407 Rail Freight Bypass/The Missing Link

[steveintoronto]

Bit of a wake-up and very much pointing out the need for the Missing Link as per safety aspects:

CP Rail train derails in Toronto
August 21, 2016 10:25 AM EDT

A derailed CP Rail freight train in Toronto near Dupont and Spadina on Sunday, Aug. 21, 2016. (Aaron D'Andrea/Toronto Sun)
TORONTO - Two freight trains sideswiped each other in the heart of Toronto early Sunday morning, resulting in a diesel leak.

Around 5:30 a.m., Toronto Fire Services responded to reports of loud, unusual noises coming from the railway line near Dupont St. and Spadina Rd.

“It was discovered that two trains going in opposite directions side swiped each other,” district chief David Taylor said.

“The westbound train had a split in the diesel tank, which is now currently leaking, but contained.”

Taylor added the last three cars on the eastbound train derailed, and crews are on scene cleaning up the spill.

Toronto Police said there is no threat to public safety.

CP Rail is investigating the cause of the accident.

http://www.torontosun.com/2016/08/21/cp-rail-train-derails-in-toronto

Fortunately damage seems minimal, and these things happen much more often than reported. But that's the point. Oil trains still rumble through on that track. The Freight By-Pass is needed for many reasons. Hopefully this cues further awareness on the issue.

I'm not an alarmist, this is a very real threat, *especially given an alternative that benefits everyone* (even York Region!)

The amount of volatile oil shipped through Toronto by rail is soaring. Should we be worried?
Crude oil cuts a path through Rosedale, Forest Hill and the Annex
By Bronwen Keyes-Bevan

Published: Wednesday, Aug. 17, 2016, 02:31 PM

A central Toronto playground located within metres of rail tracks and oil trains


The transportation of oil across the country has long been a hot topic in Canada, but with a massive increase in the transportation of oil by train and the disaster in Lac-Mégantic, Que., Toronto residents and local politicians are raising the alarm bells.

“Residents ... of communities across Toronto are being unfairly put at risk by crude oil shipments through the city,” said councillor Kristyn Wong-Tam.

“While these lines have been used to move goods across the country in the past, the argument from precedent completely ignores the reality — this volume of explosive goods has never been seen in Toronto before and was never planned for,” she added.

Many Torontonians may be unaware that highly volatile oil is shipped by rail across Canada and through Toronto every single day.

The rate at which these oils is shipped by rail (oil-by-rail) has soared in recent years as rising quantities from the Alberta tar sands and North Dakota’s Bakken Formation outpace the capacity of current pipelines. Between 2009 and 2013 there was a 320-fold increase in oil-by-rail shipments across Canada.

Much of the area near the rail line was not residential until recently. Now, Toronto developers have sought out the last bits of empty land, such as the area between Dupont Street and Davenport Road west of Avenue Road, and as a result those areas are undergoing a significant residential build out.

Signs have begun to appear on streets, such as Macpherson Avenue, calling attention to the potential for disaster.

Helen Vassilakos is a resident of the Junction neighbourhood. Like many people in the GTA, Vassilakos’ home is within metres of the Canadian Pacific Railway (CP) line that cuts right through the heart of our city. In 2013, news of the Lac-Mégantic rail disaster sent shockwaves through the country. Vassilakos and her neighbour Patricia Lai were horrified by the disaster in which fireballs destroyed the Quebec town’s centre and 47 people perished.

“Lac-Mégantic was really a wake-up call for us,” said Vassilakos. “We started to do some research and were shocked with what we discovered.”

According to the Railway Association of Canada, oil-by-rail shipments grew from 500 carloads in 2009 to 160,000 carloads in 2013, with continued growth in the shipment of crude oil expected. The Transportation Safety Board of Canada has been voicing concerns about the safety of this practice for many years, arguing that current railway operating practices combined with the aging tank cars used are not adequate to effectively mitigate the risks posed by the transportation of large quantities of the volatile crude oil.

While Lac-Mégantic was the most deadly derailment in recent years, it was not the only one. In 2015, a Reuters analysis found that accidents in Canada due to poor track conditions hit their highest level in more than five years.

Trains operated by Canadian National (CN) in Canada derailed along main lines 57 times in 2014, up from 33 derailments the year before. Much of the oil trundling through the city — metres from Torontonians’ homes, schools and playgrounds — is highly flammable, corrosive and toxic.

In July 2016 Transport Canada released its biannual newsletter on the transportation of dangerous goods. Although the safe level of hydrogen sulfide is 100 parts per million (ppm), Transport Canada measured concentrations as high as 65,000 ppm in some of the oil being shipped across the country.

The majority of crude oil being shipped through Toronto, taken out of the ground in the Bakken shale region in North Dakota, makes its way to the Irving Oil Refinery in Saint John, N.B., where it is processed and exported.

“It’s all risk and no reward,” said Vassilakos. “The public is being asked to take on all the risk to both our safety and to the public purse.”

Vassilakos and Lai were moved to act and founded Safe Rail Communities (SRC), which advocates for safe, transparent and regulated rail transportation. The group has been garnering support across the city in neighbourhoods such as the Junction, Forest Hill and Rosedale, through which rail cars carrying volatile oil run on a daily basis.

Forest Hill councillor Joe Mihevc said he recognizes the rail companies were there first but sees the need for some middle ground.

“We recognize that [the rail companies] have a right to do this, but we are asking for this: to slow the trains down when they’re passing through and limit the hazardous goods that pass through,” he said.

SRC reports a more open dialogue since Minister of Transport Marc Garneau has taken office, but they are disappointed by ongoing inaction.

“The really substantive changes that are needed to actually make some sort of meaningful change that would make a difference in terms of public safety aren’t being done quickly enough,” said Vassilakos.

http://www.postcity.com/Eat-Shop-Do...ough-Toronto-is-soaring-Should-we-be-worried/

[...]
Toronto Fire spokesperson Capt. Michael Westwood said the last five cars of one of the trains are leaning and officials are concerned about possibility of the cars tipping over. Crews are trying to stabilize them.

The derailment did not spark a fire or explosion, he said.

Chris Krepski, spokesperson for the Transportation Safety Board of Canada, said preliminary information suggests the locomotives and train, which was carrying shipping containers, sideswiped each other while travelling in opposite directions.

A TSB investigator has been sent to the site, Krepski said. "We are assessing the situation."

http://www.cbc.ca/news/canada/toronto/cp-rail-derailment-1.3729906

"Human error" being blamed, latest being that one train rear-ended another. This couldn't have come at a more awkward time for CP.

Time to talk on the Missing Link.

 

[Kitsune]

I know it's nitpicking but...



...should be to the north.

I thought frieght still uses the Union corrider in the overnight hours ? I could of sworn I saw a CN train rumble through.

 

[crs1026]

I thought frieght still uses the Union corrider in the overnight hours ? I could of sworn I saw a CN train rumble through.

True.... There is a daily road switcher serving the few remaining industries along the LSE/LSW. A valid nitpick, but not big enough to matter - and since the freight is local, it's not bypass material so long as the customers don't relocate.

- Paul

 

[DonValleyRainbow]

I thought frieght still uses the Union corrider in the overnight hours ? I could of sworn I saw a CN train rumble through.

True.... There is a daily road switcher serving the few remaining industries along the LSE/LSW. A valid nitpick, but not big enough to matter - and since the freight is local, it's not bypass material so long as the customers don't relocate.

- Paul

This is true, but we're talking about frequent mainline freight trains hauling long consists at high speeds, not single local switchers with small consists and lower speeds.

 

[crs1026]

This is true, but we're talking about frequent mainline freight trains hauling long consists at high speeds, not single local switchers with small consists and lower speeds.

Exactly. We're just getting the facts exactly straight. In the end, these little trains exist, but don't matter to the core issue.

- Paul

 

[dowlingm]

The problem with "we gotta move CP traffic because safety" is that it doesn't really help sell the link to those communities the new line will run near...

 

[innsertnamehere]

The Toronto Bypass trackage is much safer as it generally runs through a hydro corridor and where it does run through neighbourhoods, it is generally trenched. There are probably only around a hundred residential units within the modern standard 30m rail setback, compared to likely thousands within that area on the current CP line.

 

[mdrejhon]

The Toronto Bypass trackage is much safer as it generally runs through a hydro corridor and where it does run through neighbourhoods, it is generally trenched.

There's also the 407 as a safety buffer too.

The Bypass goes between the 407 (to the north) and the hydro corridor (to the south).

It will necessarily be trenched the full length even here, because it needs to go underneath interchanges/cloverleafs/parclos without any unnecessary freight-unfriendly grades in between.

 

[steveintoronto]

The problem with "we gotta move CP traffic because safety" is that it doesn't really help sell the link to those communities the new line will run near...

Compare the density of the *controlled* development around the CN bypass and the "mid-town" (note that name!) CP mid-town line, built *long before massive freights*, let alone oil trains. Also that mid-town trackage is *above grade* compounds the danger exponentially compared to the sunk existing north Toronto CN by-pass close to any housing that was poorly zoned *after* that track was installed.

This is all itemized in the report available on the four city, one town websites. York Region has objections. York Region should have known better. It's a no brainer.

Edit to Add: Just checking at the Mississauga website to link the report, and lo and behold, they've posted the correct map v. that which was cause for some to fret needlessly: "illustrated infographic" linked at bottom still has the 'map of lies'.

What is it?
The Missing Link is a proposed new railway line that would transform the way people and goods move across Mississauga, the Greater Toronto and Hamilton Area (GTHA) and Waterloo Region.

The Ontario Provincial Government has announced a policy of providing two-way, all-day service on existing GO Transit rail lines. For the Milton and Kitchener lines, this is prevented by the presence of heavy through freight rail traffic. The Missing Link is a package of rail improvements that would allow for substantially expanded two-way, all-day service on the Milton and Kitchener GO Transit lines by relocating heavy freight rail elsewhere.

The Missing Link would run between the Milton GO line west of Trafalgar Road in Milton and the CN Bypass Line at Bramalea via the Parkway Belt adjacent to Highway 407.

The need for two-way, all day GO service on the Milton and Kitchener GO lines is supported through multiple planning, infrastructure and transit programs. One of the largest is the Metrolinx Regional Express Rail initiative. It responds to growing traffic congestion and growing demand for GO service and ridership, all of which is necessary to support the economies of Mississauga, the Greater Toronto Hamilton Area (GTHA) and Waterloo Region.

To learn more about the Missing Link:

• Illustrated Infographic
• Corporate Report to Mississauga’s General Committee (August 28, 2015)

• http://www.mississauga.ca/portal/residents/missinglink

Ironically, what's absurd on that map now is not an incorrect depiction, it's the Hurontario LRT stopping short of Brampton, but that's another thread...albeit made even more bizarre by how 'The Link' would render Brampton ever-more tied-in as a transit hub.

 

[Allandale25]

The Toronto Bypass trackage is much safer as it generally runs through a hydro corridor and where it does run through neighbourhoods, it is generally trenched. There are probably only around a hundred residential units within the modern standard 30m rail setback, compared to likely thousands within that area on the current CP line.

Yes, as mdrejhon points out the "bypass" portion of the route CP Rail would use parallel to the 407 isn't hear homes, but that's not the case for the other portion of the route between Pickering/Scarborough and Bramalea. In Vaughan and Markham it would use the CN York Sub. and some residents along the line have picked up on the proposed new route for CP Rail trains. Posted before but here and here are the media articles I'm referring to. Also, there was this Region of York report from January 2016.

 

[howl]

The only thing preventing CP from moving the line is money. CP is a publicly traded company and they aren't going to do anything that negatively affects their shareholders. Since they were there first they are largely protected from lawsuits so they don't have any incentive to move. The only solution is for the government to pay for the new or rerouted line, including possible lost operating income over the long term. The feds could even re-direct some of their transit infrastructure money by re-purposing the line for GO or Smarttrack once CP is off it. If CP shareholders were guaranteed not to lose any money in the deal why would they not accept it?

 

[steveintoronto]

that's not the case for the other portion of the route between Pickering/Scarborough and Bramalea.

All three are in favour. Any concerns they have are addressed in other ways, or trade-off of risk.

In Vaughan and Markham it would use the CN York Sub. and some residents along the line have picked up on the proposed new route for CP Rail trains. Posted before but here and here are the media articles I'm referring to. Also, there was this Region of York report from January 2016.

The Feds have the power under the Transportation Act, by ministerial dictate alone if need be, to make this happen. The *vast majority* of persons in the GTA are represented by municipal government in their wish to see this done. It makes sense from many facets. No matter what is decided with a major project, there's always dissenters.

 

[innsertnamehere]

Yes, as mdrejhon points out the "bypass" portion of the route CP Rail would use parallel to the 407 isn't hear homes, but that's not the case for the other portion of the route between Pickering/Scarborough and Bramalea. In Vaughan and Markham it would use the CN York Sub. and some residents along the line have picked up on the proposed new route for CP Rail trains. Posted before but here and here are the media articles I'm referring to. Also, there was this Region of York report from January 2016.

that is the portion I was discussing. Take a look at that corridor - most of it is actually in industrial areas. If you trace it from where the CP line would connect to the proposed bypass route, there is very little residential conflict.

Most residential is well setback beyond the minimum 30m setback deemed safe:

where it isn't, there is usually a large berm or the corridor is trenched:

As I said, there are a few spots of concern such as here:

But generally, it is a far, far safer corridor than the current CP mainline. Most of it is in industrial corridors, and is certainly better than this:

 

[Allandale25]

All three are in favour. Any concerns they have are addressed in other ways, or trade-off of risk.

I don't follow. Who are "all three" and who are "they"?

The Feds have the power under the Transportation Act, by ministerial dictate alone if need be, to make this happen.

You're probably right but that doesn't mean they would use it. Is there any recent example of the Feds using it other than with regulating tank cars or grain delivery (I think they did those things under the Act you're referring to).

The *vast majority* of persons in the GTA are represented by municipal government in their wish to see this done. It makes sense from many facets. No matter what is decided with a major project, there's always dissenters.

"Vast majority" is a little hard to quantify. Mississauga, Toronto, Milton and Cambridge would be in favour but York Region may not be.

 

[Allandale25]

that is the portion I was discussing. Take a look at that corridor - most of it is actually in industrial areas. If you trace it from where the CP line would connect to the proposed bypass route, there is very little residential conflict.

Most residential is well setback beyond the minimum 30m setback deemed safe:

where it isn't, there is usually a large berm or the corridor is trenched:


As I said, there are a few spots of concern such as here:



But generally, it is a far, far safer corridor than the current CP mainline. Most of it is in industrial corridors, and is certainly better than this:

Thanks for sharing. Not disagree that parts of the York Sub might be safer, I was just pointing out that some who live along the line might not perceive it that way. The York Sub stretch hasn't got a lot of media attention yet and a lot of folks focus on the Mississauga/Brampton portion.