Noise Feasibility Study Proposed Mixed-Use Development 3385 Dundas Street West City of Toronto, Ontario

Transcription

1 Noise Feasibility Study Proposed Mixed-Use Development 8 Dundas Street West City of Toronto, Ontario Prepared for: Terra Firma Homes Corp High Park Ave, Suite Toronto, Ontario M6P S7 Prepared by Rajjot Arora, BASc Reviewed by Sheeba Paul, MEng, PEng May, 6

2 Table of Contents Introduction & Summary... Site Description & Noise Sources... Sound Level Criteria.... Road and Rail Traffic Noise... 4 Traffic Noise Assessment Road Traffic Data Rail Traffic Data Road and Rail Traffic Noise Predictions... 6 Traffic Noise Recommendations Outdoor Living Areas & Acoustic Barriers Indoor Living Areas & Ventilation Requirements Minimum Building Facade Constructions Exterior Wall Constructions Exterior Doors Acoustical Requirements for Glazing Recommended Warning Clauses... 7 Impact of the Development on the Environment... 8 Impact of the Development on Itself... 9 Assessment of Existing Stationary Sources of Sound Criteria for Stationary (Industrial) Sources of Sound NPC Sound Level Criteria at the Residential Receptors Description of the Neighbouring Facilities Stationary Source Assessment Results... 8 Summary of Recommendations Implementation... Figure Figure a Figure b Figure Figure 4 Figure Context Plan Site Plan Showing Prediction Locations Roof Plan Showing Outdoor Amenity Area and Prediction Location [E] Aerial Photo of Surrounding Land Uses Sound Level Contours (Steady Sources) Sound Level Contours (Impulsive Sources) Appendix A CP Principal Mainline Requirements Appendix B Road Traffic Data Appendix C Rail Traffic Data Appendix D Sample STAMSON.4 Output

3 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Introduction & Summary Howe Gastmeier Chapnik Limited (HGC Engineering) was retained by Terra Firma Homes Corp. to conduct a noise feasibility study for a proposed mixed-use development to be located at 8 Dundas Street West, in the City of Toronto, Ontario. The proposed development will include one 8- storey retail/residential building with three levels of underground parking. Areas surrounding the proposed development are commercial/industrial to the north and residential to the south. The study is required by the City of Toronto as part of the site plan approval process. The primary transportation noise sources impacting the site are road traffic on Dundas Street West and Runnymede Road and rail traffic on Canadian Pacific (CP) Railway Line to the north. Relevant traffic data was obtained from City of Toronto personnel and from CP personnel. This data was used to predict future traffic sound levels at the locations of the proposed building facades and in outdoor amenity areas. The predicted sound levels were compared to the guidelines of the Ministry of Environment and Climate Change (MOECC), the City and CP railway to develop noise control recommendations for the proposed development. The results of this study indicate that with suitable noise control measures integrated into the design of the building, it is feasible to achieve the indoor MOECC guidelines sound levels from the various transportation sources. The recommended noise control measures include appropriate wall and window glazing assemblies, and air-conditioning of suites so that windows can be kept closed. A stationary noise assessment of the activities in the rail yard and sources associated with the FreshCo, retail uses and Cintas were modeled. It was determined that sounds from these sources are expected to be less than the background traffic noise on Dundas Street West. Warning clauses to inform the residents of the building of the traffic noise impacts and the presence of nearby commercial/light industrial/office/retail/rail yard facilities are required. Since the railway line is located more than 7 m from the proposed site, an assessment of groundborne vibration is not required in accordance with MOECC and CP guidelines. In addition, an acoustical consultant should review the mechanical drawings and details of demising constructions, when available, to help ensure that the noise impact of the development on the environment, and of the development on itself, are maintained within acceptable levels.

4 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Site Description & Noise Sources The site is located on the south side of the CP railway line, the Lambton Yard and south of Dundas Street West, specifically at 8 Dundas Street West, Toronto, Ontario. Figure shows a context plan illustrating the location of the subject site. A proposed site plan of the development prepared by TACT Architecture Inc. dated is shown in Figure a. Figure b shows the 9 th floor outdoor amenity area and prediction location [E]. The proposed development will consist of one 8- storey retail/residential building above three levels of underground parking. Site visits were made by HGC Engineering personnel in May 6 to make observations of the acoustical environment and to identify the significant noise sources in the vicinity. Figure is an aerial photo showing the key land uses in the area. In this case, road traffic on Dundas Street West and rail traffic on CP railway line are the dominant transportation sources of noise in the area and the acoustical environment surrounding the site is urban in nature. To the north of the site and Dundas Street West is a FreshCo with a loading area facing south and retail uses. The FreshCo store operates 8 am to pm Monday to Friday and Saturday and Sunday 8 am to 9 pm. Cintas is located to the northeast of the site at 7 Dundas Street West. Cintas also has a loading area facing south towards the northeast corner of the site. There are numerous small courier type vehicles that are used for deliveries which use the entry/exit from Runnymede Road. The facility operates during the daytime hours but may have deliveries by small trucks during the nighttime hours. Beresford Ave and Durie Street are low volumes roadways and therefore has not been considered in the analysis. The site currently includes a coin operated car wash which is to be removed. The lands to the south of the site include single detached residences. To the east of the site is a Budget with a couple of bay doors. A bay door faces west faces directly towards an existing house. To the west are commercial buildings. North of the FreshCo and Cintas is a CP railway through line and a rail yard. CP rail personnel were contacted to determine the activity at the CP railway yard. As indicated in the rail traffic data (Appendix C), the CP Lambton Yard is not a full-blown classification yard. There is considerable shunting and switching carried out in the vicinity of the study area. These activities have been evaluated as stationary noise sources. A specific warning clause identifying the shunting and switching noise is also required by CP. During the site visit, in general, sounds from the commercial/light industrial facilities and railway yard were not discernible over the traffic sounds,

5 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 but a noise warning clause indicating that these facilities may upon occasion be audible is recommended in Section 6. In addition, there are existing residences closer to the rail yard than the proposed building on the subject site. Sound Level Criteria. Road and Rail Traffic Noise Guidelines for acceptable levels of road and rail traffic noise impacting residential developments are given in the MOECC publication NPC-, Environmental Noise Guideline, Stationary and Transportation Sources Approval and Planning, release date October,, and are listed in Table I below. The values in Table I are energy equivalent (average) sound levels [LEQ] in units of A-weighted decibels [dba]. Table I: MOECC Road and Rail Traffic Noise Criteria (dba) Area Daytime L EQ (6 hour) Road/Rail Nighttime L EQ (8 hour) Road/Rail Outside Bedroom Windows / dba /4 dba Outdoor Living Area / dba -- Inside Living/Dining Rooms 4/4 dba 4/4 dba Inside Bedrooms 4/4 dba 4/ dba Daytime refers to the period between 7: and :, while nighttime refers to the period between : and 7:. The term "Outdoor Living Area" (OLA) is used in reference to an outdoor patio, a backyard, a terrace or other area where passive recreation is expected to occur. Private terraces or balconies that are less than 4 m in depth are not considered to be outdoor living areas under MOECC guidelines. The MOECC guidelines allow the daytime sound levels in an OLA to be exceeded by up to dba, without mitigation, if warning clauses are placed in purchase and rental agreements to the property. Where OLA sound levels exceed 6 dba, physical mitigation is recommended to reduce the OLA sound level to below 6 dba and as close to dba as technically, economically and administratively feasible. Note that not all OLAs necessarily require protection, if there are other protected outdoor areas accessible to the residents.

6 Noise Feasibility Study, Proposed Mixed-Use Development Page 4 8 Dundas Street West, Toronto, ON May, 6 MOECC guidelines require a central air conditioning or other ventilation system be installed prior to occupancy as an alternative means of ventilation to open windows for dwellings where nighttime sound levels outside bedroom windows exceed 6 dba or daytime sound levels exceed 6 dba outside living/dining room windows. Provision for air conditioning is required when nighttime sound levels at bedroom windows are in the range of to 6 dba. Sound attenuating building constructions are required when nighttime sound levels exceed dba due to rail noise and 6 dba due to road noise at the plane of the bedroom windows, or when daytime sound levels exceed 6 dba due to rail noise and 6 dba due to road noise at the plane of living/dining room windows. Warning clauses to notify future residents of possible excesses are required when nighttime road or rail traffic sound levels exceed dba at the plane of the bedroom windows or when daytime sound levels exceed dba in the outdoor living area or at the plane of the living/dining room windows. 4 Traffic Noise Assessment 4. Road Traffic Data Road traffic data for Dundas Street West was obtained from the City of Toronto in the form of turning movement counts for the year 9, and is provided in Appendix B. The 8-hour summary data was doubled to determine the 4 hour traffic volumes for the roadway. The data was projected to the year 6 using a.% conservative growth rate. A commercial vehicle percentage of.7% was split into 4.% medium trucks and 7.% heavy trucks. A posted speed limit of 6 km/h and a day/night split of 9%/% was applied to the roadway. Road traffic data for Runnymede Road was obtained from the City of Toronto in the form of turning movement counts for the year 9, and is provided in Appendix B. The 8-hour summary data was doubled to determine the 4 hour traffic volumes for the roadway. The data was projected to the year 6 using a.% conservative growth rate. A commercial vehicle percentage of.% was split into 4.% medium trucks and 6.8% heavy trucks. A posted speed limit of 6 km/h and a day/night split of 9%/% was applied to the roadway. Table II summarizes the road traffic data used in the analysis.

7 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Table II: Total Future (6) Road Traffic Data Road Name Time Cars Dundas Street West Runnymede Road Medium Trucks Heavy Trucks Total Daytime (7: :9) Nighttime (: 6:9) 9 8 Total Daytime (7: :9) Nighttime (: 6:9) Total Rail Traffic Data Rail traffic data for the CP Galt Subdivision was obtained from CP rail personnel and is provided in Appendix C. The CP line is used for freight trains and GO passenger trains. The maximum permissible train speed for freight trains in the area of the site is mph (8 kph) and the maximum permissible speed for passenger trains in the area of the site is 7 mph ( kph). In conformance with CP assessment requirements, these maximum speeds, average number of cars and locomotives per train were used in the traffic noise analysis to yield a worst case estimate of train noise. The data was projected to the year 6 using a.% per year growth rate. Table III summarises the CP rail traffic data used in the analysis. Type of Train Table III: CP Rail Traffic Data Projected to Year 6 Maximum Number of Cars Maximum Speed (km/h) Average Number of Locomotives Projected Volume Day/Night Freight / GO /

8 Noise Feasibility Study, Proposed Mixed-Use Development Page 6 8 Dundas Street West, Toronto, ON May, 6 4. Road and Rail Traffic Noise Predictions To assess the levels of road and rail traffic noise which will impact the site in the future, predictions were made using STAMSON version.4, a computer algorithm developed by the MOECC. Sample STAMSON output is included in Appendix D. Prediction locations were chosen around the development to obtain a good representation of the future sound levels at the building façades with exposure to the roadways and railway. Future daytime and nighttime sound levels were predicted at the top floor, which is considered to be the worst case. Predictions were also made at the rooftop outdoor amenity area to determine whether noise barriers will be necessary. The results of these predictions are summarized in Table IV and V. Table IV: Daytime Future Road and Rail Traffic Sound Levels, Without Mitigation, [dba] Prediction Location Description Daytime L EQ(6) Road Rail Daytime at Façade L EQ-6 hr [A] North façade, 8 th floor [B] East façade, 8 th floor [C] South façade, 8 th floor [D] West façade, 8 th floor Outdoor amenity area, [E] 9 th 9 6 floor * Note: * Sound level includes a minimum.7 m high solid parapet wall Table V: Nighttime Future Road and Rail Traffic Sound Levels, Without Mitigation, [dba] Prediction Location Description Nighttime L EQ(8) Road Rail Nighttime at Façade L EQ-8 hr [A] North façade, 8 th floor [B] East façade, 8 th floor [C] South façade, 8 th floor [D] West façade, 8 th floor

9 Noise Feasibility Study, Proposed Mixed-Use Development Page 7 8 Dundas Street West, Toronto, ON May, 6 Traffic Noise Recommendations The predictions indicate that the future traffic sound levels are high enough at the facades with exposure to Dundas Street West, Runnymede Road and the CP Railway Line to warrant certain minimum noise control features. The following discussion outlines recommendations for barriers, ventilation requirements, and upgraded building façade constructions, to achieve the noise criteria stated in Table I.. Outdoor Living Areas & Acoustic Barriers From a review of the preliminary floor plans, some residential units may have balconies or terraces less than 4 m in depth. These balconies and terraces are not considered as outdoor living areas under MOECC guidelines, and therefore are exempt from traffic noise assessment. Physical mitigation will not be required. The architectural plans show a rooftop outdoor amenity area on the 9 th floor (prediction location [E]). This space is greater than 4 m in depth and is subject to the MOECC criteria outlined in Table I. Assuming a standard.7 m high solid guard or parapet at the perimeter, predicted sound levels in the centre of space is expected to be 6 dba during the day. Therefore, additional mitigation is required in order to meet the MOECC criteria outlined in Table I. Increasing the height of the parapet to.4 m in height will reduce the sound level to 6 dba. This sound level is acceptable to the MOECC and has been acceptable to the City of Toronto in the past.. Indoor Living Areas & Ventilation Requirements The predicted future sound levels outside the windows on all sides of the building (prediction location [A] [D]) will exceed 6 dba during daytime hours and 6 dba during nighttime hours. To address these traffic noise levels, the MOECC guidelines recommend that all residential units be equipped with air conditioning to allow windows to remain closed.. Minimum Building Facade Constructions Future traffic sound levels at all façades of the proposed building will be greater than 6 dba and 6 dba during daytime and nighttime hours, respectively. MOECC guidelines recommend that the building envelope be designed so that indoor sound levels comply with MOECC noise criteria.

10 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 8 Dundas Street West, Toronto, ON May, 6.. Exterior Wall Constructions The exterior walls may include spandrel glass or metal panels within an aluminum window system. It has been assumed in the analysis that sound transmitted through elements other than the glazing elements is negligible in comparison. For this assumption to be true, spandrel or metal panel sections must have a drywall partition on separate framing with or without insulation behind, and faced with one or more layers of drywall or alternative materials. The recommended assembly depends on the details of the exterior spandrel panels as well as the relative wall areas versus the window areas in a given room. Further input regarding the design of the exterior walls can be provided during design development, if required... Exterior Doors There may be glazed exterior doors (sliding or swing) for entry onto the balconies or terraces from living/dining rooms or bedrooms. The glazing areas on the doors are counted as part of the total window glazing area. All exterior doors should include good weather seals to reduce air (and noise) infiltration to the minimum achievable levels... Acoustical Requirements for Glazing The detailed floor plans and building elevation drawings were not yet available for review by HGC Engineering at the time of this report, but preliminary calculations have been performed to determine the building envelope constructions likely to be required to maintain indoor sound levels within MOECC guidelines. The required building components are selected based on the AIF value for road and rail traffic. To do so, calculations were performed to determine the acoustical insulation factors to maintain indoor sound levels within MOECC guidelines. The calculation methods were developed by the National Research Council (NRC). They are based on the predicted future sound levels at the building facades, and the anticipated area ratios of the facade components and the floor area of the adjacent room. Assuming a typical window to floor area of 4% for the living/dining rooms (% fixed and % operable) and % for the bedrooms (% fixed and % operable), the minimum acoustical requirement for the glazing in fixed sections, sliding doors, and operable windows, is shown in Table

11 Noise Feasibility Study, Proposed Mixed-Use Development Page 9 8 Dundas Street West, Toronto, ON May, 6 VI, for each façade. Corner bedrooms and living/dining rooms, on the north façade, may have higher window to floor area ratios, in which case higher STC requirements would apply as indicated in the table. Table VI: Summary of Minimum STC Requirements Prediction Location Façade Space *STC [A] North façade Living/dining room 8 Bedroom 8 [B] East façade Living/dining room 4 Bedroom 4 [C] South facade Living/dining room Bedroom [D] West façade Living/dining room 4 Bedroom 4 Note: * Based on window to floor area ratios of 4% for living/dining rooms and % for bedrooms The calculated STC requirements assume insignificant sound transmission through the walls. Sample window assemblies which may achieve the STC requirements are summarized in Table VII below. Note that acoustic performance varies with manufacturer s construction details, and these are only guidelines to provide some indication of the type of glazing likely to be required. Acoustical test data for the selected assemblies should be requested from the supplier, to ensure that the stated acoustic performance levels will be achieved by their assemblies. Table VII: Window Constructions Satisfying STC Requirements STC Requirement Sample Glazing Configuration (STC) 8 9 Any double glazed unit () 4()4 4 4(9)4 6 6()4, (6)4 7 6()4, 6() 8/9 6L()6, 6//6

12 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 In Table VII, the numbers outside the parentheses indicate minimum pane thicknesses in millimetres and the number in parentheses indicates the minimum inter-pane gap in millimetres. OBC indicates any glazing construction meeting the minimum requirements of the Ontario Building Code. Operable sections include sliding glass doors and operable windows, and provided that they include a good seal, will not significantly affect overall performance. Operable windows and sliding glass doors must be well-fitted and weather-stripped. When detailed floor plans and building elevations are available, the glazing constructions must be revised based on actual window to floor area ratios. 6 Recommended Warning Clauses MOECC and CP guidelines recommend that appropriate warning clauses be used in the Development Agreements and in purchase, sale and lease agreements (typically by reference to the Development Agreements), to inform future owners and occupants about noise concerns from transportation sources, commercial facilities/industrial facilities and nearby rail yard in the area. The following clauses are recommended: A suitable wording for future dwellings with minor sound level excesses is given below. Type 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 and rail traffic may on occasion interfere with some activities of the dwelling occupants as the sound levels exceed the sound level limits of the City and the Ministry of the Environment and Climate Change. Suitable wording for future dwellings requiring central air conditioning systems is given below. Type 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 sound level limits of the City and the Ministry of Environment and Climate Change.

13 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 CP s standard warning clause for residential developments located near a principal main line is provided below. The following sample clause is typical of those included in agreements of purchase and sale or lease on the Lands that are within meters of the railway right-of-way. Type C: Warning: Canadian Pacific Railways Company or its assigns or successors in interest has or have a rights-of-way within meters from the land subject hereof. There may be alteration 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 dwellings. CPR will not be responsible for any complaints or claims arising from use of such facilities and/or operations on, over or under the aforesaid rights-of-way. These are sample clauses obtained from MOECC and CP guidelines and can be modified by the municipality or the owner s legal representative as needed subject to CP s approval. 7 Impact of the Development on the Environment Sound levels from noise sources such as rooftop air-conditioners, cooling towers, exhaust fans, etc. should not exceed the minimum one-hour LEQ ambient (background) sound level from road traffic, at any potentially impacted residential point of reception, to comply with City of Toronto municipal code 9. Based on the levels observed during our site visit, the typical minimum ambient sound levels in the area are expected to be in the range of dba or more during the day and dba or more at night. Thus any electro-mechanical equipment associated with this development (e.g. emergency generator testing, fresh-air handling equipment, etc.) should be designed such that they do not result in noise impact beyond these ranges. 8 Impact of the Development on Itself Section.9. of the Ontario Building Code (OBC) specifies the minimum required sound insulation characteristics for demising partitions, in terms of Sound Transmission Class (STC) values. In order to maintain adequate acoustical privacy between separate suites in a multi-tenant building, inter-suite walls should meet or exceed STC-. Walls separating a suite from a noisy space such as a refuse chute, or elevator shaft, should meet or exceed STC-. Tables and in Section SB- of the

14 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Supplementary Guideline to the OBC provide a comprehensive list of constructions that will meet the above requirements. Tarion s Builder Bulletin B9R requires the internal design of condominium projects to integrate suitable acoustic features to insulate the suites from noise from each other and amenities in accordance with the OBC, and limit the potential intrusions of mechanical and electrical services of the building on its residents. If B9R certification is needed, an acoustical consultant is required to review the mechanical and electrical drawings and details of demising constructions and mechanical/electrical equipment, when available, to help ensure that the noise impact of the development on itself is maintained within acceptable levels. 9 Assessment of Existing Stationary Sources of Sound Noise sources associated with industrial, commercial and institutional facilities are assessed separately from traffic sources under MOECC Guidelines. These facilities are considered to be Stationary Sources of Sound and criteria for their assessment are contained in the following section. 9. Criteria for Stationary (Industrial) Sources of Sound Under MOECC guidelines, the acoustical environment in this area is classified as urban or Class, as background sound levels is set by significant volumes of road traffic on surrounding roadways during daytime and nighttime hours. Stationary sources of sound are collectively defined as all sources that emit sound within a commercial, industrial or institutional facility boundary. The CP Lambton Yard and the nearby commercial and light industrial facilities are therefore classified as stationary sources of sound. The following MOECC guidelines and criteria apply in this case. 9.. NPC- MOECC Guideline NPC- is the MOECC guideline for use in investigating Land Use Compatibility issues with regard to noise. An industrial or commercial facility is classified in the MOECC Guideline NPC- as a stationary source of sound (as compared to sources such as traffic or construction, for example) for noise assessment purposes. A stationary noise source encompasses the noise from all the activities and equipment within the property boundary of a facility including

15 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 regular on-site truck traffic, material handling and mechanical equipment. Noise from these sources may potentially impact the proposed residential land use. In terms of background sound, the development is located in an urban acoustical environment which is characterized by an acoustical environment dominated by road traffic and human activity. Stationary Source (Steady Sound) NPC- is intended for use in the planning of both residential and commercial/industrial land uses and provides the acceptability limits for sound due to commercial operations in that regard. The facade of a residence (i.e., in the plane of a window), or any associated usable outdoor area is considered a sensitive point of reception (within m of a dwelling façade). NPC- stipulates that the exclusionary sound level limit for a stationary noise source in an urban Class area is taken to be dba during daytime hours (7: to :), and 4 dba during nighttime hours (: to 7:). If the background sound levels due to road traffic exceed the exclusionary limits, then that background sound level becomes the criterion. The background sound level is defined as the sound level that occurs when the source under consideration is not operating, and may include traffic noise and natural sounds. Commercial activities such as the occasional movement of customer/employee vehicles, deliveries to conveniences stores and restaurants and garbage collection are not of themselves considered to be significant noise sources in the MOECC guidelines. Accordingly, these sources have not been considered in this study. Truck movements at a warehouse or busy shipping/receiving docks at an industry must generally be assessed. Stationary Source (Impulsive Sound) Acceptability limits for frequently occurring sounds that are impulsive in character (such as those from rail switching and rail shunting of rail cars) are also provided in NPC-. The limit is determined in a similar fashion to steady sounds, based on the background sound levels at that time of day, and the same limits apply in this case. Compliance with MOECC criteria generally results in acceptable levels of sound at residential receptors although there may be residual audibility during periods of low background sound.

16 Noise Feasibility Study, Proposed Mixed-Use Development Page 4 8 Dundas Street West, Toronto, ON May, 6 9. Sound Level Criteria at the Residential Receptors Typical ambient sound levels can be determined through prediction of road traffic volumes in areas where traffic sound is dominant. Where it can be demonstrated that the hourly ambient sound levels are greater than the exclusionary minimum limits listed above, the criterion becomes the lowest predicted one-hour LEQ sound level during each respective period. The north façade of the proposed 8-storey building is directly adjacent to Dundas Street West and has unobstructed line of sight, resulting in elevated criteria. Hourly daytime traffic data was available from the City of Toronto for Dundas Street West, and are included in Appendix C. On Dundas Street West, the minimum traffic volume during the daytime is between : : and during the night is between 4: : am. Dundas Street west has a commercial vehicle percentage of.7% which was split into 4.% medium trucks and 7.% heavy trucks. A posted speed limit of 6 km/h was also used in the analysis. To assess the levels of background road traffic noise which will impact the proposed building, noise predictions were made using a numerical computer modelling package (Cadna/A version 4.6.). The model is based on the methods from ISO Standard 96-., Acoustics Attenuation of Sound During Propagation Outdoors, which account for reduction in sound level with distance due to geometrical spreading, air absorption attenuation and acoustical shielding by intervening structures. The road noise sources and sound propagation model included in the analysis follow German guideline RLS-9 for road traffic noise predictions. Our experience suggests that road traffic sound levels predicted by RLS-9 are reasonably accurate; the model road traffic values have been qualified on similar projects to be within - dba of those predicted in STAMSON.4, a computer program development by the MOECC. The sound level predictions and the recommended criteria during the daytime and nighttime at each receptor are shown in Table VIII.

17 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Table VIII: Predicted Minimum Hourly Sound Levels and Noise Level Criteria at Receptors [dba] Receptor Daytime (7:-:) Nighttime (:-7:) North façade 7 6 East façade 69 6 South facade 44 4 West facade 66 9 Compliance with MOECC criteria generally results in acceptable levels of sound at residential receptors although there may be residual audibility during periods of low background sound. 9. Description of the Neighbouring Facilities Site visits were performed in May 6 to investigate the sound levels at the subject site and in the neighbourhood to note any potentially significant sources of industrial sound and to note any beneficial acoustical shielding for use in the acoustical modelling. CP Lambton Yard At the subject site, sounds from the CP rail yard was not distinguishable from road traffic and other urban sounds in the environment. This could be due to the fact that the yard is not visible from the site at existing grade. A mid-rise building will have a better view of the yard, and thus calculations are provided herein to estimate the potential noise impact of yard activities on the proposed 8-storey residential building. As indicated in the rail traffic data, the CP Lambton Yard is not a full-blown classification yard. There is considerable shunting and switching carried out in the vicinity of the study area. These activities have been evaluated as stationary noise sources. CP personnel indicate that the Lambton Yard is active 4 hours a day, 7 days a week. Activities such as shunting and switching can occur anywhere in the yard area. Idling of locomotives may also occur

18 Noise Feasibility Study, Proposed Mixed-Use Development Page 6 8 Dundas Street West, Toronto, ON May, 6 anywhere in the yard area. It was assumed that idling of locomotives occurs during the daytime and nighttime hours ( during the day and during the night). Noise Impact of Other Commercial Facilities and Industries in the Area During the site visit, a FreshCo and Cintas were noted to have loading areas facing south and these facilities were identified as potential sources of stationary noise. There are a couple of auto repair shops to the east of the site, but there are existing residences in line with the bay door and these are not expected to be of concern for the proposed building. The remaining commercial/industrial uses to the north of the railway yard are not considered significant in comparison to the rail yard and the commercial uses to the south of the yard. 9.4 Stationary Source Assessment Predictive noise modelling was used to assess the potential noise impact at the residential receptors of rooftop mechanical equipment, trucking activities and activities in the rail yard. The noise prediction model was based on sound emission levels for various noise sources, assumed operational profiles (during the daytime and nighttime), and established engineering methods for the prediction of outdoor sound propagation. These methods include the effects of distance, air absorption, and acoustical screening by barrier obstacles. The sound power levels measured from other facilities similar to this one were used in the analysis and are summarized in Table IX. Table IX: Source Sound Power Levels [db re - W] Source Octave Band Centre Frequency [Hz] 6 k k 4k 8k Truck Passby Idling Truck Engine Tractor Trailer Reefer HVAC unit ( Ton) Condenser Unit Idling Locomotive Rail Switching (impulses) Stretching Rail (impulses)

19 Noise Feasibility Study, Proposed Mixed-Use Development Page 7 8 Dundas Street West, Toronto, ON May, 6 The above outlined sound levels and various features of the site were used as input to a predictive computer model. The software used for this purpose (Cadna-A version 4.9.) is a computer implementation of ISO Standard 96-. Acoustics - Attenuation of Sound During Propagation Outdoors. The ISO method accounts for reduction in sound level with distance due to geometrical spreading, air absorption, ground attenuation and acoustical shielding by intervening structures such as building or barriers. The following information and assumptions were used in the analysis: The height of the Cintas building is m; the height of the FreshCo and retail buildings is 6 m. FreshCo operates during the daytime hours only. Deliveries by truck with reefer units may occur during an early morning hour (6 to 7 am) which is considered to be nighttime. Cintas operates during the daytime hours only. Deliveries by small truck may occur during the daytime or nighttime hours. Using an aerial photo of the buildings, the location of rooftop units was determined and were assumed to Ton units. The receptor height at the proposed building on the subject site is 4 m. Assumed daytime//nighttime worst-case busiest hour scenario (steady sources): 4 large tractor trailers with reefer units were assumed to arrive and depart during the daytime and nighttime hours at FreshCo. Three of the reefer units were assumed to operate for 6 minutes during the daytime and nighttime hours. large tractor trailers were assumed to arrive and depart during the daytime and nighttime hours at Cintas. 6 medium trucks were assumed to access the site ( access at the front and 4 access at the rear of Cintas). All rooftop equipment operates continuously at full capacity during the daytime hours and at % duty cycle during the nighttime hours. At the Lambton Yard, two locomotives were assumed to idles for 6 minutes during the daytime hours and locomotive during the nighttime hours.

20 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 8 Dundas Street West, Toronto, ON May, 6 9. Results Steady Sound Levels The calculations consider the acoustical effects of distance and shielding by the buildings. The predicted sound levels due to the trucking activities (arriving, idling and departing, reefer units) and mechanical equipment at the closest façade of the proposed building during a worst-case busiest hour operating scenario, are summarized in the following table and shown on Figure 4. Table X: Predicted Steady Source Sound Levels at Residential Building during a Worst-case Operating Scenario hour Receptor Criteria Day/ Night (dba) Predicted Steady Source Sound Level (dba) North façade 7 / 6 9/9 East façade 69 / 6 / South facade 44 / 4 6/6 West facade 66 / 9 /47 The results of this analysis indicate that the predicted steady source sound levels due to truck passbys, idling trucks, operating reefer units and mechanical equipment will be within the MOECC s minimum exclusionary limits at all facades of the proposed residential building. Impulse Sound Levels Impulsive noises are assessed separately from the non-impulsive sound sources. It is understood that the CP Lambton Yard operates 4 hours a day 7 days a week. CP personnel also indicated that activity may occur anywhere in the yard. Two types of impulsive sounds are expected to be emitted from the yard: rail switching and rail shunting of rail cars. The multiple impulsive noises are combined to obtain a logarithmic mean impulse sound level (LLM). This was calculated based on measurements conducted by HGC Engineering for similar past projects. Assumed daytime//nighttime worst-case busiest hour scenario (impulsive sources): Shunting of rail cars and switching of rail cars were assumed to occur anywhere in the yard during the daytime or nighttime hours. The results are summarized in Table XI and Figure.

21 Noise Feasibility Study, Proposed Mixed-Use Development Page 9 8 Dundas Street West, Toronto, ON May, 6 Table XI: Predicted Impulsive Sound Levels at Residential Building Receptor Criteria Day/ /Night (dbai) Predicted Impulsive Sound Level (dbai) North façade 7 / 6 6/6 East façade 69 / 6 8/8 South facade 44 / 4 4/4 West facade 66 / 6 6/6 The results of this analysis indicate that the predicted impulsive source sound levels will be within or at the MOECC s minimum exclusionary limits at each of the residential facades of the proposed building under a worst case operational scenario at the rail yard. As indicated by CP, a specific warning clause identifying the shunting and switching noise is also required as recommended below. In addition, there are existing residences closer to the rail yard than the proposed building on the subject site. A typical wording is: Type D: Purchasers are advised that due to the proximity of nearby light industrial/commercial facilities, rail yard (Lambton Yard), sound levels from these facilities may at times be audible. Summary of Recommendations The following recommendations are provided in regard to noise mitigation. Transportation Noise. A solid parapet wall or balcony guard.4 m in height is required for the rooftop amenity area.. The 8-storey building should be equipped with central air conditioning systems that will allow the windows to remain closed. The outdoor mechanical equipment associated with the

22 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 central air conditioning systems for the building should comply with the criteria of MOECC publication NPC-.. The closest facades with exposure to the railway will require brick or masonry exterior wall or an acoustical equivalent. Any spandrel or metal panel sections must have a drywall partition on separate framing with or without insulation behind, and faced with one or more layers of drywall or alternative materials. 4. Upgraded glazing constructions are required for the facades with exposure to Dundas Street West and the railway line, as indicated in Section... A detailed noise study should be conducted for the 8-storey building when detailed floor plans and elevations are available to refine the building façade and glazing construction with respect to traffic noise impacts based on actual window to floor area ratios. 6. Warning clauses should be included in the property and tenancy agreements and offers of purchase and sale for the dwelling units in the proposed building to inform the future owners/occupants of the noise issues and the presence of the roadways and railway. 7. Tarion Builder s Bulletin B9R requires that the internal design of condominium projects integrates suitable acoustic features to insulate the suites from noise from each other and amenities in accordance with the OBC, and limit the potential intrusions of mechanical and electrical services of the buildings on its residents. If B9R certification is needed, an acoustical consultant is required to review the mechanical and electrical drawings and details of demising constructions and mechanical/electrical equipment, when available, to help ensure that the noise impact of the development on itself are maintained within acceptable levels. Outdoor sound emissions should also be checked to ensure compliance with the City of Toronto noise by-law (Toronto Municipal Code, Chapter 9). Stationary Noise 8. To address the potential for sound level excesses from the nearby commercial/light industrial facilities and the CP Lambton rail yard, a specific noise warning clause is required as

23 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 indicated in Section 9.. The reader is referred to the previous sections of this report where these recommendations are discussed in more detail. The following table summarizes the recommendations made in this report. Table XII: Summary of Noise Control Requirements and Noise Warning Clauses for the 8-storey Building Required Glazing Type of Acoustic Constructions for Description Ventilation Warning Façade Barrier Specific Facades Clause STC for LR/BR [A] North façade -- A/C A, B, C, D LR/BR: STC 8 [B] East façade -- A/C A, B, C, D LR/BR: STC 4 [C] South facade -- A/C A, B, C, D LR/BR: STC [D] West façade -- A/C A, B, C, D LR/BR: STC 4 [E] Rooftop Amenity Area.4 m+ -- A, D -- Notes: -- no specific requirement + Solid parapet wall * The mechanical equipment should comply with the criteria of MOECC publication NPC-. OBC Ontario Building Code Requirements ** When detailed floor plans and building elevations are available, an acoustical consultant should review the plans for compliance with the noise report. The reader is referred to the previous sections of this report where these recommendations are discussed in more detail.. Implementation To ensure that the noise control recommendations outlined above are fully implemented, it is recommended that:. When detailed architectural floor plans and exterior elevation drawings are available, an acoustical engineer shall review the plans to provide recommendations for STC for glazing elements based on actual window to floor area ratios.. Prior to the issuance of occupancy permits for this development, the City s building inspector or a Professional Engineer qualified to provide acoustical engineering services in the Province of

24 Noise Feasibility Study, Proposed Mixed-Use Development Page 8 Dundas Street West, Toronto, ON May, 6 Ontario should certify that the noise control measures for the development have been properly incorporated, installed and constructed.

25 TACT Revision: No. Date Revision CPR RAIL CORRIDOR. TACT Architecture Inc. 66R College Street [rear lane] Toronto Ontario M6G B D U N D A S S T W 8 DUNDAS ST W Note: This drawing and all copyright therein are the sole and exclusive property of TACT Architecture Inc. Reproduction or use of this drawing in whole or in part by any means or in any way whatsoever without the prior written consent of TACT Architecture is strictly prohibited. Do not scale this drawing. Print date: Monday, April 8, 6. file: 8 Dundas St W v.pln J I L L S O N A V E W I N D E R M E R E A V E D U R I E S T B E R E S F O R D A V E R U N N Y M E D E R D job title 8 Dundas St W client Terra Firma - Habitat for Humanity R U N N Y M E D E R D sheet title Context Plan M O R L A N D R D drawn by GP/JL/RD issue date scale : job number 6 checked by PJ E X F O R D R D R D A.

26 SITE PLAN NOTES. TRAINED ON-SITE STAFF MEMBER WILL BE AVAILABLE TO MANOEUVRE BIN FOR COLLECTION DRIVER. IN THE EVENT THE ON-SITE STAFF IS UNAVAILABLE AT THE TIME OF THE CITY COLLECTION VEHICLE ARRIVES AT THE SITE, THE COLLECTION VEHICLE WILL LEAVE THE SITE AND NOT RETURN UNITL THE NEXT SCHEDULED COLLECTION DAY. TYPE 'G' LOADING SPACE AND THE ABUTTING STAGING AREA TO BE CONSTRUCTED OF A MINIMUM mm REINFORCED CONCRETE AT ±% SLOPE TACT Revision: No. Date Revision A4. A4. N A. GCA 7,9 sq ft m RADIUS DAYLIGHT EASMENT SHORT-TERM BICYCLE PARKING (4-SPACES) D U N D A S S T W PROPOSED F.H. RELOCATION EXISTING F.H. LOCATION x x 4 6 6x SHORT-TERM BICYCLE PARKING (4-SPACES) SIAMESE CONNECTION EXISITING SIDEWALK BOUNDARY m RADIUS DAYLIGHT EASMENT SHORT-TERM BICYCLE PARKING (4-SPACES) W A. Ax A B C D E F D U R I E S T..6 LINE OF FLOOR ABOVE OUTLINE OF EXISTING BUILDING Lobby,68 sq ft Amenity 484 sq ft MAIL 4..4 EXISTING PUBLIC LA NE F EXIT TYP. 4.8 STAGING AREA 8 sq ft G Bulk Items 8 sq ft Res Waste Stor Reatil BOH Res Waste Stor 479 sq ft 67 sq ft 44 sq ft (6 UNITS) (6 UNITS) H I J TYPE 'G' LOADING.m x 4.m x 6.m EXTENT OF EXCAVATION Retail,98 sq ft 8 DUNDAS ST W 8-STOREY RETAIL / RESIDENTIAL BUILDING 4.78 S A.4 R x 'LONG TERM' BICYCLE SPACES Amenity 484 sq ft Lobby,6 sq ft EXIT 7.% MAIL LINE OF FLOOR ABOVE LINE OF FLOOR ABOVE 6 7 SHORT-TERM BICYCLE PARKING (4-SPACES) PRIMARY ENTRANCE.96 E A. EXTENT OF EXCAVATION SHORT-TERM BICYCLE PARKING (4-SPACES) SWT ACCESS HATCH B E R E S F O R D A V E TACT Architecture Inc. 66R College Street [rear lane] Toronto Ontario M6G B info@tactdesign.ca Note: This drawing and all copyright therein are the sole and exclusive property of TACT Architecture Inc. Reproduction or use of this drawing in whole or in part by any means or in any way whatsoever without the prior written consent of TACT Architecture is strictly prohibited. Do not scale this drawing. Print date: Monday, April 8, 6. file: 8 Dundas St W v.pln job title 8 Dundas St W client Terra Firma - Habitat for Humanity sheet title Site Plan drawn by GP/JL/RD issue date checked by PJ scale :4 job number 6 A.

27 A4. A4. TACT Revision: No. Date Revision Residential,6 sq ft x x 4 6 6x Ax A. B C D Outdoor Amenity,64 sq ft SEE LANDSCAPE DRAWING (L) FOR DETAILED VIEW OF OUTDOOR AMENITY Amenity 88 sq ft BD,4 sq ft GREEN ROOF BD 88 sq ft BD,44 sq ft TACT Architecture Inc. 66R College Street [rear lane] Toronto Ontario M6G B info@tactdesign.ca Note: This drawing and all copyright therein are the sole and exclusive property of TACT Architecture Inc. Reproduction or use of this drawing in whole or in part by any means or in any way whatsoever without the prior written consent of TACT Architecture is strictly prohibited. Do not scale this drawing. Print date: Monday, April 8, 6. E file: 8 Dundas St W v.pln F job title 8 Dundas St W F G H I J x client Terra Firma - Habitat for Humanity sheet title 8F drawn by GP/JL/RD issue date scale : job number 6 checked by PJ A.

28

29 FRAME COORDINATES ARE UTM IN METRES Figure 4 - Sound Level Contours (Steady Sources)

30 FRAME COORDINATES ARE UTM IN METRES Figure : Sound Level Contours (Impulsive Sources)

31 APPENDIX A CP Principal Mainline Requirements

32 PRINCIPAL MAIN LINE REQUIREMENTS. Berm, or combination berm and noise attenuation fence, having extensions or returns at the ends, to be erected on adjoining property, parallel to the railway right-of-way with construction according to the following: a) Minimum total height. metres above top-of-rail; b) Berm minimum height. metres and side slopes not steeper than. to. c) Fence, or wall, to be constructed without openings and of a durable material weighing not less than kg. per square metre (4 lb/sq.ft.) of surface area. No part of the berm/noise barrier is to be constructed on railway property. A clause should be inserted in all offers of purchase and sale or lease, and be registered on title or included in the lease for each dwelling affected by any noise and vibration attenuation measures, advising that any berm, fencing, or vibration isolation features implemented are not to be tampered with or altered, and further that the owner shall have the sole responsibility for and shall maintain these features. Dwellings must be constructed such that the interior noise levels meet the criteria of the appropriate Ministry. A noise study should be carried out by a professional noise consultant to determine what impact, if any, railway noise would have on residents of proposed subdivisions and to recommend mitigation measures, if required. The Railway may consider other measures recommended by the study.. Setback of dwellings from the railway right-of-way to be a minimum of metres. While no dwelling should be closer to the right-of-way than the specified setback, an unoccupied building, such as a garage, may be built closer. The. metre high earth berm adjacent to the right-of-way must be provided in all instances.. Ground vibration transmission to be estimated through site tests. If in excess of the acceptable levels, all dwellings within 7 metres of the nearest track should be protected. The measures employed may be: a) Support the building on rubber pads between the foundation and the occupied structure so that the maximum vertical natural frequency of the structure on the pads is Hz; b) Insulate the building from the vibration originating at the railway tracks by an intervening discontinuity or by installing adequate insulation outside the building, protected from the compaction that would reduce its effectiveness so that vibration in the building became unacceptable; or c) Other suitable measures that will retain their effectiveness over time. 4. A clause should be inserted in all offers of purchase and sale or lease and in the title deed or lease of each dwelling within m of the railway right-of-way, warning prospective purchasers or tenants of the existence of the Railway's operating right-of-way; the possibility of alterations including the possibility that the Railway may expand its operations, which expansion may affect the living environment of the residents notwithstanding the inclusion of noise and vibration attenuating measures in the design of the subdivision and individual units, and that the Railway will not be responsible for complaints or claims arising from the use of its facilities and/or operations.. Any proposed alterations to the existing drainage pattern affecting railway property must receive prior concurrence from the Railway, and be substantiated by a drainage report to be reviewed by the Railway. 6. A.8 metre high chain link security fence be constructed and maintained along the common property line of the Railway and the development by the developer at his expense, and the developer is made aware of the necessity of including a covenant running with the lands, in all deeds, obliging the purchasers of the land to maintain the fence in a satisfactory condition at their expense. 7. Any proposed utilities under or over railway property to serve the development must be approved prior to their installation and be covered by the Railway's standard agreement.