Table of Contents. 174 Forward Avenue SACL Project #B7-170 Feb 22, Page ii

Transcription

1

2 Page ii Table of Contents 1. Introduction Noise Assessment Criteria Surface Transportation Noise Assessment Criteria Neighbouring Stationary Source Noise Assessment Criteria Surface Transportation Noise Surface Transportation Noise Road Noise Light Rail Transit Noise Surface Transportation Noise - Points of Assessment Surface Transportation Noise - Calculations Noise Control Surface Transportation Noise Outdoor Living Area Noise Control Measures Indoor Noise Control Measures Ventilation Requirements Building Component Requirements Warning Clause Requirements Neighbouring Stationary Source Noise The Project as Stationary Noise Source Concluding Comments... 8 References... 9 Figures Appendices LIST OF TABLES Table 1: ENCG Exclusion Limit Values for Residential Developments (Road and Rail)... 2 Table 2: ENCG Building Component Requirements (Road Noise)... 2 Table 3: Building Component Requirements (Rail Noise)... 3 Table 4: ENCG Ventilation and Warning Clause Requirements (Road and Rail)... 3 Table 5: ENCG Exclusion Limit Values for Class 1 Areas (New Noise-Sensitive Land Uses in Proximity to Existing Stationary Sources)... 4 Table 6: ENCG Traffic and Road Parameters for STAMSON Modelling... 4 Table 7: Roadway Traffic Parameters... 5 Table 8: Locations of Points of Assessment (POA)... 6 Table 9: Daytime and Night-time Calculated Noise Levels Due to Surface Transportation Noise... 6

3 Page iii LIST OF FIGURES Figure 1. Site Aerial Figure 2. Site Plan and Ground Floor Layout Figure 3. Typical Unit Layout and POA Locations LIST OF APPENDICES APPENDIX A: STAMSON Calculations APPENDIX B: LRT Confederation Line Sources

4 Page 1 1. Introduction At the request of AVENU Developments Inc. (AVENU), Swallow Acoustic Consultants Ltd. (SACL) is pleased to present this Noise Impact Assessment Study (NIAS) for the proposed 7- storey residential building (the Project) to be located at 174 Forward Avenue in Ottawa, Ontario (the Site). This NIAS assesses noise impacts from nearby surface transportation sources. Based on observations made at the site and surrounding area, there are no significant stationary noise sources that may exceed the applicable sound level criteria for the Project. The entire development consists of residential suites. The ground level will include a parking area and one dwelling unit. The upper floors of the building will include 3 or 4 dwelling units per floor. An Outdoor Living Area (OLA) for this property is located on the roof of the building. Adjacent properties consist of single-family dwellings to the north, east and south. Also to the north is a townhouse development, and the west is a high-rise residential development. A church is located further east along Lyndale Avenue. The main surface transportation corridor impacting on the Project is Parkdale Avenue, based on its roadway classification per the City of Ottawa, and its proximity to the development. The limit for assessing light rail transit (LRT) noise on a development is when the Site is within 100 m for the LRT right-of-way. While the Confederation Line LRT is further than 100 m from the Site, noise due to its operation is also considered below. An aerial photo of the area is presented in Figure 1, and the site plan and ground floor layout is presented in Figure 2. The typical floor-plan layouts for the Project are presented in Figure 3, which has also been marked-up to show the Points of Assessment (POA) locations. 2. Noise Assessment Criteria The City of Ottawa requirements for environmental noise impact assessments are outlined in the Environmental Noise Control Guidelines (ENCG) [1], which in turn reference the Environmental Noise Guidelines, NPC-300 [2], prepared by the Ontario Ministry of the Environment and Climate Change (MOECC). The Project is located in a Class 1 area, which is defined as an area with an acoustical environment typical of a major population centre. The sections below describe the applicable noise assessment criteria for surface transportation noise sources and stationary noise sources Surface Transportation Noise Assessment Criteria Exclusion limit values outlined in ENCG for surface transportation noise impacting on a noisesensitive development have been summarized in Table 1 for a residential development.

5 Page 2 Table 1: ENCG Exclusion Limit Values for Residential Developments (Road and Rail) Type of Point of Reception Time Period Time Period Description Sound Level Limit L eq [dba] Road Rail Outdoor Living Area (OLA) 07:00 to 23:00 Daytime Indoor Space (Living Quarters) 07:00 to 23:00 Daytime Indoor Space (Sleeping Quarters) 07:00 to 23:00 Daytime Indoor Space (Sleeping Quarters) 23:00 to 07:00 Night-time For outdoor living areas (OLA) where it is not technically or economically feasible to achieve the noise level criterion in Table 1, NPC-300 and the ENCG include a conditional tolerance of no more than 5 db above the noise level criterion, and a warning clause requirement. Furthermore, based on the plane of window calculations for indoor spaces, upgraded building components, ventilation systems and warning clauses may be required. The ENCG building component requirements are shown in Table 2 and Table 3 below. Table 2: ENCG Building Component Requirements (Road Noise) Assessment Location Sound Level (time as noted) Building Component Requirements Plane of Living Room Window and/or Bedroom Window Plane of Living Room Window and/or Bedroom Window Daytime L EQ-16HR Less than or equal to 65 dba Daytime L EQ-16HR Greater than 65 dba Night-time L EQ-8HR Less than or equal to 60 dba Night-time L EQ-8HR Greater than 60 dba (Reference: MOECC NPC-300, Section C7.1.3 Indoor Living Areas: Building Components) Building compliant with the Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria Building compliant with the Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria

6 Page 3 Assessment Location Plane of Living Room Window and/or Bedroom Window Plane of Living Room Window and/or Bedroom Window Table 3: Building Component Requirements (Rail Noise) Sound Level (time as noted) Daytime L EQ-16HR Less than or equal to 60 dba Daytime L EQ-16HR Greater than 60 dba Night-time L EQ-8HR Less than or equal to 55 dba Night-time L EQ-8HR Greater than 55 dba (Reference: MOECC NPC-300, Section C7.2.3 Indoor Living Areas: Building Components) Building Component Requirements Building compliant with the Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria Building compliant with the Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria Table 4: ENCG Ventilation and Warning Clause Requirements (Road and Rail) Assessment Location Plane of Living Room Window and/or Bedroom Window Plane of Living Room Window and/or Bedroom Window Sound Level (time as noted) Daytime L EQ-16HR Less than or equal to 55 dba Daytime L EQ-16HR Greater than 55 dba to less than or equal to 65 dba Daytime L EQ-16HR Greater than 65 dba Night-time L EQ-8HR Greater than 50 dba to less than or equal to 60 dba Night-time L EQ-8HR Greater than 60 dba Ventilation Requirement None required Forced air heating with provision for central air conditioning Central air conditioning Forced air heating with provision for central air conditioning Central air conditioning (Reference: MOECC NPC-300, Section C7.1.2 Plane of a Window: Ventilation Requirements) Warning Clause Requirement Not required Required Type C Required Type D Required Type C Required Type D 2.2. Neighbouring Stationary Source Noise Assessment Criteria Stationary sources of noise include all sources of sound and vibration that exist or operate on a premises, excluding construction noise sources. The noise level criterion for noise from stationary sources in a given time period is the higher value between (1) the time period exclusion limit value prescribed by the MOECC, and (2) the corresponding minimum hourly background/ambient sound level (L eq,1hr) due to traffic during the time period. Exclusion limit

7 Page 4 values outlined in the ENCG for new noise-sensitive land uses in proximity to existing stationary noise sources have been summarized in Table 5 for Class 1 areas. Table 5: ENCG Exclusion Limit Values for Class 1 Areas (New Noise-Sensitive Land Uses in Proximity to Existing Stationary Sources) Type of Point of Reception Time Period Time Period Description Exclusion Limit L eq,1hr [dba] Outdoor Living Area (OLA) 07:00 to 23:00 Daytime 50 Plane of Window (Living Quarters) 07:00 to 23:00 Daytime 50 Plane of Window (Sleeping Quarters) 23:00 to 07:00 Night-time Surface Transportation Noise 3.1. Surface Transportation Noise Road Noise The surface transportation corridor impacting on the Project is Parkdale Avenue which is classified as Urban Arterial as per the City of Ottawa Transportation Master Plan (TMP) [3] and is located within 100 m of the Project s limits. The ultimate road and traffic data information, including the Annual Average Daily Traffic (AADT), for Parkdale Avenue was obtained from the ENCG and is summarized in Table 6. These parameters were used to predict the traffic noise levels following the prediction method outlined in the Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT) [4], developed by the MOECC. Software developed by the MOECC to perform ORNAMENT calculations, STAMSON Version 5.04, was used to predict the noise levels. Sample results from STAMSON are available in Appendix A. Table 6: ENCG Traffic and Road Parameters for STAMSON Modelling Road Parkdale Avenue Implied Roadway Class 2-Lane Urban Arterial- Undivided (2-UAU) Speed Limit [km/h] Ultimate AADT [Vehicles per day] Day/Night Split [%] Medium Trucks [%] Heavy Trucks 50 15,000 92/8 7 5 [%] Separation distances were taken from the centreline of the road segments to the POA.

8 Page Light Rail Transit Noise The future Confederation Line LRT is located in the transitway corridor approximately 165 m south of the Site, and runs parallel to Scott Street. The LRT line will employ electric prime moving engines. Per ENCG requirements, LRT noise levels were calculated using the RT/Custom template in STAMSON. The City of Ottawa was consulted in order to determine representative parameters for noise emissions from the future LRT line (refer to correspondence in Appendix B). Upon opening, it is expected that vehicles will travel in each direction at the following rates: 1 vehicle every 3 minutes 14 seconds during peak travel hours (07:00 to 10:00 and 15:00 to 18:00). Peak rates may be lower in one direction during each peak time period. 1 vehicle every 7 minutes during off-peak travel hours (10:00 to 15:00, 18:00 to 23:00, and 23:00 to 07:00) In addition to the above, the maximum design capacity for the LRT system is one train every 2 minutes. In order to ensure a conservative analysis, SACL has used this theoretical maximum frequency during peak travel hours, applicable to both directions of travel. The resulting total number of vehicles is 532 during the daytime (07:00 to 23:00). For the nighttime period (23:00 07:00), the LRT was assumed to run continually through the night at off-peak service levels detailed above, with the resulting number of vehicles at 138. The parameters used to calculate noise emissions due to LRT vehicles traveling along the Confederation Line are summarized in Table 7 below. The LRT within the transitway corridor will be approximately 6 m below grade. Table 7: Roadway Traffic Parameters Parameter Emission Level (vehicle sound pressure level at 15 m) Confederation Line 82.5 dba* Source Height 0.5 m ** Number of Vehicles Daytime (07:00-23:00) Number of Vehicles Nighttime (23:00-07:00) Operating speed 80 km/h *Calculated sound level based on LRT contract requirement to meet 80 dba at 20 metres for trains travelling at 100 km/h and braking. **Presumed height of the significant noise source. STAMSON default for similar vehicle types Surface Transportation Noise - Points of Assessment Points of Assessment (POA) were chosen to represent worst-case scenarios at the Plane of Window (PoW) of bedrooms and living spaces. One Outdoor Living Area is located on the roof

9 Page 6 of the building, POA B, with the assessment location in the approximate centre of the designated area. Table 8 contains a description of the location of each POA, and their locations are shown in Figure 3. Table 8: Points of Assessment (POA) Locations Point of Assessment (POA) Height (ref. Grade) [m] Storey Building Facade Notes/Comments POA A th North PoW: Bedroom exposed to Parkdale Avenue POA B 22.8 Roof North OLA: Rooftop area exposed to Parkdale Avenue POA C th East PoW: Bedroom exposed to Confederation Line 3.3. Surface Transportation Noise - Calculations STAMSON transportation noise calculations can be found in Appendix B. Table 9 shows the daytime and night-time noise level prediction results at each POA, along with a comparison to the daytime and night-time criteria for noise control measures outlined in Table 4. Table 9: Daytime and Night-time Calculated Noise Levels Due to Surface Transportation Noise Point of Assessment (POA) Transportation Noise Level Calculation [dba] Criteria for Noise Control Measures [dba] Daytime Nighttime Daytime Nighttime Compliant? (Day/Night) POA A (No / No) POA B (Yes / -) POA C (Yes/Yes) The criteria limit for noise control measures are exceeded at POA A, but are met for POA B and C. Therefore, noise controls are required for the north façade units exposed to Parkdale Avenue. 4. Noise Control Surface Transportation Noise 4.1. Outdoor Living Area Noise Control Measures Since the daytime levels at POA B are below 55 dba, no noise control measures are required for the OLA.

10 Page Indoor Noise Control Measures Ventilation Requirements The results shown in Table 9 indicate that the calculated surface transportation noise levels exceed the applicable sound level limits at the plane of bedroom and living room windows for the Project at POA A, which represents the north and west façades of the building during the daytime and the nighttime. Therefore, as per Table 4, forced air heating with provision for central air conditioning must be provided to all units. This will allow windows to remain closed, thus reducing noise transfer through openings for windows, which are essential for reducing interior noise levels Building Component Requirements The sound levels do not exceed 65 dba during the daytime and 60 dba during the nighttime due to road traffic. Additionally, the sound levels do not exceed 60 dba during the daytime and 55 dba during the nighttime due to LRT traffic. Therefore, as indicated in Table 2 and Table 3, the building envelope components (exterior walls and windows) must be designed to meet Ontario Building Code specifications Warning Clause Requirements The results of Section 3.3 indicate that the predicted surface transportation noise levels exceed the applicable sound level limits at the plane of bedroom and living room windows for the Project. Along with the requirement for forced-air heating in the units with the provision for central air conditioning, per Table 4, a Type C warning clause must be included in agreements of Offers of Purchase and Sale, lease/rental agreements and condominium declarations. MOECC-suggested wording, consistent with the ENCG, for the warning clause is as follows: "This dwelling unit has been designed with the provision for adding central air conditioning at the occupant s discretion. Installation of central air conditioning by the occupant in low and medium density developments will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the sound level limits of the Municipality and the Ministry of the Environment and Climate Change. 5. Neighbouring Stationary Source Noise As noted during the site visit, there are no significant stationary noise sources neighbouring the Project that were identified to cause noise levels in excess of MOECC and City of Ottawa requirements.

11 Page 8 6. The Project as Stationary Noise Source The Project may also be considered a Stationary Source for adjacent land uses. Mechanical equipment selections have not yet been made, and therefore, a detailed analysis is not possible at this time. The final design will be required to comply with ENCG sound level limits from a Stationary Source at all nearby noise-sensitive land uses. 7. Concluding Comments With the incorporation of the noise control measures and warning clauses as presented in Section 4 of this report, the impact of transportation noise on the proposed residential development will meet ENCG requirements. The proposed residential development located at 174 Forward Avenue should therefore be approved from the noise aspect End

12 Page 9 References 1. City of Ottawa Environmental Noise Control Guidelines (ENCG), approved by Ottawa City Council in January Ministry of the Environment and Climate Change (MOECC) Publication NPC-300: Stationary and Transportation Sources - Approval and Planning, published in October City of Ottawa Transportation Master Plan (TMP), published by the City of Ottawa on November Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT), Technical document published by the MOECC in October 1989.

13 Page 10 Figures Project Property Boundary Figure 1. Site Aerial

14 Page 11 Figure 2. Site Plan and Ground Floor Layout

15 Page 12 Figure 3. Typical Unit Layout and POA Locations

16 Page 13 Appendices

17 Page 14 APPENDIX A: STAMSON Calculations STAMSON 5.0 NORMAL REPORT Date: :56:29 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: poaa.te Description: Time Period: Day/Night 16/8 hours Road data, segment # 1: Parkdale (day/night) Car traffic volume : 12144/1056 veh/timeperiod * Medium truck volume : 966/84 veh/timeperiod * Heavy truck volume : 690/60 veh/timeperiod * Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) * Refers to calculated road volumes based on the following input: 24 hr Traffic Volume (AADT or SADT): Percentage of Annual Growth : 0.00 Number of Years of Growth : 0.00 Medium Truck % of Total Volume : 7.00 Heavy Truck % of Total Volume : 5.00 Day (16 hrs) % of Total Volume : Data for Segment # 1: Parkdale (day/night) Angle1 Angle2 : 0.00 deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 2 (Reflective ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Results segment # 1: Parkdale (day) Source height = 1.50 m ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba

18 Page 15 Results segment # 1: Parkdale (night) Source height = 1.50 m ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): 52.01

19 Page 16 STAMSON 5.0 NORMAL REPORT Date: :53:50 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: poab.te Description: Time Period: Day/Night 16/8 hours Road data, segment # 1: Parkdale (day/night) Car traffic volume : 12144/1056 veh/timeperiod * Medium truck volume : 966/84 veh/timeperiod * Heavy truck volume : 690/60 veh/timeperiod * Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) * Refers to calculated road volumes based on the following input: 24 hr Traffic Volume (AADT or SADT): Percentage of Annual Growth : 0.00 Number of Years of Growth : 0.00 Medium Truck % of Total Volume : 7.00 Heavy Truck % of Total Volume : 5.00 Day (16 hrs) % of Total Volume : Data for Segment # 1: Parkdale (day/night) Angle1 Angle2 : 0.00 deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 2 (Reflective ground surface) Receiver source distance : / m Receiver height : / m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : 0.00 deg Angle2 : deg Barrier height : m Barrier receiver distance : 8.50 / 8.50 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Results segment # 1: Parkdale (day) Source height = 1.50 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 22.80! 19.45! 19.45

20 Page 17 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba Results segment # 1: Parkdale (night) Source height = 1.50 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 22.80! 19.45! ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): 40.73

21 Page 18 STAMSON 5.0 NORMAL REPORT Date: :55:17 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: poac.te Description: Time Period: Day/Night 16/8 hours RT/Custom data, segment # 1: LRT (day/night) Custom (82.5 dba): Traffic volume : 532/138 veh/timeperiod Speed : 80 km/h Data for Segment # 1: LRT (day/night) Angle1 Angle2 : 0.00 deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 2 (Reflective ground surface) Receiver source distance : / m Receiver height : / m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : 0.00 deg Angle2 : deg Barrier height : 6.00 m Barrier receiver distance : / m Source elevation : m Receiver elevation : 0.00 m Barrier elevation : m Reference angle : 0.00 Results segment # 1: LRT (day) Source height = 0.50 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 19.80! 1.11! RT/Custom ( ) = dba Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba

22 Page 19 Results segment # 1: LRT (night) Source height = 0.50 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 19.80! 1.11! RT/Custom ( ) = dba Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): 33.23

23 Page 20 APPENDIX B: LRT Confederation Line Data Included below are s from City of Ottawa staff relating to the LRT vehicle information included in the STAMSON modelling. Relevant information has been highlighted. From: Inwood, Campbell Sent: Wednesday, October 19, :04 PM To: Wood, Gareth Subject: RE: FW: Rail Line Question Not sure for the reason for 15m to be honest, but I trust my friend can interpolate those values for 20m to arrive at the result he needs. With respect to vehicle height, if both measurements are available, I'd provide those and let him use whichever value he needs for his model. Let me know please when you get a chance. Thanks for getting back to me! Campbell On Oct 19, :00 PM, "Wood, Gareth" <Gareth.Wood@ottawa.ca> wrote: Any reason for 15m? Presumably its built right next to the line. We don t have data but RTG are contracted to provide an acoustic level of 70dBA, when measured 20m from a stationary LRV; and 80dBA, when measured 20m from a Train traveling at 100km/hr, and braking. The acoustics increases by inverse cube root with distance. At present there is no data to provide until we get running at speed. Height measured where? From top of rail to roof or top of rail to pantograph? Regards Gareth

24 Page 21 From: Inwood, Campbell Sent: 2016/Oct/18 2:28 PM To: Pier-Gui Lalonde Subject: RE: FW: Rail Line Question Number of trains (07:00 23:00): still looking to get you totals / frequency in peaks and off peak hours Number of trains (23:00 07:00): as above Cars per train: trains are basically two sets of three car units. Each unit is double-ended, with a car in the middle that is just for passengers. We will be running one unit sets in off peak hours and two unit sets in peak hours. Locomotives per train: electric overhead catenary system don t know what you really need for your calculation here, but I assume that this value is normally used for determining noise impacts of freight trains that use multiple locomotives? Maximum speed: Max operating speed will be 80 km/h (max possible is 100 km/h). Speed between stations will vary between 30 km/h and 80 km/h based on the distance between the stations in question. Welded rail? Yes Train whistle? No except in emergencies where the operator has identified a specific hazard on the track For your purposes, I know that our contract with the builder sets upper limit parameters for how loud/vibratory these trains will be. I don t think we have numbers on the specific operating parameters, but we know the values that won t be exceeded. I can look these up if that s what you need. Let me know if this is useful, or if you need something more specific?

25 Page 22 From: Inwood, Campbell Sent: Wednesday, October 19, :00 AM To: Pier-Gui Lalonde Subject: RE: FW: Rail Line Question Service frequency in the future will depend on ridership figures, ultimately. But to be maximally conservative, you can assume a 2 minute headway. That s what the system is designed to do at its maximum theoretical frequency. Don t know if we ll ever see that happen, but it certainly could be done. So the most trips that could ever occur on the system between 7am-11pm is 960 bi-directional. From: Pier-Gui Lalonde [mailto:plalonde@swallowacoustic.ca] Sent: Wednesday, October 19, :51 AM To: Inwood, Campbell Subject: RE: FW: Rail Line Question I can definitely work with that. Presumably that s the frequency once service begins are there plans to increase frequency in the future? Pier-Gui Lalonde, P.Eng., ing. Associate Swallow Acoustic Consultants Ltd. C: E: plalonde@swallowacoustic.ca From: Inwood, Campbell [mailto:campbell.inwood@ottawa.ca] Sent: 2016/Oct/19 10:38 AM To: Pier-Gui Lalonde <plalonde@swallowacoustic.ca> Subject: RE: FW: Rail Line Question Re: number of vehicles I don t know how sensitive the model is to this, but we are going to be running trains at 3:14 frequency in peak hours, and at about 7 minute frequency in off peak. So, if we call that 19 trips per hour per direction for 6 hours of the day (7am-10am, 3pm-6pm) and 9 trips per hour per direction for 10 hours of the day (10am-3pm, 6pm-11pm), that would give a conservative total of 408 trips per day (both directions counted). I suspect that the total will actually be a little lower, as we probably won t achieve the 3:14 headway in the off peak direction during the peak hours. Let me know if you need to be more exact? Still waiting on the vehicle height and dba at 15m from the track.