Metrolinx Electrification Project

Transcription

1 GO Rail Network Electrification TPAP REVIEW OF PARSONS PROPOSAL TO UPGRADE TRACK CIRCUITS Final Noise/Vibration Modelling Report Lakeshore East Corridor For Prepared by: Reviewed by: Gannett Fleming Project No Metrolinx Electrification Project Contract No. QBS-2014-IEP-002 Prepared By: Gannett Fleming Canada ULC 9/20/17 Submittal Date: September 2017 i P a g e

2 DISCLAIMER AND LIMITATION OF LIABILITY The report dated September 20, 2017 ( Report, term which includes its text, tables, figures and appendices) has been prepared by RWDI AIR Inc. ( RWDI ) for the exclusive use of Metrolinx. RWDI disclaims any liability or responsibility to any person or party other than Metrolinx for loss, damage, expense, fines, costs or penalties arising from or in connection with the Report or its use or reliance on any information, opinion, advice, conclusion or recommendation contained in it. To the extent permitted by law, RWDI also excludes all implied or statutory warranties and conditions. In preparing the Report, RWDI has relied in good faith on information provided by third party agencies, individuals and companies as noted in the Report. RWDI has assumed that this information is factual and accurate and has not independently verified such information. RWDI accepts no responsibility or liability for errors or omissions that are the result of any deficiency in such information. The opinions, advice, conclusions and recommendations in the Report are valid as of the date of the Report and are based on the data and information collected by RWDI during its investigations as set out in the Report. No assurance, representation or warranty is given regarding the accuracy or completeness of this information and data. The opinions, advice, conclusions and recommendations in the Report are based on the conditions encountered by RWDI at the site(s) at the time of its investigations, supplemented by historical information and data obtained as described in the Report. No assurance, representation or warranty is given with respect to any change in site conditions or the applicable regulatory regime subsequent to the time of the investigations. No responsibility is assumed to update the Report or the opinions, advice, conclusions or recommendations contained in it to account for events, changes or facts occurring subsequent to the date of the Report. The Report provides a professional technical opinion as to its subject matter. RWDI has exercised its professional judgment in collecting and analyzing data and information and in formulating advice, conclusions, opinions and recommendations in relation thereto. The services performed were conducted in a manner consistent with the degree of care, diligence and skill exercised by other members of the engineering and science professions currently practicing in similar conditions in the same locality performing services similar to those required under the Contract for Technical and Professional Services relating to Engineering, Design and Environmental Assessment for GO Rail Corridor Electrification, Contract No. QBS-2014-IEP-002, subject to the time limits and financial and physical constraints applicable to the services. No other assurance, warranty or representation whether expressed or implied is given to Metrolinx with respect to any aspect of the services performed, the Report or its contents. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 i P a g e

3 METROLINX GO RAIL ELECTRIFICATION Quality Assurance Document Release Form Name of Firm: RWDI AIR Inc. Document Name: Final Noise & Vibration Modelling Report: Lakeshore East Corridor Submittal Date: September 20, 2017 Discipline: Noise and Vibration Prepared by: Claire Finoro Date: September 20, 2017 Reviewed by: Kyle Hellewell Date: September 20, 2017 Approved by: Alain Carrière Date: September 20, 2017 RWDI Project Manager The electronic signatures indicate that the named document is controlled by RWDI AIR Inc., 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. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 ii P a g e

4 REVISION HISTORY Revision Date Comments Rev 0 June 7, 2016 Draft Submission to Morrison Hershfield Rev 1 September 22, 2016 Final Submission to Morrison Hershfield Rev 2 December 5, 2016 Addressing Metrolinx Comments Rev 3 August 23, 2017 Addressing Ministry of the Environment and Climate Change and Municipality Comments Rev 4 September 20, 2017 Final Submission Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 iii P a g e

5 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR TABLE OF CONTENTS PURPOSE 1 REPORT PURPOSE 1 PROJECT SCOPE HYDRO ONE PROJECT COMPONENTS METROLINX PROJECT COMPONENTS PROJECT STUDY AREA 2 SCOPE OF THE LAKESHORE EAST RAIL CORRIDOR STUDY 4 LAKESHORE EAST RAIL CORRIDOR PROJECT DESCRIPTION 4 KEY ASSUMPTIONS 5 OPERATIONAL NOISE ASSESSMENT 6 APPLICABLE CRITERIA OPERATIONAL NOISE RAIL NOISE ASSESSMENT TRACTION POWER FACILITY NOISE ASSESSMENT LAYOVER FACILITY NOISE ASSESSMENT 9 RECEPTORS RAIL NOISE AND LAYOVER SITE NOISE ASSESSMENT TRACTION POWER FACILITY NOISE ASSESSMENT 10 EXISTING NOISE BARRIERS 11 METHODOLOGY AMBIENT SOUND LEVELS RAIL ACTIVITY SOUND LEVELS 12 KEY INPUTS RAIL TRAFFIC DATA OTHER RAIL NOISE SOURCES TRACTION POWER FACILITIES (APPLICABLE TO ELECTRIC TRAINS ONLY) LAYOVER SITES (APPLICABLE TO ALL TRAINS) PLANNED DEVELOPMENTS 19 MODELLING RESULTS OPERATIONAL NOISE ADJUSTED NOISE IMPACT OF THE DIESEL RER SCENARIO ADJUSTED NOISE IMPACT OF THE ELECTRIC RER SCENARIO SCREENING LEVEL ADJUSTED NOISE IMPACT FOR PLANNED DEVELOPMENTS NOISE IMPACTS FROM TRACTION POWER FACILITIES NOISE IMPACTS FROM LAYOVER SITES 21 INVESTIGATION OF MITIGATION OPERATIONAL NOISE DIESEL RER SCENARIO 22 Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 iv P a g e

6 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR ELECTRIC RER SCENARIO 23 CONSTRUCTION NOISE ASSESSMENT 24 APPLICABLE CRITERIA CONSTRUCTION NOISE MUNICIPALITY NOISE BYLAWS MOECC MODEL MUNICIPAL NOISE CONTROL BYLAW 25 METHODOLOGY AND KEY INPUTS INSTALLATION OF TRACTION POWER FACILITIES INSTALLATION OF OCS SUPPORT FOUNDATION STRUCTURES OCS WIRING INSTALLATION OF BRIDGE SAFETY BARRIERS 26 MODELLING RESULTS CONSTRUCTION NOISE 27 RECOMMENDATION FOR MITIGATION CONSTRUCTION NOISE 27 OPERATIONAL VIBRATION ASSESSMENT 28 APPLICABLE CRITERIA 28 RECEPTORS 29 METHODOLOGY AND KEY INPUTS 29 MODELLING RESULTS OPERATIONAL VIBRATION 30 CONSTRUCTION VIBRATION ASSESSMENT 31 APPLICABLE CRITERIA 31 ANTICIPATED CONSTRUCTION VIBRATION LEVELS 31 RECOMMENDATION FOR CONSTRUCTION VIBRATION 32 CONCLUSIONS AND RECOMMENDATIONS 32 OPERATIONAL NOISE ASSESSMENT 32 OPERATIONAL VIBRATION ASSESSMENT 33 CONSTRUCTION NOISE AND VIBRATION ASSESSMENT 34 REFERENCES 37 Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 v P a g e

7 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR LIST OF TABLES TABLE OF CONTENTS (cont d) Table 1: Noise and Vibration Receptors Table 2a: Existing Service Rail Traffic Data Used in the Assessment Table 2b: Diesel RER Service Rail Traffic Data Used in the Assessment Table 2c: Electric RER Service Rail Traffic Data Used in the Assessment Table 3a: Adjusted Noise Impacts of the Diesel RER in comparison to Existing service Table 3b: Adjusted Noise Impacts of Electric RER in comparison to Existing service Table 4: Traction Power Facility Noise Impacts Table 5: Noise Impacts from Existing and Future Layover Sites Table 6a: Summary of Existing Barriers Table 6b: Summary of Noise Barriers for Diesel RER and Electric RER Table 7a: Technically Feasible Noise Barrier Analysis Diesel RER Table 7b: Technically Feasible Noise Barrier Analysis Electric RER Table 8: NPC-115 Maximum Noise Emission Levels for Typical Construction Equipment Table 9: Equipment Sound Power Levels for Anticipated Construction Activities Table 10: Vibration Assessment Results for GO and Freight Trains Table 11: Recommended Vibration Levels (From FTA) Table 12: Equipment Vibration Levels for Select Construction Activities LIST OF FIGURES Figure 1: Study Area - Lakeshore East Figures 2a to 2m: Receptor and Existing Barrier Locations Figure 3a to 3g: Technically Feasible Barriers for Diesel RER and Electric RER Figure 4a to 4g: Approximate Locations of Vibration Mitigation Figure 5: Anticipated Construction Sound Level at Various Distances to Receptors Figure 6: Anticipated Construction Vibration at Various Distances to Receptors APPENDICES Appendix A Transportation Sound Basics Appendix B ORNAMENT Calculations Appendix C List of Assumptions Appendix D Information Provided Appendix E Use of Cadna/A Model and Sample Cadna/A Calculation Appendix F Speed and Throttle Profiles Appendix G Operational Noise Measurements at Switches Appendix H Screening Level Assessment of Planned Developments Appendix I Operational Vibration Calculations Appendix J Examples of Applicable Local Noise Bylaws Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 vi P a g e

8 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR GLOSSARY OF TERMS See Appendix A for an additional summary of noise terminology and basic concepts. Word Autotransformer Catenary System Contact Wire Detailed Design Electric Traction Facility Grounding Maintenance Facility Mitigation Measure MOECC MVA Overhead Contact System (OCS) Definition 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. 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. 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 detailed design phase of a project is defined as the last design stage before system implementation phase including software and hardware development starts. A traction substation, paralleling station, or switching station. 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 mechanical facility for the maintenance, repair, and inspection of engines and railcars. 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, formerly referred to as the Ministry of the Environment and Energy (MOEE) or just Ministry of the Environment (MOE). The acronym for Megavolt-Ampere. This is a unit for measuring the apparent power in an electrical circuit equivalent of one million watts. OCS is comprised 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, Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 vii P a g e

9 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Word Pantograph Paralleling Station (PS) Potential Effect Screening Traction Power Substation Switching Station (SWS) Top of Rail Definition 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. 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. A possible or probable effect of implementing a particular alternative. The process of applying criteria to a set of alternatives in order to eliminate those that do not meet minimum conditions or requirements. 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. Top of Rail is defined as the highest point in a running rail profile. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 viii P a g e

10 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Executive Summary Metrolinx retained RWDI to perform an environmental noise and vibration assessment of its Network Electrification Program. The objective of this study was to assess how noise and vibration levels will change as a result of the conversion of GO Transit s current service levels to future electric powered Regional Express Rail (RER) service, and to subsequently determine whether mitigation measures may be required. An assessment of how noise and vibration levels would change by increasing current service levels to diesel RER levels is also provided for informational purposes only. Existing and future noise and vibration levels were predicted to assess potential impacts according to the applicable guidelines. In areas where predicted impacts were found to be above the applicable guidelines, mitigation options were investigated and will be considered by Metrolinx. This report addresses potential noise and vibration impacts along the Lakeshore East (LSE) rail corridor. Other corridors were evaluated in separate Noise and Vibration Modelling Reports. Operational Noise Assessment As per the MOEE/GO Transit Protocol for Noise and Vibration Assessment, noise impacts from the future GO Transit rail traffic were expressed in terms of Adjusted Noise Impact, which is based on the difference between the pre-project and post-project noise levels. For both the diesel RER service (referred to as the Diesel RER scenario) and the electric RER service (referred to as the Electric RER scenario), the pre-project noise levels were taken to be the existing noise levels, associated with present-day rail traffic on the corridor. For the Diesel RER scenario, daytime and/or nighttime Adjusted Noise Impact was deemed Significant (i.e., between 5 and 9.99 db increase) at 59 of the 104 representative receptor locations presented in this assessment. All other Adjusted Noise Impacts were deemed Insignificant (i.e. less than +3 db) or Noticeable (i.e. between +3 and +5 db). Mitigation measures were investigated for each of the 59 receptor locations where a Significant Adjusted Noise Impact occurred, in accordance with the MOEE/GO Protocol. Of the noise barriers investigated, 36 barriers were deemed feasible. For the Electric RER scenario, daytime and/or nighttime Adjusted Noise Impacts were deemed Significant at 28 of the 104 representative receptor locations presented in this assessment. All other Adjusted Noise Impacts were deemed Insignificant or Noticeable. Mitigation measures were investigated for each of the 28 receptor locations where a Significant Adjusted Noise Impact occurred. Of the noise barriers investigated, 20 barriers were deemed technically feasible. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 ix P a g e

11 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR An additional 6 barriers were recommended as a result of the preliminary assessment. Following the preliminary assessment an updated version of the noise model was released. Reassessment using the update noise model showed that a limited number of areas where mitigation was identified using the preliminary noise modelling results do not fully achieve an increase of 5 db or more with the updated noise modelling. Metrolinx believes these supplemental areas should still be included for consideration of noise mitigation. These mitigation barriers are identified through the report as retained mitigation barriers. In the case of traction power facilities, noise impacts were expressed in terms of maximum daytime and nighttime 1-hour equivalent sound levels and were compared to applicable limits, as set out in the MOECC s Environmental Noise Guideline, NPC-300. The predicted noise impacts from the traction power facilities at nearby receptors were below the limits. Therefore, noise mitigation recommendations for traction power facility stationary sources are not required. In the case of layover sites, noise impacts were expressed in terms of a maximum 1-hour equivalent sound level and were compared to the applicable limit, as set out in the MOEE/GO Transit Protocol for Noise and Vibration Assessment. The predicted noise impacts from layover sites at nearby receptors were below the limits. Therefore, noise mitigation recommendations for train idling at layover sites are not required. Operational Vibration Assessment The vibration assessment focused on the change between the existing vibration levels and the future vibration levels, as per the MOEE/GO Transit Protocol for Noise and Vibration Assessment. Change in vibration levels may occur under the following circumstances: where there are changes in track alignment, addition of new track, and changes to or addition of special track work. The area of interest identified along the LSE rail corridor is additional track that will be added between the Don River and the Scarborough Junction and between Guildwood GO Station and the Durham Junction, as well as the associated new switches. The additional track and switches are applicable to both the Diesel RER and Future Build scenarios. It was identified that receptors R021B, R023B, R037B, R043, R013, R027, R031 and R077 are the closest receptors to the proposed new track and switches; therefore, the vibration assessment focused on these eight receptors. The predicted change in vibration level between existing conditions and future conditions (both Diesel RER and Electric RER) is in excess of the 25% increase threshold set out in the protocol, at all of the identified receptors except R027 and R031. In the case of receptors R021B and R023B, the threshold is exceeded during pass-bys of GO trains, passenger trains and freight trains. In the case of receptors R037B and R043, the threshold is exceeded during pass-bys of GO trains and freight trains. In the case of R013 Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 x P a g e

12 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR and R077, the threshold is exceeded during freight pass-bys only. The recommended vibration mitigation is identified as ballast mats though consideration to other mitigation options, such as under sleeper pads or resilient fixation will be assessed at the detailed design stage. Construction Noise and Vibration Assessments Construction activities were reviewed and screening-level calculations were completed to assess noise and vibration produced from anticipated electrification construction activities only. The anticipated construction activities include the preparation and creation of traction power facilities (includes paralleling, switching and supply substations), the installation of OCS support foundation structures, the OCS wiring and the installation of bridge safety barriers. The screening-level calculations indicated that receptors near these construction sites will experience higher than ambient sound levels, generated from the evaluated construction activities, that are temporary in nature. To minimize the potential for construction noise impacts, it is recommended that: When possible, construction should be limited to the time periods allowed by the locally applicable bylaws (generally during the daytime hours and during weekdays). Certain type of construction work can only be completed when trains are not in service (i.e., outside of business hours). Although provincial agencies such as Metrolinx and Hydro One are not subject to municipal bylaws, Metrolinx (and its Contractor) will endeavour to adhere to these local bylaws as a best practice, where practical. As part of the electrification construction activities, nighttime work may be required. Although Metrolinx is exempt from municipal noise control by-laws that place limits on the timing of construction activity, Metrolinx (and their Contractor) will strive to adhere to such bylaws by limiting nighttime noisy activities wherever practical. A proactive communications protocol is recommended that would advise residents in advance of nighttime construction or particularly noisy construction at any time. All equipment should be properly maintained to limit noise emissions. As such, all construction equipment should be operated with effective muffling devices that are in good working order. All construction equipment should be verified to comply with MOE NPC-115 guidelines. Trains passing construction zones may be required to use bells and/or whistles to warn construction personnel for safety reasons. This should be minimized as much as practical while ensuring the safety of everyone involved. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 xi P a g e

13 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Construction equipment has safety features such as backup alarms while backing up (beeping sound). This is for the protection and safety of the workers, and is legally required. Consideration should be given to the use of broadband rather than tonal backup beepers. A more detailed vibration assessment of construction be completed when the specifics of construction equipment are finalized prior to the commencement of construction. This assessment should consider minimizing construction vibration levels, while balancing construction schedules and expediting construction activity. Consideration should be given to monitoring of vibration during vibration-intensive activities, to confirm that levels do not approach those required for structural damage. In the presence of persistent complaints and subject to the results of a field investigation, alternative noise control measures may be required, where reasonably available. In selecting appropriate noise control and mitigation measures, consideration should be given to the technical, administrative and economic feasibility of the various alternatives. The type of equipment to be used during construction and the typical vibration levels associated with them were reviewed. To minimize potential annoyance with construction vibration, it is recommended that minimum setback distances be maintained from nearby residences during construction activities with a significant potential to produce vibrations (such as jackhammer, large bulldozer and vibratory roller). These setback distances are discussed further in Section 6.2. This will ensure that nearby residences experience vibration levels of less than 0.4 mm/s, the threshold of vibration annoyance based on the US Federal Transit Administration (FTA). Damages to building may result when these activities occur within 15 m. It is recommended that a 15 m setback distance between the construction vibration source and nearby buildings be implemented where possible. If not possible, then the vibration levels associated with the activity should be monitored. Prepared by: RWDI AIR Inc. 09/20/17 Rev. 4.0 xii P a g e

14 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Purpose As part of the Government of Ontario s Moving Ontario Forward plan, which was announced in April 2015, Metrolinx will be implementing the Regional Express Rail (RER) service on the GO Transit Rail network to improve the transit efficiency and transportation integration throughout the Greater Toronto and Hamilton Area (GTHA). Implementation of the phased GO RER service will include frequent all day service, faster trip times and eventually the conversion of several rail corridors within the GO Transit network from diesel to electric train propulsion. Metrolinx retained RWDI to perform an environmental noise and vibration assessment. The objective of this study was to assess how noise and vibration levels will change as a result of the conversion of GO Transit s current service levels to future diesel or electric powered Regional Express Rail (RER) service, and subsequently determine whether mitigation measures may be required. Establishing future noise conditions due to increase in traffic associated with the GO RER service will inform Metrolinx during the GO Rail Network Electrification Transit Project Assessment Process (TPAP). Existing and future noise and vibration levels were predicted to assess potential impacts in accordance with the applicable guidelines. In areas where predicted impacts were found to be above the applicable guidelines, mitigation options were investigated and will be considered by Metrolinx. Report Purpose This report discusses future noise impacts associated with the diesel RER services (referred to hereafter as the Diesel RER scenario) and the electric RER services and investigation of potential mitigation measures along the Lakeshore East (LSE) Corridor only. Other corridors were evaluated in separate Noise and Vibration Modelling Reports. Project Scope In order to electrify the system, there is new infrastructure that needs to be built as well as modifications to existing infrastructure that are required which have been summarized below. The scope of the GO Rail Network Electrification TPAP includes examining the potential environmental effects of building, operating and maintaining the electrified GO system including the various project components listed below: Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

15 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Traction Power Supply o 5 Hydro One Tap Locations o Hydro One Tap Structures o High Voltage Connection Routes Traction Power Distribution o 5 Traction Power Substations (TPS) o Gantries o Underground Duct Banks o Overhead Contact System (OCS) o 5 Switching Stations (SWS) o 6 Paralleling Stations (PS) o 25 kv Feeder Routes Ancillary Components o Grounding and Bonding o Bridge Modifications o Maintenance Facility Modifications o GO Layover Facility Modifications o GO Station Modifications Hydro One Project Components Electrification of the GO Transit network requires electrical power to be supplied from Ontario s electrical system through Hydro One s existing high voltage grid. This will entail construction of new tap structures that will draw the necessary electrical power from Hydro One s existing 230kV grid. From there, the power will be conveyed to new Traction Power Substations (TPS) via 230kV high voltage connections routes (either aerial or underground), where it will then be stepped down to the appropriate voltage of 25kV for distribution along the electrified GO system Metrolinx Project Components Metrolinx will be responsible for all of the downstream elements of the system from the demarcation point including all traction power distribution components and ancillary works required for operation of the electrified system Project Study Area The Study Area for the GO Rail Network Electrification TPAP includes the following components: 1. Union Station Rail Corridor (USRC) From UP Express Union Station to Don Yard Layover Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

16 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR 2. Lakeshore West Corridor From just west of Bathurst (Mile 1.20) to Burlington, including: i. Mimico Tap Location ii. Burlington Tap Location iii. Canpa 25kV Feeder Route iv. Mimico TPS v. Mimico SWS vi. Burlington TPS vii. Oakville SWS viii. Gantries, duct banks, access routes 3. Kitchener Corridor From UP Express Spur 1 (at Highway 427) to Bramalea, including: i. Bramalea PS ii. Bramalea 25kV Feeder Route iii. Gantries, duct banks, access routes 4. Barrie Corridor From Parkdale Junction (off Kitchener Corridor) to Allandale Station, including: i. Allandale Tap Location ii. Allandale TPS iii. Barrie Collingwood 25kV Feeder Route iv. Gilford PS v. Newmarket SWS vi. Maple PS vii. Gantries, duct banks, access routes 5. Stouffville Corridor From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville Station, including: i. Scarborough Tap Location ii. Scarborough TPS iii. Scarborough 25 kv Feeder Route iv. Unionville PS v. Lincolnville PS vi. Gantries, duct banks, access routes 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. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

17 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR 6. Lakeshore East Corridor From Don Yard Layover to Oshawa Station, including: i. East Rail Maintenance Facility (ERMF) Tap Location & 230kV connection ii. ERMF TPS iii. Scarborough 25 kv Feeder Route iv. Scarborough SWS v. Durham SWS vi. Don Yard PS vii. Gantries, duct banks, access routes It should be noted that the electrification of the UP Express Route (along a portion of the Union Station Rail Corridor and Kitchener Corridor) from UP Express Station (just west of the Union Station Train Shed) to Terminal 1 Station at Pearson International Airport, including power supply and power distribution components, was previously assessed as part of the two previous environmental assessment projects: Metrolinx Union Pearson Express Electrification Transit Project Assessment (June, 2014) Hydro One Union Pearson Express Electrification Traction Power Substation Class Environmental Assessment - Draft Environmental Study Report (2014) Scope of the Lakeshore East Rail Corridor Study Lakeshore East Rail Corridor Project Description The LSE rail corridor Study Area begins at the Don River (in Toronto, east of the Union Station Rail Corridor) and ends at the Oshawa GO station, approximately 50 kilometers in length. The Study Area is shown in Figure 1. GO Transit, a division of Metrolinx, operates the commuter transportation services between the Don River and Oshawa GO station along the Kingston subdivision and GO subdivision. There are nine existing stations along the LSE rail corridor: Danforth GO in Toronto; Scarborough GO, Eglinton GO, Guildwood GO, Rouge Hill GO in Scarborough; Pickering GO in Pickering; Ajax GO in Ajax; Whitby GO in Whitby; and Oshawa GO in Oshawa. Current daily service levels consist of: up to 89 revenue diesel trains; and up to 10 non-revenue diesel trains. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

18 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Future diesel RER daily service levels will consist of: up to 172 revenue diesel trains; and up to 56 non-revenue diesel trains. Future electric RER daily service levels will consist of: up to 172 revenue electric trains; and up to 56 non-revenue electric trains. Current and future revenue trains provide both regular and express services. In addition to the GO Transit trains, passenger trains and freight switcher trains are also in operation along the LSE rail corridor. To accommodate future increases in diesel and electric RER rail traffic, an additional track will be added between the Don River and the Scarborough Junction and between Guildwood GO Station and the Durham Junction, for a total of approximately 24 kilometers (or 15 miles) of new track. Associated with the additional track is the placement of new switches. This additional track is being reviewed under separate environmental assessments: Lakeshore East Corridor Expansion (Don River to Scarborough) and Lakeshore East Corridor Expansion (Guildwood to Pickering). However, the additional track is also evaluated in this assessment in both the Diesel RER and Electric RER scenarios. As part of the electrification of the GO rail network, four traction power facilities (TPF) are required, specifically, one traction power substation, two switching stations and one paralleling stations. The traction power substation will be constructed near the East Maintenance Rail Facility (EMRF). The switching stations will be constructed near the Durham Junction and the Scarborough Junction. The paralleling stations will be located near the Oshawa GO station. The locations of the traction power facilities are shown in Figures 2a, 2d, 2i and 2m. Current layover sites include the Henry layover and Oshawa layover. The locations of these layover sites are shown in Figures 2l and 2m. A new maintenance facility and layover site, East Rail Maintenance Facility (ERMF) is also required along the LSE rail corridor to support the RER service expansion. The ERMF is located between the Whitby GO Station and Oshawa GO Station, and is shown in Figure 2m. Key Assumptions Any proposed GO stations or service extension to Bowmanville are not assessed as part of this study; however, they will be assessed and reviewed under separate environmental assessments. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

19 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Metrolinx provided pertinent information, such as existing and future train volumes, trip log data including throttle and speed profiles, and track diagrams, for incorporation within this assessment. Where information was not available, assumptions were documented for approval by Metrolinx. All Metrolinx-approved modelling assumptions are included in Appendix B. All information provided and used as part of this assessment is included in Appendix C. The information provided was used to assess the credible worst-case scenario. The credible worst-case scenario is based on the minimum infrastructure requirements to achieve a service goal. Regulations and policies based on operational and safety considerations limit the service levels that can be achieved for a given infrastructure design. Current rail regulations are principally governed by Transport Canada and the US Federal Rail Administration. Rail policy has also been developed by the American Railway Engineering and Maintenance of Way Association (AREMA) and the American Public Transportation Association (APTA). Metrolinx, CN and CP have also established additional operational policies, standards, and rules to ensure safe and reliable service. Collectively, these regulations and policies dictate how railways are designed, operated and maintained. To expand rail service, the regulations and policies have to be considered. If the existing infrastructure does not allow expanded service, then new infrastructure must be considered. Service goals represent long term planning upon which infrastructure plans are developed. Therefore, the proposed infrastructure and service levels represent a credible worst-case scenario. Operational Noise Assessment The Ministry of the Environment and Climate Change (MOECC), formerly Ministry of the Environment and Energy (MOEE) and GO Transit developed a Protocol for Noise and Vibration Assessment in December 1994 (MOEE/GO Protocol) (MOEE, 1994). This document was used as the primary guideline document for assessment of the rail noise and vibration levels. It is assumed that db referenced in the MOEE/GO Protocol refers to dba, the typical unit of measurement used in environmental noise assessments. In addition, the MOECC s NPC-series noise guidelines were applied to the traction power facilities that are proposed as part of the electrification project, as these facilities are not subject to the MOEE/GO Protocol. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

20 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Applicable Criteria Operational Noise The rail-related operational noise, layover sites, traction power facility noise are each assessed against different criteria. Further details are described in the following sections Rail Noise Assessment The desirable objective as defined in the MOEE/GO Protocol is that the daytime equivalent sound level (L EQ) (16-hr, 0700h-2300h) produced by future rail service operation of the project under assessment should not exceed the higher of: The daytime ambient sound level, combined with the sound level from existing rail activity; or 55 dba L EQ (16-hr). Furthermore, the nighttime L EQ (8-hr, 2300h-0700h) produced by the future GO Transit rail service operation of the project should not exceed the higher of: The nighttime ambient sound level, combined with the sound level from existing rail activity; or 50 dba L EQ (8-hr). The MOEE/GO Protocol states that noise effects at a receptor shall be expressed in terms of the Adjusted Noise Impact. The Adjusted Noise Impact is based on the difference between pre-project noise (i.e., including ambient and pre-project rail noise) and post-project noise (i.e., including ambient and future rail noise). Where the pre-project noise is less than 55 dba L EQ (16-hr) during the daytime or 50 dba L EQ (8- hr) during the nighttime, the pre-project noise shall be taken as 55 dba L EQ (16-hr) daytime or 50 dba L EQ (8-hr) nighttime. In the context of this assessment, the post-project noise is the Electric RER scenario. The evaluation of the Diesel RER scenario is provided for informational purposes only. According to the MOEE/GO Protocol, the Adjusted Noise Impacts associated with the rail operations shall be rated with respect to the objectives as follows: Insignificant: Adjusted Noise Impacts between 0 and 2.99 db; Noticeable: Adjusted Noise Impacts between 3 and 4.99 db; Significant: Adjusted Noise Impacts between 5 and 9.99 db; and Very significant: Adjusted Noise Impacts above 10 db. In cases where the Adjusted Noise Impact at a receptor is considered Significant (between 5 and 9.99 db increase) or Very significant (greater than 10 db increase), mitigation of the sound levels is investigated and evaluated for technical feasibility. The term technical feasibility refers to the ability of a mitigation measure to achieve a significant noise reduction (at least 5 db) at the intended impact locations. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

21 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR If the Adjusted Noise Impact at a receptor is deemed significant during the daytime period, technical feasibility of a noise barrier is evaluated based on the noise reduction achieved during the daytime period only. Similarly, if the Adjusted Noise Impact at a receptor is deemed significant during nighttime period, technical feasibility of a noise barrier is evaluated based on the noise reduction achieved during the nighttime period only. If the Adjusted Noise Impacts at a receptor are deemed significant during both the daytime and nighttime periods and noise reduction resulting from a noise barrier is at least 5 db in either the daytime or nighttime period, the noise barrier is deemed technically feasible. At the detailed design phase, other considerations, such as engineering and economic feasibility should be evaluated Traction Power Facility Noise Assessment The traction power facilities are stationary noise sources and are subject to the MOECC environmental noise guideline, NPC-300 (MOECC, 2013). Sound received at receptors due to traction power facilities, which include traction power substations, paralleling stations, and switching stations, shall not exceed the higher of: The exclusion limit values for L EQ (1-hr); or The minimum background sound levels that occurs near a receptor. NPC-300 has exclusion limit values for outdoor receptors and plane of window receptors for Class 1 Areas (i.e., urban areas), for Class 2 Areas (i.e., suburban areas) and for Class 3 Areas (i.e., rural areas). Receptors near traction power facilities along the LSE rail corridor are in areas considered Class 1 and Class 2 Areas. The receptors near the Don Yard paralleling station, the Scarborough switching station and the Durham switching station are located in a Class 1 Area. The ERMF traction power substation is in a Class 2 Area. For outdoor receptors, the sound was assessed during a worst-case hour occurring in each of the following two time periods defined in NPC-300: Daytime, h; and Evening, h. The daytime and evening exclusion limits for outdoor receptors in a Class 1 Area are both 50 dba. The daytime and evening exclusion limits for outdoor receptors in a Class 2 Area are 50 dba and 45 dba, respectively. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

22 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR For the plane of window receptors, the sound was assessed during a given worst-case hour occurring in each of the following three time periods defined in NPC-300: Daytime, h; Evening, h; and Nighttime, h. The daytime, evening and nighttime exclusion limits the plane of window receptors in both a Class 1 and Class 2 Area are 50 dba, 50 dba and 45 dba, respectively Layover Facility Noise Assessment Idling at layover sites, which are areas dedicated for overnight train storage, is subject to the MOEE/GO Protocol. Sound received at receptors due to layover sites shall not exceed the higher of: The exclusion limit of 55 dba for L EQ (1-hr); or The minimum L EQ (1-hr) background sound level that occurs near a receptor. Receptors Rail Noise and Layover Site Noise Assessment Receptors for this assessment include the following noise sensitive land uses: Residences; Hotels, motels and campgrounds; Schools, universities, libraries and daycare centres; Hospitals and clinics, nursing / retirement homes; Churches and places of worship; and Planned residential developments with approved building permits from the City of Toronto This does not include all approved plans of subdivisions. Receptors within the Study Area are mainly residential houses located adjacent to the LSE rail corridor. In general, areas of receptors were identified using publicly available address point databases or through visual identification using publicly available satellite aerial images. During the review of aerial images, if construction was visible that was thought to potentially be for a residential use building, it was included in the assessment. Data was provided by the City of Toronto of approved building permits for new residential uses. This data was reviewed and included in the assessment. Approved plans of subdivision (i.e., no building permit approved) were not provided by the City of Toronto and therefore, they are not included in the assessment. Modelling was completed for all these receptors; however, results are presented for selected representative receptors. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

23 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Planned development data provided from other municipalities was not provided in a manner that allowed specific identification of receptors for evaluation. Furthermore, data was not provided for all municipalities, leaving gaps with no data along the length of the corridor. Therefore, only a screening level assessment was completed for this information, as detailed in Section Residences have different setback distances and various degrees of visual screening from the railway corridor. Residences closest to the track (i.e., typically those adjacent to the right-of-way of the railway line) are anticipated to have the greatest Adjusted Noise Impact. At increasing distances from the corridor, the change in sound exposure levels due to a change in rail traffic or track location becomes less significant. Moreover, as the separation distance increases between the railway line and receptors, the sound environment becomes predominantly background sound unrelated to activities on the railway line. In practice, this means that sound levels are not evaluated at receptors beyond those nearest to the rail corridor. The MOEE/GO Protocol introduces the concept of daytime and nighttime receptors. Daytime receptors are to be placed in the front yard or backyard of a residential property, whichever is most exposed to the noise source. Nighttime receptors are to be placed at the plane of the bedroom window that is most exposed to the noise source. In the present case, the residences are mainly located in an urban area where front and backyards have small surface areas. For simplicity, the daytime and nighttime receptors were collocated at a single horizontal position, at the most exposed façade of the dwelling. A sensitivity analysis was performed on a subset of receptors to demonstrate that this approach will not have a significant effect on the results of this study. The receptor height, however, differed between daytime and nighttime. Daytime sound levels were assessed at a height of 1.5 m above local grade. Nighttime sound levels were assessed at the bedroom window height, assumed to be 4.5 m above ground (i.e., the second storey bedroom window). The representative receptors evaluated are shown in Figures 2a to 2m as well as summarized in Table 1. It should be noted that sound levels were calculated at many more locations than those presented in the figures and the Tables. The receptors presented were chosen to represent the much larger number of receptors assessed Traction Power Facility Noise Assessment The definition of a receptor, as described in the NPC-300, is similar to the definition described in the MOEE/GO Protocol; therefore, receptors assessed as part of the traction power facility assessment were selected from the receptors identified as part of the rail noise assessment, based on their proximity to the proposed traction power facility. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

24 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Existing Noise Barriers Existing noise barriers are defined as barriers built as of January 2016 or planned barriers identified during Environmental Assessments completed prior to January Existing barriers do not include mitigation barriers triggered by an Environmental Assessment of the increase in train volumes to achieve Diesel RER service level. Existing noise barriers were included in the Existing, Diesel RER, and Electric RER modelling scenarios. Details of these barriers, including approximate heights and lengths, are summarized in Table 6a. The locations of the existing noise barriers are identified in Figures 2a to 2m. Built noise barriers were identified by conducting an investigation using publically available aerial photography and street-level imagery, as well as Metrolinx s RailView software. The approximate location and height of the barriers were identified and recorded in detail during this exercise. Planned noise barriers were identified in information provided by Metrolinx (i.e., previously completed Environmental Assessments). While it is recognized that not all of these barriers have been implemented at the time this assessment, they were included in all modelling scenarios as it is assumed they would be in place prior to implementing the Diesel or Electric RER service. It should be noted these planned barriers were not evaluated for technical feasibility as part of this assessment. Where buildings were thought to provide significant noise shielding for areas in close proximity to the track, they were included in the modelling. The approximate height and geometry were identified using publicly accessible aerial imagery (i.e., Google Earth). Buildings were included in both the Diesel RER and Electric RER modelling scenarios. The locations of the included buildings are identified in Figures 2a to 2m. Methodology Ambient Sound Levels Along the Rail Corridors As previously mentioned, the sound level objective along the rail corridors, as defined in the MOEE/GO Protocol, is the higher of the daytime ambient sound level, combined with the sound level from existing rail activity or 55 dba L EQ (16-hr). The ambient sound level is defined as the sound existing at a receptor in the absence of the rail activity. At the majority of the nearest receptors along the LSE rail corridor, the ambient noise was assumed to be significantly lower than the noise from existing rail activity and was therefore not assessed. In cases where the nearest receptors along the LSE rail corridor are also in close proximity to a major highway, such as Highway 401, modelling of the sound from the highway traffic was undertaken to determine its impact on the ambient noise. However, this was only done at locations where Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

25 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR the predicted change in rail traffic noise between existing and future scenarios was greater than 5 db. Otherwise, it was considered unnecessary to evaluate the highway s effect on the ambient noise. The only location along the LSE rail corridor where highway traffic noise was evaluated was Highway 401 between Whites Road N and Brock Street N in Oshawa. In this case, the highway noise was modelled using a spreadsheet implementation of the MOECC approved Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT) model (MOECC, 1989). The annual average daily traffic (AADT) for Highway 401 was taken from the Ministry of Transportation (MTO, 2010). The AADT was split into daytime and nighttime counts using the Institute of Transportation Engineers Traffic Engineering Handbook (ITE, 2010). ORNAMENT calculations are included in Appendix B At Traction Power Facilities The sound level objective for traction power facilities is the higher of the exclusion limit values for L EQ (1-hr) in NPC-300 or the minimum background sound levels that occur at receptors. For the present study, the exclusion limits were assumed to be higher than the minimum background sound levels at receptors near the traction power facilities. Therefore, the exclusion limits were adopted as the desired sound level objectives At Layover Sites The sound level objectives for layover sites are the higher of the exclusion limits for L EQ (1-hr) in the MOEE/GO Protocol or the minimum 1-hr L EQ background sound levels that occur at receptors. For the present study, the exclusion limits were assumed to be higher than the minimum background sound levels at receptors near the layover sites. Therefore, the exclusion limits were adopted as the desired sound level objectives Rail Activity Sound Levels The MOEE/GO Protocol stipulates the use of a model known as Sound from Trains Environmental Analysis Method (STEAM) for predicting rail traffic noise levels. STEAM was developed by the MOECC (MOECC, 1990). As a result of consultations with Metrolinx, summarized by Metrolinx in Appendix E, the present study deviated from this guidance in that the rail traffic noise levels were modelled using the Federal Noise and Vibration Impact Assessment (FTA Protocol) (FTA, 2006) incorporated in Cadna/A. Cadna/A allows for the modelling of complex railway schemes including curves, parallel and intervening tracks which cannot be easily assessed using STEAM. Cadna/A is software that includes the implementation of Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

26 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR the FTA noise propagation algorithms and as well as aspects of ISO 9613 algorithms (ISO 1994, ISO 1996). A comparison of outputs from the FTA spreadsheet implementation and the FTA Cadna/A modelling is included in Appendix E. Following is a summary of the modeling variables that are incorporated into the STEAM and FTA methods for comparison. In proposing the use of the FTA rail noise prediction method for this project, the following considerations were recognized. 1. The sound propagation algorithms are very comparable between the two models. 2. The FTA model is more current than STEAM. A recent study has shown a source sound level reduction of approximately 5 db in the FTA model by comparison with the 1990 STEAM algorithm, and reflects the development of quieter trains. Furthermore, sound level measurements of current GO trains have been found to be comparable to FTA default sound levels. 3. Additional receptor locations and configurations can be more easily evaluated in FTA with Cadna/A than in STEAM. This allowed for a more comprehensive review of the study area. 4. The use of FTA with Cadna/A allows a more holistic representation by allowing cumulative presentation of both moving and stationary trains (i.e., idling at stations). 5. Mitigation of moving and stationary trains can be considered simultaneously when modelled together. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

27 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR 6. The use of FTA with Cadna/A allows for the easier visualization of results and for more effective presentation to the public. 7. FTA source sound levels consider train throttle settings (i.e., the additional noise generated by trains accelerating, particularly when leaving stations). STEAM does not consider throttle settings. The diesel and electric locomotives were defined using the FTA standards implemented into Cadna/A. At the time of the preliminary assessment, the electric locomotive train type was defined mathematically within Cadna/A with a K constant that differed from the K constant defined in the FTA model. Metrolinx presented the results of the preliminary noise modelling for electric RER service at a series of public consultations throughout the TPAP. Following the preliminary assessment, an option within Cadna/A to use the K constant which corresponds to the FTA model was created by Datakustik, the developers of the Cadna/A software. Reassessment using this updated Cadna/A option showed that a limited number of areas where mitigation was previously identified using the preliminary noise modelling no longer achieves an increase of 5 db or more with the updated Cadna/A noise modelling. This was a result of the correction to the noise modelling input that more accurately reflects the quieter nature of electrified locomotives. Metrolinx believes these supplemental areas should still be included for consideration of noise mitigation. These mitigation barriers are identified through the report as retained mitigation barriers. The existing, Diesel RER and Electric RER noise levels were modelled for the entire Study Area. Results at each discrete receptor were used to establish the Adjusted Noise Impact of the Diesel RER scenario relative to the existing scenario, as well as that of the Electric RER scenario relative to the existing scenario. As per the FTA, the diesel locomotive and electric locomotive were modelled with a source height of 2.4 m (8ft) and 0.6 m (2ft), respectively. The noise on a diesel locomotive is dominated by the engine (located at approximately 2.4 m above the rail) with a lesser contribution from the wheels (located at approximately 0.6 m above the rail). For the electric locomotive, the electric engine is quieter than that of a diesel engine, and wheel noise dominates, placing the source height at 0.6 m above the rail. Topography was included in the Cadna/A model to take into consideration the elevation differences of the railway, receptors and the intervening terrain. The topographical features were assumed to be the same in the existing and future scenarios. High-resolution (i.e., 5 m) topographical information was obtained from public databases (Ministry of Natural Resources and Forestry, 2016). Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

28 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR All modelling assumptions are included in Appendix C. All information provided and used as part of this assessment is included in Appendix D. A sample Cadna/A calculation showing step-by-step calculation parameters for a single receptor is included in Appendix E. Noise sources associated with GO diesel and/or electric rail activity include: Moving trains (applicable to all trains); Idling trains at each station (applicable to all trains); Road crossings signals (applicable to all trains); Crossovers and Switches (applicable to all trains); Wheel squeal (applicable to all trains); and Pantograph (applicable to electric trains only). More details on the various noise sources can be found in the sections to follow. Key Inputs Rail Traffic Data Rail traffic along the LSE rail corridor includes GO Transit, other passenger trains and freight activity. A portion of the Study Area (i.e., from Don River to Scarborough Junction) includes the GO Stouffville traffic and freight traffic travelling along the Uxbridge subdivision, which was included to assess cumulative impacts of the rail activities. Detailed rail traffic volumes are summarized in Tables 2a, 2b and 2c Diesel & Electric GO Trains Existing GO train traffic volumes were provided by Metrolinx (last updated October 29, 2015). To determine daytime/nighttime distribution, information was taken from the online GO schedule as posted January Electric RER traffic volumes were also provided by Metrolinx in a document entitled 10- year Horizon Train Volumes, dated October 20, It was assumed that the same quantity of trains would be required to provide the diesel RER service scenario. Sample trip log data provided by Metrolinx on November 19, 2015, were used to develop throttle settings and speed profiles for regular and express trips. These throttle settings and speed profiles are included in Appendix F. Included with the throttle and speed profiles are the corresponding sound exposure levels at 15 m from the railway for an electric and diesel train consist. GO diesel and electric train consists were assumed to be comprised of one locomotive and 12 cars. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

29 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Passenger Trains Existing passenger train traffic along the LSE rail corridor consists of 35 revenue trains per day, based on traffic information provided by Metrolinx (last updated October 29, 2015). It was assumed that the increase of future traffic volumes is negligible. Passenger train speed limits were provided by Metrolinx in a document entitled CN Eastern Canada Region Time Table 43, dated September 15, It was assumed that the passenger trains travel at the rail passenger train speed limit, at a constant throttle setting with exception of approaching stations, stopping at stations and leaving a station. The deceleration and acceleration of a passenger train in and out of the stations was assumed to be similar to that of a GO train. A passenger train consists were assumed to be comprised of one locomotive and six cars Freight Trains Existing freight traffic along the LSE rail corridor consists of up to two switchers train per day (varies per section of LSE rail corridor) based on traffic information provided by Metrolinx (last updated October 29, 2015). As indicated in the GO-CN Kingston Subdivision track diagrams (August 2012), freight travelling east of the Pickering GO station do not travel on the Metrolinx owned corridor and are not included as part of this assessment. For the future freight traffic volume, it is projected that the existing volumes will increase by 2.5% per annum, for a total of 25% (10 years between existing and future operations). This growth rate is based on an optimistic growth estimate of the Canadian Gross Domestic Production (GDP). CN has indicated that their growth rate is dependent on the GDP growth. Rail freight speed limits were provided by Metrolinx in the document entitled CN Eastern Canada Region Time Table 43, dated September 15, It was assumed that the freight traffic travels at the rail freight speed limit, at a constant throttle setting and modelling does not include stops along the LSE rail corridor, as they are infrequent and unpredictable. Freight switcher consists were assumed to be comprised of one locomotive and six cars. Freight straightthrough trains do not travel on any of the GO Metrolinx corridors; therefore, they were not included in the assessment. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

30 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Other Rail Noise Sources Rail yard and Maintenance Facility (applicable to all trains) GO trains entering and leaving the future ERMF rail yard were included in the rail noise assessment; however, the buildings stationary sources were not included. The ERMF is an approved project, already under construction. Detailed rail traffic volumes are summarized in Tables 2a, 2b and 2c Idling Trains (applicable to all trains) GO trains and other passenger trains were assumed to idle for 1.5 minutes at each station in the corridor for existing, Diesel RER and Electric RER operations Road Crossing Signals (applicable to all trains) Along the LSE rail corridor, there are no at-grade crossings where whistles are blown by GO trains, other passenger trains or freight trains, as indicated by the GO-CN Kingston Subdivision track diagrams (August 2012); therefore, whistle noise at road crossings was not included in the assessment Crossovers and Switches (applicable to all trains) Crossovers and switches include points where tracks converge and overlap; hence, they inherently include gaps in the tracks that can generate noise when a wheel crosses the gap. Noise measurements were taken by RWDI in February 2016 of a train travelling on the Kitchener line to determine the representative increase of sound levels as a result of a train travelling over a switch. Sound level meters were set up, approximately 100 m apart, to separately capture train travel over the switch and train travel away from a switch. The sound level produced by a train travelling away from a switch was logarithmically subtracted from the sound level produced by a train going over the switch to obtain the approximate sound level of only the switch. This sound level was included in the noise propagation model to complete a sensitivity analysis determining significance on noise levels from train travelling over switches. The duration of noise created as the train passed over a crossover or switch is a small fraction in comparison to the duration of a train s overall rail noise. When considering the time-weighted average of the switch or crossover noise, the contribution of the sound levels from the crossovers and switches was found to be approximately 30 db less than the rail traffic noise; therefore, crossover and switch noise were deemed insignificant and were not included in the assessment. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

31 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Additional details of the noise measurements and sensitivity analysis are included in Appendix G Wheel Squeal (applicable to all trains) Wheel squeal is a high-pitched sound that can occur on curved sections of track due to lateral friction between the wheel and top of rail. It usually happens on curves with a radius of less than 300 m or where the radius is smaller than ten times the wheelbase. It was not included in this assessment because curves of this radius less than 300 m do not occur in the LSE rail corridor Pantograph (applicable to electric trains only) The pantograph is the device on the top of the electric train that slides along the contact wire to transmit electric power from the catenary to the train. The most notable noise associated with the pantograph is due to the interaction of the airflow over the extension of the pantograph along the top of the train, potentially forming a cavity susceptible to aero-acoustic excitation. The aero-acoustic noise from the pantograph is significant for higher speed trains travelling at speeds of about 300 km/hr, such as the Shinkansen trains in Japan; however, the noise decreases significantly at lower train speeds (Thompson, 2015). As GO trains are expected to travel at speeds no higher than 150 km/hr, the pantograph noise was deemed insignificant in comparison to the rail noise; therefore, it was not included in the assessment Traction Power Facilities (applicable to electric trains only) Electric traction power facilities, which include traction power substations, paralleling stations, and switching stations, were assessed separately from the rail noise source. The sound levels from these facilities were evaluated against NPC-300 exclusion limits, explained in detail in section In some cases, traction power facilities are accompanied by a transmission tap. The transmission tap is not considered a source of noise and therefore, is not considered in the assessment. Four traction power facilities are required along the Lakeshore East Rail Corridor as follows: East Maintenance Rail Facility (EMRF) Traction Power Substation (TPS) and tap; Durham Junction Switching Station (SWS); Scarborough Junction SWS; and Oshawa Paralleling Station (PS). Figure 1 shows the general location of each traction power facility and more detailed mapping has been provided in Figures 2a, 2d, 2i and 2m. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

32 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Generally, the traction power substations are comprised of two power transformers and a control / switchgear room and the paralleling stations and switching stations are comprised of two autotransformers and a control / switchgear room. The sound power level generated by a typical 10 MVA transformer, estimated at approximately 87 dba (Metrolinx, 2014), was used as an estimate for the power transformers at the traction power substations and the autotransformers at the switching stations. The MOECC requires that a 5 db tonal penalty be applied to sources exhibiting a humming characteristic. As transformers are known to exhibit tonal characteristics, the 5 db penalty was applied to all the transformers Layover Sites (applicable to all trains) Current layover sites include the Henry layover and Oshawa layover. A new layover site at the East Rail Maintenance Facility (ERMF) is also required along the LSE rail corridor to support the RER service expansion. For the existing operations, three trains are stored at the Henry layover site and two trains are stored at the Oshawa layover site. For the future operations (i.e., Diesel RER and Electric RER scenarios), a total of 27 trains layover along the LSE corridor. Three trains are stored at the Henry layover site, two trains are stored at the Oshawa layover site and 22 trains are stored at the ERMF layover site. GO trains are assumed to idle for greater than 60 minutes at all of the layover sites along the LSE corridor. At the layover sites, the engines are set to idle for the purposes of heating or cooling prior to scheduled dispatch or for maintenance purposes Planned Developments Data regarding approved site plans, approved condominium plans and draft approved plans of subdivision were requested from the Municipalities located within the study area. City of Toronto provided georeferenced data regarding approved building permits. This data does not include all approved plans of subdivisions, only those which have received building permits. Receptors identified from this dataset were included in the detailed analysis. Other Municipalities provided the data they had available as georeferenced shape files, but it was found to be inconsistent. The type of development (i.e. commercial or residential), the status of construction, and site plans were not available. Therefore, this data was used in a screening level assessment conducted for planned developments outside of the City of Toronto. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

33 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Modelling Results Operational Noise Adjusted Noise Impact of the Diesel RER Scenario The Adjusted Noise Impact between the Existing and Diesel RER scenario is summarised in Table 3a. Impact ratings were evaluated for 104 representative receptors. The ratings are summarised as follows: 34 daytime Adjusted Noise Impacts were deemed to be Insignificant (i.e., less than 2.99 db); 47 daytime Adjusted Noise Impacts were deemed to be Noticeable (i.e., between 3 and 4.99 db); 23 daytime Adjusted Noise Impacts were deemed to be Significant (i.e., between 5 and 9.99 db increase). 23 nighttime Adjusted Noise Impacts were deemed to be Insignificant (i.e., less than 2.99 db); 22 nighttime Adjusted Noise Impacts were deemed to be Noticeable (i.e., between 3 and 4.99 db); and 59 nighttime Adjusted Noise Impacts were deemed to be Significant (i.e., between 5 and 9.99 db increase). Mitigation measures were investigated for all receptors with a Significant Adjusted Noise Impact (i.e., 5 db increase or greater) in accordance with the MOEE/GO Protocol. The Adjusted Noise Impacts were predicted to be Significant for 59 receptors. The investigation of Diesel RER mitigation measures at these locations is discussed in Section Adjusted Noise Impact of the Electric RER Scenario The Adjusted Noise Impact between Existing and Electric RER noise levels is summarised in Table 3b. Impact ratings for the evaluated 104 representative receptors can be summarised as follows: 74 daytime Adjusted Noise Impacts were deemed to be Insignificant (i.e., less than 2.99 db); 26 daytime Adjusted Noise Impacts were deemed to be Noticeable (i.e., between 3 and 4.99 db; 4 daytime Adjusted Noise Impacts were deemed to be Significant (i.e., between 5 and 9.99 db increase). 57 nighttime Adjusted Noise Impacts were deemed to be Insignificant (i.e., less than 2.99 db); 18 nighttime Adjusted Noise Impacts were deemed to be Noticeable (i.e., between 3 and 4.99 db); and 29 nighttime Adjusted Noise Impacts were deemed to be Significant (i.e., between 5 and 9.99 db increase). Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

34 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Mitigation measures were investigated for all receptors with a Significant Adjusted Noise Impact (i.e., between 5 and 9.99 db increase) in accordance with the MOEE/GO Protocol. The Adjusted Noise Impacts were predicted to be Significant or greater for 28 receptors. The investigation of Electric RER mitigation measures at these locations is discussed in Section Screening Level Adjusted Noise Impact for Planned Developments As per the 1995 MOEE / GO Transit Protocol, noise and vibration impacts are evaluated at lands which have been committed for sensitive land uses. Committed uses beyond existing developments include: approved site plans, approved condominium plans or draft approved plans of subdivision. This data was requested from the Municipalities located within the study area, but was available for the City of Toronto only. Municipalities provided the data they had available, but it was found to be inconsistent. The type of development (i.e. commercial or residential), the status of construction, and site plans were not available. Therefore, this data could not be incorporated into the detailed analysis. Therefore, a screening level analysis was completed to assess impacts at planned developments. The screening level assessment was conducted on the sections of the corridor outside of Toronto, based on the limited detail in the available data on planned developments provided for municipalities other than the City of Toronto. The screening level assessment was designed to flag potential planned areas of development that may experience an Adjusted Noise Impacts of greater than 5 db. This assessment was completed for the Electric RER scenario only and does not include the investigation of barriers within these areas. Appendix H includes figures showing flagged potential planned areas of development that were provided by their respective municipalities. Metrolinx will use this information for consideration of noise mitigation for new planned developments if approved by municipalities during the detail design stage Noise Impacts from Traction Power Facilities The noise impacts from the traction power facilities, as part of the Electric RER scenario, were evaluated at nearby receptors and are summarised in Table 4. The predicted noise impacts from the traction power facilities at nearby receptors were below the MOECC applicable exclusion limits. Therefore, no mitigation measures were investigated for these facilities Noise Impacts from Layover Sites The noise impacts from the layover sites were evaluated at nearby receptors and are summarised in Table 5. The predicted noise impacts from the layover sites at nearby receptors were below the MOEE/GO Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

35 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Protocol applicable exclusion limit of 55 dba. Therefore, no mitigation measures were investigated for these facilities. Investigation of Mitigation Operational Noise Based on the Adjusted Noise Impacts resulting from the project, an investigation of noise mitigation measures is required. MOEE/GO Protocol includes the following mitigation guidance: Mitigation should be implemented where technically feasible. At the detailed design phase, other considerations, such as engineering and economic feasibility should be evaluated. If deemed feasible, the mitigation measures shall ensure that the predicted sound level from the GO Transit rail project is as close to, or lower than, the rail service objective. It was assumed that noise mitigation would be limited to locations within the GO Transit right-of-way, and to be considered feasible, the mitigation measures should achieve at least a 5 db reduction in noise at the first row of affected receptors. The ID numbers of the barriers correspond to the ID numbers of the representative first row receptors. Noise barriers can be formed of earthen berms, engineered noise walls, or some combination of the two. Where earthen berms are used, side slopes of 3:1 should be used for drainage and erosion control and right-of-way maintenance. Where noise walls are to be used, they should be free of gaps and cracks, and have a minimum surface density (mass per unit of face area) of 20 kg/m 2 (4 lb. per sq. ft.). It is preferable that barriers are sound absorptive at least on the railway side, and this is mandatory in situations where parallel barriers (e.g., barriers on both sides of a railway) are proposed. For noise barriers located along the rail corridor, GO Transit will use barriers with a height of 5 m for all new or replacement noise barriers. Higher noise barriers require specially engineered footings, which may not be technically and/or economically feasible to implement. The investigation of mitigation was limited to noise barriers with heights of 5 m. During detailed design, each location identified as a technically feasible noise mitigation location along each rail corridor will be further reviewed to determine the administrative, operational, economic and technical feasibility and to further define what type of mitigation will be implemented Diesel RER Scenario The feasible noise barriers for the Diesel RER scenario are shown in Figures 3a to 3g and their characteristics (i.e. length of barriers, side of track location, modification of an existing/planned barrier, approximate number of receptors shielded by barrier) summarized in Table 6. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

36 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Of the 47 barriers investigated for the Diesel RER scenario, 35 are considered technically feasible, as they achieve at least a 5 db reduction in sound levels at nearby receptors. For barrier evaluation, sound levels were predicted with all investigated barriers in place; therefore, predicted effect of some barriers may be influenced by other nearby investigated barriers. At detailed design phase, a more detailed review of the barriers individual effect should be conducted. The predicted effect of each feasible barrier is summarized in Table 7a. Barrier 016 (shown in Figure 2a): The noise barrier only provides adequate protection (i.e., + 5 db noise attenuation) for the receptors shielded by the southeastern portion of the barrier due to terrain features. At the detailed design stage, optimization of the noise barrier length should be investigated. Barrier 020_021 (shown in Figures 2a and 2b): The noise barrier only provides adequate protection (i.e., + 5 db noise attenuation) for the receptors shielded by the northeastern portion of the barrier. At the detailed design stage, optimization of the noise barrier length should be investigated. Barrier 023 (shown in Figure 2b): The noise barrier only provides adequate protection (i.e., + 5 db noise attenuation) for the receptors shielded by the northeastern portion of the barrier. At the detailed design stage, optimization of the noise barrier length should be investigated. Barrier 041 (shown in Figure 2c): Only a subset of the receptors shielded from the railway by this noise barrier requires mitigation. At the detailed design stage, optimization of the noise barrier length should be investigated. Barrier 044A and Barrier 044B (shown in Figure 2d): Noise barrier 044A, at the Scarborough Junction, was included as part of the mitigation investigation for the Stouffville corridor and therefore, was also included in this assessment. Receptor 044 received adequate protection when both barriers 044A and 044B are in place. If the noise barrier 044A is not commissioned as part of the Stouffville corridor mitigation, investigation of mitigated noise impacts should be re-evaluated for the area represented by R044. Barrier 045 (shown in Figure 2d) and Barrier 054 (shown in Figures 2d and 2e): Only a subset of the receptors shielded from the railway by these noise barriers requires mitigation. At the detailed design stage, optimization of the noise barrier length should be investigated Electric RER Scenario The feasible noise barriers for the Electric RER scenario are shown in Figures 3a to 3g and their characteristics (i.e. length of barriers, side of track location, modification of an existing/planned barrier, approximate number of receptors shielded by barriers) summarized in Table 6b. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

37 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Of the barrier groupings investigated for the Electric RER scenario, 20 are considered technically feasible, as they achieve at least a 5 db reduction in sound levels at nearby receptors. As with the Diesel RER Scenario, sound levels were predicted with all investigated barriers in place; therefore, predicted effect of some barriers may be influence by other nearby investigated barriers. At detailed design phase, a more detailed review of the barriers individual effect should be conducted. The predicted effect of each barrier is summarized in Table 7b. The additional discussions for Barriers 016, 020_021, 023 and 044A found in section are also applicable for the Electric RER mitigation. An additional 6 noise barriers were recommended as a result of the preliminary assessment and were retained as part of the proposed mitigation. More details on the reasoning for the retained barriers can be found in Section These noise barriers for the Electric RER scenario are shown in Figures 3a to 3g and their characteristics (i.e., length of barrier, side of track location, modification of an existing/planned barrier, approximate number of receptors shielded by barrier) summarized in Table 6b. Construction Noise Assessment This section of the report deals with construction activities associated with the electrification of the LSE rail corridor (i.e., the Electric RER scenario). Construction activities associated with infrastructure required for future diesel RER rail service is not addressed here. Construction noise impacts are temporary in nature, and largely unavoidable. With adequate controls, impacts can be minimized; however, for some periods of time and types of work, construction noise will be noticeable. This section of the report provides an evaluation of noise impacts from construction resulting from the undertaking, and discusses guideline and Code of Practice requirements to minimize impacts. Applicable Criteria Construction Noise Municipality Noise Bylaws The majority of municipalities that lie along the LSE railway corridor have their own applicable noise guidelines (which provide sound limits) that are usually found within their noise control bylaws. Applicable bylaws are listed in Appendix J. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

38 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Although provincial agencies such as Metrolinx and Hydro One are not subject to municipal by-laws, Metrolinx (and its Contractor) will endeavour to adhere to these local bylaws as a best practice, where practical. As part of the electrification construction activities, nighttime work may be required. Although Metrolinx is exempt from municipal noise control bylaws that place limits on the timing of construction activity, Metrolinx (and their Contractor) will strive to adhere to such bylaws by limiting nighttime noisy activities wherever practical MOECC Model Municipal Noise Control Bylaw The MOECC stipulates limits on noise emissions from individual items of equipment, rather than for overall construction noise. In the presence of persistent noise complaints, sound emission standards for the various types of construction equipment used on the project should be checked to ensure that they meet the specified limits contained in MOECC Publication NPC-115 Construction Equipment (MOECC 1977b), as summarized in Table 8. There are no planned blasting, jackhammer or pile driving activities anticipated as part of the project and these have not been included in the assessment. Methodology and Key Inputs Various aspects of the project construction will generate noise. This noise will be temporary in nature and will be staged along the corridor railway. Each stage will move through a given area to fully install and commission the Project. The four major types of noise generated by construction will include: the preparation and creation of TPF (includes paralleling, switching and supply substations); the installation of OCS support foundation structures; the OCS wiring; and the installation of bridge safety barriers. Two of the four activities (i.e., creation of TPF and installation of bridge safety barriers) listed below will be localized to specific areas, while the other two will completed along the majority of the corridor. Other construction scenarios were not assessed under the scope of this assessment. The following subsections describe the activities associated with each category of construction. Information on anticipated equipment inventories and staging plans were used. Sound power levels for major noise sources were estimated based on a combination of RWDI database and common literature values. Duty cycles were applied, using information on anticipated equipment usage. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

39 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Installation of Traction Power Facilities Four TPF are proposed for the LSE rail corridor. The major activities associated with the construction of these facilities are site preparation and construction of the infrastructure. The site preparation involves the use of bulldozer, excavator, grader and haul truck. The construction of the equipment and building structure is likely to be completed using some of the above equipment along with a crane. A summary of the sound power level data for equipment used in the installation of traction power facilities can be found in Table Installation of OCS Support Foundation Structures Support foundations will need to be created for each structure required as part of the OCS. These will be created along the entire railway corridor as well as at all TPF locations. The major activities associated with the foundations are the auguring of the holes or excavation with an excavator, removal of extra material by means of haul truck, filling holes via cement truck and the use of crane for lifting structures into place. If rock is encountered during auguring, then rock drilling equipment may be used. For this conservative analysis rock drilling has been included, as it involves a higher sound level. The quantity, type of equipment, and associated power level with each unit used in the installation of OCS support foundation structures can be found in Table OCS Wiring After the foundations and the OCS support structures have been installed, the OCS wire will need to be run the entire length of the corridor. A work train consisting of one locomotive and three cars, or a rail mounted work unit generally runs the wire. In addition, there will be two large haul trucks with wire reels on flatbeds with one for payout of the wire and other to take up the tag line. The quantity, type of equipment, and associated power level with each unit used in the OCS wiring are shown in Table Installation of Bridge Safety Barriers Safety barriers are installed on pedestrian and road bridges crossing over the rail corridor. These barriers are not designed for sound reduction, but to ensure public safety from the energized equipment associated with the OCS passing under the bridge. The height of the barriers will be sufficient to extend beyond any electrical wires running underneath the bridge to ensure public safety. The major Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

40 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR construction noise associated with the barrier construction includes drills and air compressors for dowel preparation as well as cranes for lifting into place. The quantity, type of equipment, and associated power level with each unit used in the installation of safety barrier are shown in Table 9. Modelling Results Construction Noise A screening level analysis of potential construction sound level emissions has been conducted based on the various scenarios listed in previous sections. Figure 5 shows the anticipated sound level for each type of construction activity at various distances to potential receptors. The graph visually shows the anticipated decrease in construction sound level as distance to the receptor increases. The screening-level calculations indicated that receptors near these construction sites will experience higher than ambient sound levels, generated from the evaluated construction activities, that are temporary in nature. Recommendation for Mitigation Construction Noise To minimize the potential for construction noise impacts, it is recommended that: When possible, construction should be limited to the time periods allowed by the locally applicable bylaws (generally during the daytime hours and during weekdays). Certain type of construction work can only be completed when trains are not in service (i.e., outside of business hours). Although provincial agencies such as Metrolinx and Hydro One are not subject to municipal bylaws, Metrolinx (and its Contractor) will endeavour to adhere to these local bylaws as a best practice, where practical. As part of the electrification construction activities, nighttime work may be required. Although Metrolinx is exempt from municipal noise control bylaws that place limits on the timing of construction activity, Metrolinx (and their Contractor) will strive to adhere to such bylaws by limiting nighttime noisy activities wherever practical. Applicable bylaws are listed in Appendix J. A proactive communications protocol is recommended that would advise residents in advance of nighttime construction or particularly noisy construction at any time. All equipment should be properly maintained to limit noise emissions. As such, all construction equipment should be operated with effective muffling devices that are in good working order. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

41 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Trains passing construction zones may be required to use bells and/or whistles to warn construction personnel for safety reasons. This should be minimized as much as practical while ensuring the safety of everyone involved. Construction equipment has safety features such as backup alarms while backing up (beeping sound). This is for the protection and safety of the workers, and is legally required. Consideration should be given to the use of broadband rather than tonal backup beepers. The Contract documents should contain a provision that any initial noise complaint will trigger verification that the general noise control measures agreed to be in effect. In the presence of persistent noise complaints, all construction equipment should be verified to comply with MOECC NPC-115 guidelines. In the presence of persistent complaints and subject to the results of a field investigation, alternative noise control measured may be required, where reasonably available. In selecting appropriate noise control and mitigation measures, consideration should be given to the technical, engineering and economic feasibility of the various alternatives. Operational Vibration Assessment The MOEE/GO Protocol outlines desired objectives for vibration levels from GO Transit projects. The requirement to investigate vibration mitigation focuses on the change between the existing vibration levels and the future vibration levels. Change in vibration levels may occur under the following circumstances: change in track alignment, addition of track, and change/addition of special track work (such as switches). Note that vibration impacts are associated with the characteristics of individual trains (especially the weight of the locomotive) and are not related to the increased rail traffic associated with future RER service. Applicable Criteria The desirable objective of the MOEE/GO Protocol is that the RMS velocity of vibration produced by the future GO Transit operations at a receptor should not exceed: 0.14 mm/s; or The existing vibration levels where existing operations already produce vibration that exceeds 0.14 mm/s. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

42 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Furthermore, the MOEE/GO Protocol stipulates that the requirement to evaluate mitigation is triggered when the RMS velocity exceeds the objective by 25% or more (i.e., the greater of mm/s, or a 25% increase over existing levels). Receptors Receptors R021B, R023B, R037B and R043, near proposed new switches, and receptors R013, R027, R031 and R077, near proposed new track, were the closest receptors to a change in the track configuration that could affect vibration levels; therefore, the vibration assessment focused on these seven receptors. In the event that predicted vibration levels at any of the closest receptors exceeded the limits, then a setback distance needed to meet the limits was determined and used to identify all new trackwork and switches requiring mitigation. Methodology and Key Inputs Vibration effects were predicted in accordance with the methods of the United States Department of Transportation - Federal Transit Administration (FTA, 2006). Vibration levels were expressed in terms of root-mean-square (RMS) velocity in the vertical direction, which is the dominant axis for vibration generated from mobile sources such as trains and most closely correlated with human annoyance and perceptibility. The relative change between existing and future vibration levels is presented as a percentage. The FTA vibration level predictions were calibrated by measuring existing vibration levels at a small selection of locations in the vicinity of the GO network. The measurements informed the selection of appropriate adjustment factors. The adjustment factors in the FTA vibration calculations account for: Vehicle speed; Track type and track conditions; Type of locomotive power; and Condition of wheels (i.e., wheel wear). The intent of the MOEE/GO protocol s impact assessment is to evaluate change in vibration between the pre-project and post-project scenarios. One method (i.e. modelling) was chosen to evaluate both scenarios to ensure consistency. Comparing existing measured vibration levels to future modelled vibration levels inherently introduces an additional source of uncertainty into the impact assessment. For this reason, the assessment evaluates modelled existing vibration levels against modelled future vibration levels, as opposed to measured existing vibration levels against modelled future vibration level. At the Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

43 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR detailed design stage, verification measurements of existing conditions at receptors where the greatest effect is expected and a reasonable number of additional receptors will be conducted to validate FTA vibration calculations. A literature review was conducted to compare the gross weight of a diesel MP40 locomotive and an electric locomotive with a similar horsepower rating. It was determined that the difference in locomotive weight was not significant enough to have an impact on the vibration levels; therefore, a single set of predicted vibration levels applies to both diesel trains and electric trains. Adjusted curves were established for passenger trains and freight trains. The modelling assumed that generic FTA soil conditions are representative in the corridor and did not account for sub-surface features, such as shallow bedrock, that could enhance vibration propagation locally. The existing and future distances between receptors and the tracks were identified based on information provided in the CN Kingston Subdivision track diagrams (GO Transit, August 2012). This document provides information on any anticipated future changes in track alignment and addition of special track work associated with service expansion in this corridor. To accommodate future increases in diesel and electric RER rail traffic, additional track will be added between the Don River and the Scarborough Junction and between Guildwood GO Station and the Durham Junction, for a total of approximately 24 kilometers (or 15 miles) of new track. Associated with the additional track is the placement of new switches. Sample FTA calculations and supporting vibration information are included in Appendix I. Modelling Results Operational Vibration The predicted existing and future vibration levels and change in vibration levels for a GO train pass-by, passenger train and a freight train pass-by are presented in Table 10. The predicted change in vibration level between existing conditions and future conditions (both Electric RER and Diesel RER) is in excess of the 25% increase threshold set out in the protocol, at all of the identified receptors except R027 and R031. In the case of receptors R021B and R023B, the threshold is exceeded during pass-bys of GO trains, passenger trains and freight trains. In the case of receptors R037B and R043, the threshold is exceeded during pass-bys of GO trains and freight trains. In the case of R013 and R077, the threshold is exceeded during freight pass-bys only. The approximate locations of trackwork and switches requiring mitigation are presented in Figures 4a through 4g. The recommended vibration mitigation is identified as ballast mats though consideration to other mitigation options, such as under sleeper pads or resilient fixation will be assessed at the detailed design stage. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

44 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR Construction Vibration Assessment This section of the report deals with vibration produced during construction activities associated with the electrification of the LSE rail corridor. Construction activities associated with infrastructure required for future RER rail service are not addressed here. A short-list was developed of equipment that has the greatest potential to produce ground-borne vibration and that may be used during construction of the project. The equipment chosen for analysis was as follows: a jackhammer, a hoe ram or large bulldozer and a vibratory roller. Applicable Criteria Vibration may be measured using different descriptors. The descriptor used in this assessment is peak particle velocity (PPV), measured in mm/s. PPV best predicts the effect of vibration on structures. Based on the US Federal Transit Administration (FTA), the threshold of vibration annoyance in residences is approximately 0.4 mm/s PPV. The US Federal Transit Administration (FTA) recommends limits for construction vibration to prevent damage to structures, which are presented in Table 11 (FTA, 2006). The City of Toronto construction vibration by-law limits are higher than those recommended by FTA. Therefore, the City of Toronto limits will be met by meeting the FTA limits. Anticipated Construction Vibration Levels Construction activities will vary temporally and spatially as the project progresses. Vibration levels from construction at a given receptor location will also vary over time as different activities take place, and as those activities change location within the right-of-way. At this time, detailed construction plans are not available. Using the peak particle velocity of the equipment anticipated to create the greatest impact, listed in Table 12, an analysis of potential worstcase construction vibration levels has been conducted based on various setback distances to receptors. Results are shown in Figure 6. The zone of influence for causing annoyance and building damage are defined by the setback distance where the vibration levels meet the appropriate limits. Vibration levels have the potential to cause annoyance at nearby residences that are with 45 m of construction activities (i.e., the vibration levels are greater than 0.4 mm/s), but are predicted to remain below 1.9 mm/s PPV at all locations greater than 15 m from the construction vibration source. Therefore, the zone of influence for annoyance is 45 m and the zone of influence for building damage is 15 m. The predicted vibrations levels are below the lowest of the criteria (3 mm/s PPV) shown in Table 10, which corresponds to the vibration level for which sensitive Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

45 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR buildings (i.e. heritage buildings) are susceptible to vibration damage. Other building structures made of materials such as non-engineered timber and masonry or engineered concrete and masonry or reinforcedconcrete, steel or timber can withstand higher construction vibration levels. Recommendation for Construction Vibration Every effort should be made to maximize the distance between receptors and construction activities with high vibration potential. Annoyance may result when these activities occur within the zone of influence. If receptors must be located within the zone of influence, residences that are within the area should be notified of construction activities. In addition to notifying the community, nighttime construction activities involving equipment with high vibration potential should be avoided when sensitive receptors are located within the zone of influence. Damages to building may result when these activities occur within 15 m. It is recommended that a 15 m setback distance between the construction vibration source and nearby buildings be implemented where possible. If not possible, then the vibration levels associated with the activity should be monitored. In addition to maintaining appropriate setback distances, it is recommended that: A proactive communications protocol is implemented that would advise residents in advance of nighttime construction. A more detailed vibration assessment of construction be completed when the specifics of construction equipment are finalized prior to the commencement of construction. This assessment should consider minimizing construction vibration levels, while balancing construction schedules and expediting construction activity. Consideration should be given to monitoring of vibration during vibration intensive activities, to confirm that levels do not approach those required for structural damage. Conclusions and Recommendations Operational Noise Assessment For the Diesel RER scenario, daytime and/or nighttime Adjusted Noise Impact was deemed Significant (i.e., between 5 and 9.99 db increase) at 59 of the 104 representative receptor locations presented in this assessment. All other Adjusted Noise Impacts were deemed either Insignificant (i.e. less than +3 db) or Noticeable (i.e. between +3 and +5 db), but not significant. Mitigation measures were investigated for each of the 59 receptor locations where a Significant or Very Significant Adjusted Noise Impact occurred, in accordance with the MOEE/GO Protocol. Of the 47 noise Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

46 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR barriers investigated, 12 barriers were not able to adequately reduce the noise with a practical barrier height. These barriers were deemed technically infeasible. The remaining 36 barriers were deemed feasible. For the Electric RER scenario, daytime and/or nighttime Adjusted Noise Impacts were deemed Significant at 28 of the 104 representative receptor locations presented in this assessment. All other Adjusted Noise Impacts were deemed Insignificant or Noticeable. Mitigation measures were investigated for 28 receptor locations where a Significant (or greater) Adjusted Noise Impact occurred. Of the noise barriers investigated, 20 barriers were deemed technically feasible. An additional 6 barriers were recommended as a result of the preliminary assessment. Following the preliminary assessment an updated version of the noise model was released. Reassessment using the update noise model showed that a limited number of areas where mitigation was identified using the preliminary noise modelling results do not fully achieve an increase of 5 db or more with the updated noise modelling. Metrolinx believes these supplemental areas should still be included for consideration of noise mitigation. These mitigation barriers are identified through the report as retained mitigation barriers. During detailed design, each location identified as a technically feasible noise mitigation location along the rail corridor will be further reviewed to determine the administrative, operational, economic and technical feasibility and to further define what type of mitigation will be implemented. In the case of traction power facilities, noise impacts were expressed in terms of maximum daytime and nighttime 1-hour equivalent sound levels and were compared to applicable limits, as set out in the MOECC s Environmental Noise Guideline, NPC-300. The predicted noise impacts from the traction power facilities at nearby receptors were below the limits. Therefore, noise mitigation recommendations for traction power facility stationary sources are not required. In the case of layover sites, noise impacts were expressed in terms of a maximum 1-hour equivalent sound level and were compared to the applicable limit, as set out in the MOEE/GO Transit Protocol for Noise and Vibration Assessment. The predicted noise impacts from layover sites at nearby receptors were below the limit. Therefore, noise mitigation recommendations for train idling at layover sites are not required. Operational Vibration Assessment The vibration assessment focused on the change between the existing vibration levels and the future vibration levels, as per the MOEE/GO Transit Protocol for Noise and Vibration Assessment. Change in vibration levels may occur under the following circumstances: where there are changes in track alignment, addition of new track, and changes to or addition of special track work (such as switches). The area of Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

47 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR interest identified along the LSE rail corridor is additional track that will be added between the Don River and the Scarborough Junction and between Guildwood GO Station and the Durham Junction, as well as the associated new switches. The additional track and switches are applicable to both the Diesel RER and Electric RER scenarios. It was identified that receptors R021B, R023B, R037B, R043, R013, R027, R031 and R077 are the closest receptors to the proposed new track and switches; therefore, the vibration assessment focused on these eight receptors. The predicted change in vibration level between existing conditions and future conditions (both Electric RER and Diesel RER) is in excess of the 25% increase threshold set out in the protocol, at all of the identified receptors except R027 and R031. In the case of receptors R021B and R023B, the threshold is exceeded during pass-bys of GO trains, other passenger trains and freight trains. In the case of receptors R037B and R043, the threshold is exceeded during pass-bys of GO trains and freight trains. In the case of R013 and R077, the threshold is exceeded during freight pass-bys only. The recommended vibration mitigation is identified as ballast mats though consideration to other mitigation options, such as under sleeper pads or resilient fixation will be assessed at the detailed design stage. Construction Noise and Vibration Assessment Construction activities were reviewed and screening-level calculations were completed to assess noise and vibration produced from anticipated construction activities. The anticipated construction activities include the preparation and creation of traction power facilities (includes paralleling, switching and supply substations), the installation of OCS support foundation structures, the OCS wiring and the installation of bridge safety barriers. As the vibration impacts are temporary in nature, only the potential damage on structure was evaluated. Potential for annoyance on building occupants was not evaluated as the construction activities occur over short periods of time. The screening-level calculations indicated that receptors near these construction sites will experience higher than ambient sound levels that are temporary in nature. To minimize the potential for construction noise impacts, it is recommended that: When possible, construction should be limited to the time periods allowed by the locally applicable bylaws (generally during the daytime hours and during weekdays). Certain type of construction work can only be completed when trains are not in service (i.e., outside of business hours). Although provincial agencies such as Metrolinx and Hydro One are not subject to municipal bylaws, Metrolinx (and its Contractor) will endeavour to adhere to these local bylaws Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

48 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR as a best practice, where practical. As part of the electrification construction activities, nighttime work may be required. Although Metrolinx is exempt from municipal noise control by-laws that place limits on the timing of construction activity, Metrolinx (and their Contractor) will strive to adhere to such bylaws by limiting nighttime noisy activities wherever practical. A proactive communications protocol is recommended that would advise residents in advance of nighttime construction or particularly noisy construction at any time. All equipment should be properly maintained to limit noise emissions. As such, all construction equipment should be operated with effective muffling devices that are in good working order. All construction equipment should be verified to comply with MOE NPC-115 guidelines. Trains passing construction zones may be required to use bells and/or whistles to warn construction personnel for safety reasons. This should be minimized as much as practical while ensuring the safety of everyone involved. Construction equipment has safety features such as backup alarms while backing up (beeping sound). This is for the protection and safety of the workers, and is legally required. Consideration should be given to the use of broadband rather than tonal backup beepers. A more detailed vibration assessment of construction be completed when the specifics of construction equipment are finalized prior to the commencement of construction. This assessment should consider minimizing construction vibration levels, while balancing construction schedules and expediting construction activity. Consideration should be given to monitoring of vibration during vibration intensive activities, to confirm that levels do not approach those required for structural damage. In the presence of persistent complaints and subject to the results of a field investigation, alternative noise control measures may be required, where reasonably available. In selecting appropriate noise control and mitigation measures, consideration should be given to the technical, administrative and economic feasibility of the various alternatives. The type of equipment to be used during construction and the typical vibration levels associated with them were reviewed. To minimize potential annoyance with construction vibration, it is recommended that minimum setback distances be maintained from nearby residences during construction activities with a significant potential to produce vibrations (such as jackhammer, large bulldozer and vibratory roller). These setback distances are discussed further in Section 6.2. This will ensure that nearby residences experience vibration levels of Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

49 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR less than 0.4 mm/s, the threshold of vibration annoyance based on the US Federal Transit Administration (FTA). Damages to building may result when these activities occur within 15 m. It is recommended that a 15 m setback distance between the construction vibration source and nearby buildings be implemented where possible. If not possible, then the vibration levels associated with the activity should be monitored. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

50 GO RAIL NETWORK ELECTRIFICATION TPAP FINAL NOISE & VIBRATION MODELLING REPORT LAKESHORE EAST RAIL CORRIDOR References Ontario Ministry of Environment and Energy (MOEE), 1994, MOEE / GO Transit Noise and Vibration Protocol - December 1994 (Draft #8). Ontario Ministry of the Environment and Climate Change (MOECC), August 2013, Publication NPC-300, Environmental Noise Guideline Stationary and Transportation Sources Approval and Planning. City of Toronto City Planning, 2015, 3D Massing shapefile. Online reference 89RCRD Ontario Ministry of the Environment (MOE), 1990, Sound from Trains Environmental Analysis Method (STEAM). Federal Transit Administration, U.S. Department of Transportation (FTA), 2006, Transit Noise and Vibration Impact Assessment. International Organization for Standardization (ISO), 1994, International Standard ISO :1994, Acoustics Attenuation of Sound during propagation outdoors. Part 1: Calculation of the absorption of sound by the atmosphere. International Organization for Standardization (ISO), 1996, International Standard ISO :1996, Acoustics Attenuation of sound during propagation outdoors Part 2: General method of calculation. Ontario Ministry of Natural Resources and Forestry, 2016, Greater Toronto Area digital elevation model Online reference Ontario Ministry of the Environment and Climate Change (MOECC), 1989, ORNAMENT Ontario Road Noise Analysis Method for Environment and Transportation, Technical Publication. Ontario Ministry of Transportation, 2010, Provincial Highways Traffic Volumes. Online reference David J. Thompson, Eduardo Latorre Iglesias, Xiaowan Liu, Jianyue Zhu, Zhiwei Hu. Recent developments in the prediction and control of aerodynamic noise from high-speed trains International Journal of Rail Transportation Vol. 3, Iss. 3, 2015 Metrolinx, February UP Express Electrification EA Noise and Vibration Assessment Report. Ontario Ministry of the Environment (MOE), 1977, Noise Pollution Control NPC-115 Construction Equipment. Prepared by: RWDI AIR Inc. 09/20/17 Rev P a g e

51 TABLES

52 Table 1: Noise and Vibration Receptors Receptor ID Figure Description Receptor Distance from Nearest Track (m) R001 Figure 2a Single Detached Dwelling 130 R002 Figure 2a Single Detached Dwelling 30 R003 Figure 2a Single Detached Dwelling 50 R004 Figure 2a Single Detached Dwelling 70 R005 Figure 2a Single Detached Dwelling 20 R006 Figure 2a Semi-Detached Dwelling 50 R007 Figure 2a Single Detached Dwelling 40 R008 Figure 2a Semi-Detached Dwelling 40 R009 Figure 2a Single Detached Dwelling 80 R010A Figure 2a Single Detached Dwelling 60 R010B Figure 2a Single Detached Dwelling 80 R011 Figure 2a Single Detached Dwelling 70 R012 Figure 2a Semi-Detached Dwelling 30 R013 Figure 2a Single Detached Dwelling 40 R014 Figure 2a Single Detached Dwelling 90 R015 Figure 2a Single Detached Dwelling 50 R016A Figure 2a Single Detached Dwelling 60 R016B Figure 2a Single Detached Dwelling 130 R017 Figure 2a Single Detached Dwelling 40 R018 Figure 2a Single Detached Dwelling 280 R019A Figure 2a Single Detached Dwelling 100 R019B Figure 2a Single Detached Dwelling 60 R020 Figure 2a Apartment Building 40 R021A Figure 2a Single Detached Dwelling 70 R021B Figure 2a Single Detached Dwelling 30 R022A Figure 2a Single Detached Dwelling 60 R022B Figure 2b Single Detached Dwelling 80 R023A Figure 2b Single Detached Dwelling 70 R023B Figure 2b Single Detached Dwelling 40 R024A Figure 2b Single Detached Dwelling 50 R024B Figure 2b Single Detached Dwelling 30 R025 Figure 2b Townhouse 50 R026 Figure 2b Semi-Detached Dwelling 70 R027 Figure 2b Single Detached Dwelling 50 R028A Figure 2b Single Detached Dwelling 310 R028B Figure 2b Single Detached Dwelling 80 R029 Figure 2b Single Detached Dwelling 110 R030 Figure 2c Single Detached Dwelling 80 R031 Figure 2c Single Detached Dwelling 40 R032 Figure 2c Single Detached Dwelling 30 R033 Figure 2c Single Detached Dwelling 80 R034 Figure 2c Single Detached Dwelling 40 R035 Figure 2c Single Detached Dwelling 90 R036A Figure 2c Single Detached Dwelling 50 R036B Figure 2c Single Detached Dwelling 130 R037A Figure 2c Semi-Detached Dwelling 40 R037B Figure 2c Single Detached Dwelling 40 R038 Figure 2c Singel Detached Dwelling 130 R039 Figure 2c Single Detached Dwelling 170 R040 Figure 2c Single Detached Dwelling 40 R041A Figure 2c Single Detached Dwelling 160 Track Section Don River to Danforth GO Danforth GO to Scarborough GO

53 Table 1: Noise and Vibration Receptors Receptor ID Figure Description Receptor Distance from Nearest Track (m) R041B Figure 2c Single Detached Dwelling 100 R042 Figure 2c Single Detached Dwelling 100 R043 Figure 2d Townhouse 70 R044 Figure 2d Apartment Building 100 R045 Figure 2d Semi-Detached Dwelling 60 R046 Figure 2d Single Detached Dwelling 90 R047 Figure 2d Single Detached Dwelling 230 R048 Figure 2d Apartment Building 80 R049 Figure 2d Single Detached Dwelling 370 R050 Figure 2d Semi-Detached Dwelling 50 R051 Figure 2d Semi-Detached Dwelling 250 R052 Figure 2d Single Detached Dwelling 140 R053 Figure 2d Single Detached Dwelling 60 R054 Figure 2d Townhouse 60 R055 Figure 2e Single Detached Dwelling 30 R056 Figure 2e Apartment Building 500 R057 Figure 2e Townhouse 50 R058 Figure 2e Single Detached Dwelling 80 R059 Figure 2e Single Detached Dwelling 130 R060 Figure 2e Single Detached Dwelling 100 R061 Figure 2e Single Detached Dwelling 50 R062 Figure 2e Single Detached Dwelling 120 R063 Figure 2e Single Detached Dwelling 60 R064 Figure 2e Single Detached Dwelling 80 R065 Figure 2f Single Detached Dwelling 60 R066 Figure 2f Single Detached Dwelling 110 R067 Figure 2f Single Detached Dwelling 160 R068 Figure 2f Single Detached Dwelling 40 R069 Figure 2f Single Detached Dwelling 130 R070 Figure 2g Townhouse 50 R071 Figure 2g Semi-Detached Dwelling 80 R072 Figure 2g Townhouse 50 R073A Figure 2g Single Detached Dwelling 50 R073B Figure 2g Single Detached Dwelling 120 R074 Figure 2h Single Detached Dwelling 50 R075 Figure 2h Single Detached Dwelling 40 R076 Figure 2h Single Detached Dwelling 50 R077 Figure 2h Single Detached Dwelling 30 R078 Figure 2h Single Detached Dwelling 110 R079 Figure 2h Single Detached Dwelling 70 R080 Figure 2i Single Detached Dwelling 60 R081 Figure 2i Single Detached Dwelling 190 R082 Figure 2i Townhouse 150 R083 Figure 2i Single Detached Dwelling 310 R084 Figure 2j Single Detached Dwelling 160 R085 Figure 2j Semi-Detached Dwelling 140 R086 Figure 2j Single Detached Dwelling 110 R087 Figure 2k Single Detached Dwelling 80 R088 Figure 2l Semi-Detached Dwelling 150 R089 Figure 2l Single Detached Dwelling 190 R090 Figure 2l Single Detached Dwelling 180 R091 Figure 2l Single Detached Dwelling 60 R092 Figure 2m Townhouse 1060 Track Section Scarborough GO to Eglinton GO Eglinton GO to Guildwood GO Guildwood GO to Rouge Hill GO Rouge Hill GO to Pickering GO Pickering GO to Ajax GO Ajax GO to Whitby GO Whitby GO to Oshawa GO

54 Table 2a: Existing Service Rail Traffic Data Used in the Assessment Section Don River to Danforth GO Danforth GO to Scarborough GO Scarborough GO to Eglinton GO Eglinton GO to Guildwood GO Guildwood GO to Rouge Hill GO Rouge Hill GO to Pickering GO Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Eastbound Regular GO Train (Revenue) diesel 32 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) diesel 17 1 CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) diesel 31 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) diesel 17 1 CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) diesel 31 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel 31 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel 31 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel 31 4 Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 0 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel 31 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0

55 Table 2a: Existing Service Rail Traffic Data Used in the Assessment Section Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Eastbound Regular GO Train (Revenue) diesel 30 4 Eastbound Express GO Train (Revenue) diesel 6 0 Pickering GO to to Ajax GO Eastbound GO Train (Non-Revenue) diesel 0 4 Westbound Regular GO Train (Revenue) diesel 27 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 1 1 Eastbound Regular GO Train (Revenue) diesel 30 4 Eastbound Express GO Train (Revenue) diesel 6 0 Ajax GO to Whitby GO Eastbound GO Train (Non-Revenue) diesel 0 4 Westbound Regular GO Train (Revenue) diesel 27 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 0 1 Eastbound Regular GO Train (Revenue) diesel 30 4 Eastbound Express GO Train (Revenue) diesel 6 0 Whitby GO to Oshawa GO Eastbound GO Train (Non-Revenue) diesel 0 6 Westbound Regular GO Train (Revenue) diesel 27 6 Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 2 2 Notes: [1] The Total Number of Trains per Day was taken from Metrolinx in a spreadsheet called "Total Equipment Trips Operated", October 29, [2] Daytime is between 0700h and 2300h and nighttime is between 2300h and 0700h. [3] CN Freight Switchers include 1 freight train travelling eastbound on the Kingston Subdivision and 1 freight train travelling southbound on the Uxbridge Subdivision.

56 Table 2b: Diesel RER Service Rail Traffic Data Used in the Assessment Section Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Don River to Danforth GO Danforth GO to Scarborough GO Scarborough GO to Eglinton GO Eglinton GO to Guildwood GO Guildwood GO to Rouge Hill GO Rouge Hill GO to Pickering GO Pickering GO to to Ajax GO Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) diesel CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) diesel CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 6 0 Eastbound GO Train (Non-Revenue) diesel 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 7 0 Eastbound GO Train (Non-Revenue) diesel 22 6 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 6

57 Table 2b: Diesel RER Service Rail Traffic Data Used in the Assessment Section Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 7 0 Ajax GO to Whitby GO Eastbound GO Train (Non-Revenue) diesel 22 6 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 6 Eastbound Regular GO Train (Revenue) diesel Eastbound Express GO Train (Revenue) diesel 7 0 Whitby GO to Oshawa GO Eastbound GO Train (Non-Revenue) diesel 22 6 Westbound Regular GO Train (Revenue) diesel Westbound Express GO Train (Revenue) diesel 8 1 Westbound GO Train (Non-Revenue) diesel 22 6 Notes: [1] The Total Number of Trains per Day was taken from Metrolinx in a spreadsheet called "Total Equipment Trips Operated", October 29, [2] Daytime is between 0700h and 2300h and nighttime is between 2300h and 0700h. [3] CN Freight Switchers include 1 freight train travelling eastbound on the Kingston Subdivision and 1 freight train travelling southbound on the Uxbridge Subdivision.

58 Table 2c: Electric RER Service Traffic Data Used in the Assessment Section Don River to Danforth GO Danforth GO to Scarborough GO Scarborough GO to Eglinton GO Eglinton GO to Guildwood GO Guildwood GO to Rouge Hill GO Rouge Hill GO to Pickering GO Pickering GO to to Ajax GO Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) electric CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers [3] diesel 2 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 Stouffville GO Trains (Revenue and Non-Revenue) electric CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 6 0 Eastbound GO Train (Non-Revenue) electric 23 6 Eastbound VIA Trains (Revenue) diesel 18 0 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 5 Westbound VIA Trains (Revenue) diesel 16 1 CN Freight Switchers diesel 1 0 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 7 0 Eastbound GO Train (Non-Revenue) electric 22 6 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 6

59 Table 2c: Electric RER Service Traffic Data Used in the Assessment Section Train Type Train Type Number of Trains [1] Daytime [2] Nighttime [2] Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 7 0 Ajax GO to Whitby GO Eastbound GO Train (Non-Revenue) electric 22 6 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 6 Eastbound Regular GO Train (Revenue) electric Eastbound Express GO Train (Revenue) electric 7 0 Whitby GO to Oshawa GO Eastbound GO Train (Non-Revenue) electric 22 6 Westbound Regular GO Train (Revenue) electric Westbound Express GO Train (Revenue) electric 8 1 Westbound GO Train (Non-Revenue) electric 22 6 Notes: [1] The Total Number of Trains per Day was taken from Metrolinx in a spreadsheet called "Total Equipment Trips Operated", October 29, [2] Daytime is between 0700h and 2300h and nighttime is between 2300h and 0700h. [3] CN Freight Switchers include 1 freight train travelling eastbound on the Kingston Subdivision and 1 freight train travelling southbound on the Uxbridge Subdivision.

60 Table 3a: Adjusted Noise Impacts of the Diesel RER in comparison to the Existing service Existing Diesel RER Receptor ID Period [1] Predicted Predicted 5 db or Ambient Predicted Rail Pre-Project Ambient Predicted Rail Post-Project Adjusted Noise Adjusted Impact Greater Noise Noise Levels Noise Noise Noise Levels Noise Impact (db) Rating Levels (dba) [1] (dba) [3] Levels (dba) [1] Increase? [4] (dba) (dba) [2] (dba) [2] R001 R002 R003 R004 R005 R006 R007 R008 R009 R010A R010B R011 R012 R013 R014 R015 R016A R016B R017 R018 R019A R019B R020 R021A R021B R022A R022B R023A R023B R024A R024B R025 R026 R027 R028A R028B R029 R030 R031 R032 R033 R034 R035 R036A R036B Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime Daytime N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Significant Significant Significant Noticeable Significant Noticeable Significant Significant Significant Significant Noticeable Significant Significant Noticeable Significant Significant Noticeable Noticeable Noticeable Insignificant Noticeable Noticeable Noticeable Significant Significant Noticeable Significant Significant Noticeable Significant Noticeable Insignificant Significant Significant Noticeable Noticeable Noticeable Noticeable Significant Noticeable Noticeable Noticeable Noticeable Noticeable Noticeable Yes Yes Yes No Yes No Yes Yes Yes Yes No Yes Yes No Yes Yes No No No No No No No Yes Yes No Yes Yes No Yes No No Yes Yes No No No No Yes No No No No No No Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Noticeable Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Noticeable Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Significant Noticeable Significant Significant Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Investigate Mitigation? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No Yes Yes

61 Table 3a: Adjusted Noise Impacts of the Diesel RER in comparison to the Existing service Existing Diesel RER Receptor ID Period [1] Predicted Predicted 5 db or Ambient Predicted Rail Pre-Project Ambient Predicted Rail Post-Project Adjusted Noise Adjusted Impact Greater Noise Noise Levels Noise Noise Noise Levels Noise Impact (db) Rating Levels (dba) [1] (dba) [3] Levels (dba) [1] Increase? [4] (dba) (dba) [2] (dba) [2] R037A Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R037B Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes R038 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R039 Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes R040 Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes R041A Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R041B Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R042 Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes R043 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R044 Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes R045 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R046 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R047 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R048 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R049 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R050 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R051 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R052 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R053 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R054 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R055 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R056 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R057 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R058 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R059 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R060 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R061 Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R062 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R063 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R064 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R065 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R066 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R067 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R068 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R069 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R070 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R071 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No R072 Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes R073A Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R073B Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes R074 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R075 Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No R076 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R077 Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No R078 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Investigate Mitigation? Yes Yes No Yes Yes Yes Yes Yes Yes Yes Yes No No No No No No Yes Yes Yes No No No No No No Yes No No No No No No No No No No Yes Yes Yes No No No No No

62 Table 3a: Adjusted Noise Impacts of the Diesel RER in comparison to the Existing service Existing Diesel RER Receptor ID Period [1] Predicted Predicted 5 db or Ambient Predicted Rail Pre-Project Ambient Predicted Rail Post-Project Adjusted Noise Adjusted Impact Greater Noise Noise Levels Noise Noise Noise Levels Noise Impact (db) Rating Levels (dba) [1] (dba) [3] Levels (dba) [1] Increase? [4] (dba) (dba) [2] (dba) [2] R079 Daytime Insignificant No Nighttime Insignificant No R080 Daytime Insignificant No Nighttime Insignificant No R081 Daytime Insignificant No Nighttime Insignificant No R082 Daytime Insignificant No Nighttime Insignificant No R083 Daytime Insignificant No Nighttime Insignificant No R084 Daytime Insignificant No Nighttime Insignificant No R085 Daytime Insignificant No Nighttime Insignificant No Notes: R086 R087 R088 R089 R090 R091 R092 Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No [1] The LEQ (Day) is evaluated for a 16-hour period (i.e., from 0700h to 2300h) and the LEQ (Night) is evaluated for an 8 hour period (i.e., from 2300h to 0700h). [3] The pre-project noise is the higher of the ambient sound level, combined with the existing rail activity, or 55 dba (Daytime) / 50 dba (Nighttime). Investigate Mitigation? [2] Predicted ambient noise levels are from the Highway 401 where it is located in close proximity to receptors. "N/A" means the ambient noise was assumed to be significantly lower than noise from existing rail activity and was therefore not assessed. [4] The potential to mitigate is considered when a significant (or greater) impact is predicted. This is equivalent to an increase of 5dB or greater, relative to the objective level, as per the MOEE / GO Draft Protocol for Noise and Vibration Assessments. An adjusted noise impact greater than 5 db requires the investigation of mitigation. No No No No No No No No No No No No No No

63 Table 3b: Adjusted Noise Impacts of the Electric RER in comparison to Existing service Existing Electric RER Receptor ID Period [1] Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Pre-Project Noise (dba) [3] Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Post- Project Noise (dba) Adjusted Noise Impact (db) Adjusted Impact Rating 5 db or Greater Increase? [4] Investigate Mitigation? R001 R002 R003 R004 R005 R006 R007 R008 R009 R010A R010B R011 R012 R013 R014 R015 R016A R016B R017 R018 R019A R019B R020 R021A R021B R022A R022B R023A R023B R024A R024B R025 R026 R027 R028A R028B R029 R030 R031 R032 R033 R034 R035 R036A R036B Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Significant Yes Nighttime N/A N/A Significant Yes Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Significant Yes Daytime N/A N/A Insignificant No Yes Yes Yes No Yes Yes Yes Yes Yes Yes No Yes Yes No Yes Yes Yes Yes Yes No No No Yes Yes Yes No No No Yes Yes No No Yes Yes No No Yes No Yes No Yes Yes No Yes No

64 Table 3b: Adjusted Noise Impacts of the Electric RER in comparison to Existing service Existing Electric RER Receptor ID Period [1] R036B R037A R037B R038 R039 R040 R041A R041B R042 R043 R044 R045 R046 R047 R048 R049 R050 R051 R052 R053 R054 R055 R056 R057 R058 R059 R060 R061 R062 R063 R064 R065 R066 R067 R068 R069 R070 R071 R072 R073A R073B R074 R075 R076 R077 Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Pre-Project Noise (dba) [3] Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Post- Project Noise (dba) Adjusted Noise Impact (db) Adjusted Impact Rating 5 db or Greater Increase? [4] Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Noticeable No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Noticeable No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Investigate Mitigation? No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No No

65 Table 3b: Adjusted Noise Impacts of the Electric RER in comparison to Existing service Existing Electric RER Receptor ID Period [1] Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Pre-Project Noise (dba) [3] Predicted Ambient Noise Levels (dba) [2] Predicted Rail Noise Levels (dba) [1] Post- Project Noise (dba) Adjusted Noise Impact (db) Adjusted Impact Rating 5 db or Greater Increase? [4] Investigate Mitigation? Notes: R078 R079 R080 R081 R082 R083 R084 R085 R086 R087 R088 R089 R090 R091 R092 Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime Insignificant No Nighttime Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No Daytime N/A N/A Insignificant No Nighttime N/A N/A Insignificant No [1] The LEQ (Day) is evaluated for a 16-hour period (i.e., from 0700h to 2300h) and the LEQ (Night) is evaluated for an 8 hour period (i.e., from 2300h to 0700h). [2] Predicted ambient noise levels are from the Highway 401 where it is located in close proximity to receptors. "N/A" means the ambient noise was assumed to be significantly lower than noise from existing rail activity and was therefore not assessed. [3] The pre-project noise is the higher of the ambient sound level, combined with the existing rail activity, or 55 dba (Daytime) / 50 dba (Nighttime). [4] The potential to mitigate is considered when a significant (or greater) impact is predicted. This is equivalent to an increase of 5 db or greater, relative to the objective level, as per the MOEE / GO Draft Protocol for Noise and Vibration Assessments. An adjusted noise impact greater than 5 db requires the investigation of mitigation. No No No No No No No No No No No No No No No

66 Table 4: Traction Power Facility Noise Impacts Receptor ID Nearby Evaluation Location Period [1] Predicted Noise Levels (dba) Exclusion Limit Classification Exclusion Limit [2] (dba) Compliance with Performance Limit (Yes/No) R001 R002 R003 R004 R005 R006 R007 R008 R009 R010A R010B R011 Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 35 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 17 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 23 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 15 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 19 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 16 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 14 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime 9 50 Yes Façade Evening 9 50 Yes Don Yard PS Façade Nighttime 9 Class 1 45 Yes Outdoor Area Daytime 4 50 Yes Outdoor Area Evening 4 50 Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 13 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes Don Yard PS Façade Nighttime 12 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes

67 Table 4: Traction Power Facility Noise Impacts Receptor ID Nearby Evaluation Location Period [1] Predicted Noise Levels (dba) Exclusion Limit Classification Exclusion Limit [2] (dba) Compliance with Performance Limit (Yes/No) Façade Daytime Yes Façade Evening Yes R012 Don Yard PS Façade Nighttime 12 Class 1 45 Yes Outdoor Area Daytime 9 50 Yes Outdoor Area Evening 9 50 Yes Façade Daytime Yes Façade Evening Yes R037B Scarborough SWS Façade Nighttime 12 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R038 Scarborough SWS Façade Nighttime 12 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R039 Scarborough SWS Façade Nighttime 13 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R040 Scarborough SWS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R041A Scarborough SWS Façade Nighttime 19 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R041B Scarborough SWS Façade Nighttime 24 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R042 Scarborough SWS Façade Nighttime 28 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R043 Scarborough SWS Façade Nighttime 26 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R044 Scarborough SWS Façade Nighttime 34 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R045 Scarborough SWS Façade Nighttime 31 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R046 Scarborough SWS Façade Nighttime 39 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes

68 Table 4: Traction Power Facility Noise Impacts Receptor ID Nearby Evaluation Location Period [1] Predicted Noise Levels (dba) Exclusion Limit Classification Exclusion Limit [2] (dba) Compliance with Performance Limit (Yes/No) Façade Daytime Yes Façade Evening Yes R047 Scarborough SWS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R048 Scarborough SWS Façade Nighttime 15 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R049 Scarborough SWS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R050 Scarborough SWS Façade Nighttime 13 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime 9 50 Yes Façade Evening 9 50 Yes R080 Durham SWS Façade Nighttime 9 Class 1 45 Yes Outdoor Area Daytime 7 50 Yes Outdoor Area Evening 7 50 Yes Façade Daytime Yes Façade Evening Yes R081 Durham SWS Façade Nighttime 21 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R082 Durham SWS Façade Nighttime 34 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R083 Durham SWS Façade Nighttime 18 Class 1 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Façade Daytime Yes Façade Evening Yes R092 ERMF TPS Façade Nighttime 18 Class 2 45 Yes Outdoor Area Daytime Yes Outdoor Area Evening Yes Notes: [1] Daytime occurs from h. Evening occurs from 1900h-2300h. Nighttime occurs from h.

69 Table 5: Noise Impacts from Existing and Future Layover Sites Existing Receptor ID Notes: R088 R089 R090 R091 R092 Nearby Henry Layover Oshawa Layover [1] The LEQ is evaluated for any 1-hour period. Evaluation Location Predicted 1-hr LEQ Noise Levels (dba) Exclusion Limit [1] (dba) Compliance with Performance Limit (Yes/No) Nearby Diesel RER / Electric RER Predicted 1-hr LEQ Noise Levels (dba) Exclusion Limit [1] (dba) Compliance with Performance Limit (Yes/No) Outdoor Area Yes Yes Façade Yes Yes Outdoor Area Yes Yes Henry Layover Façade Yes Yes Outdoor Area Yes Yes Façade Yes Yes Outdoor Area Yes Yes Henry Layover / EMRF Layover Façade Yes Yes Outdoor Area Yes Yes EMRF Layover / Oshawa Layover Façade Yes Yes

70 Table 6a: Summary of Existing Barriers Barrier Name Figure No. [1] Mile Marker Side of the Track Closest Station Approximate Length (m) Approximate Height (m) Existing Barrier A 2a 331 West Danforth Existing Barrier B 2a 330 North Danforth Existing Barrier C 2b 329 South Danforth Existing Barrier D 2b 329 South Danforth Existing Barrier E 2b 328 South Danforth Existing Barrier F 2b / 2c 327 North Danforth Existing Barrier G 2c 326 East Scarborough Existing Barrier H 2c 326 East Scarborough Existing Barrier I 2d 323 South Eglinton Existing Barrier J 2e 321 North Guildwood Existing Barrier K 2e / 2f 321 South Guildwood Existing Barrier L 2e / 2f 321 South Guildwood Existing Barrier M 2h 316 West Rouge Hill Existing Barrier N 2h 315 West Rouge Hill 75 2 Existing Barrier O 2h 314 East Pickering Existing Barrier P 2i 312 North Pickering Existing Barrier Q 2i 312 North Pickering Existing Barrier R 2j 311 North Ajax Existing Barrier S 2j 310 North Ajax Existing Barrier T 2j 310 North Ajax Existing Barrier U 2j 2k 309 North Ajax Existing Barrier V 2j / 2k 309 North Ajax Existing Barrier W 2j / 2k 309 North Ajax Existing Barrier X 2j / 2k 309 South Ajax Existing Barrier Y 2l 305 North Whitby Note: [1] See Figure listed for barrier locations.

71 Table 6b: Summary of Technically Feasible Noise Barriers for Diesel RER and Electric RER Barrier Name Figure No. [1] Mile Marker Side of the Track Closest Station Approximate Length (m) Modification to Existing/Planned Barrier [2] Approximate Numbers of Receptors Shielded Diesel RER Mitigation Barrier 003 Figure 3a 332 North Danforth 450 N 20 Diesel RER Mitigation Barrier 004 Figure 3a 332 South Danforth 300 N 5 Diesel RER Mitigation Barrier 005 Figure 3a 332 North Danforth 150 N 5 Diesel RER Mitigation Barrier 006 Figure 3a 332 South Danforth 350 N 10 Diesel RER Mitigation Barrier 007 Figure 3a 332 South Danforth 75 N 3 Diesel RER Mitigation Barrier 008 Figure 3a 331 North Danforth 150 Y 20 Diesel RER Mitigation Barrier 011 Figure 3a 331 North Danforth 100 N 1 Diesel RER Mitigation Barrier 012_014 Figure 3b 331 North Danforth 425 N 5 Diesel RER Mitigation Barrier 013 Figure 3b 331 South Danforth 150 N 5 Diesel RER Mitigation Barrier 015 Figure 3b 331 North Danforth 425 N 25 Diesel RER Mitigation Barrier 016 Figure 3b 330 South Danforth 650 N 40 Diesel RER Mitigation Barrier 017 Figure 3b 330 North Danforth 400 Y 8 Diesel RER Mitigation Barrier 019 Figure 3b 330 South Danforth 750 N 20 Diesel RER Mitigation Barrier 020_021 Figure 3b 330 North Danforth 1100 N 1 Diesel RER Mitigation Barrier 022 Figure 3c 329 South Danforth 925 N 30 Diesel RER Mitigation Barrier 023 Figure 3c 329 North Danforth 800 N 50 Diesel RER Mitigation Barrier 024 Figure 3c 329 South Danforth 825 Y 50 Diesel RER Mitigation Barrier 026 Figure 3c 328 North Danforth 425 N 10 Diesel RER Mitigation Barrier 027 Figure 3c 328 North Danforth 1275 N 10 Diesel RER Mitigation Barrier 029 Figure 3d 327 North Scarborough 200 N 5 Diesel RER Mitigation Barrier 031 Figure 3d 327 North Scarborough 375 N 5 Diesel RER Mitigation Barrier 032 Figure 3d 327 South Scarborough 200 N 5 Diesel RER Mitigation Barrier 033 Figure 3d 327 South Scarborough 200 N 1 Diesel RER Mitigation Barrier 034 Figure 3d 326 South Scarborough 550 N 25 Diesel RER Mitigation Barrier 036 Figure 3d 326 North Scarborough 475 N 10 Diesel RER Mitigation Barrier 037 Figure 3d 326 South Scarborough 600 Y 50 Diesel RER Mitigation Barrier 041 Figure 3d 325 South Scarborough 700 N 30 Diesel RER Mitigation Barrier 042 Figure 3d 325 North Scarborough 700 N 20 Diesel RER Mitigation Barrier 043 Figure 3d 325 South Scarborough 275 N 5 Diesel RER Mitigation Barrier 044A Figure 3d 325 East Scarborough 400 N 3 Diesel RER Mitigation Barrier 044B Figure 3d 325 North Scarborough 475 N 3 Diesel RER Mitigation Barrier 045 Figure 3e 324 South Eglinton 500 N 20 Diesel RER Mitigation Barrier 052 Figure 3e 323 South Eglinton 300 N 15 Diesel RER Mitigation Barrier 053 Figure 3e 323 North Eglinton 775 N 25 Diesel RER Mitigation Barrier 054 Figure 3e 323 South Eglinton 675 N 30 Diesel RER Mitigation Barrier 072_073 Figure 3f 317 North Rouge Hill 1175 N 50 Electric RER Mitigation Barrier 003 Figure 3a 332 North Danforth 450 N 20 Electric RER Mitigation Barrier 005 Figure 3a 332 North Danforth 150 N 5 Electric RER Mitigation Barrier 006 Figure 3a 332 South Danforth 350 N 10 Electric RER Mitigation Barrier 007 Figure 3a 332 South Danforth 75 N 3 Electric RER Mitigation Barrier 008 Figure 3a 331 North Danforth 150 N 20 Electric RER Mitigation Barrier 011 Figure 3a 331 North Danforth 100 N 1 Electric RER Mitigation Barrier 012_014 Figure 3b 331 North Danforth 425 N 5 Electric RER Mitigation Barrier 013 Figure 3b 331 South Danforth 150 N 5 Electric RER Mitigation Barrier 015 Figure 3b 331 North Danforth 425 N 25 Electric RER Mitigation Barrier 016 Figure 3b 330 South Danforth 650 N 40 Electric RER Mitigation Barrier 017 Figure 3b 330 North Danforth 400 Y 8 Electric RER Mitigation Barrier 020_021 Figure 3b 330 North Danforth 1100 N 1 Electric RER Mitigation Barrier 022 Figure 3c 329 South Danforth 350 N 30 Electric RER Mitigation Barrier 023 Figure 3c 329 North Danforth 800 N 50 Electric RER Mitigation Barrier 024 Figure 3c 329 South Danforth 825 Y 50 Electric RER Mitigation Barrier 026 Figure 3c 328 North Danforth 450 N 10 Electric RER Mitigation Barrier 027 Figure 3c 328 North Danforth 1275 N 10 Electric RER Mitigation Barrier 029 Figure 3d 327 North Scarborough 200 N 5 Electric RER Mitigation Barrier 031 Figure 3d 327 North Scarborough 375 N 5 Electric RER Mitigation Barrier 033 Figure 3d 327 South Scarborough 200 N 2 Electric RER Mitigation Barrier 034 Figure 3d 326 South Scarborough 550 N 25 Electric RER Mitigation Barrier 036 Figure 3d 326 North Scarborough 250 N 10 Electric RER Mitigation Barrier 042 Figure 3d 325 North Scarborough 700 N 20 Electric RER Mitigation Barrier 044A Figure 3d 325 East Scarborough 400 N 3 Electric RER Mitigation Barrier 044B Figure 3d 325 North Scarborough 275 N 3 Electric RER Mitigation Barrier 072 Figure 3f 317 North Rouge Hill 375 N 50 Note: [1] See Figure listed for barrier locations. [2] Existing or planned barriers were modified (i.e. increased to 5 m in height or lengthened).

72 Table 7a: Technically Feasible Noise Barrier Analysis Diesel RER Barrier Name Affected Noise Receptor Mitigation Required (Y/N) Daytime / Nighttime Objective Sound Level (dba) [1] Predicted Sound Level without Barrier (dba) Predicted Sound Level with Barrier (dba) Reduction From Barrier (dba) Variance from Objective [3,4] Diesel RER Mitigation Barrier 003 Diesel RER Mitigation Barrier 004 Diesel RER Mitigation Barrier 005 Diesel RER Mitigation Barrier 006 Diesel RER Mitigation Barrier 007 Diesel RER Mitigation Barrier 008 Diesel RER Mitigation Barrier 011 Diesel RER Mitigation Barrier 013 Diesel RER Mitigation Barrier 012_014 Diesel RER Mitigation Barrier 015 Diesel RER Mitigation Barrier 016 Diesel RER Mitigation Barrier 017 Diesel RER Mitigation Barrier 019 Diesel RER Mitigation Barrier 020_021 Diesel RER Mitigation Barrier 022 Diesel RER Mitigation Barrier 023 Diesel RER Mitigation Barrier 024 Diesel RER Mitigation Barrier 026 Diesel RER Mitigation Barrier 027 Diesel RER Mitigation Barrier 029 Diesel RER Mitigation Barrier 031 Diesel RER Mitigation Barrier 032 Diesel RER Mitigation Barrier 033 Diesel RER Mitigation Barrier 034 Diesel RER Mitigation Barrier 036 R003 R004 R005 R006 R007 R008 R011 R013 R012 R014 R015 R016A R016B R017 R019A R019B R020 R021A R021B R022A R022B R023A R023B R024A R026 R027 R029 R031 R032 R033 R034 R036A R036B Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime

73 Table 7a: Technically Feasible Noise Barrier Analysis Diesel RER Barrier Name Affected Noise Receptor Mitigation Required (Y/N) Daytime / Nighttime Objective Sound Level (dba) [1] Predicted Sound Level without Barrier (dba) Predicted Sound Level with Barrier (dba) Reduction From Barrier (dba) Variance from Objective [3,4] Diesel RER Mitigation Barrier 037 Diesel RER Mitigation Barrier 041 R037A R037B R041A No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime Diesel RER Mitigation Barrier 042 Diesel RER Mitigation Barrier 043 R041B R042 R043 No Yes No Daytime Daytime Daytime Yes Yes Yes Nighttime Nighttime Nighttime Diesel RER Mitigation Barrier 044A Yes Daytime R044 Diesel RER Mitigation Barrier 044B Yes Nighttime Diesel RER Mitigation Barrier 045 Diesel RER Mitigation Barrier 052 Diesel RER Mitigation Barrier 053 Diesel RER Mitigation Barrier 054 Diesel RER Mitigation Barrier 072_073 R045 R052 R053 R054 R072 R073A No No No No Yes No Daytime Daytime Daytime Daytime Daytime Daytime Yes Yes Yes Yes Yes Yes Nighttime Nighttime Nighttime Nighttime Nighttime Nighttime No Daytime R073B Yes Nighttime Notes: [1] The objective is the higher of the ambient sound level, combined with the existing rail activity, or 55 dba (Daytime) / 50 dba (Night-time). [2] Mitigation is triggered when predicted sound level without barriers is a least 5 dba greater than the objective sound level (see Table 5 for details). [3] Predicted sound level following mitigation minus objective. Negative numbers represent cases where the noise level with the barrier in place remains above the objective. [4] Apparent arithmetic discrepancies are due to rounding.

74 Table 7b: Technically Feasible Noise Barrier Analysis Electric RER Barrier Name Affected Noise Receptor Mitigation Required (Y/N) Daytime / Nighttime Objective Sound Level (dba) [1] Predicted Sound Level without Barrier (dba) Predicted Sound Level with Barrier (dba) Reduction From Barrier (dba) Variance from Objective [3,4] Electric RER Mitigation Barrier 003 Electric RER Mitigation Barrier 005 Electric RER Mitigation Barrier 006 Electric RER Mitigation Barrier 007 Electric RER Mitigation Barrier 008 Electric RER Mitigation Barrier 011 Electric RER Mitigation Barrier 012_014 Electric RER Mitigation Barrier 015 Electric RER Mitigation Barrier 016 Electric RER Mitigation Barrier 017 Electric RER Mitigation Barrier 020_021 Electric RER Mitigation Barrier 023 Electric RER Mitigation Barrier 024 Electric RER Mitigation Barrier 026 Electric RER Mitigation Barrier 027 Electric RER Mitigation Barrier 029 Electric RER Mitigation Barrier 031 Electric RER Mitigation Barrier 033 Electric RER Mitigation Barrier 034 Electric RER Mitigation Barrier 036 R003 R005 R006 R007 R008 R011 R012 R014 R015 R016A R016B R017 R020 R021A R021B R023A R023B R024A R026 R027 R029 R031 R033 R034 R036A No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime No Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime Yes Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime No Daytime Yes Nighttime Notes: [1] The objective is the higher of the ambient sound level, combined with the existing rail activity, or 55 dba (Daytime) / 50 dba (Night-time). [2] Mitigation is triggered when predicted sound level without barriers is a least 5 dba greater than the objective sound level (see Table 5 for details). [3] Predicted sound level following mitigation minus objective. Negative numbers represent cases where the noise level with the barrier in place remains above the objective. [4] Apparent arithmetic discrepancies are due to rounding.

75 Table 8: NPC-115 Maximum Noise Emission Levels for Typical Construction Equipment Maximum Sound Level [1] Power Rating Type of Unit Distance (m) (dba) (kw) Less than 75 kw Excavation Equipment [2] kw or Greater Pneumatic Equipment [3] Portable Compressors Tracked Drills Notes: [1] Maximum permissible sound levels presented here are for equipment manufactured after Jan. 1, [2] Excavation equipment includes bulldozers, backhoes, front end loaders, graders, excavators, steam rollers and other equipment capable of being used for similar applications. [3] Pneumatic equipment includes pavement breakers.

76 Table 9: Equipment Sound Power Levels for Anticipated Construction Activities Name of Unit Quantity Sound Power Level [1] per unit (dba) Excavator (330C 247hp) Large Bulldozer Preparation and Creation of TPS Facilities CAT 16H Grader Crane Haul Truck Rock Drill / Hoe Ram Haul and Cement Truck Installation of OSC Support Foundation Structures Excavator (330C 247hp) Crane Notes: OSC Wiring Installation of Bridge Safety Barriers [1] Data are based on similar measured equipment, except where noted. [2] Sound power level calculated based on FTA. Wiring Train [2] Haul Truck Compressor (250cfm) and drill Crane

77 Table 10: Vibration Assessment Results for GO and freight trains Train Type Assessed Receptor [1] Speed Over Track (km/h) Special Trackwork Present? Existing Future Distance to Rail Component Existing (m) Future (m) Predicted Vibration Level Existing (mm/s) Future (mm/s) Objective (mm/s) % Above Objective Mitigation Required? [2] Go Train % Yes VIA Train R021B 152 No Yes % Yes Freight Train % Yes Go Train % Yes VIA Train R023B 152 No Yes % Yes Freight Train % Yes Go Train % Yes VIA Train R037B 152 No Yes % No Freight Train % Yes Go Train % Yes VIA Train R No Yes N/A No Freight Train % Yes Go Train % No VIA Train R No No % No Freight Train % Yes Go Train N/A No VIA Train R No No N/A No Freight Train % Yes Go Train N/A No VIA Train R No No N/A No Freight Train % No Go Train N/A No VIA Train R No No N/A No Freight Train % No Notes: [1] See Figure 2s for receptor location. [2] The MOEE/GO Draft Protocol stipulates that the requirement to evaluate mitigation is triggered when the vibration velocity exceeds the objective by 25% or more (i.e., the greater of mm/s, or a 25% increase over existing levels).

78 Table 11: Recommended Vibration Levels (From FTA) Category Description Criteria Notes: Construction Vibration Damage Levels Potential Annoyance Vibration Levels Reinforced-concrete, steel or timber (no plaster) [1] Engineered concrete and masonry (no plaster) [1] Non-engineered timber and masonry buildings [1] Buildings extremely susceptible to vibration damage [1] Vibration Category 2 - Residential, Frequent Events [2] [1] FTA Transit Noise and Vibration Impact Assessment, Chapter 12: Construction Vibration Damage Criteria 13 mm/s PPV 8 mm/s PPV 5 mm/s PPV 3 mm/s PPV 0.4 mm/s PPV [2] FTA Transit Noise and Vibration Impact Assessment, Chapter 8: Vibration Impact Criteria Table 8-1 Ground-Borne Vibration and Ground-Borne Noise Impact Criteria for General Assessment

79 Table 12: Equipment Vibration Levels for Select Construction Activities PPV at 15 m from source of Construction Equipment vibration (mm/s) Jackhammer 0.3 Rock Drill / Hoe Ram / Large Bulldozer 0.8 Vibratory Roller 1.9

80 FIGURES

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111 Anticipated Construction Sound Level at Various Distances to Receptors Drawn by: CIF Figure: 5 Approx. Scale: N/A GO Metrolinx Lakeshore West Corridor Project # Date Revised: April 6, 2016

112 Anticipated Construction Vibration Level at Various Distances to Receptors Drawn by: CIF Figure: Approx. Scale: N/A 6 GO Metrolinx Project # Date Revised: May 6, 2016

113 APPENDIX A

114 A. TRANSPORTATION SOUND BASICS A.1 Sound Levels Sound is, in its simplest form, a dynamic, fluctuating pressure, in a fluid medium. That medium can be air, other gases, or liquids such as water. These fluctuations are transmitted by pressure waves through the medium from the source to the receiver. For the majority of transportation engineering purposes, the primary interest is with sound waves in air, with human beings as the receptor. Noise is defined as unwanted sound. The standard practice within the acoustical industry is to use these two terms interchangeably. A.1.1 Decibels A decibel (db) is a logarithmic ratio of a value to a reference level. The general mathematical format is: Level in db = 10 log (Value / Reference) Any value can be expressed in decibels. Decibels are very useful in performing comparisons where there are huge ranges in levels. For example, an acoustical engineer can expect to deal with acoustical energy values ranging from W to 100 W (sound power), and pressures ranging from Pa to 200 Pa (sound pressure). 1 For completeness, decibels should always be stated with their reference level (e.g., 20 db re: 20 µpa). However, in practice the reference level is often left out. A.1.2 Sound Pressure Level Sound pressure level is what humans experience as sound. Sound waves create small fluctuations around the normal atmospheric pressure. These pressure fluctuations come into contact with eardrums and create the sensation of sound. Sound pressure is measured in decibels, according to the following equation: Sound Pressure Level, db = 10 log (p 2 / p o 2 ) Where: p = root mean square (r.m.s.) sound pressure, in Pa p o = reference sound pressure, 20 µpa The reference pressure represents the faintest sound that a typical human being can hear. The typical abbreviation for sound pressure level is SPL, although L p is also often used in equations. Sound level or noise level are also sometimes used. 1 Equivalent to Sound Power Levels ranging from 70 to 140 db and Sound Pressure Levels ranging from 20 db to 140 db Reputation Resources Results Canada USA UK India China

115 A.2 Octave Bands Sounds are composed of varying frequencies or pitches. Human sensitivity to noise varies by frequency, with a greater sensitivity to higher frequency sounds. The propagation of sound also varies by frequency. The unit of frequency is Hertz (Hz), which refers the number of cycles per second (number of wave peaks per second of the propagating sound wave). The typical human hearing response runs from 20 Hz to 20,000 Hz. Frequencies below 20 Hz are generally inaudible, although response is variable, and some individuals may be able to hear or perceive them. Sound is typically analysed in octave bands or 1/3-octave bands. An octave band is defined as a band or range of sound frequencies where the frequency range doubles for succeeding octave (alternately, the highest frequency in the range is twice the value of the lowest frequency). Octave band and 1/3- octave band frequencies of interest frequencies of interest are shown in the table on the following page. Road and rail transportation noise sources tend to be broadband in nature, having roughly equal sound energy in many octave bands. Heavy rail traffic and heavy truck traffic may produce significant noise in lower frequencies < 200 Hz. 80 Conventional Pavement - 90 km/h Lmax Sound Level (db) /3-Octave Centre Frequency (Hz) Cars and Light Trucks Medium Trucks Heavy Trucks Figure 1: Typical Frequency Spectra of Traffic Noise - Vehicle Pass-bys at 90 km/h Reputation Resources Results Canada USA UK India China

116 Table 1: Octave Band Frequencies of Interest Centre-Frequency Frequency (Hz) Band Range 1/3-1/1- No. (Hz) Octave Octave N/A 11 to to to to to to to 1,000 1, ,414 1,250 1,600 2,000 2,500 3,150 4,000 5,000 6,300 8,000 10,000 12,500 16,000 20,000 Note: Per ISO , , , ,000 N/A 1,414 to 2,828 2,828 to 5,657 5,657 to 11,314 11,314 to 22,627 Low Frequency Range: <200 Hz Rumbly sounds Normal range of human hearing: 20 Hz to 20,000 Hz Normal range of 1/1-octave band frequencies considered in acoustical analysis: 63 Hz to 8000 Hz Mid Frequency Range: 200 Hz to 2000 Hz High Frequency Range: >2000 Hz A.3 A-Weighting When the overall sound pressure level is expressed as a single value (i.e., not expressed in frequency band levels) the variation in human frequency response must be accounted for. People do not hear low frequency noise as well as noise in mid or high frequencies. To account for this, frequencyweighting networks have been developed to better account for human hearing response. The most frequently used networks are the A-Weighting and C-Weighting. Reputation Resources Results Canada USA UK India China

117 The A-Weighting network was developed to correspond to how humans hear low to medium levels of noise. The A-Weighting is the most frequently used scheme, and the majority of noise guidelines are expressed in A-Weighted decibel values, denoted as dba levels. C-Weighted dbc values are sometimes used in assessing low-frequency noise impacts, which are generally not of concern in transportation noise impact assessment. The A-Weighting and C-Weighting values are shown in the following table and figure. Table 2: A- and C-Weighting Values 1/1-Octave Frequency (Hz) A-Weighting Value (db) , , , , C-Weighting Value (db) Frequency Response of A and C Weighting Networks Frequency (Hz) A-Weighting C-Weighting Figure 2: A-Weighting and C-Weighting Networks Reputation Resources Results Canada USA UK India China

118 A.4 Ranges of Sound Levels People experience a wide range of sound levels in their daily activities. The table below presents a graphical comparison of typical noise levels which might be encountered, and the general human perception of the level. Table 3: Ranges of Sound Levels Human Perception Deafening Very Loud Loud Moderate Faint Very Faint Sound Levels SPL, in dba Sources of Noise 125 Sonic booms 120 Threshold of Feeling / Pain 115 Maximum level, hard rock band concert 110 Accelerating Motorcycle at a few feet away 105 Loud auto horn at 3 m (10 ft) away 100 Dance club / maximum human vocal output at 1 m (3 ft) distance 95 Jack hammer at 15 m (50 ft) distance 90 Indoors in a noisy factory 85 Heavy truck pass-by at 15 m (50 ft) distance 80 School cafeteria / noisy bar; Vacuum Cleaner at 1.5 m (5 ft) 75 Near edge of major Highway 70 Inside automobile at 60 km/h 65 Normal human speech (unraised voice) at 1 m (3 ft) distance 60 Typical background noise levels in a large department store 55 General objective for outdoor sound levels; typical urban sound 50 Typical suburban / semi-rural sound level (24h) 45 Typical noise levels in an office due to HVAC; typical rural levels 40 Typical background noise levels in a library Broadcast Studio 25 Average whisper 20 Deep woods on a very calm day Human breathing 0 Quietest sound that can be heard Sound levels from 40 to 65 dba are in the faint to moderate range. The vast majority of the outdoor noise environment, even within the busiest city cores, will lie within this area. Sound levels from 65 to 90 are perceived as loud. This area includes very noisy commercial and industrial spaces. Sound levels greater than 90 db are very loud to deafening, and may result in hearing damage. Transportation noise events, which vary with time, can also be considered in terms of their maximum noise level (L max ) during a vehicle pass-by, as shown in the following table: Reputation Resources Results Canada USA UK India China

119 Table 4: Typical Pass-By Noise Levels at 15 m from Noise Source Event Range of Noise Levels (dba) at 15 m Notes: Semi-Trailer Trucks Aircraft [1] Conventional Light Rapid Transit (Streetcars) [2] Large Trucks Street Motorcycle 76 Diesel or Natural Gas Bus Trolley Bus Small Motorcycle 67 General Busy Auto Traffic Individual Automobiles Source: BKL Consultants Ltd. [1] Aircraft flyover not at 15 m distance [2] Based on data provided for the Calgary, Edmonton and Portland LRT systems. A.5 Noise Descriptors Leq Values At this time, the best available research indicates that long-term human responses to noise are best evaluated using energy equivalent sound exposure levels (L eq values), in A-Weighted decibels (L eq values in dba) 2, 3 including adjustments to account for particularly annoying characteristics of the sounds being analyzed. Sound levels in the ambient environment vary each instant. In a downtown urban environment, the background noise is formed by an urban hum, composed of noise from distant road traffic and from commercial sources. As traffic passes near a noise receptor, the instantaneous sound level may increase as a vehicle approaches, and then decrease as it passes and travels farther away. The energy equivalent sound exposure level L eq is the average sound level over the same period of time with same acoustical energy as the actual environment (i.e., it is the average of the sound energy measured over a time period T). As a time-average, all L eq values must have a time period associated with them. This is typically placed in brackets beside the L eq tag. For example, a thirty-minute L eq measurement would be reported as an L eq (30 min) value. The L eq concept is illustrated in Figure 3, showing noise levels beside a small roadway, over a 100 second time period, with two vehicle pass-bys: 2 3 Berglund and Lindvall, Community Noise, ISO 1996:2003(E), Acoustics Description, measurement and assessment of environmental noise Part 1: Basic quantities and assessment procedures. Reputation Resources Results Canada USA UK India China

120 95 85 Car Pass-by Heavy Truck Pass-by Dog Barking Sound Level (dba) Sound Level Leq (100 s) Background Urban Hum Figure 3: Example of the L eq Concept Time (s) In this example, the background urban hum is between 47 and 53 dba. A car passes by at 20 seconds. As it approaches, the noise level increases to a maximum, and then decreases as it speeds away. At 45 seconds, a heavy truck passes by. Near 75 seconds, a dog barks three times. The maximum sound level (L max ) over the period is 80 dba and the minimum is 47 dba. For almost 50% of the time, the sound level is lower than 55 dba. The L eq (100s) for the above example is 67 dba, which is much higher than the statistical mean sound level of 55 dba. This illustrates that the L eq value is very sensitive to loud noise events, which contain much more sound energy (as sound is ranked on a logarithmic scale) than the normal background. It is also sensitive to the number of events during the time period, and the duration of those events. If only the truck had passed by during the measurement (no car and no dog barks), the L eq (100s) would be 66 dba. If only the car and dog barks had occurred, the L eq (100s) would have been 61 dba. This shows that the truck pass-by is the dominant event in our example, due to its level and duration. The ability of the L eq metric to account for the three factors of level, duration and frequency of events makes it a robust predictor of human response to noise. It is for this reason that the vast majority of noise standards are based on L eq values. Reputation Resources Results Canada USA UK India China

121 A.6 Typical Durations for Leq Analyses For transportation noise impact analyses, the following durations are typically used: L eq (24h) The sound exposure level over then entire 24-hour day L eq Day Either: L eq (15h), from 7am to 10 pm; or L eq (16h), from 7am to 11 am L eq Night Either: L eq (9h), from 10 pm to 7 am; or L eq (8h), from 11 pm to 7 am L dn A special L eq (24h) value with a 10 db night-time penalty applied to overnight sound levels (10pm to 7am) L eq (1-h) The sound exposure over a 1-hour time period L eq (24h) values are appropriate for examining impacts of transportation noise sources with small changes in sound exposure levels over the 24-hour day. For example, freeway noise levels are generally consistent over the 24-hour day. Therefore, for freeways, there is little difference between L eq (24h) values and the corresponding L eq Day and L eq Night values. L eq Day values, covering off the AM-peak and PM-peak travel periods, are generally appropriate for examining the impacts of non-freeway highways and municipal arterial roadways. The vast majority of noise associated with these sources is concentrated in the daytime hours, where typically, 85% to 90% of the daily road traffic will occur. 4 Thus, if reasonable sound levels occur during the daytime (and appropriate guideline limits are met), they will also occur (and be met) at night. To account for increased annoyance with noise overnight in a single value, the U.S. Environmental Protection Agency (U.S. EPA) developed the L dn metric. It is a special form of the L eq (24h) with a +10 db night-time penalty. L dn values and a related metric, the day-evening-night level (L den ) are also used in some European guidelines. L dn values are not used in Canadian Provincial jurisdictions in evaluating transportation noise. Instead, guideline limits for separate L eq Day and L eq Night periods are generally used. L eq (1-h) values are the average sound levels over a one-hour time period. These tend to fluctuate more over the day, as traffic levels can fluctuate significantly hour to hour. L eq (1-h) values are useful in assessing the impact of transportation sources which also vary hourly, and which may vary in a different manner than the background traffic. These values are often used to assess haul route noise impacts, for example. Some transportation noise sources may have significant traffic levels occurring over-night. For example, freight rail traffic in heavily used corridors can be shifted to over-night periods, with daytime track use being reserved for freight switcher traffic and passenger traffic. In situations such as this, an assessment of both daytime and night-time noise impacts may be appropriate. 4 Based on research conducted by Ontario Ministry of Transportation, and provided in the MTO Environmental Office Manual Technical Areas Noise. Daytime refers to a 16 hour day from 7am to 11 pm. Reputation Resources Results Canada USA UK India China

122 A.7 Decibel Addition Decibels are logarithmic numbers, and therefore have special properties of addition. Decibel values must be added logarithmically. If two sources, each emitting the same amount of sound energy, are placed side-by-side, then the total increase in sound level will only be 3 db. If the difference in sound energy emitted is greater than 10 db, then effectively the sound level will be the same as for the loudest unit (i.e., the increase in noise will be less than a decibel). This is shown in Table 5. Table 5: Decibel Addition Chart db Difference Of db Value to Add to Highest Number This affects transportation noise from projects, as noise emission is logarithmically related to traffic volume. Doubling the traffic volume (essentially the same as adding a source with the same sound emission) will only result in a 3 db increase over the original levels. The decibel increase in noise due to the increase in traffic volume, assuming all other factors remain the same, can be estimated by: db increase = 10 log (new volume / original volume). A.8 Human Response to Changes in Sound Levels The human ear does not interpret changes in sound level in a linear manner. The general subjective human perception of changes in sound level is shown in the following table. Reputation Resources Results Canada USA UK India China

123 Table 6: Subjective Human Perception of Changes in Sound Level 5,6 Change in Broadband Sound Level (db) Human Perception of Change < 3 Imperceptible change 3 Just-perceptible change 4 to 5 Cleary noticeable change 6 to 9 Substantial change > 10 and more Very substantial change (half or twice as loud) > 20 and more Very substantial change (much quieter or louder) Notes: Adapted from Bies and Hansen, p53, and MOE Noise Guidelines for Landfill Sites, Applies to changes in broadband noise sources only (i.e., increases or decreases in the same noise or same type of noise only). Changes in frequency content or the addition of tonal or temporal changes would affect the perception of the change. The above table is directly applicable to changes in sound level where the noise sources are of the same general character. For example, existing road traffic noise levels can be directly compared to future road traffic noise levels, using the above relationships. In comparing road traffic noise to road plus rail traffic noise, the different frequency and temporal nature of the noise means that the rail noise may be more noticeable. Adjustments for the nature of the new sound can be applied to better account for temporal and frequency differences. For transportation noise sources, research conducted by the U.S. Environmental Protection Agency indicates that a 5 db change in sound levels is required to trigger a change in large-scale community response to noise. This correlates to a clearly noticeable increase in noise levels. A.9 Decay of Noise with Distance Noise levels decrease with increasing distance from a source of noise. The rate of decay is partially dependent on the nature of the ground between the source: whether it is hard (acoustically reflective) or soft (acoustically absorptive). Transportation noise sources in general act as line sources of sound. For line sources, the rate of decay is approximately: Hard ground: 3 db for each doubling of distance from the source Soft ground: 5 db for each doubling of distance from the source This is shown graphically in Figure 4, based on a reference distance of 15 m from the source: 5 6 Bies, D.A., and C.H. Hansen Engineering Noise Control Theory and Practice, 2 nd Ed. E & FN Spon, London, p 53. Ontario Ministry of the Environment Noise Guidelines for Landfill Sites. Queen s Printer for Ontario. Reputation Resources Results Canada USA UK India China

124 Change in Sound Level (db) Hard Ground Soft Ground -18 Distance From Noise Source (m) Figure 4: Decay of Noise Versus Distance for Line Sources Reputation Resources Results Canada USA UK India China

125 APPENDIX B

126 ORNAMENT Ontario Road Noise Analysis Method for ENvironment and Transportation version 2.07 Job No Scenario Highway 401 Job Name Metrolinx - LSE ROAD CHARACTERISTICS ID Description Time Period SOURCE-RECEIVER-BARRIER-TOPOGRAPHY CHARACTERISTICS Road Viewable Barrier Viewable Number of Vehicles Road Two Angle Source- Ground Barrier- Topography Elevation Height Height Elevation Road Receptor Barrier Barrier Angle Speed Pavement Receiver Type Source Reciever Gradient Way? (km/h) Type Distance (Hard/S Height (m) Distance Autos Medium Heavy (%) (y/n) Q 1 Q 2 Type (m asl) (m) (m) (m asl) Q 1 Q (m) oft) (m) 2 Total Segment L eq (dba) Highway daytime - WB collectors n Soft A Highway daytime - WB Express n Soft A Highway daytime - EB Express n Soft A Highway daytime - EB Collectors n Soft A R079_d Highway daytime total 66.0 Highway nighttime - WB collectors n Soft A Highway nighttime - WB Express n Soft A Highway nighttime - EB Express n Soft A Highway nighttime - EB Collectors n Soft A R079_n Highway nighttime total 63.0 Highway daytime - WB collectors n Soft A Highway daytime - WB Express n Soft A Highway daytime - EB Express n Soft A Highway daytime - EB Collectors n Soft A R080_d Highway daytime total 70.1 Highway nighttime n Soft A Highway nighttime - WB Express n Soft A Highway nighttime - EB Express n Soft A Highway nighttime - EB Collectors n Soft A R080_n Highway nighttime total 64.0 Highway daytime - WB collectors n Soft A Highway daytime - WB Express n Soft A Highway daytime - EB Express n Soft A Highway daytime - EB Collectors n Soft A Highway daytime - WB collectors n Soft A Highway daytime - WB Express n Soft A Highway daytime - EB Express n Soft A Highway daytime - EB Collectors n Soft A R081_d Highway daytime total 65.7 Highway nighttime n Soft A

127 ID Description Time Period Road Viewable Barrier Viewable Number of Vehicles Road Two Angle Source- Ground Barrier- Topography Elevation Height Height Elevation Road Receptor Barrier Barrier Angle Speed Pavement Receiver Type Source Reciever Gradient Way? (km/h) Type Distance (Hard/S Height (m) Distance Autos Medium Heavy (%) (y/n) Q 1 Q 2 Type (m asl) (m) (m) (m asl) Q 1 Q (m) oft) (m) 2 Total Segment L eq (dba) Highway nighttime - WB Express n Soft A Highway nighttime - EB Express n Soft A Highway nighttime - EB Collectors n Soft A Highway nighttime n Soft A Highway nighttime - WB Express n Soft A Highway nighttime - EB Express n Soft A Highway nighttime - EB Collectors n Soft A R081_n Highway nighttime total 60.0 Highway daytime - WB collectors n Soft A Highway daytime - WB Express n Soft A Highway daytime - EB Express n Soft A Highway daytime - EB Collectors n Soft A R082_d Highway daytime total 76.0 Highway nighttime n Soft A Highway nighttime - WB Express n Soft A Highway nighttime - EB Express n Soft A Highway nighttime - EB Collectors n Soft A R082_n Highway nighttime total 69.5 Highway daytime - WB north lanes n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R083_d Highway daytime total 62.4 Highway nighttime - WB north lanes n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R083_n Highway nighttime total 61.5 Highway daytime - WB north lanes n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R084_d Highway daytime total 67.8 Highway nighttime - WB north lanes n Soft A

128 ID Description Time Period Road Viewable Barrier Viewable Number of Vehicles Road Two Angle Source- Ground Barrier- Topography Elevation Height Height Elevation Road Receptor Barrier Barrier Angle Speed Pavement Receiver Type Source Reciever Gradient Way? (km/h) Type Distance (Hard/S Height (m) Distance Autos Medium Heavy (%) (y/n) Q 1 Q 2 Type (m asl) (m) (m) (m asl) Q 1 Q (m) oft) (m) 2 Total Segment L eq (dba) Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R084_n Highway nighttime total 63.9 Highway daytime - WB north lanes n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R085_d Highway daytime total 73.7 Highway nighttime - WB north lanes n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R085_n Highway nighttime total 67.4 Highway daytime - WB north lanes n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R086_d Highway daytime total 69.2 Highway nighttime - WB north lanes n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R086_n Highway nighttime total 65.9 Highway daytime - WB north lanes n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R087_d Highway daytime total 66.0 Highway nighttime - WB north lanes n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R087_n Highway nighttime total 60.5

129 ID Description Time Period Road Viewable Barrier Viewable Number of Vehicles Road Two Angle Source- Ground Barrier- Topography Elevation Height Height Elevation Road Receptor Barrier Barrier Angle Speed Pavement Receiver Type Source Reciever Gradient Way? (km/h) Type Distance (Hard/S Height (m) Distance Autos Medium Heavy (%) (y/n) Q 1 Q 2 Type (m asl) (m) (m) (m asl) Q 1 Q (m) oft) (m) 2 Total Segment L eq (dba) Highway daytime n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R088_d Highway daytime total 72.9 Highway nighttime n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R088_n Highway nighttime total 66.5 Highway daytime n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R089_d Highway daytime total 66.2 Highway nighttime n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R089_n Highway nighttime total 61.6 Highway daytime n Soft A Highway daytime - WB south lanes n Soft A Highway daytime - EB north lanes n Soft A Highway daytime - EB south lanes n Soft A R090_d Highway daytime total 66.8 Highway nighttime n Soft A Highway nighttime - WB south lanes n Soft A Highway nighttime - EB north lanes n Soft A Highway nighttime - EB south lanes n Soft A R090_n Highway nighttime total 62.8

130 APPENDIX C

131 Appendix C: List of Assumptions Item # Item Comments 1 Train volumes will be based on data provided by Metrolinx as per Excel file Total Trips Operated GO Oct 30 v1 and PDF 10-Year Train Volumes_Condensed_DRAFT_Oct Complete/item closed 2 The Existing Conditions Scenario will be for Correct/Item closed 3 The Future No-Build Scenario will be for future diesel RER service levels Correct/Item closed 4 The Future-Build Scenario will be for future electric RER service levels Correct/Item closed 5 The EA assessment will not include consideration of any phase-in of electrification or transitional scenarios Correct/Item closed 6 Noise modelling will be conducted using FTA-Cadna/A models Correct/Item closed Reporting will include figures and tables identifying discrete receptors and predicted impacts at those receptors; 7 overall noise contour plots will not be provided, however shapefiles with information on predicted noise impacts at Correct/Item closed receptors will be provided. Mx to determine how it will be shown to public. The technical feasibility of noise barriers will be investigated only for areas where anticipated RER train volumes (for Complete. 8 Comply with MOEE 1995 draft protocol for noise and vibration assessment. Primary consideration for mitigation should be applied when there is a 5 db impact relative to current conditions. May not need to be concerned with impact below 55 db. The technical feasibility of noise barriers will be investigated, and conceptual design details for noise barriers 9 provided, for 2 scenarios as follows: 1) the Future No-Build Scenario (diesel trains) and 2) Future-Build Scenario Correct/Item closed (electric trains) (Scope change to be submitted by MH/RWDI). 10 The noise barrier analysis will not consider issues of economic or engineering feasibility Correct/Item closed 11 Noise barriers will be considered technically feasible if a barrier of 5 m in height results in a reduction of 5 db or more at the first row of receptors. Complete Mx: Need to consider space within the corridor. RWDI: RWDI will not consider issues of engineering feasibility, as stated in the previous assumption. OK (Mx) 12 Noise barrier technical feasibility will take into consideration areas where the existing noise environment due to nonrail noise sources may already be 60dB or more. Noise barriers cannot mitigate background or ambient noise levels. Project impacts only will be considered. Agreed Estimate of construction equipment and noise generated. 13 Potential noise impacts from night-time construction activities will be addressed through screening-level assessments of up to five construction scenarios, to be defined by Metrolinx. Only construction activities related to electrification will be considered. Mx comment (Toros): If the project will entail major construction activities during the daytime, it may be advisable to include these in our consideration. If, on the other hand, all major activity will take place during the nighttime, then the proposed methodology is reasonable. MH/GF to advise on the construction scenarios to be considered. 14 A worst-case of 12 cars per consist will be assumed for future electric scenario Correct/Item closed 15 A worst-case of 12 cars per consist will be assumed for existing and future diesel scenario Correct 16 Speed profiles for RER diesel service will be assumed to be the same as current profiles. Correct Speed profiles for RER electric service will be similar to current profiles, but modified to account for 15% faster 17 Correct acceleration than for diesel 18 Diamonds (only two existing) are being phased out and are therefore not addressed in this assessment Correct 19 Noise from blowers is considered intermittent and irregular, and not addressed in this assessment. Correct 20 Express trains will be assumed to run on the centre track, where there are three tracks, or equally on the two inner tracks, where there are four. Correct Generally it will be assumed that trains will run on the right-hand track (relative to the direction of travel) where there 21 are two tracks available (e.g., for non-express trains, the outside right-hand track, for Express trains, the right-hand Correct inner track if there are four tracks). The assessment of maintenance facilities will focus on the transition from future diesel to electric RER service. The 22 assessment of the increased capacity to service RER levels is outside the scope (this would be addressed as part of Correct the ECA permit for the facilities). 23 Noise barriers will be placed at the edge of the Right-of-way for purposes of modelling to assess technical feasibility. Correct 24 Existing GO Traffic volumes are taken from current online GO schedule as posted January 2016, as no better data is available and schedules are only posted for Spring Trip logs provided by Metrolinx on November 19, 2015 were used to develop throttle settings and speed profiles for 25 Correct. existing diesel local and express trips. These were assumed to be typical trips. Electric trains have the capabilities to accelerate 15% faster than diesel trains; however, a 15% increase in 26 acceleration results in a negligible change in sound level. The future electric throttle settings and speed profiles are Correct. the same as the diesel throttle settings and speed profiles. The GO traffic volumes provided by MX (October 29, 2015) did not have daytime/nighttime splits as required by RWDI. The schedule provides that information; however the total traffic volumes per corridor match those found in the spreadsheet. Typical GO operation is engine east where the locomotive is located on the east end of the train (south end on 27 Confirmed in conversation with Dan Beare Barrie trains, north end on Stouffville trains).

132 Appendix C: List of Assumptions Item # Item Comments Breakdown of diesel and electric future scenario (2025) from 10-Year Horizon Train Volumes, October was used. 28 For some of the lines (i.e. Lakeshore West and Kitchener), the Future Build Scenario has a mix of diesel and electric. Express trains are assumed to be diesel and regular trains are assumed to be a mix of diesel and electric. As most express trains (in the current scenario) run past the electrification study area on LSW (i.e. past Burlington, as per phone conversation Feb. 26, 2016 ), they are assigned to be diesel in the future scenario). For future no-build and future build scenarios, it is assumed that the express stops are the same as they were in the 29 Correct existing scenario. 30 For future no-build and future build scenarios, it is assumed that the local locomotives stop at all the stations. Correct In future no-build and future build scenarios, due to 15-minute service, it is assumed that distribution between 31 Correct eastbound/westbound or northbound/southbound service is equal (i.e. 50%/50% split ). 32 No EMUs in future scenario (with exception of UPE). As most express trains (in current scenario) run past the electrification study area on Kitchener (i.e. past Bramalea), they are assigned to be diesel in the future scenario. Correct/Item Closed Confirmed by James Hartley in dated Feb 4, Assume that non-revenue GO traffic travel on the express lines. Placing VIA and freight train to the centre track is more conservative as it reduces the background noise, resulting in the largest change in GO noise from scenario to scenario, which is more conservative. 34 Based on non-revenue information that we were provided, we assumed that AM rush occurs before 7 AM and that evening occurs after 7 PM, however some reasonable assumptions were made with respect to known schedule. It is important to note that these assumptions are consistent from scenario to scenario. Peak periods were provided in TOTAL EQUIPMENT TRIPS OPERATED October but do not correspond to the daytime and nighttime periods evaluated (7-23h, 23-7h). This is why we needed to make this assumption. Assume a reasonable deceleration/acceleration profile into and out of layover yards/maintenance facilities, based on 35 Correct other deceleration/acceleration profiles at other stops from the trip log. 36 Only VIA trains on the Lakeshore West and Lakeshore East lines are considered to be significant. VIA travelling on other lines are considered insignificant due to their infrequent trips (i.e. 2/week ) VIA volumes were provided in were provided in TOTAL EQUIPMENT TRIPS OPERATED October Kitchener VIA volumes were 4/day and travelling from Kitchener to Georgetown, segment of track that is outside of our study area. This is still considered insignificant. Existing VIA traffic provided did not have daytime vs. nighttime categories properly defined. The online VIA schedule 37 was used to supplement volumes provided. From the schedule, we determined the nighttime volumes, and the Correct remainder was categorized as daytime volumes. Assume VIA throttle and speed profiles are similar to GO when pulling into and out of stations. Otherwise, we will 38 use top speed as indicated by passenger speed limit (provided in the CN Eastern Canada Region Time Table 43 Correct document) and a cruising throttle setting of VIA consists are assumed to be 1 locos and 6 cars (based on GO Georgetown Report, Feb and RWDI sensitivity analysis). Correct 40 Assume VIA and freight trains travel on the express tracks. Placing VIA and freight train to the centre track is more conservative as it reduces the background noise, resulting in the largest change in GO noise from scenario to scenario, which is more conservative. It is important to note that these assumptions are consistent from scenario to scenario.

133 Appendix C: List of Assumptions Item # Item Comments GO Transit, Rail Service Expansion from Oshawa to Bowmanville and New Rail Maintenance Facility in Whitby, Environmental Noise & Vibration Assessment The Existing (2010) rail traffic volumes for each zone were based on information provided from CNR, CPR and GO Transit. The Day 1 (2015) and Ultimate (2031) freight volumes (CNR/CPR) were determined by projecting the Existing (2010) 41 Assume a growth rate for freight traffic of 2.5% per year. VIA growth is negligible. volumes forward using an annual growth rate of 2.5% per annum. The growth rate of 2.5% is based on an optimistic estimate of Canadian Gross Domestic Production (GDP). CNR and CPR have both indicated that rail freight volumes are directly linked to GDP. This is also a typical assumption for development applications We are assuming that if CN line is parallel to a GO line, and only freight runs on it, it will be excluded from our study. Freight consists are assumed to be (based on GO Georgetown Report): - Straight-through 2 locos and 65 cars - Switcher 1 locos and 6 cars Freight speed profiles (switcher and straight-through) are based on the freight speed limits (provided in the CN 44 Correct Eastern Canada Region Time Table 43 document) and a cruising throttle setting of 5. The increases in passenger rail service were assumed to be negligible. Therefore, the Day 1 (2015) and Ultimate (2031) passenger volumes (VIA) were assumed to be the same as the Existing (2010) volumes. CN is included in existing, future no-build and future build scenario when it runs on the same track as the GO system, otherwise, it is not included. Correct Distribution of freight switcher volumes during the daytime/nighttime period was not provided. It was assumed that 45 the distribution will be 66% daytime/33% nighttime. If 2 or less switchers occur, they will be assigned to the daytime Correct period. No information on freight straight-through volumes was provided. Having no information/basis to make a reasonable assumption, we will assume that 1 straight-through will occur at night and 2 straight-through will occur in the daytime. - as per from Dwayne Newfeld dated February 5, 2016; freight straight-throughs are not evaluated in the model. No freight straight throughs on GO-owned corridors unless there is an emergency. 46 There will be: No straight-through traffic assigned to Stouffville. Straight-through traffic assigned to Barrie. Straight through traffic assigned to a portion of LSE. No straight-through assigned to KT. Straight through traffic assigned to LSW. Assume UPE throttle and speed profiles are similar to GO when pulling into and out of stations. Otherwise, we will 47 Throttle setting is not relevant to EMU s use top speed of 120km/hr (as indicated by the Georgetown GO report referred to in the UP Express report). 48 The growth rate of 2.5% applies to this freight straight-through traffic as well. We are using the track diagrams provided to identify the crossings with whistles. Continue to use GO Protocol for horn s (as was done in the GO Milton and GO Stouffville Studies: if the speed is 49 Correct greater than 70 km/hr the horn is blown 400 m before the crossing; otherwise the horn is blown for 20 seconds. For road crossings by CN trains (i.e., freight), the horn was 50 Correct assumed to be blown for a distance of 400 m prior to the crossing. 51 We are assuming that whistles are not blown at farm crossings. Correct 52 Assume that all trains idle at stations for 1.5 minutes (based on GO Stouffville Report ). Correct Assume that diesel and electric idling trains have the same sound level. We do not have sound power levels for the 53 Correct electric trains to know if there should be a difference and there is no adjustment factor in the FTA calculations. We have been provided with the grade separations for future. This information informs our assumptions about future crossings where whistles are no longer blown; however, not enough information is provided to modify topography.

134 Appendix C: List of Assumptions Item # Item Comments Correct/Item Closed 54 On the Barrie Line, the track diagrams show that the York University Station is being removed and two new stations, Caledonia (mile marker 6.6) and Downsview (mile marker 10.75) are to be added. The future traffic volumes are segmented out as Union to Downsview and Downsview to York University. Our assumption is that they meant to say Downview to Caledonia. Attached are the sources of information, we have in hand and off which we are basing this assumption. We received a clarification request from RWDI regarding how the 10-year traffic volumes incorporate the addition of Caledonia and Downsview Park Stations, as well as the closure of York University Station on the Barrie Corridor. Can we apply the provided volumes between for the following segments: Rutherford to Downsview Downsview to Caledonia Caledonia to Union date Feb 4, 2016 These are the assumptions we had to make about the tracks for the Kitchener GO Line: Etobicoke North Station- Bramalea Station - The other rail line (CN/CP) will not be considered in the existing scenario (only CN/CP traffic) - Will not consider north and south service track Weston Station Etibicoke North Station - All portions of the fourth track (under construction) are not considered for the existing scenario. 55 Jane St. (Mi. 7.7)- West Toronto Diamond Correct - Under construction track not to be considered existing. Strachan West Toronto Diamond - Will consider Milton line traffic from Strachan to the West Toronto Diamond UP Express line - It is assumed that the UPE express eastbound travels on Kitchener GO Line eastbound, despite our previous assumption of travelling on the right-hand track (relative to the direction of travel) this should have insignificant effect on the assessment, as the UPE traffic volumes are represented. 56 These are the assumptions we had to make about the track for the LSE GO Line: - Autocad drawings are contradictory to Google Earth and track diagrams. Used Google Earth for - At the Durham Junction, we are assuming that the GO travels only on the north tracks, with exception of GO entering Pickering South station, where GO travels south back to Union Station. Refered to existing and RER Scenario 5 track diagrams, simplifications were made where necessary and consistent from scenario to scenario. Not likely to significantly impact assessment. These are the assumptions that we had to make about traffic at Union Station: 57 Train Platform Departure Arrival Milton 4 4 Lakeshore East 24,25,26,27 5,6,7,8 Richmond Hill Barrie 11,12 11,12 Lakeshore West 5,6,7,8 24,25,26,27 Kitchener 9,10 9,10 UP Express UP Station UP Station VIA Freight Bypasses Union to south on Kingston-Oakville connecting tracks To be checked against the track allotment information (effective Sept ) previously provided 58 No significant sources of noise at switching stations. To be confirmed by GF UPE express traffic volumes have been equally distributed between eastbound and westbound (as they are continuously running every 15 minutes). As we know they run between 5:44am and 1:14am, the volumes have been distributed between daytime and nighttime based on hours of operation. Whistles for Kitchener are non-existent (from Bramalea to Union), as the two indications of gates occur in fly-under (i.e. diamond) and tunnels (i.e. Weston Tunnel). The GO transit assessment protocol describes sensitive land uses as residential dwellings and commercial\industrial operations that are exceptionally sensitive. We are proceeding with the assumption that we should be assessing the same land uses as NPC-300 with the exception of vacant lots. Where we have not been provided with the direction of travel for the freight, it is assumed that they travel away from Union Station (this determines that the horns are blown on the south side of the crossing for Barrie and Stouffville lines). High speed EMU locomotive from FRA will be used to model UPE, as we have not been provided with sound power levels for EMU. (A sensitivity analysis was done between high speed EMU and diesel) UPE express non-revenue is deemed insignificant on LSW. We have been provided with the grade separations for future. This information informs our assumptions about future crossings where whistles are no longer blown; however, not enough information is provided to modify topography.

135 Appendix C: List of Assumptions Item # 66 Item Future GO stations included in our study includes: GO Caledonia and GO Downsview (Barrie), and GO Mount Dennis (Kitchener) based on the information we received in the Corridor Usage document (Feb. 5). Comments It was assumed that whistles were previously blown for crossings undergoing future grade separations The side on which future track was assigned to is based on the track diagrams and Autocad drawings received in November and December Seasonal service on LSW to Niagara Falls is assumed to remain similar to 2015 volumes.

136 APPENDIX D

137 DRAFT 10-Year Horizon Train Volumes October 20, 2015 Corridor/Section Total Trips Total Revenue Trips Diesel Total Trips Revenue Trips Equipment Trips Day Night (07:00-23:00) (23:00-07:00) Electric Total Trips Revenue Trips Equipment Trips Day Night (07:00-23:00) (23:00-07:00) Lakeshore West Hamilton GO - Aldershot* St. Catharine's - Lewis Road Lewis Road - Confederation Confederation - Aldershot* Aldershot - Burlington Burlington - Appleby Appleby - Bronte Bronte - Oakville Oakville - Clarkson Clarkson - Port Credit Port Credit - Long Branch Long Branch - Willowbrook Willowbrook - Mimico Mimico - Exhibition Exhibition - Union Milton Milton - Lisgar Lisgar - Meadowvale Meadowvale - Streetsville Streetsville - Erindale Erindale - Cooksville Cooksville - Dixie Dixie - Kipling Kipling - Union** Kitchener Shirley layover - Kitchener Kitchener - Georgetown Georgetown - Heritage Road layover Heritage Road layover - Mt. Pleasant Mount Pleasant - Brampton Brampton - Bramalea Bramalea - Malton Malton - Etobicoke North Etobicoke North - Weston Weston - Eglinton Eglinton - Bloor** Bloor - Union** Barrie Allandale Waterfront - Barrie South Barrie South - Bradford layover Bradford layover - Bradford Bradford - East Gwillimbury East Gwillimbury - Newmarket Newmarket - Aurora Aurora - King City King City - Maple Maple - Rutherford Rutherford - York University York University - Downsview Downsview - Union** UP Express Pearson (Terminal 1) - Union** Willowbrook - Union Richmond Hill Bloomington - Bethesda layover Bethesda layover - Gormley Gormley - Richmond Hill Richmond Hill - Langstaff Langstaff - Old Cummer Old Cummer - Oriole Oriole - Union Stouffville Lincolnville - Stouffville Stouffville - Mount Joy Mount Joy - Markham Markham - Centennial Centennial - Unionville Unionville - Milliken Milliken - Agincourt Agincourt - Kennedy Kennedy - Union*** Lakeshore East Bowmanville - Oshawa Oshawa - ERMF ERMF - Whitby Whitby - Ajax Ajax - Pickering Pickering - Rouge Hill Rouge Hill - Guildwood Guildwood - Eglinton Eglinton - Scarborough Scarborough - Danforth*** Danforth - Union*** Corridor/Section Total Trips Total Revenue Trips Diesel Electric Trips Revenue Equipment Day Night Trips Revenue Equipment Day Night USRC (Strachan Avenue to Don River) Strachan - Bathurst North Yard Bathurst North Yard - Train Shed Don Yard - Train Shed Don River 3 - Don Yard General Notes: Service Notes/Assumptions: - train volumes above reflect current 10-year plans regarding service, fleet, and infrastructure (including planned layover facilities) - 15" bi-directional all-day service Union to/from: - all content on this page is subject to change/under review - Aldershot, Bramalea, Aurora, Unionville, Oshawa - "Day" refers to the hours 07:00 to 23:00 and "Night" refers to the hours 23:00 to 07:00-60" bi-directional all-day service Union to/from: - "Willowbrook" above also includes volumes to/from TMC yard - Hamilton GO - "Oshawa" above is the existing Oshawa GO Station - 60" bi-directional Off-Peak service Union to/from: - by 2025, UP Express trips may be operated by Electric Multiple Units (EMUs) up to 3-cars in length (subject to change/under review) - Allandale Waterfront, Mt. Joy - by 2025, GO electric trips may be operated by electric locomotive-hauled consists up to 12-cars in length (subject to change/under review) - extent of electrification (5 of 7 corridors) Union to - assumes future USRC storage at Don Yard (10 spots) and North Bathurst Yard (7 spots) only - Aldershot, Bramalea, Allandale Waterfront, - above figures do not assume train splitting during the midday Lincolnville, Oshawa - above figures assume an approximate 19-hour operating day - seasonal service between Niagara Falls and * where applicable, sum figures west of Aldershot for requests within close proximity to this section of the corridor Union Station is assumed to remain as per 2015 ** where applicable, sum Milton, Kitchener, UP Express and/or Barrie figures for requests within close proximity to this section of the corridor - 1 trip in each direction Friday night *** where applicable, sum Lakeshore East and Stouffville figures for requests within close proximity to this section of the corridor - up to 4 trips/direction Saturday, Sunday, Holidays 1 these volumes should be added to any requests between Willowbrook and Union - May & Thanksgiving long weekends + Summer 2 include UP Express figures along applicable sections of these segments 3 includes Richmond Hill corridor volumes

138 TOTAL RAIL TRIPS OPERATED Updated: October 29, 2015 Accounting for trips that are making all stops and Express Effective: September 5, 2015 GO VIA CN Weekday Weekend Weekday Weekend Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Eastbound West Harbour to Aldershot Hamilton GO to Aldershot Aldershot to Bronte Bronte to Oakville Oakville to Port Credit Lakeshore West Port Credit to Union Westbound West Harbour to Aldershot Hamilton GO to Aldershot Aldershot to Oakville Oakville to Port Credit Port Credit to Union Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Milton Eastbound Westbound Total Kitchener Richmond Hill Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday VIA CN UP Express Eastbound Weekday Weekend Weekday Weekend Weekday Weekend Kitchener to GT GT to Mount Pleasant Mount Pleasant to Bramalea Bramalea to Toronto Westbound Kitchener to GT GT to Mount Pleasant Mount Pleasant to Bramalea Bramalea to Toronto Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday VIA Southbound Weekday Weekend Northbound /week 1/week Total /week 1/week Barrie Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday VIA CN Southbound Weekday Weekend Weekday Weekend Northbound /week 1/week /week 1/week Stouffville Weekday Weekend VIA CN AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Weekday Weekend Weekday Weekend Southbound Lincolnville to Unionville 6 Unionville to Union Northbound Lincolnville to Unionville 5 1 Unionville to Union Total Lakeshore East Weekday Weekend VIA CN AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Weekday Weekend Weekday Saturday Eastbound Union to Pickering Pickering to Oshawa Westbound Union to Pickering Pickering to Oshawa Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Daily Trips Operated Peak Period is based on the arrival or departure time at Union Station AM Start - 09:00 OFF 09:01-14:59 PM 15:00-19:00 OFF 19:01 - Finish

139 TOTAL EQUIPMENT TRIPS OPERATED Updated: October 29, 2015 Effective: September 5, 2015 GO VIA Weekday Weekend Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Saturday Sunday Eastbound West Harbour to Aldershot 2 2 IE. TO UNION Hamilton GO to Aldershot 0 Aldershot to Burlington Burlington to Oakville Oakville to Willowbrook Willowbrook to Union Bathurst Yard to Union 6 6 Lakeshore West Westbound West Harbour to Aldershot 2 2 IE. TO WILLOWBROOK Hamilton GO to Aldershot Aldershot to Bronte Bronte to Oakville Oakville to Port Credit Port Credit to Willowbrook Willowbrook to Union Bathurst Yard to Union Total Milton Kitchener Richmond Hill Barrie Stouffville Lakeshore East Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Eastbound Milton Yard to Milton 8 8 Milton Stubtrack to Milton 1 1 Westbound Milton to Milton Yard 8 8 Milton Stubtrack to Milton 1 1 Total Weekday Weekend UP Express AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Weekday Weekend Eastbound Kitchener Layover to Kitchener 2 2 Kitchener to GT GT to Mount Pleasant Mount Pleasant to Toronto 1 1 Westbound Kitchener Layover to Kitchener 2 2 Kitchener to GT GT to Mount Pleasant Mount Pleasant to Bramalea 2 2 Bramalea to Toronto Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Southbound RH Layover to Richmond Hill 3 3 Richmond Hill to Union Northbound RH Layover to Richmond Hill Richmond Hill to Union 2 2 Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Southbound Layover to Allandale 6 6 Allandale to Teston 1 1 Teston to Maple 2 2 Northbound Layover to Allandale Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Southbound Lincolnville to Unionville Unionville to Union 2 2 Northbound Lincolnville to Unionville Unionville to Danforth 1 1 Danforth to Union Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Eastbound Union to Don Yard Don Yard to Pickering 6 6 Pickering to Whitby 4 4 Whitby to Oshawa Westbound Union to Don Yard Don Yard to Pickering Pickering to Henry 1 1 Henry to Oshawa Total Weekday Weekend AM Rush Midday PM Rush Evening Daily Total Saturday Sunday Daily Non-Revenue Trips Operated Peak Period is based on the arrival or departure time at Union Station AM Start - 09:00 OFF 09:01-14:59 PM 15:00-19:00 OFF 19:01 - Finish For trains not linked to Union Station, they are based on the actual station.

140 LakeshoreEastCorridor Kilometers ± Scarborough SWSEquipment AerialFeeders Disclaimer ConceptualplansonlyforEA ImpactAssessmentpurposes. Legend Property Parcel 2 x 25kV Feeder Route Substation Design Gantry Locations Proposed Access Road Fence Line Underground Duct Banks TP Facility Locations Proposed Switching Station Meters ± GO Rail Network Electrification TPAP Traction Power Facility Sites - Scarborough SWS

141 ERMFTap Area Kilometers ± TPSEqu ipment ERMF AerialFeeders Disclaimer Conceptu alplansonlyforea ImpactAssessmentpu rposes. LakeshoreEastCorridor Legend Property Parcel Hydro One Transmission Lines Substation Design Gantry Locations Proposed Access Fence Line TP Facility Locations Proposed Traction Power Substation Proposed Tap Point Meters ± GO Rail Network Electrification TPAP Traction Power Facility Sites - ERMF TPS

142 Ä 1 AerialFeeders ì 401 Ã Kilometers ± SWS Equ ipment SALK ROAD LakeshoreEastCorridor PLUMMER STREET Disclaimer Conceptu alplansonlyforea ImpactAssessmentpu rposes. Durham Legend Property Parcel Hydro One Transmission Lines Substation Design Gantry Locations Proposed Access Fence Line Underground Duct Banks TP Facility Locations Proposed Switching Station Meters ± GO Rail Network Electrification TPAP Traction Power Facility Sites - Durham SWS

143 EASTERN AVENUE DIVERSION LEWIS STREET BROADVIEW AVENUE EASTERN AVENUE SUNLIGHT PARK ROAD Kilometers ± DON VALLEY PARKWAY Don Yard PSEquipment LakeshoreEastCorridor AerialFeeders Disclaimer ConceptualplansonlyforEA ImpactAssessmentpurposes. Legend Property Parcel Hydro One Transmission Lines Substation Design Gantry Locations Proposed Access Road Fence Line Underground Duct Banks TP Facility Locations Proposed Paralleling Station Meters ± GO Rail Network Electrification TPAP Traction Power Facility Sites - Don Yard PS

144 APPENDIX E

145 June 8, 2016 Ian Greason Supervisor Team 4, Approval Services Environmental Approvals Branch Ministry of the Environment and Climate Change 135 St Clair Ave. W., 1 st Floor Toronto, ON M4V 1P5 sent by ian.greason@ontario.ca RE: Noise Modeling for GO Expansion and Rapid Transit Metrolinx is embarking on a massive transformation of the GO rail network the backbone of regional rapid transit in the Greater Toronto and Hamilton Area. This initiative is known as Regional Express Rail (RER) or GO Expansion. Metrolinx is also undertaking a number of Rapid Transit projects as part of the Regional Transportation Plan. We appreciate the Ministry of Environment and Climate Change s ongoing support and guidance as Metrolinx assesses projects through the Transit Project Assessment Process (TPAP). Recently MOECC has provided review feedback regarding noise and vibration work plans prior to assessments being completed. This feedback is greatly appreciated and we anticipate this will help to minimize MOECC review efforts for the corresponding reports. The Ontario Ministry of the Environment and Climate Change / GO Transit Draft Protocol for Noise and Vibration Assessment (Draft #9, Jan. 1995) states that noise impact of GO Transit rail projects shall be assessed using prediction methods acceptable to the MOEE. Reference is made to STEAM, Sound from Trains Environmental Analysis Method (MOE, 1990). Although STEAM has proved to be an adequate calculation method, there are several aspects that cannot be modelled with the method, which may previously have been modelled separately and added to the results to augment the model. Metrolinx s current practice is to request case-by-case acceptance from MOECC for use of the FTA and FRA algorithms modelling via Cadna/A for noise assessments instead of the STEAM algorithm modelling via Stamson. Cadna/A is a more sophisticated 3-dimensional modeling system, implementing a more flexible prediction methodology, and is considered more accurate. The following table outlines a general comparison between the FTA and STEAM algorithms: Variable STEAM FTA Number of train types (services on each track segment). Train composition (number of locomotives and cars per train). Ground terrain can be modelled as a 3-dimensional layer as opposed to a 2-dimensional point- to-point model. Ground as blend of hard and soft ground (compared to exclusively hard or soft ground). Train speeds per train type. Locomotive throttle settings can be modelled, to consider variation in noise when trains accelerate or decelerate. Track type (continuous welded or jointed) Special trackwork, such as crossovers/switches can be incorporated directly in the model. Idling of trains at stations can be incorporated directly in model. Separation distances between sources, barriers and receivers. Angles of view from the receiver to the track segment. Shielding due to barriers, rows of houses and dense woods. Reflections off retaining walls and barriers can be incorporated directly in the model. Results can be displayed as noise contours to visualize impacts beyond individual sample receptors. 20 Bay Street, Suite 600 Toronto, Ontario M5J 2W3 20, rue Bay, Bureau 600 Toronto (Ontario) M5J 2W3

146 - 2 - The MOECC has granted acceptance for Metrolinx to use the FTA/FRA algorithm and Cadna/A on a variety of recent GO Expansion projects (e.g. Lakeshore East Rail Corridor Expansion from Guildwood to Pickering, Stouffville Rail Corridor Expansion), while on earlier projects the MOECC had pointed to the use of STEAM. Moving forward, Metrolinx believes it is important to use the same modeling approach for all of the ongoing and upcoming GO Expansion projects. This consistency is desirable for comparison between projects including corridor specific service expansion and electrification. As the FTA and FRA algorithms (modelling via Cadna/A) result in a more accurate model, Metrolinx will adopt the use of this model for all GO Expansion (and Rapid Transit) projects. We trust this is satisfactory to the MOECC and would be happy to arrange a meeting to discuss if needed. Sincerely, Jason Ryan Director (A), Environmental Programs and Assessment Metrolinx cc: Elise Croll, Metrolinx Toros Topaloglu, Metrolinx

147 Summary of FTA Calculations compared to FTA Implementation in Cadna/A Diesel or Receptor (dba) Electric Speed (mph) Throttle FTA Cadna/A Diesel Electric 5 N/A Diesel Electric N/A Diesel

148 Input Description Diesel Locomotive Electric Locomotive Rail Cars SELref Reference sound level dba N Number of locos/cars K -10 for diesel, +10 for electric CT Throttle - 0 for T<=6, 2(T-5) for T> V traffic volume (per hour) S speed mph LeqL (h) Hourly 50 ft - Component From Table 6.4 in FTA Manual Electric Diesel Consist Consist 50ft Hourly 50 ft - Consist dba From Section in FTA Manual G Ground Absorption 0 0 D Receptor distance ft Receptor Pressure level at receptor - FTA dba Receptor Pressure level at receptor - Cadna/A dba

149 Input Description Diesel Locomotive Electric Locomotive Rail Cars SELref Reference sound level dba N Number of locos/cars K -10 for diesel, +10 for electric CT Throttle - 0 for T<=6, 2(T-5) for T> V traffic volume (per hour) S speed mph LeqL (h) Hourly 50 ft - Component From Table 6.4 in FTA Manual Electric Diesel Consist Consist 50ft Hourly 50 ft - Consist dba From Section in FTA Manual G Ground Absorption 0 0 D Receptor distance ft Receptor Pressure level at receptor - FTA dba Receptor Pressure level at receptor - Cadna/A dba

150 Input Description Diesel Locomotive Rail Cars SELref Reference sound level dba N Number of locos/cars 1 12 K -10 for diesel, +10 for electric CT Throttle - 0 for T<=6, 2(T-5) for T>6 8 1 V traffic volume (per hour) 1 1 S speed mph LeqL (h) Hourly 50 ft - Component dba From Table 6.4 in FTA Manual Diesel Consist 50ft Hourly 50 ft - Consist 64.7 dba From Section in FTA Manual G Ground Absorption 0 D Receptor distance 100 ft Receptor Pressure level at receptor - FTA 61.7 dba Receptor Pressure level at receptor - Cadna/A 61.6 dba

151 Metrolinx LSE Metrolinx LSE Receiver Name: Single Detached Dwelling ID: R034_f X: Y: Z: Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00928'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00928'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00927'' D D D

152 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00927'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00927'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00926'' D D D D D D N N N N N N E E E E E

153 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00926'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00926'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03892'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

154 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03892'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03891'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03891'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00930'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

155 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00930'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00930'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03890'' D

156 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03890'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03890'' N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03893'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

157 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03893'' E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03889'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03889'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00925'' D D D D D D N N N N N N E E E E E E D D D D D D N

158 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00925'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00925'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

159 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00925'' N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03894'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00931'' D D D D D D N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00931'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

160 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00931'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00931'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03888'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

161 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03888'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03888'' D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03895'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

162 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03895'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03895'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00924'' D D D D D D N N N N N N E E E E E E D D D D D

163 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00924'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00924'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

164 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00924'' D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00932'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00932'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

165 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00932'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03896'' D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03896'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

166 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03896'' E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00923'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00923'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09270'' D D D D D D N

167 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09270'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09270'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09280'' D D D D D D N N N N N N E E E E E E D D D

168 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09280'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09280'' E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03886'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

169 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03886'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03886'' N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09290'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

170 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09290'' E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00933'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00933'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

171 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00933'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00933'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09260'' D D D D D D N N N N N N E E E E E E D D D D D

172 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09260'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09260'' E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00929'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

173 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00929'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00929'' N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09250'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

174 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09250'' E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03885'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03885'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00922'' D D D D D D N

175 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00922'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00922'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03898'' D D D D D D N N N N N N E E E E E E D D D

176 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03898'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09310'' D D D D D D N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09310'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

177 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09310'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03884'' D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03884'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09240'' D D D D D D N N N

178 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09240'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09240'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

179 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09240'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09240'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00935'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

180 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00935'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00935'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03899'' D

181 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03899'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03899'' N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03883'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

182 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03883'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03883'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09320'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

183 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09320'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09320'' D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00920'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

184 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00920'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00920'' E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03900'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D

185 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03900'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00936'' D D D D D D N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00936'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

186 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00936'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03882'' D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03882'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03887'' D D D D D D N N N

187 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03887'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03887'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00919'' D D D D D D N N N N N N E E E E E E D D D D D

188 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00919'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00919'' E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09330'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

189 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09330'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09330'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

190 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09330'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03901'' D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03901'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09220'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

191 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09220'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09220'' D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03881'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09340'' D D D

192 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09340'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09340'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00938'' D D D D D D N N N N N N E E E E E

193 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00938'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09210'' D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09210'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

194 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09210'' E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03891'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03891'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03892'' D D D D D D N N N N N N E E E E E E D D D D D

195 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03892'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03892'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03890'' D

196 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03890'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03890'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

197 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03890'' D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03903'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03903'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

198 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03903'' E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00921'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00921'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

199 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00921'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03893'' D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03893'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00917'' D D D

200 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00917'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00917'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03889'' D D D D D D N N N N N N E E E E E

201 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03889'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03889'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

202 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03889'' E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03879'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00939'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00939'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

203 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00939'' N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09200'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09200'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

204 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09200'' D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03904'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03904'' N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03894'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

205 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03894'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03897'' D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03897'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00916'' D D D D D D N

206 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00916'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00916'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03878'' D D D D D D N N N N N N E E E E E E D D D

207 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03878'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03888'' D D D D D D N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03888'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

208 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03888'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03888'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

209 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03888'' E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03905'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03905'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03895'' D D D D D D N N N N N N E E E E E E D D D D D D N N N

210 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03895'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03895'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

211 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03895'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09360'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

212 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09360'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09360'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03877'' D D D D D D N N N N N N E E E E E E D D D D D

213 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03877'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00915'' D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00915'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09190'' D D D D D D N N N N N N E E E

214 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09190'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09190'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

215 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09190'' E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09230'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09230'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

216 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09230'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00941'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

217 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00941'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03906'' D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03906'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03876'' D

218 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03876'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03876'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

219 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03876'' D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00914'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00914'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

220 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00914'' E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09370'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00942'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03896'' D D D D D

221 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03896'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03896'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

222 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03896'' D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03907'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09180'' D D D D D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09180'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

223 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09180'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00937'' D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00937'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

224 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00937'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00937'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

225 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00937'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03875'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03886'' D D D D D D N N N N N N E E E E E E D D D D D

226 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03886'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03886'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D

227 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03886'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03886'' E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00913'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

228 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00913'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03908'' D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03908'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

229 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03908'' E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09380'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09380'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

230 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09380'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00912'' D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00912'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

231 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00912'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03909'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03909'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03902'' D D D D D D N N N N N N E E E E E

232 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03902'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00944'' D D D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00944'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03885'' D D D D D D N N N

233 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03885'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03885'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

234 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03885'' N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03873'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03873'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00918'' D

235 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00918'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00918'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

236 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00918'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03910'' D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03910'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09390'' D D D D D D N N N N N

237 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09390'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09160'' D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09160'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

238 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09160'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09160'' E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03880'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D

239 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03880'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03880'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09300'' D D D D D D N N N N N N E E E E E

240 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09300'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09300'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

241 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09300'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09300'' N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03872'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

242 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03872'' E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03898'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03898'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

243 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03898'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03911'' D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03911'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00910'' D

244 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00910'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00910'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D

245 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00910'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03884'' D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03884'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

246 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03884'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03884'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

247 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03884'' E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00946'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00946'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09400'' D D D D D D N

248 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09400'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09400'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09150'' D D D D D D N N N N N N E E E E E E D D D

249 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09150'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09150'' E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00909'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

250 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00909'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00909'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E

251 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00909'' E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03899'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03899'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E

252 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03899'' E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09410'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09410'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N

253 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09410'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09410'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09140'' D D D D D

254 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09140'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09140'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00908'' D D D D D D N N N N N N E E E E E E D

255 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00908'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03883'' D D D D D D N N N N N N E E E E E E D D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03883'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E

256 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03883'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00948'' D D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00948'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N

257 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00948'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00940'' D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00940'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

258 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00940'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00940'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N

259 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00940'' N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09420'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09420'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

260 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09130'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03900'' D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03900'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

261 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03900'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03900'' D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03882'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

262 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03882'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03882'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

263 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03882'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09430'' D D D D D D N N N N N N E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09430'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09120'' D D D D D D N N N N N N E E E E E E D D

264 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09120'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03901'' D D D D D D N N N N N N E E E E E E D D D D D D N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03901'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

265 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03901'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03901'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

266 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03901'' E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03887'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03887'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

267 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03887'' E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03881'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03881'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

268 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03881'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03881'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00911'' D D D D

269 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00911'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00911'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D

270 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00911'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09450'' D D D D D D N N N N N N E E E E E E D D D D D D N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09450'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

271 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09450'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09100'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09100'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

272 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09100'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00934'' D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00934'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

273 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00934'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00934'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

274 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00934'' N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09460'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09460'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D

275 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09460'' N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09090'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09090'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

276 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03903'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03903'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

277 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03903'' D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03879'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03879'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

278 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03879'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03879'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

279 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03879'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09470'' D Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09470'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

280 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09470'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09080'' D D D D D D N N N N N N E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09080'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D

281 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09080'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09170'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09170'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D

282 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09170'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09170'' N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03904'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

283 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03904'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03904'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03878'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

284 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03878'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03897'' D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03897'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

285 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03897'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03897'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

286 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03897'' N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03905'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03905'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D

287 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03905'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03905'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03877'' D D D D D D N N N N N N E E E E E E

288 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03877'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03906'' D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03906'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

289 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03906'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03906'' D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03876'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

290 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03876'' N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03907'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03907'' E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09350'' D D D D D D N N N N N N E E E E E E D D

291 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09350'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09350'' N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D

292 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09350'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09350'' N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00943'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

293 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00943'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00943'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

294 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00943'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' D D D D D D N N N N N N E E E E E E D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

295 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

296 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

297 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03875'' E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03908'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03908'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

298 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03908'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03909'' D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03909'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D

299 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03909'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03909'' E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03902'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

300 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03902'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03902'' N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03873'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

301 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03873'' E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03910'' D D D D D D N N N N N N E E E E E E D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03910'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03872'' D D D D D D

302 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03872'' N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03872'' E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03880'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D

303 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03880'' D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03880'' N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09440'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

304 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09440'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09440'' N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E

305 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09440'' E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03911'' D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03911'' D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N

306 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03911'' E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03911'' D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00947'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

307 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00947'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00947'' E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N

308 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00947'' N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09110'' D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09110'' E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D

309 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09110'' D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E Railway, FTA/FRA, Name: ''Track 3 Easbound Express Future'', ID: ''LSE_TR3_E_E_Ft_09110'' E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00945'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

310 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00945'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00945'' N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

311 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 4 Eastbound Local Future'', ID: ''LSE_TR4_E_L_Ft_00945'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03874'' D D D D D Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03874'' D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E

312 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 2 Westbound Express Future'', ID: ''LSE_TR2_W_E_Ft_03874'' E E E E Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03874'' D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03874'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N

313 Metrolinx LSE Metrolinx LSE Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03874'' N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E D Railway, FTA/FRA, Name: ''Track 1 Westbound Local with SV Future'', ID: ''LSE_TR1_W&SV_L_Ft_03874'' D D D D D N N N N N N E E E E E E D D D D D D N N N N N N E E E E E E

314 APPENDIX F

315 Speed, Throttle Setting and Sound Pressure Level Profiles for Lakeshore East Corridor Eastbound Regular Drawn by: CIF Appendix: F1 Approx. Scale: N/A GO Metrolinx Lakeshore East Corridor Project # Date Revised: August 22, 2016

316 Speed, Throttle Setting and Sound Pressure Level Profiles for Lakeshore East Corridor Eastbound Express Drawn by: CIF Appendix: F2 Approx. Scale: N/A GO Metrolinx Lakeshore East Corridor Project # Date Revised: August 22, 2016

317 Speed, Throttle Setting and Sound Pressure Level Profiles for Lakeshore East Corridor Westbound Regular Drawn by: CIF Appendix: F3 Approx. Scale: N/A GO Metrolinx Lakeshore East Corridor Project # Date Revised: August 22, 2016

318 Speed, Throttle Setting and Sound Pressure Level Profiles for Lakeshore East Corridor Westbound Express Drawn by: CIF Appendix: F4 Approx. Scale: N/A GO Metrolinx Lakeshore East Corridor Project # Date Revised: August 22, 2016

319 APPENDIX G

320 Legend: - Straight Track - Switch Locations of GO Train Noise Measurements (on GO Kitchener Line) Near Victoria St N and Frederick St GO Metrolinx Project # Drawn by: KAMH Appendix: G1 Approx. Scale: N/A Date Revised: April

321 Appendix G2: Raw Noise Data (Sound Exposure Levels) from Train Passing over Switch Train 1 (At Crossover) Train 1 (After Crossover) Train 2 (At Crossover) Train 2 (After Crossover) Time SEL (db) Time SEL (db) Time SEL (db) Time SEL (db) 6:45:00 PM :45:00 PM :47:45 PM :47:45 PM :45:01 PM :45:01 PM :47:46 PM :47:46 PM :45:02 PM :45:02 PM :47:47 PM :47:47 PM :45:03 PM :45:03 PM :47:48 PM :47:48 PM :45:04 PM :45:04 PM :47:49 PM :47:49 PM :45:05 PM :45:05 PM :47:50 PM :47:50 PM :45:06 PM :45:06 PM :47:51 PM :47:51 PM :45:07 PM :45:07 PM :47:52 PM :47:52 PM :45:08 PM :45:08 PM :47:53 PM :47:53 PM :45:09 PM :45:09 PM :47:54 PM :47:54 PM :45:10 PM :45:10 PM :47:55 PM :47:55 PM :45:11 PM :45:11 PM :47:56 PM :47:56 PM :45:12 PM :45:12 PM :47:57 PM :47:57 PM :45:13 PM :45:13 PM :47:58 PM :47:58 PM :45:14 PM :45:14 PM :47:59 PM :47:59 PM :45:15 PM :45:15 PM :48:00 PM :48:00 PM :45:16 PM :45:16 PM :48:01 PM :48:01 PM :45:17 PM :45:17 PM :48:02 PM :48:02 PM :45:18 PM :45:18 PM :48:03 PM :48:03 PM :45:19 PM :45:19 PM :48:04 PM :48:04 PM :45:20 PM :45:20 PM :48:05 PM :48:05 PM :45:21 PM :45:21 PM :48:06 PM :48:06 PM :45:22 PM :45:22 PM :48:07 PM :48:07 PM :45:23 PM :45:23 PM :48:08 PM :48:08 PM :45:24 PM :45:24 PM :48:09 PM :48:09 PM :45:25 PM :45:25 PM :48:10 PM :48:10 PM :45:26 PM :45:26 PM :48:11 PM :48:11 PM :45:27 PM :45:27 PM :48:12 PM :48:12 PM :45:28 PM :45:28 PM :48:13 PM :48:13 PM :45:29 PM :45:29 PM :48:14 PM :48:14 PM :45:30 PM :45:30 PM :48:15 PM :48:15 PM :45:31 PM :45:31 PM :48:16 PM :48:16 PM :45:32 PM :45:32 PM :48:17 PM :48:17 PM :45:33 PM :45:33 PM :48:18 PM :48:18 PM :45:34 PM :45:34 PM :48:19 PM :48:19 PM :45:35 PM :45:35 PM :48:20 PM :48:20 PM :45:36 PM :45:36 PM :45:37 PM :45:37 PM :45:38 PM :45:38 PM :45:39 PM :45:39 PM :45:40 PM :45:40 PM :45:41 PM :45:41 PM :45:42 PM :45:42 PM :45:43 PM :45:43 PM :45:44 PM :45:44 PM :45:45 PM :45:45 PM :45:46 PM :45:46 PM :45:47 PM :45:47 PM :45:48 PM :45:48 PM :45:49 PM :45:49 PM :45:50 PM :45:50 PM :45:51 PM :45:51 PM :45:52 PM :45:52 PM :45:53 PM :45:53 PM :45:54 PM :45:54 PM :45:55 PM :45:55 PM :45:56 PM :45:56 PM :45:57 PM :45:57 PM :45:58 PM :45:58 PM :45:59 PM :45:59 PM 57.9

322 Appendix G3: Cumulative SEL (Sound Exposure Levels) from Train Passing over Switch Train 1 Cumulative SEL (db) * Train Over Switch 97.4 Train After Switch 95.5 Switch Only (logarithmic subtraction of Train After Switch from Train Over Switch) 92.8** Train 2 Cumulative SEL (db) Train Over Switch 95.3 Train After Switch 94.8 Switch Only (logarithmic subtraction of Train After Switch from Train Over Switch) 86.2 * Cumulative SEL is the total sound energy level over the entire time of passage of the train ** Train 1 value used in sensitivity analysis

323 Appendix G4: Sample analysis of Noise Levels of Switch Receptor Distance to Closest Track (m) Receptor Distance to Closest Switch (m) Total Predicted SPL at Receptor (dba) Predicted SPL at Receptor from Switch Noise Only (dba) Predicted SPL at Receptor from Train Noise Only (dba) Increase in SPL at Receptor from Switch Noise (db) Day Night Day Night Day Night Day Night [1] Sample analysis was based on future train volumes on the Lakeshore West line (71 Trains during the day, 26 during the night)

324 APPENDIX H

325

326

327

328