GO Rail Network Electrification Project Final Environmental Project Report Addendum

APPENDIX E: Land Use and Socio- Economic Impact Assessment Report

GO Rail Network Electrification Addendum Land Use & Socio-Economic Impact Assessment Report

18-Dec-2020

Prepared by:

Contract: QBS-2014-IEP-002 Revision 00 Authorization

X X Nick Crockford, Morrison Hershfield Amber Saltarelli Author Task Lead

X Andrew Gillespie Program Manager

REVISION HISTORY

Revision No. Date Purpose of Submittal Comments

00 18-Dec-2020 Final Submission to N/A

This submission was completed and reviewed in accordance with the Quality Assurance Process for this project.

Revision 00 18-Dec-2020

Table of Contents

Executive Summary ...... i 1 Introduction ...... 1 1.1 Purpose ...... 1 1.2 Project Scope ...... 2 Hydro One Project Components ...... 3 Metrolinx Project Components ...... 3 Overhead Contact System (OCS) ...... 3 Study Area ...... 4 2 Methodology ...... 6 2.1 Report Organization ...... 7 2.2 Approach ...... 7 Review of Background Information ...... 7 Gap Analysis ...... 8 3 Land Use Impact Assessment ...... 11 3.1 Footprint Impacts – Rail Corridor ...... 11 OCS: Section USRC 1 – UP Express Union Station to Don Yard Layover ...... 11 3.2 Footprint Impacts – Lakeshore West Corridor ...... 11 OCS: Section LSW-1 – West of Bathurst Street (Mile 1.20) to Mimico Station ...... 11 OCS: Section LSW-2 – Mimico Station to Long Branch Station ...... 11 Potential Effects and Mitigation Measures ...... 11 OCS: Section LSW-3 – Long Branch Station to Port Credit Station...... 11 OCS: Section LSW-4 – Port Credit Station to Clarkson Station ...... 11 OCS: Section LSW-5 – Clarkson Station to Oakville Station ...... 11 OCS: Section LSW-6 – Oakville Station to Bronte Station ...... 11 OCS: Section LSW-7 – Bronte Station to Appleby Station ...... 11 OCS/New Layover Facility – Walkers Line Layover: Section LSW-8 – Appleby Station to Burlington Station (MP 31.5) ...... 12 Potential Effects and Mitigation Measures ...... 12 3.3 Footprint Impacts – Kitchener Corridor ...... 12 OCS: Section KT-1 – Up Express Spur (At Highway 427) to Malton Station ...... 12 Potential Effects and Mitigation Measures ...... 12 OCS: Section KT-2 – Malton Station to Bramalea Station ...... 12 Potential Effects and Mitigation Measures ...... 12 3.4 Footprint Impacts – Barrie Corridor ...... 13

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OCS: Section BR-1 – Parkdale Junction to ...... 13 OCS: Section BR-2 – Caledonia Station to Station ...... 13 OCS: Section BR-3 – to Rutherford Station ...... 13 Potential Effects and Mitigation Measures ...... 13 OCS: Section BR-4 – Rutherford Station to King City Station ...... 13 OCS: Section BR-5 – King City Station to Bathurst Street ...... 13 OCS: Section BR-6 – Bathurst Street to Aurora Station ...... 13 Potential Effects and Mitigation Measures ...... 13 OCS: Section BR-7 – Aurora Station to East Gwillimbury Station ...... 14 Potential Effects and Mitigation Measures ...... 14 OCS: Section BR-8 – East Gwillimbury Station to Bradford Station ...... 14 OCS: Section BR-9 – Bradford Station to 13th Line ...... 14 OCS: Section BR-10 – 13th Line to 6th Line Section ...... 14 OCS: Section BR-11 – 6th Line Section to Barrie South Station ...... 14 OCS: Section BR-12 – Barrie South Station to Allandale Waterfront Station ...... 14 Potential Effects and Mitigation Measures ...... 14 3.5 Footprint Impacts – Stouffville Corridor ...... 14 OCS: Section SV-1 – Scarborough Junction to Agincourt Station ...... 14 OCS: Section SV-2 – Agincourt Station to Milliken Station ...... 15 OCS: Section SV-3 – Milliken Station to Unionville Station ...... 15 Potential Effects and Mitigation Measures ...... 15 OCS/New Storage Facility – Unionville Storage Yard: Section SV-4 – Unionville Station to Markham Station ...... 15 Potential Effects and Mitigation Measures ...... 15 OCS: Section SV-5 – Markham Station to Mount Joy Station ...... 16 Potential Effects and Mitigation Measures ...... 16 OCS: Section SV-6 – Mount Joy Station to Stouffville Station ...... 16 OCS: Section SV-7 – Stouffville Station to Lincolnville Station ...... 17 3.6 Footprint Impacts – Lakeshore East Corridor ...... 17 OCS: Section LSE-1 – Don Yard Layover to Danforth Station ...... 17 OCS: Section LSE-2 – Danforth Station to Scarborough Station ...... 17 OCS: Section LSE-3 – Scarborough Station to Guildwood Station ...... 17 OCS: Section LSE-4 – Guildwood Station to Rouge Hill Station ...... 17 OCS: Section LSE-5 – Rouge Hill Station to Pickering Station ...... 17 OCS: Section LSE-6 – Pickering Station to Ajax Station ...... 17 OCS: Section LSE-7 – Ajax Station to Whitby Station ...... 17 OCS: Section LSE-8 – Whitby Station to Oshawa Station ...... 17

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Potential Effects and Mitigation Measures ...... 17 3.7 Operations and Maintenance Impacts ...... 18 3.8 Construction Impacts ...... 18 4 Socio-Economic Impact Assessment ...... 19 4.1 Provincial and Regional Planning Effects ...... 19 Development with Floodplains ...... 19 Oak Ridges Moraine ...... 20 Coordination with Municipal Planning ...... 20 Greenbelt Plan ...... 20 Eruv ...... 22 4.2 Socio-Economic Effects Common to All Corridors ...... 23 4.3 Footprint Impacts – Union Station Rail Corridor ...... 24 OCS: Section USRC 1 – UP Express Union Station to Don Yard Layover ...... 24 4.4 Footprint Impacts – Lakeshore West Corridor ...... 24 OCS: Section LSW-1 – West of Bathurst Street (Mile 1.20) to Mimico Station ...... 24 OCS: Section LSW-2 – Mimico Station to Long Branch Station ...... 24 Potential Effects and Mitigation Measures ...... 25 OCS: Section LSW-3 – Long Branch Station to Port Credit Station...... 25 OCS: Section LSW-4 – Port Credit Station to Clarkson Station ...... 25 OCS: Section LSW-5 – Clarkson Station to Oakville Station ...... 25 OCS: Section LSW-6 – Oakville Station to Bronte Station ...... 25 OCS: Section LSW-7 – Bronte Station to Appleby Station ...... 25 OCS/New Layover Facility – Walkers Line Layover: Section LSW-8 – Appleby Station to Burlington Station (MP 31.5) ...... 25 4.5 Footprint Impacts – Kitchener Corridor ...... 26 OCS: Section KT-1 – Up Express Spur (At Highway 427) to Malton Station ...... 26 Potential Effects and Mitigation Measures ...... 26 OCS: Section KT-2 – Malton Station to Bramalea Station ...... 27 Potential Effects and Mitigation Measures ...... 27 4.6 Footprint Impacts – Barrie Corridor ...... 27 OCS: Section BR-1 – Parkdale Junction to Caledonia Station ...... 27 OCS: Section BR-2 – Caledonia Station to Downsview Park Station ...... 27 OCS: Section BR-3 – Downsview Park Station to Rutherford Station ...... 27 Potential Effects and Mitigation Measures ...... 28 OCS: Section BR-4 – Rutherford Station to King City Station ...... 28 OCS: Section BR-5 – King City Station to Bathurst Street ...... 28 OCS: Section BR-6 – Bathurst Street to Aurora Station ...... 28

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Potential Effects and Mitigation Measures ...... 29 OCS: Section BR-7 – Aurora Station to East Gwillimbury Station ...... 29 Potential Effects and Mitigation Measures ...... 30 OCS: Section BR-8 – East Gwillimbury Station to Bradford Station ...... 30 OCS: Section BR-9 – Bradford Station to 13th Line ...... 30 OCS: Section BR-10 – 13th Line to 6th Line Section ...... 30 OCS: Section BR-11 – 6th Line Section to Barrie South Station ...... 30 OCS: Section BR-12 – Barrie South Station to Allandale Waterfront Station ...... 30 Potential Effects and Mitigation Measures ...... 31 4.7 Footprint Impacts – Stouffville Corridor ...... 31 OCS: Section SV-1 – Scarborough Junction to Agincourt Station ...... 31 OCS: Section SV-2 – Agincourt Station to Milliken Station ...... 32 OCS: Section SV-3 – Milliken Station to Unionville Station ...... 32 Potential Effects and Mitigation Measures ...... 32 OCS /New Storage Facility – Unionville Storage Yard: Section SV-4 – Unionville Station to Markham Station ...... 32 Potential Effects and Mitigation Measures ...... 33 OCS: Section SV-5 – Markham Station to Mount Joy Station ...... 33 Potential Effects and Mitigation Measures ...... 34 OCS: Section SV-6 – Mount Joy Station to Stouffville Station ...... 34 Potential Effects and Mitigation Measures ...... 35 OCS: Section SV-7 – Stouffville Station to Lincolnville Station ...... 35 4.8 Footprint Impacts – Lakeshore East Corridor ...... 35 OCS: Section LSE-1 – Don Yard Layover to Danforth Station ...... 35 OCS: Section LSE-2 – Danforth Station to Scarborough Station ...... 35 OCS: Section LSE-3 – Scarborough Station to Guildwood Station ...... 35 Potential Effects and Mitigation Measures ...... 36 OCS: Section LSE-4 – Guildwood Station to Rouge Hill Station ...... 36 OCS: Section LSE-5 – Rouge Hill Station to Pickering Station ...... 36 OCS: Section LSE-6 – Pickering Station to Ajax Station ...... 36 OCS: Section LSE-7 – Ajax Station to Whitby Station ...... 36 Potential Effects and Mitigation Measures ...... 36 OCS: Section LSE-8 – Whitby Station to Oshawa Station ...... 36 Potential Effects and Mitigation Measures ...... 37 4.9 Operations and Maintenance Impacts ...... 37 Overhead Contact System ...... 37 4.10 Construction Impacts ...... 38

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5 Monitoring Activities and Commitments ...... 39 6 Summary of Effects and Mitigation Measures ...... 40

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Tables

Table 0-1: References and Supporting Documentation ...... Table 1-1: Summary of New Track & Facilities TPAP Scope of Work ...... 2 Table 2-1: Types of Impacts ...... 6 Table 2-2: Municipalities Traveresed by Proposed Infrastructure ...... 8 Table 2-3: Definitions of Generic Land Use Designations ...... 9 Table 4-1: Sensitive Facilities Within the Vicinity of BR-7 ...... 29 Table 4-2: Sensitive Facilities Within the Vicinity of the BR-12 Corridor ...... 31 Table 4-3: Sensitive Facilities Within the Vicinity of the SV-4 Corridor ...... 32 Table 4-4: Sensitive Facilities Within the Vicinity of the SV-5 Corridor ...... 33 Table 4-5: Sensitive Facilities Within the Vicinity of the SV-6 Corridor ...... 34 Table 4-6: Sensitive Facilities Within the Vicinity of the Rail Corridor ROW ...... 37 Table 6-1: Summary of Potential Effects, Mitigation Measures and Monitoring - Socio-Economic and Land Use ...... 40 Figures

Figure 1-1: GO Transit Network ...... 1 Figure 1-2: How the System Will Work ...... 3 Figure 1-3: GO Rail Network Electrification TPAP Addendum Study Area ...... 5 Figure 4-1: Toronto Eruv Boundary ...... 23 Appendices

APPENDIX A: Additional OCS Infrastructure Area Zone Maps

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Documents

TABLE 0-1: REFERENCES AND SUPPORTING DOCUMENTATION

Reference Title Environmental Assessment Act, Regulation 231/08 Ontario Regulation 231/08 – Transit Projects and Metrolinx (https://www.ontario.ca/laws/regulation/080231) Undertakings, July, 2015 Metrolinx GO Rail Network Electrification Environmental Project (http://www.metrolinx.com/en/electrification/electric.aspx) Report & Appendices, 2017 Gannett Fleming New Track and Facilities TPAP –Land Use & Socio- Economic Baseline Conditions Report, 2020 Gannett Fleming New Track & Facilities TPAP – Final Draft Land Use and Socio-Economic Impact Assessment Report, 2020

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Executive Summary

Metrolinx is undertaking a Significant Addendum to the 2017 Transit Project Assessment Process (TPAP) Environmental Assessment (EA) for electrification of the GO Transit Rail Network that was completed under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings. The purpose of the Significant Addendum is to assess additional electrification infrastructure required for new tracks and layover facilities (which are being studied as part of separate Metrolinx studies called “New Track & Facilities TPAP” and “Scarborough Junction Grade Separation TPAP”) proposed across various portions of the GO Rail Network that were not previously examined as part of the 2017 Environmental Project Report (EPR). It is noted that a separate assessment for the electrification of infrastructure associated with the Scarborough Junction Grade Separation TPAP has been undertaken and as such is not documented within this report. The addendum to the undertaking will entail design and implementation of an Overhead Contact System (OCS) for the new infrastructure. The assessment documented in this report is limited to the additional electrification components required to electrify the new track/track upgrades and layover/storage yard facilities. Below is a brief summary of the expected potential land use and socio-economic effects and mitigation measures for each corridor. It should be noted that the assessment of socioeconomic effects such as those related to Visual/Aesthetics, Noise & Vibration, Electromagnetic Interference/Electromagnetic Fields, and Air Quality have been detailed in the following reports: • Air Quality Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix F • Noise and Vibration Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix G • EMI/EMF Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix J (for information related to electrification of the layover facilities). • Visual Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix H

Union Station Rail Corridor

There is no additional infrastructure proposed in the corridor beyond what was previously assessed as part of the 2017 Electrification EPR.

Lakeshore West Corridor Further coordination with local municipalities will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. There are no sensitive facilities within the Lakeshore West Corridor in the vicinity of the OCS Impact Zone. Recreational amenities along the Lakeshore West Corridor include a number of parks, sporting amenities and cycle paths. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual designs developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational

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amenities will be reviewed in further detail during future project phases, and if required, the relevant municipalities will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Overall, there are no adverse land use and/or socio-economic impacts anticipated.

Kitchener Corridor The proposed infrastructure is compatible with surrounding land uses and there are no foreseen negative impacts resulting from their siting. Further coordination with the local municipality will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. OCS infrastructure will be installed within the ROW and consequently will not have a footprint impact on adjacent lands. Paul Coffey Park (formerly Wildwood Park), in the City of Mississauga, is the only large park that borders the Kitchener Corridor. There are no anticipated adverse effects on this recreational amenity due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the City of Mississauga will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Overall, there are no adverse land use and/or socio-economic impacts anticipated.

Barrie Corridor Generally, the infrastructure is compatible with surrounding land uses and therefore there are no foreseen negative impacts from their siting. Further coordination with local municipalities will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. There are seven sensitive facilities within proximity of the proposed OCS impact zone: Aurora Early Learning Centre, Aurora Montessori School, Newmarket Community Centre and Lions Hall, Newmarket Recreational Youth Centre & Sk8 Park, Church on the Go, Mill Creek Care Center and the Southshore Community Centre. All are within 60m from the OCS impact zone. There are a number of park and recreational features along the Barrie Corridor including Finch Hydro Corridor Trail, Barley Smith Greenway South Trail, Sheppard’s Bush Conservation Area, Bailey Ecological Park, Wesley Brooks Conservation Area, Mabel Davis Conservation Area, Audrie Sanderson Park, Foxtail Ridge Parkette, Fairy Lake Park, All Our Kids Playpark, Lovers Creek Ravine, Allandale GO Station Park and the South Shore Park. In addition, a portion of the Trans Canada Trail crosses the rail corridor on Minets Point Road. There are numerous cycling routes and pedestrian trails along the corridor as well. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the relevant municipalities will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities.

Overall, there are no adverse land use and/or socio-economic impacts anticipated.

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Stouffville Corridor The proposed infrastructure is compatible with surrounding land uses and there are no foreseen negative impacts resulting from their siting. Further coordination with local municipalities will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. However there are six sensitive facilities (Bill Crothers Secondary School, Unionville Home Society, Little Readers Academy, Markham Montessori, Mount Joy Community Centre and Olive Branch Community Church), within the Stouffville Corridor (SV-4 to SV-6); the closest of these facilities is 10m from the OCS Impact Zone. Recreational amenities along the Stouffville Corridor include Mount Joy Lake Park, Rouge Park, Exhibition Creek natural areas, as well as several cycling routes and trails. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the relevant municipalities will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Overall, there are no adverse land use and/or socio-economic impacts anticipated. Lakeshore East Corridor Further coordination with local municipalities will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. There are no sensitive facilities within the Lakeshore East Corridor in the vicinity of the OCS Impact Zone. Recreational amenities along the Lakeshore East Corridor include McCowan District Park and a planned cycling route by the Town of Whitby. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the relevant municipalities will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other Socio-Economic Effects The detailed assessment of socio-economic effects such as those related to Visual/Aesthetics, Noise & Vibration, Electromagnetic Interference/Electromagnetic Fields, and Air Quality have been detailed in the following reports: • Air Quality Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix F • Noise and Vibration Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix G • EMI/EMF Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix J (for information related to electrification of the layover facilities). • Visual Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix H

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The socio-economic effects associated with the electrification addendum undertaking are generally positive for riders and the general public, and include: • Faster service o Electric trains can accelerate faster and stay at top speed for longer, saving time for riders. • Reduced congestion o By attracting additional riders, frequent electric train service reduces road congestion. • A more frequent and reliable service o Electric trains allow for more frequent service, reducing reliance on scheduled trips and increasing the number of available seats. • Lower operating and maintenance costs o Electric trains have lower operating costs and require less maintenance than diesel trains. • Improved local air quality and noise levels. o The use of electric trains will reduce the amount of greenhouse gas emissions from rail transport regionally, leading to improved local air quality. Electric trains are also generally quieter than diesel trains, reducing the amount of noise that would otherwise be generated as service increases. Short Term Construction Phase Impacts Construction activities associated with the Electrification Project are anticipated to be temporary, short- term and localized in nature. There is the potential for minor, temporary effects on land uses during construction due to construction staging areas, equipment storage areas, etc., that may be required, as well as short term nuisance effects on nearby residents (e.g., dust, noise, and vibration); however, these effects will cease once construction has finished. Refer to EPR Addendum Appendix F and G for a discussion of air quality and noise/vibration mitigation measures applicable to the construction phase. Potential effects to sensitive facilities resulting from the construction of the electrification components (e.g., OCS) may include nuisance effects such as noise, vibration, and temporary traffic effects (e.g., temporary detours); however, these effects will cease once construction has finished. Mitigation Measures Proper fencing should be erected around all work areas prior to commencement of any earth moving, clearing or construction activities in order to prevent encroachment on adjacent properties. Fencing should remain for the duration of the work and be periodically inspected to ensure it is in good repair. Staging options should be developed to minimize potential effects on local access and travel patterns, where possible. Construction Management Plans as well as Traffic Management Plans should be developed prior to commencing construction and circulated to local municipalities/road authorities for review and discussion.

Overall, there are no adverse land use and/or socio-economic impacts anticipated.

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1 Introduction

The population of the Greater Toronto Hamilton Area (GTHA) is increasing, and with it, traffic congestion. Metrolinx is committed to improving the GO Transit system to bring 15-minute, two-way electrified service to core parts of the rail network (see Figure 1-1) through the Regional Express Rail (RER) program, also known as GO Expansion. As a component of the regional transportation plan, , GO Expansion supports Metrolinx’s goal of transforming the GO system into a comprehensive regional rapid transit network.

FIGURE 1-1: GO TRANSIT NETWORK

As part of GO Expansion, Metrolinx is already starting to transform the existing GO rail system from a commuter service to a whole new rapid transit experience. To this end, Metrolinx is undertaking several Transit Project Assessment Processes (TPAP) under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for various new infrastructure requirements (i.e., new tracks, new layover facilities, electrification infrastructure etc.) along the Union Station, Lakeshore West, Kitchener, Barrie, Stouffville, Lakeshore East, and Richmond Hill Rail Corridors which require Environmental Assessment (EA) approval. The OnCorr Program is intended to support the planning, design and construction of new infrastructure within the existing GO rail corridors and includes consideration of the need for new structures or facilities (such as grade separations and layover sites), track work and electrification systems. As part of the OnCorr Program, corridor-wide studies have been initiated for air quality, noise and vibration and vegetation removal and compensation.

1.1 Purpose The purpose of this report is to document the Land Use and Socio-Economic Impact Assessment that was carried out as part of the Significant Addendum to the 2017 GO Rail Network Electrification TPAP, including identification of potential effects, a description of proposed avoidance/mitigation/compensation measures (if required) and monitoring/commitments. This report assess additional electrification infrastructure required for new/upgraded tracks and layover facilities (which are being studied as part of a separate Metrolinx study called “New Track & Facilities

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TPAP”) proposed across various portions of the GO Rail Network that were not previously examined as part of the 2017 Environmental Project Report (EPR).

1.2 Project Scope Since the completion of the 2017 GO Rail Network Electrification TPAP, Metrolinx has identified several infrastructure requirements including new/upgraded tracks, switches, and new layover facilities at various locations to achieve established service level targets across the network which have been summarized in Table 1-1 below: TABLE 1-1: SUMMARY OF NEW TRACK & FACILITIES TPAP SCOPE OF WORK

Rail Corridor Approximate Number New GO New Layover/ Bridge Electrification Kilometers of of New Station Storage Expansions/ New Track1 Switches Platforms Facilities Modifications Lakeshore 6.14 61 • None • Walkers • No • No West Line Layover Facility Kitchener 7.44 23 • None • None • No • No Barrie 12.41 33 • None • None • No • No Stouffville 2.13 11 • Mount Joy • Unionville • No • No GO Station Storage • Unionville Yard GO Station Lakeshore 5.672 23 • Oshawa GO • None • Yes • No East Station (Expansion of Thickson Rd Bridge) Richmond Hill3 4.29 3 • None • Don Valley • Yes, to • Yes – up to Layover accommodate Mile 4.4. on Facility (Don Electrification Bala Branch)4 Subdivision

The scope of this Significant Addendum to the GO Rail Network Electrification TPAP includes examining the potential environmental effects of building, operating and maintaining the electrification infrastructure needed to electrify the additional infrastructure being assessed as part of the separate New Track and Facilities (NT&F) TPAP and Scarborough Junction Grade Separation TPAP. This Land Use and Socio-Economic Impact Assessment report is being prepared for all areas that fall outside of the previously approved/assessed OCS Impact/Vegetation Clearance Zone identified as part of the 2017 GO Rail Network Electrification TPAP. As such, the infrastructure and associated area that is subject to this assessment will herein be referred to as the additional OCS infrastructure area. It is noted

1 Includes new track proposed within layover/storage yard facilities 2 Includes proposed retaining walls in select locations. 3 The electrification of the Richmond Hill Rail Corridor along with other infrastructure proposed is being assessed as part of the scope of work of the New Track & Facilities TPAP. As such, an assessment of impacts for this corridor is not captured within this assessment. 4 Includes proposed retaining walls in select locations.

2 Revision 00 18-Dec-2020 GO Rail Network Electrification Addendum Land Use & Socio-Economic Impact Assessment Report that a separate assessment for the electrification of infrastructure associated with the Scarborough Junction Grade Separation TPAP has been undertaken and as such is not documented within this report. The Land Use and Socio-Economic Impact Assessment has relied on the baseline conditions study completed as part of the NT&F TPAP and those completed for the 2017 GO Rail Network Electrification Impact Assessment. Hydro One Project Components Electrification of the GO Transit network requires electrical power to be supplied from Ontario’s electrical system through Hydro One’s existing high voltage grid. This will entail construction of new tap structures that will draw the necessary electrical power from Hydro One’s existing 230kV grid. From there, the power will be conveyed to new Traction Power Substations (TPS) via 230kV high voltage connections routes (either aerial or underground), where it will then be stepped down to the appropriate voltage of 25kV for distribution along the electrified GO system (see Figure 1-2). No additional Hydro One components are being assessed as part of this report.

FIGURE 1-2: HOW THE SYSTEM WILL WORK Metrolinx Project Components Metrolinx will be responsible for all of the ‘downstream elements’ of the system from the demarcation point including all traction power distribution components and ancillary works required for operation of the electrified system (see Figure 1-2). Overhead Contact System (OCS) The Overhead Contact System (OCS) is a fundamental component of the traction power distribution system composed of OCS pole foundations, portal/cantilever poles, and contact, autotransformer and feeder wires. The OCS consists of a wiring system (i.e., messenger wire and contact wire) that provides efficient transfer of traction power to the pantograph, mounted on the train, and then to the electric drive motors. The OCS configuration is generally dependent on a combination of factors including train speed, wire size, system height (i.e., maximum space between contact wire and messenger wire), climatic conditions, the height of the wire above the track, and track alignment. The OCS will be suspended from several steel support structures (i.e., portals and cantilevers) placed along the corridors, including on bridges and overpasses, where required. Generally, the number of tracks to be spanned dictates the type of structure required (i.e., portals are typically used when spanning three or more tracks, whereas cantilevers are used when two or less tracks are spanned).

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Study Area The Study Area for the Significant Addendum to the GO Rail Network Electrification TPAP includes the following components (see Figure 1-3): 1. Union Station Rail Corridor (USRC) – From UP Express Union Station to Don Yard Layover 2. Lakeshore West Corridor – From just west of Bathurst Street (Mile 1.20) to Burlington 3. Kitchener Corridor – From UP Express Spur5 (at Highway 427) to Bramalea 4. Barrie Corridor – From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station 5. Stouffville Corridor – From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station 6. Lakeshore East Corridor – From Don Yard Layover to Oshawa GO Station It should be noted that the electrification of the UP Express Route (along a portion of the Union Station Rail Corridor and Kitchener Corridor) 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 assessed as part of the two previous EA projects: • Metrolinx Electrification Transit Project Assessment (June, 2014) • Hydro One Union Pearson Express Electrification Traction Power Substation Class Environmental Assessment - Environmental Study Report (2014) A separate Insignificant TPAP Addendum to the 2014 UP Express EPR is currently being prepared to address impacts associated with changes to the 2014 TPAP study area. As such, no additional assessment of UP Express electrification infrastructure is included within the scope of this report. It is acknowledged that there are a number of additional ongoing TPAP studies that are being undertaken by Metrolinx which have overlapping study areas with the GO Rail Network Electrification Project, including but not limited to: • Ontario Line TPAP • Stouffville Grade Separations TPAP • Scarborough Junction Grade Separation TPAP • Network-Wide Structures Project (Significant Addenda to the Barrie Rail Corridor Expansion TPAP) No additional assessment of impacts associated with infrastructure proposed as part of the undertakings referenced above are discussed within this report. Please refer to the technical studies/reports prepared for these separate undertakings for further information.

5 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 TPAP.

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FIGURE 1-3: GO RAIL NETWORK ELECTRIFICATION TPAP ADDENDUM STUDY AREA

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2 Methodology

The baseline conditions information contained in the GO Rail Network Electrification TPAP Land Use and Socio-economic Baseline Conditions Report (Morrison Hershfield, 2017), as well as the New Track & Facilities TPAP Land Use and Socio-Economic Baseline Conditions Report (Gannett Fleming, 2020) were used as the basis from which the potential effects of the GO Rail Network Electrification Project Addendum were assessed. Based on the conceptual engineering design developed for the Project, an impact analysis approach was taken which involved the following two steps: 1. Identify potential effects (positive and negative); and 2. Establish avoidance / mitigation / compensation measures to eliminate or minimize potential negative effects (as required).

For purposes of differentiating the various types of potential environmental effects related to the GO Transit Rail Network Electrification Project, effects were characterized and grouped as seen in Table 2-1. TABLE 2-1: TYPES OF IMPACTS

Potential displacement or loss of existing land use and socio- economic features within the Project Study Area due to the Footprint Impacts implementation of the physical electrification project components/infrastructure. Operations and Maintenance Potential longer term effects due to operations and maintenance Impacts activities associated with the electrified GO Transit network. Potential shorter term effects due to construction activities Construction Impacts associated with the Electrification Project.

Following identification of potential impacts, mitigation measures were identified (if required) based on a combination of best management practices and development of project-specific mitigation measures, as appropriate, to address project-specific impacts. Features shown on GIS maps and described in past studies were strategically ground-truthed to ensure that all potentially impacted features were accurately located on the maps. The assessment of impacts then relied on these maps to identify potential conflicts between project components and existing/planned land use, as well as effects on socio-economic conditions. A GIS overlay exercise was completed utilizing preliminary conceptual design information from the NT&F TPAP to complete a gap analysis. Specifically, a 7 m Overhead Contact System (OCS)/Vegetation Clearance Zone was applied to the NT&F TPAP proposed infrastructure (including track and layover facilities) and compared against the previously approved/assessed OCS Impact/Vegetation Clearance Zone identified in the GO Rail Network Electrification EPR concept mapping (see Appendix A).

For the purposes of this study, “sensitive receptor facilities” are defined as the following: child care centres, schools, long term care centres, hospitals and community landmarks. Community landmarks were not included as part of the 2017 Electrification Land Use & Socio-Economic Assessment but have since been incorporated based on information presented within the Baseline Conditions Report for the New Track & Facilities TPAP. “Sensitive receptors” more generally are defined in the Baseline Reports from the other disciplines assessing socio-economic effects as follows:

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• Visual/Aesthetics: Historic buildings and districts, other important cultural resources (like parks, recreation areas, and stream corridors), important scenic views, and residential areas (see Appendix H of the EPR Addendum). • Noise/Vibration: Residences, hotels, motels, campgrounds, schools, universities, libraries, daycare centres, hospitals and clinics, nursing / retirement homes, and churches and places of worship (see Appendix G of the EPR Addendum). • Air Quality: The methodology that was employed does not include the identification of sensitive receptors (see Appendix F of the EPR Addendum). • Electromagnetic Interference (EMI)/Electromagnetic Fields (EMF): Airports, hospitals, laboratories, and other locations with equipment that may be EMI-sensitive (see Appendix J of the EPR for information related to electrification of the layover facilities).

2.1 Report Organization Section 3 of this report provides a detailed assessment of the anticipated effects and mitigation measures associated with the Project. Sections 3.1 to 3.6 have been organized to describe the land use footprint impacts associated with the physical electrification project components by rail corridor basis. In these sections, potential effect and mitigation measures are described for each OCS structure and layover facility, where applicable. Sections 3.7 and 3.8 describe effects to land use related to operations & maintenance, and construction, respectively. An assessment of socio-economic effects is provided in Section 4, which includes a discussion of compliance with provincial and regional planning effects (Section 4.1) and the overall socio-economic effects of the Project common to all corridors (Section 4.2). Footprint effects with their respective mitigation measures are divided by corridor (Sections 4.3 to 4.8), followed by operations & maintenance effects and construction effects (Sections 4.9 and 4.10, respectively).

2.2 Approach Review of Background Information All Ontario municipalities are required to ensure planning decisions are consistent with provincial planning directives. In accordance with Section 3 of the Planning Act, a Provincial Policy Statement (PPS) was issued on May 1, 2020. The purpose of the PPS is to provide policy direction on matters of provincial interest related to land use planning and development. Objectives of the PPS include: • Building strong healthy communities; • Wise use and management of resources; and • Protecting public health and safety. Similarly, municipal planning decisions must not conflict with The Growth Plan for the Greater Golden Horseshoe (2019), which provides a framework for managing growth in the Greater Golden Horseshoe. The Growth Plan provides: • Direction on where and how to grow; • The provision of infrastructure to support growth; and

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• For the protection of natural systems and the cultivation of a culture of conservation. Each municipality has an Official Plan and applicable zoning by-laws to manage growth. Land use conflicts or compatibility are addressed at this level. Many municipalities have also developed Secondary Plans for specific neighbourhoods to provide additional direction to manage and guide growth in these areas. The descriptions under the Land Use sections are focused on the specific policies (e.g., zoning, Secondary Plans) for where development is planned within the vicinity of the rail corridor study area (e.g., multi-use paths, development applications). The rail corridor segments assessed in this study traverse several upper-, lower-, and single-tier municipalities; those impacted by the GO Rail Network Electrification TPAP Addendum are listed below. TABLE 2-2: MUNICIPALITIES TRAVERESED BY PROPOSED INFRASTRUCTURE Corridor Municipalities Traversed by Proposed Infrastructure Union Station • City of Toronto Lakeshore West • Halton Region • City of Burlington • City of Toronto

Kitchener • Region of Peel • City of Mississauga • City of •

Barrie • York Region • Town of Aurora • City of Barrie • Simcoe County • Town of Newmarket • City of Toronto Stouffville • Region of York • City of Markham Lakeshore East • Region of Durham • City of Oshawa • City of Toronto • Town of Whitby

Available mapping data and other information was collected from the following sources and reviewed to identify existing and planned land uses: • Previously completed TPAPs in the vicinity of the study area; • Municipal Official Plans (including zoning by-laws and Secondary Plans); • Cycling and/or recreational plans; • Trail Master Plans; • Available municipal open data (i.e., publicly available online GIS data created by municipalities pertaining to the location of sensitive facilities, such as schools, hospitals and long-term care facilities); • Land Information Ontario (LIO); and • Previously completed TPAPs. Gap Analysis A GIS overlay exercise was completed utilizing preliminary conceptual design information from the NT&F TPAP to complete a gap analysis. Specifically, a 7 m Overhead Contact System (OCS)/Vegetation Clearance Zone was applied to the NT&F TPAP proposed infrastructure (including track and layover facilities) and compared against the previously approved/assessed OCS Impact/Vegetation Clearance Zone identified in the GO Rail Network Electrification EPR concept mapping (see Appendix A). As a first step, land use and socio-economic data collected for the 2017 GO Rail Network Electrification EPR was retrieved and reviewed. The Draft Land Use & Socio-Economic Baseline Conditions and Impact Assessment Reports, prepared as part of the NT&F TPAP were also reviewed in order to identify

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To improve readability of the land use maps, land use designation was standardized across the various municipalities into eleven categories, based on commonly used designations in Official Plans produced by municipalities across Ontario. The land uses are defined in Table 2-3 below.

TABLE 2-3: DEFINITIONS OF GENERIC LAND USE DESIGNATIONS Land Use Designation Definition Low Density Residential Primarily characterized by residential buildings that consist of single detached, semidetached, duplexes, triplexes, townhouses, row houses, and walk-up apartments that are three storeys or less. Medium-High Density Residential Primarily characterized by apartment and condominium buildings that are greater than three storeys or less. Mixed Use Area Characterized by a mix of residential, commercial, institutional, and/or office uses. While density may vary from one location to another, there is a general presumption that these areas seek to encourage density relative to low density residential neighborhoods. Employment/Industrial Primarily characterized by office and light-to-heavy industrial uses and other facilities or structures necessary for their operation. Utilities/Transportation Currently or planned to be used for the provision of utility or transportation infrastructure, or any ancillary use to the aforementioned. Agricultural/Rural Primarily characterized by agricultural and farm related uses. This includes structures and facilities that are necessary for the growing and raising of crops and livestock along with any supportive functions for agricultural operation. Structures devoted to the sale of products produced on the respective properties and other uses required to support a local rural population are also found within these areas. Parks/Open Space/Recreational Area Public or private lands where generally little development occurs aside from recreational or cultural facilities. Related land uses may include parks, sports fields, golf courses, cemeteries, open space corridors, and other recreational spaces. Natural Area Designated by municipalities as locally significant natural habitats. Generally, no development can occur within natural areas, but some exceptions can include small operational facilities for conservation areas and nature trails. Natural Areas can widely vary and may be characterized by forests, fields, ravines, waterfront spaces, wetlands and marshes. Environmental Protected Provincially recognized lands managed for their natural habitats and ecosystem services. These areas include Provincially Significant Wetlands, Provincial Areas of Natural and Scientific Interest (ANSI), and lands subject to the Greenbelt Plan of 2005 or Oak Ridges Moraine Conservation Plan of 2002. Commercial Primarily characterized by commercial uses where the majority of the building floor space is devoted to the display and sale of goods and services. Other structures and facilities that are ancillary to commercial functions can also be found on these properties.

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Land Use Designation Definition Institutional Primarily characterized by major public uses such as hospitals, civic administration centres, government facilities, schools and post- secondary education institutions, libraries, and community centres. Places of worship can also be found in these areas. Regeneration Area Believed to be specific to the City of Toronto. Lands designated as Regeneration Areas in the City of Toronto’s Official Plan are defined as “areas with significant vacant lands and/or buildings and in need of revitalization as a means of fostering growth and physical change”. Land use can include a mix of commercial, residential, live/work, institutional and light industrial use. Revitalization of these areas is carried out through individual Secondary Plans

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3 Land Use Impact Assessment

3.1 Footprint Impacts – Union Station Rail Corridor OCS: Section USRC 1 – UP Express Union Station to Don Yard Layover There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

3.2 Footprint Impacts – Lakeshore West Corridor OCS: Section LSW-1 – West of Bathurst Street (Mile 1.20) to Mimico Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-2 – Mimico Station to Long Branch Station Potential Effects and Mitigation Measures The OCS infrastructure will be located within the rail ROW in this section, though there are some areas where engineering solutions will be required to keep OCS structures within the ROW. The proposed design solutions and where they will occur will be finalized in the Detailed Design phase of the Project. There are no expected footprint effects as a result of this activity. Mitigation Measures No mitigation measures are required. OCS: Section LSW-3 – Long Branch Station to Port Credit Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-4 – Port Credit Station to Clarkson Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-5 – Clarkson Station to Oakville Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-6 – Oakville Station to Bronte Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-7 – Bronte Station to Appleby Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

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OCS/New Layover Facility – Walkers Line Layover: Section LSW-8 – Appleby Station to Burlington Station (MP 31.5) Potential Effects and Mitigation Measures The proposed additional OCS infrastructure area associated with the Walkers Line Layover is located within the City of Burlington in an area currently designated as General Employment which permits transportation uses. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. Mitigation Measures The additional OCS infrastructure area associated with the Walkers Line Layover is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Burlington will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities.

3.3 Footprint Impacts – Kitchener Corridor OCS: Section KT-1 – Up Express Spur (At Highway 427) to Malton Station Potential Effects and Mitigation Measures The additional OCS infrastructure area will be located in the City of Mississauga within the rail ROW in this section, though there are some areas where engineering solutions will be required to keep OCS structures within the ROW. The proposed design solutions and where they will occur will be finalized in the Detailed Design phase of the Project. There are no expected footprint effects as a result of this activity. Mitigation Measures No mitigation measures are required. OCS: Section KT-2 – Malton Station to Bramalea Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the City of Brampton at the Bramalea GO Station. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. The area immediately surrounding the station is zoned Employment/Industrial land use. Given the site’s existing use as a GO Station, this facility is consistent with existing and adjacent uses. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Brampton will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities.

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3.4 Footprint Impacts – Barrie Corridor OCS: Section BR-1 – Parkdale Junction to Caledonia Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-2 – Caledonia Station to Downsview Park Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-3 – Downsview Park Station to Rutherford Station Potential Effects and Mitigation Measures The additional OCS infrastructure area will be located within the rail ROW in this section, though there are some areas where engineering solutions will be required to keep OCS structures within the ROW. The proposed design solutions and where they will occur will be finalized in the Detailed Design phase of the Project. There are no expected footprint effects as a result of this activity. Mitigation Measures No mitigation measures are required. OCS: Section BR-4 – Rutherford Station to King City Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-5 – King City Station to Bathurst Street There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-6 – Bathurst Street to Aurora Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the Town of Aurora at the Aurora GO Station. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. The area immediately surrounding the station is Mixed Use and Low-Density Residential land uses. The Mixed Uses around the GO station are a part of the Wellington Street Promenade Special Design Area. The OCS infrastructure will not impede development of this area. The Sheppard’s Bush conservation area is to the east of the station. Given the site’s existing use as a GO station, this facility is consistent with existing and adjacent uses. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the Town of Aurora will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities.

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OCS: Section BR-7 – Aurora Station to East Gwillimbury Station Potential Effects and Mitigation Measures The additional OCS infrastructure area will be located within the rail ROW in this section, though there are some areas where engineering solutions will be required to keep OCS structures within the ROW. The proposed design solutions and where they will occur will be finalized in the Detailed Design phase of the Project. There are no expected footprint effects as a result of this activity. Mitigation Measures No mitigation measures are required. OCS: Section BR-8 – East Gwillimbury Station to Bradford Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-9 – Bradford Station to 13th Line There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-10 – 13th Line to 6th Line Section There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-11 – 6th Line Section to Barrie South Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-12 – Barrie South Station to Allandale Waterfront Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the City of Barrie, east of the Allandale Waterfront GO Station. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. The area surrounding the station and the area required for the additional OCS infrastructure area is Mixed Use, Commercial and Low- Density Residential land uses. The Allandale Station Park is to the south-east of the station with Lakeshore Drive separating the park from the railway right-of-way. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Barrie will be undertaken during Detailed Design to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities.

3.5 Footprint Impacts – Stouffville Corridor OCS: Section SV-1 – Scarborough Junction to Agincourt Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

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OCS: Section SV-2 – Agincourt Station to Milliken Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section SV-3 – Milliken Station to Unionville Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the City of Markham at the Unionville GO Station. Additional property requirements have been identified as part of the NT&F TPAP in proximity to Unionville GO Station in order to accommodate proposed project infrastructure. The area immediately surrounding the Unionville Station is primarily Mixed Use but abuts the Highway 407 and Hydro One transmission corridor. Given the site’s existing use as a GO station, this facility is consistent with existing and adjacent uses. The additional OCS infrastructure associated with the proposed track, platform and train storage facility is anticipated to extend beyond the existing rail right-of-way along this segment; therefore, there are potential property requirements associated with the construction of this infrastructure. As a result, there is a footprint impact on the adjacent mixed-use area and Parkway Belt Plan area land designations. Lands within this segment are subject to the Markham Centre Secondary Plan area, which is widely considered the City’s Downtown. The Secondary Plan encourages vibrant urban growth that is characterized by a diversity of residential, retail, office and public uses that are accessible by public transit. Recognizing that the existing use of the site (i.e. Unionville Go Station) is already established and designated as mixed use, the presence of the additional OCS infrastructure is not anticipated to affect planned land uses for the area. Instead, the proposed infrastructure seeks to facilitate public transit ridership. Additionally, the rail corridor is zoned Transportation and Utilities within the City of Markham. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Markham will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities. OCS/New Storage Facility – Unionville Storage Yard: Section SV-4 – Unionville Station to Markham Station Potential Effects and Mitigation Measures The additional OCS infrastructure area will be located primarily within the rail ROW in this section. However, there are some areas such as the access road, parking and fencing components of the Unionville Storage Yard that will extend beyond the right of way, where engineering solutions will be required to keep OCS structures within the ROW. Lands within this segment are subject to the Markham Centre Secondary Plan area, which is widely considered the City’s Downtown. The Secondary Plan encourages vibrant urban growth that is characterized by a diversity of residential, retail, office and public uses that are accessible by public transit. Recognizing that the existing use of the site (i.e. Unionville Go Station) is already established and designated as mixed use, the presence of the proposed track, platforms and layover are not anticipated to affect planned land uses for the area. Instead, the proposed infrastructure seeks to facilitate public transit ridership. Additionally, the rail corridor is zoned Transportation and Utilities within the City of Markham.

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Based on this understanding, the proposed track and platform at Union GO Station is not expected to conflict with existing policies outlined in the Markham Centre Secondary Plan. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Markham will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities. OCS: Section SV-5 – Markham Station to Mount Joy Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the City of Markham south from the Mount Joy GO Station. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. The area immediately surrounding the station is Mixed Use and Natural Area, including several parks and the Mount Joy Community Centre. Given the site’s existing use as a GO station/corridor, it is consistent with existing and adjacent uses. Lands within this segment are subject to the Mount Joy Secondary Plan. The Secondary Plan intends for the area to support mixed uses functions that integrate housing, employment, shopping and recreation opportunities at transit supportive densities adjacent to the Mount Joy GO Station. The planned infrastructure will not impact the land uses of the Secondary Plan. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of Markham will be undertaken during Detailed Design to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities. OCS: Section SV-6 – Mount Joy Station to Stouffville Station The additional OCS infrastructure area required in this section is located in the City of Markham north from the Mount Joy GO Station. Additional property requirements have been identified as part of the NT&F TPAP in order to accommodate proposed project infrastructure. The area immediately surrounding the station is Mixed Use, Low Density Residential, Employment/Industrial and Natural Area. Given the site’s existing use as a GO station/corridor, it is consistent with existing and adjacent uses. Lands within this segment are subject to the Mount Joy Secondary Plan. The Secondary Plan intends for the area to support mixed uses functions that integrate housing, employment, shopping and recreation opportunities at transit supportive densities adjacent to the Mount Joy GO Station. The planned infrastructure will not impact the land uses of the Secondary Plan. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the City of

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Markham will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities. OCS: Section SV-7 – Stouffville Station to Lincolnville Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

3.6 Footprint Impacts – Lakeshore East Corridor OCS: Section LSE-1 – Don Yard Layover to Danforth Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-2 – Danforth Station to Scarborough Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-3 – Scarborough Station to Guildwood Station The additional OCS infrastructure area will be located within the rail ROW in this section, though there are some areas where engineering solutions will be required to keep OCS structures within the ROW. The proposed design solutions and where they will occur will be finalized in the Detailed Design phase of the Project. There are no expected footprint effects as a result of this activity. Mitigation Measures No mitigation measures are required. OCS: Section LSE-4 – Guildwood Station to Rouge Hill Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-5 – Rouge Hill Station to Pickering Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-6 – Pickering Station to Ajax Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-7 – Ajax Station to Whitby Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-8 – Whitby Station to Oshawa Station Potential Effects and Mitigation Measures The additional OCS infrastructure area required in this section is located in the Town of Whitby and the City of Oshawa west of the Oshawa GO Station. Additional property requirements have been identified as part of the NT&F TPAP, including the Thickson Road Bridge Expansion in order to accommodate proposed project infrastructure. The area immediately surrounding the station is Employment/Industrial

17 Revision 00 18-Dec-2020 GO Rail Network Electrification Addendum Land Use & Socio-Economic Impact Assessment Report and Utilities/Transportation (including Metrolinx’s East Rail Maintenance Facility). Given the site’s existing Utilities/Transportation usage, the Project is consistent with existing and adjacent uses. Mitigation Measures The additional OCS infrastructure area is located in an area of compatible land use with the existing land use and zoning of the property. A range of municipal permits and approvals may be required, and if so, Metrolinx will obtain all required permits and approvals. However, further coordination with the Town of Whitby, the City of Oshawa and Durham Region will be undertaken during future project phases to finalize design details and minimize any conflicts on adjacent uses. Metrolinx is currently in discussions with the landowners regarding the use of this property and will reach an agreement prior to the commencement of construction activities.

3.7 Operations and Maintenance Impacts There are no changes or additions to operations and maintenance practices beyond what has already been assessed as part of the 2017 TPAP.

3.8 Construction Impacts There are no changes or additions to construction practices beyond what has already been assessed as part of the 2017 TPAP.

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4 Socio-Economic Impact Assessment

4.1 Provincial and Regional Planning Effects With its location in the Province of Ontario, the Project should be consistent with the Provincial Policy Statement, or PPS (2020), Greenbelt Plan (2005), and Oak Ridges Moraine Conservation Plan (2002). The Planning Act (1990) sets out the foundational rules for how land use planning may occur in Ontario and the control mechanisms that are in place for identified authorities. Mandatory compliance and conformity with provincial plans is prescribed in Section 5 (b) stating that: A decision of the council of a municipality, a local board, a planning board, a minister of the Crown and a ministry, board, commission or agency of the government, including the Municipal Board, in respect of the exercise of any authority that affects a planning matter, shall conform with the provincial plans that are in effect on that date, or shall not conflict with them, as the case may be. A Provincial Policy Statement (PPS) was issued on May 1, 2020, in accordance with Section 3 of the Planning Act (PPS, 2020). The PPS states that provincial plans should be read in conjunction with the PPS and shall take precedence over other PPS policies in instances of conflict unless other relevant legislature provides otherwise. The prescriptions laid out in the Planning Act and PPS provide the reasoning for why the Project must adhere to policies described in the Greenbelt Plan and Oak Ridges Conservation Plan. Project compliance with the PPS and these two Plans is described below. Development with Floodplains The PPS generally encourages development to occur outside of floodplains, stating in Section 3.1.1 that “development shall generally be directed, in accordance with guidance developed by the Province (as amended from time to time), to areas outside of… hazardous lands adjacent to river, stream and small inland lake systems which are impacted by flooding hazards and/or erosion hazards”. Regarding specific uses that are not permitted, the PPS states: Development shall not be permitted to locate in hazardous lands and hazardous sites where the use is: b) an essential emergency service such as that provided by fire, police and ambulance stations and electrical substations (Section 3.1.5) Regarding the uses that are allowed within floodplains, the PPS states: …development and site alteration may be permitted in those portions of hazardous lands and hazardous sites where the effects and risk to public safety are minor, could be mitigated in accordance with provincial standards, and where all of the following are demonstrated and achieved: a) Development and site alteration is carried out in accordance with floodproofing standards, protection works standards, and access standards; b) Vehicles and people have a way of safely entering and exiting the area during times of flooding, erosion and other emergencies; c) New hazards are not created and existing hazards are not aggravated; and d) No adverse environmental impacts will result. Furthermore, a detailed SWM analysis will be carried out during Detailed Design, and relevant Conservation Authorities will be engaged in this process as appropriate.

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Oak Ridges Moraine Pursuant to the Oak Ridges Moraine Conservation Act, the Oak Ridges Moraine Conservation Plan was adopted in 2002. The purpose of this plan is to provide direction for land use planning and resource management for the 190,000 hectares of land and water within the Moraine (note: for areas crossed by the Study Area, the Oak Ridges Moraine Conservation Plan area is located entirely within the Greenbelt Plan.). Any activities (use, construction, or maintenance) within lands subject to this Plan must generally adhere to all policies in the Plan, with some exceptions. The most stringent restrictions for development are found in areas designated as Natural Core and Natural and Natural Linkage Areas. Generally, most types of development are prohibited within these sections. However, transportation, infrastructure, and utilities may be permitted so long as it can be demonstrated that they are necessary and that there are no reasonable alternatives. Some OCS infrastructure is proposed within the Oak Ridges Moraine Plan lands. There are no reasonable alternatives to siting OCS in the Oak Ridges Moraine Plan lands, given that OCS can only be located above the pre-existing rail corridors, which were located on these lands prior to the adoption of the Oak Ridges Moraine Plan. For instances where no reasonable alternative can be provided, the undertaking must meet the following requirements, depending on the land designation within the Plan: 1. The area of construction disturbance will be kept to a minimum; 2. Right of way widths will be kept to the minimum that is consistent with meeting other objectives such as stormwater management and with locating as many transportation, infrastructure, and utility uses within a single corridor as possible (Natural Linkage Only); 3. The project will allow for wildlife movement (Natural Core Only); 4. Lighting will be focused downwards and away from Natural Core Areas; and, 5. The planning, design and construction practices adopted will keep any adverse effects on the ecological integrity of the Plan Area to a minimum. Given the relatively small amount of new infrastructure that will be constructed within the Oak Ridges Moraine area, it is not anticipated that there will be any significant issues with meeting these criteria. A full description of mitigation related to wildlife and habitat is included in the Natural Heritage Impact Assessment Report. Coordination with Municipal Planning A range of municipal permits and approvals may be required for the project, particularly as pertaining to municipally owned lands and infrastructure. All required permits and approvals shall be obtained. However, Metrolinx as a Crown Agency of the Province of Ontario is exempt from certain municipal processes and requirements. In these instances, Metrolinx will engage with the municipalities to incorporate municipal requirements as a best practice, where practical, and may obtain associated permits and approvals. Communication and engagement with the municipality shall continue as design and construction planning progress to address municipal interests. Greenbelt Plan The purpose of the Greenbelt Plan is to identify where urbanization should and should not occur in order to provide permanent protection for agricultural lands and important ecological features. It also provides policies on the circumstances under which infrastructure can be expanded or built within the Greenbelt.

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Effective July 1, 2017, 22 major urban river valleys were added to the Greenbelt Plan and designated as Urban River Valley areas (see Appendix A). The Urban River Valley designations serve to expand the Greenbelt and may be the setting for a variety of uses including recreational, cultural, tourism, and infrastructure required to support the surrounding urban areas. Lands within the Urban River Valley designation are subject to the policies of Section 6 of the Greenbelt Plan. Several corridors pass through sections of land that are under Greenbelt protection. Although ROW expansion or encroachment on Greenbelt plan lands is not anticipated in order to facilitate the construction of OCS infrastructure, lands would be protected if expansion were to be required. If an unforeseen circumstance resulted in the need for OCS infrastructure to encroach on adjacent lands within the Greenbelt, Section 4.2.1 of the Greenbelt Plan states that infrastructure that is subject to the Ontario Environmental Assessment Act – as is the case for the Electrification Project – would be permitted provided it could be demonstrated that: “it serves the significant growth and economic development expected in southern Ontario beyond the Greenbelt by providing for the appropriate infrastructure connections among urban growth centres and between these centres and Ontario’s borders.” This could be demonstrated through the Project’s compliance with the policies of the Growth Plan for the Greater Golden Horseshoe (2019). These include the development of a transportation system within the Greater Golden Horseshoe that: • is sustainable, by encouraging the most financially and environmentally appropriate mode for trip- making; • identifies and protects corridors in order to meet current and projected needs for various travel modes; • supports opportunities for multi-modal use where feasible, in particular prioritizing transit and goods movement needs over those of single occupant automobiles; and, • considers increased opportunities for moving people and moving goods by rail, where appropriate. The Growth Plan also emphasizes that “public transit will be the first priority for transportation infrastructure planning and major transportation investments”, and that priority will be placed on increasing the capacity of existing transit systems to support intensification areas. The Greenbelt Plan further stipulates that after meeting the requirement to serve the expected growth and economic development of Southern Ontario, the construction, maintenance, and potential expansion of any infrastructure located within protected areas of the Greenbelt Plan will be subject to the following: a. Planning, design and construction practices shall minimize, wherever possible, the amount of the Greenbelt, and particularly the Natural Heritage System, traversed and/or occupied by such infrastructure; b. Planning, design and construction practices shall minimize, wherever possible, the negative impacts and disturbance of the existing landscape, including, but not limited to, impacts caused by light intrusion, noise and road salt; c. Where practicable, existing capacity and coordination with different infrastructure services is optimized so that the rural and existing character of the Protected Countryside and the overall urban structure for southern Ontario established by Greenbelt and any provincial growth management initiatives are supported and reinforced;

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d. New or expanding infrastructure shall avoid key natural heritage features or key hydrologic features unless need has been demonstrated and it has been established that there is no reasonable alternative; and, e. Where infrastructure does cross the Natural Heritage System or intrude into or result in the loss of a key natural heritage feature or key hydrologic feature, including related landform features, planning, design and construction practices shall minimize negative impacts and disturbance on the features or their related functions, and where reasonable, maintain or improve connectivity. For the Electrification Project, OCS infrastructure is required along all the rail corridors to power the new electric trains, and thus there is no reasonable alternative to this design. OCS infrastructure will be located within the right of way and as a result will not impact surrounding Greenbelt lands. Toronto Eruv An Eruv is a ‘technical boundary’ that allows individuals practicing the Jewish faith to carry objects normally forbidden in public areas on Shabbat (the Sabbath Day in the Jewish Religion designated as sunset on Friday to sunset on Saturday). According to tradition, the Eruv must be made of walls or doorways approximately 1 m in height. In modern public areas where it is impractical to put up walls, doorways can be constructed out of wire and posts and geographic boundaries such as lakes, rivers, and significant topographic features. This is relevant to the GO Rail Network Electrification because one of these technical boundaries is fencing that runs adjacent to sections of the Barrie Corridor (Figure 4.2). The Barrie Corridor also passes through the border of the Eruv at Highway 401 and Highway 407. It is not expected that the Electrification Project will have a direct long-term adverse effect on the Toronto Eruv. However, there is the potential that fencing will be temporarily removed or altered during construction activities, which may have short-term effects on the integrity of the Eruv. Mitigation Measures While removal/alteration of fencing does not require formal permission from the administrating authority of the Eruv, Metrolinx will inform the administrating authority of the details of the Project if the ‘technical boundary’ created by the fencing will be altered and for what period of time, and will work with the administering authority as requested. If the fencing is removed for construction activities, it would need to be replaced for safety reasons. When fencing is re-installed, Metrolinx will notify the administrating authority that the boundary has been re-established.

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FIGURE 4-1: TORONTO ERUV BOUNDARY

4.2 Socio-Economic Effects Common to All Corridors The socio-economic effects of the Project are generally positive for riders and the general public. These positive effects include: • Faster service. Electric trains can accelerate faster and stay at top speed for longer, saving time for riders. • Reduced congestion. By attracting additional riders, frequent electric train service reduces road congestion. • A more frequent and reliable service. Electric trains allow for more frequent service, reducing reliance on scheduled trips and increasing the number of available seats. • Lower operating and maintenance costs. Electric trains have lower operating costs and require less maintenance than diesel trains. • Improved local air quality and noise levels. The use of electric trains will reduce the amount of greenhouse gas emissions from rail transport regionally, leading to improved local air quality. • Electric trains are also generally quieter than diesel trains, reducing the amount of noise that would otherwise be generated as service increases. Additionally, negative socio-economic effects are generally limited to those effects that result from the presence and operations of the electrification infrastructure, and not from the footprint of the structures themselves. Examples of these effects include changes to: the views from parks, trails, and residences; noise levels; and altered view of the corridors due to the addition of OCS infrastructure. As such, the

23 Revision 00 18-Dec-2020 GO Rail Network Electrification Addendum Land Use & Socio-Economic Impact Assessment Report discussion of these types of socio-economic effects are further detailed in the following respective reports: • Air Quality Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix F • Noise and Vibration Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix G • EMI/EMF Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix J (for information related to electrification of the layover facilities). • Visual Assessment Report contained in the GO Rail Network Electrification EPR Addendum, Appendix H

4.3 Footprint Impacts – Union Station Rail Corridor OCS: Section USRC 1 – UP Express Union Station to Don Yard Layover There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

4.4 Footprint Impacts – Lakeshore West Corridor OCS: Section LSW-1 – West of Bathurst Street (Mile 1.20) to Mimico Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-2 – Mimico Station to Long Branch Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities.

There are two large parks in close proximity to the rail corridor: Laburnham Park and Don Russel Memorial Park. Laburnham park includes sporting amenities such as tennis courts and Don Russell Memorial Park includes sporting amenities such as a baseball field as well as a warehouse building directly adjacent to the corridor.

There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the City of Toronto will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities.

Other potential effects on the socio-economic environment associated with the LSW-2 corridor have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.3.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum;

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• Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.3.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.3.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.3.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section LSW-3 – Long Branch Station to Port Credit Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-4 – Port Credit Station to Clarkson Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-5 – Clarkson Station to Oakville Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-6 – Oakville Station to Bronte Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSW-7 – Bronte Station to Appleby Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS/New Layover Facility – Walkers Line Layover: Section LSW-8 – Appleby Station to Burlington Station (MP 31.5) Sidewalks extend north and south on both sides of Walkers Line, on the south side of Harvester Road and along Fairview Street. According to the City of Burlington Cycling Plan, there is an existing multiuse path south of Fairview Street along Walkers Line. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during future project phases, and if required the City of Burlington will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities.

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Other potential effects on the socio-economic environment associated with the Lakeshore West Corridor have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.3.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.3.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.3.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.3.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. 4.5 Footprint Impacts – Kitchener Corridor OCS: Section KT-1 – Up Express Spur (At Highway 427) to Malton Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. Paul Coffey Park (formerly Wildwood Park) is the only large park that borders this section of the rail corridor. There are no anticipated adverse effects on this recreational amenity due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the City of Mississauga will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other potential effects on the socio-economic environment associated with the KT-1 corridor have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.4.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.4.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.4.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.4.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction.

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OCS: Section KT-2 – Malton Station to Bramalea Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. There are no recreational amenities within proximity of the additional OCS infrastructure area. Other potential effects on the socio-economic environment associated with the KT-2 corridor have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.4.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.4.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.4.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.4.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction.

4.6 Footprint Impacts – Barrie Corridor OCS: Section BR-1 – Parkdale Junction to Caledonia Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-2 – Caledonia Station to Downsview Park Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-3 – Downsview Park Station to Rutherford Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. There are no recreational amenities within proximity of the additional OCS infrastructure area. Other potential effects on the socio-economic environment associated with the BR-3 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum;

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• Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section BR-4 – Rutherford Station to King City Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-5 – King City Station to Bathurst Street There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-6 – Bathurst Street to Aurora Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. Sheppard’s Bush, a 26 hectare conservation area, is adjacent to the rail corridor south of Wellington Street East. The Town of Aurora has a detailed trails plan which includes existing and proposed trails, and trails crossings. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the Town of Aurora will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other potential effects on the socio-economic environment associated with the BR-6 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above.

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Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section BR-7 – Aurora Station to East Gwillimbury Station There are a number of sensitive facilities along this rail corridor as outlined in Table 4-1. The Aurora Early Learning Centre (child care centre) is located within 25 meters of the rail corridor. The Aurora Montessori School (school) is located within 30 meters of the rail corridor. The Newmarket Community Centre and Lions Hall (community landmark) is located within 30 meters of the rail corridor. The Newmarket Recreation Youth Centre & Sk8 Park is located more than 30 meters away from the rail corridor, while the Church on the Go is located directly adjacent to the rail corridor.

However, considering the proposed additional OCS infrastructure is anticipated to be contained within the existing rail right-of-way, there is no anticipated footprint impact to this sensitive facility. TABLE 4-1: SENSITIVE FACILITIES WITHIN THE VICINITY OF BR-7 Distance from 5 m Corridor Segment Type Name Address OCS Impact Zone Aurora Early BR-7 Child Care Centre 138 Centre Street 25 m Learning Centre Aurora Montessori 330 Industrial BR-7 School 30 m School Parkway North Newmarket Community 200 Doug Duncan BR-7 Community Centre 30 m Landmark Drive and Lions Hall Newmarket Community BR-7 Recreation Youth 56 Charles Street 40 m Landmark Centre & Sk8 Park Community BR-7 Church on the GO 465 Davis Drive 0 m Landmark École élémentaire BR-7 School catholique Saint- 90 Walton Drive 110 m Jean

A cycling route and pedestrian trail traverses the rail corridor at Wellington Street East and Centre Street rail crossings. The Audrie Sanderson Park and three multi-use trails are in the vicinity of the rail corridor: the Tom Taylor and Nokiidaa trail cross the rail corridor at St. John’s Sideroad East, and the Nokiidaa Trail parallels the rail corridor for most of its route between Timothy Street and the East Gwillimbury GO Station, with several crossover points. As well, the Foxtail Ride, Bailey Ecological Park and Fairy Lake Park and associated trails and cycling routes are located to the west and along the rail corridor. A cycling route and pedestrian trail traverse the rail corridor at Timothy Street rail crossing and throughout surrounding parks, such as Fairy Lake and All Our Kids Playpark. The Town of Newmarket has a planned cycling route along Water Street, which also traverses the rail corridor just south of Timothy Street. Another cycling route traverses the rail corridor at Davis Drive rail crossing and throughout surrounding parks/conservation areas. The town of Newmarket has planned a cycling route along Queen Street, which traverses the rail corridor just south of Davis Drive. The Oak Ridges Moraine Trail crosses the rail corridor on Wellington St., just north of the Aurora GO Station. The Town of Aurora has a detailed trails plan which includes existing and proposed trails, and trails crossings. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant

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Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the Town of Aurora, Town of Newmarket will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other potential effects on the socio-economic environment associated with the BR-7 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above.

Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section BR-8 – East Gwillimbury Station to Bradford Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-9 – Bradford Station to 13th Line There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-10 – 13th Line to 6th Line Section There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-11 – 6th Line Section to Barrie South Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section BR-12 – Barrie South Station to Allandale Waterfront Station There are two sensitive facilities (community and care center) within the vicinity of the additional OCS required in the BR-12 corridor, as seen in Table 4-2. The closest of these facilities is 70 m from the OCS impact zone both are on the far side of the track from the OCS impact zone. There will be no footprint effects to the sensitive facility.

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TABLE 4-2: SENSITIVE FACILITIES WITHIN THE VICINITY OF THE BR-12 CORRIDOR Distance from 5 Corridor Type Name Address m OCS Impact Segment Zone Mill Creek Care BR-12 Care Center 286 Hurst Dr, Barrie 70 m Center

Southshore 205 Lakeshore Dr, BR-12 Community Center 130 m Community Center Barrie

Three large parks border this section of the rail corridor: Lovers Creek Ravine, Allandale GO Station Park and South Shore Park. In addition, a portion of the Trans Canada Trail crosses the rail corridor on Minets Point Road. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the City of Barrie will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other potential effects on the socio-economic environment associated with the BR-12 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction.

4.7 Footprint Impacts – Stouffville Corridor OCS: Section SV-1 – Scarborough Junction to Agincourt Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

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OCS: Section SV-2 – Agincourt Station to Milliken Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section SV-3 – Milliken Station to Unionville Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. There are no recreational amenities within proximity of the additional OCS infrastructure area. Other potential effects on the socio-economic environment associated with the SV-3 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.6.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.6.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.6.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.6.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS /New Storage Facility – Unionville Storage Yard: Section SV-4 – Unionville Station to Markham Station There are sensitive facilities (school and care centre) within the vicinity of the additional OCS required in the SV-4 corridor, as seen in Table 4-3. This facility is approximately 60 m from the OCS impact zone, and therefore there will be no footprint effects to the sensitive facility.

TABLE 4-3: SENSITIVE FACILITIES WITHIN THE VICINITY OF THE SV-4 CORRIDOR Distance from 5 Corridor Type Name Address m OCS Impact Segment Zone 44 Main St Bill Crothers SV-4 School Unionville, 60 m Secondary School Unionville

Long Term Care Unionville Home SV-4 4300 Highway 7 20 m Centre Society

A cycling route traverses the rail corridor at the Highway 7 rail crossing and the City of Markham is currently undertaking the design for a trail network through the area that will cross the rail between Highway 7 and Enterprise Drive, however there are no anticipated footprint impacts to these recreational

32 Revision 00 18-Dec-2020 GO Rail Network Electrification Addendum Land Use & Socio-Economic Impact Assessment Report amenities as a result of this activity. The Rouge Park is located directly adjacent to the rail corridor. There is an anticipated footprint impact to the park as a result of the proposed Unionville Storage Yard.

Other potential effects on the socio-economic environment associated with the SV-4 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum.

In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above.

Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section SV-5 – Markham Station to Mount Joy Station There are three sensitive facilities (community center and child care centre) within the vicinity of the SV-5 corridor, as seen in Table 4-4. There are no footprint impacts expected to the Markham Montessori and Little Readers Academy. While there may be footprint impacts to the Mount Joy Community Center, impacts are not expected to affect the use of the facility and therefore there are no anticipated adverse effects. TABLE 4-4: SENSITIVE FACILITIES WITHIN THE VICINITY OF THE SV-5 CORRIDOR Distance from 5 Corridor Type Name Address m OCS Impact Segment Zone Markham 6007 16th Avenue, SV-5 Child Care Centre 60 m Montessori Markham

Mount Joy 6140 16th Avenue, SV-5 Community Center 10 m Community Center Markham

Little Readers 9275 ON-48 #2, SV-5 Child Care Centre 20 m Academy Markham

Mount Joy Lake Park is the only large park adjacent to this section of the rail corridor. The park is located th on the eastern side of the rail corridor between 16 Avenue and Bur Oak Avenue. There are no anticipated adverse effects on this park due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with park will be reviewed in further detail during the

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Detailed Design phase, and if required the City of Markham will be consulted to determine appropriate design solutions to mitigate/minimize any effects to parks. There is an existing multiuse path along Markham Road and a future multiuse path planned along Anderson Avenue to connect Major Mackenzie Drive East with Bur Oak Avenue. There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the City of Markham will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities.

Other potential effects on the socio-economic environment associated with the BR-12 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum.

In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section SV-6 – Mount Joy Station to Stouffville Station There is one sensitive facility (community landmark) within the vicinity of the SV-6 corridor, as seen in Table 4-5. The Olive Branch Community Church is located directly adjacent to the rail corridor. Recognizing that the proposed track infrastructure is already located within the existing rail right-of-way, there is no anticipated footprint impact to this sensitive facility.

TABLE 4-5: SENSITIVE FACILITIES WITHIN THE VICINITY OF THE SV-6 CORRIDOR Distance from 5 Corridor Type Name Address m OCS Impact Segment Zone Community Olive Branch 175 Anderson SV-6 10 m Landmark Community Church Avenue, Markham

The Exhibition Creek natural areas is located directly adjacent to the rail corridor. There is an anticipated footprint impact to the park as a result of the proposed infrastructure. Other potential effects on the socio-economic environment associated with the SV-6 have been assessed through other studies as part of the TPAP Addendum as follows:

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• Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.5.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.5.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.5.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.5.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section SV-7 – Stouffville Station to Lincolnville Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP.

4.8 Footprint Impacts – Lakeshore East Corridor OCS: Section LSE-1 – Don Yard Layover to Danforth Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-2 – Danforth Station to Scarborough Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-3 – Scarborough Station to Guildwood Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. McCowan District Park is located adjacent to the rail corridor to the west of McCowan Road.

There are no anticipated adverse effects on these recreational amenities due to the implementation of electrification infrastructure identified as part of the conceptual design developed for the Significant Addendum to the Electrification TPAP. Notwithstanding this, potential conflicts with recreational amenities will be reviewed in further detail during the Detailed Design phase, and if required the City of Toronto will be consulted to determine appropriate design solutions to mitigate/minimize any effects to recreational amenities. Other potential effects on the socio-economic environment associated with the LSE-3 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.7.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum;

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• Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.7.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum; • Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.7.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.7.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section LSE-4 – Guildwood Station to Rouge Hill Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-5 – Rouge Hill Station to Pickering Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-6 – Pickering Station to Ajax Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. OCS: Section LSE-7 – Ajax Station to Whitby Station There is no additional infrastructure proposed in this section beyond what has already been assessed as part of the 2017 TPAP. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction. OCS: Section LSE-8 – Whitby Station to Oshawa Station There are no sensitive facilities adjacent to the additional OCS infrastructure area, and therefore there will be no footprint effects to sensitive facilities. The Town of Whitby has a planned cycling route which is proposed to pass under the rail corridor at the Thickson Road crossing. No impacts to this cycling route are anticipated. Other potential effects on the socio-economic environment associated with the LSE-8 have been assessed through other studies as part of the TPAP Addendum as follows: • Air Quality – see GO Rail Network Electrification EPR Addendum Section 4.7.6 as well as the Air Quality Assessment Report contained in Appendix F of the EPR Addendum; • Noise and Vibration – see GO Rail Network Electrification EPR Addendum Section 4.7.7 as well as the Noise and Vibration Assessment Report contained in Appendix G of the EPR Addendum;

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• Visual/Aesthetics – see GO Rail Network Electrification EPR Addendum Section 4.7.8 as well as the Visual Assessment Report contained in Appendix H of the EPR Addendum; and • EMI/EMF – see GO Rail Network Electrification EPR Addendum Section 4.7.10 as well as the EMI/EMF Assessment Report contained in Appendix J of the EPR Addendum. In order to avoid repeating the effects and mitigation measures as they pertain to these studies, and for further detail, please refer to the respective sections/reports outlined above. Potential Effects and Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction.

4.9 Operations and Maintenance Impacts Overhead Contact System Where facilities or residential areas are close to the additional OCS infrastructure area, there is the potential for visual effects and/or noise effects. The Visual Impact Assessment and Noise Impact Assessment identify areas where the OCS may affect views of the corridor or where noise levels may increase, and recommend mitigation measures such as changes to the design and the use of screening. For further details on site-specific impacts and mitigations, refer to the Visual Impact Assessment and Noise Impact Assessment reports. As discussed in Sections 4.3 to 4.8, 4 sensitive facilities are in the vicinity of the rail corridor ROW. These are summarized in Table 4-6 below. TABLE 4-6: SENSITIVE FACILITIES WITHIN THE VICINITY OF THE RAIL CORRIDOR ROW Distance from Corridor Type Name Address OCS Impact Zone (5 m) Child Care 138 Centre Street 25 m Aurora Early Learning Center Centre 330 Industrial 30 m School Aurora Montessori School Parkway North École élémentaire catholique School 90 Walton Drive 110 m Saint-Jean Community Newmarket Community Centre 200 Doug Duncan 30 m Barrie Landmark and Lions Hall Drive Community Newmarket Recreational youth 56 Charles Street 40 m Landmark Centre & Sk8 Park Community 465 Davis Drive 0 m Church on the GO Landmark Care Center Mill Creek Care Center 286 Hurst Dr, Barrie 70 m Community 205 Lakeshore Dr, 130 m Southshore Community Center Center Barrie School Bill Crothers Secondary School 44 Main St, Unionville 60 m Long Term Unionville Home Society 4300 Highway 7 20 m Care Centre Stouffville Child Care 6007 16th Avenue, Markham Montessori 60 m Centre Markham Child Care 9275 Hwy 48, Little Readers Academy 20 m Center Markham

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Distance from Corridor Type Name Address OCS Impact Zone (5 m) Community 6140 16th Avenue, Mount Joy Community Center 10 m Center Markham Community Olive Branch Community 175 Anderson 10 m Landmark Church Avenue, Markham

In some instances, sensitive facilities that have open vistas looking beyond the rail corridor may experience a small adverse effect on the aesthetics of their viewshed from the OCS infrastructure. Given the relatively unimposing size of this infrastructure, it is not expected for this effect to be significant. Mitigation Measures Ensure that the mitigation recommendations outlined in the respective reports listed above pertaining to Air Quality, Noise/Vibration, Visual/Aesthetics, and EMI/EMF are adhered to and implemented during Detailed Design and construction.

4.10 Construction Impacts Presently all socio-economic effects resulting from the construction of facilities are anticipated to be short term in duration, relating largely to noise and visual disturbance. Additional consultation will be undertaken during the Detailed Design and construction phases to ensure that local businesses and property owners are aware of construction scheduling and that staging options can be developed to minimize potential effects on local access and travel patterns where possible. Potential effects to sensitive facilities resulting from the construction of the electrification components (e.g., OCS) of the electrified GO trains may include nuisance effects such as noise, vibration, and temporary traffic effects (e.g., temporary detours); however, these effects will cease once construction has finished. Construction activities for the OCS and gantries are anticipated to occur during night time hours. Mitigation Measures Proper fencing should be erected around all work areas prior to commencement of any earth moving, clearing or construction activities in order to prevent encroachment on adjacent properties. Fencing should remain for the duration of the work, and be periodically inspected to ensure it is in good repair. Staging options should be developed to minimize potential effects on local access and travel patterns where possible. A Construction Management Plan and Traffic Management Plan should be developed prior to construction and circulated to local municipalities/road authorities for review and discussion. In addition, mitigation measures for nuisance effects on sensitive facilities from construction, as outlined in the Air Quality Assessment Report contained in Appendix F of the EPR Addendum and Noise & Vibration Reports contained in Appendix G of the EPR Addendum, should be adhered to.

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5 Monitoring Activities and Commitments

The proposed additional OCS infrastructure area required to support electrification of the new track/track upgrades and facilities will not result in a change in land use of the rail corridor’s footprint, except in locations where additional property acquisition is required. Property acquisition in association with this infrastructure is being addressed separately as part of the NT&F TPAP. In all instances, if construction activities are required outside of regulated hours, Metrolinx or the Contractor will seek permits / exemptions directly from the Municipality in advance of commencing construction and will install proper fencing to avoid encroachment resulting from construction activities. A Construction Management Plan and Traffic Management Plan will be developed prior to construction and circulated to local municipalities/road authorities for review and discussion.

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6 Summary of Effects and Mitigation Measures

The following table provides a summary of the key project components/activities, potential effects, mitigation measures, and proposed monitoring activities for future work. TABLE 6-1: SUMMARY OF POTENTIAL EFFECTS, MITIGATION MEASURES AND MONITORING - SOCIO-ECONOMIC AND LAND USE Project Project Environmental Potential Effect Mitigation Measure(s) Monitoring Component Activities Component OCS / • Excavate soil Property Property acquisition – • Specific property requirements will be confirmed during design. Where access to property is required, ongoing consultation • Follow Metrolinx guidance with respect to monitoring Layovers • Install OCS permanent and with affected landowners will help identify appropriate site-specific mitigation measures. requirements at construction staging/laydown areas. foundations temporary • Select staging/laydown areas in accordance with Metrolinx procedures. Staging/laydown areas should be located in areas at an approximate that minimize adverse effects to sensitive receivers. depth of 5m • Further coordination with municipalities and property owners will be undertaken during Detailed Design to finalize design • Erect poles details and minimize any conflicts on adjacent uses. • Install wiring • Adhere to mitigation plans in Visual Impact Assessment, Natural Environment Impact Assessment and Air Quality and Noise • Tree Impact Assessment reports. removals All Land Uses and Nuisance effects from • Mitigation measures related to potential nuisance effects are outlined in the Air Quality and Noise and Vibration commitment • When applicable, monitoring related to potential

Adjacent Lands construction activities tables. nuisance effects are outlined in the Air Quality and Noise and Vibration commitment tables. • An Erosion and Sediment Control Plan will be developed in accordance with the Greater Golden Horseshoe Area Conservation Authorities’ Erosion and Sediment Control Guideline for Urban Construction (December, 2019), as amended • Erosion and sediment control monitoring to be from time to time, that addresses sediment release to adjacent properties and roadways. conducted as per Project Agreement. • Develop a Communications Protocol in accordance with the Project Agreement, which will indicate how and when • Number and resolution of complaints received. surrounding property owners and tenants will be informed of anticipated upcoming construction works, including work at • Additional consultation during the Detailed Design and night, if any. construction phases to ensure that local businesses • Develop a Complaints Protocol in accordance with the Project Agreement and properties owners are aware of construction

• Adhere to mitigation plans in Visual Impact Assessment and Natural Environment Impact Assessment reports. Develop a scheduling and that staging options can be developed Construction Management Plan and Traffic Management Plan prior to construction and circulate to local municipalities/road to minimize impacts to local access and travel authorities for review and discussion. patterns to the extent possible.

Land use and access • Provide well connected, clearly delineated, and appropriately signed walkways and cycling route options, with clearly • Temporary access paths, walkways, cycling routes disruption marked detours where required. and fencing should be monitored. • Provide temporary lighting and wayfinding signs and cues for navigation around the construction site. • Number and resolution of complaints received. • Develop a plan to reduce the effects of light pollution for Metrolinx review and approval. • Access to businesses during working hours will be maintained, where feasible. Where regular access cannot be maintained, alternative access and signage will be provided. • For layover facilities, ensure that proper fencing is erected prior to any earth moving, clearing or construction in order to prevent encroachment. • Adhere to mitigation plans in Visual Impact Assessment, Natural Environment Impact Assessment and Air Quality and Noise Impact Assessment reports. Develop a Construction Management Plan and Traffic Management Plan prior to construction and circulate to local municipalities/road authorities for review and discussion. Visual Visual effects from • A screened enclosure for the development site will be provided, with particular attention to the waste disposal and material • Construction activities will be monitored by a Characteristics construction storage areas. qualified Environmental Inspector to confirm that all areas/activities • Consideration will be given to providing temporary landscaping along the borders of the construction site between site activities are conducted in accordance with fencing/enclosure and walkways, where space allows, and where necessary. mitigation plans and within areas. • Adhere to mitigation plans in Visual Impact Assessment Report. Develop a Construction Management Plan and Traffic • Additional consultation during the Detailed Design Management Plan prior to construction and circulate to local municipalities/road authorities for review and discussion. and construction phases to ensure that local businesses and properties owners are aware of construction scheduling and that staging options can be developed to minimize impacts to local access and travel patterns to the extent possible.

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Project Project Environmental Potential Effect Mitigation Measure(s) Monitoring Component Activities Component Light Pollution Light trespass, glare • Comply with all local applicable municipal by-laws and Ministry of Transportation (MTO) practices for lighting in areas near or • Number and resolution of complaints received. and light pollution adjacent to highways and roadways regarding outdoor lighting for both permanent and temporary construction activities, and effects incorporate industry best practices provided in ANSI/IES RP-8-18 – Recommended Practice for Design and Maintenance of Roadway and Parking Facility Lighting, as described in the Project Agreement • The Constructor will perform the Works in such a way that any adverse effects of construction lighting are controlled or mitigated in such a way as to avoid unnecessary and obtrusive light with respect to adjoining residents, communities and/or businesses. Public Transit Construction may result • Ensure that the public is notified in advance of any potential service disruptions. • Traffic impacts to be monitored in accordance with in access restrictions to • Consult with local transit agencies to establish a suitable mitigation strategy to be implemented. the Construction Traffic Control and Management local bus routes and Plan and adjusted as necessary during the temporary disruptions to construction period. the existing rail corridor • Cycling network impacts to be monitored in accordance with the Construction Traffic Management Plan and adjusted as necessary during the construction period. Traffic Construction may result • Traffic Control and Management Plan(s) will be developed prior to construction to maintain reasonable access through work • Traffic impacts to be monitored in accordance with in the need for zones, to the extent possible. the Traffic Management Plan and adjusted as temporary road or lane • Access to nearby land uses will be maintained to the extent possible. Potentially affected residents, tenants and business necessary during the construction period. closures changing owners will be notified of initial construction schedules, as well as modifications to these schedules as they occur. • Additional consultation during the Detailed Design access to nearby land and construction phases to ensure that local uses • Potential effects to pedestrian and cyclist activities during construction will be mitigated through the installation of appropriate wayfinding, regulatory, and warning signs. businesses and properties owners are aware of construction scheduling and that staging options can • Develop a Construction Management Plan and Traffic Management Plan prior to construction and circulate to local be developed to minimize impacts to local access municipalities/road authorities for review and discussion. and travel patterns to the extent possible.

*Notes: Regulations, standards and guidance documents referenced herein are current as of the time of writing and may be amended from time to time. If clarification is required regarding regulatory requirements, the Constructor is encouraged to consult with the appropriate regulatory agencies

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APPENDIX A: Additional OCS Infrastructure Area Zone Maps

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S 2 L T 3 O Mixed Use Area R R N E Long Term Care CeD ntre G E S 2 Employment/Industrial S - T K B 2 T E 5 W R R T Hospital E S A E Utilities/Transportation H N L 2 E N S 7 S C ST T E T T H L W Parks/Open Space/Recreation Area RD H R A VA A E E N UL S Community LandTmark V O E T EN E E B C E R T S O R RE N SH R C E E E U K LD LA E A E T

Legend 0 100 200 GO Rail Network Electrification TPAP GO Property ROW Tree/Vegetation Clearing Zone Transportation Network Land Use and OCS/Vegetation Removal Zone TP Facility Locations Study Area-GO Rail Network Electrification EPR Addendum Expressway / Highway / Freeway Meters Figure Proposed Switching Station Arterial / Collector Lakeshore West Corridor - Draft OCS Impact Zone Local Roads July 2020 LSW-10 1:3,500 1150226.00 BrightPath Appleby

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IN V E R A R Y IR R IS O A L C D O O M U O R N D T D A C R R L E E E S N C C E A E C L N O P T U R R Y T A G AL WA Y D D RI A VE 8 O R - M T O W T R R S E IS D N L R N D A R V E IV E B E L U Land Use Designations Sensitive Receptor Facilities O G B R H Child Care Centre IF T Low Density Residential F Y I S T R H O Medium-High Density Residential C F LON School O GM U N OO R O Mixed Use ARrea T M DR M IV Long Term Care DCentre O Commercial E UB C LIN M C A Hospital RE R Employment/Industrial SC B G ENT IB IN B L No Designation Y A C U O R Community Landmark M A Trail M L O D N R Bikeway IV E

Legend 0 100 200 GO Rail Network Electrification TPAP GO Property ROW Tree/Vegetation Clearing Zone Transportation Network Land Use and OCS/Vegetation Removal Zone Figure Proposed Layover Structure Study Area-GO Rail Network Electrification EPR Expressway / Highway / Freeway Meters Lakeshore West Corridor - Draft Proposed Layover Fence Addendum Arterial / Collector OCS Impact Zone Local Roads July 2020 LSW-41 1:3,500 1150226.00 N IN O F G M R R M A A O S M C E R D R IV E

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