Appendix I: Noise and Vibration Assessment Report · As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration

PREPARED BY

London Bus Rapid Transit Transit Project Assessment ProcessEnvironmental Project Report

March 2019

Appendix I: Noise and VibrationAssessment Report

CITY OF LONDON

RAPID TRANSIT CORRIDORS ENVIRONMENTAL ASSESSMENT – NOISE AND VIBRATION STUDY LONDON BUS RAPID TRANSIT

OCTOBER 02, 2018

WSP Canada Inc.

RAPID TRANSIT CORRIDORS ENVIRONMENTAL ASSESSMENT - NOISE AND VIBRATION STUDY LONDON BUS RAPID TRANSIT CITY OF LONDON

PROJECT NO.: 141-21085-01 DATE: OCTOBER 2018 WSP 100 COMMERCE VALLEY DRIVE WEST THORNHILL, ON, CANADA L3T 0A1 WSP.COM

Rapid Transit Corridors EA – Noise and Vibration Study Project No. 141-21085-01 City of London

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S I G N A T U R E S

PREPARED BY

Jeffery Park, EIT Designer

Andrew Carnovale, EIT Designer

REVIEWED BY

Bill Hoogeveen, P.Eng. Senior Project Manager

EXECUTIVE SUMMARY The City of London, Ontario has retained the IBI Group (IBI) in collaboration with WSP Canada Inc. (WSP) to provide engineering consulting and environmental assessment services for the development of a 24km-long Bus Rapid Transit (BRT) system for London, Ontario. As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration impacts of the BRT system on the surrounding area. The scope of this study addresses the potential noise and vibration impact of construction, road widening, and operation of the BRT system.


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The road traffic volumes were projected based on Turning Movement Counts (TMC) and future growth rates provided by the project team. Road noise levels were calculated using both the method outlined in the Ontario Ministry of the Environment document “ORNAMENT” (October, 1989) and the MOECC “STAMSON 5.04” Computer Program for Road and Rail Traffic Noise Assessment. The projected increase in noise levels as a result of the implementation of the London BRT system is estimated to be greater than 5 dB at seven receptor locations. New 1.8 m to 2.4 m high sound barriers are recommended to attenuate the increase in sound levels. A stationary noise assessment was also performed to determine the impact of idling buses at the planned turnaround at the south terminus. The analysis was carried out using Cadna/A. The projected noise levels from the bus idling assessment does not warrant the investigation of any mitigation measures. This study concluded that the existing noise sensitive land uses will not be impacted by the construction, road widening, and operation of the BRT system provided that all recommendations in this report are implemented.


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Contents

Executive Summary ............................................................ ii

1 INTRODUCTION .................................................................... 1

2 STUDY AREA AND SURROUNDING LAND USES ... 3

3 NOISE GUIDELINES ............................................................ 4

4 NOISE ANALYSIS ................................................................. 5

Noise Sources .......................................................... 5

Estimation Procedures ............................................ 6

Setbacks, Elevations, and Receptor Heights ......... 6

Traffic/BRT Noise .................................................................................................................................. 6

Bus Idling noise ...................................................................................................................................... 9

Results and Findings ............................................... 9

Traffic/brt noise ....................................................................................................................................... 9

bus idling noise ..................................................................................................................................... 12

Noise Control Measures ........................................ 13

5 CONSTRUCTION NOISE ................................................. 16

6 VIBRATION ASSESSMENT .............................................17

7 CONCLUSIONS AND RECOMMENDATIONS .......... 18

Conclusions ............................................................ 18

Recommendations ................................................. 18

REFERENCES .................................................................................. 19


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TABLES

TABLE 4-1: FUTURE LAND USES ON BRT CORRIDOR .................................................... 7

TABLE 4-2: SUMMARY OF RECEPTORS FOR ROAD NOISE ................................................. 7

TABLE 4-3: SUMMARY OF RECEPTORS FOR BUS IDLING NOISE ............................................... 9

TABLE 4-4: SUMMARY OF RESULTS OF TRAFFIC/BRT NOISE ASSESSMENT ........ 10

TABLE 4-5: SUMMARY OF RESULTS OF BUS IDLING NOISE ASSESSMENT .................... 12

TABLE 4-6: RECOMMENDED NOISE CONTROL MEASURES ................................................. 15

FIGURES

FIGURE 1-1: APPROVED BRT NETWORK (JULY 2017) .............................................................. 2

APPENDICES

A TRAFFIC DATA

B SOUND LEVEL ANALYSES

C BARRIER LOCATION

D CADNA/A SETUP


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1 INTRODUCTION The City of London, Ontario has retained the IBI Group (IBI) in collaboration with WSP Canada Group Inc. (WSP) to provide engineering consulting and environmental assessment services for the development of a 24km-long Bus Rapid Transit (BRT) system for London, Ontario. The BRT system is comprised of four segments, combined into two operational routes: the north and east corridor, and the south and west corridor, as presented in Figure 1-1 below. The BRT network was approved by the City of London Council with the Rapid Transit Master Plan in July 2017, and is comprised predominantly of dedicated bus lanes on existing streets, either in the curb or median lanes. The BRT corridors will also incorporate enhanced pedestrian amenities and active transportation infrastructure where feasible. A total of 35 new, fully-accessible BRT stops are provided at key signalized intersections throughout the network, with enhanced passenger amenities and safety features. The project will require the purchase of an additional 28 vehicles to operate the BRT services, which will be phased-in gradually as the BRT corridors come online. As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration impacts of the BRT system on the surrounding area. The scope of this study addresses the potential noise and vibration impact of construction, road widening, and operation of the BRT system.


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Figure 1-1: Approved BRT Network (July 2017)


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2 STUDY AREA AND SURROUNDING LAND USES

For the purposes of this evaluation, the study area extends 600 metres on both sides of the proposed 24 kilometre BRT system and adjacent residential areas. In practical terms, the study area extends only as far as the first row of housing since there will not be impacts beyond the first row. Existing land uses vary along the study corridors with a mix of recreational, residential, commercial, and institutional uses. Downtown London is primarily commercial and institutional uses while a couple of kilometres away from the downtown core is primarily residential. Notable land uses along the BRT corridors include Western University, Masonville Place, Cherry Hill Mall, North American Trade Schools, Gateway Casinos, and Fanshawe College. For more information about the surrounding land use, the City of London’s website contains an interactive map at “http://maps.london.ca/CityMap/Index.html?viewer=Zoning”. The noise and vibration assessments were undertaken based on a selection of private residential homes adjacent to the BRT corridors to represent the locations where the potential worst-case impacts to noise and vibration sensitive areas are expected.

http://maps.london.ca/CityMap/Index.html?viewer=Zoning


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3 NOISE GUIDELINES When examining the noise impacts of transportation improvements on existing residential areas, the Ministry of the Environment and Climate Control’s approach for the assessment of noise impacts is documented in "A Protocol for Dealing with Noise Concerns during Preparation, Review and Evaluation of Provincial Highway Environmental Assessments", February 1986, prepared by the Ontario Ministry of Transportation and the Ministry of the Environment (hereafter referred to as the Protocol). The Protocol states "The objective for outdoor sound levels is the higher of the Leq 55 dBA or the ambient. The significance of a noise impact will be quantified by using this objective in addition to the change in noise level above the ambient. Where noise increases above the ambient do not exceed 5 dBA, no mitigation is required". A summary of the guidelines to determine noise impact is as follows:

• If the Leq 16 hour daytime traffic sound levels in the outdoor living areas of the adjacent dwelling units are less than or equal to 55 dBA and the impact is less than or equal to 5 dBA (over ambient noise levels), noise mitigation measures will not be required.

• If the Leq 16 hour daytime traffic sound levels in the outdoor living areas of the adjacent dwelling units are greater than 55 dBA and the impact is less than or equal to 5 dBA (over ambient), attenuation measures will not normally be required.

• For both cases noted above, if the noise impact exceeds 5 dBA (over ambient), noise control measures should be investigated within the right-of-way and if mitigation is warranted, attempts should be made to reduce the noise to objective sound levels or as much as possible, within the constraints of administrative, aesthetic, economic and technical feasibility.

The potential impact of stationary noise associated with idling buses on existing residential areas was assessed according to the methodology contained in NPC-300 Environmental Noise Guideline. The sound level limits for stationary noise is the Leq 1 hour sound level at an outdoor location and is the greater of 50 dBA or the existing ambient sound level during the day or evening and the greater of 45 dBA or the ambient sound level during the nighttime. If these limits are exceeded, noise mitigation measures will be required.


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4 NOISE ANALYSIS

NOISE SOURCES The primary transportation noise sources are vehicular traffic along the major roads (Dundas Street, King Street, Oxford Street East, Oxford Street West, Highbury Avenue North, Wharncliffe Road North, Wellington Road, Richmond Street and Western Road). The road traffic volumes were projected based on Turning Movement Counts (TMC) and future growth rates provided by the project team, which have been approved by the City of London. A medium to heavy truck ratio was not provided and a ratio of 5:8 was assumed; this is based on the procedure outlined by the MTO in the Environmental Guide for Noise, which was used as a guide. The traffic data used is provided in Appendix A. Stationary noise sources have also been considered in this study. Noise sources at stops are expected to be limited to intermittent use of PA systems and idling buses, the latter not being considered a source of stationary noise as these buses remain on the road. Based on this evaluation, stops were not considered in the noise assessment. It is however recommended that to mitigate any possible disturbance due to PA systems that speakers should face away from any noise sensitive areas if possible. Maintenance and storage facilities (MSF) represent another potential source of stationary noise. The future buses that will be used for the BRT project will be maintained and stored at one of two existing London Transit Commission facilities. It is understood that the MSF located at 450 Highbury Avenue is nearing capacity so few if any of the BRT buses are expected to be accommodated at this location. Furthermore, it is understood that the MSF located at 3508 Wonderland Road is operating at approximately 50% capacity and will likely accommodate much of the BRT buses. However, the only nearby noise sensitive area is the Casa Blanca Motel located over 150 metres away and largely screened from any bus activity. Finally, terminals are a possible significant source of stationary noise as buses are expected to idle as drivers take a brief break. Note that no power generators or other major pieces of equipment are expected to operate at any stops or terminals. It has been determined that idling buses on the new transit-only road located close to the South Turnaround is the most likely to have an impact as the other locations are located further from residential areas. As a result, bus operations at the South Turnaround was assessed as a stationary noise source. The houses on Holiday Avenue are the nearest potentially impacted receptors. In addition to the BRT buses, local buses will also begin to use the newly created turnaround. Up to 24 buses are expected to idle for approximately 5 minutes each during peak hours and up to 18 buses are expected to idle for approximately 5 minutes during non-peak hours. This equates to 2 and 1.5 buses continually idling during the peak and non-peak periods, respectively.


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ESTIMATION PROCEDURES Sound levels for road noise were calculated using the method outlined in the Ontario Ministry of the Environment document “ORNAMENT”, October 1989 and the Ontario Ministry of the Environment and Climate Change (MOECC) “STAMSON”, Computer Program for Road and Rail Traffic Noise Assessment (Version 5.04 issued in 2000). Stationary noise was modelled using the methodology found in International Standards Organization document, Acoustics – Attenuation of sound during propogation outdoors – Part 2 and the Cadna/A software package (Version 2018 MR 1).

SETBACKS, ELEVATIONS, AND RECEPTOR HEIGHTS

TRAFFIC/BRT NOISE

An Outdoor Living Area (OLA) is an outdoor area easily accessible from a building and is designed for the quiet enjoyment of the outdoor environment. A review of the study area identified OLAs that would have the greatest exposure to the BRT corridor and therefore be most impacted by the project. The chosen receptor locations are also representative of other locations that flank or back onto the BRT corridor. The location of these OLA receptors are 3 metres from the rear façade of the building at a height of 1.5 metres above the existing grade at the critical noise sensitive areas. Elevation data was not available at OLA locations. As a result, level ground was assumed throughout. Existing noise barriers were included in the assessment. The only exception to this is the east side of Wellington Road between Bradley Avenue and Southdale Road. One individual landowner has constructed a noise fence along the rear property line. However, since the neighbouring landowners have not, the short length of noise fence is not effective in mitigating noise from Wellington Road. In addition to existing residential units, future land uses have also been considered. The City of London provided a list of site plans on the BRT corridor. Locations and descriptions of these future sites are listed in Table 4-1.


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Table 4-1: Future Land Uses on BRT Corridor

STREET ADDRESS SITE DESCRIPTION OLA EXPOSURE TO BRT

1653 Richmond St. Mixed used development Common rear terrace

1635-1649 Richmond St.

Condominium development Located in rear of

development

1061 Richmond St. Church converted to residential

development Exposed to Richmond St.

940 Dundas St. Addition to existing church No OLA

1045 Dundas St. Residential development Exposed to Dundas St.

As outlined in Table 4-1, two of these future developments (1061 Richmond St. and 1045 Dundas St.) are at risk of excessive noise exposure. Receptors were included for these two future locations. Table 4-2Error! Not a valid bookmark self-reference. summarizes all 44 of the assessed receptors. Table 4-2: Summary of Receptors for Road Noise

NOISE RECEPTOR ADDRESS TYPE OF RESIDENTIAL UNIT

N1 106 St Bees Crt. Detached House

N2 38 St Bees Pl. Detached House

N3 1 Ambleside Dr. Detached House

N4 326 Windermere Rd. Detached House

N5 1129 The Parkway Detached House

N6 15 Tower Lane Detached House

N7 1132 Richmond St. Detached House

N8 208 Huron St. Detached House

N9 1083 Richmond St. Detached House

N10 201 Cromwell St. Detached House

N11 240 Sydeham St. Detached House

E1 1244 Dundas St. Detached House


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E2 248 Paardeberg Cres. Detached House

E3 1368 Oxford St. E. Detached House

E4 1390 Oxford St. E. Detached House

S1 1 Kennon Pl. Detached House

S2 4 Watson St. Detached House

S3 3 Watson St. Detached House

S4 119 McClary Ave Detached House

S5 32 Frank Pl. Detached House

S6 8 Bond St. Detached House

S7 13 Bond St. Detached House

S8 21 Raywood Ave. Detached House

S9 484 Moore St. Detached House

S10 684 Emery St. E. Detached House

S11 60 Thomas Janes Dr. Detached House

S12 290 Wellington Rd. Detached House

S13 57 Thomas Janes Dr. Detached House

S14 657 Base Line Rd. E. Detached House

S15 775 Nadine Ave. Detached House

S16 712 St Stephens Dr. Detached House

S17 925 Glenbanner Rd. Detached House



S20 714 Dunelm Lane Detached House

W1 217 Platt's Lane Detached House

W2 189 Woodward Ave. Detached House

W3 226 Cooper St. Detached House

W4 82 Empress Ave. Detached House

W5 101 Wharncliffe Rd. N. Detached House


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W6 34 Kensington Ave. Detached House

W7 12 Wilson Ave. Detached House

F1 1061 Richmond St. Future Residential Complex

F2 1045 Dundas St. Future Apartment Building

BUS IDLING NOISE

A stationary noise assessment was undertaken at the south turnaround to investigate the impact of idling buses on the nearby houses located on Holiday Avenue. The south turnaround was considered the most critical of the four turnarounds as the proximity to noise sensitive receptors was the least and this location is expected to have the most buses. The sound levels at the two nearest dwellings were assessed at two receptor locations each. For each property, one receptor was located 1.5 metres high near the property line, and the other receptor was located 1.5 metres high on the building façade to be representative of the nearest window. The outdoor receptor was used to evaluate daytime noise levels as they were nearer to the source and therefore louder and the plane of window receptor was used for nighttime levels. A summary of receptor locations is shown in Table 4-3. Table 4-3: Summary of Receptors for Bus Idling Noise

NOISE RECEPTOR

ADDRESS TYPE OF RESIDENTIAL UNIT

Outdoor 1 25 Holiday Avenue Detached House

Façade 1 25 Holiday Avenue Detached House

Outdoor 2 29 Holiday Avenue Detached House

Façade 2 29 Holiday Avenue Detached House

RESULTS AND FINDINGS

TRAFFIC/BRT NOISE

The sixteen-hour sound levels (Leq 16 hr) for all receptors were determined using STAMSON 5.04. Both the existing and future with the BRT system scenario were calculated to determine the noise impact of the proposed BRT system. A summary of the results is shown in Table 4-4.


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Table 4-4: Summary of Results of Traffic/BRT Noise Assessment

NOISE RECEPTOR

EXISTING SOUND LEVELS WITHOUT

BRT(1) (dBA)

FUTURE SOUND LEVELS WITH BRT (2) (dBA)

CHANGE IN SOUND LEVELS

(dBA)

MITIGATION TO BE INVESTIGATED?

N1 62 69 7 Yes

N2 57 64 7 Yes

N3 58 64 6 Yes

N4 61 63 2 No

N5 54 54 0 No

N6 54 54 0 No

N7 59 64 5 No

N8 52 53 1 No

N9 63 62 -1 No

N10 53 53 0 No

N11 63 63 0 No

E1 58 58 0 No

E2 69 70 1 No

E3 69 70 1 No

E4 65 66 1 No

S1 58 67 9 Yes

S2 55 59 4 No

S3 54 58 4 No

S4 60 59 -1 No

S5 57 56 -1 No

S6 48 53 5 No

S7 54 62 8 Yes

S8 64 66 2 No


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NOISE RECEPTOR

EXISTING SOUND LEVELS WITHOUT

BRT(1) (dBA)

FUTURE SOUND LEVELS WITH BRT (2) (dBA)

CHANGE IN SOUND LEVELS

(dBA)


S9 50 57 7 Yes

S10 51 56 5 No

S11 56 59 3 No

S12 60 60 0 No

S13 56 61 5 No

S14 59 60 1 No

S15 66 67 1 No

S16 60 61 1 No

S17 61 61 0 No

S18 61 61 0 No

S19 62 62 0 No

S20 67 67 0 No

W1 53 56 3 No

W2 65 66 1 No

W3 50 57 7 Yes

W4 62 62 0 No

W5 57 57 0 No

W6 56 56 0 No

W7 62 62 0 No

F1 65 67 2 No

F2 68 69 1 No (1) Based on projected 2018 traffic volumes (2) Based on 2034 traffic volumes and 2034 BRT volumes As tabulated above, existing sound levels range from 48 dBA to 69 dBA and future sound levels with BRT from 53 dBA to 70 dBA. The largest change in sound levels is 9 dBA.


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BUS IDLING NOISE

The one-hour sound levels (Leq 1 hr) of the idling buses at the south turnaround was determined for all receptors. Ambient sound levels were determined based on hourly traffic data provided by the City of London. Since both the stationary noise and ambient sound levels vary throughout the day, multiple time periods were evaluated to be sure that the predictable worst case noise impact was assessed. Five time periods when buses would be idling were evaluated to represent the nighttime, morning peak, mid-day off-peak, afternoon peak, and the evening. Each of these is described below.

• Nightime – Buses are planned to operate from 6 am until 12 pm. Peak operations begin at 6 am. Accordingly 6am to 7am was assessed;

• Morning Peak – Minimum ambient sound level during peak morning bus operations will occur between 8am and 9am;

• Midday Off-Peak - Minimum ambient sound level during midday off-peak bus operations will occur between 9am and 10am;

• Afternoon Peak - Minimum ambient sound level during peak afternoon bus operations will occur between 2pm and 3pm; and

• Evening – Minimum ambient sound level during evening off-peak bus operations will occur between 10pm and 11pm.

A summary of the results is shown in Table 4-5. Modelled sound levels of the idling buses were compared to the respective ambient levels. Table 4-5: Summary of Results of Bus Idling Noise Assessment

NOISE RECEPTOR

TIME PERIOD FUTURE SOUND

LEVELS WITH BRT (2) (dBA)

EXCLUSION LIMIT /

AMBIENT LEVEL (DBA)


Outdoor 1 Nighttime 61 62 No

Outdoor 1 Morning Peak 61 64 No

Outdoor 1 Midday Off-Peak 58 64 No

Outdoor 1 Afternoon Peak 61 65 No

Outdoor 1 Evening 58 60 No

Façade 1 Nighttime 56 61 No

Façade 1 Morning Peak 56 62 No


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NOISE RECEPTOR

TIME PERIOD FUTURE SOUND

LEVELS WITH BRT (2) (dBA)

EXCLUSION LIMIT /

AMBIENT LEVEL (DBA)


Façade 1 Midday Off-Peak 53 62 No

Façade 1 Afternoon Peak 56 64 No

Façade 1 Evening 53 58 No

Outdoor 2 Nighttime 61 61 No

Outdoor 2 Morning Peak 61 63 No

Outdoor 2 Midday Off-Peak 58 63 No

Outdoor 2 Afternoon Peak 61 65 No

Outdoor 2 Evening 58 59 No

Façade 2 Nighttime 55 60 No

Façade 2 Morning Peak 55 61 No

Façade 2 Midday Off-Peak 52 61 No

Façade 2 Afternoon Peak 55 63 No

Façade 2 Evening 52 57 No

NOISE CONTROL MEASURES Based on the results summarized in The sixteen-hour sound levels (Leq 16 hr) for all receptors were determined using STAMSON 5.04. Both the existing and future with the BRT system scenario were calculated to determine the noise impact of the proposed BRT system. A summary of the results is shown in Table 4-4. Table 4-4, most receptors experience a small increase in sound levels but will not require noise control measures. However, sound levels at receptors N1, N2, N3, S1, S7, S9, and W3 increase by more than 5 decibels. Noise control measures were investigated at these locations. It should be noted that increases greater than 5 dB are predicted to only occur as a result of intervening buildings or existing noise fences needing to be removed to accommodate the roadway design. Accordingly, it is recommended that sound barriers be constructed to provide sufficient attenuation to reduce sound levels to objective sound levels for the affected receptors.


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Error! Not a valid bookmark self-reference. summarizes the recommended noise control measures.


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Table 4-6: Recommended Noise Control Measures

NOISE RECEPTOR

BARRIER HEIGHT (m)

APPROXIMATE BARRIER

LENGTH (m)

OBJECTIVE SOUND LEVELS

(dBA)

ATTENUATED SOUND

LEVELS (dBA)

MITIGATION PROVIDED BY BARRIER (dBA)

N1 1.8 211 62 64 -5

N2 1.8 211 57 59 -5

N3 1.8 29 58 60 -4

S1 2.4 41 58 58 -9

S7 2.3 65 55 55 -7

S9 1.8 48 55 52 -5

W3 1.8 91 55 52 -5

The locations and heights of the sound barriers are schematically shown in Appendix C, Figures C-1 to C-6. Sound barriers must be continuous and without gaps. All fence material must have a minimum surface density of 20 kg/m2. The elevations of receptors and roads were not included in the assessment. Elevations were not available for receptor locations. The significance of not including elevations is negligible in the determination of sound barrier heights. At N1 through N3, the barrier is a replacement of an existing barrier that will need to be removed as part of the construction of the BRT lanes. The replacement barrier will be located at a similar elevation as the existing barrier. At S1, both the OLA and barrier locations are at a higher elevation than the road. Therefore, assumption of level ground provides a conservative assessment. At all other barrier locations, the land is generally flat. Furthermore, in each case the proposed barrier height is at least 0.4 m higher than the height of grazing incidence (height where line of sight is broken between receptor and source). Accordingly, a minor difference in ground elevation would not result in a significant change in sound levels.


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5 CONSTRUCTION NOISE With respect to the noise impacts during construction of the London BRT, the following should be specified during the preparation of detailed design drawings and adhered to during construction:

• The Contractor will be required to comply with the City of London’s noise by-law (Noise By-Law, PW-12) regarding noise emission standards for construction equipment that may be in place at the time of construction.

• General noise control measures (not sound level criteria) will be referred to, or placed into the City of London contract documents.

• Any initial complaint from the public will require verification by the City of London to determine if the general noise control measures agreed to, are in effect. The City of London will investigate any noise concerns, warn the Contractor of any problems and enforce its contract.

• Nighttime construction activities should be avoided to reduce the potential impact of construction noise. Construction should be planned to minimize the number of nights where noisy nighttime construction activities may be required.

• All construction equipment used should be in good repair and properly maintained to limit noise emissions. All construction equipment should be operated with effective muffling devices that are in good working order and idling of construction equipment kept to a minimum to reduce noise from construction activities. Unnecessary noise caused by faulty or non-operating components shall be addressed by regularly maintaining all equipment.

• Noise emissions from construction equipment are to be in compliance with the limits set out in NPC-115 and NPC-118.

• The concurrent use of high impact construction equipment such as pile driving should be avoided. The feasibility of augur pile driving should be investigated if pile driving is required.

Construction noise mitigation options should be considered based on administrative, operational, economic, and technical feasibility.


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6 VIBRATION ASSESSMENT Vibration impacts on nearby vibration sensitive areas due to the operation of the proposed BRT system is not expected to be a concern. The rubber tires and suspension systems of the buses and trucks will provide sufficient vibration dampening and isolation under satisfactory pavement conditions. There are no federal, provincial, or municipal construction vibration limits. The construction vibration will be temporary and vibration-intensive activities such as pile driving are not expected to occur. However, construction best practices should be followed.

• Construction activities should be kept as far as possible from nearby structures and the duration of construction activities near structures should be kept to a minimum.

• Construction activities should comply with the requirements of MOE Publication NPC-207.

• Consideration should be given to minimizing construction-related vibration levels, while balancing construction schedules and expediting construction activity.

• It is recommended that the vibration limits in the City of Toronto By-law 514-2008 not be exceeded. This may entail monitoring of vibration levels during construction. Vibration levels should be confirmed during detailed design.

• During detailed design, the Zone of Influence should be confirmed to determine which structures will fall within it. If a structure falls within the Zone of Influence, the following is recommended:

• Pre-construction consultations between the applicant and owners/occupants; • Pre-construction measurements of background vibration levels; and • Pre-construction survey by means of a photographic record of potentially affected

structure façades and all surfaces, including visible sections of building foundations, building cladding, doors, windows, interior wall finishes, surface pavement, sidewalks, signs and trees. Each of the elements should be rated on their general condition (new, good, fair, poor, severe), and visible defects should be photographed.


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7 CONCLUSIONS AND RECOMMENDATIONS

CONCLUSIONS The conclusions of the noise and vibration assessments are as follows:

• The projected increase in noise levels as a result of the implementation of the London BRT system is estimated to be greater than 5 dBA at receptors N1, N2, N3, S1, S7, S9, and W3 and warrants an investigation of mitigation measures.

• The projected stationary noise levels from idling buses on the south turnaround does not warrant the investigation of mitigation measures for the houses on Holiday Avenue. Since the impact at other turnarounds is expected to be less, investigation of mitigation is not warranted at any terminus.

• Vibration impacts on nearby vibration sensitive areas due to the operation of the proposed BRT system is not expected to be a concern.

RECOMMENDATIONS • Based on the review of proposed noise mitigation at the affected receptor locations, new

1.8 m to 2.4 m high sound barriers are recommended.

• The locations and heights of the sound barriers are schematically shown Appendix C, Figures C-1 to C-6.

• Construction noise control program noted in Section 5 of this report be adhered to during the construction of the London BRT system.

• Construction best practices should be followed to minimize the possibility of a potential noise/vibration levels exceeding those construction noise limits set out in NPC-115, NPC-118 and NPC-207.

• Ensure PA system speakers face towards the road (away from the nearest residential units).


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REFERENCES

[1] Ontario Ministry of Transporation and the Ministry of the Environment, "A Protocol for Dealing with Noise Concerns during Preparation, Review and Evaluation of Provincial Highway Enironmental Assessments," February 1986.

[2] Ontario Ministry of the Environment, "Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT)," Queen's Printer for Ontario, 1990.

[3] Ontario Ministry of the Environment, "Environmental Noise Guideline: Stationary and Transportation Sources - Approval and Planning, Publication NPC - 300," Queen's Printer for Ontario, 2013.

[4] International Standard, "ISO 9613-2 Acoustics - Attenuation of sound during propagation outdoors - Part 2: General method of calculation," ISO, 1996.

APPENDIX

A TRAFFIC DATA

Table 1 - Traffic Projection: Northeast Corridor

Receptor Number

Relevant Intersection

Approach Direction

(In or Out)

Direction Existing AADT

# Med. Trucks

# Heavy Trucks

2034 Growth

(Do Nothing)

2034 Growth

(with BRT)

Future AADT (Do-nothing)

Future AADT (with

BRT)

No. of BRT Buses

(Future)

No. of Local Buses

(Future)

Medium Truck %

Heavy Truck

%

Day/Night Ratio

Road Gradient

Speed Limit

N1 Western & Richmond North NB (Out) NB 25,945 589 1.25 1.24 32,431 32,172

144 96 0.9% 1.4%

12.2 3.50% 60 SB (In) SB 20,252 471 1.25 1.24 25,315 25,112 0.9% 1.4%

N2 Western & Richmond West

(Western)

EB (In) EB 8,300 187 1.40 1.38 11,620 11,454 144 96

0.9% 1.4% 12.2 3.50% 50

WB (Out) WB 8,770 149 1.40 1.38 12,278 12,103 0.7% 1.0%


(Western)

EB (In) EB 8,300 187 1.40 1.38 11,620 11,454 144 56

0.9% 1.4% 12.2 1.00% 50

WB (Out) WB 8,770 149 1.40 1.38 12,278 12,103 0.7% 1.0%


(Western)

EB (In) EB 8,300 187 1.40 1.38 11,620 11,454 144 56

0.9% 1.4% 12.2 1.00% 50

WB (Out) WB 8,770 149 1.40 1.38 12,278 12,103 0.7% 1.0%

N5 Richmond & University West EB (In) EB 5,898 280 1.15 1.00 6,783 5,898

144 183 1.8% 2.9%

12.2 0.00% 40 WB (Out) WB 5,669 328 1.15 1.00 6,519 5,669 2.2% 3.6%

N6 Richmond & University West EB (In) EB 5,898 280 1.15 1.00 6,783 5,898

144 183 1.8% 2.9%

12.2 0.00% 40 WB (Out) WB 5,669 328 1.15 1.00 6,519 5,669 2.2% 3.6%

N7 Richmond & University South NB (In) NB 17,931 594 1.12 1.00 20,083 17,931

144 106 1.3% 2.0%

12.9 0.00% 50 SB (Out) SB 14,759 397 1.12 1.00 16,530 14,759 1.0% 1.7%

N8 Richmond & University South NB (In) NB 17,931 594 1.12 1.00 20,083 17,931

144 106 1.3% 2.0%

12.9 0.00% 50 SB (Out) SB 14,759 397 1.12 1.00 16,530 14,759 1.0% 1.7%

N9 Richmond & Huron South NB (In) NB 13,928 484 1.12 1.00 15,599 13,928

144 106 1.3% 2.1%

12.9 0.00% 50 SB (Out) SB 13,234 410 1.12 1.00 14,822 13,234 1.2% 1.9%

N10 Richmond & Grosvenor North NB (Out) NB 13,831 508 1.12 1.00 15,491 13,831

144 51 1.4% 2.3%

12.9 0.00% 50 SB (In) SB 13,190 527 1.12 1.00 14,773 13,190 1.5% 2.5%

N11 Richmond & Oxford North NB (Out) NB 14,422 456 1.16 1.05 16,730 15,143

144 51 1.2% 1.9%

12.9 3.40% 50 SB (In) SB 12,846 488 1.16 1.05 14,901 13,488 1.5% 2.3%

E1 Dundas & Highbury West EB (In) EB 11,504 494 1.15 1.05 13,230 12,079

144 0 1.7% 2.6%

12.0 4.00% 50 WB (Out) WB 9,758 484 1.15 1.05 11,222 10,246 1.9% 3.1%

E2 Oxford & Highbury (All outs)

NB (Out) NB 18,734 821 1.20 1.15 22,481 21,544

144 259

1.7% 2.7% 10.3 1.00% 60

SB (Out) SB 18,659 1,046 1.20 1.10 22,391 20,525 2.2% 3.4%

EB (Out) EB 15,452 688 1.20 1.10 18,542 16,997 1.7% 2.7% 10.0 1.00% 60

WB (Out) WB 17,290 976 1.15 1.05 19,884 18,155 2.2% 3.5%

E3 Oxford & Highbury East EB (Out) EB 15,452 688 1.20 1.10 18,542 16,997

144 217 1.7% 2.7%

10.0 0.00% 60 WB (In) WB 15,880 1,225 1.20 1.10 19,056 17,468 3.0% 4.7%

E4 Oxford & Highbury East EB (Out) EB 15,452 688 1.20 1.10 18,542 16,997

144 217 1.7% 2.7%

10.0 0.00% 60 WB (In) WB 15,880 1,225 1.20 1.10 19,056 17,468 3.0% 4.7%

Table 2 - Traffic Projection: Southwest Corridor

Receptor Number

Relevant Intersection

Approach Direction

(In or Out)

Direction Existing AADT

# Med. Trucks

# Heavy Trucks

2034 Growth

(w/o BRT)

2034 Growth

(with BRT)

Future AADT (Do-nothing)

Future AADT (with

BRT)

No. of BRT Buses

(Future)

No. of Local Buses

(Future)

Medium Truck %

Heavy Truck

%

Day/Night Ratio

Road Gradient

Speed Limit

S1 Wellington & Grand North NB (Out) NB 16,898 578 1.10 1.00 18,588 16,898

108 104 1.3% 2.1%

13.7 3.1% 50 SB (In) SB 14,773 474 1.10 1.00 16,250 14,773 1.2% 2.0%

S2 Wellington & Grand South NB (In) NB 15,062 549 1.10 1.00 16,568 15,062

108 51 1.4% 2.2%

13.7 0.3% 50 SB (Out) SB 15,880 503 1.10 1.00 17,468 15,880 1.2% 1.9%


108 51 1.4% 2.2%

13.7 1.7% 50 SB (Out) SB 15,880 503 1.10 1.00 17,468 15,880 1.2% 1.9%


108 51 1.4% 2.2%

13.7 3.1% 50 SB (Out) SB 15,880 503 1.10 1.00 17,468 15,880 1.2% 1.9%


108 51 1.4% 2.2%

13.7 1.5% 50 SB (Out) SB 15,880 503 1.10 1.00 17,468 15,880 1.2% 1.9%


108 51 1.4% 2.2%

13.7 0.3% 50 SB (Out) SB 15,880 503 1.10 1.00 17,468 15,880 1.2% 1.9%

S7 Wellington & Base Line North NB (Out) NB 16,569 518 1.10 1.00 18,226 16,569

108 51 1.2% 1.9%

13.7 1.7% 50 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 1.7% 50 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 0.6% 50 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 0.6% 50 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 0.8% 60 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 0.8% 60 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%


108 51 1.2% 1.9%

13.7 0.8% 60 SB (In) SB 15,307 518 1.10 1.00 16,838 15,307 1.3% 2.1%

S14 Wellington & Base Line (All outs)

NB (Out) NB 16,569 518 1.10 1.00 18,226 16,569

108 126

1.2% 1.9% 13.7 2.3% 60

SB (Out) SB 21,097 594 1.15 1.14 24,262 24,051 1.1% 1.7%

EB (Out) EB 10,173 202 1.15 1.07 11,699 10,885 0.8% 1.2% 13.7 0.5% 50

WB (Out) WB 4,770 130 1.15 1.07 5,486 5,104 1.0% 1.7%

S15 Wellington & Southdale North NB (Out) NB 19,486 630 1.15 1.10 22,409 21,435

108 51 1.2% 2.0%

12.2 0.4% 60 SB (In) SB 21,826 641 1.15 1.10 25,100 24,009 1.1% 1.8%

S16 Wellington & Southdale South NB (In) NB 15,925 517 1.15 1.10 18,314 17,518

108 108 1.2% 2.0%

12.2 0.7% 60 SB (Out) SB 18,559 547 1.15 1.10 21,343 20,415 1.1% 1.8%

S17 Wellington & Montgomery

North NB (Out) NB 17,088 572 1.15 1.10 19,651 18,797

108 108 1.3% 2.1%

12.2 0.7% 60 SB (In) SB 18,541 599 1.15 1.10 21,322 20,395 1.2% 2.0%

S18 Wellington & Montgomery

South NB (In) NB 17,476 579 1.15 1.10 20,097 19,224

108 108 1.3% 2.0%

12.2 0.7% 60 SB (Out) SB 18,521 610 1.15 1.10 21,299 20,373 1.3% 2.0%

S19 Wellington & Bradley North NB (Out) NB 18,060 625 1.15 1.10 20,769 19,866

108 108 1.3% 2.1%

12.2 0.8% 60 SB (In) SB 19,393 584 1.15 1.10 22,302 21,332 1.2% 1.9%

S20 Wellington & Bradley North NB (Out) NB 18,060 625 1.15 1.10 20,769 19,866

108 108 1.3% 2.1%

12.2 0.8% 60 SB (In) SB 19,393 584 1.15 1.10 22,302 21,332 1.2% 1.9%

W1 East EB (Out) EB 15,962 365 1.20 1.15 19,154 18,356 108 161 0.9% 1.4% 9.8 1.4% 50

Oxford & Woodward/Platts

WB (In) WB 19,118 451 1.20 1.15 22,942 21,986 0.9% 1.5%

W2 Oxford &

Woodward/Platts East

EB (Out) EB 15,962 365 1.20 1.15 19,154 18,356 108 161

0.9% 1.4% 9.8 1.4% 50

WB (In) WB 19,118 451 1.20 1.15 22,942 21,986 0.9% 1.5%

W3 Oxford &

Woodward/Platts East

EB (Out) EB 15,962 365 1.20 1.15 19,154 18,356 108 161

0.9% 1.4% 9.8 1.4% 50

WB (In) WB 19,118 451 1.20 1.15 22,942 21,986 0.9% 1.5%

W4 Oxford & Wharncliffe South NB (In) NB 13,806 408 1.10 1.00 15,187 13,806

108 152 1.1% 1.8%

11.4 1.6% 50 SB (Out) SB 12,560 367 1.10 1.00 13,816 12,560 1.1% 1.8%

W5 Wharncliffe & Mt

Pleasant North

NB (Out) NB 12,307 257 1.10 1.00 13,538 12,307 108 152

0.8% 1.3% 11.4 0.3% 50

SB (In) SB 10,718 244 1.10 1.00 11,790 10,718 0.9% 1.4%

W6 Wharncliffe & Riverside (All outs)

NB (Out) NB 12,619 287 1.08 1.00 13,629 12,619

108 277

0.9% 1.4% 11.4 0.6% 50

SB (Out) SB 14,855 299 1.08 1.00 16,043 14,855 0.8% 1.2%

EB (Out) EB 11,104 437 1.15 1.07 12,770 11,881 1.5% 2.4% 11.4 0.6% 50

WB (Out) WB 13,427 322 1.15 1.07 15,441 14,367 0.9% 1.5%

W7 Wharncliffe & Riverside East EB (Out) EB 11,104 437 1.15 1.07 12,770 11,881

108 221 1.5% 2.4%

11.4 0.3% 50 WB (In) WB 12,629 411 1.15 1.07 14,523 13,513 1.3% 2.0%

GENERAL ASSUMPTIONS

- Turning movement counts not available for all intersections (for the most part we only have counts for signalized intersections). Each receptor location was linked with the nearest major interesction for which count data was available, with indication of the relevant approach direction. For example, if the nearest intersection is north of the receptor location, then we are concerned with volumes on the south intersection leg.

- Directional volumes were provided. So in example where we are concerned with a south intersection leg, the northbound volumes represent vehicles entering the south leg (NB In), and southbound volumes represent vehicles exiting the south leg (SB out).

- No differentiation between heavy and medium trucks; these were combined to form a single 'truck' volume.

- 2034 growth rates (with BRT implemented) were initially generated by the macroscopic City of London travel demand model using TransCAD, with some manual adjustments applied on a link-by-link basis based on engineering judgement. These rates have been approved by the City.

- Daily local bus and rapid transit bus volumes determined using proposed headways, with calculation sheets provided in this document.

- Day/night ratios based using the following periods: Daytime = 7:00 am to 11:00 pm; Nighttime = 11:00 pm to 7:00 am.

- 24-hour counts were only available at a select number of intersections throughout the city (the TMC's for the majority of intersections only comprise of an 8-hour count period not representative of the noted 'daytime' period). Therefore day/night ratios established using the nearest 24-hour count location on the corresponding corridor. If no 24-hour conts available along that corridor, a 'representative corridor' was assumed. This is detailed in a separate sheet included in this document.

- Road grades on NE route still to be refined (to be provided), and grades for SW route may be subject to change (minor) in near future (will advise of any changes).

NOTES ON INDIVIDUAL RECEPTORS

- NE R9 (now N6): Traffic volumes along this section of University Drive may be lower (in both the with/without BRT scenarios) if University Drive is closed to traffic (i.e. converted to bus only) west of Sunset Drive, as being considered by the university.

- NE R10 (now N5): Traffic volumes along this section of University Drive may be zero (in both the with/without BRT scenarios) if University Drive is closed to traffic (i.e. converted to bus only) west of Sunset Drive, as being considered by the university.

Table 3 - Bus Headways

Bus Route

Weekday Headways

Buses per Weekday

Early Morning

(6:00-7:00)

AM Peak (7:00-9:00)

Midday (9:00-14:00)

PM Peak (14:00-18:00)

Early Evening (18:00-21:00)

Late Evening (21:00-24:00)

RAPID TRANSIT ROUTES

"L" 10 5 10 5 10 10 144

"7" 10 10 10 10 10 10 108

LCT ROUTES THAT WILL REMAIN UNCHANGED *

3 15 15 15 15 30 30 60

5 30 30 30 30 60 60 30

10 30 20 30 20 30 30 42

11 30 30 30 30 30 60 33

12 30 20 30 20 30 60 39

14 30 20 30 20 30 30 42

15 15 15 15 15 20 30 63

16 15 15 20 15 30 30 55

17 30 20 20 20 20 30 50

19 30 30 30 30 60 60 30

22 30 30 30 30 30 30 36

23 30 30 30 30 - - 24

24 30 30 60 30 60 - 22

25 60 30 30 30 30 60 32

27 - 15 15 15 20 20 62

28 30 30 30 30 - - 24

30 30 30 - 30 - - 14

31 30 30 30 30 30 60 33

33 - 15 15 20 30 - 46

35 30 30 30 30 30 - 30

36 30 30 30 30 - - 24

37 - 30 - 30 - - 12

38 30 30 30 30 30 - 30

39 30 30 30 30 30 - 30

40 30 30 30 30 30 30 36

90X - 10 20 10 - - 51

91X - 10 20 10 - - 51

92X - 15 30 15 - - 34

LCT ROUTES TO BE REMOVED BY 2019 OR FOLLOWING RT IMPLEMENTATION

7 - - - - - - 0

8 - - - - - - 0

26 - - - - - - 0

LCT ROUTES WTH PROPOSED MODIFICATIONS **

1 20 10 20 10 15 20 75

2 20 10 30 10 30 30 61

4 30 15 20 15 20 30 56

6 20 15 20 15 30 40 53

9 30 20 20 20 30 30 47

13 20 15 20 15 20 30 57

20 20 15 20 15 20 20 60

21 15 15 20 15 20 60 55

32 30 15 20 15 30 30 53

34 - 15 30 15 - 30 40

102 - 6 10 6 20 - 99

S - 30 60 30 - - 17

93X 30 15 20 15 20 30 56

* Proposed headways for year 2019 (taken from "Route Structure and Service Guideline Review," 2015).

** Proposed headways following full RT implementation (taken from "Transit Network RT Implementation Framework," 2016).

Table 4 - Buses on RT Corridors

Corridor Road Section LTC Routes LTC Buses

per Weekday RT Buses per

Weekday

North

Richmond Fanshawe to Western 34, 90X, 93X 147 144

Western

Richmond to Ambleside 34, 93X 96 144

Ambleside to Windermere 93X 56 144

Windermere to Elgin 6, 10, 93X 151 144

Elgin to Lambton 1, 6, 10, 21, 102, 93X 380 144

Lambton * Western to University 1, 6, 10, 21, 32, 102 377 144

University Lambton to Richmond 1, 21, 32 183 144

Richmond

University to Cheapside 21, 90X 106 144

Cheapside to Oxford 90X 51 144

Oxford to Central 90X 51 144

East

King Wellington to Ontario 0 144

Dundas Waterloo to Highbury 0 144

Highbury Dundas to Oxford 14 42 144

Oxford Highbury to Fanshawe College 4, 17, 20, 91X 217 144

South Wellington

Exeter to Bradley 30, 90X 65 108

Bradley to Southdale 13, 90X 108 108

Southdale to Commissioners 90X 51 108

Commissioners to Baseline 90X 51 108

Baseline to High 90X 51 108

High to Horton 6, 90X 104 108

West

Oxford

Wonderland to Proudfoot 17, 20, 33, 91X 207 108

Proudfoot to Beaverbrook 17, 33, 91X 147 108

Beaverbrook to Cherryhill 17, 20, 33, 91X 207 108

Cherryhill to Platts 17, 91X 101 108

Platts to Wharncliffe 17, 20, 91X 161 108

Wharncliffe Oxford to Riverside 6, 102 152 108

Riverside Wharncliffe to Ridout 6, 12, 19, 102 221 108

* The University is considering restricting LTC buses from accessing internal campus roads, such as Lambton.

Corner of Oxford & Highbury 4, 17, 20 (+ 14) 259

Corner of Baseline & Wellington 90X (+ 6, 24) 126

Corner of Riverside & Wharncliffe 6, 12, 19, 102 (+ 93X) 277

Table 5 - Traffic Day Night Ratios

Count Location Day Volume (7:00-22:59)

Night Volume

(23:00-6:59)

Day/Night Ratio

Representative of the following RT Sections

Western at Lambton 23200 1900 12.2 NORTH: Western Rd, Lambton Dr, University Dr, Richmond Rd (Western Rd to Fanshawe Park Rd)

Adelaide at Pall Mall 27000 2100 12.9 NORTH: Richmond Row, Richmond North

Dundas at First 24000 2000 12.0 EAST: Dundas St

Highbury at Highbury Mall 34000 3300 10.3 EAST: Highbury Ave

Huron at Highbury 17050 1700 10.0 EAST: Oxford Ave near Fanshawe College

Wellington at Grey 27400 2000 13.7 SOUTH: Wellington Rd north of Commissioners Rd

Wellington at Waterman 40100 3300 12.2 SOUTH: Wellington Rd south of Commissioners Rd

Oxford at Wharncliffe 41200 4200 9.8 WEST: Oxford St

Wharncliffe at Commissioners

33000 2900 11.4 WEST: Wharncliffe Rd

Turning Movement Count - Details Report

Municipality...........

Location.................

Count Date............ Thursday, September 06, 2018

LONDON

COMMONS PLAZA @ WELLINGTON RD S

WELLINGTON RD S COMMONS PLAZA

North Approach South Approach East Approach West Approach

Time Period LT TH RT Ped TOT LT TH RT Ped TOT LT TH RT Ped TOT LT TH RT Ped TOT

00:00 00:15 0 16 0 0 16 0 46 0 0 46 0 0 1 3 1 0 0 0 0 0

00:15 00:30 0 22 0 0 22 0 31 0 0 31 0 0 0 0 0 0 0 0 0 0

00:30 00:45 1 14 0 0 15 0 25 0 0 25 0 0 0 0 0 0 0 0 0 0

00:45 01:00 0 16 0 0 16 0 23 0 0 23 0 0 0 0 0 0 0 0 0 0

Hourly Total 1 68 0 0 69 0 125 0 0 125 0 0 1 3 1 0 0 0 0 0

01:00 01:15 1 17 0 0 18 0 19 0 0 19 0 0 1 0 1 0 0 0 0 0

01:15 01:30 0 16 0 0 16 0 23 0 0 23 0 0 0 0 0 0 0 0 0 0

01:30 01:45 0 15 0 0 15 0 18 0 0 18 0 0 0 2 0 0 0 0 0 0

01:45 02:00 0 11 0 0 11 0 19 0 0 19 0 0 0 0 0 0 0 0 0 0

Hourly Total 1 59 0 0 60 0 79 0 0 79 0 0 1 2 1 0 0 0 0 0

02:00 02:15 1 19 0 0 20 0 22 1 0 23 0 0 1 1 1 0 0 0 0 0

02:15 02:30 0 16 0 0 16 0 12 1 0 13 1 0 0 0 1 0 0 0 0 0

02:30 02:45 1 10 0 0 11 0 24 0 0 24 0 0 0 0 0 0 0 0 0 0

02:45 03:00 0 11 0 0 11 0 19 0 0 19 0 0 0 0 0 0 0 0 0 0

Hourly Total 2 56 0 0 58 0 77 2 0 79 1 0 1 1 2 0 0 0 0 0

03:00 03:15 1 8 0 0 9 0 23 0 0 23 1 0 4 0 5 0 0 0 0 0

03:15 03:30 0 18 0 0 18 0 29 0 0 29 0 0 1 0 1 0 0 0 0 0

03:30 03:45 0 10 0 0 10 0 15 0 0 15 0 0 0 0 0 0 0 0 0 0

03:45 04:00 1 12 0 0 13 0 10 0 0 10 0 0 1 0 1 0 0 0 0 0

Hourly Total 2 48 0 0 50 0 77 0 0 77 1 0 6 0 7 0 0 0 0 0

04:00 04:15 0 9 0 0 9 0 10 0 0 10 0 0 0 0 0 0 0 0 0 0

04:15 04:30 0 18 0 0 18 0 19 1 0 20 0 0 0 1 0 0 0 0 0 0

04:30 04:45 1 20 0 0 21 0 17 0 0 17 0 0 1 0 1 0 0 0 0 0

04:45 05:00 0 35 0 0 35 0 17 0 0 17 0 0 0 0 0 0 0 0 0 0

Hourly Total 1 82 0 0 83 0 63 1 0 64 0 0 1 1 1 0 0 0 0 0

05:00 05:15 0 48 0 0 48 0 23 1 0 24 0 0 0 0 0 0 0 0 0 0

05:15 05:30 1 56 0 0 57 0 24 1 0 25 0 0 2 1 2 0 0 0 0 0

05:30 05:45 3 90 0 0 93 0 46 1 0 47 0 0 1 0 1 0 0 0 0 0

05:45 06:00 2 106 0 0 108 0 48 3 0 51 0 0 0 1 0 0 0 0 0 0

Hourly Total 6 300 0 0 306 0 141 6 0 147 0 0 3 2 3 0 0 0 0 0

Monday, September 10, 2018 Page 1 of 4




06:00 06:15 2 125 0 0 127 0 74 0 0 74 0 0 0 1 0 0 0 0 0 0

06:15 06:30 2 127 0 0 129 0 122 2 0 124 0 0 2 0 2 0 0 0 0 0

06:30 06:45 10 154 0 0 164 0 203 5 0 208 0 0 1 1 1 0 0 0 0 0

06:45 07:00 9 134 0 0 143 0 184 6 0 190 0 0 2 1 2 0 0 0 0 0

Hourly Total 23 540 0 0 563 0 583 13 0 596 0 0 5 3 5 0 0 0 0 0

07:00 07:15 8 167 0 1 175 0 250 3 0 253 0 0 3 3 3 0 0 0 0 0

07:15 07:30 5 180 0 1 185 0 302 2 0 304 0 0 4 1 4 0 0 0 0 0

07:30 07:45 6 211 0 0 217 0 336 8 0 344 3 0 4 0 7 0 0 0 0 0

07:45 08:00 13 188 0 1 201 0 323 7 0 330 0 0 7 1 7 0 0 0 0 0

Hourly Total 32 746 0 3 778 0 1211 20 0 1231 3 0 18 5 21 0 0 0 0 0

08:00 08:15 7 157 0 4 164 0 274 7 0 281 2 0 5 4 7 0 0 0 0 0

08:15 08:30 11 190 0 0 201 0 293 6 0 299 2 0 4 2 6 0 0 0 0 0

08:30 08:45 7 175 0 0 182 0 326 9 0 335 2 0 5 1 7 0 0 0 0 0

08:45 09:00 12 165 0 0 177 0 265 4 0 269 2 0 7 2 9 0 0 0 0 0

Hourly Total 37 687 0 4 724 0 1158 26 0 1184 8 0 21 9 29 0 0 0 0 0

09:00 09:15 17 170 0 1 187 0 238 5 0 243 7 0 12 4 19 0 0 0 0 0

09:15 09:30 11 146 0 1 157 0 280 3 0 283 2 0 8 1 10 0 0 0 0 0

09:30 09:45 12 181 0 0 193 0 227 4 0 231 8 0 11 1 19 0 0 0 0 0

09:45 10:00 25 179 0 0 204 0 287 13 0 300 5 0 7 3 12 0 0 0 0 0

Hourly Total 65 676 0 2 741 0 1032 25 0 1057 22 0 38 9 60 0 0 0 0 0

10:00 10:15 18 211 0 1 229 0 260 10 0 270 7 0 15 1 22 0 0 0 0 0

10:15 10:30 27 186 0 1 213 0 269 16 0 285 6 0 20 0 26 0 0 0 0 0

10:30 10:45 16 233 0 0 249 0 275 10 0 285 10 0 18 0 28 0 0 0 0 0

10:45 11:00 29 193 0 0 222 0 288 12 0 300 15 0 29 3 44 0 0 0 0 0

Hourly Total 90 823 0 2 913 0 1092 48 0 1140 38 0 82 4 120 0 0 0 0 0

11:00 11:15 27 243 0 2 270 0 285 17 0 302 9 0 25 0 34 0 0 0 0 0

11:15 11:30 33 235 0 0 268 0 277 12 0 289 17 0 24 1 41 0 0 0 0 0

11:30 11:45 25 244 0 0 269 0 308 15 0 323 13 0 31 4 44 0 0 0 0 0

11:45 12:00 26 247 0 0 273 0 350 16 0 366 18 0 37 5 55 0 0 0 0 0

Hourly Total 111 969 0 2 1080 0 1220 60 0 1280 57 0 117 10 174 0 0 0 0 0

12:00 12:15 27 229 0 0 256 0 332 8 0 340 17 0 34 2 51 0 0 0 0 0

12:15 12:30 44 262 0 0 306 0 344 21 0 365 17 0 24 0 41 0 0 0 0 0

12:30 12:45 26 261 0 1 287 0 316 10 0 326 10 0 36 2 46 0 0 0 0 0

12:45 13:00 32 281 0 1 313 0 330 16 0 346 17 0 40 3 57 0 0 0 0 0

Hourly Total 129 1033 0 2 1162 0 1322 55 0 1377 61 0 134 7 195 0 0 0 0 0

13:00 13:15 35 282 0 0 317 0 265 15 0 280 23 0 31 1 54 0 0 0 0 0

13:15 13:30 23 271 0 0 294 0 316 9 0 325 15 0 25 1 40 0 0 0 0 0

13:30 13:45 24 273 0 0 297 0 275 16 0 291 19 0 32 2 51 0 0 0 0 0





13:45 14:00 23 280 0 2 304 0 320 17 0 337 20 0 28 2 48 0 0 0 0 0

Hourly Total 105 1106 0 2 1212 0 1176 57 0 1233 77 0 116 6 193 0 0 0 0 0

14:00 14:15 19 262 0 0 281 0 302 14 0 316 16 0 24 2 40 0 0 0 0 0

14:15 14:30 25 274 0 3 299 0 271 8 0 279 20 0 25 3 45 0 0 0 0 0

14:30 14:45 20 266 0 3 286 0 286 16 0 302 15 0 30 4 45 0 0 0 0 0

14:45 15:00 24 278 0 0 302 0 251 12 0 263 13 0 17 2 30 0 0 0 0 0

Hourly Total 88 1080 0 6 1168 0 1110 50 0 1160 64 0 96 11 160 0 0 0 0 0

15:00 15:15 27 316 0 1 343 0 305 8 0 313 4 0 22 2 26 0 0 0 0 0

15:15 15:30 9 313 0 2 322 0 279 11 0 290 11 0 29 6 40 0 0 0 0 0

15:30 15:45 23 323 0 2 346 0 317 14 0 331 15 0 18 3 33 0 0 0 0 0

15:45 16:00 31 291 0 1 322 0 278 8 0 286 11 0 23 1 34 0 0 0 0 0

Hourly Total 90 1243 0 6 1333 0 1179 41 0 1220 41 0 92 12 133 0 0 0 0 0

16:00 16:15 33 364 0 0 397 0 365 5 0 370 18 0 28 2 46 0 0 0 0 0

16:15 16:30 31 325 0 3 356 0 313 10 0 323 16 0 30 4 46 0 0 0 0 0

16:30 16:45 19 339 0 0 358 0 371 13 0 384 17 0 33 3 50 0 0 0 0 0

16:45 17:00 20 305 0 0 325 0 368 6 0 374 19 0 25 1 44 0 0 0 0 0

Hourly Total 103 1333 0 3 1436 0 1417 34 0 1451 70 0 116 10 186 0 0 0 0 0

17:00 17:15 29 307 0 4 336 0 346 10 0 356 17 0 34 1 51 0 0 0 0 0

17:15 17:30 29 298 0 1 327 0 332 13 0 345 16 0 25 1 41 0 0 0 0 0

17:30 17:45 32 300 0 2 332 0 331 7 0 338 14 0 21 6 35 0 0 0 0 0

17:45 18:00 26 237 0 0 263 0 272 10 0 282 17 0 30 2 47 0 0 0 0 0

Hourly Total 116 1142 0 7 1258 0 1281 40 0 1321 64 0 110 10 174 0 0 0 0 0

18:00 18:15 25 251 0 0 276 0 306 9 0 315 16 0 19 2 35 0 0 0 0 0

18:15 18:30 26 239 0 0 265 0 289 4 0 293 16 0 22 1 38 0 0 0 0 0

18:30 18:45 18 203 0 0 221 0 264 6 0 270 12 0 21 2 33 0 0 0 0 0

18:45 19:00 20 237 0 0 257 0 255 8 0 263 8 0 20 0 28 0 0 0 0 0

Hourly Total 89 930 0 0 1019 0 1114 27 0 1141 52 0 82 5 134 0 0 0 0 0

19:00 19:15 23 257 0 0 280 0 248 7 0 255 9 0 17 4 26 0 0 0 0 0

19:15 19:30 22 210 0 0 232 0 231 7 0 238 10 0 19 1 29 0 0 0 0 0

19:30 19:45 24 208 0 0 232 0 214 4 0 218 15 0 23 5 38 0 0 0 0 0

19:45 20:00 15 175 0 0 190 0 215 6 0 221 6 0 10 2 16 0 0 0 0 0

Hourly Total 84 850 0 0 934 0 908 24 0 932 40 0 69 12 109 0 0 0 0 0

20:00 20:15 15 201 0 1 216 0 192 5 0 197 6 0 17 3 23 0 0 0 0 0

20:15 20:30 13 171 0 0 184 0 179 0 0 179 7 0 17 1 24 0 0 0 0 0

20:30 20:45 7 156 0 2 163 0 168 4 0 172 5 0 16 3 21 0 0 0 0 0

20:45 21:00 4 168 0 0 172 0 125 1 0 126 4 0 12 2 16 0 0 0 0 0

Hourly Total 39 696 0 3 735 0 664 10 0 674 22 0 62 9 84 0 0 0 0 0

21:00 21:15 5 156 0 0 161 0 153 1 0 154 0 0 8 3 8 0 0 0 0 0





21:15 21:30 1 91 0 0 92 0 104 3 0 107 2 0 2 8 4 0 0 0 0 0

21:30 21:45 1 90 0 0 91 0 91 0 0 91 0 0 7 1 8 0 0 0 0 0

21:45 22:00 2 95 0 0 97 0 71 1 0 72 0 0 0 1 0 0 0 0 0 0

Hourly Total 9 432 0 0 441 0 419 5 0 424 2 0 17 13 20 0 0 0 0 0

22:00 22:15 0 102 0 0 102 0 77 0 0 77 1 0 1 2 2 0 0 0 0 0

22:15 22:30 1 80 0 1 81 0 84 0 0 84 1 0 0 5 1 0 0 0 0 0

22:30 22:45 0 60 0 0 60 0 64 0 0 64 0 0 3 1 3 0 0 0 0 0

22:45 23:00 1 63 0 0 64 0 61 0 0 61 0 0 2 1 2 0 0 0 0 0

Hourly Total 2 305 0 1 307 0 286 0 0 286 2 0 6 9 8 0 0 0 0 0

Grand Total 1225 15204 0 43 16430 0 17734 544 0 18278 625 0 1194 153 1820 0 0 0 0 0

Truck % 1% 4% 0% 0% 4% 0% 4% 1% 0% 4% 1% 0% 1% 0% 1% 0% 0% 0% 0% 0%


APPENDIX

B SOUND LEVEL ANALYSES

--------------------------------

------------------------------

STAMSON 5.0 NORMAL REPORT Date: 17-09-2018 13:45:16 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: n1.te Time Period: 16 hours

Description: N1

Road data, segment # 1: Western1

Car traffic volume : 41718 veh/TimePeriod

Medium truck volume : 377 veh/TimePeriod

Heavy truck volume : 603 veh/TimePeriod

Posted speed limit : 60 km/h

Road gradient : 4 %

Road pavement : 1 (Typical asphalt or concrete)

Data for Segment # 1: Western1

Angle1 Angle2 : -62.00 deg 80.00 deg

Wood depth : 0 (No woods.)

No of house rows : 0

Surface : 2 (Reflective ground surface)

Receiver source distance : 42.00 m

Receiver height : 1.50 m

Topography : 2 (Flat/gentle slope; with

barrier)

Barrier angle1 : -62.00 deg Angle2 : 80.00 deg

Barrier height : 1.80 m

Barrier receiver distance : 15.30 m

Source elevation : 0.00 m

Receiver elevation : 0.00 m

Barrier elevation : 0.00 m

Reference angle : 0.00

--------------------------------

------------------------------






Road gradient : 4 %



Angle1 Angle2 : -90.00 deg -62.00 deg







barrier)

Barrier angle1 : -72.00 deg Angle2 : -62.00 deg







-----------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-----------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

Results segment # 1: Western1

Source height = 1.09 m

Barrier height for grazing incidence

Source ! Receiver ! Barrier ! Elevation of

Height (m) ! Height (m) ! Height (m) ! Barrier Top (m)

------------+-------------+-------------+--------------

1.09 ! 1.50 ! 1.35 ! 1.35

ROAD (0.00 + 60.61 + 0.00) = 60.61 dBA

Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj

SubLeq

-62 80 0.00 71.51 0.00 -4.47 -1.03 0.00 0.00 -5.40

60.61

Segment Leq : 60.61 dBA






------------+-------------+-------------+--------------

1.09 ! 1.50 ! 1.38 ! 1.38

ROAD (57.04 + 49.28 + 0.00) = 57.71 dBA


SubLeq

-90 -72 0.00 71.51 0.00 -4.47 -10.00 0.00 0.00 0.00

57.04

-72 -62 0.00 71.51 0.00 -4.47 -12.55 0.00 0.00 -5.21

49.28


Total Leq All Segments: 62.41 dBA

TOTAL Leq FROM ALL SOURCES: 62.41

---------------------------------

-------------------------------


Filename: n1brt.te Time Period: 16 hours

Description: N1BRT

Road data, segment # 1: Western N





Road gradient : 4 %


Data for Segment # 1: Western N







Topography : 1 (Flat/gentle slope; no barrier)


http:n1brt.te

---------------------------------

-------------------------------

Road data, segment # 2: Western S





Road gradient : 4 %


Data for Segment # 2: Western S









------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

------------------------------

-------------------------------------------------------------------------

Results segment # 1: Western N


ROAD (0.00 + 65.35 + 0.00) = 65.35 dBA


SubLeq

-90 75 0.00 69.99 0.00 -4.26 -0.38 0.00 0.00 0.00

65.35


Results segment # 2: Western S


ROAD (0.00 + 66.22 + 0.00) = 66.22 dBA


SubLeq

-90 75 0.00 68.98 0.00 -2.39 -0.38 0.00 0.00 0.00

66.22




---------------------------------

-------------------------------


Filename: n1brtbar.te Time Period: 16 hours

Description: N1BRT Attenuated with Barrier






Road gradient : 4 %










barrier)








http:n1brtbar.te

---------------------------------

-------------------------------






Road gradient : 4 %










barrier)








------------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

------------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------






------------+-------------+-------------+--------------

1.09 ! 1.50 ! 1.37 ! 1.37

ROAD (55.96 + 59.41 + 0.00) = 61.03 dBA


SubLeq

-90 -71 0.00 69.99 0.00 -4.26 -9.77 0.00 0.00 0.00

55.96

-71 75 0.00 69.99 0.00 -4.26 -0.91 0.00 0.00 -5.41

59.41







------------+-------------+-------------+--------------

1.09 ! 1.50 ! 1.30 ! 1.30

ROAD (56.83 + 59.97 + 0.00) = 61.69 dBA


SubLeq

-90 -71 0.00 68.98 0.00 -2.39 -9.77 0.00 0.00 0.00

56.83

-71 75 0.00 68.98 0.00 -2.39 -0.91 0.00 0.00 -5.71

59.97




--------------------------------

------------------------------

STAMSON 5.0 NORMAL REPORT Date: 17-09-2018 13:45:35

MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT


Description: N2






Road gradient : 4 %










barrier)








--------------------------------

------------------------------






Road gradient : 4 %



Angle1 Angle2 : -90.00 deg -86.00 deg







barrier)

Barrier angle1 : -90.00 deg Angle2 : -86.00 deg







--------------------------------

------------------------------






Road gradient : 4 %



Angle1 Angle2 : 77.00 deg 90.00 deg







barrier)

Barrier angle1 : 77.00 deg Angle2 : 85.00 deg







-----------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-----------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------






------------+-------------+-------------+--------------

1.05 ! 1.50 ! 1.31 ! 1.31

ROAD (0.00 + 56.67 + 0.00) = 56.67 dBA


SubLeq

-86 77 0.00 65.13 0.00 -2.39 -0.43 0.00 0.00 -5.64

56.67







------------+-------------+-------------+--------------

1.05 ! 1.50 ! -7.52 ! 22.48

ROAD (0.00 + 37.61 + 0.00) = 37.61 dBA


SubLeq

-90 -86 0.00 65.13 0.00 -2.39 -16.53 0.00 0.00 -8.60

37.61


-----------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------






------------+-------------+-------------+--------------

1.05 ! 1.50 ! 1.37 ! 1.37

ROAD (0.00 + 44.08 + 47.18) = 48.91 dBA


SubLeq

77 85 0.00 65.13 0.00 -2.39 -13.52 0.00 0.00 -5.14

44.08

85 90 0.00 65.13 0.00 -2.39 -15.56 0.00 0.00 0.00

47.18




---------------------------------

-------------------------------


Filename: n2brt.te Time Period: 16 hours

Description: N2BRT






Road gradient : 4 %











http:n2brt.te

---------------------------------

-------------------------------






Road gradient : 4 %











------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------



ROAD (0.00 + 59.98 + 0.00) = 59.98 dBA


SubLeq

-90 90 0.00 63.91 0.00 -3.92 0.00 0.00 0.00 0.00

59.98




ROAD (0.00 + 62.29 + 0.00) = 62.29 dBA


SubLeq

-90 90 0.00 63.54 0.00 -1.25 0.00 0.00 0.00 0.00

62.29




---------------------------------

-------------------------------


Filename: n2brtbar.te Time Period: 16 hours

Description: N2BRT Attenuated with Barrier






Road gradient : 4 %










barrier)








http:n2brtbar.te

---------------------------------

-------------------------------






Road gradient : 4 %










barrier)








------------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

------------------------------

------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------

-------------------------------------------------------------------------






------------+-------------+-------------+--------------

1.08 ! 1.50 ! 1.42 ! 1.42

ROAD (40.44 + 54.38 + 44.42) = 54.96 dBA


SubLeq

-90 -88 0.00 63.91 0.00 -3.92 -19.54 0.00 0.00 0.00

40.44

-88 85 0.00 63.91 0.00 -3.92 -0.17 0.00 0.00 -5.43

54.38

85 90 0.00 63.91 0.00 -3.92 -15.56 0.00 0.00 0.00

44.42







------------+-------------+-------------+--------------

1.01 ! 1.50 ! 1.34 ! 1.34

ROAD (42.74 + 56.34 + 46.72) = 56.96 dBA


SubLeq

-90 -88 0.00 63.54 0.00 -1.25 -19.54 0.00 0.00 0.00

42.74

-88 85 0.00 63.54 0.00 -1.25 -0.17 0.00 0.00 -5.77

56.34

85 90 0.00 63.54 0.00 -1.25 -15.56 0.00 0.00 0.00

46.72

--------------------------------

------------------------------



Description: N3


Car tr

Documents

Appendix I: Noise and Vibration Assessment Report · As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration