Diesel in, Diesel Out

Vancouver gets Canada Line- an electric Air Rail Link for their 2010 Olympic Games which will open three months before schedule. Calgary gets a renewable energy-driven electric rail system, powered by wind turbines.  Toronto gets a 145 page report, commissioned by Metrolinx, from an environmental consulting firm stating that our health will be damaged 'within established standards' by over 400 diesel trains a day running through our neighbourhoods.  Diesel in, diesel out - garbage in, garbage out.  If a report is written using the worst case diesel emissions data to generate air quality results, the worst case air quality assessment will have to be carefully skewed by those who write the report to justify the expenditure on diesel trains, and protect the 'necessity' for diesel emissions into our air, soil and water sheds. And don't forget our homes and lungs.

What gives? Don't we deserve a better, cleaner and quieter train system like the rest of Canada? And why can SNC-Lavalin work with InTransitBC in Vancouver to build an automated light rapid rail system, but not work to utilize the same electric train technology for the Georgetown South Service Expansion with Metrolinx in Toronto? Why is Metrolinx  still commissioning Air Quality Assessment Reports on the implementation of a diesel train corridor in Toronto? Why would the same transit company, SNC-Lavalin, go back in time to use diesel trains in a private public partnership in Toronto, when SNC-Lavalin has proven expertise to build an electric train system in Vancouver in exactly the same capacity?

 

Let's look at this logistically.  Our taxpayer's money is being spent by Metrolinx on an Air Quality Assessment Report that justifies this logic - since the west end of Toronto's air quality is so bad already, a 'negligible' increase of 15% air pollution is considered irrelevant as added to this region's air quality by this rail corridor. This includes the fact that these diesel trains will be the greatest source of emissions for nitrous oxide in all of Toronto, and that these standards are far beyond legal guidelines. If the west end of Toronto's socioeconomic population is considered at risk, as well as this region, one of the most polluted regions in all of Ontario, would it not be logical to protect this at risk population and region, rather than adding to present environmental stressors? Why would a diesel corridor even be considered  to be built in a region which has the greatest number of 'sensitive receptors' - young children - per capita when this region's existing air quality is already benchmarked as the worst in Ontario?

Enough already, Metrolinx. Use the proven track record of SNC-Lavalin to build electric trains in Vancouver for the GSSE in Toronto. Improve upon what SNC-Lavalin has learned in Vancouver while building this electric train system to adapt it to specifically meet the needs of the GTA. Work with the municipal government's TransitCity to streamline this rail corridor so that it works as a comprehensive transit system which does not duplicate services, such as the Air Rail Link provided by the Eglinton LRT, but supports an easily accessible, clean, unified transit system for the people that matter most- the passengers and those who live near the corridor.  

Time's a-wasting. Our health is worth more than yet another report. 

References: Canada Line at http://www.canadaline.ca/ and their FAQs at http://www.canadaline.ca/aboutFAQ.asp

GSSE and UPRL EA - Human Health Assessment of Air Quality Impacts June 2009 Intrinsik Environmental Sciences Inc.  Link to http://www.metrolinx.com/gsse/docs/GSSE_UPRL_EA-Human_Health_Assessment-Air_Quality_Impacts-Full_Draft_Report-June-09.pdf

Diesel Trains are so Yesterday: An Open Letter regarding the Metrolinx Corridor Expansion

This is the first letter I sent to the Prime Minister, City Councillors, the MPs, and the MPPs, hence the tone. I was just starting to put all the facts together, and was horrified:

I am a Toronto resident who is very concerned about the expansion of the Georgetown corridor (including the Union-Pearson Rail Link) and Newmarket corridors using diesel trains. The construction on this project begins in 2010, and the Environmental Assessment process has been shortened to four months to be completed on July 30th.

This rail expansion should use electric trains to ensure that significant environmental concerns are resolved, and the expansion of this service does not merely shift the cause of pollution from highways to rail corridors. These rail corridors run beside schools, nursing homes, playgrounds and through residential neighbourhoods. The rights of the citizens who use these services, and live in these areas, should be considered as a major part of the Environmental Assessment process.

Also, the $875 million cost of this project is carried by taxpayers, and should be supported by those who will be affected most as the construction from the expansion disrupts neighbourhoods for years at a time. If the rail expansion is electric, the neighbourhoods will be more likely to support this massive project. The neighbourhoods will have difficulty dealing with the second disruption of their lives, if indeed, the rail corridor is to be electrified in 15 years as promised. Historically, it is rare that major public works are upgraded years after their construction, so this corridor should be built properly the first time as electric.

My specific concerns are as follows:

The hours of operation are cited as 5:30 am to 12:30 am each day. Due to these long hours, it is beholden to Metrolinx, and by extension the Government of Ontario and the Government of Canada, to ensure that these trains are quiet, efficient, and non-polluting, as these hours of business extend far beyond noise restrictions for normal business hours.

The data from the Environmental Assessment of the Georgetown and Newmarket corridors, and the Union-Pearson Rail Link, should be merged and considered as one study as these two corridors, and the rail link, are contained within the very small, area of study entitled 'The Davenport Diamond' by Metrolinx. The Environmental Assessment should consider the proximity of these corridors south of Dundas, and include both lines of the rail expansion and UPRL as part of the overall environmental impact concurrently. Metrolinx has said that they will consider these Environmental Assessments separately, although these corridors are in the same neighbourhood. This does not seem to lead to conclusive data.

Diesel trains create significant CO2, NOx and SO2 and particulate matter emissions. Neighbourhoods are willing to accept the increased traffic (at a projected 300 - 500 trains a day) for the common good, but are legitimately concerned on the effect of this air and noise pollution on their health, welfare, and businesses.

The Metrolinx report states the diesel emissions will affect only 500m from its origin, but as the City of Toronto, and the GTA has become more dense in population, this is affects a very large area and population. The Metrolinx report has not updated its data on the population affected by the expansion to be up-to-date.

Urban planners and transportation analysts also know that traffic expands given the avenues available to it, and that the increased traffic on the rail corridor, airports and highways, will impact the quality of air in Ontario for generations to come. As a result, it should be imperative to construct an electric train now to attempt to offset the carbon emissions of the rail corridor component of this transportation expansion. There will be more than enough adverse environmental affects with the increasing airport and highway traffic in the future of the GTA.

Most countries in the world are developing completely electrified rail systems- including India and the United States- and Canada, as a wealthy nation, should be one of them. Why are we considering a technology which is far behind the TTC street car- an electric train which is already in successfully used throughout the City of Toronto? This rail corridor should set an environmental precedent for transit initiatives to come, as the Lakeshore GO train will be electrified in the near future, and so that these corridors are consistent with the American rail system.

Why is Metrolinx, and by extension the provincial and federal government, not performing international 'best practice' case studies of inner city and suburban transit initiatives to try to mitigate the environmental repercussions of this rail expansion on the GTA? There is nothing 'sustainable' about diesel trains, as cited in the Metrolinx report- just retrograde.

TransitCity, as projected by the City Council of Toronto, has proposed a GO train as the fixed link to Pearson Airport- why are SNC-Lavalin's 140 a day, two engine, refurbished 1950s diesel engines considered as a viable, environmentally sound alternative to the LRT as proposed by the City Council to be provided by the GTA, SNC-Lavalin's proposal was written in the 1990s, and is no longer valid as a solution to this rail link by targeting a limited market for the business class.

It is very important that the projected ridership on this rail corridor is studied in detail, and at this time, for its actual market need, and monitored as it is implemented, so that there is not empty space and excess capacity on these trains. The rail corridor should be also monitored and assessed frequently as it is used, so that its implementation and use are consistent with its environmental and social 'Return on Investment'. This rail corridor should not create more air and noise pollution from its traffic than it offsets.

In conclusion, as global warming continues as the most pressing concern internationally, it imperative that every major infrastructure project is considered with great intelligence, foresight and environmental analysis. This project is of the magnitude of the Big Dig in Boston, which wreaked havoc on Boston for years. Therefore, it is better that more planning and analysis is applied to these infrastructure plans before the project is built, as the cost of this project environmentally will be carried by the generations who live in Ontario for decades to come.

Ultimately, if this rail expansion is made electric, there will be even more jobs created for Ontario workers, and opportunities created for companies, as part of the greening research and development initiatives internationally. This advanced technology and intellectual property can then be exported to become a positive part of our legacy and international corporate reputation.