DETAILED NOISE CONTROL STUDY OF PROPOSED PHASE 2 CONDOMINIUMS AT 655 & 755 ANAND PRIVATE OTTAWA Ontario Inc.

Transcription

1 Ottawa, Ontario, Canada DETAILED NOISE CONTROL STUDY OF PROPOSED PHASE 2 CONDOMINIUMS AT 655 & 755 ANAND PRIVATE OTTAWA Prepared for Prepared by Hugh Williamson Associates Inc. 13 August 2015 Postal Address: PO Box 74056, RPO Beechwood, Ottawa, Ontario, K1M 2H9, Canada Phone/Fax: , hugh@hwacoustics.ca, Web:

2 DETAILED NOISE CONTROL STUDY OF PROPOSED PHASE 2 CONDOMINIMUMS AT 655 & 755 ANAND PRIVATE OTTAWA Table of Contents 1. Introduction 1 2. Methodology and Noise Assessment Criteria 4 3. Points of Reception 6 4. Noises Source Modeling and Data 7 5. Noise Impact Assessment 9 6. Vibration Impact Assessment Conclusions and Recommendations 12 References 14 Figures 15 Tables 29 Appendix 1 Appendix 2 Appendix 3 Appendix 4 Tables of City of Ottawa Noise Criteria and Warning Clauses Sample Outputs from STAMSON O-train Noise Measurements and STAMSON Adjustment Indoor Sound Level Calculations Resumes: Hugh Williamson and Michael Wells p. i

3 DETAILED NOISE CONTROL STUDY OF PROPOSED PHASE 2 CONDOMINIMUMS AT 655 & 755 ANAND PRIVATE OTTAWA 1. Introduction The property at 655 and 755 Anand Private (formerly 1172 Walkley Road) is in the process of development. Construction of Phase 1, see Figures 1A and 1B, is now virtually completed, and, Phase 2 is currently going through planning approval with the City of Ottawa. Buildings in Phase 1 consist of the following. Marriott Suites Hotel Completed and in operation. Height 6 storeys. Block A A 10 storey residential condominium to be known as Distillery Warehouse, 555 Anand Private. This building is now under construction. Buildings proposed for Phase 2 consist of the following. Block B A 16 storey residential condominium. Block C A 16 storey residential condominium. In the vicinity of the property are various busy roads (Walkley, Bank, the Transitway) and the O-train. All of these transportation corridors have the potential to cause noise impacts for future residences on the site. In addition to noise impacts, the O-train has the potential to cause vibration impacts. A detailed noise control study 2 for the whole site, Phase 1 and Phase 2 was prepared by Hugh Williamson Associates in Since then, the locations and configurations of the Phase 2 buildings, Blocks B and C, has changed; hence, an updated noise control study 12, Detailed Noise Control Study of Proposed at 1172 Walkley Road, 18 June 2014 was prepared. This current report is an update to the 2014 report which reflects minor changes to the floor plans of the units. The conclusions of the 2014 report and the current report are the same. p. 1

4 This study has been conducted according to the City of Ottawa Engineering Noise Control Guidelines, ENCG 1. has engaged Hugh Williamson Associates to undertake this detailed noise control study and report. Site description The overall site, including the has the shape of a truncated triangle as shown in Figures 1A and 1B. Walkley Road forms the northern boundary of the site and the O-train tracks forms the western boundary. Further to the west is the Transitway and still further west is the Airport Parkway. In addition, an elevated Ramp connects Walkley Road to the Airport Parkway. To the east of the site, and separated by commercial buildings, is Bank Street. Walkley Road, the Ramp to the Airport Parkway and Bank Street are all somewhat elevated relative to the site as shown in Figure 3. The elevations of O-train track and the Transitway, which run under Walkley Road, are slightly below the site elevation. The site is partially shielded from Transitway noise by the elevated Ramp to the Airport Parkway. To the west are major commercial buildings which partially shield the site from traffic noise on Bank Street. The Walkley Transitway Station is located on the north side of, and below, Walkley Road as shown in Figures 1A and 1B. The site is well shielded from the Transitway Station by the Walkley Road embankment and the Ramp to the Airport Parkway. The Airport Parkway is some 200 m from the site and is partly shielded by the Ramp. Noise and Vibration Sources Road and rail traffic from the following sources are included in this study as having the potential for causing impacts on the proposed development. Rail traffic on the O-train line (noise and vibration) Noise from road traffic on Walkley Road Noise from road traffic on the Ramp to the Airport Parkway Noise from bus traffic on the Transitway Noise from road Traffic from Bank Street Noise from the Transitway Station, i.e. busses arriving and leaving, is considered to be insignificant, due to distance, 100 to 200 m, and significant shielding from the Walkley Road Embankment and the ramp to the Airport Parkway. p. 2

5 Noise from road traffic on the Airport Parkway is also considered to be insignificant for this site due to distance, more than 200 m. The assessment of noise and vibration impacts in this study is based on future traffic volume projections for the year These projections are contained in Table 2 and are based either on information obtained from the City 3, or information given in ENCG 1. Effect of Evolving Transportation Planning In the future, it is understood that the City plans to build a new Walkley Station which would serve both the O-train and bus traffic. The forecast O-train traffic used in this study is understood to include such future expansion. It is also understood that the O-train, currently diesel powered, may be replaced with electrified light rail vehicles. The effect of switching from diesel to electric power would reduce noise from the O-train. Hence, the predicted noise impacts in this report are a worst case, and noise impacts from the O-train will be reduced with electrification. p. 3

6 2. Methodology and Assessment Criteria for Noise Assessment Noise For noise sensitive development, the assessment procedures to be followed are set out in the City of Ottawa Environmental Noise Control Guidelines, April 2006 (ENCG) 1, and the MoE guidelines for Noise Assessment in Land Use Planning 4, 5, 6. The criteria to be met are set out in detail in Appendix 1. These criteria are to be met by proposed noise sensitive developments using control measures such as site design, set-backs, noise barriers, acoustical requirements for building components and ventilation requirements. In some circumstances, warning clauses related to noise are required on titles, leases and sale agreements. For assessment of impact from road and rail traffic noise, the following methodology is used. Noise generated by road and rail traffic is predicted using STAMSON 7, 8, 9, a road and rail traffic noise model developed by the MoE. STAMSON takes into account such factors as distance from the road, height, nature of the intervening buildings and terrain, and noise barriers, if present. For the major roads, Walkley Road, Ramp to the Parkway and Bank Street, road traffic data to be used in this model are forecast future traffic volumes provided by the City of Ottawa in the ENCG. For the O-Train and the Transitway, information on future levels of traffic was obtained through consultation with the City of Ottawa 3. Outdoor noise from future road and rail traffic is predicted using STAMSON at various critical points of reception in the proposed development as shown in Figure 2. Locations to be considered include outdoor living areas, OLA s, and, plane of window locations where rooms for living/dining or sleeping are located in residences. Noise levels are predicted as A-weighted equivalent sound levels, L EQ, (i.e. average levels) for Day (07:00 to 23:00) and Night (23:00 to 07:00) periods. A-weighting is a frequency correction to sound pressure levels which approximates the response of the human ear and is used extensively for environmental noise assessments. Results are expressed in dba, A-weighted decibels. Based on the predicted sound levels, the specifications for mitigation measures such as noise barriers, building component requirements, ventilation requirements and warning clauses are determined according to criteria established by the City of Ottawa ENCG 1 as described below. Noise from stationary noise sources is also to be considered. Examples of stationary sources include industrial facilities, repair facilities, snow disposal sites, car washes and transit terminals. Stationary sources of noise are evaluated using separate criteria which are set out in the ENCG 1. (The Walkley Transitway Station p. 4

7 is a stationary source of noise, but due to distance and extensive shielding by the Walkley Road Embankment and the ramp to the Airport Parkway, noise from this source is considered to be insignificant.) The noise criteria to be met for outdoor and indoor areas are set out in Tables A1.2 and A1.2, Appendix 1. Building component requirements depend on the predicted outdoor noise levels and are set out in Tables A1.3 and A1.4, Appendix 1. The impacts from road and rail are to be assessed separately. Where building component requirements need to be designed to achieve specific indoor sound levels, as set out in Table A1.2, restrictions may apply such as the construction and areas of exterior walls, windows and doors. The ventilation requirements, outdoor noise control measures and warning clause requirements are again dependant on predicted outdoor noise levels and are set out in Tables A1.5 and A1.6, Appendix 1. Warning clauses, when required, are to be placed on title documents, sale agreements and lease agreements. p. 5

8 3. Points of Reception For the evaluation of noise impacts a series of outdoor points of reception were chosen which were considered to represent the worst case impacts. These points of reception, R11 to R17, are listed in Table 1 and shown in Figures 2, 4 and 5. Note that two points of reception are referred to at R11: R11-1 on the 1 st floor and R11-16 on the 16 th floor. This nomenclature relating to floors is similarly applied at R12, R13, R14 and R15. Indoor spaces associated with these points of reception are shown in Figures 6 to 10. R16 and R17 are outdoor points of reception located in the outdoor amenity areas on the roofs of Blocks C and B respectively. Following the principals of the ENCG, these points of reception are located 3 m from the door to the outside and at a height of 1.5 m above the roof deck, see Figures 11 and 12. These two points of reception are well shielded from road and rail noise by the roof edges and parapets. The ENCG states that for residences, the impacts of noise on Outdoor Living Areas, OLA s, are only considered when outdoor amenity areas such as a back yard or balcony exceed minimum areas of 56 m 2 for single family dwellings, 46 m 2 for semi-detached units and 37 m 2 per unit for row housing. The balconies of Blocks B and C Condominium units are considerably smaller than the areas mentioned above and hence are not considered to be noise sensitive OLA s for noise assessment purposes under City Guidelines 1. p. 6

9 4. Noise Source Modeling and Data 4.1 Walkley Road, Ramp to the Airport Parkway and Bank Street: For the modelling of noise impacts from major roads and highways, the City of Ottawa ENCG provide traffic volume data for various roadways based on roadway class and number of lanes. These traffic volumes are intended to represent future traffic volumes and correspond to a mature state of development, in the City s Official Plan. In the case of both Walkley Road and Bank Street these are considered to 4-lane Urban Arterial Divided roads with speed limits of 50 kph and 60 kph respectively. The ENCG future total traffic volumes for each of the roads are then 35,000 AADT (Average Annual Daily Traffic). The Ramp to the Airport Parkway is a 2-lane Urban Arterial Un-divided road with a future traffic volume of 15,000 AADT according to the ENCG. The proportions of traffic types and times recommended in ENCG (Day/Night 92/8, medium trucks 7%, heavy trucks 5 %) were used to develop the traffic data for each road segment as shown in Table O-train: From correspondence with the City of Ottawa 3 it was learned that a future scenario for the O-train would involve 8-minute intervals between 6 a.m. and 2 a.m., with only track maintenance occurring between 2 a.m. and 6 a.m. Details of the future traffic volumes calculated on this basis are contained in Table 2. The MoE Document STEAM 8, recommends that a diesel self-powered rail car, such as the O-train, be modelled as a diesel locomotive. The O-trains currently are Bombardier Talent BR 643 trains which consist of two self- powered diesel rail cars plus one un-powered car. The maximum speed is 65 kph. O-trains have been modeled in STAMSON in this study as two diesel locomotive plus one car with a correction based on noise measurements of passing O-trains which was carried out on-site. The correction turned out to be quite significant, O-trains were found to be 9.9 dba quieter than the STAMSON prediction for two diesel locomotives and one car. Details of the measurements and correction are contained in Appendix Transitway Traffic: From correspondence with the City of Ottawa 3 it was learned that a future (2031) AM peak hour service for one hour would be 125 busses. Assuming that six hours of peak service would all occur during the day (07:00 to 23:00) and that the rest of the time would be off-peak service, this lead to estimated future Transitway bus traffic volumes of 1375 busses during the day (07:00 to 23:00) and 320 busses during the night (23:00 to 07:00). Details of these predicted volumes are contained in Table 2. The speed limit on the Transitway is 80 kph, but in correspondence with the City of Ottawa 4 it was recommended that 90 kph be used for noise modelling purposes. p. 7

10 Busses are modelled as heavy trucks in STAMPSON. According to the City of Ottawa ENCG guidelines, a Transitway Station should be modelled as stationary source of noise. That is the additional noise of busses braking and decelerating to a stop, opening and closing doors, and accelerating away, should be evaluated and assessed using the ENCG procedures for a stationary noise source. For points of reception at the proposed development, there are a number of factors which would reduce noise from the Transitway station. The nearest parts of the station are 165 m from the nearest exposed façade of the Blocks B and C. The Condominium Blocks are shielded from most of the station by the Walkley Road embankment. It was decided that the noise from that noise from the Transitway Station would be insignificant and that noise from passing bus traffic would be modelled as though busses passed without stopping at full speed (90 kph). The effect of this assumption is to slightly overestimate the sound of passing busses while ignoring a small contribution of sound from the Transitway Station. p. 8

11 5. Noise Impact Assessment Based on the future traffic projections and assumptions discussed in the previous section, sound levels were calculated at each of the worst-case points of reception using the MoE STAMPSON noise modelling software, with the correction discussed in Appendix 3 applied to the O-train noise estimates. The results of predictions, for road, rail and combined road and rail are contained in Tables 3, 4 and 5 respectively. Samples of the outputs of the STAMSON software are given in Appendix 2. The implications of the calculated future noise levels in Tables 3, 4 and 5, in relation to the ENCG criteria as set out in Appendix 1, are discussed below. Building Components As indicated in Table A1.3, where outdoor noise levels exceed various thresholds for living rooms and bedrooms, then building components, walls, windows, etc. must be designed to achieve the indoor sound level criteria set out in Table A1.2, with roadway noise being assessed separately to rail noise. Tables 3 and 4 show that these thresholds are exceeded at many of the worst case points of reception on both eastern and western sides of Block B and Block C condominiums. Arising from this, indoor sound levels have been calculated for living/dining and bedroom spaces for worst case points of reception using IBANA-Calc 10, a method and software developed by the National Research Council Canada. IBANA-Calc predicts the indoor sound level in a room taking into account: external sound level due to road and rail traffic, window area, room size and room absorption. Window construction has been assumed to be typical of the lightest construction double glazed windows (3 mm glass, 13 mm air gap, 3 mm glass) as would be allowed in the Ontario Building Code 11, OBC. Details of these predictions are contained in Appendix 4. The results are summarized in Table 6 along with the appropriate indoor sound level criteria. It can be seen that the indoor sound level criteria are met in every case without the need for imposing acoustic specifications beyond the OBC. The conclusion is that design of Blocks B and C to the OBC will be sufficient to achieve the indoor sound level criteria set out in Table A1.2. Material Requirements for Façades Exposed to Rail Noise Façades for which the 24-hour sound levels due to rail traffic exceeds 60 dba, see Table A1.4, must be constructed with a brick veneer or an acoustically equivalent exterior construction. As seen in Table 4, this 60 dba criteria is exceeded at only one point of reception, R13 on Block C. It is recommended brick veneer or an acoustically equivalent exterior construction is a requirement for all exterior surfaces of Block C which are exposed to rail noise from the O-Train. p. 9

12 (It is understood that the proposed exterior wall construction for Block B and Block C is Insulated Concrete Form, ICF, construction which has an acoustically equivalent sound transmission loss to traditional brick veneer exterior. This construction will satisfy the above requirement and is expected to have enhanced acoustical insulation compared to conventional brick veneer construction with framed external walls.) Ventilation Requirements & Warning Clauses As shown in Table 5, outdoor sound levels exceed various thresholds, requiring the installation of ducted central air-conditioning. The air-conditioning is to be designed such that heating and cooling noise does not exceed the noise criteria set out in Table A1.6, that is, 45 dba in living/dining areas and 40 dba in bedrooms. It is the intention of the developer to fit all condominium units with ducted central air-conditioning and it is recommended that this be a requirement. Calculated sound levels also lead to the requirement that Warning Clause of Type D in Table A1.6 be applied to all units in Condominium Blocks B and C. Outdoor Noise Control Measures For the rooftop outdoor amenity areas, the calculated daytime noise levels at points of reception R16 and R17 are below limit value of 55 dba in Table A1.5. This is mainly due to the shielding of the points of reception by the roof edges and parapets, see Figures 11 and 12. Hence there is no need for noise mitigation or warning clauses in relation to these outdoor rooftop amenity areas. p. 10

13 6. Vibration Impact Assessment Vibration Impact Criteria Vibration from passing O-trains has the potential for disturbing future residents of the Condominium Units. Because of the variability of ground conditions, it is common practice to carry out on site vibration measurements at the future locations of residential buildings near rail tracks. In this instance, on-site vibration measurements were made at the site at the distance from the track of the closest residential building. These vibrations were assessed using criteria established by CN. CN policy requires on-site testing for vibration for any proposed dwelling within 75 m of a railway right-of-way. If site vibration conditions (from rail traffic) exceed 0.14 mm/s rms (root-mean-square) between 4 and 200 Hz, isolation measures will be required to ensure living areas do not exceed 0.14 mm/s RMS on and above the first floor of the dwelling. Vibration Impact Assessment Vibration impacts for all the proposed buildings on 1172 Walkley Road were assessed in the 2011 Detailed Noise Control Study 2. Updated 2014 site plans show the minimum separation distance between Blocks B and C and the O-Train tracks as 18 m. The 2011 Study found that vibrations from O-Train passing s were well below the above limits when measured at 15 m separation from the tracks. Hence, it is concluded that the vibration impacts on Blocks B and C will be within accepted limits. Details of the vibration measurements and assessment are contained in the 2011 Detailed Noise Control Study 2. p. 11

14 7. Conclusions and Recommendations A detailed noise and vibration control assessment has been conducted on the proposed Phase 2 condominiums, Blocks B and C, at 655 and 755 Anand Private in Ottawa. The assessment has been carried out according to City of Ottawa Environmental Noise Control Guidelines 1. Traffic noise impacts have been considered from nearby sources including the O-train, the Transitway, Walkley Road, the Ramp connecting Walkley Road to the Airport Parkway, and, Bank Street. In addition, vibration impacts from the O-train have also been measured and assessed. Impact assessment has been based on future (2031) levels of traffic for all the above roads and transit corridors. The assessment has led to the following recommendations and conclusions. 7.1 Calculated external noise levels due to future road and rail traffic are such that building components needed to be designed to achieve acceptable indoor sound levels. Acoustical calculations showed that using building components which are compliant with the Ontario Building Code will be sufficient to achieve acceptable indoor sound levels. Hence, no special building components are required for condominium Blocks B and C. 7.2 To control noise from the O-train as per ENCG 1, the external walls facing the O-train tracks of Condominium Block C must be constructed with a brick veneer or an acoustically equivalent construction such as ICF, Insulated Concrete Form. (This requirement does not apply to Condominium Block B due to its greater distance from the O-train tracks.) 7.3 Calculated external noise levels due to future road and rail traffic are such that the installation of ducted central air-conditioning is a requirement for both condominium Blocks B and C. The air-conditioning is to be designed such that heating and cooling noise does not exceed the indoor noise criteria set out in Table A1.6, that is, 45 dba in living/dining areas and 40 dba in bedrooms. 7.4 In keeping with the above recommendation for in central air-conditioning, it is recommended that Warning Clause Type D in Table A1.6 be required for the condominium units in Blocks B and C. 7.5 Noise levels on the roof top outdoor amenity areas of Blocks B and C are below acceptable limits. Hence, no noise control measures or warning clauses are needed with respect to these roof top outdoor amenity areas. p. 12

15 7.6 On-site measurement of vibration levels due to passing O-train traffic lead to the conclusion that no vibration mitigation is required for the proposed Condominiums. Hugh Williamson, Ph.D., P.Eng. Member, Canadian Acoustical Society Member, American Society of Heating, Refrigerating and Air-Conditioning Engineers Michael Wells, B.Architecture (Hons), B.Sc.Arch. Registered Architect of NSW, ARN: 8111 Member, Canadian Acoustical Society p. 13

16 References 1. City of Ottawa Environmental Noise Control Guidelines, April Hugh Williamson Associates, Detailed Noise Control Study of the Proposed Marriott Hotel and Condominiums at1172 Walkley Road, Ottawa, 13 January correspondence from C. Simpson, Planning and Growth Management Department, City of Ottawa, 13 May Ministry of Environment, Publication LU-131, Noise Assessment Criteria in Land Use Planning, October Ministry of Environment, Annex to Publication LU-131, Noise Assessment Criteria in Land Use Planning, October Ministry of Environment, Annex to Publication, Noise Assessment Criteria in Land Use Planning: Requirements, Procedures and Implementation, October Ministry of Environment, Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT), Ministry of Environment, Sound from Trains Environmental Analysis Method (STEAM), Ministry of Environment, STAMSON Software, Version 5.03, (Software version of References 5 and 6.) 10. National Research Council Canada, IBANA-Calc, Version 1.2 Rev. 122, method and software for calculation of indoor sound levels due to outdoor noise levels. 11. Publications Ontario, Ontario Building Code, Hugh Williamson Associates, Detailed Noise Control Study of Proposed Phase 2 Condominiums at 1172 Walkley Road, 18 June p. 14

17 Contents: FIGURES Figure 1A: Figure 1B: Figure 2: Figure 3: Figure 4: Figure 5: Area Plan, Proposed Development at 1172 Walkley Road Scaled Area Plan, Proposed Development at 1172 Walkley Road Proposed Phase 2 Development & Points of Reception East - West Section/Elevation View at Block C Typical Floor Plan, Block B Typical Floor Plan, Block C Figure 6: Typical Floor near R11, Block B, Unit 3 Figure 7: Typical Floor near R13, Block C, Unit 3 Figure 8: Typical Floor near R13, Block C, Unit 2 Figure 9: Typical Floor near R14, Block C, Unit 7 Figure 10: Typical Floor near R15, Block B, Unit 1 Figure 11: Figure 12: Rooftop Outdoor Amenity Area, Block B Rooftop Outdoor Amenity Area, Block C p. 15

18 Figure 1A: Area Plan, Proposed Development at 1172 Walkley Road O-train track Phase 1: Marriott Hotel & 555 Anand Private Transitway Phase 2 Block B, 655 Anand Private & Block C 755 Anand Private Transitway Station Site North Elevated Ramp to Airport Parkway Airport Parkway Source: Google Earth p. 16

19 Figure 1B: Scaled Area Plan, Proposed Development at 1172 Walkley Road Marriott Hotel Condominium Block A Condominium Block B Phase 2 (black border) Site North Condominium Block C p. 17

20 Figure 2: Proposed Phase 2 Development & Points of Reception O-train track R13-1 R13-16 R17 Rooftop Patio R12-1 R12-16 R16 Rooftop Patio Phase 2 Boundary R11-1 R11-16 Condominium Block C R14-16 Condominium Block B R15-16 Site North p. 18

21 Figure 3: East - West Section/Elevation View at Block C Transitway Ramp to Parkway O-train track Commercial Buildings 50 m Bank St. p. 19

22 Figure 4: Typical Floor Plan, Block B R11-1 R11-16 R15-16 Site North p. 20

23 Figure 5: Typical Floor Plan, Block C R12-1 R12-16 R14-16 Site North R13-1 R13-16 p. 21

24 Figure 6: Typical Floor near R11, Block B, Unit 3 Site North p. 22

25 Figure 7: Typical Floor near R13, Block C, Unit 3 Site North p. 23

26 Figure 8: Typical Floor near R13, Block C, Unit 2 Site North p. 24

27 Figure 9: Typical Floor near R14, Block C, Unit 7 p. 25

28 Figure 10: Typical Floor near R15, Block B, Unit 1 Site North p. 26

29 Figure 11: Rooftop Outdoor Amenity Area, Block B R16 (3 m from door, 1.5 m above roof deck) Site North p. 27

30 Figure 12: Rooftop Outdoor Amenity Area, Block C R17 (3 m from door, 1.5 m above roof deck) Site North p. 28

31 TABLES Contents: Table 1: Table 2: Table 3: Table 4: Table 5: Table 6: Points of Reception & Exposure Geometry Future Traffic Volumes and Posted Speed Limits Summary of Roadway Noise Impacts Summary of O-Train Noise Impacts Summary of Combined Road and Rail Noise Impacts Summary of Calculated Indoor Sound Levels p. 29

32 Table 1: Point of Reception Points of Reception & Exposure Geometry Location O-Train Horiz. m Vert. m Total m Local Effects Ramp to Parkway Horiz. m Vert. m Total m Local Effects R11-1 Block B, NW corner, 1st Floor , , 60 R11-16 Block B, NW corner, 16th Floor , , 60 R12-1 Block C, NW corner, 1st Floor , , 45 R12-16 Block C, NW corner, 16th Floor , , 45 R13-1 Block C, SW corner, 1st Floor , , 30 R13-16 Block C, SW corner, 16th Floor , , 30 R14-16 Block C, NE corner, 16th Floor , , -5 R15-16 Block B, NE corner, 16th Floor , , -10 R16 Rooftop outdoor amenity area, -90, 90-80, 45 R17 Point of Reception Block B Rooftop outdoor amenity area, Block C parapet , 90 parapet Transitway Walkley Road Bank Street Horiz. m Vert. m Total m Local Effects Horiz. m Vert. m Total m Local Effects Horiz. m Vert. m parapet -85, 30 parapet Total m Local Effects R , , Shielded R , , , 0 R , , Shielded R , , , 0 R , , Shielded R , , , 90 R , , , 90 R , , , 90 R , , , 90 R parapet -90, 90 parapet parapet -90, 90 parapet parapet -90, 90 parapet p. 30

33 Table 2: Road Segment Future Traffic Volumes and Posted Speed Limits Input Data Day Volumes, 7:00-23:00 Night Volumes, 23:00-7:00 Segment AADT Posted Split Split Medium Heavy Cars Medium Heavy Cars Medium Heavy Type Speed Day Night Trucks Trucks Trucks Trucks Trucks Trucks (24 hours) kph 7:00-23:00 23:00-7:00 % % no. no. no. no. no. no. Walkley Road & Bank street (4-UAD, 4-lane urban arterial divided) - Future Mature Traffic Volumes from City of Ottawa Guidelines 4-UAD 50 17,500 Eastbound (half) Walkley UAD 60 17,500 Westbound (half) Bank Ramp to Parkway (2-UAU, 2-lane urban arterial undivided) - Future Mature Traffic Volumes from City of Ottawa Guidelines Northbound 2-UAU (4% grade) (half) 7, UAU Southbound (half) 7, O-Train Trains Trains Current * 30* Transitway Busses Busses ** 1375*** 320*** * Ultimate O-Train volumes based on 8 minute service from 6 am to 2 am. ** 90 kph used for modelling noise from busses on advice from City of Ottawa *** City of Ottawa estimate for peak hour in 2031 is 125 busses. Above estimates assume 6 peak hours during day, 50% of peak during day offpeak, and 25% of peak at night. Night increased from 248 to 320 to satisfy STAMSON input limitation. p. 31

34 Table 3: Summary of Roadway Noise Impacts, dba Point of Location see Figures 2, 4 & 5 Ramp to Parkway Transitway Walkley Rd. Bank Street Cumulative Levels Building Reception Day Night Day Night Day Night Day Night Day Night Comp. (dba) (dba) (dba) (dba) (dba) (dba) (dba) (dba) (dba) (dba) Req. (1) R11-1 Block B, NW corner, 1st Floor n.e. n.e OBC R11-16 Block B, NW corner, 16th Floor (3) 62.6 (3) Yes R12-1 Block C, NW corner, 1st Floor n.e. n.e OBC R12-16 Block C, NW corner, 16th Floor Yes R13-1 Block C, SW corner, 1st Floor n.e. n.e OBC R13-16 Block C, SW corner, 16th Floor (3) 62.4 (3) Yes R14-16 Block C, NE corner, 16th Floor (3) 60.0 Yes R15-16 Block B, NE corner, 16th Floor (3) 59.0 Yes R16 Rooftop outdoor amenity area, Block B 40.2 n.a n.a n.a n.a n.a. n.a. R17 Rooftop outdoor amenity area, Block C 40.7 n.a n.a n.a n.a n.a. n.a. Day Impacts based on Leq 16 h for 07:00 23:00, Night Impacts based on Leq 8 h for 23:00 07:00 Notes: 1. Building Component Requirements - Yes = components to be designed to achieve indoor sound level criteria OBC = components designed to the Ontario Building Code 2. n.e. = no exposure, n.a. = not applicable (does not apply to outdoor living areas) 3. worst cases, road noise, for building component analysis p. 32

35 Table 4: Summary of O-Train Noise Impacts, dba Point of Location, see Figures 2, 4 & 5 O-Train (1) Building Building Brick Reception Day Night 24h Comp. Comp. Veneer (dba) (dba) (dba) Req. (2) Living Req. (2) Bedroom or Equiv. R11-1 Block B, NW corner, 1st Floor OBC OBC not req. R11-16 Block B, NW corner, 16th Floor OBC OBC not req. R12-1 Block C, NW corner, 1st Floor Yes Yes not req. R12-16 Block C, NW corner, 16th Floor OBC Yes not req. R13-1 Block C, SW corner, 1st Floor 62.0 (3) 59.0 (3) 61.2 (3) Yes Yes Yes R13-16 Block C, SW corner, 16th Floor OBC Yes not req. R14-16 Block C, NE corner, 16th Floor OBC OBC not req. R15-16 Block B, NE corner, 16th Floor OBC OBC not req. R16 Rooftop outdoor amenity area, Block B 40.5 n.a n.a n.a n.a n.a R17 Rooftop outdoor amenity area, Block C 41.1 n.a n.a n.a n.a n.a Day Impacts based on Leq 16 h for 07:00 23:00, Night Impacts based on Leq 8 h for 23:00 07:00 24h Impacts based on Leq 24 h for 07:00 07:00 Notes: 1. A -9.9 db adjustment was applied to STAMSON results based on a comparison of measured O-Train noise impacts, see Appendix Building Component Requirements - Yes = components to be designed to achieve indoor sound level criteria OBC = components designed to the Ontario Building Code 3. Worst Case, rail noise, for building component analysis p. 33

36 Table 5: Summary of Combined Road and Rail Noise Impacts, dba Point of Location, see Figures 2, 4 & 5 Combined Road and Rail Reception Day Night Vent. Warning (dba) (dba) Req. (1) Clauses (2) R11-1 Block B, NW corner, 1st Floor Air Con. D R11-16 Block B, NW corner, 16th Floor Air Con. D R12-1 Block C, NW corner, 1st Floor Air Con. D R12-16 Block C, NW corner, 16th Floor Air Con. D R13-1 Block C, SW corner, 1st Floor Air Con. D R13-16 Block C, SW corner, 16th Floor Air Con. D R14-16 Block C, NE corner, 16th Floor Air Con. D R15-16 Block B, NE corner, 16th Floor Air Con. D R16 Rooftop outdoor amenity area, Block B 50.3 n.a. n.a. not required R17 Rooftop outdoor amenity area, Block C 50.4 n.a. n.a. not required Day Impacts based on Leq 16 h for 07:00 23:00, Night Impacts based on Leq 8 h for 23:00 07:00 Notes: 1. Ventilation Requirements - Air Cond. = Central ducted air-conditioning required, 2. Warning Clause Requirements - See Table A1.5, Appendix 1 Prov. = Forced air heating with provision for central air conditioning, required p. 34

37 Table 6: Summary of Calculated Indoor Sound Levels POR Figure Description Exposure R11-16 Block B, NW corner, 16th Floor Fig. 6 Unit 3, corner bedroom west, Road Tway, Ramp, Floor Area 12.7 m 2, Window Area 8 m 2 Walkley, Unit 3, corner bedroom north, Road 1/2(Tway, Ramp, Floor Area 12.7 m 2, Window Area 8 m 2 Walkley) Bank R13-1 Block C, SW corner, 1st Floor Fig. 7 Unit 3. Bedroom, west wall, Rail External Nosie, dba Indoor noise Indoor O-train Ramp T'way Walkley Bank Total One Wall dba Overall dba Criteria dba Floor Area 20.1 m 2 2, Window Area 9.7 m O-train Unit 3.Bedroom, south wall, Rail Floor Area 20.1 m 2 2, Window Area 13 m 1/2 O-train, R13-16 Block C, SW corner, 16th Floor Fig 7 Unit 3.Bedroom, west wall, Road Floor Area 20.1 m 2 2, Window Area 9.7 m Tway, Ramp, Walkley Unit 3.Bedroom, south wall, Road Floor Area 20.1 m 2 2, Window Area 13 m 1/2 ( Tway, Bank) R13-16 Block C, SW corner, 16th Floor Fig. 8 Unit 2, Living/dining/kitchen, west wall only Tway, Ramp, Walkley Floor Area 35 m 2, Window Area 9.5 m 2 R14-16 Block C, NE corner, 16th Floor Fig. 9 Unit 7, Bedroom, northeast corner, road Floor Area 9 m 2 2, Window Area 10 m Tway, Ramp, Walkley Unit 7, Bedroom, northeast corner, Rail Floor Area 9 m 2 2, Window Area 5 m O-train R15-16 Block B, NE corner, 16th Floor Fig. 10 Unit 1, Living/dining/kitchen Tway, Ramp, Floor Area 30 m 2, Window Area 10.8 m 2 Walkley, Bank See Appendix 4 for Sample Calculations p. 35

38 Appendix 1 Tables of Noise Criteria and Warning Clauses For further information refer to: City of Ottawa Environmental Noise Control Guidelines 1 (ENCG) 4, 5, 6 MoE Documents, Noise Assessment in Land Use Planning p. 36

39 Table A1.1 Sound Level Criteria for Outdoor Living Areas Surface Transportation (Road and Rail) Time Period Leq (16 hr. (dba)) Reference: ENCG 1 Table hr., 07:00 23:00 55 Table A1.2 Indoor Sound Level Criteria Surface Transportation (Road and Rail) Type of Space General offices, reception areas, retail stores, etc. (Time period: 16 hr., 07:00 23:00) Living/dining areas of residences, hospitals, schools, nursing/retirement homes, day-care centres, theatres, places of worship, libraries, individual semi-private offices, conference rooms, reading rooms, etc. (Time period: 16 hr., 07:00 23:00) Sleeping quarters of hotels/motels (Time period: 8 hr., 23:00 07:00) Sleeping Quarters of residences, hospitals, nursing/retirement homes, etc. (Time period: 8 hr., 23:00 07:00) Reference: ENCG 1 Table 1.6 Leq (Time Period (dba)) Roadways, Rail (diesel Transitways engines/ and LRT locomotives) p. 37

40 Table A1.3: Road and Rail Noise Day-time (07:00 23:00) & Night-time (23:00 07:00) Building Component Requirements Assessment Location & Time Outdoor Leq (dba) Building Component Requirements Plane of the Living/Dining Room Windows Day-time (07:00 23:00) Road Less than or equal to 65 Greater than 65 Building compliant with Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria in Table A1.2. Rail Less than or equal to 60 Building compliant with Ontario Building Code Greater than 60 Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria in Table A1.2. Plane of Bedroom Window Road Less than or equal to 60 Building compliant with Ontario Building Code Night-time (23:00 07:00) Greater than 60 Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria in Table A1.2. Rail Reference: ENCG 1 Table 1.8 Less than or equal to 55 Greater than 55 Building compliant with Ontario Building Code Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria in Table A1.2. p. 38

41 Table A1.4: Façade Material Requirement for Rail Noise Only Assessment Location Distance to Railway Sound Level dba Façade Material Requirement Plane of Bedroom Window Less than 100 m Leq 24 hr less than or equal to 60 No additional requirement 24 hr. Greater than 100 m Leq 24 hr greater than 60 Leq 24 hr less than or equal to 60 Brick veneer or acoustically equivalent No additional requirement Reference: ENCG 1 Table 1.9 Leq 24 hr greater than 60 No additional requirement p. 39

42 Table A1.5: Combination of Road and Rail Noise Day-time (07:00 23:00) & Night-time (23:00 07:00) Outdoor, Ventilation and Warning Clause Requirements Assessment Location & Time Outdoor Living Area (OLA) Day-time (07:00 23:00) Plane of the Living/Dining Room Windows Day-time (07:00 23:00) Outdoor Leq (dba) Less than or equal to 55 Greater than 55 to less than 60 Greater than 60 Less than or equal to 55 Greater than 55 to less than or equal to 65 Ventilation Requirements Outdoor Control Measures Warning Clauses (see Table A1.6) N/A None Required Not Required N/A N/A Control Measures (barriers) not required but should be considered. Control measures (barriers) required to reduce the Leq to below 60 dba and as close to 55 dba as technically, economically and administratively feasible. Type A required if resultant Leq exceeds 55 dba Type B required if resultant Leq exceeds 55 dba None Required N/A Not Required Forced air heating with provision for central airconditioning N/A Required Type C Greater than 65 Plane of Less than Bedroom or equal to Window 50 Greater Night-time than 50 to (23:00 less than or 07:00) equal to 60 Greater than 60 Reference: ENCG 1 Table 1.10 Central ducted airconditioning N/A Required Type D None Required N/A Not Required Forced air heating with provision for central ducted airconditioning Central ducted airconditioning N/A N/A Required Type C Required Type D p. 40

43 Table A1.6: Warning Type Clauses (may be used individually or in combination) Type Warning Clause Type A "Purchasers/Tenants are advised that sound levels due to increasing (road) (transitway) (rail) (air) traffic may occasionally interfere with some activities of the dwelling occupants as the sound levels exceed the City's and the Ministry of Environment's noise criteria." Type B "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) (transitway) (rail) (air) traffic may on occasions interfere with some activities of the dwelling occupants as the sound levels exceed the City's and the Ministry of Environment's noise criteria." Type C "This dwelling unit has been fitted with a forced air heating system and the ducting etc. was sized to accommodate central airconditioning. Installation of central air-conditioning by the occupant will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the City's and the Ministry of Environment's noise criteria. (Note: The location and installation of the outdoor air conditioning device should be done so as to comply with the noise criteria of MoE Publication NPC-216, Residential Air Conditioning Devices and thus minimize the noise impacts on and in the immediate vicinity of the subject property." Type D "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 City's and the Ministry of Environment's noise criteria." Type E Purchasers/tenants are advised that due to the proximity of the adjacent industry (facility) (utility), sound levels from the industry (facility) (utility) may at times be audible. Reference: ENCG 1 Table 1.13 and MoE Guidelines 4 p. 41

44 Appendix 2 Sample Outputs from STAMSON Contents: Sample outputs from STAMSON: R13-16 (all) and R17 (O-Train) p. 42

45 STAMSON 5.0 COMPREHENSIVE REPORT Date: :02:08 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: OTR13_16.te Time Period: Day/Night 16/8 hours Description: O-Train R13-16 Rail data, segment # 1: O-train (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld ! 120.0/30.0! 65.0! 2.0! 1.0!Diesel! Yes Data for Segment # 1: O-train (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Total Leq All Segments: dba Train # 1:, Segment # 1: O-train (night) LOCOMOTIVE ( ) = dba Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq WHEEL ( ) = 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): Train # 1:, Segment # 1: O-train (day) LOCOMOTIVE ( ) = dba Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq WHEEL ( ) = dba Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba p. 43

46 STAMSON 5.0 NORMAL REPORT Date: :21:13 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: RPR13_16.te Time Period: Day/Night 16/8 hours Description: POR R13-16, Ramp to Parkway Road data, segment # 1: N Bound Ramp (day/night) Car traffic volume : 6072/528 veh/timeperiod Medium truck volume : 483/42 veh/timeperiod Heavy truck volume : 345/30 veh/timeperiod Posted speed limit : 60 km/h Road gradient : 4 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: N Bound Ramp (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 3 (Elevated; no barrier) Elevation : m Reference angle : 0.00 Road data, segment # 2: S Bound Ramp (day/night) Car traffic volume : 6072/528 veh/timeperiod Medium truck volume : 483/42 veh/timeperiod Heavy truck volume : 345/30 veh/timeperiod Posted speed limit : 60 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: S Bound Ramp (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 3 (Elevated; no barrier) Elevation : m Reference angle : 0.00 Results segment # 1: N Bound Ramp (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 Results segment # 2: S Bound Ramp (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 Results segment # 1: N Bound Ramp (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 p. 44

47 Segment Leq : dba Results segment # 2: S Bound Ramp (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): STAMSON 5.0 NORMAL REPORT Date: :54:02 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: TWR13_16.te Time Period: Day/Night 16/8 hours Description: POR R13-16, Noise from Transitway Road data, segment # 1: Transitway (day/night) Car traffic volume : 0/0 veh/timeperiod Medium truck volume : 0/0 veh/timeperiod Heavy truck volume : 1375/320 veh/timeperiod Posted speed limit : 90 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Transitway (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Results segment # 1: Transitway (day) Source height = 2.40 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 Results segment # 1: Transitway (night) Source height = 2.40 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 p. 45