks in close proximity of the railway (Zone 1 and Zone 2 as defined in Section 3) would be ensured during the detailed design to prevent any interference. To ensure compatibility, Wi-Fi networks compliance to IEEE 802.11 (or IC RSS-210, the Canadian standard for wireless devices) for the specific Wi-Fi frequency bands would be mandatory.

6.2.1.3 RF EMI Intentional radiators (licensed radio sources) pertaining to Metrolinx and third parties may cause interference with each other due to frequency overlap between radio applications. RF noise from the OCS/pantograph interaction may cause interference with nearby RF receivers. It should be noted that the RF noise from the OCS/pantograph interaction will be limited as per EN 50121 via field verification and, as a result of this direct mitigation, interference with nearby RF receptors will be minimized.

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As well, the nonlinear loads in the rolling stock produce harmonic voltages and currents which will introduce harmonic EMFs in the RF range. These harmonics are normally limited to values set forth in industry standards and are not significant.

6.2.1.4 Equipment Impact on Electrified Railway The EMC Control Plan that will be executed by Metrolinx during the detailed design stage will identify and avoid any frequency overlaps between the railway RF receivers and third party RF intentional radiators. The radios pertaining to the railway system will use the frequency allocated to railway radio devices by Industry Canada. Other third party radio devices in the vicinity of the railway system have different frequencies of operation assigned to them by Industry Canada and normally do not interfere with railway radios and vice versa.

The EMC Control Plan will also identify, in detail, the manufacturers and oscillator frequencies, and applicable standards for all COTS equipment deployed for the GO Transit Rail Network Electrification Project. Railway equipment will meet emission and immunity requirements as per EN 50121. It is expected that no significant background electromagnetic radiation, specifically EMI, will be encountered along the GO Transit Rail Network corridors prior to electrification, but this will be verified during the EMI/EMF Impact Assessment phase. It is not expected that nearby third party equipment will interfere with the proper operation of the railway equipment.

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6.2.2 Context for GO Transit Rail Network Electrification Project Table D-1 – EMC Measurement Context for GO Transit Rail Network Electrification Project

When Collected, re: Number of Type of Energy How Measured How Used Electrification Measurements Not Necessary; Temporary RF EMF N/A N/A N/A Field Only Many – Along Corridor, at Verify that ELF EMF limits are not ELF EMF (Environmental) Before / After Handheld Device8 each TPF, other locations. exceeded as per ICNIRP limits. Several – Rolling Stock and Handheld Device and Table Verify that limits are not exceeded as Radiated Magnetic Fields After Passenger Compartments. Top Device9 per EN 50500 limits and ICNIRP limits. Verify that EMI emissions are Many – Along Corridor, at Table Top Devices10; 4-Meter RF EMI Before / After unchanged; verify facilities as per EN each TPF, other locations. Mast; BiLog Antenna 50121. The steps shown in the “How Used” column illustrate direct means by which Metrolinx will address concerns about EMF in all its manifestations. The process that will be followed can be summarized as having two primary components which are:

 Due Diligence – direct assessment of EMF where necessary, either before or after electrification, or both. This includes both the direct measurement of background EMI at locations derived from the development of a list of EMI sensitive sites, as reported upon in the EMI/EMF Impact Assessment, and the direct measurement of background ELF EMF, reported upon in this report.  EMC Control – industry-standard design and development. The identification of all equipment that is a source of EMF, and listing this equipment in the EMC Control Plan, provides a means to assure that facilities and equipment meet the requirements as per EN 50121 and a means to assure that EMI emissions from the facilities meet industrial guidelines. Measurement of EMF generated by equipment provides a means to assure that equipment meets exposure limits as per ICNIRP guidelines and EN 50500 limits.

8 The measurement of environmental ELF EMF can be accomplished using a F. W. Bell 4100 Series ELF Gauss/Tesla Meter, an industry-standard device for such measurements. 9 The measurement of radiated magnetic fields can be accomplished using a Narda Exposure Level Tester and a Narda Electric and Magnetic Field Analyzer, industry-standard devices for such measurements. 10 The measurement of RF EMI can be accomplished using, in addition to a 4-meter mast and a bilog antenna, an Agilent MXE N9038A EMI receiver and supporting PC-based analysis software, industry-standard tools for such measurements.

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E. Calibration Information (Appendix E)

Figure E-1 – Purchase Receipt – Calibration Certificate for F. W. Bell 4150 Gaussmeter

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Table E-2 – EMC Equipment Calibration List

Last Cal Next Cal Equipment Manufacturer Model # Ref. Serial # Test dd/mm/yy dd/mm/yy Radiated Emissions BiLog Chase CBL6111 CO17 1169 22-Aug-15 22-Aug-17 RE11 Receiver Agilent N9038A C325 MY52130004 14-Jan-16 14-Aug-17 RE ELF Gauss Meter F. W. Bell 4150 1541003 9-Nov-15 9-Nov-16 RE Multimeter F1uke 87 C445 59890224 3-Aug-15 3-Aug-16 RE General Laboratory Equipment Multimeter Fluke 87 C405 49050672 3-Aug-15 3-Aug-16 Multimeter Fluke 8062A C452 4715199 3-Aug-15 3-Aug-16 Pressure/Temperature/RH Extech SD700 C480 Q668876 3-Aug-15 3-Aug-16

11 RE = Radiated Emissions

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