Noise and Vibration Impact Study Fairview Development City of Burlington, Ontario

Transcription

1 Noise and Vibration Impact Study Fairview Development City of Burlington, Ontario For Molinaro Group - Fairview JV Development 761 Brant Street, Suite 202 Burlington, ON L7R 2H4 Prepared by: Darryl McCumber, BASc, EIT Reviewed by: Brian Chapnik, PhD, PEng December 6, 2012

2 CONTENTS 1 INTRODUCTION AND SUMMARY SITE AND AREA DESCRIPTION NOISE AND VIBRATION CRITERIA ROAD AND RAIL NOISE GROUND-BORNE VIBRATION RAILWAY CONDITIONS FOR RESIDENTIAL DEVELOPMENTS STATIONARY SOURCE NOISES ROAD AND RAIL TRANSPORTATION NOISE ROAD TRAFFIC DATA BUS TRAFFIC DATA RAIL TRAFFIC DATA TRANSPORTATION NOISE PREDICTIONS TRANSPORTATION NOISE DISCUSSION AND RECOMMENDATIONS OUTDOOR LIVING AREAS VENTILATION REQUIREMENTS GLAZING EXTERIOR WALL CONSTRUCTIONS WARNING CLAUSES RAIL VIBRATION ASSESSMENT SITE MEASUREMENTS VIBRATION CONTROL SUMMARY OF RECOMMENDATIONS Figure 1: Key Plan Showing Fairview Figure 2: Fairview Site Plan Figure 3: Measurement Locations Figure : Vibration Measurements Appendix A Principal Mainline Requirements Appendix B Road and Rail Traffic Data

3 Fairview Development, Burlington Page 1 1 INTRODUCTION AND SUMMARY HGC Engineering was retained by The Molinaro Group to conduct a noise and vibration impact study for the proposed Fairview mixed use development to be located east of the intersection of Brant Street and Fairview Street, in the City of Burlington, Ontario. This study is required to support an application for site plan approval. This study is based on the preliminary site plan prepared by Graziani + Corazza Architects Inc. dated November 9, 2012, and preliminary drawings of the development. These preliminary drawings indicate that the development will consist of 5 residential towers above a common underground parking area. Towers A, B, and C will be located above a common 3-storey podium. Towers D and E are separated from the other towers and are located above a common 4-storey podium. The primary noise sources impacting the development were determined to be road traffic on Fairview Street and The Queen Elizabeth Way, and rail traffic on the Canadian National (CN) railway subdivisions to the north. Bus traffic associated with the Burlington GO Station to the east has also been assessed. Traffic volumes for the roadways and rail lines were obtained from the relevant authorities and adjusted as warranted to account for future potential growth. The road and rail traffic data were used to estimate future sound levels (L EQ ) at the location of the proposed building facades. The estimated sound levels were evaluated with respect to the guidelines of the Ministry of Environment (MOE) and the railways. Screens or other localized landscaping features can be considered in the design of the 3 rd floor amenity terrace on the north side of the development to help create quieter zones in this large outdoor amenity space. Similar considerations can be made for the 10 th floor terraces. Alternatively 3 m barriers would be required to protect these spaces. The impact of vibrations from the CN railway line to the north of the development has also been assessed. With suitable isolation measures integrated into the design of the foundation, it is

4 Fairview Development, Burlington Page 2 expected that sound and vibration from the rail line impacting the building can be reduced to reasonable levels for residential occupancies. The Burlington GO station is located directly to the east. Noises related to the station (warning bells) are considered safety measures which are exempt from assessment. A Walmart retail building is located to the west of the development. During our visit, no audible noise from the Walmart building was detected. While there are a number of industries located to the north of the development, there were no audibly significant sources of industrial noise noted during our visit. Central air conditioning is required for all residential units in the proposed buildings so that bedroom windows can remain closed against the night-time traffic noise, and will be provided in any case. Minimum acoustical ratings for the external façade elements are specified herein, which are anticipated to provide sufficient acoustical insulation for the indoor spaces. All residential units in the development will require noise warning clauses. Suggested wording for such clauses is provided herein. 2 SITE AND AREA DESCRIPTION The site is located east of the intersection of Fairview Street and Brant Street, on Fairview Street, in the City of Burlington. Figure 1 shows a key plan of the area and Figure 2 shows the development site plan. The development will consist of five residential towers. Three of the residential towers are located above a common 3-storey podium, and are connected by 9-storey podium sections. Each of the towers (A, B, C, D, and E) is indicated to be 20-storeys tall. Three levels of underground parking are currently shown, and there will be three levels of above grade parking located on the north side of the podium, facing the rail line. The first four floors of Towers D and E are indicated to include commercial and office space. The 4 th and 5 th floors of the development are

5 Fairview Development, Burlington Page 3 shown to include amenity space. The remainder of the buildings generally consists of residential suites. Fairview Street is located immediately south of the development. The CN Oakville (immediately adjacent) and CN Halton (approximately 280 m north-west) subdivisions are located north of the development, with the Queen Elizabeth Way beyond (approximately 650 m north of the development). The CN rail corridor and Fairview Street are the predominant sources of traffic noise in the area. Bus traffic associated with the GO station is accounted for in the road traffic volumes for the surrounding roadways. The Burlington GO Station is located directly to the east of the site. During our site visit conducted on August 2, 2012, it was noted that noise from bus traffic at this location was audible, and has therefore been included in our model of the site. When trains were operated in reverse, a warning bell is operated. Communications with GO transit staff indicate that these bells are safety devices used for warning purposes only, and are thus exempt from noise assessment under MOE guidelines. Other occasional noises emitted from this station (such as occasional announcements over the outdoor PA system) are not anticipated to be an issue. A Walmart retail store is located to the west of the development. However, the store parking lot separates the retail building from the development. During our visit, no audible noises from the Walmart building were detected. This facility may generate some audible noise at times, but no sources of particular concern were identified. Loading bays were noted to be on the north side of the facility, facing the tracks. Walmart is indicated to operate between 7:00am and 11:00 pm every day of the week. During our site visit it was also noted that there were several industrial buildings located north of the development, on the other side of the railway tracks. These include Bull Moose Tube Limited, and Cap Brick. No noise from these facilities was audible during our visit.

6 Fairview Development, Burlington Page 4 Cap Brick is located north-west of the development. Cap Brick operates between the hours of 7:00 am and 5:00 pm Monday to Friday, and 8:00 am to 2:00 pm on Saturdays. It was noted that the site operates as a sales and distribution centre, with a large amount of outdoor storage. Bull Moose Tube Company is located north-east of the development. The hours of operation of this plant are unknown. The company produces tube steel of various sizes. 3 NOISE AND VIBRATION CRITERIA 3.1 Road and Rail Noise Criteria for acceptable levels of noise are contained in the Ontario Ministry of Environment (MOE) publication LU-131, "Noise Assessment Criteria in Land Use Planning, 1997". Sound level limits from road and rail traffic sources are summarized in Table I below. Table I: Road/Rail Traffic Noise Criteria [dba] Area Daytime L EQ (16 hour) Night-time L EQ (8 hour) Outdoor Living Area Living or dining areas of residences, hospitals, schools, day-care centres, nursing/retirement homes, etc. 45 / Sleeping Quarters (bedrooms) / 35 Daytime refers to the period between 07:00 and 23:00. Night-time refers to the period between 23:00 and 07:00. Living areas include dining rooms, dens, studies, etc. Kitchens and washrooms are usually not considered to be noise-sensitive areas. The term "Outdoor Living Area" (OLA) is used in reference to an outdoor patio, a backyard, a terrace, a playground or other area where passive outdoor recreation is expected to occur. Balconies with a depth of less than 4 meters (measured perpendicular to the building façade) are not considered OLAs under MOE guidelines, and accordingly the noise criteria are not

7 Fairview Development, Burlington Page 5 applicable there. Balconies with a usable depth greater than 4 meters are considered to be OLAs and are subject to the outdoor noise guideline of 55 dba. Outdoor living areas generally have to be of a certain minimum size or dimension in order to qualify for acoustic protection. While there are no specific criteria for condominiums, for townhouses, terraces less than 400 ft 2 do not require a traffic noise assessment. The outside sound levels are determined considering the combination of all transportation noise sources. In cases where a minor excess (up to 5 db) over the sound level limit in an OLA is anticipated, MOE guidelines allow the excess to be addressed by including a warning clause in the titles, deeds or tenancy agreements for the affected dwellings. Where OLA sound levels exceed 60 dba, physical noise control measures, such as an acoustical barrier, are required. Where the noise is dominated by road traffic and outdoor façade sound levels exceed 60 dba at night-time or 65 dba during the daytime, building components must be designed to achieve the specified indoor sound level criteria, and central air conditioning is required so that windows can remain closed against the noise. Where the outdoor sound levels are dominated by rail traffic, these thresholds are 5 db lower, and exterior wall constructions should include brick or masonry (or an acoustical equivalent acceptable to the railways) at any location within 100 m of the railway right-of-way. The indoor sound level limits for rail sources are also 5 db more stringent than for road sources, to account for the additional low-frequency (rumble) components of locomotives, hence the façade sound insulation requirements are calculated separately and then combined. Safety devices associated with transportation sources (back-up beepers, warning bells or sirens) are exempt from consideration under MOE guidelines.

8 Fairview Development, Burlington Page Ground-Borne Vibration Criteria for rail vibrations are not provided by the MOE, but are stipulated in guideline documents circulated by CNR and GO Transit (see Appendix A). These guidelines require that a vibration assessment be performed for any dwelling within 75 m of the railway right-of-way, and that measured levels on the site during any part of a train pass-by should not exceed 0.14 mm/s. Further, GO/CNR stipulates that where measured levels on the ground exceed this threshold, isolation measures will be required to ensure that vibration levels impacting residential living areas do not exceed 0.14 mm/s (RMS). Vibration levels are typically measured in terms of oscillatory velocity or acceleration. A vibration velocity level of 0.14 mm/s correlates approximately with the threshold of human perception of vibrations, which can also be represented by vibration acceleration curves versus frequency, as outlined in ISO or ANSI S3.29. For this assessment, the frequencydependent acceleration curves are used to evaluate the ground-borne vibration measurements, as these give more accurate information about the nature of the vibrations. The levels discussed herein are presented in dbg, which refers to decibels of acceleration relative to the acceleration of gravity, as a function of one-third (1/3) octave band frequencies (Hz). The levels have been plotted against American National Standards Institute (ANSI) and International Standards Organization (ISO) criteria ANSI S3.29 and ISO for the threshold of human perception of vibrations. The ANSI/ISO criteria do not address noise; vibrations at frequencies over 20 Hz are of concern for re-radiated noise, even at levels well below the tactile perceptibility threshold. To illustrate this, vibration levels have been plotted against noise criterion (NC) curves. Experience suggests that while the train pass-bys will be audible in the building to some extent, if the levels impacting any noise sensitive spaces (e.g. residential units) are confined to about NC-30 (35 dba) or lower, the audibility of the pass-bys may be considered reasonable. This criterion level is similar to what is used by the TTC to assess the potential for intrusions from future

9 Fairview Development, Burlington Page 7 undertakings (subway expansions), and similar to criteria used by the US Federal Transit Administration to assess ground-borne noise intrusions from subways and trains. 3.3 Railway Conditions for Residential Developments Notwithstanding the noise and vibration criteria outlined above, CN Rail and GO Transit publish a recommended list of generic conditions, including specific setbacks, berm heights, and warning clauses, to reduce the incompatibility of residential developments adjacent or in close proximity to the railway right-of-way. Copies of these lists are included in Appendix A to this report. Some of the listed items relate to noise and vibration control. 3.4 Stationary Source Noises Industrial or commercial facilities or activities are referred to as stationary sources, and are typically assessed under a different set of criteria than transportation sources. The area is considered to be a Class I (urban) acoustical environment. There are several facilities in close proximity to the site, including a Walmart to the west, and several industries across the rail line to the north. Observations about these facilities were made while on site, as described above, but no detailed assessment has been performed. In any case, an associated warning clause should be considered. Suggested wording is as follows: Purchasers/tenants are advised that due to the proximity of this development to nearby retail and commercial facilities, sound levels from the facilities may at times be audible. Note that the Burlington GO station has not been considered as a stationary source in this context, but is considered separately below under Transportation Noise (Section 5).

10 Fairview Development, Burlington Page 8 4 ROAD AND RAIL TRANSPORTATION NOISE 4.1 Road Traffic Data Traffic data for the key roads throughout the site area and surrounding the site was obtained from the City of Burlington Traffic Services and is contained within Appendix B. Traffic volumes were conservatively assumed to grow at a typical rate of 2.5%/yr on all roadways, and average future daytime (07:00 to 23:00) and night-time (23:00 to 07:00) hourly volumes that will exist in 10 years (2022) were then calculated. The resulting future traffic volumes are listed in Table II, in addition to calculated and/or assumed commercial vehicle (truck) percentages and the posted speed limit for each roadway. An 85%/15% day/night split was used for both Brant Street and Fairview Street. Table II: 2022 Projected Road Traffic Data Daytime (7 am to 11 pm) Combined Two-way Traffic South of X North of X East of X West of X Cars HT Total Night-time (11 pm to 7 am) Combined Two-way Traffic South of X North of X East of X West of X Cars HT Total Notes: Brant Street is posted for a 50km/h speed limit, and Fairview Street is posted for a 60km/h speed limit. 'X' refers to the intersection of Fairview Street and Brant Street. Road traffic data for the Queen Elizabeth Way was obtained from the Ministry of Transportation and escalated to 2022 at a conservative growth rate of 2.5%/yr. An 88%/12% day/night split was determined from hourly traffic volumes. This was used to calculate average daytime and nighttime volumes, resulting in 8569 vehicles per hour during the daytime and 2328 vehicles per hour during the night-time. A commercial vehicle percentage of 25% was used for both daytime and nighttime volumes. These vehicles were assumed to be travelling at the posted maximum speed for the highway (100 km/hr).

11 Fairview Development, Burlington Page Bus Traffic Data Bus traffic from the GO Station was also obtained from GO Transit representatives, and was included in the acoustic model. A total of 25 arrivals and 28 departures take place during a typical weekday, and 18 arrivals and 18 departures take place during the weekend. Average daytime and night-time volumes were estimated to be 2 buses per hour. 4.3 Rail Traffic Data Rail traffic data was obtained from both GO Transit and CN representatives and is contained in Appendix B. These data were escalated to the year 2022 at an assumed growth of 2.5%/year, as required by MOE and CN guidelines. The rail volumes used in the analysis are summarized in Table III. Type of Train Number of Train Day / Night Table III: 2022 Projected Rail Traffic Data Number of Locomotives Number of Cars Maximu m Speed (km/h) Speed used North of Development (km/h) CN Oakville Subdivision Freight 1 / Way Freight 6 / Passenger 19 / GO Train 86 / CN Halton Subdivision Freight 17 / Way Freight 9 / Passenger 20 / Per discussions with GO Transit (See Appendix A), all GO trains are understood to stop at the station. A speed of 50 km/hr was used in the area north of the development for all GO Trains. 4.4 Transportation Noise Predictions To assess the levels of traffic noise which will impact the site in the future, predictions were made using a numerical computer modeling package (Cadna-A version ). The model is

12 Fairview Development, Burlington Page 10 based on the methods from ISO Standard , Acoustics - Attenuation of Sound During Propagation Outdoors, which accounts for reduction in sound level with distance due to geometrical spreading, air absorption, ground attenuation and acoustical shielding by intervening structures. The rail lines were included in the model as line sources with sound power levels equivalent to those published by the Department of Transportation (United States of America) Federal Transit Administration (FTA) in the publication entitled, Transit Noise and Vibration Impact Assessment. The road noise sources have been included in the model using the basic road element included in Cadna/A, which follows the German guideline RLS-90 for road traffic noise predictions. Our experience suggests that train sound levels predicted by FTA and road sound levels predicted by RLS-90 are reasonably accurate. The model road traffic values have been qualified on similar projects to be within 1-2 dba of those predicted in STAMSON 5.04, a computer algorithm developed by the MOE. Predictions of overall sound levels from all road/rail sources were made at various representative façade locations throughout the site. The predicted maximum sound levels from both road and rail impacting each tower are summarized in Table IV. Table IV: Sound Level Predictions [dba] from Future Traffic Location Day (16hr avg) Night (8hr avg) Road Rail Total Road Rail Total Podium (9-storey section) Tower A Tower B Tower C Tower D Tower E

13 Fairview Development, Burlington Page 11 5 TRANSPORTATION NOISE DISCUSSION AND RECOMMENDATIONS The predictions indicate that the future traffic sound levels will exceed MOE guidelines at the residential façades in the proposed development. Recommendations to address these excesses are discussed below. 5.1 Outdoor Living Areas The preliminary building plans indicate a landscaped roof area on north side of the 3-storey podium. This space is indicated to be used as an outdoor amenity terrace. This terrace is greater than 4 m in depth and therefore subject to the MOE criteria outlined in Table I. Assuming a standard 1.07 m parapet around the perimeter of the space, daytime sound levels were estimated to be in the range of dba. To reduce the sound level to within 60 dba throughout the terrace, a 6 m barrier would be required around the perimeter of the podium roof, which is not considered feasible. Consideration should be given in detail design to integrating some smaller structures, screens or landscaping features to create quiet pockets or zone on the larger terrace. There are other amenity terraces located on the south side of the podium and between Towers D and E, as shown in Figure 2. There is also a landscaped courtyard located in the centre of the development. Assuming a 1.07m high solid parapet or guard, predicted sound levels for the outdoor amenity terraces on the south side of the podium are between 55 and 60 dba, and sound levels for the terrace between Towers D and E and in the central landscaped courtyard are also less than 60 dba. Therefore no additional mitigation measures are anticipated to be required. There are a number of terraces on the 10 th and 13 th floors, which are greater than 400 sq ft in area. These terraces are subject to MOE criteria. Predicted sound levels on the 10 th floor terraces between Towers A and B and Towers B and C exceed 60 dba. In order to protect these spaces, a solid barrier 3 m in height would be required along the north side of the area. If these measures are not considered feasible, consideration could also be given in detail design to

14 Fairview Development, Burlington Page 12 integrating some smaller structures, screens or landscaping features to create quiet pockets or zone on the larger terrace. Assuming a 1.07 m high solid parapet or guard, predicted sound levels for the 10 th and 13 th floor terraces located on Towers D and E are less than 60 dba. Therefore, no additional mitigation measures are required. 5.2 Ventilation Requirements The predicted night-time sound levels at practically all facades throughout the site exceed 60 dba, and thus central air conditioning systems are required so that windows may remain closed. 5.3 Glazing Floor plans and elevations have not yet been sufficiently developed for the detailed acoustical specification of the building envelope. For the purposes of this preliminary analysis, typical window-to-floor areas were assumed to be 50% (i.e. 40% fixed, 10% operable relative to floor area). Based upon this assumption, the glazing for residential suites with direct exposure to the rail line should achieve the sound transmission class ratings shown in Table V. However, in an urban environment such as this, we do not typically recommend less than STC-34.

15 Fairview Development, Burlington Page 13 Table V: Preliminary Glazing Requirements* Location Fixed Glazing Requirement Operable Glazing Requirement Podium (9-storey section) Tower A Tower B Tower C Tower D Tower E *Based on assumed 50% window-to-floor area ratio Façades with less exposure to the CN rail corridor are somewhat less impacted, and accordingly a lower STC would be acceptable while still meeting the indoor targets. Conversely, if more glazing is incorporated, higher STC requirements may apply. Acoustical criteria for different façades can be optimized as part of the detail design of the building envelope, if required. 5.4 Exterior Wall Constructions The building exterior walls will consist largely of metal or glass spandrel panels with some areas of precast concrete or masonry. Exterior walls that are not glazed should have sufficient acoustical insulation value such that the noise transmitted through is negligible in comparison with the windows. Spandrel or metal panels with typical sound insulation ratings of STC-35 to 40, backed by an independent insulated drywall assembly, should meet these requirements. 5.5 Warning Clauses MOE guidelines recommend that appropriate warning clauses be included in the property titles, purchase and sale agreements, and tenancy agreements of properties where anticipated traffic sound level excesses are identified. The actual wording of the warning clause depends on the nature of the excess. Two clauses are recommended as follows. (a) Purchasers/tenants are advised that despite the inclusion of noise control features in the development and within the building units, sound levels due to increasing road/rail traffic may on occasion interfere with some activities of the dwelling

16 Fairview Development, Burlington Page 14 occupants as the sound levels exceed the Municipality s and the Ministry of the Environment s noise criteria. (b) This dwelling unit has been supplied with a central air conditioning system which will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the Ministry of Environment s noise criteria. In addition, CN and GO Transit will require specific warning clauses to protect their interests. Representative wording for such a clause is suggested in the guideline documents provided in Appendix A, and reads as follows: Warning: <Canadian National Railway><GO Transit> or its assigns or successors in interest has or have a rights-of-way within 300 metres from the land the subject hereof. There may be alterations to or expansions of the railway facilities on such rights-of-way in the future including the possibility that the railway or its assigns or successors as aforesaid may expand its operations, which expansion may affect the living environment of the residents in the vicinity, notwithstanding the inclusion of any noise and vibration attenuating measures in the design of the development and individual dwelling(s). <CN><GO> will not be responsible for any complaints or claims arising from the use of such facilities and/or operations on, over or under the aforesaid rights-of-way. Aside from the warning safety bells which sound when trains reverse at the Burlington GO station, which are exempt from assessment under MOE guidelines, other occasional sounds from the station may at times be audible. An associated warning clause is recommended to advise future residents about noises from the GO station. The following wording is suggested: Purchasers/tenants are advised that due to the proximity of this development to the Burlington GO station, sounds from associated operations may at times be audible.

17 Fairview Development, Burlington Page 15 6 RAIL VIBRATION ASSESSMENT 6.1 Site Measurements Ground-borne vibration measurements of rail pass-by events were conducted on site at the edge of the CN Oakville Subdivision right-of-way (corresponding to the proposed podium location), and at the location of the closest future towers which are set back 30 m from the right-of-way. Vibration measurements were conducted on August 2, Measurement locations are shown in Figure 3. Measurements were analyzed and compared to criteria as outlined in Section 3. The results indicate that vibration levels from train pass-bys were high, exceeding the criteria at the nearest measurement location (corresponding to the podium) for some pass-bys and approaching the criteria at the 30 setback, for some larger faster moving trains. Figures 4.1 to 4.3 display maximum vibration levels from representative rail pass-by events at several locations. There are occasional freight pass-bys on the Oakville line, but none on the day of measurement. Thus freight train pass-bys on this line were not measured. Such occasional pass-bys are expected to produce even higher levels than those measured. Notwithstanding this, the recommendations outlined herein are expected to be satisfactory to address this occasional source as well. 6.2 Vibration Control The degree of vibration transmission into the new structure will depend on the design of the foundation. Estimated re-radiated sound levels on the lower floors on the north side of the development are anticipated to be in the range of NC-45 to NC-50 during train pass-bys. Levels are expected to be lower on the upper floors of the development, and at the south towers (D and E). To further reduce vibration and noise transmitted by rail pass-bys into the building structure, consideration should be given in design to separating the podium structure from the adjacent

18 Fairview Development, Burlington Page 16 foundation walls using rubber isolation pads along the north side, returning for some distance along the east and west foundation walls. The design of the isolation pads depends on anticipated static and dynamic loads, and can be determined as required during detail design. In conjunction with such isolation measures, some additional features can be integrated into the structural design of the parking levels in order to better resist vibrations (e.g. heavier foundation wall, columns instead of shear walls, etc.). Selected measures can be developed further, as required, during detail design. As outlined above, the criteria for both sound and vibration are considered to be reasonable standards for acceptability. However, conformance with these standards does not imply that vibration levels will be imperceptible and/or sound levels will be inaudible. Therefore, consideration should be given to including warning clauses in all sales or rental agreements, and in Development Agreements with the municipality.

19 Fairview Development, Burlington Page 17 7 SUMMARY OF RECOMMENDATIONS The following list summarizes the recommendations made in this report: 1. For the outdoor amenity space located on the north side of the 3 rd floor podium, integration of localized screens or alternative landscaping features should be considered during detail design to create some quieter zones within the overall terrace area. For the 10 th floor terraces located on the north podium, a barrier 3 m in height is required to limit sound levels to less than 60 dba. Alternatively the size of the useable space could be limited, or landscaping features could be implemented. 2. Central air conditioning systems will be required for all dwelling units in the building. 3. The suggested minimum STC requirements for the glazing elements are anticipated to provide sufficient acoustical insulation for the indoor spaces, provided that window areas represent 50% or less of the floor area of each adjacent room. This should be reviewed when detailed floor plans and elevations are available, and adjustments made as required to suit spaces which may have greater areas of glazing. Higher STC values should be considered where feasible, to provide an additional safety factor. Seals on doors and operable windows must be tight and effective, to reduce leaks to the extent feasible. 4. Exterior wall assemblies will need to be verified in detailed design to ensure that noise transmitted through is negligible in comparison with the windows. 5. Warning clauses should be included in the property and tenancy agreements and offers of purchase and sale to inform future residents of the traffic noise issues, the railway right of way, and the proximity to the Burlington GO Station and to industries and commercial facilities in the area. The specific number and wording of warning clauses for this development are subject to discussions with the City and all stakeholders, and will

20 Fairview Development, Burlington Page 18 ultimately be incorporated into the list of conditions associated with planning approvals for this site. 6. Vibration levels from train pass-bys may exceed the suggested design criteria at the location of the nearest towers. Consideration should be given to including isolation measures against the north foundation wall, returning for some distance along the east and west foundation walls.

21 Fairview Development, Burlington Page 19 Industrial Areas GO Parking GO Station Fairview Project North True North Walmart Figure 1: Key Plan Showing Fairview Development

22 Fairview Development, Burlington Page 20 Amenity Space 10 th Floor Terraces Amenity Space 13 th Floor Terraces 10 th Floor Terraces Figure 2: Fairview Development Site Plan

23 Fairview Development, Burlington Page 21 Closest Point of Development (Podium) 30 meter setback (Towers A, B, C) Measurement Locations Figure 3: Measurement locations

24 Fairview Development, Burlington Page Vibration Vs. Criteria Eastbound Go Train m East Bound GO Train - 30 m NC-60 Vibration Level, dbg ANSI/ISO Curve NC-50 NC-40 NC-30 NC /3 Octave Band Mid-Frequency, Hz Figure 4.1: Vibration Measurements GO Train Pass-by Vibration Vs. Criteria Eastbound GO Train m Eastbound GO Train - 30 m NC-60 Vibration Level, dbg ANSI/ISO Curve NC-50 NC-40 NC-30 NC /3 Octave Band Mid-Frequency, Hz Figure 4.2: Vibration Measurements GO Train Pass-by

25 Fairview Development, Burlington Page 23 Vibration Vs. Criteria Eastbound Via Train m Eastbound Via Train - 30 m NC-60 Vibration Level, dbg ANSI/ISO Curve NC-50 NC-40 NC-30 NC /3 Octave Band Mid-Frequency, Hz Figure 4.3: Vibration Measurements - VIA Rail Pass-by

26 Fairview Development, Burlington Page 24 Appendix A- Principal Mainline Requirements

27 PRINCIPAL MAIN LINE REQUIREMENTS A. Safety setback of dwellings from the railway rights-of-way to be a minimum of 30 metres in conjunction with a safety berm. The safety berm shall be adjoining and parallel to the railway rights-of-way with returns at the ends, 2.5 metres above grade at the property line, with side slopes not steeper than 2.5 to 1. B. Noise attenuation barrier shall be adjoining and parallel to the railway rights-of-way, having returns at the ends, and a minimum total height of 5.5 metres above top-of-rail. Acoustic fence to be constructed without openings and of a durable material weighing not less than 20 kg. per square metre of surface area. Subject to the review of the noise report, GO Transit may consider other measures recommended by an approved Noise Consultant. C. Ground-borne vibration transmission to be evaluated in a report through site testing to determine if dwellings within 75 metres of the railway rights-of-way will be impacted by vibration conditions in excess of 0.14 mm/sec RMS between 4 Hz and 200 Hz. The monitoring system should be capable of measuring frequencies between 4 Hz and 200 Hz, + 3 db with an RMS averaging time constant of 1 second. If in excess, isolation measures will be required to ensure living areas do not exceed 0.14 mm/sec RMS on and above the first floor of the dwelling. D. The Owner shall install and maintain a chain link fence of minimum 1.83 metre height along the mutual property line. E. The following clause should be inserted in all development agreements, offers to purchase, and agreements of Purchase and Sale or Lease of each dwelling unit within 300m of the railway right-of-way. Warning: The Greater Toronto Transit Authority, carrying on business as GO Transit, and its assigns and successors in interest has or have a right-of-way within 300 metres from the land the subject hereof. There may be alterations to or expansions of the rail facilities on such right-of-way in the future including the possibility that GO Transit or any railway entering into an agreement with GO Transit to use the right-ofway or their assigns or successors as aforesaid may expand their operations, which expansion may affect the living environment of the residents in the vicinity, notwithstanding the inclusion of any noise and vibration attenuating measures in the design of the development and individual dwelling(s). GO Transit will not be responsible for any complaints or claims arising from use of such facilities and/or operations on, over or under the aforesaid right-of-way. F. Any proposed alterations to the existing drainage pattern affecting the railway right-of-way must receive prior concurrence from GO Transit and be substantiated by a drainage report to the satisfaction of GO Transit. G. The Owner shall through restrictive covenants to be registered on title and all agreements of purchase and sale or lease provide notice to the public that the safety berm, fencing and vibration isolation measures implemented are not to be tampered with or altered and further that the Owner shall have sole responsibility for and shall maintain these measures to the satisfaction of GO Transit. H. The Owner enter into an Agreement stipulating how GO Transit s concerns will be resolved and will pay GO Transit s reasonable costs in preparing and negotiating the agreement. I. The Owner may be required to grant GO Transit an environmental easement for operational emissions, registered on title against the subject property in favour of GO. August, 2006

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29 Fairview Development, Burlington Page 25 Appendix B- Road and Rail Traffic Data

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33 AECOM 5080 Commerce Boulevard tel Mississauga, ON, Canada L4W 4P fax Transmittal Form Date August 13, 2012 Project Number Contact Derryl McCumber Routing Company HGC Engineering Howe Gastmeier Chapnik Limited Address 2000 Argentia Road, Plaza One, Suite 203 Mississauga, Ontario L5N 1P7 Telephone # Sent By Patricia Henriques Copies To Nick Coleman, CN Adam Snow, Metrolinx Project Name Train Traffic Data CN s Oakville Subdivision north of Fairview Street and east of Brant Street, Burlington, Ontario Approximately at Mile and CN s Halton Subdivision north of Fairview Street and east of Brant Street, Burlington, Ontario - Approximately at Mile Urgent X For Your Use For Review For Your Information Confidential Comments: Please find attached the requested Train Traffic Data. Should you have any questions, please do not hesitate to contact the undersigned at ext Sent Via: mail courier picked up by hand X fax other Authorized Signature: Name (please print): Patricia Henriques Title: Project Coordinator RPT Train Traffic-HGC.Docx

34 Page 2 August 13, 2012 Darryl McCumber HGC Engineering Howe Gastmeier Chapnik Limited 2000 Argentia Road, Plaza One, Suite 203 Mississauga, Ontario L5N 1P7 Dear Darryl: Project No: Regarding: Train Traffic Data CN s Oakville Subdivision north of Fairview Street and east of Brant Street, Burlington, Ontario Approximately at Mile The following is provided in response to your August 1 st, 2012 request for information regarding rail traffic north of Fairview Street and east of Brant Street, Burlington, Ontario, at Mile on CN s Oakville Subdivision. Typical daily traffic volumes are recorded below. However, traffic volumes may fluctuate due to overall economic conditions, varying traffic demands, weather conditions, track maintenance programs, statutory holidays and traffic detours that when required may be heavy although temporary. Typical daily traffic volumes at this site location are as follows: *Maximum train speed is given in Miles per Hour Eastbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Westbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Eastbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Westbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger RPT Train Traffic-HGC.Docx

35 Page 3 August 13, 2012 The volumes recorded reflect eastbound and westbound way freight, freight and passenger operations on CN s Oakville Subdivision. Not included in the above data are GO Transit commuter trains running east and west on the Oakville Subdivision. For information regarding existing and projected commuter operations, Mr. Adam Snow, Transportation Planner, should be contacted directly through GO Transit/Metrolinx offices at 20 Bay Street, Suite 600, Toronto, Ontario M5J 2W3, Fax and phone Except where anti-whistling bylaws are in effect, engine-warning whistles and bells are normally sounded at all at-grade crossings. There are no at-grade road crossings in the immediate vicinity of the study area. Please note that engine warning whistles may be sounded in cases of emergency, as a safety and or warning precaution at station locations and pedestrian crossings and occasionally for operating requirements. With respect to equipment restrictions, the gross weight of the heaviest permissible car is 286,000 lbs. The three mainline tracks of the Oakville Subdivision are constructed of continuously welded rail throughout the study area. Be advised, at Mile and at Mile there are switches leading to siding tracks. Also, the presence of various switches, connected between Mile and Mile 32.48, may exacerbate the noise and vibration caused by train movements. The Junction at Mile will result in additional sharp sound impulses, as well as additional vibration caused by movements of the trains. This Junction connects the Halton Subdivision. RPT Train Traffic-HGC.Docx

36 Page 4 August 13, 2012 Regarding: Train Traffic Data CN s Halton Subdivision north of Fairview Street and east of Brant Street, Burlington, Ontario - Approximately at Mile The following is provided in response to your August 1 st, 2012 request for information regarding rail traffic north of Fairview Street and east of Brant Street, Burlington, Ontario at approximately Mile Halton Subdivision. Typical daily traffic volumes are recorded below. However, traffic volumes may fluctuate due to overall economic conditions, varying traffic demands, weather conditions, track maintenance programs, statutory holidays and traffic detours that when required may be heavy although temporary. Typical daily traffic volumes at this site location are as follows: *Maximum train speed is given in Miles per Hour Eastbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Westbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Eastbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger Westbound Type of Train Volumes Max. Consist Max. Speed Max. Power Freight Way Freight Passenger The volumes recorded reflect eastbound and westbound freight, way freight and passenger operations on CN s Halton Subdivision. Except where anti-whistling bylaws are in effect, engine-warning whistles and bells are normally sounded at all at-grade crossings. There are no at-grade crossings in the immediate vicinity of the study area. Please note that engine warning whistles may be sounded in cases of emergency, as a safety and or warning precaution at station locations and pedestrian crossings and occasionally for operating requirements. RPT Train Traffic-HGC.Docx

37 Page 5 August 13, 2012 With respect to equipment restrictions, the gross weight of the heaviest permissible car is 286,000 lbs. The two mainline tracks of the Halton Subdivision are constructed of continuously welded rail throughout the study area. The Junction at Mile 49.5 will result in additional sharp sound impulses, as well as additional vibration caused by movements of the trains. Be advised, at Mile there is a switch leading to siding tracks. This Junction connects to the Oakville Subdivision. The Canadian National Railway continues to be strongly opposed to locating developments near railway facilities and rights-of-way due to potential safety and environmental conflicts. Development adjacent to the Railway Right-of-Way is not appropriate without sound impact mitigation measures to reduce the incompatibility. For confirmation of the applicable rail noise, vibration and safety standards, Mr. Nick Coleman, Canadian National Railway Properties at should be contacted directly. We trust the above information will satisfy your current request. Sincerely, AECOM Canada Ltd. Patricia Henriques patricia.henriques@aecom.com cc: Nick Coleman, CN Adam Snow, Metrolinx RPT Train Traffic-HGC.Docx