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Yonge Subway
Extension
Environmental Project Report Executive Summary
February 2.09
Welcome to a new way to connect. The Yonge subway extension project
is an exciting, need-fulfilling proposal to extend the Yonge subway north,
from its current terminus at Finch Station to the Richmond Hill Centre at
Highway 7 in York Region.
With this extension, people will be able to travel more easily between
York Region and Toronto, making transit faster and more convenient for
thousands of commuters every day. Whether people are going to work,
school, shop or to socialize, the Yonge subway extension will add a muchneeded alternative for people to get around the GTHA.
An Environmental Project Report has been prepared to provide a full
description of the recommended project, including an assessment of
potential impacts on the environment and community, and preliminary
details on how the subway could be built. The complete Environmental
Project Report, including all technical analyses and reports, is nearly
2,000-pages and is available for review at vivanext.com.
This summary report has been prepared to provide a general overview of
the findings of the Environmental Project Report for your convenience.
1 |
Contents
• Chapter 1
Rapid Transit: A Necessary
Investment in Our Future
03
• Chapter 2
Yonge Subway Transit
Project Approval Process
06
• Chapter 3
The Yonge Street
Subway Extension
12
• Chapter 4
Assessing and Minimizing
any Impacts
• Chapter 5
28
Making the Subway Happen:
What Happens Next
36
| 2
1
Rapid Transit: A Necessary Investment in Our Future
3 |
The GTHA: Where we’ve been,
and where we’re going
1000
7.0%
900
6.0%
800
5.0%
700
4.0%
600
3.0%
2006
Source: York Region Planning and Development Services Department, 2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
500
2.0%
Percent Population Change
Population [in Thousands]
York Region Annual Population Growth 1995 -2006
The Greater Toronto and Hamilton
Gridlock – when traffic is so con-
Area is one of the major economic
gested that no one can move very
engines of Canada. By any important
well – is the enemy of convenience
measure, this region represents one
and productivity. Ensuring that traffic
of the most important and dynamic
– both people and goods – can move
areas of the country. With its skilled
around quickly and easily, is impor-
and educated workforce, varied
tant to our quality of life, economy
cultural life and headquarters of
and environment.
a vast range of businesses and
enterprises, it’s no surprise our
citizens and employers are so proud
to call it home.
Making traffic move better starts
with an investment in fast, convenient rapid transit. Rapid transit
makes our roads work better for
But as any successful region around
everyone, by giving people more
the world has discovered, growth
options for getting around without
only works when it’s carefully
relying on a car. And increasingly,
planned. With the right planning,
getting around requires moving
growth shouldn’t take away from the
among the regions and municipali-
good things people here value, such
ties of the GTHA.
as familiar, close-knit communities,
pride in our heritage, and being able
to get around easily and quickly.
Growth should build on and add to
The need for fast, easy connections
between York Region and the rest
of the GTHA has been identified by
Metrolinx, the Province of Ontario’s
what made people want to live here
transportation agency. The Metrolinx
in the first place, not change it into
blueprint for a seamless transit
something different. That is why
system across the GTHA – The Big
we’re planning for the future now —
Move – demonstrates that rapid
to ensure life in the Greater Toronto
transit is at the heart of a regional
and Hamilton Area [GTHA] becomes
transportation network.
increasingly satisfying for everyone
as we continue to grow.
| 4
Keeping roads working well:
a top priority
The Toronto Board of Trade has
to live and work even more desirable.
urged the Provincial and Federal
It helps to shape growth in com-
governments to make the investment
munities by encouraging intensified,
in infrastructure, pointing out that
mixed development of new homes,
traffic congestion is the top concern
recreation and shopping facilities
for businesses, even ahead of
and new workplaces along transit
property taxes. Their data shows that
routes – thus reducing urban sprawl.
worsening congestion, going in both
Great public transit connections
directions between Toronto and the
make places accessible and conve-
GTHA, costs the regional
nient. York Region’s long-term vision
economy an estimated $1.8 billion
is to create a framework of Regional
per year. Their first priority: to
Centres along Highway 7 and Yonge
strengthen the transit network,
Street, linked by the important roads,
making it an attractive alternative
and served by a network of transit.
to driving.
Transit can also have a positive
impact on our public spaces by pro-
Transit-Oriented Development:
Creating a Strong Legacy for
the Future
viding a chance to enhance our urban
landscape. By making streetscapes
more aesthetically pleasing and
If preventing grid-lock and helping
pedestrian-friendly, businesses and
the environment aren’t enough, well-
residents will be able to enjoy a more
planned rapid transit has another
attractive and comfortable urban
valuable benefit for communities.
environment that creates places to
Good transit makes desirable places
go, not just places to get through.
5 |
2
Yonge Subway Transit Project Approval Process
| 6
Making rapid transit happen
In 2008, the Province of Ontario acknowledged that the Environmental
Assessment [EA] process often resulted in years of delays. In its place they
introduced a streamlined process to get vital transit projects carefully
reviewed within a shorter timeframe. The Regional Municipality of York
[York Region] is proud that the very first project to go through this new
process is the proposed Yonge subway extension.
The EA process and the new, streamlined Transit Project Assessment
Process [TPAP] both have the same outcome: ensuring that a proposed
project will not have significant negative effects on the environment,
both natural and man-made.
Both processes share an important objective: to ensure that everyone
who has an interest in, or might be affected by, the project has a chance to
learn all about the plans, share their ideas or concerns, and understand
how impacts can be mitigated.
Whether a project goes through the EA process or the new TPAP, the final
proposal that goes to the Province for approval reflects the input provided
by the public and others interested in the project, as well as all the same
technical analyses, considerations and expert advice.
7 |
Working Together To Build
on Existing Knowledge
beyond better transit. We know from
Because the proposed subway
other successful regions around the
extension would cross the boundary
world that great transit results in
between York Region and Toronto,
communities that are more pedes-
the TPAP was lead by York Region
trian-friendly, make better use of
in partnership with York Region
land and reduced sprawl. In addition,
Rapid Transit Corporation, City
extending the subways also supports
of Toronto and the Toronto Transit
the Province’s Smart Growth vision
Commission [TTC], supported by a
for managing growth across the
design team of engineers, planners
Greater Toronto and Hamilton Area.
and other experts.
As a concrete measure of its support,
The project team formally got
in 2007 the Province of Ontario’s
approval to begin designing the
MoveOntario 2020 strategy included
Yonge subway extension in June
funding to extend the Yonge subway
2007. Well before then, many earlier
north from Finch Station to the
studies had also identified the
Richmond Hill Centre at Highway 7.
benefits of extending the Yonge
subway north to Highway 7.
Other major planning studies,
including York Region’s 2002
Transportation Master Plan, called
for the extension of both the Spadina
and Yonge subway lines north into
York Region, to support a seamless
network of transit between Toronto
and York Region and across the
GTHA. The benefits of this future
| 8
transportation network go well
Barrie
Bradford
15-Year Plan for Regional Rapid Transit and Highway Improvements
Kitchener/Waterloo
Guelph
Newmarket
Centre / York
Regional
Hospital
Bolton
41
Bradford
to Guelph/
Kitchener-Waterloo
8
Georgetown
Kitchener/Waterloo
40
22
Guelph
26
Downtown
Brampton
23
to Cambridge
Toronto
Pearson
Airport
Georgetown
5
Cambridge
4
24
27
2
to Guelph/
Kitchener-Waterloo
Downtown
Milton
39
20
to Cambridge
19
Waterdown
Downtown
Milton
1
Etobicoke
Centre
2
Toronto
Pearson
Airport
4
18
19
Waterdown
Midtown
Oakville
24
YongeEglinton
Centre
1
Rapid Transit
25
Downtown
Express Rail
Toronto
Regional Rail (full-day, 2-way)
Regional Rail (peak)
Subway
Other Rapid Transit (BRT / LRT / AGT)
Possible Regional Rail extensions
beyond the GTHA
Mobility Hubs
Rapid Transit
Anchor Hub
GatewayRail
Hub
Express
Regional Rail (full-day, 2-way)
Regional Rail (peak)
Subway
Other Rapid Transit (BRT / LRT / AGT)
Possible Regional Rail extensions
beyond the GTHA
to Niagara
Richmond
Hill /
Langstaff
Gateway
Bloomington
Road
10
12
34
Centre
Markham
Centre
9
Mobility Hubs
Anchor Hub
Gateway Hub
Stouffville
13
35
Scarborough
North
York
Centre
Etobicoke
Centre
11
Seaton
Downtown
Pickering
11
1
37
42
to Peterborough *
36
32
12
34
38
13
7
17
to Niagara
32
16
29
30
Downtown
Hamilton
18
7
31
Downtown
Burlington
Ancaster
YongeEglinton
Vaughan
Centre
Corporate
Centre
27
Markham
Centre
33
9
15
20
17
Stouffville
8
North
York
Centre
Downtown
Toronto
21
Downtown
Hamilton
40
41
Richmond
Hill /
Langstaff
Gateway
16
31
6
28
3 25
Mississauga
City Centre
Downtown
Burlington
Ancaster
26 30
23
Midtown
Oakville
29
Newmarket
Centre / York
Regional
Hospital
10
BoltonVaughan
Corporate
Centre
15
22
Downtown
Brampton
6
28
3
Mississauga
City Centre
21
Bloomington
Road
33
39
5
Cambridge
35
Scarborough
Centre
14
Seaton
Downtown
Pickering
37
Downtown
Oshawa
42
Bowmanville
36
1
New Highway Corridor
Highway
to Peterborough *
Transportation Corridor Under Study
Approved 2006 Settlement Area (Conceptual)
Greenbelt Area
Urban Growth Centre
International Airport
38
Downtown
Oshawa
14
Proposed International Airport
Major Port
Highway
Bowmanville
New Highway Corridor
Transportation Corridor Under Study
Approved 2006 Settlement Area (Conceptual)
Greenbelt Area
Urban Growth Centre
International Airport
Proposed International Airport
Major Port
The information displayed on this map is conceptual only. It represents projects proposed for full or substantial completion within 25 years of the
15-Year Plan for Regional Rapid
Transit
Regional Transportation Plan's adoption. Recommended alignments and technologies will be developed during the project-level benefits case analysis
and Highway Improvements that Metrolinx will carry out in partnership with municipalities and transit agencies, as part of the funding approval process for individual projects.
This map is not to scale, and it does not accurately reflect approved land-use or planning boundaries or actual transportation routes or alignments.
* Subject to the Peterborough Rail Study led by Metrolinx as part of the Building Canada Plan agreement
The information displayed on this map is conceptual only. It represents projects proposed for full or substantial completion within 25 years of the
15-Year Plan for Regional Rapid
Transit
Regional Transportation Plan's adoption. Recommended alignments and technologies will be developed during the project-level benefits case analysis
and Highway Improvements that Metrolinx will carry out in partnership with municipalities and transit agencies, as part of the funding approval process for individual projects.
This map is not to scale, and it does not accurately reflect approved land-use or planning boundaries or actual transportation routes or alignments.
* Subject to the Peterborough Rail Study led by Metrolinx as part of the Building Canada Plan agreement
9 |
Then, in November 2008, Metrolinx
42% now. That means that every
Region could have an interest in the
Functional Planning Study.
released The Big Move, its Regional
day, twice as many people would be
subway extension project, the proj-
This phase, which took place
Transportation Plan, with the Yonge
able to take transit to work, school
ect team relied heavily on reaching
between January and October 3,
subway extension as one of its top 15
or play.
out to people, telling them about the
2008, involved extensive consultation
project, and getting them involved.
with the public, potentially
priority projects.
The vision behind The Big Move is
Engaging in Public Dialogue
A core part of the TPAP is an expec-
Before the six-month TPAP was for-
one that we all welcome: that in 25
tation that the project team will con-
mally launched in October 2008, the
years, more than 80% of people in
sult with the people who will use the
rough outlines of the Yonge subway
the Greater Toronto and Hamilton
subway, live or own businesses near
extension project had already been
Area will live within two kilometres
it, or be affected by its construction.
shaped through an earlier design
of rapid transit, compared to just
Because nearly everyone in York
phase — the Conceptual Design and
| 10
affected land-owners, Aboriginal
communities, government review
agencies, heritage preservation
groups, technical agencies and local
municipalities.
The TPAP built on the work done
Every effort was made to let people
by the Conceptual Design and
know about the project, through
Functional Planning Study, and
newspaper ads, mailed letters,
continued to consult with the same
postcards and e-mails.
groups. We made sure people could
get information and share their ideas
about the project easily, through:
• Our project website
• Public Consultation Centres [PCC’s]
• Public and Technical Workshops
• Live webcasts of public
presentations
• Personal visits with affected
businesses
Chapter Two of the Environmental
Project Report, together with its
appendices, is posted at vivanext.com.
These documents provide a detailed
description of our consultations for
both the Conceptual Design Study
and the TPAP, including where,
when and who we consulted, and a
summary of the input we heard.
• Guest speaking at events held
by other organizations
• Reports at six public review
locations
• Direct contact to our team
by phone or e-mail
11 |
3
The Yonge Street Subway Extension
| 12
The Starting Point: Understanding What’s There
The beginning of any environmental assessment starts with collecting
information on the area surrounding the proposed project, including detailed
assessments and descriptions of the natural and built environments. Only
from obtaining an accurate and comprehensive picture of what’s there
now, can the assessment then go on to understand how the proposed project
could impact those surroundings in the future.
The Environmental Project Report [EPR] provides a full description of the
existing study area conditions, including its geology and groundwater
conditions. The EPR also describes all the natural life found in the study area,
including aquatic life, wildlife and plants.
The stretch of Yonge Street from Finch Station to the Richmond Hill Centre
is mainly an urban area. The EPR also assesses the current socio-economic
environment, describing its neighbourhoods and streetscapes, heritage and
cultural features, and existing traffic patterns and volumes.
For those wanting greater detail, the EPR has numerous specialist and
technical reports that can be found on our website at vivanext.com.
13 |
Designing the Route:
Principles and Considerations
Beyond that, a series of complex
Identifying the route from Finch
to Richmond Hill Centre
analyses was needed before final
Planning the route for a subway
recommendations could be made on
might seem to be an easy task to
the rest of the design.
some: simply figure out where you
want to go and build it, with stations
at regular intervals. But the project
team, and the members of the public
who joined us in the discussions,
know that working out a final route is
much more complicated than that.
In general, designing a subway needs
to take into account:
• Locations which will have enough
population, existing or in the future,
to take full advantage of a station
• Land use, existing and future, that is
compatible with a subway station
The one aspect of the project that
was clear from the beginning was
its general alignment — the subway
extension would run north using
[except for the last stretch of the
route] the existing transit right-ofway under Yonge Street. It was also
determined that both the Steeles and
• Where links already exist, or will
exist in the future, to other forms
of transit
• Station placement to minimize any
impacts on heritage, cultural or
natural features
• Minimizing impacts on the natural
RHC stations would provide critical
environment including noise and
connections between the subway and
air quality
other transit services, a key
component for a truly connected
transit network across the GTHA.
| 14
passenger pick-up
and drop-off
During the consultations, we asked
or shallow the tunnel should be, and
for input from residents, business
how steep or shallow the slopes are
owners, municipal staff and special
inside. This aspect of the design is
interest groups to tell us what
guided by technical considerations
mattered most to them.
and standards for operations.
They told us their top priorities were:
Vertical alignments do influence
• Connections to other transit;
• Careful planning of existing neigh
bourhoods and future growth; and
• Destinations, places to go and
sensitivity to the local environment
were tied for the third priority.
electrical sub-station
station entrance
station location. For example, a deep
tunnel and station location would
require passengers to climb a long
way up from the platform and it
could be problematic during an
emergency situation.
There are a number of other
A guiding principle for subways
elements that need to be included,
is that stations should be placed
and that help determine where
roughly one kilometre apart, for a
stations should go. In addition to
walking distance of a half kilometre
station buildings, the route needs
to the nearest station. Stations
to include room for bus facilities,
that are close together are more
taxis, passenger pick-up and drop-
accessible to the immediate neigh-
off areas [PPUDOs], commuter
bourhood and promote usage.
parking and electrical sub-stations.
Another guiding principle is regarding the vertical alignment of the
subway tunnel, meaning how deep
Not every station will have all of
these elements, but they need to
be included in the route where
appropriate.
emergency exit building
15 |
The Yonge Street Subway Extension:
Options Considered
A Six Station Route
the overall route, was the question
Based on all of these considerations,
of how to cross the East Don River.
the TPAP process recommended
Until this question was answered,
six stations with one of two possible
a final recommendation on station
station locations in the Thornhill
locations could not be made,
heritage area.
specifically, whether the station in
Those preliminary stations were:
• Cummer / Drewry Avenue
Thornhill should be located at Centre
Street or Royal Orchard.
• Steeles Avenue
Currently, Yonge Street crosses the
• Clark Avenue
East Don River by following the valley
• Centre Street or Royal Orchard
terrain and crossing over a culvert.
• Langstaff / Longbridge Road
The river currently runs through the
• Richmond Hill Centre
culvert, and the natural river valley is
cut off by the culvert and roadway.
Over, Under or Across:
Crossing the East Don River
The approach to crossing the East
In addition to the general consider-
Don River had to take into account a
ations described above, the design
number of important considerations.
team also faced some complexities
The project team spent a great deal
whose outcome would have a major
of time assessing the pros and cons
impact on determining the recom-
of various options, meeting with area
mended subway route. Of these,
residents and businesses, and hear-
the most challenging, and the one
ing the views of interested members
with the most potential impact on
of the public.
| 16
The options were:
The benefits of the bridge are:
Over
• It will allow for a shallow, relatively
building a bridge over the river, with
flat subway tunnel that will be
both the subway and the roadway
operationally least costly to run
going over the bridge; the existing
• It will allow for a shallow subway
culvert would be removed and
station at Royal Orchard, meaning
the valley re-naturalized to its
easier pedestrian access
pre-culvert state.
and quicker emergency response
Under
Tunnelling under the river, leaving
Yonge Street and the culvert as
they are now.
Across
• It gives the opportunity to reduce
the slope on Yonge Street
for pedestrians and drivers
• It means the valley can be
re-naturalized
Building an embankment with the
subway and roadway being built
above the concrete culvert.
After much discussion and input
from stakeholders, the bridge
option was chosen.
17 |
Lining Up with the Future:
Richmond Hill Centre
Alignment Options
Various alignment alternatives were
We also asked the public for their
developed and reviewed, with input
input to what mattered the most to
from the municipality, property
them overall. The answer: making
Another major decision concerned
owners and the community. All
fast, easy transit connections.
the route into the Richmond Hill
options were evaluated against a
Centre [RHC] and the placement of
detailed list of criteria, including
the station within that area.
social-economic considerations,
The RHC station will play a very
important role in the Yonge Subway
extension. Because of its location
near a number of other transit
transportation opportunities,
technical /constructability
considerations, cultural environment
and natural environment.
The option ultimately chosen —
Alternative C — was preferred
because it can provide the most
compact and convenient transit hub,
consistent with what people told
us they want, and satisfy technical
requirements.
systems, including GO Transit, the
future 407 transitway, and links to
YRT and Viva, the RHC will act as a
key hub connecting passengers to
various forms of transit.
N
Despite its importance to the transit
network, developing the RHC site
is constrained in a number of ways.
Langstaff/Longbridge
Station
Constraints include hydro towers,
Highway 407 bridge structures,
storm water management pond
Yonge Street
Richmond Hill CentreTerminal
works in conjunction
with Langstaff/Longbridge station
hw
environmental features in need of
ay 4
04
protection.
Commuter connector
Hydro corridor
Existing GO parking
Bus terminal
Proposed 407 Transitway
station
Limits of PPUDO, PNR
and associated roads
C.N
.R.B
(Ri
Holy Cross
Cemetery
H ig hw ay 7
407 Transitway preliminary
routes under study
| 18
Richmond Hill
Centre
Hig
and a number of sensitive natural
su
ala
chm
bdi
ond
visi
Hil
on
l lin
e)
Pededstrian Bridge
Langstaff GO station
Choosing the Final Station Locations
The line stations [Cummer/Drewry;
For the two main transportation/
Now that the route was defined
Clark; Royal Orchard and Langstaff /
transit hubs [Steeles and Richmond
and the six best potential station
Longbridge] had to offer:
Hill Centre], stations had to:
locations were identified, each
• Ease of bus to subway transfer
• Provide subway service to the
location had to be screened more
• Impact on existing land use fabric
intensively to make sure it met a
• Ease of Integration into Future
number of other measures.
Development
• Land Ownership
station area
• Provide improved connections
• Support local population and
employment growth
• Minimize adverse environmental /
engineering effects
• Achieve reasonable capital and
operating costs
between the subway and other
transit services
19 |
In addition, the design team had to
• Maximize redevelopment potential
make sure each station satisfactorily
• Maximize the potential to create
• Potential effects on the
environment
met these tests:
a high quality urban/pedestrian
• Potential impacts on utilities
• Potential for riders to walk to local
environment
• Minimize the capital, operational
station
• Convenience for transfers from bus
-train operations
• Convenience for access from other
• Potential effects on socio-economic
features
and maintenance costs,
and land requirements
• Potential effects on pedestrian
and traffic access / flow
travel modes
Here is a summary of how each
station measured up:
6
Richmond Hill
Centre
5
Langstaff/
Longbridge
4
Royal
Orchard
3
Clark
2
Steeles
1
Cummer/
Drewry
Key intermodal passenger terminus of subway
High potential for intensification
High potential for intensification
Key location for future commuter parking
Good opportunity for intensification of existing
medium density development
Good transit connections to local routes
Finch
| 20
Opportunity for intensification along with existing
medium and high density development
High potential for intensification
Numerous connections between bus and subway
Good transit connections to local routes
Good opportunity for future development
Part of existing transit system
The Proposed Subway Project
and designers, the final route for the
It includes six stations and two
Thousands of people provided
subway was ready to be proposed.
intermodal terminals at Steeles and
input to the project, through Public
Consultation Centres, web surveys,
workshops, archived webcasts and
personal contacts. By combining all
that input with technical expertise
from a team of engineers, planners
Yonge, and at RHC, making connec-
The recommended Yonge Subway
extension will run for 6.8 kilometres,
from the north end of the tracks at
tions easy to other transit services.
It will also have a commuter parking
lot at Langstaff/ Longbridge.
Finch Station in Toronto, to the RHC
in Richmond Hill, north of Highway 7.
The stations will have these key elements:
Station
Pedestrian
Entrances
Bus Terminal
PPUDO
Commuter Parking
Summary
Richmond Hill Centre
Yes
Yes
Yes
No
Transit Hub
Langstaff /
Longbridge
Yes
No
Yes
Yes
Commuter Hub
Royal Orchard
Yes
No
No
No
Line station with
minimal surface
requirements
Clark
Yes
No
No
No
Line station with
minimal surface
requirements
Steeles
Yes
Yes
Yes
No
Transit Hub
Cummer / Drewry
Yes
Bus turn around loop
No
No
Line station with
minimal surface
requirements
21 |
Other Elements That
Go With a Subway
In the unlikely event of an emergency
in a subway tunnel, Emergency Exit
Subways need electricity for the
Buildings [EEBs] enable people to
trains, lights, equipment and safety
get out of the tunnel, and emergency
systems. Electrical substations are
workers to get in. By law, the
critical components of the system
distance to the closest EEB cannot
that can transmit electricity from the
be more than 381 metres. That
power grid to the subway. Those
means that EEBs cannot be more
substations need to be placed at
than 762 metres apart, so the Yonge
regular intervals along the subway
Subway extension would have 6
route, usually near stations. The
EEBs. At the surface, EEBs usually
Yonge subway extension will require
need a one-storey building about 3
a minimum of four substations,
metres high, and 10 square metres
which will be placed near the
in area.
stations at Steeles, Clark, Royal
Orchard and RHC, although the final
locations will be refined during the
detailed design phase.
| 22
Station by Station: Specific Design
Issues and Station Layouts
Cummer / Drewry
and Yonge Street, station entrances
Steeles
This station will provide good transit
will be on the northeast and south-
Steeles station will have a full
Each station and its surrounding
connections to local routes, and
west corners of the intersection.
underground station for both buses
and subways, making transit as
will stimulate future live / work
These entrances will allow residents
opportunities and challenges in
development. With the station
and pedestrians to easily get into
attractive as possible to the maxi-
designing the ideal station layout.
itself located at the intersection of
the station from all corners of the
mum number of users. Pedestrian
Cummer Avenue / Drewry Avenue
intersection.
access to the station will be from
area is unique, and offers its own
all sides of the intersection, and
buses will access the underground
Legend
bus platform from ramps located in
the middle of Steeles east and west
Subway line
Electrical substation
Entrance
Limit of surface elements
Underground walkway
Cummer/Drewry Station
Subway station
of Yonge and Yonge Street north of
Steeles. These ramps will be similar
to the TTC ramp on St. Clair near
Bathurst.
Working out the best layout for
the Steeles station, which is at
Full property acquisition
the intersection of three separate
Partial property acquisition
municipalities, posed a number of
surface elements only
unique challenges. The design team
Bus loop
believes that the recommended lay-
Limit of PPUDO, Park ‘n’ Ride,
out will best meet all the objectives,
including the planning priorities of
Vent structure
Proposed bus terminal
Proposed ramps
Steeles Station
and associated roads.
all municipalities, and the needs and
concerns of the existing property
owners. By locating the station
in the middle of the intersection,
lands around the station are freed
up for the best possible future use
rather than being tied up by station
infrastructure.
23 |
Langstaff / Longbridge
The Clark station, proposed for the
This station is located within the
intersection of Clark Avenue and
designated anchor hub called the
Yonge Street, offers an opportunity
Richmond Hill Centre-Langstaff
for new development to complement
the existing medium and high density
development of the neighbourhood.
Clark Station
Clark
Gateway, where significant residential and commercial development is
planned. Working together with the
Richmond Hill Centre station, this
southwest corner will be designed to
station acts as a split terminal;
blend into the existing buildings, for
terminal services are shared
minimal impact on the neighbour-
between them. The Langstaff/
hood. A second entrance will be
Longbridge station will provide
placed on the northeast corner of
commuter parking and a PPUDO.
Clark and Yonge.
Because there is significant future
Royal Orchard
Planning for the Royal Orchard station had to take into account the heritage nature of the area, and to make
Royal Orchard Station
The main station entrance on the
sure that the station has a minimal
development already being planned
for both the Langstaff lands and the
RHC immediately to the north, this
station will provide transit access for
people going to both places.
impact on the existing stable resi-
The station is placed as far north as
dential neighbourhood. The proposed
it can go, locating it as close as possible to the Langstaff development
blend into a potential future shopping
area to minimize walking distances
centre on the northeast corner of
and make it convenient for the great-
Royal Orchard Boulevard and Yonge
Street. Another entrance will be
placed on the southwest corner
of Yonge and Thornhill Avenue,
respecting the historic nature of the
buildings on the west side of Yonge.
| 24
Langstaff/Longbridge Station
station will be carefully designed to
est number of potential users. The
main entrance to the station will be
located on the west side of Yonge
Street in the hydro corridor, with a
second entrance at the southeast
corner of Yonge and Langstaff East.
Richmond Hill / Langstaff
Urban Growth Centre
The recommended layout will have
an underground subway platform,
Planning for the RHC was one of the
with a planned 407 Transitway
most complex tasks undertaken by
underground station and a two-level,
the design team, needing to meet 14
28-bay bus terminal above. These
different planning principles
facilities will be connected to the
The RHC is also located in the urban
growth centre, with future development of the RHC inevitable. Two stations, one at Langstaff/Longbridge
and one at RHC, working together,
will form the terminus of the Yonge
existing bridge to the east, as well
as to the Richmond Hill GO platform
through the existing Viva-GO
pedestrian bridge. There will also
be a small passenger pick up and
drop off facility.
Subway. The RHC itself will act as an
important hub connecting people to
a variety of different transit services
across York Region and beyond into
the GTHA.
The station is ideally placed in the
centre of the RHC growth site, so that
people will be in walking distance to
the station for work, live or play.
The plan allows for a future northerly
extension of the subway, when such
an extension becomes warranted.
25 |
Implementation
As construction projects go, building
The majority of the subway route will
a subway is about as big and complex
be done by tunnelling, which involves
a project as there can be, and the
a large machine literally digging a
Yonge subway extension would be
tunnel and inserting the tunnel lining
no exception.
in a continuous, automated process.
With the subway route being planned
The Tunnel Boring Machine [TBM],
to run under one of the most impor-
once it is put into the ground at a
tant streets in the GTHA, careful
launch site, works continuously to
planning is needed to ensure that
dig the tunnel, remove the excavated
disruption is minimized for residents,
soil, and insert the tunnel lining.
business owners, and commuters
With about 15 metres of progress a
whether they’re on foot or wheels.
day, tunnelling results in no disruption to traffic or property above, and
Building the Subway:
Two Different Methods
is the most economical and practical
way to build most of the subway
to build a subway, each with their
own pros and cons, and both are
recommended for the Yonge subway
extension, depending on the stretch
and cross-track structures are
straightforward track, there will be
shallower areas where larger spans
constructed using the cut-and-cover
some portions where the work is
need to be dug.
method as it is more practical and
Storm
Sewer
RIVER OF LIGHTS
RIVER OF LIGHTS
construction of subway structure
removal of decking/street restoration
RIVER OF LIGHTS
Sanitary
Sewer
excavation and soil removal
RIVER OF LIGHTS
RIVER OF LIGHTS
installation of decking
economical.
RIVER OF LIGHTS
| 26
For example, station platforms
struction method generally used in
RIVER OF LIGHTS
RIVER OF LIGHTS
RIVER OF LIGHTS
utility location and piling
Storm
Sewer
method. Cut-and-cover is the con-
well for digging long stretches of
more complex, requiring a different
of the route.
Sanitary
Sewer
route. Although tunnelling works
RIVER OF LIGHTS
There are two different methods
Planning to Minimize Disruption
Wherever possible, the existing
To minimize disruption, staging plans
number of traffic lanes will be kept
will be carefully worked out to make
through a construction zone. Where
it easier for vehicles and pedestrians
needed, traffic will be diverted
to get through construction sites.
around sites using temporary road
Traffic management plans will be
diversions, decking and other meth-
designed, in consultation with mu-
ods to minimize disruption to drivers
nicipal staff, transit operators and
and pedestrians.
others as needed.
Staging will be required at all
subway stations, the East Don River
bridge, special trackwork sections,
TBM launch and removal sites, and
the Steeles Avenue bus terminal.
The following section on mitigation
How Long and How Much?
With these phases, the Yonge
assesses any potential disruption
Building the Yonge subway extension
subway extension could be operating
from construction, and describes
is estimated to take about 7–8 years,
by 2017, assuming full funding is
how the effects on the community
involving the three major phases of
approved in spring 2009.
will be minimized.
work which would overlap:
• Design and Engineering
[48 months overall]
• Construction [66 months overall]
• Testing and Commissioning
The total cost for the project,
including improvements to the TTC
signalling system, is approximately
$2.4 billion.
27 |
4
Assessing and Minimizing any Impacts
| 28
What are Impacts?
The environmental impacts from the Yonge street subway extension fall into
three separate categories:
• Displacement, which refers to permanent changes to the existing
environment resulting from the subway project
• Construction Impacts, which refer to short-term potential impacts
directly during construction
• Operational Impacts, which describe ongoing, long-term
effects from the operation and maintenance of the subway.
The project will avoid or find ways of lessening permanent impacts wherever
possible, and plans will be made to minimize the disruption caused by
temporary impacts.
Strategies that will minimize impacts are called mitigation.
Because the three kinds of impacts and any necessary mitigation are quite
separate, the EPR assesses each of them in turn.
Permanent Displacement and Mitigation
Permanent changes are those caused by the subway including its tunnels,
stations and entrances. The following chart summarizes the comprehensive
assessment done by technical experts; for fully detailed analyses see the
EPR and its appendices.
29 |
Permanent Impacts
Cummer / Drewry
Steeles
Clark
Royal Orchard / East
Don River Valley
LangstaffLongbridge
RHC
Impacts on the Natural Environment
Fisheries and Aquatic
Habitat
None
None
None
See 1
None
None
Vegetation, Wildlife
and Terrestrial
Habitat
See 2
See 2
See 2
See 2
See 2
See 2
Wetlands
None
None
None
None
None
None
Species at Risk
None
None
None
None
None
None
Soils
None
None
None
None
None
None
Groundwater
None
None
None
None
None
None
Drainage and
Stormwater
Management
See 3
See 3
See 3
See 3
See 3
See 3
Air Quality
None
None
None
None
None
None
Impacts on the Socio-Economic Environment
| 30
Buildings and
Property
See 4
See 4
See 4
See 4
See 4
See 4
Noise
None
None
None
None
None
None
Vibration
None
None
None
None
None
None
Electromagnetic
Interference
None
None
None
None
None
None
Stray Current
None
None
None
None
None
None
Aesthetics
See 5
See 5
See 5
See 5
See 5
See 5
Human Health and
Safety
None
None
None
None
None
None
Cultural Heritage
See 6
None
None
See 6
See 6
None
Aboriginal Rights
and Lands
See 7
See 7
None
None
See 7
None
Transportation
None
None
None
None
None
None
Utilities
See 9
See 9
See 9
See 9
See 9
See 9
Permanent Impacts — Notes
property will be needed to accom-
A critical step in the detailed design
located near sites that may merit
1. The Yonge street subway extension
modate subway facilities. There
phase will be the Site Plan Approval
further analysis. If cultural heritage
will result in a net positive impact
are four different types of property
process, which will take place for all
resources of any kind are found dur-
on the natural environment, with
taking:
amenities and structures that will
ing construction, strict protocols will
be built above ground. At this time,
be followed to determine if further
there will be public consultation,
exploration is needed.
the removal of the culvert where the
• Full taking — a full piece of private
East Don River crosses Yonge Street.
property is needed for a subway
The valley will be restored to a
facility such as a bus terminal
pre-culvert state
2. The alignment and station locations for the recommended route
avoid the ecosystems in the area,
and the TBM will be launched and
extracted within existing paved areas
or the Yonge Street right-of-way.
• Partial taking — a portion of private
where we will ask for input into the
design of these features. Site Plan
property needs to be severed for a
Approval will provide information on:
surface facility such as an EEB
• the overall site layout
• Subsurface taking — for under
• grading and servicing plan
ground corridors through a
• landscaping
property to accommodate tunnels
• elevation and floor plans for
• Temporary taking — to get
easements during construction
buildings
6. There are a number of heritage
8. The East Don River Valley is
the most likely site that could be
used for traditional Aboriginal land
uses, such as hunting, fishing, and
gathering plants. However, there is
no impact since there is no public
access to the East Don River Valley
from Yonge Street. However, if
archaeological resources that could
3. Most of the run-off in the project
The EPR and its appendices provide
buildings and cultural heritage land-
be of interest to Aboriginal groups
area is captured through the munici-
full details of the anticipated impacts
scapes which are located in the proj-
are found during construction, those
pal sewer system, but a stormwater
on specific properties. The following
ect area. During the detailed design
groups will be notified and involved
management plan will be designed
section on property acquisition de-
phase, municipal staff may request
in any next steps.
during the detailed design phase to
scribes the principles that will guide
that Heritage Impact Assessments
ensure any permanent effects are
how we work with property owners.
[HIA] be done, depending on the
managed.
5. The introduction of new features,
specific impact.
9. Since most of the subway will be
tunnelled within the existing road
right-of-way, there will be few im-
4. Most of the subway route will use
such as subway stations and en-
7. Although the Yonge Street right-of-
pacts on existing utilities. However,
the existing municipal road allow-
trances, will alter the appearance of
way has been developed over many
small utilities that are affected will
ance and will avoid any permanent
communities. However, an overriding
years, there may still be archaeo-
be supported through the construc-
impacts on buildings or property.
objective is to enhance the aesthetics
logical sites of interest nearby. Local
tion site, and large utilities that
However, some parts of the route do
of our communities.
land use in the nineteenth century
conflict with the permanent works
suggests that some stations may be
will be relocated.
cross beneath private property or
public lands, and portions of private
31 |
Construction Impacts
Construction impacts are to be
and will be more than offset by the
Although the subway construction
As described in the construction
expected during the main phases of
future benefits of the bridge:
will not have any impacts on residen-
methods section, traffic will poten-
tial land uses, there may be impacts
tially be disrupted by cut-and-cover
work, including:
• Cut-and-cover work at all 6 stations,
special track-work, the Steeles
Station bus terminal, and EEBs
• Tunnelling for the balance of the
subway
• Construction of above-ground
buildings including station entries
and exits
• Station facilities including PPUDOs
• t he bridge will have a much smaller
footprint in the valley, compared to
to recreational areas, commercial
work at all 6 stations, as well as
the existing fill and culvert;
areas and local businesses due to:
at sections of special track-work.
• reduced visibility of storefronts
Traffic will be diverted around sites
• t he open span of the bridge will re-
sult in a natural channel in the river,
and signs;
and improve wildlife movement
decking and other methods, as
through the valley; and
• less convenient access; and
needed, to minimize disruption to
• pedestrian inconvenience due to
drivers and pedestrians.
•m
ore natural plantings will be re-
introduced to replace the invasive-
temporary construction debris,
dominated vegetation.
noise and dust.
and the Langstaff-Longbridge
Although there may be limited
Contractors will be expected to mini-
commuter parking lot.
removals of urban and landscape
mize any inconvenience caused by
The following describes the major
vegetation for the construction of
construction, and business owners
impacts to be expected during con-
subway stations, a re-vegetation and
will be kept informed at all times as
struction, and the mitigation efforts
enhancement plan will be developed
to the progress of the construction.
planned to minimize the disruption.
in consultation with the TRCA, with
Construction-Related Impacts on
the Natural Environment
special attention paid to the East Don
River Valley.
Construction activities will result
in noise and vibration, although
the general public is unlikely to be
environment relate to the removal
Construction-Related Impacts on
the Socio-Economic Environment
disturbed by the tunnelling itself.
of the existing culvert and existing
Construction of the subway will have
by the use of sound barriers and
embankments at the East Don River
temporary impacts on various socio-
other measures, and their effective-
crossing at Yonge Street. These
economic aspects, including access,
ness will be monitored throughout
impacts are expected to be limited to
noise, vibration, and traffic.
the duration of the project.
The main impacts to the natural
minor disruption during construction,
| 32
using temporary road diversions,
• reduced on-street parking;
Construction noise will be minimized
More detailed traffic management
plans will be developed with input
from the municipalities. During
construction, on-site project staff
will be responsible for ensuring that
the plans are carried out, and that
additional measures are developed
to address any issues that come up.
33 |
Operational Impacts
The primary impacts associated with
transformer substations and
The commuter parking lot at
is the subway crossing over the East
the operation of the subway are in
air shafts.
Langstaff — Longbridge is predicted
Don River, unless mitigation mea-
to produce some additional noise
sures are implemented. Potential
if no mitigation measures are
measures that will be considered
two areas: noise and vibration;
and traffic.
The EPR included a comprehensive
Noise and Vibration Impact Study,
Using Modern Technology to
Address Noise and Vibration
appendix. The study concluded that
There are two different potential
through the use of modern train
types of noise and or vibration as-
track technology and design, the
sociated with the subway project:
subway will not result in increased
• ground-borne vibration
ground-borne vibration.
which is attached to the EPR as an
caused by subway trains
• air-borne noise that could be
caused by the proposed bus
terminals, commuter car
park, subway bridge crossing,
| 34
developed. To minimize any noise,
include sound absorbing finish
our plans include a number of strat-
materials, or enclosing the subway
egies to cut down any potential in-
line rather than leaving it open. As
crease in noise, such as noise walls,
detailed design of the bridge pro-
berms, grading and landscaping.
ceeds, the design team will continue
As well, we have committed to the
to consider measures and request
community that we will continue to
input from the public.
The study also found that the two
work with them as the project con-
bus terminals will have no impacts
tinues, to mitigate noise levels.
on residential areas, due to the setbacks of the terminals, and alreadyexisting sound levels.
The other potential source for increased noise identified by the study
Transit’s Long-term Impact on
Traffic Volumes: Fewer Cars
volume increases around the bus
The increased number of riders on
terminal and PPUDO at the RHC,
TTC Capacity: Ensuring the Future
Performance of the Subway System
The long-term objective of the
generally the increased transit
A number of studies have shown that
Yonge subway extension will make
subway extension, and indeed of all
capacity should result in reduced
the Yonge subway system, to ensure
it even more important to ensure
improvements to rapid transit, is to
traffic congestion.
it continues to work as the heart of
the system’s overall capacity can
a regional transit network, needs
respond. A number of steps are
further investments and improve-
currently being discussed by the
ments to increase its capacity and
TTC that would result in increased
operational performance.
capacity.
ultimately reduce the number of cars
on the road.
As well, the Steeles Bus Terminal
will result in a significant reduction
Traffic studies show that, although
in bus volumes south of Steeles
there may be some localized traffic
Avenue on Yonge Street.
the TTC that will result from the
one vehicle
can take up to
70
vehicles
off the road
35 |
5
Making the Subway Happen: What Happens Next
| 36
Commitments to Future Work
As part of the Transit Project Assessment Process [TPAP], the project team
worked closely together with key stakeholders to address issues and develop
workable solutions. As part of this process, the EPR lists important steps
that will be carried out upon approval of the project, and the commitment of
capital funding. Key next steps include the following:
• Obtain Permits and Approvals, such as:
-R
egional and municipal planning approvals and building permits for all
above-grade structures and facilities including the East Don River bridge,
stations, and other features
-T
oronto Regional Conservation Authority approvals for work in
regulated areas
-S
tormwater management plans to meet municipal, Ministry of
Environment and TRCA requirements
- Complete Heritage Impact Assessments where needed
•V
arious planning initiatives including along Yonge Street and at the RHC,
to be done with stakeholders and property owners. These planning
initiatives will help inform and shape future development plans around the
transit project, ensuring that the needs of commuters, property owners,
residents and businesses are recognized and balanced.
•P
roperty Acquisition, which will follow a process that respects the rights of
property owners, balancing their rights with the needs of the community.
•W
ork with the City of Toronto and the TTC to understand the impact of the
subway extension of the existing subway system, and identify the steps
needed to ensure its ongoing performance.
•W
ork with adjacent property owners near stations as detailed design
proceeds to ensure their input is heard and reflected, and make the most
of future redevelopment opportunities.
•C
ontinue to work closely with the community near the proposed commuter
parking lot at Langstaff-Longbridge, to develop detailed design and
mitigation approaches that reflect their priorities and input.
•D
evelop strategies to support construction that will minimize any impacts on
drivers, pedestrians and businesses.
37 |
‘‘we recognize the value to the community.’’
‘‘Great job! The sooner this gets finished the better.’’
I think this will alleviate a lot of the traffic.
‘‘
’’
‘‘
Finally! A long time dream is becoming a reality.
’’
We love it.
‘‘…the city needs to extend the transportation system up north.’’
‘‘
’’
Extend the subway ASAP! I want to get out of the traffic!
‘‘I think the Yonge Street subway extension is a fantastic project
and a very,
very exciting project for York,
’’
and not only for York Region but all of Toronto.
‘‘
Let’s make it happen. Absolutely needed. Let’s get this done!
‘‘It’s a great thing, not good, great.’’
| 38
’’
1 West Pearce Street, Suite 600, Richmond Hill, Ontario L4B 3K3
phone 905 886 6767
fax 905 886 6969
web vivanext.com