SCARBOROUGH RAPID TRANSIT ENVIRONMENTAL PROJECT REPORT CHAPTER 1 - INTRODUCTION. Introduction

Transcription

1 Intrductin

2 1 INTRODUCTION The City f Trnt has undertaken a number f studies and initiatives pertaining t the expansin f transit. The bjective f these studies is t prvide a cst effective means f making Trnt a mre liveable and envirnmentally sustainable city. These varius studies and initiatives have been cnslidated int ne high-level plan fr a Light Rail Transit (LRT) netwrk in the City f Trnt, referred t as the Transit City Light Rail Plan. f the recmmended transit prject. Chapter 3 prvides details n the existing and future cnditins within the study area. Chapter 4 discusses ptential impacts, identifies mitigatin measures, and recmmends mnitring activities and Chapter 5 presents the TTC s and City f Trnt s cmmitments t future actin during the design, cnstructin and peratinal phases. Chapter 5 als utlines permits and apprvals. Chapter 6 utlines the cnsultatin prcess and activities carried ut thrughut the preliminary planning and Transit Prject Assessment Prcess. Exhibit 1-1: Trnt Transit City Light Rail Plan This Light Rail Plan, cmprising f eight light rail transit lines, including Scarbrugh Rapid Transit, as shwn in Exhibit 1-1 was endrsed by the Trnt Transit Cmmissin (TTC) in March 2007, and supprted by the Prvince f Ontari in June 2007 as part f Mve Ontari 2020, a strategic transit plan fr the Greater Trnt and Hamiltn Area (GTHA). The lines were part f the reginal transprtatin plan apprved by Metrlinx, called the Big Mve, in December The Scarbrugh Rapid Transit line is an imprtant transprtatin asset that will be reaching the end f its service life and, at the same time, the demand fr the service significantly exceeds its capacity. Demands are prjected t keep grwing. Additinally, there is significant demand, bth current and future, fr this service frm the areas nrth and east f the current SRT line In rder t prvide the benefit f this fast and reliable rapid transit service t a larger market area, the Transit Prject Assessment als addresses the extensin f the SRT t Malvern. This Transit Prject Assessment addresses three ther imprtant imprvements t make the SRT mre functinal and attractive t users: A mre-streamlined and efficient transfer cnnectin between the SRT and the Blr- Danfrth Subway, t facilitate the high-vlume transfer mvement Mdificatins t Kennedy Statin t accmmdate the future implementatin f tw additinal Transit City light rail lines: Eglintn Crsstwn and Scarbrugh-Malvern; and Upgrading f the balance f the existing line s infrastructure t facilitate new larger trains and the cnstructin f new infrastructure t allw strage and maintenance f the SRT vehicles. Finally, the reprt addresses t the pssibility f phased implementatin f the verall prject in respnse t pssible funding cnstraints and any infrastructure needs assciated with such phasing plans. This study fllwed the new Transit Prject Assessment Prcess apprved by the Prvince f Ontari in June 2008, based n the new regulatin named Transit Prjects and Greater Trnt Transprtatin Authrity Undertakings, Ontari Regulatin 231/08 fr undertaking transit-related prjects in the Greater Trnt Area. The purpse f this study was t btain infrmatin n existing and future cnditins and identify ptential impacts, assciated mitigatin measures and implementatin cmmitments fr the functinal design f the Scarbrugh RT. This chapter intrduces the Scarbrugh Rapid Transit line, the Transit Prject Assessment Prcess that was fllwed, and presents the cntext by describing the planning plicies that applied t this study. Chapter 2 f this reprt presents the preliminary planning studies, alternatives cnsidered and a descriptin 1-1

3 SCARBOROUGH RAPID TRANSIT 1.1 Study Area Exhibit 1-2: Overall Study Area The study limits fr this Transit Prject Assessment cnsist f three majr znes fr each f the prject cmpnents. As illustrated in Exhibit 1-2, the study limits fr each sectin are as fllws: Kennedy Statin This includes the existing Kennedy Statin site, plus Eglintn Avenue frm Inview Rad in the west t Midland Avenue in the east. The study area als extends nrth in the GO Stuffville / SRT / Hydr One Netwrks Inc. crridrs apprximately 1km nrth f Eglintn Avenue. Cnversin Phase 1 The cnversin cmpnent is limited t retrfit wrks n the existing line with the emphasis n changes at each f the existing statins, namely Lawrence East, Ellesmere, Midland, Scarbrugh Centre Statin and McCwan Statin. Extensin Phases 1 and 2 Fr the extensin, the study area cvers the area bunded by McCwan Rad, Ellesmere Rad, Neilsn Rad, the CP Agincurt subdivisin, Markham Rad and Highway

4 1.2 The Transit Prject Assessment Prcess (2008) The SRT is ne f the TTC s and City f Trnt s LRT Transit Prjects that is being carried ut under the new Transit Prject Assessment Prcess (TPAP). In June f 2008, Ontari Regulatin 231/08, the Transit Prject Regulatin (Transit Prjects and Greater Trnt Transprtatin Authrity Undertakings), was made under the Envirnmental Assessment Act fr undertaking transit-related prjects in the Greater Trnt and Hamiltn Area. Under this Regulatin, a list f public transit prjects (see Schedule 2, O. Reg. 231/08) were cnditinally exempted frm the requirements f the Envirnmental Assessment Act prvided that the requirements utlined in O. Reg. 231/08 are successfully cmpleted. Exhibit 1-3: Outline f Transit Prject Assessment Prcess * The Ontari s Transit Prject Assessment Prcess Guide was develped by the Ministry f the Envirnment in March 2009 t highlight the key features f the new prcess. A summary f this new Prcess is prvided in the fllwing sectin and an utline f Transit Prject Assessment prcess is prvided in Exhibit Ontari Regulatin 231/08 1-3

5 1.2.1 The Transit Prject Assessment Prcess The Transit Prject Assessment Prcess Regulatin prvides a framewrk fr an accelerated fcused cnsultatin and bjectin prcess fr cmpleting the assessment f ptential envirnmental impacts f a transit prject, s that decisin-making can be cmpleted within six mnths. In general, the key steps in the transit prject assessment prcess, as recmmended by the MOE Ontari s Transit Prject Assessment Prcess Guide, are: Cntact the Directr f the Envirnmental Assessment and Apprvals Branch fr a list f bdies t cntact and cntact these bdies t help identify abriginal cmmunities that may be interested in the transit prject e.g. Ministry f Abriginal Affairs and Indian and Nrthern Affairs Canada; Distribute a Ntice f Cmmencement. The Ntice is t be distributed after prpnent has determined the transit prject with which it wants t prceed; Take up t 120 days t cnsult with interested persns, including regulatry agencies and abriginal cmmunities and dcument the prcess; Includes a time ut prvisin with respect t ptential negative impacts n a matter f prvincial imprtance r n cnstitutinally prtected abriginal r treaty rights; Publish a Ntice f Cmpletin f the Envirnmental Prject Reprt. The Ntice will be published within 120 days f the Ntice f Cmmencement; Prvide 30 days fr the public, regulatry agencies, abriginal cmmunities and ther interested persns t review the Envirnmental Prject Reprt. Objectins may be submitted t the Minister during this perid; and 35 days fr the Minister t act. The steps in the new transit prject assessment prcess mirrr elements f what is currently required in the envirnmental assessment prcess, including public cnsultatin, assessment f ptential effects f a prpsed transit prject, mitigatin measures and dcumentatin. The majr features f the new Transit Prject Assessment Prcess include: The prpnent - in this case the Trnt Transit Cmmissin and the City f Trnt d nt have t ratinalize the need fr transit r study planning alternatives (nly alternative designs r plans fr delivering the service) since the need fr transit and the benefits t cmmunities, the envirnment and the ecnmy are clear. Only issues cncerning matters f prvincial imprtance related t the natural envirnment r cultural heritage value r interest, r cnstitutinally-prtected abriginal r treaty rights will be cnsidered by the Minister thrugh the bjectin prcess. This may include: A park, cnservatin reserve r prtected area; Extirpated, endangered, threatened, r species f special cncern and their habitat; A wetland, wdland, habitat f wildlife r ther natural heritage area (e.g. prairie); An area f natural r scientific interest (earth r life science); A stream, creek, river r lake cntaining fish and their habitats; An area r regin f surface water r grundwater r ther imprtant hydrlgical feature; Areas that may be impacted by a knwn r suspected n- r ff-site surce f cntaminatin such as a spill, a gasline utlet, an pen r clsed landfill site, etc.; Prtected heritage prperty; Built heritage resurces; Cultural heritage landscapes; Archaelgical resurces and areas f ptential archaelgical interest; An area designated as an escarpment natural area r an escarpment prtectin area by the Niagara Escarpment Plan under the Niagara Escarpment Planning and Develpment Act; Prperty within an area designated as a natural cre area r natural linkage area within the area t which the Oak Ridges Mraine Cnservatin Plan under the Oak Ridges Mraine Cnservatin Act, 2001 applies; and, Prperty within an area described as a key natural heritage feature r a key hydrlgic feature in the Prtected Cuntryside by the Greenbelt Plan under the Greenbelt Act, There is a six-mnth time limit n the prcess, as shwn by the prcess chart in Exhibit 1-3. The timeline includes 120 days fr cnsultatin n psitive r negative envirnmental impacts and the preparatin f an Envirnmental Prject Reprt (EPR); a 30-day public and agency cmment perid and 35 days fr the Minister f the Envirnment t respnd t any public requests fr a review f the prject. One f the majr differences between an Envirnmental Assessment prcess and the new Transit Prject Assessment Prcess Regulatin is that, under the Regulatin, qualified transit prjects are exempted frm Part II f the Envirnmental Assessment Act. Fllwing a 30-day review perid fr the Envirnmental Prject Reprt (EPR) prepared accrding t the Transit Prject Assessment Prcess, the Minister f the Envirnment has 35 days t issue a ntice t prceed with the prject, require the prpnent t take further steps r allw the prject t prceed with cnditins. The Regulatin prvides a prcess fr the prpnent t have an ptin f taking a time ut befre cntinuing with the Transit Prject Assessment Prcess, if required. The time ut prvisin can be used nly when issues arise with a ptential negative impact either n a matter f prvincial imprtance (i.e. natural envirnment, r cultural heritage value r interest) r n a cnstitutinally prtected abriginal r treaty right. The Regulatin als includes an addendum prcess fr prpnents t make changes t a transit prject after the Statement f Cmpletin fr the transit prject is submitted Envirnmental Prject Reprt Dcumentatin f the transit prject assessment prcess must be submitted t Ministry f the Envirnment (MOE) within 120 days f distributing the Ntice f Cmmencement. The dcument, knwn as the Envirnmental Prject Reprt (EPR), dcuments the transit prject assessment prcess, the cnclusins reached, the impacts, the assciated mitigatin measures, and the future cmmitments fr the transit prject. In accrdance with the MOE Ontari s Transit Prject Assessment Prcess Guide, this Envirnmental Prject Reprt has been adjusted thrughut the 120 day perid t reflect input frm abriginal 1-4

6 cmmunities, adjacent prperty wners, regulatry agencies and ther interested persns. This reprt prvides a cmprehensive summary f each step in the assessment study, including the assessment f design alternatives, and an assessment f any impacts and ways that such impacts can be mitigated. Defining the prject details (see Chapter 2 fr details); and Cnducting varius studies t identify the existing natural envirnment, scial envirnment cnditins, future transit peratins (fr example stp lcatins), the assciated rad imprvements, prperty requirements, ptential envirnmental impacts and mitigatin measures (see Chapter 3 and 4 fr details) Transit Prject Assessment Apprvals If a persn, including members f the public, regulatry agencies and abriginal cmmunities has cncerns abut this transit prject, bjectins can be submitted t the Minister within 30 days f the Ntice f Cmpletin. Prpnents will be given an pprtunity t cmment n the cncerns raised in an bjectin befre the Minister acts. After the 30 day review perid has ended, the Minister has 35 days within which certain authrity may be exercised. A prpnent may nt prceed with the transit prject befre the end f the 35 day perid unless the Minister gives a ntice allwing the prpnent t prceed. Objectins received after the 30 day bjectin perid will nt be cnsidered by the Minister. Whether there is an bjectin r nt, if the Minister acts within the 35 day perid, ne f three ntices may be issued t the prpnent: 1. A ntice t prceed with the transit prject as planned in its Envirnmental Prject Reprt; 2. A ntice that requires the prpnent t take further steps, which may include further study r cnsultatin; r, 3. A ntice allwing the prpnent t prceed with the transit prject subject t cnditins. If, within 30 days after receiving the Revised Envirnmental Prject Reprt, the Minister is f the pinin that it still des nt apprpriately address negative impacts, the Minister can terminate the transit prject Assessment Prcess and require the prpnent t cmply with Part II f the Envirnmental Assessment Act r t cmply with an apprved class envirnmental assessment befre prceeding with the Transit Prject. If the Minister des nt act within the 35 day perid, the transit prject may prceed as planned SRT Preliminary Planning Phase T refine the prject cmpnents, preliminary planning activities were carried ut frm April 2008 t March 2010, befre the Ntice f Study Cmmencement was issued n April 6, The activities undertaken included: Cntacting the Ministry f the Envirnment t btain initial input t this study; Undertaking feasibility studies fr the prject (see Chapter 2 fr details); Preparing a cnsultatin plan t btain public input (see Chapter 7 fr details); Initiating pre-ntificatin and pre-cnsultatin activities with abriginal cmmunities, adjacent prperty wners, general public and regulatry agencies, fr example, the Trnt and Regin Cnservatin Authrity (see Chapter 7 fr details); Identifying ptential federal envirnmental assessment and ther federal regulatry requirements (see Chapter 7 fr details); 1.3 Study Team Organizatin The study has been undertaken with directin frm the Trnt Transit Cmmissin (TTC) and the City f Trnt as c-prpnents. City f Trnt staff representatin n the study team included: City Transprtatin Services; City Planning (Transprtatin, Cmmunity Planning and Urban Design); Trnt Parks, Recreatin and Frestry; City Technical Services; and City s Public Cnsultatin Unit. URS Canada Inc. was retained by TTC as the prime cnsultant t undertake the prject management and assciated technical wrk, including gemetric design, preparatin f presentatin material fr the public meetings and preparatin f the EPR fr the SRT Extensin Prject. In additin, AECOM was retained by TTC t undertake the envirnmental planning and assciated technical wrk, including gemetric design fr the Kennedy Statin Prject. A prject team was frmed with the assistance f the fllwing subcnsultants t prvide the expertise required t cmplete the study: Glder Assciates Getechnical and Cntaminatin (extensin); LGL Limited Natural Envirnment; S.S. Wilsn Assciates Nise and Vibratin Analysis & Air Quality (cnversin and extensin); Planning Partnership Sciecnmics (extensin); Archaelgical Services Inc. Heritage and Archaelgical fr Kennedy. 1.4 Relevant Plicies t the SRT City f Trnt Planning Plicies Trnt Official Plan The City f Trnt Official Plan presents a visin fr a mre liveable City where n new rads are built, future transprtatin demand is accmmdated by transit and active transprtatin, transit is given pririty ver auts via an expanded netwrk f rights-f-way, and new develpment is directed t lcatins with excellent transit service. 1-5

7 Grwth areas rely n an efficient transprtatin netwrk t supprt the grwing travel needs f residents and wrkers. As illustrated in Exhibit 1-4, the OP designates Higher Order Transit Crridrs t identify areas fr future expansin f the transit system thrugh higher rder transit, which includes subways and the SRT. All these areas have the ptential fr reduced car dependency due t high ppulatin and emplyment densities tw factrs that increase the viability f transit use. Exhibit 1-4: Trnt Official Plan Map 5: Higher Order Transit Crridrs The OP strives t decrease dependency n private autmbiles and t achieve a wide range f sustainable transprtatin ptins that are seamlessly linked, safe, cnvenient, affrdable and ecnmically cmpetitive. The prpsed LRT netwrk is ne f the key elements f the City s transprtatin netwrk and is crucial t supprting the grwing travel needs f residents and wrkers ver the next 30 years. Refurbishing and expanding the SRT supprts the gals f the OP. Designated Grwth Areas The Official Plan directs future grwth t areas f the City that are well served by transit, the existing rad netwrk and existing infrastructure. Areas that have the mst ptential t accmmdate grwth and redevelpment are the Dwntwn and Central Waterfrnt, the Centres, the Avenues, and the Emplyment Districts. Fur key lcatins n the rapid transit system play an imprtant rle in hw we manage grwth. The Scarbrugh, Nrth Yrk, Etbicke and Ynge-Eglintn Centres are places with excellent transit accessibility where jbs, husing and services will be cncentrated in dynamic mixed use settings with different levels f activity and intensity. These Centres are fcal pints fr surface transit rutes drawing peple frm acrss the City and frm utlying suburbs t either jbs within the Centres r t a rapid transit cnnectin. The ptential f the Centres t supprt varius levels f bth cmmercial ffice jb grwth and residential grwth utside f the Dwntwn is imprtant. This Plan encurages creating cncentratins f wrkers and residents at these lcatins, resulting in significant centres f ecnmic activity accessible by transit. Scarbrugh Centre sits at the eastern end f the Scarbrugh RT line and is served by tw statins. Imprving the Centre s cnnectivity will be crucial t its success. Imprving its reginal gateway functin, imprving service and extending the RT rute is a key recmmendatin frm the Official Plan. Ensuring that the SRT is maintained in a state-f-gd-repair, and prviding sufficient capacity fr current and future demand in this crridr is, therefre, fundamental t the plan TTC Plicies Ridership Grwth Strategy In supprt f the City s Official Plan, the TTC prepared a strategy that fcuses n increasing service and imprving the speed and reliability f the TTC, and identifies crridrs fr transit infrastructure investment. The Ridership Grwth Strategy set the stage fr the Trnt Transit City Light Rail Plan that recmmends a widely-spaced netwrk f electric light rail lines, each n its wn right-f-way t meet future transit demand thrughut the City. 1-6

8 Trnt Transit City Light Rail Transit Plan Over the past decade, the City f Trnt and the TTC have undertaken a number f studies and initiatives pertaining t the cst-effective expansin f transit as a means f making Trnt a mre liveable and envirnmentally sustainable city. These plans and initiatives include: Trnt Official Plan (2002); TTC Ridership Grwth Strategy (2003); TTC Building a Transit City (2004); Mayr Miller s Transit City Platfrm (2006). These varius studies and initiatives have been cnslidated int ne high-level plan fr a light rail transit netwrk in Trnt, referred t as the Trnt Transit City Light Rail Plan, as shwn in Exhibit 1-5. Exhibit 1-5: Trnt Transit City Light Rail Plan seamless intercnnectin f the prpsed new lines with each ther and with existing rapid transit rutes including the planned extensins f the University-Spadina Subway t Yrk University and Yrk Regin and the SRT t Sheppard Avenue and the Malvern cmmunity. The plan als prvides the basis fr the creatin f a seamless Greater Trnt Area netwrk f rail and bus rapid services. The majr bjectives f the Trnt Transit City Light Rail Plan are t prvide: faster travel between the majr areas f the City f Trnt, thereby ffering cmpetitive travel times and a less stressful alternative t private cars; reliable and frequent service in rad space reserved fr transit custmers thereby eliminating the delays caused by perating in mixed traffic; fully accessible design, s that peple with all levels f mbility can use the service with cnfidence and ease; direct transit links t areas that are currently far remved frm higher rder transit services, including the nrth, west, and eastern parts f Trnt; cnnectins with the existing and prpsed rapid transit system, thereby adding further travel pprtunities and maximizing integratin f the new lines int the verall rapid transit netwrk; intercnnectins r cnnectin pprtunities t the Greater Trnt Area (GTA) reginal transit netwrk, including the City f Mississauga, Yrk Regin, and Durham Regin; and intercnnectin pprtunities with GO Transit rail and bus netwrks. The Trnt Transit City Light Rail (LRT) Plan was endrsed by the TTC Cmmissin in March 2007, and supprted by the Prvince f Ontari in June 2007 as a part f Mve Ontari 2020, a strategic transit plan fr the Greater Trnt Area and Hamiltn (described in greater detail in the fllwing sectins). The Transit City LRT Plan included an extensin f the SRT, with cnnectins t three f the seven new LRT lines. The Transit City LRT Plan was included by Metrlinx in its 2008 Reginal Transit Plan and the extensin and upgrading f the SRT was identified as a pririty prject. This transit prject supprts these plicies and plans by: The plan calls fr the implementatin f eight new electric light rail lines acrss the City f Trnt which wuld prvide fast, reliable and envirnmentally-sustainable light rail transit services t all areas f Trnt, particularly t areas which d nt have higher rder transit services tday. Fundamental t the plan is the Prviding lng-term capacity fr the existing SRT by upgrading it t accmmdate significantly larger trains and mre frequent service; Upgrading the line t perate with high quality, state-f-the-art, light rail transit vehicles; Extending rapid transit t Centennial Cllege and the Malvern cmmunity, and clser t the vast number f riders which cme frm cmmunities beynd; Cnnecting the Sheppard East LRT t Scarbrugh City Centre, the Blr-Danfrth Subway, and all pints beynd; and Greatly imprving the passenger cnnectin between the SRT and Blr-Danfrth Subway at Kennedy Statin. 1-7

9 Transit Pririty Statement Prvincial Planning Plicies There are a number f Prvincial plicies which are relevant t this prject which are being presented in the fllwing subsectins Prvincial Plicy Statement This prject is cnsistent with the bjectives f the Prvincial Plicy Statement f the Prvince f Ontari. The bjectives are that transprtatin, transit and infrastructure facilities are t be planned t meet current and prjected needs, prviding fr an efficient, cst-effective and reliable multi-mdal transprtatin system that supprts lng-term ecnmic prsperity. The Statement als states that public transit and ther alternative mdes f transprtatin are t be supprted t imprve energy efficiency and air quality Grwth Plan fr Greater Glden Hrseshe This prject is cnsistent with the bjectives f the Grwth Plan fr the Greater Glden Hrseshe. Sme f these bjectives are: public transit will be the first pririty fr transprtatin and majr transprtatin investments; majr transit statin areas and intensificatin crridrs will be designated in fficial plans; majr transit statin area and intensificatin crridrs will be planned t ensure the viability f existing and planned transit service levels; and majr transit statins will be planned and designed t prvide access frm varius transprtatin mdes including pedestrians, bicycles and passenger drp-ff MveOntari 2020 MveOntari 2020 is a plan apprved by the Ontari gvernment in 2007 fr 902 kilmetres f new r imprved rapid transit designed t mve peple efficiently arund the regin. It will result in 800 millin new transit trips per year, taking 300 millin car trips ff GTA rads. This will cut smg and reduce carbn dixide emissins by 10 megatnnes by MveOntari 2020 includes 52 transit prjects at a cst f $17.5 billin Reginal Transprtatin Plan (Metrlinx) In 2008, the Gvernment f Ontari apprved the Transit Pririty Statement, which discusses the need fr expanded public transit infrastructure. Public transit, especially rapid transit, is identified as a pririty t relieve traffic cngestin, reduce greenhuse gas emissins and supprt sustainable urban develpment. The ratinale and need fr creating a 6 mnth envirnmental assessment prcess fr transit prjects is cnsidered a key part f the prvince s pririty statement (Regulatin 231/08 - Transit Prjects and Greater Trnt Transprtatin Authrity Undertakings). 1.5 Relevant Backgrund Reprts Scarbrugh RT Extensin EA The Scarbrugh Rapid Transit (SRT) Extensin Prject was identified as part f a cmprehensive plan (knwn as Let s Mve) fr eight rapid transit prjects, which was initiated in the early 1990 s. In 1992, TTC and the frmer Metrplitan Trnt cmpleted an Individual Envirnmental Assessment (EA) fr the SRT which was submitted t the Ministry f the Envirnment (MOE) fr apprval in July f that year. The 1992 EA established the need and justificatin fr transprtatin imprvements t nrtheast Trnt area. It determined that extending the existing SRT line frm McCwan Rad t Sheppard Avenue East / Markham Rad was the preferred undertaking. The prject was knwn as the Scarbrugh Rapid Transit Extensin Envirnmental Assessment. The definitin f the envirnment within the Study Area, including the existing transprtatin planning cntext, transprtatin systems, natural envirnment, sci-ecnmic envirnment, existing and planned land use, and future transprtatin demands was based n cnditins f the early 1990 s. This infrmatin served as a baseline fr the generatin f alternatives, the predictin f cnditin changes/envirnmental effects and the identificatin f envirnmental prtectin measures. Several separate technical reprts were prepared t describe the existing cnditins in greater detail. Exhibit 1-6 illustrates the EA Apprved Alignment fr the 1992 SRT Extensin. As part f the EA, TTC determined that a new maintenance facility was required. After assessing a number f alternative lcatins, a preferred site, east f Bellamy Rad and suth f Prgress Avenue was selected. In March 1994, upn review f the Scarbrugh Rapid Transit Extensin Envirnmental Assessment Reprt, the Minister f the Envirnment and Energy authrized the Ntice t Prceed with the Undertaking fr the extensin f the SRT frm the existing terminal statin at McCwan Rad t a new terminus at the suthwest crner f Sheppard Avenue East and Markham Rad. The 1994 apprval f the Undertaking remains in effect. Wrk was terminated n the prject in 1995 when funding was withdrawn. Metrlinx develped the Reginal Transprtatin Plan (RTP) called The Big Mve t prvide a strategic, lng term visin, gals and bjectives fr future transprtatin acrss the Greater Trnt and Hamiltn Area. The plan cntains strategies, pririty actin and supprting plicies that are needed t achieve the visin and gals. The pririties nted in the RTP include cnstructing a fast, frequent and expanded reginal rapid transit netwrk, prviding a system f cnnected mbility hubs and cmpleting walking and cycling netwrks with bike-sharing prgrams. An upgrade and extensin f the Scarbrugh RT is ne f the tp 15 transit pririties f the Big Mve. 1-8

10 Exhibit 1-6: 1992 SRT Extensin, EA Apprved Alignment Overview f Travel Demand and Ridership Trends frm the Strategic Plan Operatinal since 1985, the existing SRT has had a prfund psitive effect n travel patterns t and frm Scarbrugh. The existing Scarbrugh Rapid Transit Line perates between Kennedy Statin n the Blr-Danfrth Subway and McCwan Statin. It presently carries 42,000 passengers daily with mst f the passengers transferring between the Blr-Danfrth Subway and the SRT. There are fur intermediate stps n the line Lawrence East Statin, Ellesmere Statin, Midland Statin, Scarbrugh Centre Statin. The main fcus f the Scarbrugh Rapid Transit has been t supprt land develpment and intensificatin in the general vicinity f the Scarbrugh City Centre and prvide imprved access frm nrtheast Scarbrugh t dwntwn Trnt. During peak perids, the SRT service perates every 3 minutes and 30 secnds, carrying abut 3,800 peple per hur in the peak directin, which is the maximum capacity f the line with the current vehicle fleet. The current fleet f 28 RT cars used n the line, acquired fr the pening f service in 1985, is nearing the end f its useful service life. Current travel patterns have been bserved and the results are shwn in Exhibit 1-7. Existing data identifies that 33% f passengers using the SRT are cmmuting frm the Malvern area. Majr destinatins fr passengers n the SRT include the Scarbrugh Centre (21%) and the dwntwn cre (50%). Origin and destinatin patterns have been prjected fr 2031 and the results strengthen the need fr the SRT extensin (Exhibit 1-8). SRT use frm the Malvern area is predicted t increase. The percentage f passengers will rise by 10% frm 33% t 43%. As well the percentage f passengers using the SRT in and arund the Scarbrugh City Centre will increase frm 23% t 27%. The dwntwn cre remains as the dminant destinatin attracting ver 50% f the riders in 2031 using the SRT t cmmute dwntwn. As a result, the statistics shw that there is a current need fr the extensin f the SRT and this need will cntinue t grw in the future Scarbrugh RT Strategic Plan The existing SRT Mark I vehicles will reach the end f their ecnmic life by In additin, the TTC des nt have a sufficient fleet f these vehicles t accmmdate current demand. T address these issues, and imprve the quality f the service, the TTC endrsed the recmmendatins f the 2006 Scarbrugh RT Strategic Plan, including replacing the existing fleet, upgrading the line t accmmdate larger-capacity trains, and imprving the passenger cnnectin between the SRT and Blr-Danfrth Subway at Kennedy Statin. The fllwing prvides a summary f key analysis and findings frm this reprt. 1-9

11 Exhibit 1-7: Origins and Destinatins (2008) fr current SRT Passengers Yrk Regin 4% In additin t rigin and destinatin trends fr transit ridership in the area, the Strategic Plan prvided initial cnclusins cncerning the magnitude f future demand and resulting capacity requirements. The 2006 estimates predicted demands fr the year 2031 between 7,500 and 8,000 passengers per hur per directin and that the final demands will be influenced by the alternative netwrk and technlgy selected. 1% 1% 3% 33% 7% Durham Regin 10% 1% Based n the current and future transit trends in the area, the Strategic Plan undertk an initial assessment f alternative netwrk arrangements and technlgies. The fllwing ptential alternatives were reviewed in the 2006 study: 1% 1% 1% 5% 2% 1% 2% 1% 5% 55% 6% 3% 23% 21% 2% 2% 7% MODIF IED % Destinatins Surce: City f Trnt 1) Acquisitin f replacement SRT vehicles, 2) Cnversin f the existing rute t a bus rapid service (BRT), 3) Cnversin f the existing rute t a Light Rail service (LRT), 4) Cnversin f the existing rute t an extensin f the Blr-Danfrth subway, 5) BRT service n surrunding streets, 6) LRT service n surrunding streets, and 7) Extensin f the Blr-Danfrth subway n a cmpletely separate alignment Preliminary Screening f Technlgies / crridrs frm the 2006 Strategic Plan Fr purpses f develping a shrter list f SRT upgrade alternatives fr mre detailed evaluatin, capacity and level f service (quality) criteria were used as the basis f preliminary screening. Exhibit 1-8: Frecast Travel Origin and Destinatin (2031) Exhibit 1-9 cmpares capacities fr alternative SRT technlgy / crridr alternatives in relatin t the estimated demand requirement f abut 8,000 pphpd. Existing capacity assumes the current maximum frequency f service (17 trains per hur). Yrk Regin 3% 1% Durham Regin 6% 43% 4% 1% 2% 1% 1% 4% 27% 22% 9% 1% 4% 5% 2% 1% 1% 4% 3% 54% % Origins % Destinatin Surce: City f Trnt 1-10

12 Exhibit 1-9: Ptential Capacities fr SRT Alternatives Table 1-1: Summary Evaluatin f SRT Crridr Alternatives Nte: Cst are Order f Magnitude 2006 Estimates These cmparisns suggest that neither surface BRT nr cnversin f the current SRT guideway t BRT is likely t prvide adequate capacity. Maintaining the existing infrastructure and nly increasing the size f the vehicle fleet als des nt pass the capacity screen. With respect t quality f service, the perative wrd in SRT is rapid. Thus, the secnd screen utilized in the 2006 Strategic Plan was that the alternative must be at least as rapid (and reliable) as the current service. That screen, mre r less, ruled ut any serius cnsideratin f surface BRT r LRT n surrunding streets as an alternative t the level f service nw prvided by the SRT. As a result, three main alternatives were retained fr further analysis, namely: The acquisitin f new current technlgy vehicles, Cnversin f the SRT guideway t LRT, and Replacement f the current service by an extensin f the Blr-Danfrth subway Evaluatin f shrt listed technlgies / crridrs frm the 2006 Strategic Plan The Strategic Plan cntained a detailed discussin n the trade-ffs and benefits f each f the shrt listed alternatives, as summarized in Table 1-1. The cnclusin f this analysis was that fr either the RT r LRT alternatives, significant lengths f additinal, higher rder transit culd be prvided well belw the capital cst f the Scarbrugh subway alternative alne. Other key cnclusins cntained within this previus reprt included: 1. Treated in islatin f system wide implicatins, infrastructure mdificatin in cmbinatin with the acquisitin f an expanded fleet f new, lnger, mre mdern RT vehicles similar t thse used in Vancuver, represents the mst cst effective slutin fr meeting transit needs within the existing SRT crridr, with minimum service disruptin and with the greatest flexibility t prvide near term capacity increases. 2. Fr RT technlgy, minimum ttal cst and minimum disruptin t service due t cnstructin can be achieved by the acquisitin f these Mark II vehicles and cnstructin f a new Kennedy Statin in a lcatin that eliminates the present curvature prblem. 3. Althugh a change in technlgy t LRT will have a higher capital investment and a cnsiderably lnger disruptin f service due t cnstructin, cnversin f the existing SRT t a multiple unit LRT technlgy ffers greater ptential fr verall system expansin, cnsistent with the transit pririty gals reflected in the City f Trnt s Official Plan and the TTC s Ridership Grwth Strategy. 4. Fr either the RT r LRT technlgies, the incnvenient multi-level transfer between the subway and the SRT (at Kennedy Statin) can likely be imprved thrugh relcatin f the elevated SRT Kennedy Statin t a new surface r (belw grade) lcatin. 1-11

13 5. There is a need fr further analysis f the specific netwrk pprtunities and their capital requirements that culd be cmbined with either an RT r LRT technlgy in the SRT crridr as a single integrated prject. This is the fcus f this Transit Prject Assessment. Exhibit 1-10: Preferred Technlgy Light Rail Transit Vehicles 6. On the basis f ridership frecasts and preliminary cst estimates, replacement f the existing SRT by a new subway is nt a cst effective slutin that can be justified n technical grunds. The initial findings f the Strategic Plan reprt were presented in a public frum n Nvember 10, 2005 and the final results were discussed at the August 30, 2006 Cmmissin meeting Evaluatin f Vehicle Technlgies In the fall f 2009, the Trnt Transit Cmmissin undertk a detailed life-cycle cst analysis in rder t determine the mst cst effective replacement fleet fr the aging Mark I vehicles. As illustrated in Exhibit 1-10, the assessment cnsidered: Mark II Vehicles larger and lnger than the current Mark I vehicles, the Mark II vehicles in fur-car cnsists are able t accmmdate the future demands. Similar t the Mark I vehicles, pwer is prvided by a third rail at track level and have a flr height apprximately 0.7m abve the tp f rail. Light Rail Vehicles in three-car cnsists, these vehicles can accmmdate future demands n the SRT but are als interchangeable with ther Transit City lines. The Light Rail Vehicles have a lw flr that is apprximately 0.35m abve tp f rail and receive pwer frm an verhead catenary system. Ntwithstanding the greater up frnt cst assciated with the majr mdificatins required t the existing line fr cnversin t Light Rail Vehicles, the verall cst t the system is less fr Light Rail Vehicles (LRV) n the SRT because: Fewer cars per cnsist are required fr LRV which reduces fleet cst Cmmnality with all Transit City lines prvides pprtunities fr cmmn maintenance and strage facilities which reduces bth capital and maintenance csts Standardized equipment allws fr greater bulk purchasing and reduced inventry needs Therefre, TTC decided t finalize all planning f the SRT based n the use f a Light Rail Vehicle as the preferred technlgy. Exhibit 1-10 shws the preferred vehicle technlgy fr the SRT. Mark II Vehicles (Vancuver) Preferred Light Rail Transit Vehicles (Ls Angeles) 1.6 Transit Interface Cnsideratins As f March 2010, the TTC / City f Trnt has cmpleted r is undertaking transit studies t imprve the transit services adjacent t the SRT area as shwn in Table 1-2. Table 1-2: Transit Studies Related t SRT Extensin Study Study Status Relevance Sheppard East LRT Eglintn-Crsstwn LRT Scarbrugh-Malvern LRT Sheppard East Maintenance and Strage Facility EA Study Cmpleted Cnstructin Onging EA Study Cmpleted EA Study Cmpleted EA Study Onging A cnnectin between the Sheppard East LRT and SRT Extensin is lcated at Prgress Avenue / Sheppard Avenue East area. This will permit inter-cnnectin between the lines fr transit riders and prvide access t vehicle maintenance facilities (between the tw lines). This rute will link Kennedy subway statin in the east with Pearsn Airprt and the Mississauga Transitway and will perate undergrund fr an apprximate distance f 10km frm Laird Drive in the east t Keele Street in the west. Custmers will be able t cnnect with the Blr-Danfrth subway, SRT and the Scarbrugh Malvern LRT at the integrated transit hub at Kennedy statin. This rute cnnects t the Sheppard East LRT at Mrningside t Kennedy statin and prvides service t the University f Trnt Scarbrugh campus. Plan a new Light Rail Vehicle Maintenance and Strage Facility in supprt f the Sheppard East LRT and ther transit lines in nrtheast Trnt. 1-12

14 An imprtant cnsideratin in the planning f the SRT is an understanding f ther current and planned transit service in the area Kennedy Subway Statin Kennedy Statin is the eastern terminus f the Blr Danfrth Subway line and the suthern terminus f the SRT. As such, it prvides a significant cnnectin between Scarbrugh and areas further suth and west, including dwntwn Trnt. Kennedy Statin is the third busiest statin in the system and serves ver 115,000 peple daily. In additin t Blr-Danfrth Subway and the SRT Extensin, Kennedy Statin serves a number f bus rutes including: Bth the Eglintn Crsstwn LRT and Scarbrugh-Malvern LRT Transit Prject Assessments included cnnectins t Kennedy Statin. Because the Kennedy Statin lands wuld be affected by three different prjects, during preliminary planning fr the Eglintn Crsstwn LRT, Scarbrugh-Malvern LRT and the Scarbrugh RT, TTC and the City decided t address the three prjects thrugh a single Transit Prject Assessment. Accrdingly, the fllwing bundaries were established fr the Transit Prject Assessments: The Eglintn Crsstwn LRT Transit Prject Assessment addressed the prject frm the western terminus at Pearsn Internatinal Airprt t Kennedy Rad. The Scarbrugh-Malvern LRT Transit Prject Assessment included the alignment frm the GO- Agincurt Rail Line (which runs immediately east f the Scarbrugh RT nrth-suth crridr). The Scarbrugh RT Transit Prject Assessment was t address the area between Kennedy Statin and the GO-Agincurt Rail Line fr all three prjects. 12 Kingstn Rd 20 Cliffside 21 Brimley 34 Eglintn East 43 Kennedy 57 Midland 86 Scarbrugh 113 Danfrth 116 Mrningside 131 Nugget 305 Eglintn East (All Night Bard On Street Exhibit 1-11: Kennedy Statin In additin, the Stuffville GO Train stps at Kennedy Statin during mrning and afternn rush hurs. GO Train passengers access the statin via an existing tunnel frm the GO platfrm area n the east side f the track. As part f the Transit City system, TTC has studied recnstructin f the existing Kennedy Statin in rder t prvide better cnnectins between existing and future transit services including the Eglintn Crsstwn LRT and the Scarbrugh-Malvern LRT. This transit prject assessment will define the preferred strategy t effectively integrate all f the services int the statin. As shwn in the fllwing typical crss-sectin, bth the Eglintn Crsstwn and Scarbrugh-Malvern LRT lines will perate at surface in a segregated right-f-way in the centre f Eglintn Avenue. 1-13

15 Exhibit 1-12: Typical Crss Sectin Exhibit 1-13: Typical Plan Far Side Platfrm Stp Exhibit 1-14: Eglintn Crsstwn LRT Envirnmental Prject Reprt Inview Stp Part 1 As shwn in the fllwing typical plan and excerpts frm plates in the Eglintn Crsstwn and Scarbrugh Malvern LRT Envirnmental Prject Reprts, far side platfrm stps wuld be lcated in the vicinity f Kennedy Statin at Inview Rad (Eglintn LRT) and Midland Avenue (Scarbrugh-Malvern LRT). 1-14

16 Exhibit 1-15: Eglintn Crsstwn LRT Envirnmental Prject Reprt Inview Stp Part Sheppard East LRT The Sheppard East LRT (SELRT) will perate alng Sheppard Avenue East frm Dn Mills Subway Statin t Meadwvale Rad. The transfer pint between the SELRT and the SRT Extensin Line is the subject f planning cntained as part f this Transit Prject Assessment. The vlume f passengers transferring between the SRT and the SELRT is estimated t be 2,500 passengers per hur during the peak perids in T accmmdate this, a special platfrm equipped with an escalatr, stairs and elevatr must be prvided. Cnstructin f Sheppard East Statin will be crdinated with the Sheppard East LRT, which is currently being designed and is scheduled t be cmpleted in Exhibit 1-16: Scarbrugh-Malvern Envirnmental Prject Reprt Midland Stp 1-15