ashbridges bay light rail vehicle (lrv) maintenance and ... · ashbridges bay light rail vehicle...

Ashbridges Bay Light Rail Vehicle (LRV) Maintenance and Storage Facility – Transit Project Assessment – Environmental Project Report

6

2. Project Description

2.1 Background

2.1.1 Program of Requirements and Conceptual Design

The Program of Requirements and Conceptual Design study for all of TTC‟s new LRV maintenance and storage

facilities has been completed by AECOM which identifies the needs for the maintenance and storage facility, and

expands on TTC‟s Streetcar Maintenance and Repair Facilities Master Plan.

The new low floor LRV maintenance and storage facility will be designed and outfitted to perform all levels of LRV

maintenance except for:

mid-life vehicle overhauls

component repairs and overhauls

The major design objectives for the Ashbridges Bay LRV maintenance and storage facility are to:

Provide direct vehicle access to all servicing and maintenance facilities on site;

Minimize any reverse or conflicting train movements. Ideally, a storage yard with both front end and back

end loops should be provided;

Effectively separate the movements of steel wheel and rubber tire vehicles on site;

Provide facilities to efficiently perform required yard activities; and

Minimize travel distances for train operators and maintenance personnel around the yard.

2.2 Site Selection

An extensive property search for potential sites of the proposed maintenance and storage facility was initiated in

February 2009 and was guided by the following requirements:

22 acres of property is required to accommodate the site;

The potential site must be located in close proximity to the existing streetcar network;

The potential site should minimize the need to relocate existing business and their facilities; and

The potential site should minimize / avoid crossing of existing rail road tracks.

Fourteen sites, extending from Mimico to Ashbridges Bay were assessed as potential locations to accommodate the

maintenance and storage facility (see Figure 2-1)

Of the fourteen sites screened, six of these sites met the minimum property requirements established for the

maintenance and storage facility. The six sites included:

1. Ashbridges Bay – the 22-acre site is located on the southeast corner of Leslie Street and Lake Shore

Boulevard East adjacent to the Ashbridges Bay Water Treatment Plant, the City of Toronto Works

Yard and other industrial / commercial land uses. The site was originally owned by the Toronto Port

Authority with a long-term lease to the City. The site has since been purchased by the City of Toronto.

2. Eastern Avenue – the 22-acre site is located on the south side of Eastern Avenue between Pape

Avenue and Larchmount Avenue in the Toronto Film District. The site is comprised of three separate

privately-owned properties: one, a car dealership at 601 Eastern Avenue; two, a former Toronto Film

Studio building at 629 Eastern Avenue which would require demolition; and three, vacant land at 633

Eastern Avenue. The site is located immediately adjacent to two active film studios and a residential

neighbourhood to the north.

3. Unwin Avenue (Lots 447-449, 451) – the nearly 23-acre site is comprised of four properties owned

by the Toronto Economic Development Corporation – now known as the Toronto Port Lands

Company. The site is located adjacent to other industrial uses and was once used to stage granular

material.

4. Cascade Site – this 25-acre site is located on the south side of Commissioners Street at Basin Street,

comprising private land owned by the Toronto Port Lands Company. There are active businesses on

the site which would require relocation, as well as an abandoned cardboard box factory. Industrial

land uses and an active film studio are adjacent to the site.

5. Concrete Plant – this 25-acre site is located at the southwest corner of Leslie Street and

Commissioners Street. The site includes an active concrete batch plant which would require

relocation. The plant currently has a long-term lease with the Toronto Port Lands Company.

6. Old Hearn Generating Plant – this 32-acre site is located on Unwin Avenue west of Leslie Street.

The plant, owned by the Ontario Power Generation, would require demolition of the building.

The six sites and their relative locations are illustrated in Figure 2-2.

Further screening of the six properties was based on the following criteria:

Property characteristics: current use, availability, east of acquisition and size of property.

Community considerations: adjacent land uses including, residential communities, businesses and

industries.

Operational issues: operational impediments (i.e., rail track crossings), distance to be travelled by LRVs

from potential site to existing streetcar routes.

Schedule / timing: potential for site to be developed and in service by the end of 20128.

Costs.

The evaluation criteria table for the site selection process is enclosed in Appendix A.

Three sites were identified as those that could meet the project requirements and scheduled completion date of 2012.

Two of those sites – Eastern Avenue and Ashbridges Bay – were identified as being able to meet the operational

requirements.

TTC hosted three pre-consultation public open house meetings on June 16, 17 and 18, 2009 to engage residents about

the site options. During the events, a series of 37 display panels was presented, identifying the rationale for the project,

requirements of the new facility, the fourteen sites that were investigated, screening criteria, an assessment of the six

sites based on the screening criteria and the selection of the three sites with the highest potential. In total, 184 people

„signed in‟ to the public meetings. TTC received nearly 140 public comments.

8. At the time the site selection analysis was undertaken, TTC identified a target date of 2012 to complete the facility. TTC is now targeting a 2013 date for facility completion.


7

Figure 2-1 LRV Maintenance and Storage Facility Property Search


8

Figure 2-2 LRV Maintenance and Storage Facility Site Selection

In completing the evaluation of the three remaining sites, the Unwin site was considered too costly because of

additional expenses attributed to extra connection tracks, the need to construct a new bridge on Unwin Avenue (to

replace the one lane bridge the City had just installed one year earlier), and additional operational (deadhead) costs for

the additional one kilometre of track between Commissioners Street and the Unwin site. TTC also raised concerns that

the tracks leading to the Unwin site would cross existing Class 1 railway tracks multiple times. The Eastern Avenue

option was excluded from consideration because the maintenance and storage facility would be located immediately

adjacent to a residential community. Additionally, the cost to construct the facility on the Eastern Avenue site would be

higher than the Ashbridges Bay site. Strong public opposition to the Eastern Avenue site was raised at each of the

three public open house meetings. Conversely, a majority of the input received showed equal support for the

Ashbridges Bay and Unwin sites.

As a result, TTC identified the Ashbridges Bay as the technically preferred site. The recommended site is located at the

southeast corner of Leslie Street and Lake Shore Boulevard East immediately north of the Ashbridges Bay Wastewater

Treatment Facility. The site was selected as the technically preferred site due to the following key advantages:

The site is located within close proximity (0.8 kilometres) from the existing Queen Street East streetcar

tracks minimizing non-revenue deadhead operating costs;

It is the most cost effective site relative to capital and operational costs;

It meets the minimum requirements for property size; and

The construction of the facility will not result in the displacement of residences and/or businesses.

On December 1, 2009, City Council approved a settlement with the Toronto Port Authority that would transfer

ownership of the required property to the City for the TTC. At its meeting of December 16, 2009, the Toronto Transit

Commission approved location of the LRV maintenance and storage facility at the Ashbridges Bay site.

In May 2010, Toronto‟s Public Works and Infrastructure Committee requested TTC to re-examine the Uniliver site which

was initially included in the original 14 sites investigated (see Figure 2-1). At the time of the initial property search in

2009, only 11 acres of the entire 28-acre site was available as part of a sub-lease for a 14-year period. In addition,

there was a labour dispute over manufacturing operations on the remaining portion of the site. As a result of the

insufficient amount of land available (11 acres), uncertainty surrounding the lease and potential time constraints, the

Unilever site was not carried forward for further consideration.

In 2010, the 28 acre site was re-examined as it was available for reconsideration. Upon further examination, it was

determined that the building and the site would require significant environmental clean-up to make the site suitable for

construction. It was determined that the existing buildings on the site would have to be demolished to accommodate

the required maintenance building and storage tracks. The requirements of property acquisition for this site, the need

for demolition of existing structures and anticipated on-site environmental clean-up would delay the completion of the

project by three years. As a result, TTC did not recommend this location for the maintenance and storage facility

because of the significant restrictions described above. The Toronto Transit Commission approved this

recommendation on June 2, 2010 and forwarded it to City Council. This recommendation was subsequently approved

by City Council on June 8, 2010.

On June 9, 2010, the City of Toronto Council approved the use of Ashbridges Bay Site for locating the LRV

maintenance and storage facility. The City of Toronto currently owns the land at the Ashbridges Bay site.


9

2.3 Site Layout

2.3.1 Site Layout Elements

The proposed site of the Ashbridges Bay maintenance and storage facility will provide daily maintenance, repair,

painting, and other service functions for the new LRV fleet. The facility will maintain 204 LRVs and store up to

100 LRVs when the new vehicles are not in service. The majority of the LRVs will be put into service early in the

morning ( 85 over a one to one and a half hour period), a small number will return or depart during the day as related

to peak and off peak service ( 10 in and out per hour), and higher numbers ( 40 in per hour) will return during the

evening as the service terminates.

The Preferred Site Layout and its various elements are illustrated in Figure 2-3.

More specifically, the proposed design features:

The Main Facility ........................................................... 22,642 m2

Ground Floor .............................................................17,441 m2

Second floor: administration ........................................ 2,142 m2

Second floor: maintenance platforms ......................... 3,041 m2

An Electrical Substation Building .................................... 700 m2

The maintenance and storage facility will be a state of the art complex. The building will be architecturally pleasing as well as

designed to the Toronto Green Development Standards. Portions of the main carhouse will include a vegetative green roof.

The area surrounding the site will be designed as part of a Landscape Design Competition facilitated by the City and TTC.

The shop portion of the facility is proposed to be one storey (with internal maintenance platforms and catwalks) and

average 13.5 metres in height, while the office portion of the maintenance facility is to be two storeys and 9.2 metres

high. The maintenance building is generally oriented in an east-west direction. The proposed uses of the building and

property are described below.

2.3.2 Servicing and Maintenance Activities

Various servicing and maintenance activities, scheduled inspections and unscheduled repairs will be performed on the

new low floor LRVs at the proposed Ashbridges Bay maintenance and storage facility.

The following services will be performed at the new facility:

Daily Inspection

Each new LRV will receive a daily inspection by the Rail Cars and Shops Department to ensure that the

vehicle is fit for the next day‟s revenue service. These visual and functional checks of the unit interior and

exterior focus on high-wear and safety critical items such as wheels, brakes, doors, operator controls and

communication systems. The ability to completely walk around the car is required for this inspection. The

estimated inspection time is 15 to 20 minutes per car.

Daily Sweep and Dust

Vehicle interiors are cleaned every day by the carhouse operators in accordance with TTC‟s published

maintenance procedures. This activity involves removing all newspapers and loose debris, sweeping car

floors, and dusting operator consoles and other specified surfaces. This activity can be performed on the

yard storage tracks or inside the building on a dedicated LRV servicing track. The estimated interior

cleaning time is 15 to 20 minutes per car.

Sand Replenishment

TTC‟s vehicle operators currently check the sandboxes as part of their operational check and refill the

boxes by hand on an as-needed basis. The existing sandboxes are accessed from inside the car, as they

are located beneath the passenger seats. The sandboxes on the new LRVs will be accessible via ports

located outside the car. The fully pneumatic sanding system envisioned for the new shops consists of a

bulk storage tower with multiple dispensers provided at each LRV servicing position along the length of the

car or service track. This operation can take between three and ten minutes to complete per car depending

on the number of boxes to be refilled.

Exterior Washing

TTC currently washes its streetcars every 7 to 10 days in accordance with its established maintenance

procedures. TTC expects the new LRVs to be washed with the same frequency (i.e., every 7 to 10 days).

Fare Extraction

Streetcar operators currently remove cash vaults from the vehicles after revenue service and hand-carry

them to the reporting clerk in the wicket inside the building where they are processed and held for pickup

by the Revenue Operations Department. TTC is in the process of evaluating revenue collection

alternatives for the future downtown and Transit City lines, including proof-of-payment options. Once the

future revenue collection schemes are finalized, the new shops will be designed with the facilities and

equipment necessary to accommodate any required on-site fare extraction operations. TTC does not

expect the current process of manually removing cash vaults from the vehicle to continue in the future.

Floor Wash

Streetcar floors are currently washed inside the carhouses on an as-needed basis, but usually every 11 to

17 days. Floor washing is performed on a dedicated wash track by carhouse operators using mops,

buckets and approved cleansers. The cleaning crews generally complete five cars in one eight-hour shift.

The practice of floor washing is expected to continue on the new LRVs.

Car Interior Cleaning

The new LRVs will be scheduled for a more thorough interior cleaning than the daily sweep and dust every

two months and a comprehensive car cleaning every 12 months. These cleaning activities will involve a

thorough cleaning of floors, headliners, sideliners, ceilings, seat backs, seat cushions and windows. The

specific activities scheduled for each interval will be determined by TTC and incorporated into its

maintenance procedures. TTC estimates that the two-month cleaning can be performed in approximately

four hours. The 12-month cleaning is expected to take between six-to-eight hours to complete. These

cleaning events will generally be performed upon completion of the 2-month and 12-month scheduled

inspections.

Undercar Cleaning

Major undercar components such as trucks, traction motors, gear units and braking equipment will be

steam-cleaned prior to scheduled periodic inspection. This function will be completed over a service pit

inside the building. A steam cleaner/pressure washer with multiple outlets along the pit will be used for

most cleaning operations. Compressed air will be available in the pit for supplemental cleaning of

electrical/control boxes, and other undercar components.

Compressed Air Blow-Down

Compressed air cleaning of traction motors and selected roof-mounted components will be most likely be

required for the new low floor vehicles. Consequently, the undercar cleaning bay will be outfitted to

facilitate compressed air blowdown operations. Compressed air outlets will be provided along the length of

the undercar cleaning pit as well as along the roof level access platforms. A ventilation/dust collection

system will be provided to capture and control any blown dust generated during cleaning operations.


10

Figure 2-3 Preferred Site Layout


11

The following inspections and repairs will be performed at the new facility:

Carbon Inspections

Once every three days, streetcars with trolley poles are required to undergo a pole/rope/bronze

shoe/carbon and harp assembly inspection. Worn or defective components are replaced at that time. It is

expected that this practice will continue on the new downtown LRVs, and that a similar inspection event will

be initiated for the Transit City pantograph carbons. This activity is currently performed on the yard storage

tracks, but may be more effectively performed via rooftop platforms inside a building.

Scheduled Inspections

Preventive maintenance inspections and scheduled component replacements will be performed on the new

LRVs to ensure the operational reliability of the cars and to minimize in-service failures and unscheduled

repair work. The new LRVs will initially be inspected at the same intervals as the existing streetcar fleet

until experiential data suggests that other intervals are more appropriate:

Interval Shop Time

1-month 1 shift

2-month 1 shift

6-month 1 shift

12-month 2 shifts

Activities scheduled for completion every two or three years will be performed while the car is in the shop

for one of the above intervals.

Life Cycle Maintenance

It is expected that TTC will employ a life-cycle based component replacement strategy as part of its

preventive maintenance program for the new vehicles. For shop planning purposes, it is assumed that

most of the major components scheduled for replacement will be removed on a 5-year cycle (i.e., trucks,

traction motors, running gear, HVAC units and air compressors) during a separate life cycle maintenance

event.

Corrective Maintenance/Running Repairs

Running repairs are defined as minor unscheduled maintenance operations which generally can be

completed in one eight-hour work shift with the average repair taking about four hours. Running repairs are

a result of defects found during the scheduled inspections or problems developed while in revenue service.

The repair work is typically performed directly on the vehicle and can involve any of the major car

components or systems. For shop planning purposes, it is assumed that the new vehicles will experience

the same level of unscheduled repair work as the existing streetcars: 40 unscheduled events per car per

year. Most of these repairs are expected to be performed inside the carhouse; however, certain minor

activities such as light bulb replacement can be performed on the vehicles in the storage yard, depending

upon resource availability and carhouse occupancy.

Component Changeouts

In order to maximize the service availability of each LRV, each new maintenance and storage facility will be

designed to perform major component exchanges. Defective components, or those scheduled for

replacement, will be removed from the vehicle and replaced with new or remanufactured components. The

removed/defective components will then be sent to a TTC-designated location for required repair work or

overhaul.

Body Repairs

Body repairs expected to be performed at each maintenance and storage facility include minor collision

repairs, panel replacements, door and window replacements, operator seat replacements and brake frame

changeouts. Each vehicle is expected to visit a shop three times a year for minor body repairs based on

TTC‟s current repair rates. One of these three annual body repair events is the result of a collision. While

it is understood that the new Transit City vehicles may not experience the same high accident rates as the

downtown fleet, future repair bay requirements were calculated using three body shop occurrences per

year for each vehicle to assure that adequate capacity is provided within each shop. Minor collision repairs

are expected to take about three work shifts to complete. Panel replacements, seat replacements and other

body repair activities can usually be completed in one shift. These estimates are consistent with current

repair rates experienced at Russell and Roncesvalles.

Vehicle Repainting

TTC needs the capability to repaint the new low floor cars at several of its new maintenance and storage

facilities. Touch-up painting is anticipated for approximately one-half of all vehicles which undergo body or

collision repairs. Complete vehicle repainting is expected to be a scheduled event under the new LRVs

appearance program. The anticipated vehicle repainting cycle is every six years. TTC estimates that all

paint prep and spray painting activities for touch-up jobs can be completed in one eight-hour shift.

Complete vehicle repaints will require approximately three full shifts to complete. Paint prep activities will

either be performed in an open body shop bay or inside the spray paint booth, depending on the final

operating plan for the shop.

Wheel Truing

An in-ground wheel truing machine corrects wheel defects such as worn flanges, cracks, or flat spots by

restoring the wheel profile to specified dimensions. TTC has indicated that LRV wheels will be trued every

nine months as part of its preventive maintenance program on the Transit City cars. TTC expects to true

the new downtown vehicles more frequently, approximately every six months, due to the tighter horizontal

curves on the existing streetcar lines. TTC also expects nearly 10% of its LRV fleet will require an

unscheduled wheel truing event each year. For shop planning purposes, it is assumed that each new

LFLRV can have all three trucks reconditioned in one eight-hour shift using a tandem wheel truing

machine. A standard machine will require 1½ shifts to true all three LRV trucks. These estimates include

required axle prep work.

Special Work Instructions

TTC occasionally authorizes Special Work Instructions (SWI) or programmed modifications for a specific

fleet of vehicles to address engineering, safety or performance issues. TTC estimates that each new LRV

will experience between two-to-four such upgrades or retrofits each year, and that each upgrade requiring

shop space can be completed in two shifts.

Brake Performance Rate Test

This annual event will be performed on a dedicated test track outside the main shop building.

Graffiti Removal

This activity can be performed on the yard storage tracks or inside the shop depending on the extent of

damage and the availability of shop space.

It should be recognized that there will be no operational effluent from the maintenance and storage facility connected to

the stormwater system. Operational effluent will be treated before entering the building sanitary system with specialty

interceptors as follows:

Water from undercar wash bay/pit will be checked and treated to acceptable PH level if required by using a

neutralizer tank

Wheel truing, car cleaning, body work and sanding pits will be provided with sediment/sand and oil

interceptors/separators as needed

Only „clean‟ sanitary will be discharged from the building. Flammable Fluids from storage and battery rooms will be

captured and will not be connected to the sanitary system.


12

2.3.3 Parking

Parking stalls were sized according to the City‟s parking standards by-law (Section 4(17)), which include the following:

Length ............ 5.6 metres

Width .............. 2.6 metres

Drive Aisle ........ 6 metres

Preliminary calculations indicate the need for nearly 210 parking spaces. As the maintenance and storage facility is

considered a public service use, parking requirements per the zoning by-law are not applicable.

2.3.4 Stormwater Management Wet Pond

A wet pond will be located within the site as the principle stormwater best management practice to achieve the City‟s

stormwater quality requirements. The wet pond is sized to achieve 80% annual average Total Suspended Solids (TSS)

removal (MOE Enhanced water quality). The total drainage area is 8.56 hectares and 79% impervious. Wet pond

volumes for Water Quality are listed in Table 2-1. Additional stormwater management measures incorporated within the

site is discussed in Section 4.1.3.2.

Table 2-1 Study Area Wet Pond Volumes

Wet Pond Component MOE Criteria Volume (m3)

Permanent Pool 186.8 m3/ha 1564.6

Active Storage 40 m3/ha 342.6

Total 1907.2

2.3.5 General Site Access and Circulation

Site access will be restricted to the existing signalized intersection at Leslie Street and Commissioners Street in an

effort to limit conflicts with the Martin Goodman Trail. LRVs and vehicles will access the site through the existing

driveway into the Ashbridges Bay Sewage Treatment Plant and neighbouring City works yard.

Employees will access the parking area along a dedicated road south of the carhouse. This access route does not

cross the LRV tracks. A tree-covered walkway immediately north of the parking area will provide a protected pedestrian

access route to a designated crosswalk, crossing the LRV tracks and service road, to the main building entry.

Service vehicles are required to cross the LRV tracks to access the service road immediately south of the carhouse.

The service road will provide access to the materials and procurement loading area, the carhouse unloading area the

drop-off track, the substation building, the outdoor storage area, and the perimeter of the storage yard.

LRV operators will access the vehicles from the operators waiting and assembly room at the west end of the carhouse

building. Marked paths throughout the storage yard will define the access routes for the operators and maintenance

personnel accessing the yard.

2.4 Connecting Tracks Route Options

As a result of the pre-consultation meeting held on February 18, 2010 - and at the request of local residents - TTC

agreed to examine several potential routes that will connect the Ashbridges Bay LRV maintenance and storage facility

to the existing streetcar service (see Figure 2-4). Several of the options were identified by residents who attended the

pre-consultation meeting. Others were developed by TTC. A total of nine connecting track route options and two sub-

options were evaluated through a detailed screening process in order to determine the most feasible route. A summary

of the screening results and analysis are detailed in Sections 2.4.1 to 2.4.10.

2.4.1 Evaluation/Screening Methodology

The nine connecting track route options were evaluated based on the following factor areas and criteria:

Access, Parking and Property Effects

Number of access points traversed (i.e., driveways, parking lots, etc.)

Number of single family dwelling units adjacent to the route

Number of multi-family dwelling units adjacent to the route

Dwellings located at north corner of Queen Street

Potential effects on property and/or parking

Noise

Number of LRV turns required from yard to Queen Street

Length of connecting track route

Pedestrian

Location of existing pedestrian crossings (excluding trails)

Cycling

Number of new crossings of recreational trails ( i.e., potential effect on the Martin Goodman Trail,

other trails)

Land Use / Planning

Existing land use designation

Recent or approved development applications

Consistency with the City of Toronto Official Plan

Potential corridor for revenue service

Transit Operations

Estimated travel time between the Ashbridges Bay maintenance and storage facility and existing

streetcar service

Potential operational challenges for accommodation of connection tracks (i.e., configuration at

roadway and/or intersections)

Number of signalized intersections traversed

Number of LRV turns required

Ability to construct connecting tracks by 2013

Traffic Operations

Route length (kilometres)

Existing roadway width(s)

Right-of-way width(s)

Number of travel lanes on roadway

Roadway(s) classification

Existing traffic volumes (24 hour two-way traffic volumes)

Existing on street parking (times and restrictions)

Social, Cultural and Ecological Factors

Community facilities adjacent to the route

Number of cultural and heritage features adjacent to the route (identified in the City of Toronto‟s

Inventory of Heritage Properties)

Sensitive environmental features adjacent to the road

Economic/Financial Factors

Capital costs

Operation and maintenance costs

The evaluation criteria tables for the connecting tracks route options are identified in Appendix B.


13

Figure 2-4 Connecting Track Route Options


14

2.4.2 Connecting Tracks Route Options

The nine connecting tracks route alternatives considered in this evaluation are shown on Figure 2-4 and are further

described below.

2.4.2.1 Coxwell Avenue / Lake Shore Boulevard East / Leslie Street

The Coxwell Avenue/ Lake Shore Boulevard East route extends 1.9 kilometres from Queen Street East south to Lake

Shore Boulevard East along Coxwell Avenue, west to Leslie Street and south to Commissioners Street where the route

connects to the proposed Ashbridges Bay maintenance and storage facility site.

2.4.2.2 Connaught Avenue / Eastern Avenue / Leslie Street

The Connaught Avenue / Eastern Avenue / Leslie Street route extends 1.5 kilometres from Queen Street East south to

Eastern Avenue, west to Leslie Street and south to Commissioners Street where the route connects to the proposed

Ashbridges Bay maintenance and storage facility site.

2.4.2.3 Connaught Avenue / Eastern Avenue / Woodfield Road/ Lake Shore Boulevard East

The Connaught Avenue / Eastern Avenue / Woodfield Road / Lake Shore Boulevard East route extends 1.7 kilometres

from Queen Street East south to Eastern Avenue, east to Woodfield Road, south to Lake Shore Boulevard East, west

to Leslie and south to Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance

and storage facility site.

2.4.2.4 Connaught Avenue / Eastern Avenue / Knox Avenue

The Connaught Avenue / Eastern Avenue / Knox Avenue route extends 0.8 kilometres from Queen Street East south to

Eastern Avenue, west to Knox Avenue and across through Lake Shore Boulevard East where the route connects to the

proposed Ashbridges Bay maintenance and storage facility F site.

TTC Russell Yard / Eastern Avenue / Knox Avenue (Sub-option)

The TTC Russell Yard / Eastern Avenue / Knox Avenue route extends 0.8 kilometres from the existing TTC Russell

Yard (located on Queen Street East near Greenwood Avenue), south to Eastern Avenue, west to Knox Avenue and

across through Lake Shore Boulevard East, where the route connects to the proposed Ashbridges Bay maintenance

and storage facility site. This route was screened upon request of the Toronto Transit Commission after the analysis of

the nine connecting track options was completed.

2.4.2.5 Leslie Street

The Leslie Street route extends 0.8 kilometres south from Queen Street East to Commissioners Street, where the route


2.4.2.6 Carlaw Avenue / Commissioners Street

The Carlaw Avenue / Commissioners Street route extends 1.9 kilometres south from Queen Street East and east along

Commissioners Street where the route connects to the proposed Ashbridges Bay maintenance and storage facility site.

2.4.2.7 Carlaw Avenue / Lake Shore Boulevard East

The Carlaw Avenue / Lake Shore Boulevard East route extends approximately 1.7 kilometres south from Queen Street

East, east along Lake Shore Boulevard East and south on Leslie Street to Commissioners Street, where the route


2.4.2.8 Pape Avenue / Eastern Avenue / Leslie Street

The Pape Avenue / Eastern Avenue / Leslie Street route extends approximately 1.6 kilometres south from Queen Street

East, east on Pape Avenue and south on Leslie Street to Commissioners Street, where the route connects to the

proposed Ashbridges Bay maintenance and storage facility site.

2.4.2.9 Cherry Street / Commissioners Street

The Cherry Street / Commissioners Street route extends 3.7 kilometres south from the existing King Street streetcar

service along Cherry Street and east along Commissioners Street, where the route connects to the proposed


Cherry Street / Lake Shore Boulevard East/ Carlaw Avenue / Commissioners Street

The Cherry Street / Lake Shore Boulevard East/ Carlaw Avenue / Commissioners Street route extend approximately

3.2 kilometres south from the existing King Street service along Cherry Street, east along Lake Shore Boulevard East,

south along Carlaw Avenue and east along Commissioners Street, where the route connects to the proposed


2.4.3 Recommended Connecting Tracks Option

The selection of the connecting track routes was guided by the Reasoned Argument Approach. The Reasoned

Argument Approach provides a clear and thorough rationale of the tradeoffs between the various evaluation factors and

criteria and the reasons why one option is technically preferred over another.

The selection of the recommended connecting tracks route was guided by the following key requirements:

No property displacements

Cost-effective

Operates on roads that are suitable for higher order transit service

Potential future revenue transit corridor

Can be built in 2013 to support the new Ashbridges Bay LRV maintenance and storage facility

Compliance with the City of Toronto Official Plan, (i.e., route has been identified as a Higher Order Transit

Corridor)

2.4.4 Recommendation and Justification

In evaluating the nine connecting track route options, a mixed-traffic Leslie Street route was identified as the technically

preferred because it was the most balanced and reasonable option – relative to potential community, traffic and

economic considerations.

What distinguished Leslie Street from all of the other route options was the limited number of operational challenges.

Of the nine options, Leslie Street would provide the most direct route between the future Ashbridges Bay maintenance

and storage facility and existing streetcar service along Queen Street East. This would result in low capital and

operation and maintenance costs associated with construction and operation of the track. Most of the other track route

options would incur capital, operations and maintenance expenditures nearly twice the cost of Leslie Street. That said,

costs alone did not justify the Leslie Street route.

In evaluating the potential effects on traffic, the Leslie Street track option will have minimal effects on existing traffic

operations and no effects on on-street parking. In its existing and future configurations, Leslie Street is designed to


15

accommodate modest traffic levels and higher-order transit such as light rail - which is also consistent with the City of

Toronto‟s Official Plan, June 2006. Alternatively, Pape Avenue is a local road designed to carry only local traffic; Lake

Shore Boulevard East is a major arterial designed to carry through trips, but because of its significant traffic volumes,

would not be able to accommodate two LRV tracks in mixed-traffic operations; and Connaught Avenue is too narrow to

accommodate two LRV tracks without having to displace residential properties or on-street parking.

Leslie Street does have its operational challenges, specifically potential queuing at the Lake Shore Boulevard East /

Leslie Street intersection, which can be addressed by transit signal priority or other measures. It is important to

recognize that the majority of the LRVs will operate during off-peak periods, thus traffic effects should be minimal as

traffic volumes are lower. A detailed assessment of the potential traffic effects is provided in Section (see Section 5.4.

and 5.5).

When considering the potential effects of LRV operations on residential properties, the focus turns to noise and

vibration. Today, 13 streetcar routes carry 70 million people along many of the same kind of corridors that were

examined for the proposed Ashbridges Bay Maintenance and Storage Facility. Many of the existing streetcar routes

operate along roads heavily populated by residential dwellings. In TTC‟s analysis of the nine route options, Leslie Street

registered near the top relative to the number of residential dwelling units fronting a corridor. The Connaught Avenue

options had fewer residents fronting the corridor; however, the potential for acquisition of on-street parking along

Connaught Avenue in order to accommodate two LRV tracks made this group of options infeasible. The Coxwell

Avenue option, while limited in the number of residential units fronting that particular corridor, was also not practical

because of the inability to effectively operate two LRV tracks in mixed-traffic along Lake Shore Boulevard East. The

Pape Avenue option had the most residential properties fronting it, although that alone was not the reason to exclude it

from consideration. Significant operational challenges, tight curves and relatively high costs also justified its exclusion.

On June 2, 2010 the Toronto Transit Commission requested that TTC staff consider the Russell Yard / Eastern Avenue

/ Knox Avenue track route option and prepare report to Toronto City Council. The Russell Yard / Eastern Avenue / Knox

Avenue route option was suggested because it would have TTC LRVs operating past fewer residential properties.

However, the Russell Yard / Eastern Avenue / Knox Avenue option was not recommended, because:

It would eliminate storage capacity that is required to accommodate 204 LRVs;

Property acquisition requirements on Queen Street to provide the turning radius required for LRVs would

delay the project beyond the LRVs delivery date and would add to the project costs;

This option would result in disruptions to Canada Post‟s South Central Lettermail Processing Plant

operations on the southeast corner of Knox Avenue and Eastern Avenue; and

The creation of an access to the Ashbridges Bay LRV maintenance and storage facility on Lake Shore

Boulevard East and Knox Avenue would require the construction of curved streetcar tracks along the north

edge of the site, which would significantly affect the Martin Goodman Trail and the safety of trail users.

On June 9, 2010, Toronto City Council approved TTC‟s recommendation that the Russell Yard / Eastern Avenue / Knox

Avenue not be carried forward for further consideration.

As a result of this comprehensive assessment undertaken for all route options, Leslie Street was identified as the

technically preferred route, providing the most balanced option relative to community, traffic and economic

considerations. The number of residential properties fronting Leslie Street was comparable to other options; however,

Leslie Street would experience minimal operational challenges, enable more efficient service between the proposed

Maintenance and Storage Facility and existing streetcar network, and would result in reasonable capital and

maintenance costs.

This Environmental Project Report further details the potential effects of the LRV operations along Leslie Street,

proposed mitigation measures to minimize those effects, and identifies the net effects that would result from the

implementation of those measures.

2.5 Leslie Street Connecting Track Options

2.5.1 Track Options

As described earlier, Leslie Street was identified as the technically preferred route to connect the proposed site of the

Maintenance and Storage Facility at Ashbridges Bay with existing streetcar service along Queen Street East. TTC

identified two potential design options:

1. A mixed-traffic design option that would allow the new LRVs to operate in the same travel lanes as

automobiles; or

2. An exclusive lane design option that would physically separate LRV operations from automobile travel

along Leslie Street.

While there are clear distinctions between the two options, common features include:

A new “half grand union” that will connect the new Leslie Street tracks to the existing tracks at Queen

Street East. A “grand union” is a rail track junction where two two-track railway lines meet – usually at a

street intersection. A half grand union includes tracks that are on three legs of an intersection. The radii at

the Leslie Street / Queen Street intersection are consistent with other existing curves in the streetcar

network.

The entrance to the new maintenance and storage facility will be at the intersection of Leslie and

Commissioners. In order to accommodate the new entrance, it will be necessary to realign the sidewalk

and trail on the east side as a result of widening the east leg of the intersection. The width and general

configurations of the sidewalk and trail will remain unchanged, only the alignment will be modified. The

east curb line south of Lake Shore Boulevard will require slight widening to accommodate the lengthening

of the northbound left turn lane on Leslie Street to Lake Shore Boulevard. The location of the southbound

stop bar will also be moved slightly northward to suit the curved track.

2.5.1.1 Connecting Track Design # 1 – Mixed Traffic Design

Connecting Track Design #1 would consist of an embedded track with shared LRV and traffic lanes, and include the

following features (see Figure 2-5):

Tracks would be embedded into the street. Cars and other vehicles would share the lanes with the LRVs.

The tracks would operate along the centre lanes.

Existing left-turn lanes would be unchanged, with the exception of the northbound left-turn onto Lake Shore

Boulevard East, which can be elongated.

There would be no changes to existing lanes, curbs, or sidewalks north of Lake Shore Boulevard East,

South of Lakeshore Boulevard, a new southbound left turn lane would be added to access the maintenance

and storage facility.

On-street parking along Leslie Street would be maintained.

2.5.1.2 Connecting Track Design # 2 – Exclusive LRV Lane Design

Connecting Track Design # 2 would comprise a dedicated LRV operating in the centre of the Leslie Street right-of-way,

and would include the following features: (see Figure 2-6).

The LRV tacks would be physically separated from the traffic lanes by a curb or barrier, excluding general

purpose traffic from using it.


16

Figure 2-5 Connecting Track Design Option 1 – Mixed Traffic


17

Figure 2-6 Connecting Track Design Option 2 – Exclusive Lane


18

The exclusive LRV lanes would result in the removal of two lanes along Leslie Street for general purpose

traffic, and would displace all on-street parking.

The west sidewalk between Queen Street East and Eastern Avenue would be narrowed.

All centre medians would require reconstruction.

All traffic signals would be re-arranged to suit the centre corridor.

Left turns from Mosley Street to northbound Leslie Street would be prohibited.

Left turns from Sears Street and Memory Lane to southbound Leslie Street would be prohibited.

Left turns into and out of the Loblaws/Tim Hortons/Price Chopper plaza would be prohibited.

Vehicle turns into and out of Canadian Tire plaza (south of Lake Shore Boulevard East) would need to be

reassessed.

2.6 The Preferred Connecting Tracks

2.6.1 Preferred Connecting Track Design– Mixed Traffic

Guided by the Reasoned Argument Approach (refer to Section 2.4.4 for a description), a mixed-traffic scenario was

identified as the technically preferred design to accommodate LRVs along Leslie Street. The criteria to assess the

connecting track designs included:

Potential effect on Martin Goodman Trail

Potential displacement of residential properties, businesses and other institutions

Potential displacement of built and cultural heritage resources

Potential air quality effects

Potential noise and vibration effects

Potential effect on-street parking and adjacent sidewalks

Potential effect on future traffic operations

In assessing both options, the mixed-traffic and exclusive lane scenarios will similarly result in:

No displacement or reconfiguration of the Martin Goodman Trail

No displacement of existing residences, businesses and institutions, built and cultural heritage resources

No emissions, except potential dust associated with construction

Comparable noise and vibration effects, with appropriate mitigation measures in place

Recognizing these similarities between the two track designs, the mixed-traffic scenario demonstrated clear advantages

from the exclusive lane option, including:

1. Allowing four lanes of general purpose traffic to operate along Leslie Street at all hours of the day; the

exclusive lane option will restrict travel on two lanes, resulting in significant traffic delays along Leslie

Street and parallel north-south roads – even during off-peak periods.

2. Ensuring all existing on-street parking will be maintained on Leslie Street; the exclusive lane option will

require the displacement of all parking on Leslie Street.

3. Ensuring access to all driveways and parking lots is maintained; the exclusive lane option will

eliminate access from the opposite lane (no left turns).

4. Preserving all left-turn operations; the exclusive lane option will prohibit left turns from Leslie Street to

Mosley Street, Sears Street and Memory Lane.

ashbridges bay light rail vehicle (lrv) maintenance and ... · ashbridges bay light rail vehicle...

Documents