Union Station Rail Corridor East

Transcription

1 Union Station Rail Corridor East Community Advisory Committee CAC Meeting #2: Overview of Track Expansion Plans March 6, 2018

2 PURPOSE OF CAC MEETING #2 Future service requirements Infrastructure needed for future service plan Reasoning for new tracks All new infrastructure being proposed Safety Next steps 2

3 Train Service & Proposed Expansion 3

4 GROWING POPULATION By 2041, it s estimated that more than nine million residents will call this region home Increase of almost 30% As per Union Station 2031 Demands and Opportunities Study (2012): Trend that the majority of passengers are destined for Union Station Daily passenger boardings at Union Station are expected to double in the next 20+ years 4

5 GO TRANSIT EXPANSION We are transforming GO Rail from primarily a 9-to-5 commuter service to a comprehensive regional rapid transit option Four times the number of trips outside of weekday rush-hour periods, including evenings and weekends Twice the number of trips during weekday rush-hour periods Accompanied by electrification, new fleet and new train control technologies Driven by a commitment of over $13.5 billion from the federal and provincial governments to expand infrastructure to support more service (GO Regional Express Rail Program) 5

6 RER / SMART TRACK TRAIN VOLUMES 6

7 CUSTOMER AND SAFETY CHARTER 7

8 HOW DO TRAINS MOVE? Signals Control the flow of train traffic Between two signals = a block 1 train can occupy a block at any given time Switches Connects two tracks to allow a train from one track to another track If a train is standing on a switch or still in a signal block the previous route will be locked 8

9 HOW DO TRAINS MOVE? Changing directions on a track As per the Railway Safety Act, when a train crew changes ends, they must perform a brake test from the new controlling (engine or cab car) end. This involves a crew member to be at both ends of the train to visually confirm proper brake application on the train. Typically it takes10 min for a train to change direction Current GO Train 12 -car consists are approximately 332 m in length 9

10 WHERE NEW TRACK WILL BE LOCATED LOWER JARVIS STREET TO LOWER SHERBOURNE STREET Track E0 to the north; existing track to be extended to the east Tracks E7 & E8 to the south Bridge Extensions to accommodate the new track infrastructure N Lower Jarvis St. Lower Sherbourne St. Bridge Extension Track E7/E8 Track E0 Bridge Extension 10

11 WHERE NEW TRACKS WILL BE LOCATED LOWER SHERBOURNE STREET TO DON RIVER Lower Sherbourne St. Parliament St N Bridge Extension Track E7/E8 Bridge Extension Track E0 N Cherry St. Bridge Extension Property Acquisition Track E0 Future Wilson Yard Tracks 11

12 TRACK E0 IN VICINITY OF CORKTOWN COMMON To avoid impacts to the Flood Protection Landform (FPL), the Track E0 switch has been relocated to outside the Corktown Common area As a result of this change, extending the Lower Don River Trail Pedestrian Underpass (Bala Underpass) and other associated improvements in the Corktown Common area are no longer part of this Project Approximate area of start of E0 and new switch 12

13 HOW TRACKS E0, E7 AND E8 WORK TO SUPPORT RER/SMARTTRACK Union Station 13

14 RATIONALE FOR TRACK E0 The Government of Ontario made a commitment in 2014 to implement Regional Express Rail (RER). The need for extension of Track E0 has been identified to accommodate GO RER service levels. Track E0 is crucial to building a sufficient number of conflict free train routes that can accommodate the projected train volumes around the eastern approach to Union Station, which is a requirement for GO RER and SmartTrack to function at the precision needed to operate a high frequency railway. INSERT FOOTER 14

15 RATIONALE FOR TRACK E0 Track E0 will provide one new direct route into Union Station. Track E0 will allow for rail service from Tracks 1, 2 and 3 to run straight out and into Union Station with the minimum use of switches and will increase capacity on the existing tracks. During peak service, Barrie Corridor trains that come from the west need to move through Union Station and turnaround in the eastern side of the USRC to head westbound. This turnaround is planned to occur on the existing Tracks E1 and E2 which necessitates the use of Track E0 for Richmond Hill trains to avoid major conflicts and delays on the eastern approach to Union Station. Without the construction of Track E0, the east approach to the USRC becomes significantly more congested and much more sensitive to any service disruptions. INSERT FOOTER 15

16 IMPACT IF TRACKS E0, E7 AND E8 ARE NOT BUILT If Track E0 is not built, potential impacts are as follows: Increase in conflicts/delays which can mean more idling Reduce the potential throughput capacity of Union Station which is required to accommodate RER/SmartTrack service levels Barrie Corridor trains do not have space to turn around Limits the operational recovery in the event of an emergency Preclude two-way all day service on the Richmond Hill corridor Tracks E7 and E8 are expected to handle the majority of the Eastbound Lakeshore and VIA trains and all equipment movements to/from Don Yard Without Tracks E7 and E8, the RER service goals to increase capacity and operational flexibility will not be achieved Tracks E7 and E8 will support trains to Wilson Yard 16

17 CAN YOU PUT TRACK E0 ON THE SOUTH SIDE? Property limits: There is space on the north side for the Track E0 extension Building tracks E7 and E8 will require bridge extensions to accommodate new tracks within Metrolinx property Further extension to the south would conflict with Lake Shore Boulevard and the Gardiner Expressway, as well as the existing train layover 17

18 CAN YOU PUT TRACK E0 ON THE SOUTH SIDE? Track alignment: 13 tracks run through Union Station, and there are 12 platforms Tracks through Union Station are on columns and cannot be relocated Tracks in the USRC need to be aligned to platforms on the west side and all the bridge on the east side This eliminates the option of track shifting 18

19 Underpasses and Improved Connectivity 19

20 UNDERPASSES AND IMPROVED CONNECTIVITY COMMITMENT Metrolinx will continue to work with the City of Toronto and Waterfront Toronto to study, evaluate and prioritize potential future new connection(s) under the rail corridor. The connection(s) will take the form of new teamway structures, with considerations to: 1. Minimize or avoid impact on the existing bridge structures; 2. Minimize impact on adjacent property, and 3. Ensure appropriate integration with City right of ways can be achieved. New Teamways New teamways will adhere to requirements consistent with the City's complete streets guidelines, CPTED principles, and consider other guiding policy. Where adjacent to an existing underpass/bridge abutment, maximization of daylight penetration between the existing underpass and the new teamway will be encouraged. Public Art A funded Public Art Plan will be developed as an essential component of the detailed design process. Metrolinx in collaboration with the City of Toronto and Waterfront Toronto will identify appropriate locations to integrate public art. UNION STATION RAIL CORRIDOR EAST ENHANCEMENTS PROJECT 20

21 PRECEDENT: PEDESTRIAN AND CYCLE TEAMWAY 21

22 Bridge Extensions 22

23 DESIGN BRIEF FOR PUBLIC REALM ENHANCEMENTS The public ream enhancement process began with a Design Brief prepared by Metrolinx to provide guidance to the consultants as they started their work. The design will be developed with input from Community Stakeholders, the City of Toronto, and Waterfront Toronto 23

24 BRIDGE AND UNDERPASS - TERMINOLOGY 24

25 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: LOWER JARVIS STREET Extension to the south to accommodate Tracks E7 and E8 New wing walls Abutments in alignment View from Southeast 25

26 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: LOWER SHERBOURNE STREET Extension to the north and south to accommodate Tracks E0, E7 and E8 New wing walls Abutments in alignment View from Southeast View from Northwest 26

27 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: LOWER SHERBOURNE STREET INITIAL DRAFT RENDERING 27

28 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: PARLIAMENT STREET Extension to the north to accommodate Track E0 New wing walls will tie into Track E0 retaining walls Abutments in alignment Existing structure - North side 28

29 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: PARLIAMENT STREET INITIAL DRAFT RENDERING 29

30 BRIDGE WORKS NEEDED TO SUPPORT NEW TRACKS: CHERRY STREET Extension to the north to accommodate Track E0 New wing walls will tie into Track E0 retaining walls Cherry Street Tower to be relocated Abutments in alignment Cherry Street Tower North of structure looking southwest North of structure looking east 30

31 Retaining Walls 31

32 RETAINING WALLS NEEDED: LOWER JARVIS STREET TO LOWER SHERBOURNE STREET CATHEDRAL COURT Architectural retaining wall going through design excellence process Architectural retaining wall only required at bridge extensions along this stretch A sloped embankment will be constructed and landscaped with native shrubs and grasses 32

33 RETAINING WALLS NEEDED: LOWER SHERBOURNE STREET TO PARLIAMENT STREET CAROLINE CO-OP Architectural retaining wall going through design excellence process Architectural Retaining Wall 33

34 RETAINING WALLS NEEDED: PARLIAMENT STREET TO CHERRY STREET North of Rail Corridor Architectural retaining wall going through design excellence process Retaining wall with the possibility of crash wall by developer of 31R (Cityscape Development) Metrolinx is in discussion with the developer South of Rail Corridor (not on map) Retaining wall part of the Don Yard Expansion project 34

35 RETAINING WALLS NEEDED: CHERRY STREET TO THE EASTERN END OF STUDY AREA Block 20 basic retaining wall pending developer design concept Block 9 (TDSB lands) - future school, planning for future crash wall Block 32 - architectural retaining wall going through design excellence process 35

36 RETAINING WALLS NEEDED INITIAL DRAFT RENDERING 36

37 THE NEXT PHASE OF THE PUBLIC REALM DESIGN An early concept was to apply a kit-of-part approach to the various public realm amenities. 37

38 RETAINING WALLS NEEDED DRAFT PROFILE Plantings grow over time: we need to find a solution that addresses community concerns along Tom Longboat Lane and along the south side of Cathedral Court Co-op. 38

39 LANDSCAPING STRATEGY 39

40 Cherry St. Tower 40

41 CHERRY STREET TOWER Provincially Significant Heritage property (10/06) Requires removal and relocation to allow construction of Track E0 Heritage Impact Assessment and Minister s Consent is required for removal and relocation as part of the Transit Project Assessment Process for the USRC East Enhancements Project UNION STATION RAIL CORRIDOR EAST ENHANCEMENTS PROJECT 41

42 TOWER RELOCATION TO INFRASTRUCTURE ONTARIO LANDS Metrolinx is working with the City of Toronto, Waterfront Toronto and other regulators and landowners to determine the location of the tower Preferred area for relocation Source: West Don Lands Precinct Plan UNION STATION RAIL CORRIDOR EAST ENHANCEMENTS PROJECT 42

43 CHERRY STREET TOWER: DRAFT PROFILE UNION STATION RAIL CORRIDOR EAST ENHANCEMENTS PROJECT 43

44 REUSE OF CHERRY STREET TOWER AT ITS NEW LOCATION Potential public access, on a limited basis during Doors Open Outpost for Metrolinx Operations Staff The Tower is also one of the few buildings along the corridor that can accommodate ongoing use by Metrolinx Operations staff as a refuge and a facility for staff activities such as eating lunch, showering and changing clothes UNION STATION RAIL CORRIDOR EAST ENHANCEMENTS PROJECT 44

45 Rail Safety 45

46 RAILWAY SAFETY AT METROLINX Railway safety at Metrolinx is under the purview of Transport Canada and it s Railway Safety Act. In addition to this act and other safety legislation, Metrolinx follows and complies with various rules, regulations and standards, all of which, ensure the safety of our operations. In addition to our own internal audit system, we are audited regularly by safety regulators, including our Safety Management System framework. 46

47 NEXT STEPS CAC#3: March 27 th 2018 Mitigation options and public realm Receptor Based Noise and Vibration Assessment: Scheduled for March 10/11, 2018 Due to mechanical issues with Stabilizer and Spiker, these two simulations will be measured separately (date to be determined) Potential Track Safety discussion Structural analysis: Developing a scope of work 47

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49 CRASH WALLS Also known as deflection walls or containment walls Designed to absorb the impacts of a possible derailment and provide physical protection for adjacent properties Typically built in spatially constrained urban sites when developers want to maximize new development space and not build infrastructure with a 30 metre setback MX can control its train operations and implement safety measures, but cannot control adjacent property use GO Transit Adjacent Development Guidelines defines setbacks/crash walls, and establishes requirements for new development INSERT FOOTER 49

50 JORDAN RAILS Also known as Guard Rails or check rails Help keep trains on the rail corridor in the event of a derailment, avoiding damage to rail infrastructure and adjacent property The GO Transit Track Standards specify where Jordan rails are required All bridges over major roadways (two lane paved highway or greater) Commercially navigable waterways All bridges longer than 100 ft. Tunnels INSERT FOOTER 50

51 TRACK CLASSIFICATION Transport Canada standard for maximum train speeds given the condition of the track The higher the classification the more frequent the track inspections and more stringent the track design Less tolerance for deviations from design parameters or any track defects Over track that meets all of the TC requirements The maximum allowable operating speed for freight trains (mph) The maximum allowable operating speed for passenger trains (mph) Class 1 track Class 2 track Class 3 track Class 4 track Class 5 track 80 95* INSERT FOOTER 51