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Frequently Asked Questions
INTRODUCTION
What is this Project?
It is actually two projects: The Georgetown South Service Expansion (GSSE)
and the Union-Pearson Rail Link (UPRL). The GSSE is an expansion of GO
Transit service from Union Station to Georgetown; the UPRL is intended
to connect Union Station to Pearson International Airport. The UPRL will
be partially owned and operated by SNC Lavalin, a private engineering firm.
Metrolinx is overseeing these projects.
What is Metrolinx?
Metrolinx is the arms-length body put in place by the Provincial Government
to oversee public transit planning and implementation in the Greater Toronto
and Hamilton Areas (GTHA). You can find out more about what Metrolinx plans
for our region by going to www.metrolinx.com.
The Greater Toronto and Hamilton Area Transit Implementation Act, 2009 is Ontario’s transit proposal for creating a single agency and a regional network for the GTHA. Metrolinx and GO Transit will merge into a single transit agency to build more transit faster.
What is the Project Timeline?
The Environmental Assessment is currently under way and will be completed
by July 30th 2009. Construction is slated to start in 2010, and conclude
in 2014.
Where will the trains run?
The trains will run on the existing rail corridor from Georgetown in the
north, through Weston, parallel to Weston Road to Dundas West and Bloor,
beside Sorauren Park and diagonally through Brockton and Liberty Village
to meet the Lakeshore Line near Fort York. A 3km spur will connect this
rail corridor to Pearson International Airport.
How many trains are expected?
Currently, approximately fifty trains per day run through the corridor.
Metrolinx plans to immediately implement 300 or more trains per day, leading
in time to up to 500 trains per day, depending on how far south you are
in the corridor. This will mean near constant train traffic along the
corridor. Three additional tracks will be built to accommodate the extra
traffic.
Is there an Environmental Assessment?
The province has adopted a new “fast tracked” Transit Project
Assessment Process (TPAP) for the GSSE and UPRL. This six-month process
is quicker than a typical EA, which may take 1-3 years. Metrolinx is eager
to start the project as quickly as possible and has adopted a shorter timeframe
to get ‘shovels in the ground’. The Environmental Assessment
began April 2, 2009.
What will the Environmental Assessment cover? Who approves the EA?
Using the Transit Project Assessment Process (TPAP), Metrolinx is leading
the process to evaluate the environmental impact of the proposed expansion
of GO service between Bathurst Street in Toronto and Highway 427 in Peel
Region. The project involves new tracks and building/improving stations
platforms, bridges and underpasses to enhance service and to provide a
safe separation between trains, motor vehicles, bicycles, and pedestrians.
This also enables a new rail service between Union Station and Pearson International Airport.
The TPAP has most elements of an individual environmental assessment:
public and agency consultation, the assessment of potential environmental
effects and mitigation measures, and documentation. The key difference
is that it is designed to complete the assessment process and decision-making
within six months, and the Minister of the Environment cannot say ‘no’ to
the result.
The TPAP will not address alternatives to the current plan, such as electrification
or additional stops in neighbourhoods along the corridor.
For more information on TPAP, please see: http://www.metrolinx.com/gsse/how/default.aspx
What is the timeline for the Environmental Assessment?
A Notice of Commencement marks the beginning of the formal Transit Project
Assessment Process (TPAP) and the 120-day consultation period.
Metrolinx issued a Notice of Commencement under TPAP on April 2, 2009 for
the Georgetown South Service Expansion and Union-Pearson Rail Link project.
The consultation period will end when a Notice of Completion is issued
on July 30, 2009.
As part of this process, Metrolinx will prepare a draft Environmental Project Report (EPR). Part I of the Draft EPR is currently available on for review and comment on Metrolinx’s Virtual Open House. Part II of the Draft EPR will be available in May.
The two parts of the EPR - plus the feedback Metrolinx receives from the public, government agencies and First Nations – will be combined to produce the Environmental Project Report.
What happens after July 30, 2009?
The Environmental Project Report will be posted for comment. The public,
government agencies, and First Nations will have 30 days to review and
send any objections in writing to the Minister of the Environment. The
Minister of the Environment will have 35 days to review the report and
any objections and make a decision on whether the project can proceed as
described in the Environmental Project Report, proceed subject to conditions,
or if it requires more work.
How can I offer input into the EA?
As part of the formal 120-day consultation process that started on April
2, Metrolinx is hosting two series of Community Open Houses. The first
series was in April 2009, where Metrolinx shared information on current
environmental conditions and the scope of the preferred project
The second round of Open Houses will be in June 2009 and will focus on the results of the air, noise, vibration, air quality and human health impact assessments. At these Open Houses Metrolinx will also describe proposed mitigation options, as well as identify how the effectiveness of those measures will be checked.
Comments can also be submitted to:
Georgetown South Service
Expansion Project
Metrolinx,
20 Bay Street, Suite 901;
Toronto, ON M5J 2N8.
Email: info@metrolinx.com;
Telephone: 1-866-658-9890;
Fax: 416-874-5901.
You can also offer input electronically by visiting the Metrolinx online open house. Visit www.metrolinx.com/gsse and click “online consultations”.
It seems to be that Metrolinx is doing a good job consulting with the public.
What are the concerns about this Environmental Assessment process?
Metrolinx is doing a reasonable job. They are forthcoming with some information
and seem available to meet with concerned residents.
The problem is the narrow scope of the Environmental Assessment. The TPAP is not considering electrification as a possibility. The TPAP is not exploring the possibility of additional stops. These key concerns, among others, cannot even be addressed within the current process. The scope of the TPAP is so limited that alternatives to the current plan cannot be considered. All we can do is comment on what is already being planned.
PROJECT CONCERNS
What are some of the concerns about the project?
There are three principle concerns about the project: The negative health
and environmental impacts of diesel pollution, the threat to neighbourhood
vitality and well-being as a result of the corridor expansion, and the
inaccessibility of this new infrastructure for neighbourhoods adjacent
to the corridor.
Are all of the trains diesel?
All of the proposed trains are diesel trains. This amounts to the most
rapid and localized intensification of diesel traffic in our country’s
history, and possibly in the world.
Isn’t Metrolinx proposing to move to electrified trains?
Metrolinx has said they will consider electrification in 15 years, but
there is no budget, plan or commitment to ensure this happens. Moreover,
the work needed to consider electrification or to accommodate the eventual
electrification of the corridor is not even being planned.
Transit is a good idea, why should I be concerned?
Good transit is a good idea. The Metrolinx plan to use diesel engines will
create a significant increase in toxic emissions, vibration and noise.
The current project aims to reduce the environmental impact of car traffic,
but previous attempts in Toronto and in other jurisdictions demonstrate
that new cars simply come on the road to fill in gaps as population grows.
In the meanwhile, the project concentrates dangerous emissions in a narrow
rail corridor that goes through densely populated urban areas. A good transit
project would eliminate – not just shift – the harmful effects
of pollution as much as possible for the benefit of the entire region.
CONCERNS REGARDING IMPACT ON HEALTH AND ENVIRONMENT
Why should I be concerned about Diesel?
Diesel contains particulate matter – the black, fine emissions we
see as soot. Particulate matter causes the smog we have in our communities
and which increases year over year.
More importantly, the fine particulate matter contains a number of chemicals that are damaging to human health and the environment, including mercury, cadmium, dioxins, and lead. This ‘chemical soup’ contains carcinogenic (cancer causing) toxins, kidney toxicant, neurotoxicants, respiratory toxicants, reproductive toxicants, immunotoxicants, and much more.
Diesel also contains Nitrous Oxide (NOx). NOx causes a wide variety of environmental impacts. NOx contributes to smog, acid rain and water quality deterioration, and is a greenhouse gas that contributes to climate change.
Is diesel linked to any negative health conditions?
The Canadian Medical Association and Toronto Public Health have recently
published reports that link diesel (as an air pollutant) to cardio-vascular
disease, respiratory disease and cancers.
The Environmental Protection Agency (US) links NOx to a variety of human health concerns, including effects on breathing and the respiratory system, damage to lung tissue, and premature death. People with lung diseases such as asthma and people who work or exercise outside are susceptible to adverse effects such as damage to lung tissue and reduction in lung function. Small particles penetrate deeply into sensitive parts of the lungs and can cause or worsen respiratory disease such as emphysema and bronchitis, and aggravate existing heart disease.
I know that people who have chronic conditions have problems with diesel
fumes, but I’m healthy and fit, why do I have to be concerned?
Although you are healthy, the particulate matter (the soot) and the oxides
of nitrogren (NOx) which are going into your body as a result of diesel
emissions put an additional burden on your body, particularly your liver
and your kidneys. Studies have shown that people exposed over long periods
to these chemicals are more likely to have cardio-vascular disease and
respiratory disease.
Should I be concerned about the impact of diesel fumes on my children?
Children are particularly vulnerable to air pollution and the Canadian
Medical Association has noted that it causes an irreversible reduction
in lung function. A recent Swedish study has shown that there is a link
between diesel fumes and brain function. Infants and young children are
particularly vulnerable because their brains are still developing.
Should I be concerned about the impact of diesel fumes on elderly people
or people with chronic illnesses?
Diesel fumes are particularly problematic for the elderly and those with
chronic illnesses. It is the elderly who tend to have cardio-vascular and
respiratory conditions, and it is those conditions that are exacerbated
by exposure to diesel fumes.
I keep hearing about different tiers or levels of diesel – what
are the different tiers and why are they used?
There are different levels or tiers of diesel. At the moment only levels
zero, one and two are in use. So if a train is using level 0 diesel it
is releasing the most particulate matter (PM) and oxides of nitrogren (NOx)
into the air. Level one has fewer pollutants, and so on.
I hear there is something called clean diesel. Is it different from regular
diesel and will Metrolinx be using it in the new trains?
The clean diesel that Metrolinx is referring to is the level four diesel,
which is 90% cleaner than other types, and with special filters it will
make a difference. Unfortunately it won’t be available until after
2015. There is currently no intention by Metrolinx to use Tier 4 Diesel.
In fact, the majority of the train traffic will be a combination of Tier
0, Tier 1 and Tier 2 diesels.
Couldn’t Metrolinx use biodiesel?
Bio-diesel does reduce emissions of particulate matter and reduces carbon
monoxide. Unfortunately, it increases NOx emissions.
I don’t live on the tracks – why should I be concerned?
People close to the tracks will be more affected because the concentration
of diesel fumes will be greatest there. However, diesel gives off fine
particulate matter and NOx, which can be transported by wind currents and
cause health impacts far from original sources.
Isn’t this reducing pollution caused by cars?
Claims that GO service eliminates pollution from cars are incorrect on
three counts. First, this volume of current car traffic doesn’t go
through Weston, the Junction, Parkdale or any other neighbourhoods along
the corridor. At best this is transferring pollution rather than eliminating
it.
Second, as we have seen in our own city as well as other places around the world, highways always fill with new demand, especially in regions like the GTA which have growing populations.
Finally, the diesel engines being used for the Air Rail Link have limited capacity and have fares designed to prevent overcrowding (potentially emitting up to 10 times more pollution than the cars they supposedly replace. The GO Transit engines (Tier 2 diesel) will only produce slightly less pollution than cars if the trains run full, but the proposal for all-day 15 minute service to Brampton, and half-hour service to Streetsville and Bradford, suggest many of those trains will be sparsely used.
How many people live along the corridor?
There are 65,000 individual residences within 300 meters of the rail corridor.
That is approximately 250,000 people within less than half a kilometer!
Within 2 km there are approximately 165 Toronto District School Board schools
and 80 Toronto Catholic District School Boards.
What is the expected disruption due to construction? What are the pile
drivers I am hearing about?
There will be dozens of temporary road closures and several permanent road
closures as Metrolinx works to make infrastructure changes that will accommodate
the tracks. These changes are a necessary and inevitable part of a major
infrastructure project.
However, in some cases, GO Transit is choosing
technology that is massively disruptive and damaging as a means to save
modest costs. GO currently uses diesel powered ‘pile drivers’ that
hit the ground with 200,000 pounds of force, producing 125 decibels (dB)
of noise at their impact point – 32
times the safe level (75 dB) and 16 times the level where hearing impairment
is generally acknowledged to start (85 dB). The vibrations are approximately
the equivalent of a 3.0 Richter Scale earthquake. In just their first construction
initiative, there are 2300 piles to install. Go transit can do 10/day if
the weather co-operates.
There are alternatives. A vibratory hammer uses 3 types of force – vibration,
which breaks up the soil (they can get the piles shaking at up to 1200
vibrations/minute), twisting force that helps screw the pile into the ground
and downward hydraulic jacking force that just presses the pile into the
much less resistant earth. The hammer runs off of a diesel motor, at a
sound pressure level of about 85 dB.
GO has elected to use the louder, more disruptive technology as a means to save money.
As a result, residents are reporting cracks in the foundations of their homes, damage to personal property, and mental stress. Children in nearby schools are occasionally forbidden from going outside for recess owing to the traumatic effects of the noise. People working form home and the elderly are struggling to complete their most basic daily tasks.
What is the expected disruption caused by the noise of increased diesel
train traffic?
Diesel trains produce a significant amount of noise, which disrupts the
quality of life for those situated close to the tracks. Barriers are proposed
to address the increase in noise but they are ineffective for people living
above them (e.g., mid and high rise overlooking the line). Also, engine
noise is low frequency and tends to go through barriers.
What is the expected disruption caused by the vibration of increased diesel
train traffic?
Diesel trains produce significant vibration as the rumble along the tracks,
shaking nearby structures and residences, while causing a general disruption
to those near the corridor.
How is this affecting the design and liveability of our neighbourhoods?
Unfortunately, Metrolinx is proposing changes to our urban fabric in a
way that serves the trains but negatively affects our communities. A sensible
infrastructure investment of this magnitude should balance the needs of
the proposed rail expansion with the needs of local communities. All it
takes is a bit more planning.
Proposed grade separations at Denison (Weston), Strachan (Liberty Village) and John (Weston) are causing unnecessary havoc and disconnecting residents from one and other. Alternatives are available.
How does this affect the West Toronto Cycling Path?
Metrolinx has committed to accommodating the Rail Path bicycle trail
from the Junction to Queen Street. However, it isn’t clear why cyclists
would risk breathing harmful diesel emissions throughout their journey,
or why the path could not be accommodated north to at least Weston.
CONCERNS REGARDING ACCESS AND AFFORDABILITY
What are the concerns about access to the infrastructure?
Currently, many of the neighbourhoods along the tracks will not have access
to the new infrastructure. These neighbourhoods are being asked to bear
the brunt of the social, environmental and health costs of the project,
despite the fact that they will not have stations built in their neighbourhoods.
Moreover, current fare projections are prohibitive for many residents and are not cost competitive to alternatives.
Will extra stations be built?
Metrolinx has no plans to build extra stations in the affected neighbourhoods
except for “Future Eglinton” and “Possible Future Woodbine” stations.
If you want to access the system, you will have to go to the existing Union,
Dundas West, or Weston Stations.
Where should extra stations be built?
Carleton Village and Liberty Village are both well suited to new train
stations which could serve significant local populations. The City of Toronto’s
official plan requires a stop at Liberty Village.
Won’t additional stops slow down the trains?
These trains would be even faster if they were electric. Metrolinx can
elect to do what dozens of cities around the world have done: create express
trains that go directly from end point to end point and commuter trains
that stop along the way.
CLEAN TRAIN COALITION
What is the Clean Train Coalition?
The Clean Train Coalition represents neighbourhoods along the rail corridor
who support public transit. We want to ensure that the Georgetown South
Service Expansion and Union-Pearson Rail Link are built once, and built
right.
What is the Clean Train Coalition Advocating for?
We’re advocating for electrified trains, the maintenance and enhancement
of communities along the corridor, and accessible and affordable transit
for everyone.
Specifically, we want the provincial government to immediately begin the
study of electrification, which is directly linked to addressing the other
concerns.
Doesn’t our province have a bold Green Agenda? How does this
project fit into the picture?
The province is prioritizing a green economy and focussing on green jobs,
green technologies and a reduction in harmful environmental toxins. This
current Metrolinx initiative is at odds with the province’s Green
Agenda.
We believe that the Province is seriously interested in growing Ontario’s green economy. That’s why we want to work with them to revise the plan to truly serve the Green Agenda and create the economic opportunities that our government has prioritized.
What are the costs of electrification?
The truth is that we don’t know. Metrolinx’ own Backgrounder
states that the cost is $5 Million per kilometre. There are 21 Kilometres
to the airport, and another 13 to Brampton. At those estimated costs this
would be a 20% budget increase.
It is true that electrification requires more upfront costs. But electrification
is cheaper to operate in the long-term. If we’re building a solution
that will last decades, shouldn’t we take a long-term view of the
project? And isn’t now, when funds are flowing for stimulus projects,
an ideal time to make this investment while stimulating a green economy?
And isn’t a slight increase in upfront costs worth the investment
in our environment and in the health of our citizens?
Moreover, Metrolinx indicates an intention to eventually electrify the
tracks. Why wouldn’t we begin the studies and planning now so we
can build it right the first time?
What can I do to have my concerns about the project known?
You can join us in the Clean Train Coalition; sign
up to receive email updates to stay informed on the issue. Tell your neighbours and friends
about the project and get them to sign up too. We’ll be sharing information
about how to have your voice heard. This is urgent as we have only a very
short time to act on this before final approval of the EA.
Clean transit is possible!
