Small’s Creek Ravine and GO Expansion

There is an interactive map available showing the proposed noise wall locations: https://maps.metrolinx.com/arcgis/apps/webappviewer/index.html?id=199ded6da5e746c08f4742df9c921f8c In addition, Metrolinx is also introducing measures to reduce sound at the source. Not only is source mitigation most effective, but it reduces sound levels for all properties along Metrolinx rail corridors, not only those identified as impacted in environmental assessments. For example, Metrolinx has committed to installing exhaust noise silencers on existing and future Metrolinx diesel locomotives which will decrease the sound from these trains by 3 dB at all properties along our rail corridors. Where the noise protocol does not trigger mitigation, but the combined nighttime and daytime pre-project noise level exceeds 55 dBA such as in parts of the Lakeshore East corridor, Metrolinx has prescribed additional mitigation (noise walls), as part of a one-time  enhanced/additional mitigation program. These additional noise walls are funded and outlined in the map linked above. 

GO Expansion consists of many different projects. The largest piece represents all the work that is required to enable service levels identified in the GO Expansion Full Business Case, including new trains, signals, systems, track, as well as the maintenance and operation of the system for years to come. Since the publication of the Full Business Case in November 2018 significant progress has been made on the program and Metrolinx is now in the middle of the procurement process and is engaging with world class operators to ensure the best possible solution is obtained. As this work progresses, service patterns and plans for new infrastructure are evolving to ensure that the benefits outlined in the Business Case are maximized and that value-for-money solutions are found. Service requirements, such as number of passengers to be uplifted, minimum frequencies and maximum journey times are defined by Metrolinx but the actual scheduling and operation of the train service will be undertaken by the successful proponent. The long-term goal and vision of the GO Expansion Program is to provide frequent two-way all-day service on core segments of the rail network, operating at a minimum 15 minute frequencies or better in the current operating window of 6am – 1am.

That was a reminder for everyone that had registered for the event, and a notification that the question feature was now open. 

This was a way to make sure we got to the questions that the community most wanted answered. The voting was open to all participants. 

We appreciate this is an extremely difficult time for everyone.  We want to encourage anyone to reach out for mental health support when needed (ConnexOntario 1-866-531-2600). We recognize how important the ravine is to the community, and have worked diligently with the TRCA and the City of Toronto to design a retaining wall and culvert replacement that would  have the least impact to the Small’s Creek area. The ravine will remain an urban nature feature after construction is complete. 

The surface pattern for the retaining wall was selected from a series of options vetted with the City of Toronto stakeholders. This pattern was the preferred choice for City of Toronto stakeholders for public facing retaining walls; however, we had alternates available for community selection and presented those to the community in November. 

The reason there are only a limited selection of wall finish patterns available is due to public sector procurement requirements: the form liner patterns specified must be available from at least three manufacturers or distributers serving the GO Transit service area. Lessons learned from other installations also guided our selection process. 

LGL and Hatch  (Metrolinx's consultants) reached out to five different companies in Ontario that complete tree transplantations for input on whether moving large trees from the Small’s Creek area would be feasible, as requested by the community. Feedback received indicated that tree replanting would not be possible because of the steep slope. Tree spades need to function on level or flat ground, a 2:1 slope prevents truck mounted tree spades to operate without the assistance of an excavator or bulldozer to level the area. Trees > 10 cm DBH are typically transplanted using specialized tree spading equipment to safely remove and transport the trees to a new location. Transplanting mature trees tends to damage the roots and cause the tree to die, while also disturbing the new area it has been transplanted to. Regardless of the time of year, it is difficult for mature trees to root properly into the new environment because of their size and age. Additionally, transplanting any of the larger and mature trees in this area may result in further damage to the adjacent habitat in order to facilitate the equipment required for transplantation (i.e. large tree spade trucks). Metrolinx will work with the selected contractor to identify any of the large trees that may be retained. 

While we expect COVID to have impacts on commuting habits for the next two years, we are building a transit system for the long term. The region is experiencing incredible growth, with an estimated nine million people calling the region home by 2041. COVID will likely have impacts on workforce patterns for years to come. However, other trends are emerging such as a decrease in car ownership, and new travel patterns. And there is no doubt that transit infrastructure is far behind. Metrolinx is planning for the next 35 years, and to allow customers to move across the region, with two-day, all day service on GO, as well as new LRT, BRT and subway lines. This means more choices not just for commuters travelling downtown, but all transit users, travelling in all directions. 

We’re experiencing incredible growth, with an estimated nine million people calling our region home by 2041. Growth means opportunities – for careers, for families, for entertainment and everyday life. It must be matched by a transit system that keeps pace with changing realities. Today, we run 1,500 weekly trips on the GO Transit system. Each year we’re adding more, and when we’re done building, we’ll be running over 6,000 weekly trips.

Different alternatives were investigated for the corridor expansion, such as extending the embankment, different types of retaining walls to reduce impacts that take into consideration the design guidelines of different internal and external stakeholders. Metrolinx has worked closely with the City of Toronto and the TRCA to find a solution that is least disruptive to the natural environment. The retaining wall has been reviewed by TRCA staff including a geotechnical engineer and is the least intrusive option. The corridor needs to be widened on the north side, to make room for the future fourth track and electrification equipment. Grading work is required to do this. The retaining wall design meets the safety and regulatory requirements set out by Transport Canada and the American Railway Engineering and Maintenance-of-Way Association (AREMA). It is designed to support the weight of passenger and freight trains that will travel the corridor. The retaining wall option selected is the least impactful solution available. 

The restoration plan and replanting may be done as soon as this fall, if the construction is completed, or else will take place in the spring of 2022. The restoration plan is part of the contract, and the selected cosntructor will be required to complete the restoration plan, as well as maintain the replanted area for a period of two years. Any trees or plantings that die during the two year warranty period will be replaced by the contractor and are subject to additional warranties. Once the warranty period is complete, the restored areas of the ravine revert to the City of Toronto's stewardship. The Metrolinx right of way portion of the ravine remains Metrolinx's responsibility to maintain. 

• There will be a 24 hour phone line monitored for this work. We are in the process of finalizing those details and will share them with the community as soon we can.    
• The constructor will be responsible for installing noise monitors and ensuring that noise omitted from the construction site is within permissible levels.    
• The Community Relations team posts regular updates on the project website and a new dedicated @GOExpansion Twitter handle. Information is also shared in weekly e-blasts and construction notices, including advance notice for this work, which are delivered directly to all those affected in the community. You can e-mail the Community Relations team at [email protected] which is monitored during standard business hours. 

There should be no impact to the fence, the portion of the fence that is removed for the access point will be replaced once the construction is complete.

Track installation is part of the GO Expansion project and it is currently in procurement, closing late this year. Once the proponent is on board, we will have a project schedule. Construction is not likely to start until late 2022, or 2023 and will be phased across the entire GO network. To learn more about GO Expansion, please visit our website (http://www.metrolinx.com/en/greaterregion/projects/go-expansion.aspx). 

We will have a follow up meeting with the community after the contractor is on board to discuss the scheduling and noise mitigation plan. The contractor will abide by the noise thresholds within the project agreement.

CN Rail currently runs on the Lakeshore East corridor twice a week. Passenger service is operated by GO Transit and VIA rail.

A small retaining wall can be constructed, but this will increase the impacts in the ravine. One of the goals in this project is to reduce the impacts as much as possible.

Metrolinx and the City of Toronto are closely aligned on transit expansion and we work closely with the City, through the Transit Expansion Office and Urban Forest Management, and other departments as needed. We also meet regularly with City of Toronto councillors to update them on upcoming projects. 

This idea is not feasible as the temporary bridge will be overlapping in the area where the trees are. In order to withstand the heavy loads of the temporary bridge and the heavy construction equipment very wide piles would be required  increasing the impacts to the ravine. 

Now that a contractor is on board, more details about construction activity, schedule and impacts will be available. 

No impacts are anticipated to the existing fencing or boundary of the Merrill Bridge Road Park. The retaining wall planned for Small’s Creek will not extend this far east as there is sufficient room to re-grade the area to allow for the future addition of the 4th track in the area. 

The current culvert is in poor condition and the outlet in the south side of the corridor is buried/collapsed. It does not provide proper drainage leading to the potential for flooding in the area during heavy storms or snow melt. The new culvert will restore the function that was once provided by the collapsed culvert and improve drainage and reduce flooding, as well as protect the slope from erosion caused by flooding.

Requests for information relating to the results from the Geotechnical investigative work can be made through the Toronto East Community Relations office [email protected].

The contractor will be required to limit noise levels during construction as specified in the project agreement.  The contractor may acheive this through temporary noise barriers or through source-based mitigation, such as noise shrouds. A Construction Noise Management Plan will be submitted by the contractor which will include the overall construction schedule along the with a schedule of each major component and associated processes and equipment usage, as well as the appropriate mitigation. Our Community Relations team will provide notices to residents in advance of construction.

Provisions have been made to protect for a fourth track. This is good planning and protects for future service improvements. The Full Business Case has been considered over a long-term horizon and reflects the expected population growth in the GTHA. Future service includes a minimum of four (4) trains per hour on Stouvfille and four (4) trains per hour on Lakeshore with additional trains during the peak hours.

It is outside of our mandate and funding envelope to provide new public amenities other than transit. To address social impact, our focus is transportation and we are working to help the community by building more to improve service.

Currently there are no plans to build a pedestrian bridge over the tracks near Small's Creek.

Metrolinx is committed to electrifying core segments of its GO network as part of the GO Expansion Program which is currently in procurement phase. 
The contract is in a multi-year procurement process, and currently proponents are completing the bids that will close in 2021. Construction will get underway in 2022/23 - the schedule will be refined once the successful proponent has been selected.

During construction, access to the wooden paths on the north side of the corridor may be closed off to maintain safety. Howwever, the wooden walkways and stairs will not be affected. 

The dirt path next to the creek will be impacted during the culvert construction but will be restored back to its original condition following construction. Wooden stairways or walkways will not be removed or impacted by the proposed works, so they are not marked in the restoration plan.

Thank you for your comments, and for participating in the public meeting. 

GO Expansion consists of many different projects. The largest piece represents all the work that is required to enable service levels identified in the GO Expansion Full Business Case, including new trains, signals, systems, track, as well as the maintenance and operation of the system for years to come. 
The current scope of work is one of the early works projects that will enable the GO Expansion project and two-way all-day service on Metrolinx’s core network. 

The current scope of work includes grading for the eventual fourth track, corridor expansion, construction of new retaining walls, and culvert replacement/expansion.

Future work in this area will include the installation of electrification infrastructure, noise walls, as well as a fourth track. Please visit the following link to use our interactive map showing where proposed noise walls and vibration mitigation will be located across the GO network: https://maps.metrolinx.com/arcgis/apps/webappviewer/index.html?id=199ded6da5e746c08f4742df9c921f8c

Our intent with the proposed pattern for the retaining walls is for this wall to be a background element that will be concealed over time by the planting of trees and shrubs which will create a vegetative screening. All public facing retaining walls will be treated with an anti-graffiti coating. 

The restoration plan includes a two-year warranty, during which time the contractor will maintain the area and replace any trees or plants as needed. Trees or plants replaced at the end of the two-year warranty period, will be guaranteed for a further 12 months. 

This is outside of Metrolinx’s mandate and funding. A pedestrian connection would be a separate piece of infrastructure. Metrolinx would be willing to work with the city of Toronto, as a third party request, if this was a priority for the city. 

The new culvert will be 3 m west of the current culvert. Once complete, the new culvert will improve drainage and reduce flooding, as well as protect the slope from erosion caused by flooding. The impact to the total area will be minimal, as the footprint of the new culvert is within that of the existing culvert. The total area that will be impacted, between the proposed retaining wall and the embankment at the culvert location will be approximately 666 square metres, and this area falls inside Metrolinx property. 

We are working hard to find the right balance between the need for expanded transit in this area, while minimizing the impact to the ravine. We will continue to work with the TRCA and City of Toronto to explore options that meet that balance and this poll will help us to better understand the communities top priorities.

A secant pile wall would still need to be built in an area on the current slope in order to accomodate the required width of the corridor. For that reason, it cannot be built from the track level as the equipment (augur, concrete trucks), would not be able to reach the required location. A level access road would first need to be built to accomodate the equipment for a secant pile wall - therefore making this the most impactful to the local ecology. In addition, a secant pile wall requires tie backs, which are not permitted under North American railway safety standards as maintenance and monitoring are difficult; failure of the wall would be catastrophic. 

Yes, Metrolinx will work with the successful contractor, who is responsible for erecting physical signage.

Currently, the restoration plan includes the equivalent of 353 trees and shrub and over 4,000 herbaceous plantings that will be restored to the area to support re-naturalization. Metrolinx will work with the community on additional restoration for Small’s Creek in partnership with the Toronto Region and Conservation Authority (TRCA). The restoration plan includes the planting of native species, and stabilization of the disturbed area. Metrolinx and TRCA in partnership with the City of Toronto will be looking for community input into planting locations. With regards to sound walls and vibration mitigation, this work is part of the GO Expansion project that is currently in procurement. For location specifics, please visit the following interactive map: https://maps.metrolinx.com/arcgis/apps/webappviewer/index.html?id=199ded...

Metrolinx has worked closely with the City of Toronto and the TRCA to find a solution that is least disruptive to the natural environment. 
The retaining wall has been reviewed by TRCA staff including a geotechnical engineer and is the least intrusive option. The corridor needs to be widened on the north side, to make room for the future fourth track and electrification. Grading work is required to do this.
The retaining wall design meets the safety and regulatory requirements set out by Transport Canada and the American Railway Engineering and Maintenance-of-Way Association (AREMA). It is designed to support the weight of passenger and freight trains that will travel the corridor. Different alternatives were investigated for the corridor expansion, such as extending the embankment (geo-engineered slop) and a secant pile wall; both had far greater impacts to the ravine and community as well as constructability and safety considerations. Our community relations team would be pleased to connect with you on the phone to go over the options in detail. 

The wooden pathways in Williamson Ravine on the south side will remain open during construction. North of the tracks, the dirt path immediately next to the slope will be closed through construction. The wooden pathways may also be closed, depending on the construction requirements, and if that is the case, Metrolinx will inform the community in advance. To stay informed, please subscribe to our Toronto East regional e-newsletter. https://metrolinx.us4.list-manage.com/subscribe?u=e3e2dcbefa63d1ca424de38bb&id=d003ab5b57

Metrolinx is widening the track bed at the top of the rail embankment on the north side, and installing the retaining wall to keep the slope completely within the current embankment/Metrolinx right of way. In this way, the ravine is preserved for the continued use of the community. 

While Ontario design standards dictate the size of the grate over the culvert for safety reasons, it will allow for the terrestrial passage of smaller mammals, amphibians and reptiles improving connectivity in the ravine. The current culvert is in poor condition and the outlet in the south side of the corridor is buried/collapsed.

Yes, 5-6 months for the construction of the wall and culvert. The restoration and replanting will happen once construction is complete. 

Yes, options to have a guideway (bridge) over the Small's creek taking in consideration future electrification and  noise wall installation and reduce the impacts the Smalls Creek, unfortunately this will create more impacts to the creek as the track alignment will need be shift more to the north side of the corridor  away from the existing track to meet the Metrolinx and AREMA  requirements and creating potential impacts  to the the nearby Woodbine Avenue bridge.   

This refers to the dirt path on the north side of the tracks. Once the culvert is complete, it will sever the path from east to west. Metrolinx is working with the City of Toronto to determine if a new connection can be built across the creek. Metrolinx will build this connection, but must coordinate with the City of Toronto as it would be on their land. There is also an upper path on the north end of the ravine north of the tracks which will not be affected. The wooden paths on the north side, as well as the wooden pathways on the southside in Williamson Ravine, will not be disturbed or changed. 

In 2017 Metrolinx completed the Don River to Scarborough TPAP for the proposed fourth track through this section of corridor. The 2017 EA modelled existing and future noise levels along the rail right-of-way adjacent to Small’s Creek. 

Since 2017, Metrolinx has developed a more detailed concept for how increased passenger service will be delivered for the GO Expansion program in the future, including a mix of diesel and electric trains. As part of an Addendum to the 2017 GO Rail Network Electrification TPAP Metrolinx completed an update to the 2017 study to evaluate potential environmental impacts and mitigation measures based on the new detailed service plan for the GO Expansion program. The results of the Noise Assessment Update were presented in Fall 2020 during GO Expansion PIC#3 where Metrolinx gathered public feedback. The material and comment responses from the public consultation can be viewed online here. 

The supporting Noise and Vibration Study for the Lakeshore East Corridor is available here: https://www.metrolinxengage.com/sites/default/files/lakeshore_east_noise_and_vibration_assessment_draft.pdf