GO RAIL NETWORK ELECTRIFICATION TPAP FAQ LIST Updated May 2016 GENERAL What is Regional Express Rail (RER)? / How is electrification linked to RER? Metrolinx is helping to transform the way the region moves by building a seamless, convenient and integrated transit network across the Greater Toronto Hamilton Area. Over the next 10 years, the GO rail network will be expanded to enable up to 15-minute, electrified train service in core areas and an increase of four times the number of train trips on off-peak hours and twice the current number of trips during peak hours throughout the network. The electrification of the GO network is one component of RER. Electrification is being undertaken in parallel with other projects in order to build all the infrastructure needed to increase service and electrify the corridor. Where are track expansions planned for RER and when will they be built? What is Hydro One s role in the project/ process? Why can t other service providers like Toronto Hydro provide the power? Who will maintain the electrification infrastructure? Which corridors are being electrified first/what is the phasing plan for electrification? It should be noted that the GO Rail Network Electrification TPAP is not examining the impacts of track expansion. The specific impacts of track expansions along the corridors are currently being assessed as part of separate EA/ TPAP projects (e.g., Lakeshore East Rail Corridor Expansion (Guildwood to Pickering) EA, Lakeshore East Rail Corridor Expansion (Don River to Scarborough) EA, Barrie Rail Corridor Expansion Project, etc.) or will be assessed as part of future EA/TPAP studies. However, the conceptual electrification design will protect for future/planned tracks in order to allow enough space for the required OCS infrastructure that will be constructed. 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 via new connections to several new Traction Power Substations (TPS) required specifically for Electrification. The locations of these new facilities and associated high voltage connections is being coordinated with Hydro One. The electrified GO rail system needs to be supplied from a 230 kv transmission system to provide the greatest level of both reliability and efficiency. Other utilities (such as Toronto Hydro) do not provide the necessary transmission lines at these power voltages. Metrolinx will be hiring a contractor who will be responsible for Designing, Building and Maintaining the electrification infrastructure. Electrification is planned to take place over a 10 year timeframe; the phasing plan is a work in progress and will initially involve testing of rolling stock on a commissioning track.
EA PROCESS Why is Metrolinx completing another Environmental Assessment (EA)? What is involved in the EA/TPAP? How were the locations of the first public meetings determined? Environmental Assessments carried out under the Transit Project Assessment Project (TPAP) examine the potential effects to the environment where infrastructure is being proposed (e.g., increases or decreases to noise/vibration, effects on natural environmental features, etc.). The TPAP for the electrification of UP Express looked at the effects of electrification along the UP Express/Kitchener corridor. Whereas the GO Rail Network Electrification TPAP is examining the effects on all other corridors to be electrified. Starting in July 2015, Metrolinx commenced the pre-consultation phase of the Transit Project Assessment Process (TPAP) for Network Electrification. The TPAP is an expedited Environmental Assessment (EA) process involving a preconsultation phase (no regulated timeline) followed by a regulated (up to 120-day) TPAP Phase. As part of this process, the technical and engineering work needs to be completed to support the TPAP, in addition to several environmental studies, and consultation with Review Agencies, Aboriginal communities, the public, and other stakeholders. The fifteen public meeting locations for the first round of public consultation were generally based on the proposed siting of the recommended traction power facilities along each corridor. The overall objective in locating the public meetings was to ensure sufficient geographic coverage and to provide convenient locations for attendees. All fifteen public meeting locations were accessible. In addition, for those who are unable to attend the meetings in person, the display materials have been posted online for comment at www.gotransit.com/electrification/ and https://www. metrolinxengage.com/en. Based on stakeholder feedback received during the first round of consultation, the public meeting venues will be reviewed and alternative locations may be recommended for the subsequent second round of consultation. PROJECT COSTS What will the new electric rolling stock be? How much will the new electric trains cost? MetrolinxW is currently in the process of determining which electric train will be used. There are two styles of electric trains under consideration. Electric Locomotive and dual level Electric Multiple Units (EMUs). The cost of the electric trains has yet to be determined.
PROJECT SCOPE What is the scope of the GO Rail Network Electrification TPAP? The scope of the GO Rail Network Electrification TPAP involves electrification of the following GO rail corridors: USRC From UP Express Union Station to Don Yard Layover (UP Express Union Station to Strachan Avenue was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area). Lakeshore West Corridor From Strachan Ave to Burlington Kitchener Corridor From UP Express Spur (at Highway 427) to Bramalea (Strachan Avenue to UP Express spur (at Highway 427) was previously assessed/approved as part of the UP Express Electrification EA and is therefore not included in the EA Study Area) Lakeshore East Corridor From Don Yard Layover to Oshawa GO Station Barrie Corridor From Parkdale Junction (off Kitchener Corridor) to Allandale GO Station Stouffville Corridor From Scarborough Junction (off Lakeshore East Corridor) to Lincolnville GO Station Portions of the Richmond Hill Corridor are not currently owned by Metrolinx. In addition, this corridor presents engineering complexities for electrification infrastructure because part of the corridor being located within a floodplain. This needs to be resolved prior to electrification. Similarly, the Milton corridor, part of the Kitchener corridor, and part of the Lakeshore West corridor are not currently owned by Metrolinx. While these corridors are not being assessed as part of this TPAP, the electrical power supply for the GO network is being designed with future electrification of all corridors in mind. How does the project compare to global examples? There are a number of places in North America, Europe, Asia, Australia and Africa where electrified commuter railways of a much higher capacity have been in service for a number of years. In Canada, a similar railway system exists and was built to serve the Montreal area Deux Montagnes. In the United States, a comparable example of an electrified rail system is the North East Corridor (New Jersey), Metra Electric Commuter Rail (Chicago), Metro North (Connecticut), Southeastern Pennsylvania Transportation Authority (Philadelphia), Maryland Area Regional Commuter (Baltimore), Northern Indiana Commuter Transportation District (Northern Indiana), Regional Transportation District (Denver), and CALTRAIN (coming soon to San Francisco).
IMPACTS TO GO TRANSIT RIDERS How will my commute be affected by construction? As with any construction, there will be some effects to our service and customers. For example, there may be temporary slow orders during construction. However, we will stage the work to minimize impacts to customers. The impacts will be temporary in nature but will result in a more frequent, reliable service. HEALTH AND SAFETY How will the public be kept safe from the electrified infrastructure? Is there an increased risk of fire with electric trains? Why is grounding/ bonding required? Electrification wires are similar to utility (e.g., hydro) wires. Their installation will follow strict electrical safety codes and will be installed high off the ground similar to power lines across Ontario. In addition, bridge screening will be provided on all overhead bridges to protect pedestrians from electrification equipment. Grounding and bonding will be put in place and tested regularly to ensure there are no safety risks. A properly installed and maintained electric service is no more of a risk for fire than a diesel service. Like your home, anything that requires electricity to operate requires bonding and grounding for safety. Electric trains are no different. Grounding is a safety measure used to help prevent people from accidentally coming in contact with electrical hazards. Think of a refrigerator. It is a metal box standing on rubber feet with electricity running in and out of it. The electricity running from the outlet and through the power cord to the electrical components inside the refrigerator are electrically isolated from the metal exterior of the refrigerator. Similarly, the OCS wires will need to be connected to something that is in turn connected to the earth or ground outside to help prevent people from accidentally coming in contact with electrical hazards. Typically this connection is a grounding electrode, such as a ground rod. Are electric trains as safe as the current trains? What are the effects of electromagnetic interference (EMI) on the environment/ my health? Electric trains and diesel trains are equally safe. Numerous studies over many decades have been done to examine the effects of EMI/Electromagnetic Frequency (EMF) on the environment/health. In addition, the Network Electrification TPAP includes an EMI/EMF study to assess the background EMF levels along the rail corridors to document existing EMF and EMI conditions and to determine the potential effects of an electrified system. In addition, during detailed design, further analysis and measurements will be done once the electric rolling stock specifications are known in order to confirm the results and any mitigation measures that may be required.
ELECTRIFICATION INFRASTRUCTURE What is the purpose of a Traction Power Substation (TPS)? What is the purpose of a Paralleling Station (PS)? What is the purpose of a Switching Station? What is being done to enhance the visual/aesthetics of the new electrified system? The purpose of a traction power substation is to provide electricity from the existing Hydro One Network to the Overhead Contact System (OCS) along the rail corridor, which then power electric trains. A Traction Power Substation also transforms the supply voltage from 230 kv to 25 kv for distribution along the rail corridor. Paralleling Stations are required to prevent the power voltage from dropping below permissible levels along the rail corridor. Like breaker panels in your home, they feed smaller sections of the railroad. This way, if a breaker trips in one section, it doesn t turn off power to the whole system. Just like when a hairdryer trips a circuit in the bathroom, the whole house does not lose power. A Switching Station is a traction power facility equipped with the electrical equipment that allows for switching power between one power source and another. Switching stations are typically located between any two traction power substations to split the electrical sections. Visual impacts are being assessed as part of the EA. Recommended mitigation measures (where required) will be developed in the form of design guidelines for each type of visual impact that is identified during the EA. These guidelines may include: Placement recommendations such as setbacks from surrounding structures and land uses, avoidance of identified important vistas; Recommendations for screening techniques such as fencing and landscaping; and Recommendations related to materials and colours of infrastructure components. In addition, as part of detailed design, Metrolinx s Design Excellence Committee will be engaged to review the electrification facilities possible design/treatments to enhance aesthetics where possible. Mitigation measures such as screening options of the facilities (where required) may also be considered. Why can t electrification be achieved through third rail? Electrification via an Overhead Contact System (OCS) is a proven technology that is used around the world. One key reason that a third rail approach is not being used is due to safety considerations and the fact that the majority of the GO rail network is open track compared to a system like a subway that is contained and not easily accessed. Metrolinx operates through open areas and a third rail system requires a completely secure area. An electrified third rail would present a serious safety risk to people and animals who might inadvertently cross or touch the track.
CONSTRUCTION AND FACILITY SITING How were the electrification facility locations determined? Prior to initiating the Metrolinx GO Rail Network Electrification EA, the 2010 GO Transit Electrification Study was completed by Metrolinx to examine the power supply and power distribution requirements of the entire GO network. This comprehensive study examined the impact of different rail technologies and involved a review and comparison of the power supply and power distribution options to deliver electricity to a potential future electrified rail service. As part of this work, power simulation modelling was completed to determine the approximate geographic locations for siting the required traction power supply and distribution facilities for the electrified GO network. Building on this work, the traction power facilities for network electrification were identified as part of the EA process. There are several criteria that must be satisfied when identifying possible locations for traction power facilities: a) Proximity to high voltage: to ensure sufficient power load and to maintain high reliability of power supply, Traction Power Substations should be located as close as possible to existing Hydro One transformer stations/transmission lines, b) Proximity to rail right-of-way (ROW) - to maintain high reliability of the system, Traction Power Substations should be located as close as possible to the rail corridor, c) Traction Power Substations are spaced to maintain highest level of operational flexibility with the fewest number of facilities, d) Switching stations (SWS) are required between any two substations in order to split the electrical sections, e) Paralleling Stations are spaced to maintain sufficient power quality on the system (i.e., prevent power voltage from dropping), f) Locations must satisfy minimum size requirements for the specified facility type to accommodate the electrical equipment Once possible TPF sites are identified, a more detailed comparative evaluation will be carried out involving application of several environmental, land use/socio-economic, cultural heritage, property, and technical criteria. What are the primary construction impacts? Construction activities for electrification are anticipated to be as follows. a) OCS: installation of OCS foundations via excavation along the rail right-of-way (ROW), installation of OCS poles, installation of OCS wiring involving running the contact and messenger wires to occur concurrently with OCS structure foundation installation, install gantry foundations and gantries. b) Construction of traction power facilities which may include: Site clearing, Install building foundation, Install prepackaged equipment, construct building, install grounding and bonding. c) Duct bank installation involving: soil excavation; install duct banks, backfill soil/restore site. d) Bridge work including: OCS attachments to bridge structures, install flash plates where required, construct bridge barriers where required, modifications to achieve required vertical clearance.
OPERATION AND SERVICE Will the electrification of the GO system fail in snowstorms? Can the train system lose power during a brownout? An electrified system is designed to stay operational under most weather conditions. Rain and snow have little effect on the system. Heavy ice storms may affect the system if wires get coated with ice, preventing electrical connections from occurring. However, running trains will assist with clearing any ice that has formed on the wires and helps to reduce build-up. The Hydro One high-voltage network has a very high capacity as compared to the power and energy requirements of the GO Network Electrification. Coordination with Hydro One is being undertaken to ensure electrified GO service will not be interrupted or affected by any shortages in power. ELECTRIFICATION BENEFITS AND IMPACTS What are the main benefits of electrifying? What are the air quality benefits of electrifying the GO network? The main benefits of electrification are: Improved Service Reliability Reduced Travel Times Reduction in Greenhouse Gas (GHG) Emissions Improved Air Quality The only GHG emissions produced by electric trains are the emissions created through the generation of electricity that powers them. As noted in the 2010 Electrification Study, it is predicted that there would be a 94% reduction in emissions from the operation of GO Transit electric trains. Likewise, electric trains do not emit Critical Air Contaminants (CAC). It is also important to note that there are predicted air quality and GHG emission benefits resulting from reductions in indirect emissions from personal automobiles. As the improvement of the service will likely increase GO transit ridership, personal vehicle trips may be reduced, resulting in potentially fewer total emissions from automobiles. An air quality study is being carried out as part of the GO Rail Network Electrification TPAP that will consider the overall air quality benefits of electrifying the GO network. Are electric trains faster than diesel trains? Are electric trains quieter than diesel trains? Electric trains accelerate faster than diesel trains, allowing electric trains to run a rail corridor faster. Maximum speeds on the corridors are dictated by many things like track geometry, signal systems, overhead bridge clearances etc. Like highways, rail corridors have speed limits as well. Both diesel and electric trains can operate at speeds over 100 mph (160 km/h), however once trains start reaching high speed rail speeds (over 150 mph/241 km/h) electric trains are more common practice Yes, without an internal combustor engine onboard electric trains are noticeably quieter. Think of the difference between an electric car and gas powered car. There will still be noise from the wheel/train regardless of diesel/electric trains.