2. Project Description

Transcription

1 2. Project Description 2.1 Background Program of Requirements and Conceptual Design The Program of Requirements and Conceptual Design study for all of TTC s new LRV maintenance and storage facilities has been completed by AECOM which identifies the needs for the maintenance and storage facility, and expands on TTC s Streetcar Maintenance and Repair Facilities Master Plan. The new low floor LRV maintenance and storage facility will be designed and outfitted to perform all levels of LRV maintenance except for: mid-life vehicle overhauls component repairs and overhauls The major design objectives for the Ashbridges Bay LRV maintenance and storage facility are to: Provide direct vehicle access to all servicing and maintenance facilities on site; Minimize any reverse or conflicting train movements. Ideally, a storage yard with both front end and back end loops should be provided; Effectively separate the movements of steel wheel and rubber tire vehicles on site; Provide facilities to efficiently perform required yard activities; and Minimize travel distances for train operators and maintenance personnel around the yard. 2.2 Site Selection An extensive property search for potential sites of the proposed maintenance and storage facility was initiated in February 2009 and was guided by the following requirements: 22 acres of property is required to accommodate the site; The potential site must be located in close proximity to the existing streetcar network; The potential site should minimize the need to relocate existing business and their facilities; and The potential site should minimize / avoid crossing of existing rail road tracks. Fourteen sites, extending from Mimico to Ashbridges Bay were assessed as potential locations to accommodate the maintenance and storage facility (see Figure 2-1) Of the fourteen sites screened, six of these sites met the minimum property requirements established for the maintenance and storage facility. The six sites included: 1. Ashbridges Bay the 22-acre site is located on the southeast corner of Leslie Street and Lake Shore Boulevard East adjacent to the Ashbridges Bay Water Treatment Plant, the City of Toronto Works Yard and other industrial / commercial land uses. The site was originally owned by the Toronto Port Authority with a long-term lease to the City. The site has since been purchased by the City of Toronto. 2. Eastern Avenue the 22-acre site is located on the south side of Eastern Avenue between Pape Avenue and Larchmount Avenue in the Toronto Film District. The site is comprised of three separate privately-owned properties: one, a car dealership at 601 Eastern Avenue; two, a former Toronto Film Studio building at 629 Eastern Avenue which would require demolition; and three, vacant land at 633 Eastern Avenue. The site is located immediately adjacent to two active film studios and a residential neighbourhood to the north. 3. Unwin Avenue (Lots , 451) the nearly 23-acre site is comprised of four properties owned by the Toronto Economic Development Corporation now known as the Toronto Port Lands Company. The site is located adjacent to other industrial uses and was once used to stage granular material. 4. Cascade Site this 25-acre site is located on the south side of Commissioners Street at Basin Street, comprising private land owned by the Toronto Port Lands Company. There are active businesses on the site which would require relocation, as well as an abandoned cardboard box factory. Industrial land uses and an active film studio are adjacent to the site. 5. Concrete Plant this 25-acre site is located at the southwest corner of Leslie Street and Commissioners Street. The site includes an active concrete batch plant which would require relocation. The plant currently has a long-term lease with the Toronto Port Lands Company. 6. Old Hearn Generating Plant this 32-acre site is located on Unwin Avenue west of Leslie Street. The plant, owned by the Ontario Power Generation, would require demolition of the building. The six sites and their relative locations are illustrated in Figure 2-2. Further screening of the six properties was based on the following criteria: Property characteristics: current use, availability, east of acquisition and size of property. Community considerations: adjacent land uses including, residential communities, businesses and industries. Operational issues: operational impediments (i.e., rail track crossings), distance to be travelled by LRVs from potential site to existing streetcar routes. Schedule / timing: potential for site to be developed and in service by the end of Costs. The evaluation criteria table for the site selection process is enclosed in Appendix A. Three sites were identified as those that could meet the project requirements and scheduled completion date of Two of those sites Eastern Avenue and Ashbridges Bay were identified as being able to meet the operational requirements. TTC hosted three pre-consultation public open house meetings on June 16, 17 and 18, 2009 to engage residents about the site options. During the events, a series of 37 display panels was presented, identifying the rationale for the project, requirements of the new facility, the fourteen sites that were investigated, screening criteria, an assessment of the six sites based on the screening criteria and the selection of the three sites with the highest potential. In total, 184 people signed in to the public meetings. TTC received nearly 140 public comments. 8. At the time the site selection analysis was undertaken, TTC identified a target date of 2012 to complete the facility. TTC is now targeting a 2013 date for facility completion. 6

2 Figure 2-1 LRV Maintenance and Storage Facility Property Search 7

3 In completing the evaluation of the three remaining sites, the Unwin site was considered too costly because of additional expenses attributed to extra connection tracks, the need to construct a new bridge on Unwin Avenue (to replace the one lane bridge the City had just installed one year earlier), and additional operational (deadhead) costs for the additional one kilometre of track between Commissioners Street and the Unwin site. TTC also raised concerns that the tracks leading to the Unwin site would cross existing Class 1 railway tracks multiple times. The Eastern Avenue option was excluded from consideration because the maintenance and storage facility would be located immediately adjacent to a residential community. Additionally, the cost to construct the facility on the Eastern Avenue site would be higher than the Ashbridges Bay site. Strong public opposition to the Eastern Avenue site was raised at each of the three public open house meetings. Conversely, a majority of the input received showed equal support for the Ashbridges Bay and Unwin sites. As a result, TTC identified the Ashbridges Bay as the technically preferred site. The recommended site is located at the southeast corner of Leslie Street and Lake Shore Boulevard East immediately north of the Ashbridges Bay Wastewater Treatment Facility. The site was selected as the technically preferred site due to the following key advantages: The site is located within close proximity (0.8 kilometres) from the existing Queen Street East streetcar tracks minimizing non-revenue deadhead operating costs; It is the most cost effective site relative to capital and operational costs; It meets the minimum requirements for property size; and The construction of the facility will not result in the displacement of residences and/or businesses. On December 1, 2009, City Council approved a settlement with the Toronto Port Authority that would transfer ownership of the required property to the City for the TTC. At its meeting of December 16, 2009, the Toronto Transit Commission approved location of the LRV maintenance and storage facility at the Ashbridges Bay site. In May 2010, Toronto s Public Works and Infrastructure Committee requested TTC to re-examine the Uniliver site which was initially included in the original 14 sites investigated (see Figure 2-1). At the time of the initial property search in 2009, only 11 acres of the entire 28-acre site was available as part of a sub-lease for a 14-year period. In addition, there was a labour dispute over manufacturing operations on the remaining portion of the site. As a result of the insufficient amount of land available (11 acres), uncertainty surrounding the lease and potential time constraints, the Unilever site was not carried forward for further consideration. In 2010, the 28 acre site was re-examined as it was available for reconsideration. Upon further examination, it was determined that the building and the site would require significant environmental clean-up to make the site suitable for construction. It was determined that the existing buildings on the site would have to be demolished to accommodate the required maintenance building and storage tracks. The requirements of property acquisition for this site, the need for demolition of existing structures and anticipated on-site environmental clean-up would delay the completion of the project by three years. As a result, TTC did not recommend this location for the maintenance and storage facility because of the significant restrictions described above. The Toronto Transit Commission approved this recommendation on June 2, 2010 and forwarded it to City Council. This recommendation was subsequently approved by City Council on June 8, On June 9, 2010, the City of Toronto Council approved the use of Ashbridges Bay Site for locating the LRV maintenance and storage facility. The City of Toronto currently owns the land at the Ashbridges Bay site. Figure 2-2 LRV Maintenance and Storage Facility Site Selection 8

4 2.3 Site Layout Site Layout Elements The proposed site of the Ashbridges Bay maintenance and storage facility will provide daily maintenance, repair, painting, and other service functions for the new LRV fleet. The facility will maintain 204 LRVs and store up to 100 LRVs when the new vehicles are not in service. The majority of the LRVs will be put into service early in the morning ( 85 over a one to one and a half hour period), a small number will return or depart during the day as related to peak and off peak service ( 10 in and out per hour), and higher numbers ( 40 in per hour) will return during the evening as the service terminates. The Preferred Site Layout and its various elements are illustrated in Figure 2-3. More specifically, the proposed design features: The Main Facility... 22,642 m 2 Ground Floor...17,441 m 2 Second floor: administration... 2,142 m 2 Second floor: maintenance platforms... 3,041 m 2 An Electrical Substation Building m 2 The maintenance and storage facility will be a state of the art complex. The building will be architecturally pleasing as well as designed to the Toronto Green Development Standards. Portions of the main carhouse will include a vegetative green roof. The area surrounding the site will be designed as part of a Landscape Design Competition facilitated by the City and TTC. The shop portion of the facility is proposed to be one storey (with internal maintenance platforms and catwalks) and average 13.5 metres in height, while the office portion of the maintenance facility is to be two storeys and 9.2 metres high. The maintenance building is generally oriented in an east-west direction. The proposed uses of the building and property are described below Servicing and Maintenance Activities Various servicing and maintenance activities, scheduled inspections and unscheduled repairs will be performed on the new low floor LRVs at the proposed Ashbridges Bay maintenance and storage facility. The following services will be performed at the new facility: Daily Inspection Each new LRV will receive a daily inspection by the Rail Cars and Shops Department to ensure that the vehicle is fit for the next day s revenue service. These visual and functional checks of the unit interior and exterior focus on high-wear and safety critical items such as wheels, brakes, doors, operator controls and communication systems. The ability to completely walk around the car is required for this inspection. The estimated inspection time is 15 to 20 minutes per car. Daily Sweep and Dust Vehicle interiors are cleaned every day by the carhouse operators in accordance with TTC s published maintenance procedures. This activity involves removing all newspapers and loose debris, sweeping car floors, and dusting operator consoles and other specified surfaces. This activity can be performed on the yard storage tracks or inside the building on a dedicated LRV servicing track. The estimated interior cleaning time is 15 to 20 minutes per car. Sand Replenishment TTC s vehicle operators currently check the sandboxes as part of their operational check and refill the boxes by hand on an as-needed basis. The existing sandboxes are accessed from inside the car, as they are located beneath the passenger seats. The sandboxes on the new LRVs will be accessible via ports located outside the car. The fully pneumatic sanding system envisioned for the new shops consists of a bulk storage tower with multiple dispensers provided at each LRV servicing position along the length of the car or service track. This operation can take between three and ten minutes to complete per car depending on the number of boxes to be refilled. Exterior Washing TTC currently washes its streetcars every 7 to 10 days in accordance with its established maintenance procedures. TTC expects the new LRVs to be washed with the same frequency (i.e., every 7 to 10 days). Fare Extraction Streetcar operators currently remove cash vaults from the vehicles after revenue service and hand-carry them to the reporting clerk in the wicket inside the building where they are processed and held for pickup by the Revenue Operations Department. TTC is in the process of evaluating revenue collection alternatives for the future downtown and Transit City lines, including proof-of-payment options. Once the future revenue collection schemes are finalized, the new shops will be designed with the facilities and equipment necessary to accommodate any required on-site fare extraction operations. TTC does not expect the current process of manually removing cash vaults from the vehicle to continue in the future. Floor Wash Streetcar floors are currently washed inside the carhouses on an as-needed basis, but usually every 11 to 17 days. Floor washing is performed on a dedicated wash track by carhouse operators using mops, buckets and approved cleansers. The cleaning crews generally complete five cars in one eight-hour shift. The practice of floor washing is expected to continue on the new LRVs. Car Interior Cleaning The new LRVs will be scheduled for a more thorough interior cleaning than the daily sweep and dust every two months and a comprehensive car cleaning every 12 months. These cleaning activities will involve a thorough cleaning of floors, headliners, sideliners, ceilings, seat backs, seat cushions and windows. The specific activities scheduled for each interval will be determined by TTC and incorporated into its maintenance procedures. TTC estimates that the two-month cleaning can be performed in approximately four hours. The 12-month cleaning is expected to take between six-to-eight hours to complete. These cleaning events will generally be performed upon completion of the 2-month and 12-month scheduled inspections. Undercar Cleaning Major undercar components such as trucks, traction motors, gear units and braking equipment will be steam-cleaned prior to scheduled periodic inspection. This function will be completed over a service pit inside the building. A steam cleaner/pressure washer with multiple outlets along the pit will be used for most cleaning operations. Compressed air will be available in the pit for supplemental cleaning of electrical/control boxes, and other undercar components. Compressed Air Blow-Down Compressed air cleaning of traction motors and selected roof-mounted components will be most likely be required for the new low floor vehicles. Consequently, the undercar cleaning bay will be outfitted to facilitate compressed air blowdown operations. Compressed air outlets will be provided along the length of the undercar cleaning pit as well as along the roof level access platforms. A ventilation/dust collection system will be provided to capture and control any blown dust generated during cleaning operations. 9

5 Ashbridges Bay Light Rail Vehicle (LRV) Maintenance and Storage Facility Transit Project Assessment Environmental Project Report Figure 2-3 Preferred Site Layout 10

6 The following inspections and repairs will be performed at the new facility: Carbon Inspections Once every three days, streetcars with trolley poles are required to undergo a pole/rope/bronze shoe/carbon and harp assembly inspection. Worn or defective components are replaced at that time. It is expected that this practice will continue on the new downtown LRVs, and that a similar inspection event will be initiated for the Transit City pantograph carbons. This activity is currently performed on the yard storage tracks, but may be more effectively performed via rooftop platforms inside a building. Scheduled Inspections Preventive maintenance inspections and scheduled component replacements will be performed on the new LRVs to ensure the operational reliability of the cars and to minimize in-service failures and unscheduled repair work. The new LRVs will initially be inspected at the same intervals as the existing streetcar fleet until experiential data suggests that other intervals are more appropriate: Interval 1-month 2-month 6-month 12-month Shop Time 1 shift 1 shift 1 shift 2 shifts Activities scheduled for completion every two or three years will be performed while the car is in the shop for one of the above intervals. Life Cycle Maintenance It is expected that TTC will employ a life-cycle based component replacement strategy as part of its preventive maintenance program for the new vehicles. For shop planning purposes, it is assumed that most of the major components scheduled for replacement will be removed on a 5-year cycle (i.e., trucks, traction motors, running gear, HVAC units and air compressors) during a separate life cycle maintenance event. Corrective Maintenance/Running Repairs Running repairs are defined as minor unscheduled maintenance operations which generally can be completed in one eight-hour work shift with the average repair taking about four hours. Running repairs are a result of defects found during the scheduled inspections or problems developed while in revenue service. The repair work is typically performed directly on the vehicle and can involve any of the major car components or systems. For shop planning purposes, it is assumed that the new vehicles will experience the same level of unscheduled repair work as the existing streetcars: 40 unscheduled events per car per year. Most of these repairs are expected to be performed inside the carhouse; however, certain minor activities such as light bulb replacement can be performed on the vehicles in the storage yard, depending upon resource availability and carhouse occupancy. Component Changeouts In order to maximize the service availability of each LRV, each new maintenance and storage facility will be designed to perform major component exchanges. Defective components, or those scheduled for replacement, will be removed from the vehicle and replaced with new or remanufactured components. The removed/defective components will then be sent to a TTC-designated location for required repair work or overhaul. Body Repairs Body repairs expected to be performed at each maintenance and storage facility include minor collision repairs, panel replacements, door and window replacements, operator seat replacements and brake frame changeouts. Each vehicle is expected to visit a shop three times a year for minor body repairs based on TTC s current repair rates. One of these three annual body repair events is the result of a collision. While it is understood that the new Transit City vehicles may not experience the same high accident rates as the downtown fleet, future repair bay requirements were calculated using three body shop occurrences per year for each vehicle to assure that adequate capacity is provided within each shop. Minor collision repairs are expected to take about three work shifts to complete. Panel replacements, seat replacements and other body repair activities can usually be completed in one shift. These estimates are consistent with current repair rates experienced at Russell and Roncesvalles. Vehicle Repainting TTC needs the capability to repaint the new low floor cars at several of its new maintenance and storage facilities. Touch-up painting is anticipated for approximately one-half of all vehicles which undergo body or collision repairs. Complete vehicle repainting is expected to be a scheduled event under the new LRVs appearance program. The anticipated vehicle repainting cycle is every six years. TTC estimates that all paint prep and spray painting activities for touch-up jobs can be completed in one eight-hour shift. Complete vehicle repaints will require approximately three full shifts to complete. Paint prep activities will either be performed in an open body shop bay or inside the spray paint booth, depending on the final operating plan for the shop. Wheel Truing An in-ground wheel truing machine corrects wheel defects such as worn flanges, cracks, or flat spots by restoring the wheel profile to specified dimensions. TTC has indicated that LRV wheels will be trued every nine months as part of its preventive maintenance program on the Transit City cars. TTC expects to true the new downtown vehicles more frequently, approximately every six months, due to the tighter horizontal curves on the existing streetcar lines. TTC also expects nearly 10% of its LRV fleet will require an unscheduled wheel truing event each year. For shop planning purposes, it is assumed that each new LFLRV can have all three trucks reconditioned in one eight-hour shift using a tandem wheel truing machine. A standard machine will require 1½ shifts to true all three LRV trucks. These estimates include required axle prep work. Special Work Instructions TTC occasionally authorizes Special Work Instructions (SWI) or programmed modifications for a specific fleet of vehicles to address engineering, safety or performance issues. TTC estimates that each new LRV will experience between two-to-four such upgrades or retrofits each year, and that each upgrade requiring shop space can be completed in two shifts. Brake Performance Rate Test This annual event will be performed on a dedicated test track outside the main shop building. Graffiti Removal This activity can be performed on the yard storage tracks or inside the shop depending on the extent of damage and the availability of shop space. It should be recognized that there will be no operational effluent from the maintenance and storage facility connected to the stormwater system. Operational effluent will be treated before entering the building sanitary system with specialty interceptors as follows: Water from undercar wash bay/pit will be checked and treated to acceptable PH level if required by using a neutralizer tank Wheel truing, car cleaning, body work and sanding pits will be provided with sediment/sand and oil interceptors/separators as needed Only clean sanitary will be discharged from the building. Flammable Fluids from storage and battery rooms will be captured and will not be connected to the sanitary system. 11

7 2.3.3 Parking Parking stalls were sized according to the City s parking standards by-law (Section 4(17)), which include the following: Length metres Width metres Drive Aisle... 6 metres Preliminary calculations indicate the need for nearly 210 parking spaces. As the maintenance and storage facility is considered a public service use, parking requirements per the zoning by-law are not applicable Stormwater Management Wet Pond A wet pond will be located within the site as the principle stormwater best management practice to achieve the City s stormwater quality requirements. The wet pond is sized to achieve 80% annual average Total Suspended Solids (TSS) removal (MOE Enhanced water quality). The total drainage area is 8.56 hectares and 79% impervious. Wet pond volumes for Water Quality are listed in Table 2-1. Additional stormwater management measures incorporated within the site is discussed in Section Table General Site Access and Circulation Study Area Wet Pond Volumes Wet Pond Component MOE Criteria Volume (m 3 ) Permanent Pool m 3 /ha Active Storage 40 m 3 /ha Total Site access will be restricted to the existing signalized intersection at Leslie Street and Commissioners Street in an effort to limit conflicts with the Martin Goodman Trail. LRVs and vehicles will access the site through the existing driveway into the Ashbridges Bay Sewage Treatment Plant and neighbouring City works yard. Employees will access the parking area along a dedicated road south of the carhouse. This access route does not cross the LRV tracks. A tree-covered walkway immediately north of the parking area will provide a protected pedestrian access route to a designated crosswalk, crossing the LRV tracks and service road, to the main building entry. Service vehicles are required to cross the LRV tracks to access the service road immediately south of the carhouse. The service road will provide access to the materials and procurement loading area, the carhouse unloading area the drop-off track, the substation building, the outdoor storage area, and the perimeter of the storage yard. LRV operators will access the vehicles from the operators waiting and assembly room at the west end of the carhouse building. Marked paths throughout the storage yard will define the access routes for the operators and maintenance personnel accessing the yard. 2.4 Connecting Tracks Route Options As a result of the pre-consultation meeting held on February 18, and at the request of local residents - TTC agreed to examine several potential routes that will connect the Ashbridges Bay LRV maintenance and storage facility to the existing streetcar service (see Figure 2-4). Several of the options were identified by residents who attended the pre-consultation meeting. Others were developed by TTC. A total of nine connecting track route options and two suboptions were evaluated through a detailed screening process in order to determine the most feasible route. A summary of the screening results and analysis are detailed in Sections to Evaluation/Screening Methodology The nine connecting track route options were evaluated based on the following factor areas and criteria: Access, Parking and Property Effects Number of access points traversed (i.e., driveways, parking lots, etc.) Number of single family dwelling units adjacent to the route Number of multi-family dwelling units adjacent to the route Dwellings located at north corner of Queen Street Potential effects on property and/or parking Noise Number of LRV turns required from yard to Queen Street Length of connecting track route Pedestrian Location of existing pedestrian crossings (excluding trails) Cycling Number of new crossings of recreational trails ( i.e., potential effect on the Martin Goodman Trail, other trails) Land Use / Planning Existing land use designation Recent or approved development applications Consistency with the City of Toronto Official Plan Potential corridor for revenue service Transit Operations Estimated travel time between the Ashbridges Bay maintenance and storage facility and existing streetcar service Potential operational challenges for accommodation of connection tracks (i.e., configuration at roadway and/or intersections) Number of signalized intersections traversed Number of LRV turns required Ability to construct connecting tracks by 2013 Traffic Operations Route length (kilometres) Existing roadway width(s) Right-of-way width(s) Number of travel lanes on roadway Roadway(s) classification Existing traffic volumes (24 hour two-way traffic volumes) Existing on street parking (times and restrictions) Social, Cultural and Ecological Factors Community facilities adjacent to the route Number of cultural and heritage features adjacent to the route (identified in the City of Toronto s Inventory of Heritage Properties) Sensitive environmental features adjacent to the road Economic/Financial Factors Capital costs Operation and maintenance costs The evaluation criteria tables for the connecting tracks route options are identified in Appendix B. 12

8 Figure 2-4 Connecting Track Route Options 13

9 2.4.2 Connecting Tracks Route Options The nine connecting tracks route alternatives considered in this evaluation are shown on Figure 2-4 and are further described below Coxwell Avenue / Lake Shore Boulevard East / Leslie Street The Coxwell Avenue/ Lake Shore Boulevard East route extends 1.9 kilometres from Queen Street East south to Lake Shore Boulevard East along Coxwell Avenue, west to Leslie Street and south to Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Connaught Avenue / Eastern Avenue / Leslie Street The Connaught Avenue / Eastern Avenue / Leslie Street route extends 1.5 kilometres from Queen Street East south to Eastern Avenue, west to Leslie Street and south to Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Connaught Avenue / Eastern Avenue / Woodfield Road/ Lake Shore Boulevard East The Connaught Avenue / Eastern Avenue / Woodfield Road / Lake Shore Boulevard East route extends 1.7 kilometres from Queen Street East south to Eastern Avenue, east to Woodfield Road, south to Lake Shore Boulevard East, west to Leslie and south to Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Connaught Avenue / Eastern Avenue / Knox Avenue The Connaught Avenue / Eastern Avenue / Knox Avenue route extends 0.8 kilometres from Queen Street East south to Eastern Avenue, west to Knox Avenue and across through Lake Shore Boulevard East where the route connects to the proposed Ashbridges Bay maintenance and storage facility F site. TTC Russell Yard / Eastern Avenue / Knox Avenue (Sub-option) The TTC Russell Yard / Eastern Avenue / Knox Avenue route extends 0.8 kilometres from the existing TTC Russell Yard (located on Queen Street East near Greenwood Avenue), south to Eastern Avenue, west to Knox Avenue and across through Lake Shore Boulevard East, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site. This route was screened upon request of the Toronto Transit Commission after the analysis of the nine connecting track options was completed Leslie Street The Leslie Street route extends 0.8 kilometres south from Queen Street East to Commissioners Street, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Carlaw Avenue / Commissioners Street The Carlaw Avenue / Commissioners Street route extends 1.9 kilometres south from Queen Street East and east along Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Carlaw Avenue / Lake Shore Boulevard East The Carlaw Avenue / Lake Shore Boulevard East route extends approximately 1.7 kilometres south from Queen Street East, east along Lake Shore Boulevard East and south on Leslie Street to Commissioners Street, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Pape Avenue / Eastern Avenue / Leslie Street The Pape Avenue / Eastern Avenue / Leslie Street route extends approximately 1.6 kilometres south from Queen Street East, east on Pape Avenue and south on Leslie Street to Commissioners Street, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Cherry Street / Commissioners Street The Cherry Street / Commissioners Street route extends 3.7 kilometres south from the existing King Street streetcar service along Cherry Street and east along Commissioners Street, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site. Cherry Street / Lake Shore Boulevard East/ Carlaw Avenue / Commissioners Street The Cherry Street / Lake Shore Boulevard East/ Carlaw Avenue / Commissioners Street route extend approximately 3.2 kilometres south from the existing King Street service along Cherry Street, east along Lake Shore Boulevard East, south along Carlaw Avenue and east along Commissioners Street, where the route connects to the proposed Ashbridges Bay maintenance and storage facility site Recommended Connecting Tracks Option The selection of the connecting track routes was guided by the Reasoned Argument Approach. The Reasoned Argument Approach provides a clear and thorough rationale of the tradeoffs between the various evaluation factors and criteria and the reasons why one option is technically preferred over another. The selection of the recommended connecting tracks route was guided by the following key requirements: No property displacements Cost-effective Operates on roads that are suitable for higher order transit service Potential future revenue transit corridor Can be built in 2013 to support the new Ashbridges Bay LRV maintenance and storage facility Compliance with the City of Toronto Official Plan, (i.e., route has been identified as a Higher Order Transit Corridor) Recommendation and Justification In evaluating the nine connecting track route options, a mixed-traffic Leslie Street route was identified as the technically preferred because it was the most balanced and reasonable option relative to potential community, traffic and economic considerations. What distinguished Leslie Street from all of the other route options was the limited number of operational challenges. Of the nine options, Leslie Street would provide the most direct route between the future Ashbridges Bay maintenance and storage facility and existing streetcar service along Queen Street East. This would result in low capital and operation and maintenance costs associated with construction and operation of the track. Most of the other track route options would incur capital, operations and maintenance expenditures nearly twice the cost of Leslie Street. That said, costs alone did not justify the Leslie Street route. In evaluating the potential effects on traffic, the Leslie Street track option will have minimal effects on existing traffic operations and no effects on on-street parking. In its existing and future configurations, Leslie Street is designed to 14

10 accommodate modest traffic levels and higher-order transit such as light rail - which is also consistent with the City of Toronto s Official Plan, June Alternatively, Pape Avenue is a local road designed to carry only local traffic; Lake Shore Boulevard East is a major arterial designed to carry through trips, but because of its significant traffic volumes, would not be able to accommodate two LRV tracks in mixed-traffic operations; and Connaught Avenue is too narrow to accommodate two LRV tracks without having to displace residential properties or on-street parking. Leslie Street does have its operational challenges, specifically potential queuing at the Lake Shore Boulevard East / Leslie Street intersection, which can be addressed by transit signal priority or other measures. It is important to recognize that the majority of the LRVs will operate during off-peak periods, thus traffic effects should be minimal as traffic volumes are lower. A detailed assessment of the potential traffic effects is provided in Section (see Section 5.4. and 5.5). When considering the potential effects of LRV operations on residential properties, the focus turns to noise and vibration. Today, 13 streetcar routes carry 70 million people along many of the same kind of corridors that were examined for the proposed Ashbridges Bay Maintenance and Storage Facility. Many of the existing streetcar routes operate along roads heavily populated by residential dwellings. In TTC s analysis of the nine route options, Leslie Street registered near the top relative to the number of residential dwelling units fronting a corridor. The Connaught Avenue options had fewer residents fronting the corridor; however, the potential for acquisition of on-street parking along Connaught Avenue in order to accommodate two LRV tracks made this group of options infeasible. The Coxwell Avenue option, while limited in the number of residential units fronting that particular corridor, was also not practical because of the inability to effectively operate two LRV tracks in mixed-traffic along Lake Shore Boulevard East. The Pape Avenue option had the most residential properties fronting it, although that alone was not the reason to exclude it from consideration. Significant operational challenges, tight curves and relatively high costs also justified its exclusion. On June 2, 2010 the Toronto Transit Commission requested that TTC staff consider the Russell Yard / Eastern Avenue / Knox Avenue track route option and prepare report to Toronto City Council. The Russell Yard / Eastern Avenue / Knox Avenue route option was suggested because it would have TTC LRVs operating past fewer residential properties. However, the Russell Yard / Eastern Avenue / Knox Avenue option was not recommended, because: It would eliminate storage capacity that is required to accommodate 204 LRVs; Property acquisition requirements on Queen Street to provide the turning radius required for LRVs would delay the project beyond the LRVs delivery date and would add to the project costs; This option would result in disruptions to Canada Post s South Central Lettermail Processing Plant operations on the southeast corner of Knox Avenue and Eastern Avenue; and The creation of an access to the Ashbridges Bay LRV maintenance and storage facility on Lake Shore Boulevard East and Knox Avenue would require the construction of curved streetcar tracks along the north edge of the site, which would significantly affect the Martin Goodman Trail and the safety of trail users. On June 9, 2010, Toronto City Council approved TTC s recommendation that the Russell Yard / Eastern Avenue / Knox Avenue not be carried forward for further consideration. As a result of this comprehensive assessment undertaken for all route options, Leslie Street was identified as the technically preferred route, providing the most balanced option relative to community, traffic and economic considerations. The number of residential properties fronting Leslie Street was comparable to other options; however, Leslie Street would experience minimal operational challenges, enable more efficient service between the proposed Maintenance and Storage Facility and existing streetcar network, and would result in reasonable capital and maintenance costs. This Environmental Project Report further details the potential effects of the LRV operations along Leslie Street, proposed mitigation measures to minimize those effects, and identifies the net effects that would result from the implementation of those measures. 2.5 Leslie Street Connecting Track Options Track Options As described earlier, Leslie Street was identified as the technically preferred route to connect the proposed site of the Maintenance and Storage Facility at Ashbridges Bay with existing streetcar service along Queen Street East. TTC identified two potential design options: 1. A mixed-traffic design option that would allow the new LRVs to operate in the same travel lanes as automobiles; or 2. An exclusive lane design option that would physically separate LRV operations from automobile travel along Leslie Street. While there are clear distinctions between the two options, common features include: A new half grand union that will connect the new Leslie Street tracks to the existing tracks at Queen Street East. A grand union is a rail track junction where two two-track railway lines meet usually at a street intersection. A half grand union includes tracks that are on three legs of an intersection. The radii at the Leslie Street / Queen Street intersection are consistent with other existing curves in the streetcar network. The entrance to the new maintenance and storage facility will be at the intersection of Leslie and Commissioners. In order to accommodate the new entrance, it will be necessary to realign the sidewalk and trail on the east side as a result of widening the east leg of the intersection. The width and general configurations of the sidewalk and trail will remain unchanged, only the alignment will be modified. The east curb line south of Lake Shore Boulevard will require slight widening to accommodate the lengthening of the northbound left turn lane on Leslie Street to Lake Shore Boulevard. The location of the southbound stop bar will also be moved slightly northward to suit the curved track Connecting Track Design # 1 Mixed Traffic Design Connecting Track Design #1 would consist of an embedded track with shared LRV and traffic lanes, and include the following features (see Figure 2-5): Tracks would be embedded into the street. Cars and other vehicles would share the lanes with the LRVs. The tracks would operate along the centre lanes. Existing left-turn lanes would be unchanged, with the exception of the northbound left-turn onto Lake Shore Boulevard East, which can be elongated. There would be no changes to existing lanes, curbs, or sidewalks north of Lake Shore Boulevard East, South of Lakeshore Boulevard, a new southbound left turn lane would be added to access the maintenance and storage facility. On-street parking along Leslie Street would be maintained Connecting Track Design # 2 Exclusive LRV Lane Design Connecting Track Design # 2 would comprise a dedicated LRV operating in the centre of the Leslie Street right-of-way, and would include the following features: (see Figure 2-6). The LRV tacks would be physically separated from the traffic lanes by a curb or barrier, excluding general purpose traffic from using it. 15

11 Figure 2-5 Connecting Track Design Option 1 Mixed Traffic 16

12 Figure 2-6 Connecting Track Design Option 2 Exclusive Lane 17

13 The exclusive LRV lanes would result in the removal of two lanes along Leslie Street for general purpose traffic, and would displace all on-street parking. The west sidewalk between Queen Street East and Eastern Avenue would be narrowed. All centre medians would require reconstruction. All traffic signals would be re-arranged to suit the centre corridor. Left turns from Mosley Street to northbound Leslie Street would be prohibited. Left turns from Sears Street and Memory Lane to southbound Leslie Street would be prohibited. Left turns into and out of the Loblaws/Tim Hortons/Price Chopper plaza would be prohibited. Vehicle turns into and out of Canadian Tire plaza (south of Lake Shore Boulevard East) would need to be reassessed. 2.6 The Preferred Connecting Tracks Preferred Connecting Track Design Mixed Traffic Guided by the Reasoned Argument Approach (refer to Section for a description), a mixed-traffic scenario was identified as the technically preferred design to accommodate LRVs along Leslie Street. The criteria to assess the connecting track designs included: Potential effect on Martin Goodman Trail Potential displacement of residential properties, businesses and other institutions Potential displacement of built and cultural heritage resources Potential air quality effects Potential noise and vibration effects Potential effect on-street parking and adjacent sidewalks Potential effect on future traffic operations In assessing both options, the mixed-traffic and exclusive lane scenarios will similarly result in: No displacement or reconfiguration of the Martin Goodman Trail No displacement of existing residences, businesses and institutions, built and cultural heritage resources No emissions, except potential dust associated with construction Comparable noise and vibration effects, with appropriate mitigation measures in place Recognizing these similarities between the two track designs, the mixed-traffic scenario demonstrated clear advantages from the exclusive lane option, including: 1. Allowing four lanes of general purpose traffic to operate along Leslie Street at all hours of the day; the exclusive lane option will restrict travel on two lanes, resulting in significant traffic delays along Leslie Street and parallel north-south roads even during off-peak periods. 2. Ensuring all existing on-street parking will be maintained on Leslie Street; the exclusive lane option will require the displacement of all parking on Leslie Street. 3. Ensuring access to all driveways and parking lots is maintained; the exclusive lane option will eliminate access from the opposite lane (no left turns). 4. Preserving all left-turn operations; the exclusive lane option will prohibit left turns from Leslie Street to Mosley Street, Sears Street and Memory Lane. 18