Metrolinx Electrification Project

Transcription

1 Final Electromagnetic REVIEW OF PARSONS Interference/Electromagnetic PROPOSAL TO UPGRADE TRACK CIRCUITS Fields Baseline Conditions Report For Prepared by: Insert TUV Logo Reviewed by: Gannett Fleming Project No Metrolinx Electrification Project Contract No. QBS-2014-IEP-002 Submittal Date: July 2017 Prepared By: Gannett Fleming Canada ULC 8/31/17 i P a g e

2 METROLINX GO RAIL ELECTRIFICATION Quality Assurance Document Release Form Name of Firm: RSC / TÜV Document Name: GO Transit Rail Network Electrification EA EMC Baseline Conditions Report Submittal Date: July 18, 2017 Discipline: EMC Prepared By: Wilton D. Alston, TÜV Rheinland Date: July 18, 2017 Reviewed By: Gittens / Fagley, TÜV Rheinland Date: July 18, 2017 Approved By: Wilton D. Alston, TÜV Rheinland Date: July 18, 2017 Project Manager The above electronic signatures indicate that the named document is controlled by Gannett Fleming Canada ULC, and has been: 1. Prepared by qualified staff in accordance with generally accepted professional practice. 2. Checked for completeness and accuracy by the appointed discipline reviewers and that the discipline reviewers did not perform the original work. 3. Reviewed and resolved compatibility interfaces and potential conflicts among the involved disciplines. 4. Updated to address previously agreed-to reviewer comments, including any remaining comments from previous internal or external reviews. 5. Reviewed for conformance to scope and other statutory and regulatory requirements. 6. Determined suitable for submittal by the Project Manager. i P a g e

3 REVISION HISTORY Revision Date 1 March 11, 2016 Draft Submission to Metrolinx. 2 May 13, 2016 Incorporated revisions and updates 3 October 20, 2016 Incorporated additional comments and updates 4 July 18, 2017 Final Response Version Final updates ii P a g e

4 TABLE OF CONTENTS 1.1 ENVIRONMENTAL ASSESSMENT PROCESS SCOPE OF THE PROJECT STUDY AREA GO RAIL CORRIDORS TRACTION POWER FACILITY LOCATIONS MODIFICATIONS TO WILLOWBROOK MAINTENANCE FACILITY AND EAST RAIL MAINTENANCE FACILITY MODIFICATIONS TO EXISTING LAYOVER FACILITIES TAP LOCATIONS KV/55KV/25KV CONNECTION ROUTES TRACTION POWER SUBSTATIONS TRACTION POWER DISTRIBUTION SYSTEM OVERHEAD CONTACT SYSTEM (OCS) PARALLELING AND SWITCHING STATIONS MODIFIED MAINTENANCE FACILITIES BRIDGE MODIFICATIONS BACKGROUND INFORMATION REVIEW DATA GAP ANALYSIS APPROACH TO BASELINE DATA COLLECTION EMI/EMF EMI BASELINE COLLECTION BACKGROUND BASELINE EMI RECEPTOR MAPPING APPROACH TO BASELINE DATA COLLECTION ELF EMF ELF EMF BASELINE COLLECTION BACKGROUND ELF EMF SITE SURVEY PROCEDURE RAILWAY ROWS EMI BASELINE CONDITIONS (EMI SENSITIVE RECEPTORS) AIRPORTS HOSPITALS MEDICAL IMAGING FACILITIES HELIPORTS EMF BASELINE CONDITIONS TRACTION POWER FACILITY SUMMARY UNION STATION RAIL CORRIDOR iii P a g e

5 SECTION USRC-1 UP EXPRESS UNION GO STATION TO DON YARD LAYOVER LAKESHORE WEST CORRIDOR LAKESHORE WEST TRACTION POWER FACILITIES SECTION LSW-1 STRACHAN AVENUE TO MIMICO GO STATION SECTION LSW-2 MIMICO GO STATION TO LONG BRANCH GO STATION SECTION LSW-3 LONG BRANCH GO STATION TO PORT CREDIT GO STATION SECTION LSW-4 PORT CREDIT GO STATION TO CLARKSON GO STATION SECTION LSW-5 CLARKSON GO STATION TO OAKVILLE GO STATION SECTION LSW-6 OAKVILLE GO STATION TO BRONTE GO STATION SECTION LSW-7 BRONTE GO STATION TO APPLEBY GO STATION SECTION LSW-8 APPLEBY GO STATION TO BURLINGTON KITCHENER CORRIDOR KITCHENER TRACTION POWER FACILITY SECTION KT-1 UP EXPRESS SPUR (AT HIGHWAY 427) TO MALTON GO STATION SECTION KT-2 MALTON GO STATION TO BRAMALEA BARRIE CORRIDOR BARRIE TRACTION POWER FACILITIES SECTION BR-1 PARKDALE JUNCTION TO CALEDONIA GO STATION SECTION BR-2 CALEDONIA GO STATION TO DOWNSVIEW PARK GO STATION SECTION BR-3 DOWNSVIEW PARK GO STATION TO RUTHERFORD GO STATION SECTION BR-4 RUTHERFORD GO STATION TO KING CITY GO STATION SECTION BR-5 KING CITY GO STATION TO BATHURST STREET SECTION BR-6 BATHURST STREET TO AURORA GO STATION SECTION BR-7 AURORA GO STATION TO EAST GWILLIMBURY GO STATION SECTION BR-8 EAST GWILLIMBURY GO STATION TO BRADFORD GO STATION SECTION BR-9 BRADFORD GO STATION TO 13TH LINE SECTION BR-10 13TH LINE TO 6TH LINE SECTION BR-11 6TH LINE TO BARRIE SOUTH GO STATION SECTION BR-12 BARRIE SOUTH GO STATION TO ALLENDALE GO STATION STOUFFVILLE CORRIDOR STOUFFVILLE TRACTION POWER FACILITIES SECTION SV-1 SCARBOROUGH JUNCTION TO AGINCOURT GO STATION SECTION SV-2 AGINCOURT GO STATION TO MILLIKEN GO STATION SECTION SV-3 MILLIKEN GO STATION TO UNIONVILLE GO STATION SECTION SV-4 UNIONVILLE GO STATION TO MARKHAM GO STATION SECTION SV-5 MARKHAM GO STATION TO MOUNT JOY GO STATION SECTION SV-6 MOUNT JOY GO STATION TO STOUFFVILLE GO STATION SECTION SV-7 STOUFFVILLE GO STATION TO LINCOLNVILLE GO STATION LAKESHORE EAST CORRIDOR LAKESHORE EAST TRACTION POWER FACILITIES iv P a g e

6 SECTION LSE-1 DON YARDS LAYOVER TO DANFORTH GO STATION SECTION LSE-2 DANFORTH GO STATION TO SCARBOROUGH GO STATION SECTION LSE-3 SCARBOROUGH GO STATION TO EGLINTON GO STATION SECTION LSE-4 EGLINTON GO STATION TO GUILDWOOD GO STATION SECTION LSE-5 GUILDWOOD GO STATION TO ROUGE HILL GO STATION SECTION LSE-6 ROUGE HILL GO STATION TO PICKERING GO STATION SECTION LSE-7 PICKERING GO STATION TO AJAX GO STATION SECTION LSE-8 AJAX GO STATION TO WHITBY GO STATION SECTION LSE-9 WHITBY GO STATION TO OSHAWA GO STATION SUMMARY OF FINDINGS - EMF EMI/EMF IMPACT ASSESSMENT STUDY TPAP PHASE FUTURE TESTING REQUIRED BEFORE OR AFTER IMPLEMENTATION EXISTING INFRASTRUCTURE AND NEIGHBOURING RAIL SYSTEMS TORONTO TRANSIT COMMISSION CN AND CP A. List of References (Appendix A)... A-1 B. List of Standards (Appendix B)... B-1 C. Photographs and Examples (Appendix C)... C-5 D. EMC Theory and Background (Appendix D)... D EMF... D SOURCES... D RF EMF... D ELF EMF... D HUMAN EXPOSURE... D RF EMF... D ELF EMF... D RADIATED MAGNETIC FIELDS... D EMI... D IMPACT OF ELECTRIFIED RAILWAY ON EQUIPMENT... D EMI SENSITIVE SITES... D ELF EMI... D RF EMI... D EQUIPMENT IMPACT ON ELECTRIFIED RAILWAY... D CONTEXT FOR GO TRANSIT RAIL NETWORK ELECTRIFICATION PROJECT... D-8 E. Calibration Information (Appendix E)... E-1 v P a g e

7 List of Tables Table 1-1 Summary of Traction Power Facilities by Corridor... 4 Table 4-1 Listing of Airports in the Vicinity of the Study Area Table 4-2 Listing of Hospitals in the Vicinity of the Study Area Table 4-3 Listing of Medical Imaging Facilities in the Study Area Table 4-4 Listing of Heliports in the Study Area Table 4-5 Magnetic Field Strengths Table 4-6 Traction Power Facility Measurement Results Summary Table 4-7 Summary of High ELF (> 10 mg) Areas along USRC Table 4-8 Summary of High ELF (>10 mg) Areas along LSW Table 4-9 Summary of High ELF (> 10 mg) Areas along KT Table 4-10 Summary of High ELF (> 10 mg) Areas along SV Table 4-11 Exposure Limits for Fundamental Frequency Magnetic Fields Table D-1 EMC Measurement Context for GO Transit Rail Network Electrification Project... D-8 Table E-1 EMC Equipment Calibration List... E-3 vi P a g e

8 List of Figures Figure 1-1 GO Transit Network... 1 Figure 1-2 GO Network Electrification TPAP Study Area... 3 Figure 1-3 Lakeshore West Corridor... 6 Figure 1-4 Kitchener Corridor... 7 Figure 1-5 Barrie Corridor... 8 Figure 1-6 Stouffville Corridor... 9 Figure 1-7 Lakeshore East Corridor Figure 2-1 Example of OCS Support Structures (Portals) Figure 2-2 Typical Paralleling Station Figure 2-3 Typical Gantries Figure 3-1 EMC Investigation Zones & Applicable Standards Figure 3-2 Proximity of Agincourt Medical Imaging to Stouffville Corridor (100 & 250 m radii shown). 19 Figure 3-3 Proximity of Medionics International Inc. and Mount Joy Animal Clinic to Stouffville Corridor (100 & 250 m radii shown) Figure 3-4 Railway Magnetic Field X, Y & Z Component Orientation Figure 4-1 ELF Sites in USRC Overhead Power Lines and Switch Machine 255 (10 m and 100 m radius) Figure 4-2 ELF Sites in USRC Overhead Power Lines and Switch Machine 255 in relation to Study Area Figure 4-3 ELF Sites in USRC Overhead Signal Light 138 (10 m and 100 m radius) Figure 4-4 ELF Sites in USRC Overhead Signal Light 138 in relation to Study Area Figure 4-5 ELF Sites in LSW-8 3 Metres from Centre of Track (10 m and 100 m radius) Figure 4-6 ELF Sites in LSW-8 3 Metres from Centre of Track in relation to Study Area Figure 4-7 ELF Sites in KT-2 Under High Voltage Lines and 3 Metres from Centre of Track (10 m and 100 m radius) vii P a g e

9 Figure 4-8 ELF Sites in KT-2 Under High Voltage Lines and 3 Metres from Centre of Track in relation to Study Area Figure 4-9 ELF Sites in SV-3 Overhead Utility Lines (10 m and 100 m radius) Figure 4-10 ELF Sites in SV-3 Overhead Utility Lines in relation to Study Area Figure D-1 Right Hand Rule... D-3 List of Appendices Appendix A - List of References Appendix B - List of Standards Appendix C - Photographs and Examples Appendix D - EMC Theory and Background Appendix E - Calibration Information viii P a g e

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

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

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

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

14 Word Main Gantry Maintenance Facility Messenger Wire Mid-span Minister Milligauss Mitigation Measure MOECC MVA Negative Feeder Net Effect NIEHS NIH Notice of Commencement Definition These 25 kv feeders from the TPF will be connected to the OCS with the help of main and strain gantries and a cross feeder arrangement. The main gantry also referred to as the catenary feeding gantry is the one parallel to and toward the TPF side of the track. A mechanical facility for the maintenance, repair, and inspection of engines and railcars. In catenary construction, the OCS Messenger Wire is a longitudinal bare stranded conductor that physically supports the contact wire or wires either directly or indirectly by means of hangers or hanger clips and is electrically common with the contact wire(s). Area between two OCS registration points. Ontario Minister of the Environment. In electricity, a practical unit of magnetic induction equal to a thousandth of one gauss or of one c. g. s. electromagnetic unit. Actions that remove or alleviate, to some degree, the negative effects associated with the implementation of an alternative. The acronym for Ontario Ministry of the Environment and Climate Change. The acronym for Megavolt-Ampere. This is a unit for measuring the apparent power in an electrical circuit equivalent of one million watts. Negative feeder is an overhead conductor supported on the same structure as the catenary conductors, which is at a voltage of 25 kv with respect to ground but 1800 out-of-phase with respect to the voltage on the catenary. Therefore, the voltage between the catenary conductors and the negative feeder is 50 kv nominal. The negative feeder connects successive feeding points, and is connected to one terminal of an autotransformer in the traction power facilities via a circuit breaker or disconnect switch. At these facilities, the other terminal of the autotransformer is connected to a catenary section or sections via circuit breakers or disconnects. The effect (positive or negative) associated with an alternative after the application of avoidance/mitigation/compensation/enhancement measures. The acronym for National Institute of Environmental Health Sciences, a division of the United States National Institute of Health (NIH). The acronym for United States National Institutes of Health. NIH is part of the U.S. Department of Health and Human Services, and is the United States medical research agency. NIH is composed of 27 components called Institutes or Centers, each having its own specific research agenda, often focusing on particular diseases or body systems. NIH s mission is to seek fundamental knowledge about the nature and behavior of living systems and the application of that knowledge to enhance health, lengthen life, and reduce the burdens of illness and disability. The Proponent is required to prepare and distribute a Notice of Commencement, which starts the clock ticking for the 120-day portion of the transit project assessment process. Proponents must prepare and distribute a Notice of Commencement to indicate that the assessment of a transit project is proceeding under the transit project assessment process. Proponents must complete their documentation (the Environmental Project Report) of the transit project assessment process within 120 days of distributing the Notice of Commencement. xiii P a g e

15 Word Notice of Completion Open Route Overhead Contact System (OCS) Overhead Structure Overpass Pantograph Paralleling Station (PS) Performance Standards Phase Break Potentially Contaminating Activity (PCA) Portal Portal Boom Definition The Notice of Completion must be given within 120 days of the distribution of the Notice of Commencement (not including any time outs that might have been taken). The Notice of Completion of Environmental Project Report signals that the Environmental Project Report has been prepared in accordance with section 9 of the regulation and indicates that the Environmental Project Report is available for final review and comment (for 30 calendar days). Following the 30-day public review period, there is a 35-day Minister s decision period. An area of tracks where there is no vertical conflicts to OCS. OCS is composed of: 1. The aerial supply system that delivers 2x25 kv traction power from traction power substations to the pantographs of Metrolinx electric trains, comprising the catenary system messenger and contact wires, hangers, associated supports and structures including poles, portals, head spans and their foundations), manual and/or motor operated disconnect switches, insulators, phase breaks, section insulators, conductor termination and tensioning devices, downguys, and other overhead line hardware and fittings. 2. Portions of the traction power return system consisting of the negative feeders and aerial static wires, and their associated connections and cabling. A structure that allows a road to cross over a railway underneath. A structure that allows a railway to cross over a road or watercourse underneath Device on the top of a train that slides along the contact wire to transmit electric power from the catenary to the train. An installation which helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders and the catenary conductors are connected to the two outer terminals of the autotransformer winding at this location with the centre terminal connected to the traction return system. The OCS sections can be connected in parallel at PS locations. General specifications and criteria that define the parametres and requirements of a particular system. An arrangement of insulators and grounded or non-energized wires or insulated overlaps, forming a neutral section, which is located between two sections of OCS that are fed from different phases or at different frequencies or voltages, under which a pantograph may pass without shorting or bridging the phases, frequencies, or voltages. Use or activity at the site that has the potential to result in soil and/or groundwater. Examples of PCAs are set out in Table 2, Schedule D of O.Reg. 153/04. Portal is an OCS structure that spans over the tracks between two OCS support poles located on the sides of the tracks in order to support the electrification equipment. The portal structure is used at multiple track locations where cantilever frames are not practical. Top steel section or truss/lattice at the top of the portal structure, supported by two columns placed either side of the railway. The portal boom provides support points for the OCS conductors. xiv P a g e

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

17 Word Signal System Spur Static Wire (Aerial Ground Wire) Strain Gantry Traction Power Facility (TPF) Traction Power Substation Switching Station (SWS) Touch/Step Potential Top of Rail TTC Traction Power Return System Definition The rail signal system is a combination of wayside and on board equipment and/or software to provide for the routing and safe spacing of trains or rail vehicles. A railroad track that diverges from the main track to service a specific location or industry. A wire, usually installed aerially adjacent to or above the catenary conductors and negative feeders, that connects OCS supports collectively to ground or to the grounded running rails to protect people and installations of an electrical fault. These 25 kv feeders from the TPF will be connected to the OCS with the help of main and strain gantries and a cross feeder arrangement. The strain gantry is located within the railroad right-of-way (ROW) parallel to and on the opposite side of the track from the TPF, with footprints exactly equal to that of the main gantry. Any of the facilities associated with traction power generation or transmission, including: Traction Power Substation, Switching Station, or Paralleling Station. Electric Traction Facility that transforms the utility supply voltage of 230 kv to 50 kv and 25 kv for distribution to the trains via catenary and negative feeders. SWS is an installation where the supplies from two adjacent traction power substations are electrically separated and where electrical energy can be supplied to an adjacent but normally separated electrical section during contingency power supply conditions. It also acts as a paralleling station. Touch potential is defined as the voltage between the energized object and the feet of a person in contact with the object. Step potential is defined as the voltage between the feet of a person standing near an energized grounded object. Top of Rail is defined as the highest point in a running rail profile. The acronym for Toronto Transit Commission. TTC is a public transport agency that operates transit bus, streetcar, paratransit, and rapid transit services in Toronto, Ontario, Canada. The traction power return system includes all conductors (including the grounding system) for the electrified railway tracks, which form the intended path of the traction return current from the electrified rolling stock to the traction power substations. Conductors may include: Running rails Impedance bonds Static wires, and buried ground or return conductors Rail and track bonds Return cables, including all return circuit bonding and grounding interconnections Ground Negative feeders due to the configuration of autotransformer connections xvi P a g e

18 GO Rail Network Electrification TPAP 1. Background Metrolinx is undertaking an Environmental Assessment (EA) under the Transit Project Assessment Process (TPAP) under Ontario Regulation 231/08 - Transit Projects and Metrolinx Undertakings for electrification of the GO Transit Rail Network (see Figure 1-1). The Project involves conversion of several rail corridors within the GO Transit network from diesel to electric propulsion. The undertaking will entail design and implementation of traction power supply and distribution components including an Overhead Contact System (OCS) along the rail corridors, as well as a number of electrical power supply/distribution facilities located in the vicinity of the rail corridors. Electrification of the GO Transit network also requires electrical power to be supplied from Ontario s electrical system through Hydro One s existing high voltage grid via new high voltage (e.g., 230kV) connections to the Traction Power Substations. The design/routing of these connections will be detailed as part of the conceptual design to be completed. Figure 1-1 GO Transit Network 1 Page

19 1.1 Environmental Assessment Process The proposed conversion of the GO Network from diesel to electric power falls under Schedule 1, 2.1 Subsection 2 (1) of O. Reg. 231/08. This Regulation applies to a transit project that is carried out by any proponent or any of its successors or assigns if the transit project includes any one or more of the following in relation to the electrification of a new or existing commuter rail corridor: The electrification of rail equipment propulsion. May include planning, designing, establishing, constructing, operating, changing or retiring an associated power distribution system. The planning, designing, establishing, constructing, operating, changing or retiring of power supply infrastructure. 1.2 Scope of the Project The scope of the GO Transit Rail Network Electrification undertaking will involve electrification of several rail corridors. At the time of writing this report, the scope of the baseline conditions data collection phase included the following rail corridors: 1. Union Station Rail Corridor (USRC) From UP Express Union Station to Don Yard Layover 2. Lakeshore West Corridor From Just West of Bathurst (Mile 1.2) to Burlington 3. Kitchener Corridor From UP Express Spur 1 (at Highway 427) to Bramalea 4. Lakeshore East Corridor From Don Yard Layover to Oshawa Station 5. Barrie Corridor From Parkdale Junction (off Kitchener Corridor) to Allandale Station 6. Stouffville Corridor From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville Station It should be noted that the electrification of the UP Express Route from UP Express Station (just west of the Union Station Train Shed) to Terminal 1 Station at Pearson International Airport, including power supply and power distribution components, was previously approved as part of the Metrolinx UP Express Electrification EA (June, 2014) (see Figure 1-2). 1.3 Study Area The Study Area for the baseline conditions phase of the TPAP encompasses the GO Transit rail corridors outlined above including proposed locations for the electrical power supply/distribution facilities (see Figure 1-2). A conservative 30 metre buffer area was established around these elements of the Study Area at the baseline conditions phase to allow for comprehensive baseline data collection. Once the 1 The portion of the Kitchener corridor from Strachan Ave. to the airport spur (at Highway 427) was previously assessed/approved as part of the Metrolinx UP Express Electrification EA. 2 P a g e

20 conceptual design is further advanced, the study area will be refined as required as part of the impact assessment phase. Figure 1-2 GO Network Electrification TPAP Study Area Therefore, the Study Area can be summarized as follows: GO Rail Corridors 1. USRC From UP Express Union Station to Don Yard Layover (UP Express Union Station to Strachan Avenue was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area). 2. Lakeshore West Corridor From Strachan Ave to Burlington 3 P a g e

21 3. Kitchener Corridor From UP Express Spur (at Highway 427) to Bramalea (Strachan Avenue to UP Express spur (at Highway 427) was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area) 4. Lakeshore East Corridor From Don Yard Layover to Oshawa GO Station 5. Barrie Corridor From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station 6. Stouffville Corridor From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station Traction Power Facility Locations There are 18 traction power facilities required to support the GO Rail Network Electrification undertaking (3 of which were previously assessed and approved as part of the UP Express Electrification TPAP). Therefore, the scope of the GO Rail Network Electrification TPAP will include assessment of the remaining 15 TPFs, as detailed in Table 1-1 below. Six Traction Power Substations (TPSs) Five Switching Stations (SWSs) Seven Paralleling Stations (PSs) Table 1-1 summarizes the traction power facilities required along each corridor and Figures 1-3 to 1-7 provide corresponding key maps showing the approximate location of each facility. The tap locations (points as which high voltage power will be tapped from Hydro One s existing grid) were still under development at the time of writing this report, therefore they will be assessed as part of the impact assessment phase of the TPAP. Table 1-1 Summary of Traction Power Facilities by Corridor GO Corridor Approx. Length of Corridor Type of Facility Location(s) Union Station 2.6 km TPS N/A Tap Point N/A SWS Ordnance/Bathurst (previously approved as part of the UP Express Electrification EA) PS N/A Lakeshore West 53 km TPS Burlington Mimico Tap Point Burlington Tap Mimico Tap SWS Oakville PS N/A 4 P a g e

22 GO Corridor Approx. Length of Corridor Type of Facility Location(s) Kitchener 6.5 km TPS CityView (previously approved as part of the UP Express Electrification EA) Tap Point N/A PS Bramalea Eglinton (this site was approved as part of the UP Express Electrification EA) Barrie 100 km TPS Allandale Tap Point Allandale Tap SWS Newmarket PS Gilford Maple Stouffville 50 km TPS Scarborough Tap Point Scarborough Tap SWS N/A PS Unionville Lincolnville Lakeshore East 48 km TPS East Rail Maintenance Facility Tap Point ERMF Tap SWS Scarborough Durham PS Don Yard 5 P a g e

23 Figure 1-3 Lakeshore West Corridor 6 P a g e

24 Figure 1-4 Kitchener Corridor 7 P a g e

25 Figure 1-5 Barrie Corridor 8 P a g e

26 Figure 1-6 Stouffville Corridor 9 P a g e

27 Figure 1-7 Lakeshore East Corridor 10 P a g e

28 1.3.3 Modifications to Willowbrook Maintenance Facility and East Rail Maintenance Facility It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, two existing GO Transit maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. The modifications to these facilities will be detailed as part of the conceptual design to be developed Modifications to Existing Layover Facilities The modifications required to existing layover facilities to accommodate electrification will be detailed as part of the conceptual design phase. If new property is required, the study area will be expanded to include this and impacts assessed accordingly. 11 P a g e

29 2. Overview of Project Components 2.1 Tap Locations A new tap location will be required in the vicinity each new Traction Power Substation. The tap locations are those areas where Metrolinx will tap into the existing Hydro One high voltage grid as part of the power supply portion of the project. These tap locations and concept design details were under development at the time of the baseline conditions phase, therefore assessment of the potential impacts associated with the tap locations will be addressed as part of the Impact Assessment phase of the TPAP and captured accordingly within the impact assessment reports kV/55kV/25kV Connection Routes Electrical power will be supplied from Ontario s electrical system through Hydro One s existing high voltage grid via new high voltage (e.g., 230kV) connections to the new TPSs. The exact type/routing of the high voltage connections and method of installation will be further detailed as part of the conceptual engineering design to be developed. In addition, there may be feeder routes (55kV/25kV) required between tap locations and/or from new traction power facilities to the rail ROW. The routing and conceptual design of the high voltage connections and 55kV/25kV feeder routes were still under development at the time of preparing this baseline conditions report, therefore these components will be assessed as part of the impact assessment phase of the TPAP and will be summarized in the subsequent impact assessment report. 2.3 Traction Power Substations TPSs will be required at various points along the rail corridors in order to provide electrical power to the GO system. The electrified GO Transit Network will be a 2 x 25 kv AC autotransformer fed electrification system which will be connected directly to a high voltage system. The TPSs will transform the utility supply voltage (e.g., 230 kv) to 2x25 kv along the OCS for distribution to the electric trains traversing the GO rail corridors. 2.4 Traction Power Distribution System The power supplied by the TPSs will be distributed throughout the GO rail corridors via the power distribution system which will be comprised of an OCS, gantries, 55kV/25 kv feeders (which bring power from the SWSs and PSs to the rail corridor), SWSs, and PSs. The trains will collect their propulsion power from the OCS by means of pantographs mounted on top of the trains Overhead Contact System (OCS) The preferred traction power distribution system for the GO Network electrification is an OCS that is comprised of a wiring system which will provide power to the electric trains. The wiring system will be suspended from a number of new OCS support structures (i.e., portals, cantilevers) placed along and 12 P a g e

30 over the track, including on bridges/overpasses where required (Figure 2-1). It should be noted that OCS attachments to GO Stations and at Bridges may also be required. Figure 2-1 Example of OCS Support Structures (Portals) Paralleling and Switching Stations Electric trains can only operate if the OCS voltage remains within acceptable limits. PSs help raise the OCS voltage and hence facilitate operation of trains further away from the source of power (see Figure 2-2). PSs and SWSs help to distribute the electric power through the GO Transit Network and are connected to the rail corridors via feeders. A set of gantries will be located in the vicinity of each PS/SWS location to provide power to the corridors (see Figure 2-3). The locations of the gantries and duct banks will be identified as part of the preliminary design phase. Figure 2-2 Typical Paralleling Station 13 P a g e

31 Figure 2-3 Typical Gantries Modified Maintenance Facilities It is assumed that no new maintenance facilities will be built to support GO Network Electrification. Rather, two existing maintenance facilities (Willowbrook and East Rail Maintenance Facility) will be modified to accommodate electric GO Trains. The modifications to these facilities will be detailed as part of the conceptual design to be developed. 2.5 Bridge Modifications Certain modifications will need to be made to bridges in order to accommodate electrification. As noted above, OCS attachments to bridges may be required to allow the wires to run underneath the bridge. The details of the type of attachments will be detailed as part of the conceptual design to be developed. In addition, all overhead bridge structures will require bridge barrier protection to be added. 14 P a g e

32 3. Methodology While this section focuses upon specific methodology used for the collection of the baseline EMI/EMF data for the GO Transit Rail Network Electrification TPAP, background on the nature of electromagnetic fields may be helpful for establishing the context of these measurements. Significant explanatory background for the general discipline of Electromagnetic Compatibility (EMC) and the specific applications of measurements of various types of electromagnetic energy was provided in the UP Express EMC Report, listed in the References (see Reference III). An EMC Theory section, with specific content for the GO Transit Rail Network Electrification TPAP, has been included in the Appendix (see Appendix D) of this document. There are two components to this EMI/EMF Baseline Conditions Report, which are: 1. Identification, via desktop analysis, of potential EMI sensitive sites within the Study Area; and 2. Establishment of present-day EMF baseline conditions for areas of concern along the GO rail corridors within the Study Area. The reason for this methodology is two-fold. One, a specific type of EMF, Extremely Low-Frequency (ELF), is generated by the coupling of electrical current flow with available grounds. The current is due to induced current from electric drive motors and induced currents from adjacent power cabling. This type of energy, while not transmitted over long distances, is expected to exist along the corridor already, despite the lack of electrification. A quantification of this energy and verification that it is within safe ranges for both commercial and residential cases provides assurance that construction can proceed without undue concern. A collection of locations where the baseline level of this energy is measured above negligible levels, should any exist, provides a set of locations for post-electrification measurement of ELF EMF. Secondly, it is possible that the installation of TPFs and high-power OCS lines could result in EMF above background levels. This EMF is introduced due to the addition of 60Hz power lines, track currents and associated equipment. This is the primary reason for the baseline EMF measurements. Electrification can also introduce higher frequency EMI. This is expected from associated control equipment. It is also expected that all additional control equipment would be compliant with the respective EMI/EMC standards such as EN 50121, cited in the Appendix (see Appendix B). With this in mind, the baseline conditions phase entailed the following activities: Background review, including secondary sources, reports/studies, and gap analysis to assist in scoping data collection approach and field work; Identification of potential EMI & EMF sensitive sites, and development of corresponding aerial maps as required; Field data collection within the Study Area to document ELF EMF baseline conditions; and EMI baseline measurements at locations identified. 15 P a g e

33 Preparation of this draft EMC Baseline Conditions Report. As noted in the Final GO Rail Network Electrification EMI/EMF/EMC Work Plan (see Reference IV), for the purposes of describing baseline conditions, the areas along the corridors can be divided into three zones as shown in Figure 3-1, which are based on various criteria specified in the relevant standards (see Appendix B): Zone 1: Existing Metrolinx and the neighbouring right-of-way railway systems and equipment up to 3 m from the centreline of the outermost track. Zone 2: Metrolinx and external third party systems and equipment, located on the right-of-way and/or outside the right-of-way but in close proximity to the tracks up to 10 m from the centreline of the outermost track. Zone 3: External third-party EMI-sensitive sites (such as laboratories, hospitals, and airports) located between 10 m and 100 m from the centerline of the outermost track and/or from the proposed Traction Power Facility Sites. Figure 3-1 EMC Investigation Zones & Applicable Standards Centre Line of Track 3 metres 10 metres 100 metres Railway Standards EN ICNIRP Guidelines Industrial Standards EN (Immunity) EN (Emission) Light Industrial Standards EN (Immunity) EN (Emission) Zone 1 Zone 2 Zone Background Information Review The following reports were reviewed for context purposes and to review the previous methodology followed: GO Electrification Study, Final Report (2010); UP Express Electrification Environmental Project Report (2014); and, 16 P a g e

34 UP Express Electrification EMC Report (March 2014). The methods for measuring and controlling EMC are not novel, i.e., industry-standard methods do not vary a great deal. An independent review found that the standards listed in Figure 3-1 (which is very similar to a figure in the UP Express Electrification EMC Report) are directly applicable to the GO Transit Rail Network Electrification Project. As such, the approaches used for EMC-related work on the GO Rail Network Electrification Project will, in many cases, follow those used for the UP Express Electrification project. For example, a tiered Zone 1, Zone 2, Zone 3 approach was used in the UP Express Electrification project. As previously noted, this industry-standard methodology was reused for baseline data collection as part of the GO Rail Network Electrification project. 3.2 Data Gap Analysis As mentioned in Section 3.1, relevant background documents from the UP Express Electrification Project were consulted. These documents did not contain relevant baseline EMI or ELF EMF data for the current study area. However, the approach to data collection was quite similar for both the GO Transit Rail Network Electrification Project and the UP Express Electrification project. The primary method of collecting the required baseline data was field data collection. 3.3 Approach to Baseline Data Collection EMI/EMF Two main activities needed to be completed to describe the baseline conditions with regard to EMI/EMF: 1) baseline EMI/EMF receptor mapping to identify and geographically locate potential EMI/EMF sensitive sites; and, 2) electromagnetic field surveys within the Study Area to establish the baseline EMI/EMF profile along the corridors. This report explains the process for identifying these potential sites at which to conduct baseline EMI/EMF scans. (The EMI/EMF Impact Assessment Report will show the results of these measurements.) EMI Baseline Collection Background As noted above in Section 3, these baseline measurements are intended to address the concern that EMI due to the installation of traction power facilities at specific locations, and the electrification of the system throughout the corridors, could negatively affect existing neighbouring electronic devices. The process of developing EMI receptor maps served as an input to a list of locations at which to collect baseline EMI scans that can later be used to determine if the levels of EMI have increased. All proposed TPF Sites, and a selection of EMI sensitive sites developed in this report, which includes locations near the track, in rural settings, in urban settings, and locations near existing power stations were included in the baseline study. This provides direct evidence all pre-existing measurable electromagnetic interference emanates from known sources in the Study Area for GO Transit Rail Network Electrification project. Metrolinx will take active steps, during design and construction, at both the TPF Sites and along the corridor, as per EN 50121, to assure that post-electrification levels of EMI should not pose a concern for 17 P a g e

35 current or future EMI sensitive locations. EMI will be mitigated at the source 2, e.g., at the TPF sites, and a full report on the level of EMI emissions from all TPF sites will be developed. EMI verification scans will be re-taken at the locations where baseline EMI measurements, described in the EMI/EMF Impact Assessment Report were taken, providing before and after data for comparison Baseline EMI Receptor Mapping Using the general guidelines from IEEE 241, EMI receptors were classified into four broad categories including: airports, hospitals, medical imaging facilities, and heliports. Baseline EMI receptor maps, hereafter referred to as EMI Sensitive Site Maps, were developed using available satellite imagery, combined with address listings of such facilities from publicly available databases. From the combination of the name, address, and GPS coordinates for a given facility, an aerial map could be generated for each prospective EMI sensitive site and for each category of EMI sensitive site. Using these maps, a list of candidate EMI sensitive sites were developed as presented in Section 4. The complete process used was as follows: 1. Perform an Internet search of facilities of each type identified, e.g., airports in Toronto; 2. Evaluate and add entries to the list using publicly available databases, e.g., phone book listings; 3. Determine the address for each entry using publicly available databases; 4. Convert each address into a longitude and latitude; 5. Generate custom interactive aerial maps that included every entry on the list, using the longitude/latitude and interactive mapping tools, in concert with publicly available databases, e.g., Google Maps; 6. Place a circle on the aerial map around each facility, using a radius of 100m (Zone 3); 7. In cases where the facilities were large, e.g., hospitals and airports, place an additional concentric circle on each map using a radius of 250m; 8. Visually evaluate every location with respect to location of the tracks, using the concentric circles and the interactive custom-generated aerial maps; 9. Place locations within Zone 3 on the list of prospective locations at which to collect EMI baseline scan data. The distance of 250 m was used as the radius for the largest concentric circle to be used around both airports and hospitals. A simple calculation was used to generate a length of 150 m 3 for the long dimension of a typical hospital, given rough estimates of size in square metres. This length was added to 100 m to get 250 m which provided a conservative, i.e., erring on the large side, distance. However, the final decision of whether or not a facility should be on the list of sites at which to collect baseline EMI 2 A full discussion of EMC sources, with examples, is included in the Appendix (see Appendix D). 3 A length of 150 metres was estimated using a conservative estimate of the long dimension of a rectangularshaped hospital with a size of 7,000 m 2, assuming that it is twice as long as wide. The 7,000 m 2 hospital size is the average size of a hospital in the United States, which is assumed to be similar to Canadian hospital sizes. Since every facility listed was evaluated to determine if measurements should be taken, the exact dimensions and any differences in size of a facility between the U.S. and Canada is not relevant. 18 P a g e

36 scans was based upon the visual evaluation of the interactive maps, which included a determination of how close any portion of the every facility was to the Study Area. The examples below (see Figure 3-2 and Figure 3-3) show how two different sites would be evaluated to determine how far the location was from the tracks and if the location should be included on the list of candidate sites at which to collect baseline EMI scans. An identical process was followed for every location shown in Section 4.1, and the result of this process was used to generate the information shown in the Distance to Closest Track column. Figure 3-2 Proximity of Agincourt Medical Imaging to Stouffville Corridor (100 & 250 m radii shown) North This figure shows Agincourt Medical Imaging (the yellow bubble) at the center of two concentric circles. The smaller circle has a radius 100 m. The larger circle has a radius of 250 m. The red dotted line shows the approximate location of the tracks along the Stouffville corridor. In this case, one can see that Agincourt Medical Imaging is less than 100 m from the tracks. 19 P a g e

37 Figure 3-3 Proximity of Mount Joy Animal Hospital to Stouffville Corridor (100 & 250 m radii shown) North This figure shows Mount Joy Animal Hospital (the yellow bubble) at the center of two concentric circles. The smaller circle has a radius of 100 m. The larger circle has a radius 250 m. The red dotted line shows the approximate location of the tracks along the Stouffville corridor. In this case, one can see that Mount Joy Animal Hospital is greater than 100 m but less than 250 m from the tracks. Lists of categories of EMI-sensitive sites are shown in tabular form in Section 4.1, with an assessment of the distances of each facility from the closest track, as developed using the process described above. In all cases, the shape of the building, including those cases when the facility extended outside the larger circle, was taken into account. As part of the EMI/EMF Impact Assessment phase, background EMI measurements are planned at locations that represent typical locations for EMI sensitive sites, based upon the lists developed as described herein. In addition to these locations, EMI background scans are planned for all TPF sites. 20 P a g e

38 3.4 Approach to Baseline Data Collection ELF EMF ELF EMF Baseline Collection Background As noted in Section 3, these baseline measurements are intended to address the concern that ELF EMF will be generated by the coupling of system electrical current flows with available grounds, and determine if this electromagnetism exceeded published guidelines. The caveat here is that no electrification has taken place. As such, one possible source of ELF EMF does not currently exist. However, standard electrical theory and insight from references such as NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power, suggests that there are areas along the corridor which, at present, could exhibit ELF EMF above background levels. This survey 4 and the results depicted in this report, verified this assumption ELF EMF Site Survey Procedure Railway ROWs ELF EMF was measured along the railway right-of-way and at the TPF facility locations. These locations are identified in this report. The values measured were catalogued and compared to human exposure limits outlined in ICNIRP Guidelines for public, uncontrolled environments, Limiting Exposure to Time Varying Electric, Magnetic Fields and Static Magnetic Fields. Devices along the right-of-way that were expected to be generators of ELF EMF, based on professional judgment and/or past project experience, such as GO Corridor switch machines, were included in the locations where measurements were taken. Tables in Section 4, listed by sections numbers in this document and organized corresponding to corridor names, (see Section 4.2.2, Section 4.2.3, Section 4.2.4, Section 4.2.5, Section 4.2.6, and Section 4.2.7) identify the area or the field device, or both, where measurements were taken, as well as the results of those measurements. Special attention was paid to areas of the GO corridors with nearby overhead transmission lines, since basic electrical theory suggests that transmission lines, both parallel and perpendicular to the railway corridor, can be a source of ELF EMF. This assumption was borne out in the data set analyzed in this report. GPS coordinates for all measurements taken have also been provided in these tables (see Section 4.2.2, Section 4.2.3, Section 4.2.4, Section 4.2.5, Section 4.2.6, and Section 4.2.7). Finally, photographs are included in Appendix C that provides views of specific areas where measurements were taken. These photos provide not only a view of where measurements were taken for specific cases, but also examples of what similar devices and locations in other corridors would look like. In other words, the pictures of switch machines and power lines from USRC and Lakeshore West are representative of similar equipment on other GO rail corridors. The measurements were taken at three axes, with magnetic field orientation per Figure This survey and the measurements described in this report are not the only EMF measurements that will be performed for the GO Transit Rail Network Electrification Project. They are simply the types of measurements appropriate for baseline data collection. 21 P a g e

39 Figure 3-4 Railway Magnetic Field X, Y & Z Component Orientation Measurements of Density magnitudes 5 were documented at every location where they were taken. An F. W. Bell 4100 Series ELF Gauss/Tesla Meter was used to measure the background magnetic field levels throughout the rail corridors. The unit frequency range is from 40 to 400 Hz and is capable of measuring the power line (60 Hz) frequency and the associated third (180 Hz) and fifth (300 Hz) order harmonics. 5 The Density is a direct measure of the magnitude of the magnetic field, which would otherwise be computed by taking the square root of the sum of the squares of X, Y, and Z axes shown in Figure P a g e

40 4. Baseline Conditions The following sections provide the locations of EMI sensitive sites in the vicinity of the rail corridors (see Section 4.1) and a detailed summary of the ELF EMF baseline conditions within the Study Area (see Section 4.2). For the purposes of describing baseline ELF EMF levels, Sections to represent each of the rail corridors. Additionally, the rail corridors have been further sub-divided into smaller geographic segments to better organize the baseline condition data being presented. 4.1 EMI Baseline Conditions (EMI Sensitive Receptors) The tables in this section provide the initial lists of locations of EMI sensitive sites (airports, hospitals, medical imaging facilities, and heliports) in the vicinity of the rail corridors. Those receptors that are within Zone 3 or closer (i.e., less than 100 m from the closest track) or are between 100 m and 250 m (the conservative evaluation zone) are shown in bold Airports The following table and figure show the location of airports in the vicinity of the Study Area. As shown in Table 4-1, there are no airport facilities within 250 m of the Study Area. [NOTE: UP Express into the Pearson Airport was covered in the UP Express TPAP already completed.] Table 4-1 Listing of Airports in the Vicinity of the Study Area Airport Name Airport Code Location Coordinates Distance to Closest Track Lefroy Airport CPQ4 Barrie 44 18'00"N, '00"W Greater than 250m Downsview Airport YZD Barrie 43 44'34"N, 79 27'56"W Greater than 250m Buttonville Municipal Airport Toronto Pearson International Airport YKZ Barrie 43 51'44"N, 79 22'12"W Greater than 250m YYZ Kitchener 43 40'38'N, 79 37'50"W Greater than 250m Brampton Airport CNC3 Kitchener 43 45'37"N, 79 52'30"W Greater than 250m Oshawa Municipal Airport Region of Waterloo International Airport YOO Lakeshore East 43 55'22"N, 78 53'42"W Greater than 250m YKF Lakeshore West 43 27'38"N, 80 22'42"W Greater than 250m Burlington Air Park ZBA Lakeshore West 43 26'30"N, 79 51'01"W Greater than 250m John C. Munro Hamilton International Airport YHM Lakeshore West 43 10'25"N, 79 56'06"W Greater than 250m Markham Airport CNU8 Stouffville 43 56'09"N, 79 15'44"W Greater than 250m Billy Bishop Toronto City Airport YTZ USRC 43 37'39"N, 79 23'46"W Greater than 250m 23 P a g e

41 4.1.2 Hospitals The following table and figure show the location of hospitals in the vicinity of the Study Area. As shown in the table, there are two hospital facilities within 100 m of the Study Area. Table 4-2 Listing of Hospitals in the Vicinity of the Study Area Hospital Name Location Coordinates Distance to Closest Track Mount Sinai Hospital, Centre for Fertility and Reproductive Health Barrie 43 39'18.1"N, 79 23'20.6"W Greater than 250m Toronto Grace Health Centre Barrie 43 40'39.8"N, 79 24'56.2"W Greater than 250m West Park Healthcare Centre Barrie 43 41'23.6"N, 79 30'29.3"W Greater than 250m Holland Bloorview Kids Rehabilitation Hospital Toronto Rehabilitation Institute, Lyndhust Centre Toronto Rehabilitation Institute, Rumsey Centre - Neuro Toronto Rehabilitation Institute, Rumsey Centre - Cardiac Sunnybrook Health Sciences Centre, Bayview Campus Humber River Hospital, Wilson Site Barrie 43 43'05.0"N, 79 22'27.2"W Greater than 250m Barrie 43 43'06.5"N, 79 22'11.0"W Greater than 250m Barrie 43 43'06.5"N, 79 22'17.1"W Greater than 250m Barrie 43 43'07.4"N, 79 22'17.6"W Greater than 250m Barrie 43 43'17.4"N, 79 22'36.7"W Greater than 250m Barrie 43 43'27.3"N, 79 29'17.9"W Greater than 250m Baycrest Barrie 43 43'50.5"N, 79 25'58.0"W Greater than 250m Humber Ambulatory/Urgent Care Centre, Finch Site Esteem Laser And Wellness Centre Inc North York General Hospital, Branson Ambulatory Care Centre North York General Hospital, Seniors' Health Centre Sunnybrook Health Sciences Centre, St. John's Rehab Hospital Barrie 43 45'16.1"N, 79 31'33.7"W Greater than 250m Barrie 43 45'22.8"N, 79 21'33.5"W Greater than 250m Barrie 43 46'20.9"N, 79 26'53.4"W Greater than 250m Barrie 43 46'21.6"N, 79 21'31.3"W Greater than 250m Barrie 43 47'15.0"N, 79 24'14.3"W Greater than 250m Shouldice Hospital Barrie 43 49'14.4"N, 79 24'15.2"W Greater than 250m Mackenzie Health Barrie 43 51'56.2"N, 79 26'51.5"W Greater than 250m Dialysis Clinic Barrie 44 23'32.2"N, 79 41'56.9"W Greater than 250m 24 P a g e

42 Hospital Name Location Coordinates Distance to Closest Track Royal Victoria Regional Health Centre Runnymede Healthcare Centre Barrie 44 24'42.4"N, 79 39'44.9"W Greater than 250m Kitchener 43 39'53.0"N, 79 28'51.7"W Greater than 250m Etobicoke General Hospital Kitchener N, W Greater than 250m Brampton Civic Kitchener 43 44'50.3"N, 79 44'24.3"W Greater than 250m The Scarborough Hospital, Birchmount Campus Lakeshore East 43 48'06.8"N, 79 18'32.5"W Greater than 250m Rouge Valley Centenary Lakeshore East N, W Greater than 250m Rouge Valley Ajax and Pickering Lakeshore East 43 50'12.6"N, 79 01'01.0"W Greater than 250m Urban Family Health Team Lakeshore West 43 38'23.4"N, 79 26'46.9"W Greater than 250m St. Joseph's Health Centre Lakeshore West 43 38'22.6"N, 79 27'01.2"W Greater than 250m Toronto Rehabilitation Institute, Lakeside Centre Toronto Rehabilitation Institute, E.W. Bickle Centre Lakeshore West 43 38'08.9"N, 79 25'58.8"W Greater than 250m Lakeshore West 43 38'05.2"N, 79 25'57.8"W Greater than 250m Queensway Health Centre Lakeshore West N, W Greater than 250m Credit Valley Hospital Lakeshore West 43 33'33.6"N, 79 42'10.4"W Greater than 250m Burgess Veterinary Emergency Bayview Park Animal Hospital Lakeshore West 43 21'23.1"N, 79 47'04.5"W Less than 100m Lakeshore West 43 20'22.5"N, 79 49'02.2"W Greater than 250m Maples Animal Hospital Lakeshore West 43 19'59.7"N, 79 48'51.0"W Greater than 250m Joseph Brant Hospital Lakeshore West 43 19'02.0"N, 79 48'09.0"W Greater than 250m Providence Healthcare Stouffville 43 39'58.1"N, 79 29'56.4"W Greater than 250m The Scarborough Hospital, General Campus Stouffville 43 45'22.1"N, 79 14'49.2"W Greater than 250m North York General Hospital Stouffville 43 46'10.3"N, 79 21'47.6"W Greater than 250m Bellwood Health Services Stouffville 43 48'20.7"N, 79 20'09.7"W Greater than 250m St. Joseph's Health Centre USRC 43 38'22.6"N, 79 27'01.2"W Less than 100m Centre for Addiction and Mental Health, Queen Street Site USRC 43 38'37.0"N, 79 25'06.0"W Greater than 250m Toronto Western Hospital USRC 43 38'51.6"N, 79 24'15.0"W Greater than 250m 25 P a g e

43 Hospital Name Location Coordinates Distance to Closest Track Centre for Addiction and Mental Health, Russell Street Site Centre for Addiction and Mental Health, College Street Site Mount Sinai Hospital, Murray Location Mount Sinai Hospital, Ontario Power Generation Building USRC 43 39'35.2"N, 79 23'57.1"W Greater than 250m USRC 43 39'30.2"N, 79 23'55.0"W Greater than 250m USRC 43 39'29.0"N, 79 23'31.0"W Greater than 250m USRC 43 39'31.7"N, 79 23'28.8"W Greater than 250m Mount Sinai Hospital USRC 43 39'27.1"N, 79 23'26.7"W Greater than 250m Princess Margaret Cancer Centre Harbourfront Animal Hospital USRC 43 39'29.0"N, 79 23'26.2"W Greater than 250m USRC 43 38'19.6"N, 79 23'23.3"W Greater than 250m Hospital for Sick Children USRC 43 39'25.6"N, 79 23'18.6"W Greater than 250m Toronto General Hospital USRC 43 39'31.0"N, 79 23'18.4"W Greater than 250m Yonge-Davenport Pet Hospital USRC 43 40'27.9"N, 79 23'17.4"W Greater than 250m Women's College Hospital USRC 43 39'42.5"N, 79 23'13.4"W Greater than 250m Sunnybrook Health Sciences Centre, Holland Centre USRC 43 39'53.8"N, 79 22'56.5"W Greater than 250m Casey House Hospice USRC 43 40'08.3"N, 79 22'42.9"W Greater than 250m St. Michael's Hospital USRC 43 39'13.2"N, 79 22'39.8"W Greater than 250m Bridgepoint Hospital USRC 43 39'58.2"N, 79 21'19.5"W Greater than 250m South Riverdale Community Health Centre Centric Health Surgical Centre Toronto USRC 43 39'40.0"N, 79 20'21.0"W Greater than 250m USRC 43 43'25.7"N, 79 20'09.8"W Greater than 250m Michael Garron Hospital USRC 43 41'23.7"N, 79 19'28.7"W Greater than 250m Toronto Rehabilitation Institute, University Centre Medical Imaging Facilities USRC 43 41'23.7"N, 79 19'28.7"W Greater than 250m The following table and figure show the location of medical imaging facilities in the vicinity of the Study Area. As shown in Table 4-3, four facilities on this list are within 250 m of the Study Area, and one facility is within 100 m. It should be noted that there are well over 350 listings of facilities that identify 26 P a g e

44 themselves as medical imaging facilities in the Greater Toronto and Hamilton Area (GTHA). A visual scan of the interactive map showing all medical imaging facilities allowed a number of these (those well outside of the 250 m zone) to be removed prior to assessing distance from the rail corridor. As well, because these baseline scans need only be taken at representative sites, as determined by distance from the track, it is not necessary to exhaustively measure each and every location that might be within 100m of the Study Area. The tables in this section can be updated during the completion of the EMI/EMF Impact Assessment field studies (and throughout the project) with any facilities not previously identified, if necessary. Although medical imaging facilities are typically much smaller in square metre footprint than a hospital, the same 250 m conservative limit was used, for uniformity. As before, every site was examined to determine if any portion of the building was within the 100 m Zone 3 region. Table 4-3 Listing of Medical Imaging Facilities in the Study Area Facility Name Location Coordinates Distance to Closest Track Lighthouse Medical Imaging (et.al.) Clairhurst X-Ray and Ultrasound CML HealthCare (Imaging) Inc. Barrie 43 40'29.3"N, 79 21'24.4"W Greater than 250m Barrie 43 40'57.3"N, 79 25'05.2"W Greater than 250m Barrie 43 41'12.3"N, 79 24'09.2"W Greater than 250m True North Imaging Barrie 43 41'48.9"N, 79 23'45.0"W Greater than 250m Medisys Diagnostic Imaging Barrie 43 42'49.6"N, 79 27'26.9"W Greater than 250m True North Imaging Barrie 43 44'42.4"N, 79 24'19.9"W Greater than 250m Earlsbale Walk In Clinic Barrie 43 45'03.9"N, 79 26'16.1"W Greater than 250m Bathurst Medical Centre X- Ray And Ultrasound Cambridge Medical Assessments MCF Reproductive & Health Services Ltd Barrie 43 45'03.9"N, 79 26'16.2"W Greater than 250m Barrie 43 45'53.3"N, 79 24'46.0"W Greater than 250m Barrie 43 46'07.5"N, 79 28'27.6"W Greater than 250m Advent Health Care Barrie 43 46'20.8"N, 79 26'53.2"W Greater than 250m Shouldice Hospital Barrie 43 49'14.5"N, 79 24'15.3"W Greater than 250m Cmc Medical Centre Barrie 43 50'52.7"N, 79 22'37.9"W Greater than 250m Bolton Medical Imaging Barrie 43 51'48.8"N, 79 42'35.3"W Greater than 250m Bolton Walk-In Clinic Barrie 43 51'49.4"N, 79 42'35.0"W Greater than 250m X-Ray Associates Barrie 43 51'51.5"N, 79 28'07.8"W Greater than 250m 27 P a g e

45 Facility Name Location Coordinates Distance to Closest Track Mackenzie Health Barrie 43 52'13.9"N, 79 27'01.4"W Greater than 250m All Wellness Medical Centre Barrie 43 52'27.8"N, 79 26'18.4"W Greater than 250m Aurora Radio Hospital Barrie 44 00'05.3"N, 79 27'35.7"W Greater than 250m X-Ray Associates Barrie 44 01'06.3"N, 79 26'55.6"W Greater than 250m Bayview Diagnostic Imaging Barrie 44 02'24.8"N, 79 27'09.9"W Greater than 250m Southlake Regional Health Centre (SRHC) Barrie 44 03'38.2"N, 79 27'06.3"W Greater than 250m X-Ray Associates Barrie 44 03'43.0"N, 79 26'57.9"W Greater than 250m True North Imaging Barrie 44 04'01.5"N, 79 25'46.4"W Greater than 250m Veterinary Emergency Clinic Of York Region Barrie 44 04'11.9"N, 79 25'28.3"W Greater than 250m T H E Medical Barrie 44 22'22.6"N, 79 42'32.3"W Greater than 250m Trillium Health Centre Kitchener 43 37'15.4"N, 79 40'27.6"W Greater than 250m Boston Scientific Kitchener 43 38'54.6"N, 79 36'33.9"W Greater than 250m Alpha Laboratories Inc Kitchener 43 41'45.1"N, 79 32'41.6"W Greater than 250m Canadien Diagnosic Imaging Kitchener 43 44'51.8"N, 79 37'43.6"W Greater than 250m Cambridge Medical Assessments Kitchener 43 46'21.4"N, 79 39'44.4"W Greater than 250m Buckburn Vet Hospital Lakeshore East 43 29'50.8"N, 79 40'37.1"W Greater than 250m Birch-Dan Animal Hospital Lakeshore East 43 42'36.6"N, 79 15'54.1"W Greater than 250m Corcare Inc Lakeshore East 43 49'46.3"N, 79 05'41.1"W Greater than 250m Ajax North Pet Hospital Lakeshore East 43 53'04.2"N, 79 02'50.4"W Greater than 250m CPM Health Center Lakeshore East 43 55'37.7"N, 78 54'07.6"W Greater than 250m Joseph Brant Hospital Lakeshore West 43 19'01.9"N, 79 48'08.9"W Greater than 250m Wentworth-Halton X-Ray and Ultrasound Inc Halton Integrated Womens Health Centre Lakeshore West 43 19'50.9"N, 79 48'21.9"W Greater than 250m Lakeshore West 43 20'42.1"N, 79 47'40.7"W Greater than 250m StL Diagnostic Imaging Inc. Lakeshore West 43 21'13.8"N, 79 47'50.1"W Greater than 250m GI Health Centre Inc Lakeshore West 43 23'34.2"N, 79 47'23.7"W Greater than 250m 28 P a g e

46 Facility Name Location Coordinates Distance to Closest Track Dr. Gurpreet Dhillon MD, BHSc, CCFP Lakeshore West 43 26'08.1"N, 79 46'33.0"W Greater than 250m Halton Healthcare Services Lakeshore West 43 26'36.4"N, 79 41'47.7"W Greater than 250m Oakville Trafalgar Memorial Hospital Lakeshore West 43 27'04.2"N, 79 45'50.8"W Greater than 250m Gam X-Ray Ltd Lakeshore West 43 28'02.9"N, 79 41'25.2"W Greater than 250m Mississauga Hospital Lakeshore West 43 34'16.9"N, 79 36'30.0"W Greater than 250m Apple-Med X-Ray & Ultrasound Inc Lakeshore West 43 35'29.7"N, 79 34'35.1"W Greater than 250m 3D Baby Vision Ultrasound Lakeshore West 43 36'06.2"N, 79 38'27.6"W Greater than 250m Queensway Health Centre Lakeshore West 43 36'32.5"N, 79 33'42.5"W Greater than 250m Trinity Medical Imaging Lakeshore West 43 37'13.2"N, 79 31'26.2"W Greater than 250m Core Diagnostic Imaging - Cardiology Clinic Lakeshore West 43 37'22.7"N, 79 36'05.3"W Greater than 250m True North Imaging Lakeshore West 43 38'24.5"N, 79 26'25.3"W Greater than 250m West End Diagnostic Imaging Lakeshore West 43 38'46.2"N, 79 30'55.6"W Greater than 250m Dr. Duong Nguyen Lakeshore West 43 38'51.4"N, 79 29'12.4"W Greater than 250m Golden Radiology Stouffville 43 43'34.4"N, 79 17'57.9"W Greater than 250m Parwood X-Ray & Ultrasound (et.al.) Stouffville 43 44'09.1"N, 79 18'25.8"W Greater than 250m Don Mills Diagnostic Imaging Stouffville 43 44'41.0"N, 79 20'44.5"W Greater than 250m Alpha Diagnostics Imaging Stouffville 43 44'51.1"N, 79 17'14.6"W Greater than 250m Advanced Cardio Diagnostics Stouffville 43 44'51.2"N, 79 17'14.6"W Greater than 250m BSA Diagnostics Ltd Stouffville 43 47'01.1"N, 79 17'16.6"W Greater than 250m Agincourt Medical Imaging Stouffville 43 47'06.8"N, 79 16'37.3"W Less than 100m Gamma-Dynacare Laboratories Med Image Diagnostic Centre Gamma-Dynacare Medical Laboratories Central Health Integration Network Stouffville 43 48'08.8"N, 79 17'38.6"W Greater than 100m; Less than 250m Stouffville 43 48'33.8"N, 79 13'14.9"W Greater than 250m Stouffville 43 51'22.9"N, 79 18'28.4"W Greater than 250m Stouffville 43 51'28.6"N, 79 21'46.5"W Greater than 250m 29 P a g e

47 Facility Name Location Coordinates Distance to Closest Track Mount Joy Animal Hospital Stouffville 43 54'03.2"N, 79 15'54.4"W Medionics International Inc Stouffville 43 54'05.5"N, 79 15'56.8"W Greater than 100m; Less than 250m Greater than 100m; Less than 250m Medisys Travel Health Clinic USRC 43 39'20.1"N, 79 23'12.6"W Greater than 250m Astur-Can X-Ray & Ultrasound Services USRC 43 39'21.4"N, 79 24'41.0"W Greater than 250m True North Imaging USRC 43 39'27.9"N, 79 23'02.9"W Greater than 250m Photon Imaging USRC 43 40'07.0"N, 79 23'46.5"W Greater than 250m True North Imaging USRC 43 40'09.5"N, 79 23'36.9"W Greater than 250m Insight Diagnostic Imaging USRC 43 41'15.5"N, 79 18'07.1"W Greater than 250m Heliports The following table and figure show the locations of heliports in the vicinity of the Study Area. As shown in the table, there is only one heliport identified within the 100 m region. All other heliports identified were outside 250 m of the Study Area as of the publishing of this report. Table 4-4 Listing of Heliports in the Study Area Heliport Name Location Coordinates Distance to Closest Track Hospital for Sick Children Heliport Sunnybrook Health Sciences Centre Heliport Markham Stouffville Hospital Heliport Toronto 43 39'00"N, 79 23'00"W Greater than 250m Toronto 43 43'16"N, 79 22'14"W Greater than 250m Markham 43 53'00"N, 79 14'00"W Greater than 250m Credit Valley Hospital Heliport Mississauga 43 33'41"N, 79 42'09"W Greater than 250m Wilson's Heliport Toronto 43 37'04"N, 79 33'49"W Less than 100m St. Michael's Hospital (Toronto) Heliport Toronto 43 39'15"N, 79 22'42"W Greater than 250m Brampton (National "D") Heliport Brampton (National "P") Heliport Brampton 43 50'00"N, 79 42'03"W Greater than 250m Brampton 43 48'47"N, 79 41'59"W Greater than 250m 30 P a g e

48 4.2 EMF Baseline Conditions The following Sections to provide all measurements taken during the field study, with the GPS coordinates for each set of measurements. Also included is a summary of the results of ELF EMF measurements for the proposed TPF sites. Columns in the tables contain the following information: GPS Location and/or Milepost where the measurement was taken; Flux Density Components Respectively, in mg, using the same X, Y, Z orientation shown in the Methodology Section; Density Magnitude, in mg;, to further describe the location, including the presence of known generators such as overhead traffic lights or power lines, or switch machines; and, Links to photographs that provide example views of specific types of devices, including switch machines, heaters, and power lines. In cases where there was not a specific identifying item, such as a switch machine, to indicate where the measurement was taken, a distance relevant to the distance away from the track centre line was noted. In cases where these measurements need to be updated for any reason having an indication of where the original measurement was taken will be helpful. Measurements of EMF which show a Density magnitude higher than 10.0mG (bold italics, grey shading), and higher than 1.0 mg (grey shading), are identified. Locations with readings higher than 10.0 mg will be added to the list of candidate sites for EMI baseline scans, to be reported upon as part of the EMI/EMF Impact Assessment phase (see Section 5) as well as to be re-assessed postelectrification. The International Commission on Non-Ionizing Radiation Protection (ICNIRP) limits for public exposure are 2000 mg, however it is recommended that the 10.0 mg locations be further investigated during the impact assessment phase of the TPAP in order to be conservative (see Section 5). A brief discussion of the reason for this follows directly below. The selection of 10.0 mg as a conservative number is based upon information from Table 4-5, which presents information found in NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power. Supporting technical information may be found in EN 62233:2008, Measurement Methods for EMF of Household Appliances and Similar Apparatus with Regard to Human Exposure. Both of these documents are listed in the References (see Appendix B). Table 4-5 Magnetic Field Strengths Electrical Appliances in Home or Office Magnetic Field Strength Dishwasher Vacuum Cleaner 30 mg (at 30 cm) 200 mg (at 30 cm) 31 P a g e

49 Electrical Appliances in Home or Office Magnetic Field Strength Hair Dryer Electric Shaver Video Display 70 mg (at 30 cm) 100 mg (at 30 cm) 6 mg (at 30 cm) Other Environmental Sources Electric Power Distribution/Subtransmission Lines 6 (4 to 24 kv) Within Right-of-Way Edge of Right-of-Way 10 to 70 mg N/A High-Voltage Transmission Lines 7 (115 kv to 500 kv) Within Right-of-Way Edge of Right-of-Way 30 to 87 mg (at 1 m height above ground) 7 to 29 mg (at 1 m height above ground) In addition to showing the range of magnetic field strengths typical for common home and office equipment, the table shows the range of magnetic field strength near electric power distribution lines operating between 4 and 24 kv. This entry has been highlighted in Table 4-5, above. Given that a magnetic field strength of 10 mg is typical for that case, 10 mg was also used for establishing locations within the Study Area where ELF EMF exists at a level high enough to warrant reassessment after electrification. In terms of the locations with field strength above 1.0 mg, this reading illustrates that ELF EMF is higher than random background, i.e., what one would expect to encounter in an area with no measureable ELF EMF. 6 As per NIEHS 2002 Electric and Magnetic Fields Associated with the Use of Electric Power, these values can vary considerably depending on the current carried by the line. 7 Ibid. During peak loads (about 1% of the time), magnetic fields are about twice as strong as the mean levels quoted here. 32 P a g e

50 4.2.1 Traction Power Facility Summary Table 4-6, below, summarizes the ELF EMF measurements for the TPFs. They are arranged in alphabetical order by corridor name and by latitude within each corridor. For those locations where the Density magnitude was less than 1.0 mg, the designation of Background Only is shown. The data shows that no planned TPF site, including the potential tap locations, has ELF EMF that rises above the level of 10 mg. Also shown in the table are the GPS coordinates where the measurement was taken. (TPFs have also been shown in the corridor-centric tables.) Table 4-6 Traction Power Facility Measurement Results Summary Facility Name Corridor Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Maple PS Barrie Background Only Background Only Newmarket SWS, Alt 6 Barrie Background Only Background Only Newmarket SWS, Alt 5 Barrie #N/A #N/A N/A N/A Gilford PS Barrie Background Only Background Only Allandale TPS Barrie Background Only Background Only Bramalea PS Kitchener , 0.8, Scarborough SWS Lakeshore East Background Only Background Only Scarborough TPS Lakeshore East Background Only Background Only Measured at end of service road, near fence. Measured in parking lot in front of Newmarket Hydro. One measurement used to cover both sites. Measured from roadside, near crossing. Measured from parking lot near Metroland Media Group. Measured from parking lot just off Dixie Road. Measured from Metrolinx service area. Measured from parking lot near GO Station. 33 P a g e

51 Facility Name Corridor Latitude Longitude Scarborough TPS Tap Point Flux Density (X, Y, Z) Components Respectively Density Magnitude Lakeshore East , , 2.2, Durham SWS Lakeshore East Background Only Background Only ERMF TPS Lakeshore East , 0.5, Burlington TPS Lakeshore West Background Only Background Only Oakville SWS Lakeshore West , 2.5, Mimico TPS Lakeshore West Background Only Background Only Measured from parking lot near Jack Goodlad Park. Measured from parking lot near Busy Bee Tools. Measured from parking lot near Ultramar Bus Company. Measured from parking lot near Cogent Power. Measured from dead end near power station. Measured from parking lot near Lakeshore Arena. Mimico TPS Tap Point Lakeshore West , 1.2, Measured from GO Station. Unionville PS Stouffville Background Only Background Only Measured from GO Station. Lincolnville PS Stouffville Background Only Background Only Measured from GO Station. Don Yards PS USRC Background Only Background Only Under Overpass Near Don Valley Parkway. 34 P a g e

52 4.2.2 Union Station Rail Corridor Section USRC-1 UP Express Union GO Station to Don Yard Layover GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude MP , 6.0, Switch Machine 255 next to Power substation. High X, Y, and Z, suggesting high induced current. (See Figure C-1, Appendix B) 43 38'44.0"N 79 22'31.5"W 0.4, 0.4, Switch Machine 43 38'43.8"N 79 22'31.4"W 0.3, 0.4, Heater 43 38'43.9"N 79 22'30.9"W 0.2, 0.3, Heater 43 38'44.0"N 79 22'31.0"W 0.3, 0.1, Switch Machine 43 38'44.0"N 79 22'29.6"W 0.3, 0.3, Switch Machine 43 38'44.6"N 79 22'28.7"W 0.3, 0.3, Switch Machine 43 38'44.7"N 79 22'28.5"W 0.4, 0.4, Switch Machine 43 38'44.8"N 79 22'28.6"W 0.1, 0.2, Switch Machine 43 38'44.7"N 79 22'28.4"W 0.1, 0.2, Heater 43 38'44.8"N 79 22'28.5"W 0.1, 0.2, Heater 43 38'44.8"N 79 22'26.9"W 0.1, 0.2, Heater 43 38'44.1"N 79 22'26.7"W 0.1, 0.2, Heater 43 38'44.3"N 79 22'26.7"W 0.1, 0.2, Switch Machine 43 38'44.5"N 79 22'26.8"W 0.1, 0.2, Switch Machine 43 38'44.8"N 79 22'26.9"W 0.1, 0.2, Switch Machine 43 38'44.3"N 79 22'26.2"W 0.1, 0.2, Switch Machine 43 38'44.5"N 79 22'26.2"W 0.1, 0.2, Switch Machine 43 38'44.9"N 79 22'26.4"W 0.1, 0.2, Switch Machine 43 38'44.2"N 79 22'26.1"W 0.1, 0.2, Heater 35 P a g e

53 GPS Location/ Milepost 43 38'44.6"N 79 22'26.1"W 43 38'44.9"N 79 22'26.2"W 43 38'44.5"N 79 22'24.8"W 43 38'44.8"N 79 22'25.1"W 43 38'44.5"N 79 22'24.8"W 43 38'44.8"N 79 22'24.9"W 43 38'44.8"N 79 22'24.9"W 43 38'44.8"N 79 22'24.2"W 43 38'44.6"N 79 22'24.1"W 43 38'44.6"N 79 22'24.4"W 43 38'44.8"N 79 22'24.4"W 43 38'44.9"N 79 22'24.4"W 43 38'45.1"N 79 22'24.5"W 43 38'44.6"N 79 22'23.8"W 43 38'44.9"N 79 22'23.7"W 43 38'44.8"N 79 22'24.2"W 43 38'44.9"N 79 22'23.9"W 43 38'45.1"N 79 22'24.0"W 43 38'45.2"N 79 22'23.8"W 43 38'45.1"N 79 22'22.7"W 43 38'45.1"N 79 22'22.6"W 43 38'45.4"N 79 22'22.8"W 43 38'45.4"N 79 22'22.6"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 36 P a g e

54 GPS Location/ Milepost 43 38'44.7"N 79 22'22.2"W 43 38'44.7"N 79 22'22.1"W 43 38'44.9"N 79 22'22.1"W 43 38'44.9"N 79 22'21.9"W 43 38'44.9"N 79 22'22.1"W 43 38'42.1"N 79 22'22.0"W 43 38'44.8"N 79 22'21.5"W 43 38'44.8"N 79 22'21.6"W 43 38'44.9"N 79 22'21.4"W 43 38'44.9"N 79 22'21.6"W 43 38'44.0"N 79 22'27.2"W 43 38'43.9"N 79 22'27.4"W 43 38'44.0"N 79 22'29.2"W 43 38'43.9"N 79 22'27.4"W 43 38'44.9"N 79 22'21.6"W 43 38'45.7"N 79 22'21.7"W 43 38'44.9"N 79 22'21.1"W 43 38'45.2"N 79 22'21.2"W 43 38'45.4"N 79 22'20.3"W 43 38'45.7"N 79 22'20.1"W 43 38'45.6"N 79 22'19.9"W 43 38'45.3"N 79 22'18.8"W 43 38'45.5"N 79 22'19.2"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.1, Switch Machine 0.2, 2,2, TTR Voltage (See Figure C-2, Appendix B) 0.8, 0,9, Junction Box , 0,1, , 2,1, Case B High Voltage Box (See Figure C-3, Appendix B) Junction Box 273 (See Figure C-4, Appendix B) 0.1, 0.1, Switch Machine 0.1, 0.1, Heater 0.1, 0.1, Heater 0.1, 0.1, Switch Machine 0.1, 0.1, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 37 P a g e

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

56 GPS Location/ Milepost 43 38'47.3"N 79 22'12.4"W 43 38'47.5"N 79 22'12.2"W 43 38'46.9"N 79 22'11.8"W 43 38'47.3"N 79 22'11.9"W 43 38'47.2"N 79 22'11.7"W 43 38'46.4"N 79 22'13.8"W 43 38'46.5"N 79 22'13.3"W 43 38'47.4"N 79 22'11.4"W 43 38'47.8"N 79 22'10.8"W 43 38'47.8"N 79 22'10.7"W 43 38'47.7"N 79 22'09.8"W 43 38'47.8"N 79 22'10.1"W 43 38'47.8"N 79 22'09.4"W 43 38'47.9"N 79 22'09.6"W 43 38'48.6"N 79 22'07.5"W 43 38'48.5"N 79 22'07.7"W 43 38'47.7"N 79 22'08.7"W 43 38'47.6"N 79 22'08.4"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.1, Switch Machine 0.1, 0.2, Heater 0.1, 0.1, Heater 0.1, 0.1, Switch Machine 0.1, 0.1, Switch Machine 0.4, 2.1, Junction Box JB274 (See Figure C-5, Appendix B) 0.4, 2.1, Heater 0.1, 0.1, Switch Machine 0.1, 0.1, Heater 0.1, 0.1, Switch Machine 0.1, 0.1, Heater 0.1, 0.1, Switch Machine , 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 43 38'49.9"N 79 21'60.0"W 12.5, 3.2, '50.3"N 79 22'00.3"W MP '50.0"N 79 22'00.0"W 43 38'50.9"N 79 21'52.9"W 0.5, 0.6, , 8.6, Overhead Power Lines and near electrical substation over crossing rail (See Figure C-6, Appendix B) Switch Machine. Located next to Electrical Substation Overhead Signal Light 138 and Overhead Power Lines (See Figure C-7, Appendix B) 0.1, 0.2, Heater 39 P a g e

57 GPS Location/ Milepost 43 38'51.0"N 79 21'52.7"W 43 38'51.4"N 79 21'51.5"W 43 38'51.4"N 79 21'51.4"W 43 38'51.7"N 79 21'49.5"W 43 38'51.7"N 79 21'49.4"W 43 38'51.8"N 79 21'49.0"W 43 38'51.8"N 79 21'48.9"W 43 38'51.9"N 79 21'48.4"W 43 38'52.0"N 79 21'48.4"W 43 38'53.2"N 79 21'41.9"W MP '54.5"N 79 21'40.3"W 43 38'55.3"N 79 21'33.7"W 43 38'56.6"N 79 21'34.8"W 43 38'56.5"N 79 21'34.5"W 43 38'57.0"N 79 21'32.5"W 43 38'57.2"N 79 21'32.8"W 43 38'57.4"N 79 21'32.3"W 43 38'57.2"N 79 21'32.0"W 43 38'57.6"N 79 21'31.7"W 43 38'57.5"N 79 21'31.6"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Switch Machine 0.1, 0.1, Heater 0.1, 0.1, Switch Machine 0.1, 0.1, Heater 0.1, 0.2, Switch Machine 0.1, 0.2, Heater 0.2, 0.2, Switch Machine 0.1, 0.1, Heater 0.2, 0.2, Switch Machine 1.8, 4.6, , 3.1, , 1.2, , 3.0, , 3.5, Overhead power lines, 3 metres from centre of track (See Figure C-8, Appendix B) Overhead Train Signal 178 and overhead power lines (See (see Figure C-9, Appendix B Overhead power lines and JB 177 (See Figure C-10, Appendix B) Heater. Across from Substation (See Figure C-11, Appendix B) Switch Machine. Across from Substation (See Figure C-11, Appendix B) 0.2, 0.2, Switch Machine 0.2, 0,2, Heater 0.2, 0,2, Heater 0.2, 0,2, Switch Machine 0.2, 0,2, Heater 0.1, 0.2, Switch Machine (See Figure C-12, Appendix B) 40 P a g e

58 GPS Location/ Milepost 43 38'58.2"N 79 21'29.9"W 43 38'58.0"N 79 21'29.7"W 43 38'59.4"N 79 21'26.6"W MP '44.9"N 79 22'15.7"W MP '56.6"N 79 21'34.8"W 43 38'57.8"N 79 21'28.3"W MP '25"N 79 21'04.6"W 43 38'25"N 79 22'04.6"W MP '26.1"N 79 25'04.6"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.3, 1.4, Heater (See Figure C-13, Appendix B) 0.3, 1.4, , 1.2, Switch Machine (See Figure C-14, Appendix B) Heater 172B (See Figure C-15, Appendix B) 0.2, 0.6, Bungalow. KN , 3.1, Bungalow LOC 179 (See Figure C-15, Appendix B) 0.4, 0.2, Bungalow LOC , 1.2, , 2.1, , 2.4, Bungalow (See Figure C-16, Appendix B) Bungalow (See Figure C-17, Appendix B) Overhead Train Signal. Overhead Power Lines (See Figure C-18, Appendix B) There were three high-elf (> 10 mg) areas along this section of the corridor, as shown in the following table. Figures 4-8 to 4-11 show an aerial view of these locations. Table 4-7 Summary of Above background ELF (> 10 mg) Areas along USRC-1 Area of Interest Coordinates References Switch Machine 255 Near Power Substation. Overhead Power Lines Near MP Overhead Signal Light '50.2"N, 79 22'00.4"W 43 38'49.5"N, 79 22'01.4"W 43 38'54.4"N, 79 21'40.2"W Figure 4-1 Figure 4-2 Figure C-1, Appendix B Figure 4-1 Figure 4-2 Figure C-6, Appendix B Figure 4-3 Figure 4-4 Figure C-7, Appendix B 41 P a g e

59 Figure 4-1 ELF Sites in USRC Overhead Power Lines and Switch Machine 255 (10 m and 100 m radius) North This figure shows an aerial view of two locations in USRC. Both locations (green stars) show positions at which ELF EMF was measured at higher than 10 mg during the ELF EMF field survey. In both cases, concentric circles, of radius 10 m and 100 m are shown for reference. Figure 4-2, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region. 42 P a g e

60 Figure 4-2 ELF Sites in USRC Overhead Power Lines and Switch Machine 255 in relation to Study Area 43 P a g e

61 Figure 4-3 ELF Sites in USRC Overhead Signal Light 138 (10 m and 100 m radius) North This figure shows an aerial view of another location in USRC. This location (green stars) show a position at which ELF EMF was measured at higher than 10 mg during the ELF EMF field survey. Also shown are a set of concentric circles, of radius 10 m and 100 m which are shown for reference. Figure 4-4, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region. 44 P a g e

62 GO Rail Network Electrification TPAP Figure 4-4 ELF Sites in USRC Overhead Signal Light 138 in relation to Study Area 45 P a g e

63 4.2.3 Lakeshore West Corridor Lakeshore West Traction Power Facilities Facility Name Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Burlington TPS Background Only Background Only Oakville SWS , 2.5, Mimico TPS Background Only Background Only Mimico TPS Tap Point , 1.2, Measured from parking lot near Cogent Power. Measured from dead end near power station. Measured from parking lot near Lakeshore Arena. Measured from GO Station Section LSW-1 Strachan Avenue to Mimico GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude MP , 1.9, metres from centre of track N W , 1.5, , 3.7, metres from centre of track There were no high ELF (>10 mg) areas along this section of the corridor Section LSW-2 Mimico GO Station to Long Branch GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude MP 6.6 Mimico GO Station N W , 1.9, Power Lines 1.7, 0.8, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor. 46 P a g e

64 Section LSW-3 Long Branch GO Station to Port Credit GO Station GPS Location/ Milepost MP 9.6 Long Branch N43 35, 30.1 W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.3, , 0.2, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSW-4 Port Credit GO Station to Clarkson GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude Port Credit N W , 0.1, , 0.7, metres from centre of track N W , 1.9, Power Lines 0.6, 0.4, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSW-5 Clarkson GO Station to Oakville GO Station GPS Location/ Milepost MP 16.7 Clarkson GO Station N W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.3, , 0.5, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSW-6 Oakville GO Station to Bronte GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude MP 21.4 Oakville GO 0.4, 0.5, Centre of Station 47 P a g e

65 GPS Location/ Milepost Station N W N W N , 3.5 W Flux Density (X, Y, Z) Components Respectively Density Magnitude 4.1, 2.3, metres from centre of track 0.4, 2.1, Cell Phone Tower (See Figure C-19, Appendix B) 0.4, 0.6, metres from centre of track 1.1, 0.7, East side of Bronte GO Station 0.7, 0.1, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSW-7 Bronte GO Station to Appleby GO Station GPS Location/ Milepost MP 24.7 Bronte GO Station N W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.5, 0.6, Centre of Bronte GO Station 0.2, 0.1, metres from centre of track MP 26.9 N W , 0.3, , 0.9, metres from centre of track MP N W MP N W , 1.1, , 1.4, , 2.0, Near Burloak Drive (See Figure C-20 B-20, Appendix B) 3 metres from centre of track (See Figure C-21, Appendix B) Overhead Power Lines (See Figure C- 22, Appendix B) MP N W , 0.1, Traffic light, electrical room 0.3, 0.3, metres from centre of track 48 P a g e

66 GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude MP 27.05/06 N W , 0.2, Switch Machine 0.4, 0.2, metres from centre of track MP 27.1 N W , 0.2, Close to electrical room 10.1, 01, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSW-8 Appleby GO Station to Burlington GPS Location/ Milepost MP 27.9 Appleby GO Station N W N W MP N W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, West end of Appleby GO Station 10.1, 4.1, , 4.0, metres from centre of track (See Figure C-23, Appendix B) Overhead power lines, close electrical substation (See Figure C- 24, Appendix B) 0.1, 0.2, metres from centre of track MP 30.3 N W N W MP N W , 0.2, Traffic Light, electrical room, Switch Machine 0.2, 0.1, metres from centre of track 0.1, 0.1, Switch Machine (7B/11A) 0.2, 0.2, metres from centre of track 0.2, 0.3, Switch Machine and Electrical Room (5A/5B) 0.2, 0.2, Switch Machine (3A) 49 P a g e

67 GPS Location/ Milepost MP N W Flux Density (X, Y, Z) Components Respectively Density Magnitude 3.2, 1.6, Switch Machine and Heater (1B) (See Figure C-25, Appendix B) MP N W MP 30.8 N W MP 31.5 Burlington GO Station N W , 0.65, Switch Machine and Control 0.2, 0.1, metres from centre of track 0.1, 0.2, Traffic Light 0.1, 0.1, Centre of Burlington GO Station There was one are of Above Background ELF identified in this section of the corridor, as shown in the table directly below. Table 4-8 Summary of Above Background ELF (>10 mg) Areas along LSW-8 Area of Interest Coordinates References 3 metres from centre of track 43 21'09.8"N, 79 47'25.4"W Figure 4-5 Figure 4-6 Figure C-23, Appendix B 50 P a g e

68 Figure 4-5 ELF Sites in LSW-8 3 Metres from Centre of Track (10 m and 100 m radius) North This figure shows an aerial view of a site in Lakeshore West, Segment 8. This view shows the approximate location (the green star) at which ELF EMF was measured at higher than 10 mg during the ELF EMF field survey. A set of concentric circles, of radius 10 m and 100 m are shown for reference. The green star is approximated 3 m from the centre of the track. Figure 4-6, below, shows the on-track location from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region. 51 P a g e

69 Figure 4-6 ELF Sites in LSW-8 3 Metres from Centre of Track in relation to Study Area 52 P a g e

70 4.2.4 Kitchener Corridor Kitchener Traction Power Facility Facility Name Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Bramalea PS , 0.8, Measured from parking lot just off Dixie Road Section KT-1 UP Express Spur (at Highway 427) to Malton GO Station GPS Location/ Milepost MP 1289 N 43 42' 20.3" W 79 36' 8.3" MP 1290 N 43 42' 21.3" W 79 36' 21.9" Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2,.0.2, , 0.2, Outside, behind fence. No access to tracks. Close to electrical room. 0.2, 0.4, metres from centre of track MP Wice N 43 42' 19.8" W 79 36' 23.8" N 43 42' 20.3" W 79 36' 30.1" 0.6, 0.2, Switch Machine 0.8, 0.1, metres from centre of track 0.2, 0.4, , 0.4, metres from centre of track MP 1487 Malton GO Station N 43 42' 17" W 79 38' 12" 1.2, 3.2, Centre of Malton GO station 2.8, 0.6, metres from centre of track, close to posts with power lines. There were no Above Background ELF (>10 mg) areas along this section of the corridor. 53 P a g e

71 Section KT-2 Malton GO Station to Bramalea GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude End of Malton GO Station N 43 42' 17" W 79 38' 11" 0.6, 0.1, , 0.5, metres from centre of track, close to posts with power lines. N 43 42' 18" W 79 37' 53" 2.2, 0.2, Close to cell phone tower 0.1, 0.2, 0.1, metres from centre of track MP 1488 N 43 42' 18" W 79 38' 27" 2.0, 0.6, Close to traffic lights 2.9, 1.0, metres from centre of track MP 1551 N 43 42' 16.8" W 79 39' 9.7" MP 1572 Airway Centre N 43 42' 16.5" W 79 39' 27.1" 0.2, 0.4, , 0.3, metres from centre of track 1.3, 1.2, , metres from centre of track MP 1589 N W , 2.2, Bramalea 0.9, 1.1, MP 1685 N W Under High Voltage Lines N W , 0.3, Weston Sub. 0.2, 0.5, metres from centre of track 11.9, 7.0, , 16.2, metres from centre of track 54 P a g e

72 There were two high-elf (> 10 mg) areas along this section of the corridor, as shown in the following table. Table 4-9 Summary of Above Background ELF (> 10 mg) Areas along KT-2 Area of Interest Coordinates References Under High Voltage Lines 43 42'14.5"N, 79 40'28.9"W 3 metres from centre of track 43 42'14.5"N, 79 40''25.6"W Figure 4-7 Figure 4-8 Figure 4-7 Figure 4-8 Figure 4-7 ELF Sites in KT-2 Under High Voltage Lines and 3 Metres from Centre of Track (10 m and 100 m radius) North This figure shows an aerial view of two sites in Kitchener, Segment 2. Both locations (green stars) show positions at which ELF EMF was measured at higher than 10 mg during the ELF EMF field survey. In both cases, concentric circles, of radius 10 m and 100 m are shown for reference. 55 P a g e

73 Figure 4-8, below, shows the same locations from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region. 56 P a g e

74 Figure 4-8 ELF Sites in KT-2 Under High Voltage Lines and 3 Metres from Centre of Track in relation to Study Area 57 P a g e

75 4.2.5 Barrie Corridor Barrie Traction Power Facilities Facility Name Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Maple PS Background Only Background Only Newmarket SWS, Alt 6 Newmarket SWS, Alt Background Only Background Only #N/A #N/A N/A N/A Gilford PS Background Only Background Only Allandale TPS Background Only Background Only Section BR-1 Parkdale Junction to Caledonia GO Station GPS Location/ Milepost MP 3.0 Parkdale N W Flux Density (X, Y, Z) Components Respectively Density Magnitude Measured at end of service road, near fence. Measured in parking lot in front of Newmarket Hydro. One measurement used to cover both sites. Measured from roadside, near crossing. Measured from parking lot near Metroland Media Group. 0.1, 0.1, Overhead head signal light There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-2 Caledonia GO Station to Downsview Park GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude No measurements taken Section BR-3 Downsview Park GO Station to Rutherford GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude 58 P a g e

76 GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude York University N 43 46' 43.7" W 79 29' 00.2" MP Rutherford GO Station N 43 50' 16" W 79 29' 55" 0.1, 0.1, metres away centre from tracks 0.1, 0.2, Overhead signal lights , 0.2, metres centre away from tracks There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-4 Rutherford GO Station to King City GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude Maple GO Station MP N 43 51' 43" W 79 30' 29" , metres centre away from tracks 0.1, 0.1, Overhead Traffic Light 185 MP , 0.3, Relay Bungalow and Tower 0.1, 0.1, 0.1, 0.1 Switch Machine #1 crossover and Blower MP , 0.1, Overhead Traffic Lights 186 There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-5 King City GO Station to Bathurst Street GPS Location/ Milepost MP 22.7 Kings City N 43 55' 13" W 79 31' 37" End of King City Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.4, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor. 59 P a g e

77 Section BR-6 Bathurst Street to Aurora GO Station GPS Location/ Milepost MP 29.9 Aurora N 44 00' 03" W 79 27' 34" MP 30.1 Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.2, metres from centre of track MP , 0.1, Signal Tower MP , 0.2, Relay Bungalow 0.2, 0.1, Overhead Traffic Light 304 There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-7 Aurora GO Station to East Gwillimbury GO Station GPS Location/ Milepost Newmarket MP 34.2 N 44 03' 44" W 79 27' 32" Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-8 East Gwillimbury GO Station to Bradford GO Station GPS Location/ Milepost East Gwillimbury MP 41.5 N 44 04' 40.1" W 79 27' 18.7" Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-9 Bradford GO Station to 13th Line GPS Location/ Milepost Bradford MP 41.5 N 44 06' 59" W 79 33' 20" Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor. 60 P a g e

78 Section BR-10 13th Line to 6th Line GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude No measurements taken Section BR-11 6th Line to Barrie South GO Station GPS Location/ Milepost Barrie South MP 59.5 N 44 21' 03" W 79 37' 39" Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.3, metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section BR-12 Barrie South GO Station to Allendale GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude Allandale MP 63 N 44 22' 24" W 79 41' 20" N 43 51' 54" W 79 54' 10" 0.1, 0.2, metres from centre of track 0.1, 0.2, OPP Tower 0.1, 0.2, Intermediate Signal light 0.1, 0.2, Power Box next relay signal bungalow 1.2, 0.1, Switch Machine 0.1, 0.1, Switch Machine 1A 0.1, 0.1, Overhead signal lights 106 N&S 0.1, 0.1, Switch Machine 3B 0.2, 0.1, Overhead signal lights 107 N&S There were no Above Background ELF (>10 mg) areas along this section of the corridor. 61 P a g e

79 4.2.6 Stouffville Corridor Stouffville Traction Power Facilities Facility Name Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Unionville PS Background Only Background Only Lincolnville PS Background Only Background Only Measured from GO Station. Measured from GO Station Section SV-1 Scarborough Junction to Agincourt GO Station GPS Location/ Milepost MP N W MP N W MP '10.1"N 79 17'03.4"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.8, 0.1, , 0,1, , 0.1, Kennedy GO Station. 10 metre from centre of track Overhead Traffic Signal Light 594. Near overhead power lines. Bungalow Agincourt GO Station. 10 metre from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section SV-2 Agincourt GO Station to Milliken GO Station GPS Location/ Milepost MP '20.7"N 79 18'04.3"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.5, MP , 0.2, Milliken GO Station. 10 metre from centre of track Relay Bungalow in UXBRIDGE Subdivision MP , 0.2, Traffic Signal Lights '54.3"N 79 18'28.4"W 43 49'56.0"N 79 18'31.5"W 43 49'56.0"N 79 18'31.3"W 0.1, 0.3, Building close to track. (Welcome Centre) 0.4, 0.1, Switch Machine 1B 0.4, 0.1, Heater 62 P a g e

80 GPS Location/ Milepost MP '55.6"N 79 18'30.9"W 43 49'55.2"N 79 18'30.7"W 43 49'55.3"N 79 18'30.6"W 43 49'55.8"N 79 18'30.9"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.3, Signal Bungalow 0.1, 0.4, Switch Machine 0.1, 0.4, Heater 0.1, 0.3, Signal Tower There were no Above Background ELF (>10 mg) areas along this section of the corridor Section SV-3 Milliken GO Station to Unionville GO Station GPS Location/ Milepost Mp '06.3"N 79 18'52.8"W 43 50'56.0"N 79 18'54.7"W 43 50'56.0"N 79 18'54.7"W MP '56.2"N 79 18'54.8"W 43 50'55.9"N 79 18'54.4"W 43 50'55.8"N 79 18'54.4"W 43 50'52.1"N 79 18'55.2"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.3, Unionville. GO Station. 10 metres from centre of track 0.3, 0.1, Signal Traffic Lights , 0.2, Signal Tower 0.3, 0.2, Bungalow , 0.1, Switch Machine 0.3, 0.1, Heater 0.8, 0.3, Signal Traffic Lights '49.8"N 79 18'54.9"W 7.5, 0.8, Overhead Power Lines 43 50'45.9"N 79 18'56.3"W 13.3, 2.5, Overhead Utilities Power Lines There was one area of Above Background ELF (>10 mg) along this section of the corridor, as shown in the following table. 63 P a g e

81 Table 4-10 Summary of Above Background ELF (> 10 mg) Areas along SV-3 Area of Interest Coordinates References Under 3 Overhead Utilities Power Lines 43 50'45.9"N, 79 18'56.3"W Figure 4-9 Figure 4-10 Figure 4-9 ELF Sites in SV-3 Overhead Utility Lines (10 m and 100 m radius) North This figure shows an aerial view of a site in Stouffville, Segment 3. The location (green stars) shows a position at which ELF EMF was measured at higher than 10 mg during the ELF EMF field survey. A set of concentric circles, of radius 10 m and 100 m are shown for reference. Figure 4-10, below, shows the same location from a different perspective, using the Metrolinx Electrification EA Study Area Map for the same region. 64 P a g e

82 Figure 4-10 ELF Sites in SV-3 Overhead Utility Lines in relation to Study Area 65 P a g e

83 Section SV-4 Unionville GO Station to Markham GO Station GPS Location/ Milepost MP '24.2"N 79 17'25.8"W MP '57.8"N 79 15'45.3"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.4, , 0.2, Centennial GO Station. 10 metres from centre of track Markham GO Station. 10 metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section SV-5 Markham GO Station to Mount Joy GO Station GPS Location/ Milepost MP '59.9"N 79 15'46.9"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.4, Mount Joy GO Station. 10 metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section SV-6 Mount Joy GO Station to Stouffville GO Station GPS Location/ Milepost MP '24.2"N 79 14'60.0"W 43 58'37.1"N 79 14'57.1"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Stouffville GO Station. 10 metres from centre of track 1.0, 0.3, Radio Tower There were no Above Background ELF (>10 mg) areas along this section of the corridor Section SV-7 Stouffville GO Station to Lincolnville GO Station GPS Location/ Milepost MP '43.6"N 79 14'01.3"W 43 59'53.8"N 79 13'56.7"W 43 59'37.9"N 79 14'01.6"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.5, Lincolnville GO Station. 10 metres from centre of track 0.1, 0.1, Near Fuel Station 0.1, 0.2, Overhead Power Lines 66 P a g e

84 GPS Location/ Milepost MP '38.6"N 79 14'05.4"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Radio or Signal Tower MP , 0.6, Bungalow. and Overhead Power lines MP , 0.5, Bungalow. and Overhead Power lines MP '34.7"N 79 14'09.2"W 0.2, 0.1, Traffic Signal Lights There were no Above Background ELF (>10 mg) areas along this section of the corridor Lakeshore East Corridor Lakeshore East Traction Power Facilities Facility Name Latitude Longitude Flux Density (X, Y, Z) Components Respectively Density Magnitude Scarborough SWS Background Only Background Only Scarborough TPS Background Only Background Only Scarborough TPS Tap Point , , 2.2, Durham SWS Background Only Background Only ERMF TPS , 0.5, Section LSE-1 Don Yards Layover to Danforth GO Station GPS Location/ Milepost MP '59.5"N 79 21'21.0"W Flux Density (X, Y, Z) Components Respectively Density Magnitude Measured from Metrolinx service area. Measured from parking lot near GO Station. Measured from parking lot near Jack Goodlad Park. Measured from parking lot near Busy Bee Tools. Measured from parking lot near Ultramar Bus Company. 0.5, 0.2, Cell Tower 67 P a g e

85 GPS Location/ Milepost MP '02.4"N 79 18'23.8"W MP328.9 Flux Density (X, Y, Z) Components Respectively Density Magnitude 1.1, 0.3, Overhead Traffic Signal Lights 0.5, 0.4, Overhead Traffic Signal Lights MP , 0.2, N W , 0.3, MP , 0.3, Overhead signal lights 3278 next to Relay House Danforth GO Station, 10 metres from centre of track Overhead Signal Lights 3268 going east There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-2 Danforth GO Station to Scarborough GO Station GPS Location/ Milepost N W MP '53.3"N 79 15'23.4"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.8, 0.8, Switch Machine. Next to Overhead Traffic Signal Lights 0.4, 0,1, Overhead Traffic Signal Light '37.1"N 79 15'33.6"W 0.4, 0.1, Heater 43 42'37.2"N 79 15'33.5"W 43 42'37.1"N 79 15'33.6"W MP '53.3"N 79 15'23.4"W 43 43'00.8"N 79 15'18.0"W 0.4, 0.1, Electric Box 0.1, 0.1, Switch Machine 0.2, 0,1, Overhead Traffic Signal Light , 0,4, Scarborough GO Station 10 metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-3 Scarborough GO Station to Eglinton GO Station GPS Location/ Milepost Flux Density (X, Y, Z) Components Respectively Density Magnitude 68 P a g e

86 GPS Location/ Milepost MP '20.9"N 79 13'58.0"W MP324.3 MP Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Metres from Centre of track No access on foot 0.1, 0.2, Overhead Traffic Signal between Scarborough and Eglington GO Station and Power Panel Overhead Traffic Signal at Eglington GO Station and Power Panel There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-4 Eglinton GO Station to Guildwood GO Station GPS Location/ Milepost MP321.2 N W '21.8"N 79 11'32.7"W 43 45'20.9"N 79 11'33.8"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.2, Metres from centre of track 0.8, 0.2, Overhead Signal Traffic Lights 0.3, 0.2, Radio Tower There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-5 Guildwood GO Station to Rouge Hill GO Station GPS Location/ Milepost MP '47.9"N 79 07'50.0"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 0.5, Metres from centre of track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-6 Rouge Hill GO Station to Pickering GO Station GPS Location/ Milepost MP '51.2"N 79 07'46.5"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.1, Metres centre of the track 69 P a g e

87 GPS Location/ Milepost MP '51.0"N 79 07'46.6"WW Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.1, Metres centre of the track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-7 Pickering GO Station to Ajax GO Station GPS Location/ Milepost MP '52.9"N 79 02'29.5"W Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.2, 0.2, Metres centre of the track There were no Above Background ELF (>10 mg) areas along this section of the corridor Section LSE-8 Ajax GO Station to Whitby GO Station GPS Location/ Milepost MP8.9 N W " Flux Density (X, Y, Z) Components Respectively Density Magnitude 0.1, 1, Metres centre of the track 0.1, 0.1, OPP Tower 0.1, 0.2, Intermediate Signal 0.1, 0.2, Power Box next to Overhead signal Lights , 0.2, Overhead Power Lines 1.2, 0.1, Switch Machine 0.1, 0.1, Switch Machine 1A 0.1, 0.1, Over Signal Lights 106 Towards Oshawa 0.2, 0.2, Switch Machine 3B. Towards Oshawa 0.2, 0.1, Over Signal Lights 107 Towards Oshawa There were no Above Background ELF (>10 mg) areas along this section of the corridor. 70 P a g e

88 Section LSE-9 Whitby GO Station to Oshawa GO Station GPS Location/ Milepost MP '14.9"N 78 53'05.1"W 43 52'14.7"N 78 53'06.2"W 43 52'09.6"N 78 53'21.8"W Flux Density (X, Y, Z) Components Respectively 4.3 Summary of Findings - EMF Density Magnitude 0.1, 0.1, metres from the centre of the track 0.2, 0.5, Train Charging System 0.1, 0.2, Electrical Box The ELF EMF survey results indicate that there are no areas within the Study Area which exceed EMF Guidelines for human exposure, based upon the ICNIRP Guidelines, as shown in the table below. Table 4-11 Exposure Limits for Fundamental Frequency Magnetic Fields ICNIRP IEEE ACGIH Occupational 10,000 27,100 10,000 Public 2,000 9,040 n/a Workers with Medical Implants n/a n/a 1,000 The highest ELF/EMF readings in the Study Area (55.2 mg) were under high-voltage power lines in the Kitchener Corridor (Segment KT-2), near coordinates, N ; W Given the information in Table 4-5 this is not surprising. As previously noted, all Density magnitude readings above 1.0 mg have been identified, with those above 10.0 mg collected in separate tables. All of the readings presented in this report are still far below the limits for either occupational (workday) or public (living spaces) exposure. Additional post-electrification readings should be taken, at a minimum, at the sites which showed Density magnitude of 10.0 mg or higher. 5. Future Work 5.1 EMI/EMF Impact Assessment Study TPAP Phase The next step in the process is the completion of an EMI/EMF Impact Assessment. Based on the conceptual electrification design, the impact assessment will be carried out to evaluate and characterize the potential impacts as a result of increased EMF, specifically focused on potential levels of baseline EMI at sensitive sites. Listings of EMI sensitive sites were completed as part of the baseline study, and have been presented in tabular listing in this report. As discussed in Section 4.1, several of these sites reside in, or very near, Zone P a g e

89 During the EMI/EMF Impact Assessment work, background EMI measurements are planned at the following locations, at a minimum: All TPF Sites, including proposed Tap Points; The three identified EMI sensitive sites as documented in Section 4.1: o Agincourt Medical Imaging (Stouffville Corridor) o Burgess Veterinary Emergency (Lakeshore West Corridor) o St. Joseph s Health Center (USRC) Locations with Density magnitudes higher than 10.0 mg. It is entirely possible that additional locations at which EMI baseline scans should be taken will be identified between the publish date of this report and the completion date of the field work for the EMI/EMF Impact Assessment phase. As well, locations originally listed in Section 4.1 may be found, during field work, to have moved or otherwise be no longer relevant. The final list of sites at which baseline EMI scans were taken, and the results thereof, will be found in the EMI/EMF Impact Assessment Report. 5.2 Future Testing Required Before or After Implementation EMC assessment work completed as part of the TPAP is based on the conceptual level of design and technical information that was available at the time of this study. Further design details including selection of electric rolling stock and OCS design will be established as part of the subsequent detailed design phase. Therefore, once electrification is implemented, additional testing and measurements will need to be undertaken to further assess the impacts of the various power supply (e.g., 230kV connections, traction power substations) and power distribution (e.g., OCS/catenary, paralleling stations/switching stations, duct banks/underground cable, gantries) components of the undertaking based on the additional design/technical information that will established during detailed and final design. Further recommendations will be established as part of the EMI/EMF Impact Assessment phase for inclusion in the GO Rail Network Electrification Environmental Project Report commitments. As described in the Final EMI/EMF/EMC Workplan, possible mitigation strategies for EMF and EMI will be documented in a separate EMC Control Plan, which will describe the strategies and tasks for controlling EMI which includes a general process for effective mitigation of EMI. However, the ultimate responsibility for mitigation of EMI will remain with the contractors installing the facilities on behalf of Metrolinx, as per the applicable standards such as EN This is important to ensure that existing systems, as well as all new systems installed within the railway environment, are electromagnetically compatible with each other (intra-system compatibility) and that the railway is electromagnetically compatible with its neighbouring facilities (inter-system compatibility). 72 P a g e

90 5.3 Existing Infrastructure and Neighbouring Rail Systems The GO Rail Network Electrification Project could affect existing transit systems or neighbouring rail systems. Existing infrastructure and neighbouring rail systems can be classified in 2 categories. One category is existing transit systems, which includes TTC. The other category is existing freight rail systems, which includes CN and CP Toronto Transit Commission TTC is Owner and Operator of an existing transit system. The TTC has a responsibility to ensure that the structural integrity of the exiting stations that become interchanges with the Metrolinx project is maintained through the design and construction stages. The TTC also has a responsibility to ensure the safe and efficient operation of the existing system during construction CN and CP Both CN and CP maintain locations where Metrolinx rails cross or run parallel, as well as being owner and operator of lines where Metrolinx will be electrifying portions of the existing territory. Items to address may include: CTC Signaling Systems; signal cables and fiber optic cables; crossing control equipment; bungalows and junction boxes; hot box detectors; and, locations where OCS poles/portals cross existing shared rail territory. Considerations for each of these areas are discussed below. CTC Signal System CTC locations shall be of designs that conform to EMC standards as per EPS Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified territory. These locations are prime applications for fibre optic communications networks, which have high EMI immunity. Signal Cables and Fibre Optic Cables Fibre optic equipment is compact, lightweight, functionally fast, and of high capacity for data transmission. A further advantage is its immunity from EMI. Its use instead of line wire shall be considered for data networks between remote locations and between signaling control points. As per the Recommendations from Induced Current Calculations for GO Network Electrification Project, dated 11-Nov-15, the use of unshielded cable presents a theoretical concern due to the effects of EMI. The results of a full safety analysis should be used to identify any hazards with respect to signal cables. In the case of a full safety analysis, the operation of all track side devices, the failures that could occur, and the existing or planned mitigations for these effects will properly address any theoretical concerns. Constant Warning Crossing Control Equipment Every future installation of Grade Crossing Warning systems shall be designed and installed to conform to EMC standards as per EPS Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified environment. The signaling compatibility requirements listed in this specification apply to future 73 P a g e

91 resignalling projects. For future resignalling projects, an analysis of then-current technology should be performed, and any proven system that accommodates constant warning times should be deployed. Bungalows and Junction Boxes Bungalows and Junction Boxes are generally designed with industry-standard immunity. Hot Box Detectors Hot box detector locations shall be of designs that conform to EMC standards as per EPS Electromagnetic Compatibility and Interference, and shall demonstrate the reliable operation of the deployed system in an electrified territory. Currently used detectors are expected to be compatible with EMC standards. Any new Hot Box Detector equipment or designs shall be demonstrated to be electrification compatible. 74 P a g e

92 A. List of References (Appendix A) I. Metrolinx. (2010). GO Electrification Study Final Report. II. Metrolinx. (2014). UP Express Electrification Environmental Project Report. Appendix B: Land Use Assessment Report. III. Metrolinx. (2014). UP Express Electrification Environmental Project Report. Appendix H: EMC Report. IV. Metrolinx. (2015). GO Network Electrification EA FINAL Work Plan EMI/EMF/EMC A-1 P a g e

93 B. List of Standards (Appendix B) The following is a list of standards with which manufacturers of the traction electrification railway equipment must comply. They cover the emission and immunity limits, and test methodologies for measuring electromagnetic emissions. In North America, electromagnetic compatibility and immunity are addressed through a number of commissions and associations such as American Railway Engineering and Maintenance (AREMA), American Public Transportation Association (APTA), Institute of Electrical and Electronic Engineers (IEEE), Canadian Standards Association (CSA), Federal Communications Commission (FCC), Industry Canada and International Electrotechnical Commission (IEC). American Railway Engineering and Maintenance (AREMA) AREMA Committee 38 Part addresses electromagnetic immunity and emissions standards for Signaling Equipment American Public Transportation Association (APTA) The APTA electromagnetic compatibility program addresses the requirements for the development of a program for all rail equipment and track sided equipment delivered to the railroad to achieve safe operations. APTA SS-E Standard for Grounding and Bonding APTA SS-E Standard for the Development of an Electromagnetic Compatibility Plan. Canadian Standard Association (CSA) These standards cover design considerations in various areas of railway electrification including interference with railway signaling circuits and communication circuits. CSA C22.3 No. 8-M91 Railway Electrification CAN3-C M84 Canadian Standard for Limits and Measurement Methods of Electromagnetic Noise from AC Power Systems, MHz CAN/CSA-C22.3 No. 3 Canadian Standard for Electrical Coordination between power supply and communication conductors CSA C22.3 No. 6 Principles and Practices of Electrical Coordination between pipelines and electric supply lines Canadian Electrical Code, part 1 The Ontario Electrical Safety Code CAN/CSA-CISPR 22-10, Information technology equipment Radio disturbance characteristics Limits and methods of measurement Canadian Table of Frequency Allocations (CTFA) B-1 P a g e

94 This standard assigns the electromagnetic spectrum and establishes the frequency allocations available for radio services in Canada. The Canadian Table is based on the provisions of the Final Acts resulting from the various World Radiocommunication Conferences (WRC), including the 2012 WRC, convened by the International Telecommunication Union (ITU). Federal Communications Commission (FCC) FCC electromagnetic compatibility standards address how to control EMI interference outlined in Part 15 of the FCC rules, which specify that any spurious signal greater than 10 khz is subject to regulation. The following standards pertain to FCC requirements for human exposure to electromagnetic fields: FCC OET-65 Evaluating Compliance with FCC guidelines for human exposure FCC OET-65c Evaluating Compliance with FCC guidelines for human exposure to radiofrequency electromagnetic fields Industry Canada Electromagnetic Compatibility Standards from Industry Canada cover the Canadian requirements for electromagnetic field emission limits, spectrum allocations and measurements. All intentional radiators used in Canada should comply with Industry Canada requirements. The following reference covers wireless devices: IC RSS-210: Low-power Licence-exempt Radiocommunication Devices (All Frequency Bands): Category I Equipment European Standards (EN) Since electrified railways are typical in the European Union, these are used as well-developed design standards that are followed in electrified railways in Canada/North America. The EN50121 series of standards were produced by CENELEC (European Committee for Electrotechnical Standardization) as a means of managing EMC across the whole railway industry. These standards provide a management framework, product standards and best practice to cover all aspects of EMC within a large distributed installation. The basic emission levels were set from emission measurements made across a number of railways. Recent reviews of these standards have confirmed their validity to reflect best practice within the railway industry. Compliance with these standards will ensure that GO Network electrification meets best practice guidelines for general emissions and immunity of equipment and systems within the traction electrification project. Many of these standards are identically named and numbered under the International Electrotechnical Commission (IEC). The following reference standards are preferred but not exclusive for application to different environments, subsystems and functional electrical/electronic equipment: EN 50121: Railway Applications Electromagnetic Compatibility o Part 1:2006 Railway Applications. Electromagnetic Compatibility General o Part 2:2006 Emission of the whole railway system to the outside world B-2 P a g e

95 o o o o Part 3.1:2006 Railway stock Train and complete vehicle Part 3.2:2006 Rolling stock Apparatus Part 4:2006 Emission and immunity of the Signaling and Communications apparatus Part 5:2006 Emission and immunity of the fixed power supply installations and apparatus EN 61000: Electromagnetic Compatibility o Part 6-1:2007 Immunity for residential, commercial and light industrial environments o Part 6-2:2005 Immunity for industrial environments o Part 6-3: 2007 Emission standard for residential, commercial, and light industrial o Part 6-4: 2007 Emission standard for industrial environments o Part 3-2: 2006 Limits for harmonic current emissions (equipment input current less than or equal to 16 A per phase) o Part 4-3 Radiated susceptibility test o Part 4-6 Conducted immunity test o Part 4-8 Power frequency magnetic test EN 50155: 2007 Railway Applications. Electronic equipment used on rolling stock EN 50238: 2003 Railway Applications. Compatibility between rolling stock and train detection systems EN 50343: 2003 Railway Application Rolling Stock. Rules for installation of cabling EN 50357: 2001 Evaluation of human exposure to electromagnetic fields from devices used in Electronic Article Surveillance (EAS) Radio Frequency identification, and similar applications EN 50364:2010 Limitation of human exposure to electromagnetic fields from devices operating in the frequency range 0 Hz to 10 GHz, used in Electronic Article Surveillance (EAS), Radio Frequency identification, and similar applications EN 50500: 2008 Measurement procedures of magnetic field levels generated by electronic and electrical apparatus in the railway environment with respect to human exposure EN 55022: 2010 Limits and methods of measurement of radio disturbance characteristics of information technology equipment (also known as CISPR-22) EN 55011: 2007 Industrial, Scientific and Medical (ISM) radio frequency equipment Radio disturbance characteristics Limits and methods of measurement (also known as CISPR-11) EN 55013: 2001 Limits and methods of measurement of radio disturbance characteristics of broadcast receivers and associated equipment ETSI EN V Electromagnetic compatibility and Radio spectrum Matters (ERM) General Electromagnetic Compatibility (EMC) for radio communications equipment EN 62233: 2008 Measurement Methods for EMF of Household Appliances and Similar Apparatus with Regard to Human Exposure Health Canada Safety Code 6 Limits of Human Exposure to Radiofrequency Electromagnetic Energy in the Frequency Range from 3 khz to 300 GHz B-3 P a g e

96 Institute of Electrical and Electronic Engineers (IEEE) IEEE electromagnetic compatibility standards define the unintentional generation, propagation, and reception of electromagnetic energy, the associated effects, and the correct operation of different equipment involving electromagnetic phenomena in their operation. IEEE Recommended Practice for Powering and Grounding Electronic Equipment IEEE Guide for the Installation of Electrical Equipment to Minimize Electrical Noise Inputs to Controllers from External Sources IEEE Recommended Practices and Requirements for Harmonic Control in Electrical Power Systems IEEE Recommended Practice for Electric Power Distribution for Industrial Plants IEEE Recommended Practice for Electric Power Distribution for Commercial Buildings IEEE Recommended Practice for Monitoring Electric Power Quality IEEE Recommended Practice for Instrumentation: Specifications for Magnetic Flux Density and Electric Field Strength Metres 10 Hz to 3 khz IEEE C : Standard for Safety Levels with Respect to Human Exposure to Radio Frequency Electromagnetic Fields, 3kHz to 300 GHz IEEE C Standard for Safety Levels with Respect to Human Exposure to Electromagnetic Fields, 0 3 khz ANSI/IEEE C63.12 The American National Standard for Electromagnetic Compatibility Limits IEEE Wireless Local Area Networks International Commission on Non-Ionizing Radiation Protection (ICNIRP) ICNIRP is an international commission specializing in non-ionizing radiation protection. The organization's activities include determining exposure limits for electromagnetic fields used by devices such as cellular phones. The limits developed by this organization are relevant to the measurement of electromagnetic levels of spurious signals generated by devices such as the rolling stock and the passenger compartments. ICNIRP Guidelines for Limiting Exposure to Time Varying Electric, Magnetic Fields ICNIRP Guidelines on Limits of Exposure to Static Magnetic Fields. National Institute of Environmental Health Sciences, National Institute of Health NIEHS 2002 Report, Electric and Magnetic Fields Associated with the Use of Electric Power. Existing Metrolinx Specifications Electrification Performance Specification EPS Electromagnetic Compatibility and Interference. B-4 P a g e

97 C. Photographs and Examples (Appendix C) This appendix contains photographs which illustrate specific locations where ELF measurements were taken. While these locations are specific and have been noted in the measurement tables as such they also illustrate typical locations and examples of the types of trackside devices under study. In other words, a switch machine looks similar, regardless of location. Figure C-1 Switch Machine 255, Close to Electrical Substation, USRC-2 (MP 0.75) C-5 P a g e

98 Figure C-2 High Voltage Box, Close to Residential Buildings, USRC-2 (43 38'44.0"N 79 22'27.2"W) Figure C-3 Case 35 (LOOKS LIKE 284B IN PICTURE) 384B High Voltage Box, USRC-2 (43 38'44.0"N 79 22'27.2"W) C-6 P a g e

99 Figure C-4 Junction Box JB273, USRC-2 (43 38'43.9"N 79 22'27.4"W) Figure C-5 Junction Box JB274, USRC-2 (43 38'46.4"N 79 22'13.8"W) C-7 P a g e

100 Figure C-6 Overhead Power Lines, USRC-2 (43 38'49.9"N 79 21'60.0"W) Figure C-7 Overhead Train Signal 138, USRC-2 (43 38'50.0"N 79 22'00.0"W) C-8 P a g e

101 Figure C-8 Overhead Power Lines, USRC-2 (43 38'53.2"N 79 21'41.9"W) Figure C-9 Overhead Train Signal 178, USRC-2 (MP '54.5"N 79 21'40.3"W) C-9 P a g e

102 Figure C-10 Junction Box JB 177, USRC-2 (43 38'55.3"N 79 21'33.7"W) Figure C-11 Heater and Switch Machine, USRC-2 (43 38'56.6"N 79 21'34.8"W) C-10 P a g e

103 Figure C-12 Switch Machine, USRC-2 (43 38'57.5"N 79 21'31.6"W) Figure C-13 Heater, USRC-2 (43 38'58.2"N 79 21'29.9"W) C-11 P a g e

104 Figure C-14 Switch Machine, USRC-2 (43 38'58.0"N 79 21'29.7"W) Figure C-15 Heater 172B, USRC-2 (43 38'59.4"N 79 21'26.6"W) C-12 P a g e

105 Figure C-16 Bungalow LOC 179, USRC-2 (43 38'5s6.6"N 79 21'34.8"W) Figure C-17 Bungalow, USRC-2 (MP '59.1"N 79 21'25.6"W) C-13 P a g e

106 Figure C-18 Overhead Train Signal, USRC-2 (MP '26.1"N 79 25'04.6"W) Figure C-19 Cell Phone Tower, Oakville, LSW-8 (N W ) C-14 P a g e

107 Figure C-20 Near Burloak Drive, LSW-8 (MP N W ) Figure C-21 3 Metres from Centre of Track, LSW-8 C-15 P a g e

108 Figure C-22 Overhead Power Lines, LSW-8 (MP N W ) Figure C-23 3 Metres from Centre of Track, LSW-8 (43 21'09.8"N 79 47'25.4"W) C-16 P a g e

109 Figure C-24 Overhead Power Lines, LSW-8 (MP N W ) Figure C-25 Switch Machine and Heater, LSW-8 (MP N W ) C-17 P a g e

110 D. EMC Theory and Background (Appendix D) The discipline of electromagnetic compatibility (EMC) encompasses the measurement, classification, handling, and maintenance of devices that emit and/or are affected by electromagnetic fields (EMF). This section provides a basic primer in electromagnetic fields and is cited, in large part, from the UP Express Electrification Environmental Project Report, Appendix H: EMC Report. It covers the nature of EMF, industry standards for human exposure to these fields, the concept of electromagnetic interference (EMI) between electrical equipment, and industry requirements for the mitigation of such interference. This mitigation can be separated into 2 areas of interest: emission and immunity. Emission is the concept of measuring the fields generated by a device, generally to determine if those fields exceed established limits. Immunity is the concept of making a device resistant to interference, whether it is naturally-occurring or man-made. COTS devices purchased for use on the GO Transit Rail Network Electrification project will be required to meet published standards for both emissions and immunity. As such, both emission and immunity are relevant to the GO Transit Rail Network Electrification Project. Also included in this section is Table D-1 EMC Measurement Context for GO Transit Rail Network Electrification Project, which puts each type of electromagnetic energy into context for the GO Transit Rail Network Electrification Project, in terms of the following specifics: When the data will be collected via field measurements, i.e., project timing for data gathering; How many measurements will be taken, i.e., whether the data is gathered for a one- time study, or if it will be re-taken periodically over the course of the project timeline; How the data is gathered, i.e., the specific type(s) of equipment used; How the data will be used for the project, i.e., why the data is necessary for the GO Transit Rail Network Electrification Project, which includes an explanation of how the data may drive design and implementation decisions. 6.1 EMF Electromagnetic fields, which are the general category that includes electric and magnetic fields, are invisible lines of force that surround any electrical device. Power lines, electrical wiring, communication broadcasting antennas and electrical equipment all produce EMF. Electric fields are produced by voltage and increase in strength as the voltage increases. The electric field strength is often measured in units of volts per meter (V/m). Electric fields have characteristics that include: Metal conduits and encasements effectively attenuate electric fields; The strength of the electric field decreases as the distance from the source increases; Ground and buildings could significantly attenuate electric fields; and, D-1 P a g e

111 When the intensity of electric field changes, it induces magnetic field in a zone of the electric field influence. Magnetic fields result from the flow of current through wires or electrical devices and increase in strength as the current increases. Magnetic fields are often measured in units of gauss (G) or Tesla (T). Magnetic fields have characteristics that include: Metal conduits and encasements of electric current sources effectively attenuate magnetic fields; The strength of the magnetic field decreases as the distance from the source increases; Ground and buildings do not significantly attenuate magnetic fields; and, When the intensity of magnetic field changes, it induces electric current in a metallic loop located in a zone of the magnetic field influence Sources Radio frequency (RF) and extremely low frequency (ELF) are the two main forms of EMF RF EMF Radio frequency electromagnetic fields (approximately 3 khz to 300 GHz in frequency range) result predominantly from the train and overhead contact system (OCS) interaction. Sources of RF noise include micro-arcing associated with the OCS/pantograph interaction, corona discharges from the surface of OCS insulators, and the railway system non-linear, harmonic producing loads. These fields are not permanent, are localized, transient in nature, and only occur for the duration of a train s passage. There are also RF emissions from railway-licensed radio sources that will have emission levels regulated by FCC, Health Canada (Safety Code 6) and Industry Canada ELF EMF Extremely low frequency (ELF) includes alternating current (AC) fields and other electromagnetic, nonionizing radiation from 1Hz to 300Hz. ELF fields at 60Hz is produced by power lines, electrical wiring, and electrical equipment.. As such, the predominantly 60 Hz frequency is called the fundamental frequency. Some epidemiological studies have suggested increased cancer risk associated with magnetic field exposures near electric power lines. Many man-made sources of ELF EMF exist, including power lines, substations, appliances, electric motors and generators. The most significant source of EMF at the railway system environment is the OCS, emanating 60 Hz electric and magnetic fields. Railway EMF sources could include: Currents flowing in the tracks, either for signaling or return current from the catenary; Emissions from the rolling stock; Emissions from the catenary itself; or, D-2 P a g e

112 Emissions from the power lines supplying the catenary. Sixty hertz magnetic fields can be illustrated using the right hand rule. If an electric current passes through a straight wire (i.e., overhead line), and the thumb points in the direction of the conventional current (from positive to negative), then the fingers point in the direction of the magnetic field, as shown in Figure D-1 Right Hand Rule. Electric fields for wires (i.e., overhead lines), on the other hand, radiate perpendicular to the line. Lateral decrease of the electric and magnetic fields may be assumed to attenuate linearly with distance. Figure D-1 Right Hand Rule Human Exposure Human exposure to electromagnetic fields can be divided into exposure to RF, ELF, and Radiated Magnetic Fields RF EMF Licensed radio sources for the railway system will have radio frequency (RF) emission limits as per Industry Canada and Health Canada s Safety Code 6: Limits of Human Exposure to Radiofrequency Electromagnetic Energy in the Frequency Range from 3 khz to 300 GHz. The limits will ensure human exposure to these fields does not pose a threat to human health. Microwave radiation is in the range from 300 MHz to 3 GHz. Electrified railways are not considered to be a source of microwave radiations and therefore microwave radiations are not discussed in this report. The railway transient RF EMF emanation occurring for the duration of train passage does not pose a human health risk since it is not a permanent field (ie, the field only occupies the electromagnetic D-3 P a g e

113 environment for the duration of the train passage). Non-permanent fields do not cause significant thermal effects on human body tissue ELF EMF The railway ELF EMF will be permanent since the OCS will always be energized under normal operating conditions. There are currently no Canadian-specific standards that regulate power line frequency EMF limits. However, there are three main organizations in North America that have introduced standards that limit power line frequency electromagnetic field exposures from a human health risk perspective: The International Commission on Non-Ionizing Radiation Protection (ICNIRP) through their Guidelines for limiting exposure to time-varying electric and magnetic fields, 1 Hz to 100 khz The Institute of Electrical and Electronics Engineers (IEEE) through IEEE C95.6 Standard for Safety Levels with Respect to Human Exposure to Electromagnetic Fields 0 to 3 khz The American Conference of Governmental Industrial Hygienists (ACGIH). In combination, these standards set limits for occupational and public settings as well as for workers who have pacemakers. From a health risk perspective, the 60 Hz fundamental frequency electric and magnetic field exposure limits are per Table 4-11 Exposure Limits for Fundamental Frequency Magnetic Fields Radiated Magnetic Fields Radiated magnetic fields can be either due to direct current (DC) or alternating current (AC). In order to limit the exposure of passengers and their belongings (such as magnetic media) to both RF transmitter fields and extremely low-frequency (ELF) magnetic fields, specific limits must be verified in both the rolling stock and the passenger compartments as per EN Measurement procedures of magnetic field levels generated by electronic and electrical apparatus in the railway environment with respect to human exposure. 6.2 EMI EMI, also called radio-frequency interference (RFI) when in the radio frequency spectrum, is a disturbance generated by an external source, e.g., electronics inside a TPF, which affects an electrical circuit by electromagnetic induction, electrostatic coupling, or conduction. The disturbance caused by EMI may degrade the performance of the circuit or even stop it from functioning. In the case of a data path, these effects can range from an increase in error rate to a total loss of the data. Both man-made and natural sources generate changing electrical currents and voltages that can cause EMI: automobile ignition systems, cell phones, thunder storms, the Sun, and the Northern Lights. EMI frequently affects AM radios. EMI can also affect cell phones, FM radios, and televisions. The concern is that the installation of traction power facilities along the corridor, and the more general case of electrification throughout the corridors, could negatively affect existing electronic devices. Sources of electromagnetic interference include: D-4 P a g e

114 The propulsion system s high voltage and high current operational mode emissions; Train signaling systems and their associated computer operating codes; Train control system emissions; Track to train control circuits; and, Right-of-way electromagnetic field emission sources. Electromagnetic interference involves three elements: Sources generate electromagnetic fields or energy such as the overhead contact system and the Electric Multiple Unit (EMU). These sources may interfere with electrical receptors such as railway and substation electrical components or third party devices such as electron microscopes, magnetic resonant imaging devices or antennas. Potential interference is transmitted through a coupling path through a conductor such as an electric power line or ground wire, or through the air by induction or radiation (often referred to simply as radiation). Coupling paths can be complex, involving both conducted and radiated elements. These disturbances can be mitigated through various and widely-known industry-standard technical measures, i.e., good engineering practices. This achieves electromagnetic compatibility, which in turn ensures that all electrical and electronic devices can co-exist and function satisfactorily Impact of Electrified Railway on Equipment ELF and RF EMF emanating from the railway system may interfere with the proper operation of thirdparty and Metrolinx equipment. EMC is mainly a concern for EMI sensitive sites as discussed below EMI Sensitive Sites EMI sensitive sites are often equipped with electrical devices susceptible to EMI, for example: Airport navigational aid and communication systems Radars Medical imaging equipment MRIs Scientific instruments that utilize charged beams or high precision magnet systems Electron microscopes Electron beam lithography systems Focused ion beams Systems requiring a very stable magnetic field, such as magnetic field imaging devices and nuclear magnetic resonance spectrometers. D-5 P a g e

115 Per IEEE 241, the following facilities are considered to be EMI sensitive sites and may require a degree of control of electromagnetic energy: Research and development laboratories for low-noise circuitry work Research and development laboratories using high-energy radio-frequency devices Special computer facilities Test and measurement laboratories Hospital and other biomedical research and treatment rooms Railway signaling and communication systems Airport navigational aid and communication equipment. For the GO Transit Rail Network Electrification Project, baseline and post-electrification EMI will be measured and verified throughout the corridor, particularly at locations where such facilities as listed above closely neighbour the corridor ELF EMI The alternating currents and voltages associated with the traction power supply and OCS of an electrified railway system may interfere with nearby communications systems, Wi-Fi networks, including railway communication and signaling systems. ELF EMF is normally the predominant source of interference in the form of magnetic induction. Specifically, alternating current flowing in the OCS, including its harmonics, generates a magnetic field that induces a voltage in nearby communication conductors and equipment in EMI sensitive sites. For inductive coordination between the OCS and communication conductors, the clearance requirement between the OCS and communication conductors will be as per the Ontario Electrical Safety Code requirement, which will ensure that the inductive interference from the OCS to nearby communication lines is minimized. Electromagnetic compatibility between the GO Transit Rail Network electrification systems and the current and future Wi-Fi networks in close proximity of the railway (Zone 1 and Zone 2 as defined in Section 3) would be ensured during the detailed design to prevent any interference. To ensure compatibility, Wi-Fi networks compliance to IEEE (or IC RSS-210, the Canadian standard for wireless devices) for the specific Wi-Fi frequency bands would be mandatory RF EMI Intentional radiators (licensed radio sources) pertaining to Metrolinx and third parties may cause interference with each other due to frequency overlap between radio applications. RF noise from the OCS/pantograph interaction may cause interference with nearby RF receivers. It should be noted that the RF noise from the OCS/pantograph interaction will be limited as per EN via field verification and, as a result of this direct mitigation, interference with nearby RF receptors will be minimized. D-6 P a g e

116 As well, the nonlinear loads in the rolling stock produce harmonic voltages and currents which will introduce harmonic EMFs in the RF range. These harmonics are normally limited to values set forth in industry standards and are not significant Equipment Impact on Electrified Railway The EMC Control Plan that will be executed by Metrolinx during the detailed design stage will identify and avoid any frequency overlaps between the railway RF receivers and third party RF intentional radiators. The radios pertaining to the railway system will use the frequency allocated to railway radio devices by Industry Canada. Other third party radio devices in the vicinity of the railway system have different frequencies of operation assigned to them by Industry Canada and normally do not interfere with railway radios and vice versa. The EMC Control Plan will also identify, in detail, the manufacturers and oscillator frequencies, and applicable standards for all COTS equipment deployed for the GO Transit Rail Network Electrification Project. Railway equipment will meet emission and immunity requirements as per EN It is expected that no significant background electromagnetic radiation, specifically EMI, will be encountered along the GO Transit Rail Network corridors prior to electrification, but this will be verified during the EMI/EMF Impact Assessment phase. It is not expected that nearby third party equipment will interfere with the proper operation of the railway equipment. D-7 P a g e

117 6.2.2 Context for GO Transit Rail Network Electrification Project Table D-1 EMC Measurement Context for GO Transit Rail Network Electrification Project RF EMF Type of Energy ELF EMF (Environmental) Radiated Magnetic Fields RF EMI When Collected, re: Electrification Not Necessary; Temporary Field Only Before / After After Before / After Number of Measurements How Measured How Used N/A N/A N/A Many Along Corridor, at each TPF, other locations. Several Rolling Stock and Passenger Compartments. Many Along Corridor, at each TPF, other locations. Handheld Device 8 Handheld Device and Table Top Device 9 Table Top Devices 10 ; 4-Meter Mast; BiLog Antenna Verify that ELF EMF limits are not exceeded as per ICNIRP limits. Verify that limits are not exceeded as per EN limits and ICNIRP limits. Verify that EMI emissions are unchanged; verify facilities as per EN The steps shown in the How Used column illustrate direct means by which Metrolinx will address concerns about EMF in all its manifestations. The process that will be followed can be summarized as having two primary components which are: Due Diligence direct assessment of EMF where necessary, either before or after electrification, or both. This includes both the direct measurement of background EMI at locations derived from the development of a list of EMI sensitive sites, as reported upon in the EMI/EMF Impact Assessment, and the direct measurement of background ELF EMF, reported upon in this report. EMC Control industry-standard design and development. The identification of all equipment that is a source of EMF, and listing this equipment in the EMC Control Plan, provides a means to assure that facilities and equipment meet the requirements as per EN and a means to assure that EMI emissions from the facilities meet industrial guidelines. Measurement of EMF generated by equipment provides a means to assure that equipment meets exposure limits as per ICNIRP guidelines and EN limits. 8 The measurement of environmental ELF EMF can be accomplished using a F. W. Bell 4100 Series ELF Gauss/Tesla Meter, an industry-standard device for such measurements. 9 The measurement of radiated magnetic fields can be accomplished using a Narda Exposure Level Tester and a Narda Electric and Magnetic Field Analyzer, industry-standard devices for such measurements. 10 The measurement of RF EMI can be accomplished using, in addition to a 4-meter mast and a bilog antenna, an Agilent MXE N9038A EMI receiver and supporting PC-based analysis software, industry-standard tools for such measurements. D-8 P a g e

118 E. Calibration Information (Appendix E) Figure E-1 Purchase Receipt Calibration Certificate for F. W. Bell 4150 Gaussmeter E-1 P a g e

119 E-2 P a g e