CITY OF AIRDRIE. Transportation Noise Policy

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1 Page 1 of6 CITY OF AIRDRIE Transportation Noise Policy Effective Date: Approved By: May City Council Approved On: May 7, 2001 Resolution #: 2001-C-192 Revision Date: July Resolution #: 2016-C-262 PURPOSE: It is generally recognized that each level of government has an obligation to protect its residents against excessive levels of transportation (rail and roadway) noise. The intent of this transportation noise policy is to establish for the City of Airdrie: appropriate analysis criteria, including design noise levels, for the assessment of noise impacts and; responsibilities (developer vs. the City vs. other authorities) for the provision of noise attenuation measures when required. POLICY: 1. ANALYSIS CRITERIA 1.1 Requirement for a Noise Assessment A transportation noise assessment must be prepared and submitted in support of all proposed residential developments located adjacent to one or more major transportation facilities, including major roads, expressways, freeways and railway lines. Residential development adjacent collector and local roadways do not require a noise assessment under normal circumstances. Where a development is exposed to noise from more than one transportation facility, all noise sources must be addressed in the analysis. In some instances - e.g., where units front onto the transportation facility, rather than having the rear yards directly exposed (the rear yards are shielded by the houses themselves)- it may not be necessary to conduct a formal noise analysis. In such cases, a brief report, outlining the rationale for not completing a full analysis, shall be submitted.

2 Page 2 of6 The transportation noise conditions should be considered as early as possible in the planning process for new developments. In this way, requirements for noise attenuation are identified at a time when it is generally still possible to adjust design factors such as lot depth to accommodate berming, or for re-lotting of the development to be considered to minimize noise impacts. 1.2 Analysis Methodology In order of preference, the City will accept transportation noise assessments based on the most recent edition of the U.S. Traffic Noise Model (TNM) produced by the FHWA, the STAMINA model (also produced by the FHWA), the Ontario Ministry of the Environment's STAMSON model/software or the manual methodology published by the CMHC. In all cases, the City reserves the right to review submitted studies using the methodology of its choice, or to have an independent review conducted. 1.3 Placement of Test Receiver(s) Noise levels are to be estimated/modelled for a sufficient number of test receiver points to adequately represent variations in relative elevation and/or horizontal offsets from adjacent major transportation facilities For single family residential developments, the 'outdoor amenity space' is generally considered to be the rear yard. The test receiver shall be placed 3 metres from the rear wall of the residential unit, centered between the side lot lines, and at a height of 1.5 metres above proposed rear grade at that point. Where specific building locations on lots have not yet been determined or where the approval is not clearly tied to a specific set of plans showing building locations, the buildings shall be assumed to be at the minimum rear yard setback (8.0 m from the rear property line). In this case, the test receiver will be located 5.0 m from the rear lot line. For multi-family residential developments (medium- to high-density), the ' outdoor amenity space' and hence test receiver locations should be evaluated on a case-by-case basis. Some common situations related to receiver locations for such developments include (but are not limited to) the following: Townhouse development (with each unit having its own yard) - place receivers as for single-family development. Apartment buildings - if individual units have balconies exposed to transportation noise, the test receiver shall be placed in the physical center of the balcony of the ground floor units, at a height of 1.0 metre above the balcony (assumed to be at the same grade as the floor of the apartments).

3 Page 3 of6 Ifthere are no individual balconies and an outdoor amenity space is defined for the residents (e.g., a landscaped courtyard area), then test receivers should be located within that outdoor amenity area. 1.4 Planning Horizons for Major Roadways and Railways The City will provide the traffic volume projections necessary for a transportation noise assessment, including the percentage of trucks. Traffic projections at a time horizon of 25 years shall be used per the current Transportation Master Plan. The ultimate configuration/alignment of the roadway to be utilized for the noise assessment is to be reviewed and confirmed with City staff prior to the commencement of the noise assessment. In the case of railway noise analyses, estimated railway volumes and characteristics will also be provided by the City. These projections will be to a 25 year time horizon as well. Typical information required includes train speed, crossing conditions, the number of trains per day per direction, average number of locomotives and cars per train, and locomotive and rail types. The life expectancy of a sound attenuation fence is also estimated at 25 years, meaning that the sound attenuation fencing will be replaced as part of the life cycle assessment. 1.5 Noise Level Descriptor The City of Airdrie's Transportation Noise Policy is based on the commonly-used 24-hour Leq (equivalent sound level) noise descriptor, expressed in decibels, using an ' A-weighted' scale ( db(a) ). The Leq(24) descriptor represents a full24 hours of sound energy with a weighted average noise level reflecting the variation of traffic volumes and hence noise levels. The 'A-weighted' scale is most commonly used in assessing environmental noise as it most closely approximates hearing. 1.6 Design Noise Level For the outdoor amenity space(s) related to new residential development (See attached map) along existing or future major roadways, the basic design noise level shall be 60.0 db(a) Leq(24). Where this limit is exceeded (either currently or within the planning horizon), noise attenuation/mitigation measures will be required. The basic design noise level for existing residential development (See attached map) will remain at 57.5 db(a) Leq(24).

4 Page 4 of6 There are differences between the noise characteristics between a major roadway and a railway. Whereas the major roadways tend to have an ongoing background noise with pronounced noise emissions peaks during morning and afternoon "rush-hour" events, railways tend to have no ongoing background noise punctuated by a more-intense specific noise event for a very limited duration. 1.7 Report Submission Requirements The City will provide a checklist outlining all of the elements that are to be included with each noise assessment report. Reports lacking significant elements will be returned without review, unless sufficient rationale is provided for the omission(s) 2. RESPONSIBILITIES FOR NOISE ATTENUATION In almost all cases, situations involving the assessment of noise attenuation requirements and/or responsibilities will generally fall into one of the following categories: Category 1: Category 2: Category 3: Category 4: New residential development or re-development adjacent to an existing or planned major transportation facility (road or rail) New residential development or re-development adjacent to a future major transportation facility (road or rail), where the new transportation facility is expected to be constructed within the planning horizon established for noise assessments. Significant upgrading (e.g., widening) of an existing transportation facility adjacent to an existing or approved residential development. Existing residential development adjacent to an existing major transportation facility (road or rail), where resident complaints about noise levels have been received by the City. Transportation noise levels may be important to prospective property owners adjacent to a transportation facility. Those prospective property owners should investigate the potential impact of living adjacent to a transportation facility and to determine if existing and future transportation noise may unduly affect their enjoyment of the property. It is recognized that individuals may have varying degrees of tolerance to transportation noise that may not necessarily be in line with the transportation noise levels that have been established in this policy which are based on broader societal perspectives.

5 Page 5 of6 Categories 1 and 2 For Categories 1 and 2, both the noise assessment and the resultant cost of the sound attenuation measures (if necessary) are the responsibility of the developer. The developer shall submit a transportation noise study, prepared by an engineer qualified to carry out such assessments. The noise study shall demonstrate either that the design noise level is not exceeded or shall identify what attenuation measures are to be implemented (at the developer' s cost) to reduce noise levels down to, or below, the design noise level. The City encourages developers to consider, through the planning process, minimizing the need for sound attenuation by reducing the amount of amenity space located adjacent to major transportation facilities. In situations where sound fencing cannot be avoided, the City has sound attenuation barrier standards that are to be adhered to. Category 3 In situations where the City carries out significant road widening or realignment, there is also an obligation for the City to review construction improvements in order to verify that they are in compliance with the original sound attenuation design for the affected area. If the construction improvements extend beyond the originally contemplated design, the City will undertake a more detailed review of sound attenuation impacts. Where warranted, noise attenuation improvements will be carried in conjunction with the roadway improvements, subject to budgetary considerations, engineering and economic feasibility and degree of public acceptance. No significant railway improvements and/or modifications are currently contemplated by the railway authority, however the City would expect the railway authority to undertake a similar noise review (and to construct appropriate sound attenuation measures) in the event of any significant railway modifications. Similarly, the City would also expect any applicable roadway authority to undertake a noise review (and to construct appropriate sound attenuation measures) in the event of significant roadway modifications. Category 4 The City is responsible for maintaining sound attenuation fencing and will generally reconstruct sound fencing at approximately a 25 year interval. Prior to the reconstruction of substantive portions of sound attenuation fencing, the City will undertake a sound attenuation analysis to ensure that the replacement fence will provide adequate sound attenuation characteristics. When complaints are received regarding traffic noise, the City will investigate traffic volumes in the area to determine if they have exceeded the original design values for the area. In areas where a possible deficiency may exist (based on traffic volumes or other design assumptions) or in areas

6 Page 6 of6 where numerous complaints are received in a general area, the City may, subject to funding considerations, carry out noise monitoring. Generally, unless there are extenuating circumstances, the City will not conduct noise monitoring on a roadway with less than 10,000 vehicles per day in total for both directions. The City will conduct regular noise monitoring at a select number of sites every 3 years. Should a particular location not exceed the design noise level, further noise monitoring in that location will not occur unless there is a 10% or greater increase in the daily volume of traffic as identified in the City's annual traffic volume count program. In areas where a functional deficiency exists for the sound attenuation fencing, it will be considered for reconstruction based on: a) the age of sound fencing relative to its maintenance cycle b) severity of the sound attenuation deficiency c) engineering and economic feasibility d) degree of public acceptance e) budgetary considerations Any deficient sound attenuation location will placed onto a list of deficient locations, monitored and recommended to be remedied and prioritized within in the City budget process in due course according to the above noted criteria. Mayor 1 J~du. City Clerk

7 Noise Policy Map N W+E s Design Noise Levels 57.5 dba Leq (24Hr) 60.0 dba Leq (24Hr) 1:49, Metres 1,500 This m:1p io lh J>!OJ>IIny d the City d Alrd~e nd ""Y no! ~ a rupr<>duced..., 'tdlaeorinp~ot.lnuyfcrmcrbyany...,.ans"'thcuthwr;,onpc<rris\ioncl lhecit,roiardnt. Them:lp~IDtitdourubonalpu rposnonfandy>ouldnotbe rded upon. Tile Cny don nat warr;>nlii'l>i ll'oe mlp io a>ntld., e>mplole. a:;q,or;o\ e,~~p.,.d:fea olh ""'"'' ""bte.umcltmm apamtore l yatllltluset"s -nml<. U<lOefno...,curn>I:I~Hsll<>lltwo Cil)rbe hble io<anydar=gesareng tromlho... Aall""map. COPingM CoyaiJ.Jrdtio A c 1n oj_" ' "'""J.~~.o!,.!2 GISOep><tmortj P10,iodcn: JtMWGS I~WII4) 08Jun'20 16 li

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