Transportation Noise Study. 619 Longfields Drive. Ottawa, Ontario

Transcription

1 Transportation Noise Study 619 Longfields Drive Ottawa, Ontario REPORT: GWE Traffic Noise Prepared For: Tony Campanale 1187 Bank Street Ottawa, Ontario K1S 3X7 Prepared By: Joshua Foster, P.Eng., Partner Omar Daher, B.Eng., EIT, Junior Environmental Scientist July 7, Walgreen Road, Ottawa, Ontario K0A 1L0 T (613)

2 EXECUTIVE SUMMARY This document describes a transportation noise study performed for the development located at 619 Longfields Drive in Ottawa, Ontario. The development consists of five (5) three storey townhome blocks. Figure 1 illustrates a site plan with surrounding context. The major sources of surface transportation noise are Longfields Drive to the east, and the OC Transpo Transitway and VIA Rail line to the west. The site is also influenced by aircraft noise from the McDonald Cartier International Airport. The assessment is based on: (i) theoretical noise prediction methods that conform to the Ministry of the Environment and Climate Change (MOECC) and City of Ottawa requirements; (ii) noise level criteria as specified by the City of Ottawa s Environmental Noise Control Guidelines (ENCG); (iii) future vehicular traffic volumes based on the City of Ottawa s Official Plan roadway classifications; and (iv) architectural drawings received from Paul A. Cooper Architect. The results of the current study indicate that noise levels due to roadway traffic over the site will range between 50 and 64 dba during the daytime period (07:00 23:00) and between 47 and 57 dba during the nighttime period (23:00 07:00). The highest noise level (i.e. 64 dba) occurs on the east side of Block 1 (Receptor 9), which is nearest and most exposed to Longfields Drive to the east. Noise levels at the OLA are expected to fall under 55 dba; therefore, no mitigation is required for these outdoor living areas. Results of the calculations also indicate that the development will require forced air heating with provision for central air conditioning (or similar mechanical systems) for all units in Buildings 1 5, which will allow occupants to keep windows closed and maintain a comfortable living environment. As noted below, the remainder of the site will also require these ventilation requirements due to the influence from aircraft noise. In addition to ventilation requirements, Warning Clauses in all Lease, Purchase and Sale Agreements, will be required as summarized in Section 6. Stationary noise sources surrounding the development were analyzed for noise level impacts on the development. The sources are a Bus Rapid Transit (BRT) station, a transformer station west of the development, HVAC equipment from a mixed use building to the north of the site. Impacts from surrounding sources on the site were determined by theoretical calculations and on site measurements on May 24, The theoretical calculations concluded that noise levels are well below the ENCG criteria for stationary noise during daytime and night time periods. This was also confirmed by on site 619 Longfields Drive: Transportation Noise Study i

3 measurements. The transformer station was found to be quiet and no noise was detected coming from the facility. As for the HVAC equipment from the mixed use building north of the site, a previous noise study by State of the Art Acoustik determined that noise levels at the development were compliant with ENCG criteria. Finally, the noise levels due to acceleration and deceleration of busses from the BRT were found to be compliant with ENCG criteria. During the site visit it was confirmed that ambient noise is dominated by traffic and other background sources. Therefore, all three sources are deemed to be insignificant sources of noise and the development will be compatible with adjacent land uses. Since the development is within the Ottawa Airport Vicinity Development Zone, all blocks will necessitate building components be designed using the Prescribed Measures for Aircraft Noise, as outlined in Table 8 and Part 6 of the ENCG. In addition to building components, forced air heating with provision for central air conditioning (or similar mechanical systems) is required for all blocks. Furthermore, for all units in the development, Warning Clause (Type Aircraft 1 ) must be included in all Agreements of Lease, Purchase and Sale. As the development is within 300 meters of the VIA Rail line, a Warning Clause will be included in all Agreements of Lease, Purchase and Sale as described in Section 6. 1 Table 5.0a from Part 6, ENCG 619 Longfields Drive: Transportation Noise Study ii

4 TABLE OF CONTENTS PAGE 1. INTRODUCTION 1 2. TERMS OF REFERENCE 1 3. OBJECTIVES 1 4. METHODOLOGY Background Criteria for Roadway and Rail Traffic Noise Roadway Noise Assessment Theoretical Roadway Noise Predictions Roadway Traffic Volumes Railway Noise Assessment Theoretical Railway Noise Predictions Railway Traffic Volumes Aircraft Noise Assessment Criteria for Aircraft Noise Prescribed Measures for Aircraft Noise Stationary Noise Source Assessment and Criteria Assessment Procedure (Bus Station) RESULTS AND DISCUSSION Roadway and Railway Noise Levels Noise Control Measures Road and Rail Aircraft Noise Stationary Noise Levels CONCLUSIONS AND RECOMMENDATIONS 17 FIGURES APPENDICES: Appendix A Supporting Information Appendix B Traffic Modelling Input and Output Data 619 Longfields Drive: Transportation Noise Study iii

5 1. INTRODUCTION Gradient Wind Engineering Inc. (GWE) was retained by to undertake a transportation noise study for the development located at 619 Longfields Drive in Ottawa, Ontario. This report summarizes the methodology, results, and recommendations related to a transportation noise assessment. GWE s scope of work involved assessing exterior and interior noise levels generated by local roadway, railway, and aircraft traffic. The assessment was performed on the basis of theoretical noise calculation methods conforming to the City of Ottawa 2 and Ministry of the Environment and Climate Change (MOECC) 3 guidelines. Noise calculations were based on architectural drawings received from Paul A. Cooper Architect, with future traffic volumes corresponding to the City of Ottawa s Official Plan (OP) roadway classifications, and future railway volumes obtained from VIA Rail. 2. TERMS OF REFERENCE The focus of this environmental noise assessment is a proposed five block (64 unit) residential development consisting of three storey townhouse blocks. Each block will rise 13 meters above grade. There are two areas intended to serve as outdoor living areas, located west of Building 4 and southwest of Building 1. The development is bounded by Longfields Drive directly to the east, with the Transitway and VIA Rail corridor to the west. The site is surrounded on all sides with mixed use land, specifically institutional, and residential space. Figure 1 illustrates a complete site plan with surrounding context. 3. OBJECTIVES The main goals of this work are to: (i) calculate the future noise levels on the study buildings produced by local transportation traffic, and (ii) ensure that interior noise levels do not exceed the allowable limits specified by the City of Ottawa s Environmental Noise Control Guidelines (ENCG) as outlined in Section 4.2 of this report. 2 City of Ottawa Environmental Noise Control Guidelines, SS Wilson Associates, May 10, Ministry of the Environment Publication NPC Longfields Drive: Transportation Noise Study 1

6 4. METHODOLOGY 4.1 Background Noise can be defined as any obtrusive sound. It is created at a source, transmitted through a medium, such as air, and intercepted by a receiver. Noise may be characterized in terms of the power of the source or the sound pressure at a specific distance. While the power of a source is characteristic of that particular source, the sound pressure depends on the location of the receiver and the path that the noise takes to reach the receiver. Measurement of noise is based on the decibel unit, dba, which is a logarithmic ratio referenced to a standard noise level ( Pascals). The A suffix refers to a weighting scale, which better represents how the noise is perceived by the human ear. With this scale, a doubling of power results in a 3 dba increase in measured noise levels and is just perceptible to most people. An increase of 10 dba is often perceived to be twice as loud. 4.2 Criteria for Roadway and Rail Traffic Noise For surface transportation, the equivalent sound energy level, L eq, provides a measure of the time varying noise levels, which is well correlated with the annoyance of sound. It is defined as the continuous sound level, which has the same energy as a time varying noise level over a period of time. For roadways, the L eq is commonly calculated on the basis of a 16 hour (L eq16 ) daytime (07:00 23:00) / 8 hour (L eq8 ) nighttime (23:00 07:00) split to assess its impacts on buildings. Table 1 below describes the applicable indoor noise level limits for roadway sources, as specified in the City of Ottawa s ENCG. TABLE 1: INDOOR SOUND LEVEL CRITERIA (ROAD AND RAIL) 4 Type of Space Time Period Road L eq (dba) General offices, reception areas, retail stores, etc. 07:00 23: Living/dining/den areas of residences, hospitals, schools, nursing/retirement homes, day care centres, theatres, places of worship, libraries, individual or semi private offices, conference rooms, etc. Rail 07:00 23: Sleeping quarters of hotels/motels 23:00 07: Sleeping quarters of residences, hospitals, nursing/retirement homes, etc. 23:00 07: Adapted from ENCG 2016 Part 1, Table 2.2c 619 Longfields Drive: Transportation Noise Study 2

7 Predicted noise levels at the plane of window (POW) dictate the action required to achieve the recommended sound levels. An open window is considered to provide a 10 dba reduction in noise, while a standard closed window is capable of providing a minimum 20 dba noise reduction 5. Therefore, where noise levels exceed 55 dba daytime and 50 dba nighttime, the ventilation for the building should consider the need for having windows and doors closed, which normally triggers the need for central air conditioning (or similar systems). Where noise levels exceed 65 dba daytime and 60 dba nighttime, building components will require higher levels of sound attenuation 6. The sound level criterion for outdoor living areas is 55 dba, which applies during the daytime (07:00 to 23:00). When noise levels exceed 55 dba, mitigation must be provided to reduce noise levels where technically and administratively feasible to acceptable levels at or below the criterion. Due to the significantly lower frequency content of railway noise, the indoor criteria for rail is 5 dba lower than that of Roadway noise, as can be seen in Table Roadway Noise Assessment Theoretical Roadway Noise Predictions Noise predictions were performed with the aid of the MOECC computerized noise assessment program, STAMSON 5.04, for road analysis. Noise receptors were strategically identified at 18 locations around the study area, as illustrated in Figure 2. Roadway noise calculations were performed by treating each road segment as separate line sources of noise, and by using existing building locations as noise barriers. In addition to the traffic volumes summarized in Table 2, theoretical noise predictions were based on the following parameters: Truck traffic on all roadways was taken to comprise 5% heavy trucks and 7% medium trucks, as per ENCG requirements for noise level predictions. The day/night split was taken to be 92% / 8% respectively for all streets. Absorptive and reflective intermediate ground surfaces based on specific source receiver path ground characteristics. In general, the railway and Transitway were treated with absorptive 5 Burberry, P.B. (2014). Mitchell s Environment and Services. Routledge, Page MOECC, Environmental Noise Guidelines, NPC 300 Part C, Section Longfields Drive: Transportation Noise Study 3

8 ground due to the large amount of vegetation between the source and receiver. For Longfields, hard ground was considered The study site was treated as having a flat topography Surrounding buildings in some cases used as barrier when the line of sight between the source and receiver is broken by the buildings Roadway Traffic Volumes The ENCG dictates that noise calculations should consider future sound levels based on a roadway s classification at the mature state of development. Therefore, traffic volumes are based on the roadway classifications outlined in the City of Ottawa s Official Plan (OP) and Transportation Master Plan 7, which provide additional details on future roadway expansions. Average Annual Daily Traffic (AADT) volumes are then based on data in Table B1 of the ENCG for each roadway classification. Table 2 (below) summarizes the AADT values used for each roadway included in this assessment. TABLE 2: ROADWAY TRAFFIC DATA Roadway Roadway Class Speed Limit (km/h) Official Plan AADT Longfields Drive 2 UMCU 40 12,000 OC Transpo Transitway 4.4 Railway Noise Assessment Bus Transitway Due to the characteristic of rail noise which occurs over short periods (i.e. whistles, brake squealing), and a significant low frequency component produced by the movement of the locomotive along the track, road and rail traffic noise require separate analyses, particularly when assessing indoor sound levels. In order to account for the special character of railway sound, the indoor sound level criteria are more stringent by 5 db as compared to the road traffic criteria. This difference typically results in requirements for upgraded glazing elements to provide better noise attenuation by the building envelope. Interior noise level criteria include the influence from rail crossings and warning whistle bursts. Whistle bursts from the train have been included for POW receptors. 7 City of Ottawa Transportation Master Plan, November Longfields Drive: Transportation Noise Study 4

9 4.4.1 Theoretical Railway Noise Predictions Calculations were performed for receptors in close proximity to the railway with the assistance of the MOECC rail and road noise analysis program STAMSON 5.04 which incorporates the calculation model Sound from Trains Environment Analysis Method (STEAM). The impact from railway noise is then combined with roadway predictions using a logarithmic addition at each point of reception and compared to the relevant criteria. To account for a future rail expansion, as indicated by the railway authority, STAMSON calculations assumed rail line would be closer to the development than the existing track in operation. The railway lines were treated as single line sources of noise which use existing building locations as noise barriers. Based on correspondence with the railway authority, see Appendix A, the following considerations have been factored in to our analysis. In addition to the railway volumes summarized in Table 3: All trains operating in the area are diesel trains Passenger trains modeled with 2 locomotives, and five cars per train Freight trains modeled with 2 locomotives, and 40 cars per train A representative from VIA Rail indicated that the operating speed of passenger trains along this section of track is 97 km/h (60 miles per hour). Increase in speeds in the future are unlikely do to the proximity to the Fallowfield Station and the need for a grade separated crossing at Fallowfield Road As per Section 4.4, whistling from trains was included for a test receptor (R1A) which found that whistle noise was 10 dba less than wheel noise. Therefore, it was considered to be insignificant to the analysis and is negligible. Rail lines are not welded Railway Traffic Volumes A senior Project Manager from VIA Rail provided the existing daily rail traffic data. They also provided an estimate of future traffic volumes 15 years after construction to the year The current and future train classes are composed of passenger and freight trains. Table 3 below summarizes the rail traffic volumes considered in the assessment. Appendix A contains correspondence with the Railway authority. 619 Longfields Drive: Transportation Noise Study 5

10 TABLE 3: RAILWAY TRAFFIC DATA Railway Train Class Speed Limit (km/h) Current Train Counts Year of Count Projected 2032Rail Volume VIA Rail line Diesel (Passenger) Day / 3 Night Day / 6 Night Freight Train Diesel 97 2 Day/ 2 Night Day/ 2 Night 4.5 Aircraft Noise Assessment Criteria for Aircraft Noise The ENCG outlines the sound level criteria for aircraft noise based on a site s location near the Ottawa International Airport. The Ottawa Airport Vicinity Development Zone (OAVDZ) is a zone around the airport defined by NEF/NEP contour lines that follow fixed features, such as roads or lot boundaries. NEF/NEP contours reflect the predetermined noise levels which would impact sensitive areas around airports. These contours include the influences of noise levels from aircraft flight, take off, and ground operations to specific urban areas. Noise generated from aircraft traffic is represented as Effective Perceived Noise Levels (EPNL), a unit of noise measurement that accounts for variations in the human perception of pure tones and noise duration. Computer predicted noise levels are plotted geographically to generate NEF/NEP contour maps, where lower NEF/NEP levels correspond to lower average outdoor noise levels. These combined contours form The Ottawa Airport Vicinity Development Zone (OAVDZ), which represents the 25 NEF/NEP contour, and The Ottawa Airport Operating Influence Zone (OAOIZ), which represents the NEF/NEP 30 contour. Within the OAOIZ, noise sensitive development is not permitted, although infill and redevelopment may occur in specific areas within the zone in keeping with the criteria set out in the Official Plan. Between the OAOIZ and the OAVDZ, noise sensitive land use development requires a noise impact study or prescribed measures as per Part 6 of the ENCG. According to accepted research 8, Health and Welfare Canada states that people continuously exposed to NEF/NEP values less than 35 will not suffer adverse physical or psychological effects. Sociological surveys 9 8 Report of the Special Meeting on Aircraft Noise in the Vicinity of Aerodromes, Montreal ICAO, Noise in Urban and Suburban Areas. Bolt, Beanik and Newman, Inc., Washington, January Longfields Drive: Transportation Noise Study 6

11 have indicated that negative community reactions to noise levels may start at about 25 NEF/NEP. Table 4 identifies the sound level criteria for relevant outdoor and indoor living spaces exposed to aircraft noise. TABLE 4: OUTDOOR AND INDOOR AIRCRAFT SOUND LEVEL CRITERIA 10 Type of Space NEF/NEP Approximate L eq(24hr) Outdoor Point of Reception dba General offices, reception areas, retail stores, etc dba Individual or semi private offices, conference rooms, etc dba Living/dining areas of residences, sleeping quarters in hotels/motels, theatres, libraries, schools, day care centres, places of worship, etc. Sleeping quarters of residences, hospitals, nursing/retirement homes, etc Prescribed Measures for Aircraft Noise 5 36 dba 0 31 dba As indicated in Figure 3, all residential units of the new development are located between the 25 NEF/NEP and the Ottawa Airport Operating Influence Zone (OAOIZ), NEF/NEP 30 contour, as per Schedule K of the Official Plan Annex. For low rise residential developments located between NEF/NEP 25 and 30 contours, the ENCG provides recommended Prescribed Measures to address airport noise, as contained in Part 6 of the ENCG. These prescribed measures are summarized in Section 5.3 of this report. As the development is located on the edge of the NEF/NEP 25 contour, roadway traffic is expected to be the prominent source of noise. 4.6 Stationary Noise Source Assessment and Criteria The equivalent sound energy level, L eq, provides a weighted measure of the time varying noise levels, which is well correlated with the annoyance of sound. It is defined as the continuous sound level, which has the same energy as a time varying noise level over a selected period of time. For stationary sources, the L eq is calculated on an hourly interval, while for roadways, the L eq is calculated on the basis of a 16 hour daytime / 8 hour nighttime split. Noise criteria taken from the ENCG apply to outdoor points of reception (POR). A POR is defined under ENCG as any location on a noise sensitive land use where noise from a stationary source is received. A POR can be located on an existing or zoned for future use premises of permanent or seasonal residences, 10 Adapted from ENCG Tables 1.2, Longfields Drive: Transportation Noise Study 7

12 hotels/motels, nursing/retirement homes, rental residences, hospitals, camp grounds, and noise sensitive buildings such as schools, places of worship and daycare facilities. According to the ENCG, the recommended maximum noise level for an urban (Class 2) environment at a POR is either the lowest onehour background noise level due to other sources, or the exclusionary limits outlined in Table 5, whichever is higher. The site is located in Barrhaven, outside the busy core and in close proximity to a major collector. Additionally, there is a railway track and BRT nearby. For these reasons, we considered the site to be situated in a Class 2 urban environment. TABLE 5: EXCLUSIONARY LIMITS FOR CLASS 2 AREA Time of Day Outdoor Points of Reception Plane of Window 07:00 19: :00 23: :00 07:00 45 Sources of stationary noise surrounding the subject property are a Transitway Station to the northwest, a transformer station west of the development, and HVAC equipment from a mixed use building to the north of the site. Noise levels due to the transit station were determined theoretically and by on site measurements. The theoretical involves calculating the noise level due to the busses accelerating and decelerating as they approach and leave the transit station. To confirm all stationary sources of noise were considered GWE performed a site visit on May 24, During the site visit the following observations were made. Three potential sources were identified and included, BRT Transit Station, a transformer station, and HVAC equipment on surrounding building to the north. The Bus Rapid Transit (BRT) station northwest of the site at a distance of approximately 156 metres, is also considered a stationary source of noise. The primary source of noise from the station is the sound of busses accelerating and decelerating to and from the bus platforms. Impact from the site were determined through theoretical calculations and confirmed through on site measurements. 619 Longfields Drive: Transportation Noise Study 8

13 Impacts of bus acceleration and deceleration were determined through theoretical calculation, the methodology is found in the Noise Assessment for Longfields Station report by Urban Aerodynamics Ltd. (UAL) 11. The noise dosage is calculated by the following equation as found in the UAL report: LdB = dbref + 10 Log (T/2) 20 Log (D/Dref) Where: D is the perpendicular distance from the bus path to the receptor in metres Dref is the distance at which dbref was measured (31 metres) dbref is the maximum noise level measured (66 dba) at the perpendicular distance Dref (31 metres) T is the duration of an accelerating or decelerating bus in seconds (44.4) found using an acceleration of 0.5 m/s 2 and the speed of the bus being 80 km/hr The total noise can be reduced to the following equation: LdB = Log (N bus ) 20 Log (D) Where: N bus is the number of busses at the worst case 1 hour period during the daytime D is the perpendicular distance from the bus path to the receptor in metres The transformer station was found to be quiet and no noise was detected coming from the facility. Ambient sources such as traffic noise and bus along the Transitway dominated the sound field near the transformer station. As such, it was ruled to be an insignificant source of noise. As for the HVAC equipment located on the roof of Longfields Station Building, a noise study was conducted by State of the Art Acoustik Inc. on August 18, 2014, which took into account rough massing for the proposed development by the proponent 12. Two receptors were analyzed north of Building 1 and Building 11 Urban Aerodynamics Ltd. Site Plan Approval Noise Assessment Longfields Subdivision January 11, 2012 Appendix C Pg State of the Art Acoustik Inc. Longfields Station 4 Storey Apartments Environmental Noise Analysis August 18, Longfields Drive: Transportation Noise Study 9

14 5. The study concluded noise levels at these receptors to be compliant with the ENCG criteria. With Longfields Drive being the dominant source of noise, therefore noise levels from the HVAC equipment on the building to the north are expected to be insignificant Assessment Procedure (Bus Station) For the theoretical calculation procedure, using the bus schedule from OC transpo (included in Appendix A), it was found that the worst case period during the day time occurs between 17:00 pm to 18:00 pm. A total of 30 busses are expected to potentially pick up or drop off passengers at the station. To account for future volumes, the ratio between the total number of busses in the future vs existing was calculated. There are 510 projected busses as in Table 2 and 272 existing based on the count, therefore, the ratio of future to existing is approximitly 2. Therefore, the number of existing busses was multiplied by 2 to account for future growth. The bus noise equation now reduces to: LdB = Log (60) 20 Log (D) LdB = Log (D) This was then used along with the perpendicular distance (128 metres as shown in Figure 4) from the transit station to Receptor 1 to calculate the hourly noise level. For the on site measurements, they were conducted on May 24, 2017 during the hours of 14:45 to 18:00, which was intended to capture peak rush hour when the station would be at its busiest. Measurements were conducted at locations identified in Table 6 at and illustrated Figure Longfields Drive: Transportation Noise Study 10

15 TABLE 6: MEASUREMENT LOCATIONS Receptor ID Receptor Location Measurement ID Measurement Location Height Above Grade (m) 1 Northwest corner of Property 1 ~109 m Southeast of OC Transit Station 1.5 The measurement location was selected in an area close enough to the station to minimize interference from background sources, yet far enough away to avoid near field effects (shielding provided by the building and trench). During the measurements, the weather conditions were partly cloudy with temperatures between 22 and 25 C, winds blowing from the northeast at 11 to 15 km/h. The relative humidity was 44 47% and the barometric pressure was around 101 kpa. The measurements were conducted using a Type 1 integrating sound level metres, Brüel & Kjӕr Types The model of the microphones used in the sound metres are Type 4189 H 041. The meter was calibrated using a Brüel & Kjӕr Type 4231 sound level calibrator. Measurements were conducted following the procedures listed in the MOECC document NPC 103. The source of noise was considered varying noise and 20 min L eq were measured with the metre on slow response. These measurements were repeated thought the entire measurement period. As per NPC 103 a 20 minute measurement period can be considered equivalent to the one hour L eq for comparison with the sound pressure level limits. During periods of extraneous background noise, such as air plane flyovers the meter was passed and restarted as necessary to minimize interference from other sources. The following equation provided in the text Noise and Vibration Control (Leo L. Beranek) 13, was used to extrapolate sound pressure levels at the measurement locations to points of reception, at the subject site. L 2 =L 1 20log(R 2 /R 1 ) A e 13 Noise and Vibration Control (1971), Leo L. Beranek, Institute of Noise Control Engineering, page Longfields Drive: Transportation Noise Study 11

16 Where: L 1 is the measured sound level L 2 is the extrapolated sound level R 1 is the distance from source to measurement location R 2 is the distance from source to point of reception A e is the excess attenuation for the distance r 2 r 1 (A e =0 in this case due to loss free atmosphere) 619 Longfields Drive: Transportation Noise Study 12

17 5. RESULTS AND DISCUSSION 5.1 Roadway and Railway Noise Levels The results of the roadway and railway noise calculations are summarized in Table 7 below. Appendix B contains the complete set of input and output data from all STAMSON 5.04 calculations. Receptor Number TABLE 7: EXTERIOR NOISE LEVELS DUE TO ROAD AND RAIL TRAFFIC Plane of Window Receptor Location Road Noise Level (dba)* Rail Noise Level (dba) Total Noise Level (dba) Day Night Day Night Day Night 1 POW Building 4 North F POW Building 4 East F POW Building 4 South F POW Building 4 West F POW Building 5 North F POW Building 5 East F POW Building 5 South F POW Building 1 North F POW Building 1 East F POW Building 1 South F POW Building 2 East F POW Building 2 South F POW Building 2 West F POW Building 3 North F POW Building 3 South F POW Building 3 West F OLA Ground level Southwest of Building OLA Ground level West of Building * Road Noise Levels represent the combined noise levels of Road and Transit (OC Transpo), F.= Façade 619 Longfields Drive: Transportation Noise Study 13

18 The results of the current study indicate that noise levels due to roadway traffic over the site will range between 50 and 64 dba during the daytime period (07:00 23:00) and between 47 and 57 dba during the nighttime period (23:00 07:00). The highest noise level (i.e. 64 dba) occurs on the east side of Block 1 (Receptor 9), which is nearest and most exposed to Longfields Drive to the east. Noise levels at the OLA are expected to fall under 55 dba; therefore, no mitigation is required for these outdoor living areas. As stated in Section 4.4.1, whistle noise was found to be 10 dba less than wheel noise when tested on Receptor 1, therefore it was concluded to be negligible from the analysis. 5.2 Noise Control Measures Road and Rail Noise levels predicted due to surface transportation source do not exceed the criteria listed in Section 4.2 for building components. Therefore, upgraded building components will not be required for roadway and railway transportation noise. The installation of forced air heating with provisions for central air conditioning (or similar mechanical systems) will be required for all units in Buildings 1 5, which will allow occupants to keep windows closed and maintain a comfortable living environment. In addition to ventilation requirements, Warning Clauses will also be required be placed on all Lease, Purchase and Sale Agreements, as summarized in Section 6. Additional noise control measures may be required as per Section 5.3 of this report to address aircraft noise. 5.3 Aircraft Noise Table 8 summarizes the minimum building component requirements stipulated in the City of Ottawa ENCG for aircraft noise. For protection of indoor spaces, Table 8 below shall be used as a minimum for aircraft noise. Particular care should be taken to ensure exterior walls are acoustically sealed. Façade penetrating elements, such as exhaust ducts and vents should be internally treated with 25 millimeter (mm) thick, acoustic lining extending no less than 3 meters (m) from the exterior surface to reduce the potential for ambient noise intrusion. In addition to building components, because the development is within the Ottawa Airport Vicinity Development Zone, forced air heating with provision for central air conditioning (or similar mechanical 619 Longfields Drive: Transportation Noise Study 14

19 systems) is required for all blocks. Furthermore, for all units in the development the Warning Clause (Type Aircraft) must be included in all Agreements of Lease, Purchase and Sale. TABLE 8: MINIMUM BUILDING COMPONENT REQUIREMENTS FROM AIRCRAFT TRAFFIC NOISE PROTECTION TO THE RESIDENTIAL UNITS* 14 Wall Components Windows and Patio Doors Roof-Ceilings Exterior Doors (a) 12.7 mm gypsum board; (b) vapour barrier; (c) 38 mm 139 mm studs at 400 mm o.c.; (d) batt / blown insulation in the interstud cavities; (e) 7.9 mm exterior sheathing; (f) building paper; (g) wood siding; vinyl siding; or metal siding with fibre backboard; or 20 mm stucco. Percentage of Exterior Wall Area to Total Floor Area of Room: <110% for bedrooms and <150% for living & dining rooms. Double glazed, well fitted, weather stripped units with dimensions to fit 25 mm [i.e. 4 mm glass, 16 mm air space, 4 mm glass] Percentage of Window Area to Total Floor Area of Room: <16% for bedrooms and <40% for living & dining rooms. Or Double glazed, well fitted, weather stripped units with dimensions to fit 25 mm minimum [i.e. 3 mm glass, 16 mm air space, 6 mm glass] (a) asphalt shingles; (b) sheathing; (c) typical (preengineered) wood trusses at 600 mm o.c. with ventilated attic; (d) 75 mm (or thicker) batt / blown insulation; (e) vapour barrier; (f) 12.7 gypsum board. 44 mm steel door with foam or glass fibre/polyurethane insulated core (diningliving rooms) with unlimited glazing; Or 44 mm glass fibre reinforced plastic door with foam or glass fibre insulated core (up to 20% of area glazed) (kitchens). Or With the same exterior wall construction and the mounting of the interior gypsum board on resilient chips/channels, the percentage of exterior wall area to floor area can be increased. Percentage of Window Area to Total Floor Area of Room: <20% for bedrooms and <50% for living & dining rooms Percentage of Exterior Wall Area to Total Floor Area of Room: <160% for all rooms *Cited from Part 6 of Prescribed Measures to Address Aircraft Noise in ENCG 14 Cited from Part 6 of ENCG, Prescribed Measures to Address Aircraft Noise 619 Longfields Drive: Transportation Noise Study 15

20 5.4 Stationary Noise Levels The results of the theoretical noise calculation due the transit station are presented in Table 9 below. As shown, the noise levels fall below the ENCG criteria. Since this result is also below the nighttime criteria, it can be concluded that noise levels during the nighttime will also be under 45 dba. TABLE 9: SUMMARY OF NOISE IMPACT TABLE Daytime (07:00 19:00) Evening and Nighttime (07:00 19:00) POR POR L eq Sound Level (dba) ENCG Criteria Meets MOECC Criteria POR L eq Sound Level (dba) ENCG Criteria Meets MOECC Criteria YES Yes Sound pressure level measurements taken at the site where stationary noise from the Transitway Station was observed to be the be highest. These values were then extrapolated in order to determine sound pressure levels on the property. The results of the on site measurements are found in Table 10 below. As can be seen from the Table below, the extrapolated L eq at the closest point of reception value falls below the MOECC criteria for daytime criteria. Review of the OC Transpo time tables 15 indicated bus volumes during peak afternoon periods are four times higher than off peak hours during the evening and overnight periods. Therefore, an adjustment of 6 dba has been applied to night and evening periods as per NPC &PreferredRouteKey=95~~Direction2&ShowOptions=false&StopFilterIdentifier=T+LON&StopFilterType=3&StopI dentifier=sl Longfields Drive: Transportation Noise Study 16

21 TABLE 10: SUMMARY OF NOISE IMPACT TABLE Daytime (07:00 19:00) Evening and Nighttime (07:00 19:00) POR Measured L eq Sound Level (dba) POR L eq Sound Level (dba) ENCG Criteria Meets MOECC Criteria POR L eq Sound Level (dba) ENCG Criteria Meets MOECC Criteria YES Yes As stated in Section 4.6 the nearby HVAC equipment on the building to the north and a transformer station were ruled as insignificant sources of noise. 6. CONCLUSIONS AND RECOMMENDATIONS The results of the current study indicate that noise levels due to surface transportation sources over the site will range between 50 and 64 dba during the daytime period (07:00 23:00) and between 47 and 57 dba during the nighttime period (23:00 07:00). The highest noise level (i.e. 64 dba) occurs on the east side of Block 1 (Receptor 9), which is nearest and most exposed to Longfields Drive to the east. Noise levels at the OLA are expected to fall under 55 dba; therefore, no mitigation is required for these outdoor living areas. Minimum building construction satisfying the Ontario Building Code (2012) will be sufficient to attenuate indoor noise levels from rail and roadway traffic to below ENCG indoor noise criteria. The installation of forced air heating with provisions for central air conditioning (or similar mechanical systems) will be required for all units in Buildings 1 5, which will allow occupants to keep windows closed and maintain a comfortable living environment. The following Warning Clause 16 in all Agreements of Lease, Purchase and Sale will be required for these units: The Owner acknowledges and agrees that all purchase and sale agreements of the whole or any part of a lot/block on the Plan of Subdivision shall contain the following clauses which shall be incorporated in all Transfers/Deeds from the Owner so that the clause shall be a covenant running with the lands for the benefit of the lands in the Subdivision: 16 City of Ottawa, Environmental Noise Control Guidelines, January Longfields Drive: Transportation Noise Study 17

22 Noise Control Features in accordance with the Transportation Noise, 619 Longfields Drive, Prepared by Gradient Wind Engineering Inc., Project No , dated June 26, 2017 for Buildings 1 5. The Transferee of Buildings 1 5, for himself, his heirs, executors, administrators, successors and assigns acknowledge being advised that despite the inclusion of noise control features in the development and/or within the building unit, sound levels due to increasing roadway and railway traffic may occasionally interfere with some indoor and/or outdoor activities of the dwelling occupants as the sound levels may at times exceed the sound level limits of the City of Ottawa and the Ministry of the Environment and Climate Change noise criteria. This development includes one measure to help reduce noise impacts, listed below. To ensure that provincial and municipal sound level limits are not exceeded and/or to keep sound levels as low as possible it is important to maintain the sound attenuation features provided. This dwelling unit has been designed with forced air heating and the provision for adding central air conditioning at the occupant s discretion. 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 sound level limits of the City of Ottawa and the Ministry of the Environment and Climate Change. The Transferee covenants with the Transferor that the above clause, verbatim, will be included in all subsequent Agreements of Purchase and Sale and Deeds conveying the lands described herein, which covenant shall run with the said lands and is for the benefit of the subsequent Owners of the said lands and the Owner of the adjacent road. Since the development is within the Ottawa Airport Vicinity Development Zone, all blocks will necessitate building components be designed using the Prescribed Measures for Aircraft Noise as outlined in Table 8 and Part 6 of the ENCG. In addition to building components, forced air heating with provision for central air conditioning (or similar mechanical systems) is required for all blocks. Furthermore, for all units in the 619 Longfields Drive: Transportation Noise Study 18

23 development the following Warning Clause (Type Aircraft 17 ) must be included in all Agreements of Lease, Purchase and Sale: Purchasers/building occupants are forewarned that this property/dwelling unit is located in a noise sensitive area due to its proximity to Ottawa Macdonald Cartier International Airport. In order to reduce the impact of aircraft noise in the indoor spaces, the unit has been designed and built to meet provincial standards for noise control by the use of components and building systems that provide sound attenuation. In addition to the building components (i.e. walls, windows, doors, ceiling roof), since the benefit of sound attenuation is lost when windows or doors are left open, this unit has been fitted with a forced air heating system, all components of which are sized to accommodate the future installation of central air conditioning by the owner/occupant. Despite the inclusion of noise control features within the dwelling unit, noise due to aircraft operations may continue to interfere with some indoor activities and with outdoor activities, particularly during the summer months. The purchaser/building occupant is further advised that the Airport is open and operates 24 hours a day, and that changes to operations or expansion of the airport facilities, including the construction of new runways, may affect the living environment of the residents of this property/area. The Ottawa Macdonald Cartier International Airport Authority, its acoustical consultants and the City of Ottawa are not responsible if, regardless of the implementation of noise control features, the purchaser/occupant of this dwelling finds that the indoor and/or outdoor noise levels due to aircraft operations are offensive. As the development is within 300 meters of the VIA Rail line, the following Warning Clause will be included in all Agreements of Lease, Purchase, and Sale: VIA Rail Canada or their assigns or successors in interest have rights of way within 300 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 17 Table 5.0a from Part 6, ENCG 619 Longfields Drive: Transportation Noise Study 19

24

25

26

27

28

29 APPENDIX A SUPPORTING INFORMATION 619 Longfields Drive: Transportation Noise Study A1

30 Hi Derek, Hope you are doing well, I had left you a voice mail yesterday (Thursday May 18) regarding a question about Via Rail train counts in Ottawa, Ontario for a traffic noise study. I thought it would also be helpful to you. Basically, our company conducted a traffic noise study for a residential development in Barrhaven, as shown in the picture. As such, the City of Ottawa wants us to obtain information as soon as possible with a reference for the following two things: 1. Current train counts We currently have the following assumption based on a previous study done near by Train counts: 12 / day and 2/night # of locomotives: 1 Cars/train 4 2. If the train suppress whistle bursts in Barrhaven or not, we had initially supplied the city with a news article stating that whistle bursts are suppressed but they wanted us to confirm with you Could you kindly provide a reference that would support the two items or correct it. I really appreciate your help! Sincerely, Omar Daher, B.Eng., EIT Junior Environmental Scientist 127 Walgreen Road Ottawa, Ontario K0A 1L0 Canada T x Hi Omar, 1. Train counts: Currently there s a maximum of 18 passengers train running from 6AM to 10:30PM. Also, a freight train runs back and forward from the Walkley yard to Richmond, so that adds another 2 possible movement for a total of 20 trains. The freight runs either day of night. These are subject to change as we are looking to add a frequency in Fall Longfields Drive: Transportation Noise Study A2

31 As for consist: For Passenger trains, 2 locomotives and 5 cars For Freight trains, 1 or 2 locomotives and up to 40 cars. 2. For the anti-whistle at crossing, the City have Board Orders and City Resolutions as to have the railway not whistle at the crossings from Merivale to Strandherd. 3. One thing I don t see in your question is maintenance work by track crew. All maintenance work on the track is done at night and some activities are noisy sometime more than just a train going by. 4. Also, future rail expansion may require to build an additional track that could be either on the South or North existing track which will reduce distance between train and houses. Saying that, noise barrier wall or other devices shall be part of the developer construction project. Regards, Derek Tardif, ing., M.Sc.A./Eng., M.A.Sc. Senior Project Manager, Infrastructure & Bridges Chef de Projets Principal, Infrastructure et Ponts All aboard for the celebrations / Prenez la voie des célébrations From: Omar Daher [mailto:omar.daher@gradientwind.com] Sent: 19 mai :44 To: Derek Tardif Subject: RE: Via Rail Train Counts Hi Derek, Thank you so much for your quick reply! This information is very helpful, after reviewing your comments I am wondering about the following two: 1. Speed of the train (we assumed 160 km/hr) 2. Projected volumes for 2032 (if you don t have this then we assume a 2.5% increase in a 15 year period) Thanks so much once again, Sincerely, Omar Daher, B.Eng., EIT 619 Longfields Drive: Transportation Noise Study A3

32 Junior Environmental Scientist 127 Walgreen Road Ottawa, Ontario K0A 1L0 Canada T x Omar, 1. Currently 60MPH 2. Hard to say, but if HFR project starts, looking at 37 trains per days + 2 freights Derek Tardif, ing., M.Sc.A./Eng., M.A.Sc. Senior Project Manager, Infrastructure & Bridges Chef de Projets Principal, Infrastructure et Ponts All aboard for the celebrations / Prenez la voie des célébrations From: Omar Daher [mailto:omar.daher@gradientwind.com] Sent: 23 juin :20 To: Derek Tardif Subject: RE: Via Rail Train Counts Hi Derek, The City had a question regarding the train information you had kindly provided in mid-may. Do you foresee the speed of the train remaining at 60 MPH (97 km/hr) or is there a potential for it to increase for future conditions? Thanks again! Regards Omar Daher, B.Eng., EIT Junior Environmental Scientist 127 Walgreen Road Ottawa, Ontario K0A 1L0 Canada T x Longfields Drive: Transportation Noise Study A4

33 Hi Omar, This is a couple million dollar question! With the station stop at Fallowfield, there s not really a justification to increase speed over than 60MPH. But if it was decided to go with Express Train (no stop at Fallowfield) and with grade separation to all the crossing in Barrhaven, we could eventually think of going higher than 60MPH. Derek Tardif, ing., M.Sc.A./Eng., M.A.Sc. Senior Project Manager, Infrastructure & Bridges Chef de Projets Principal, Infrastructure et Ponts All aboard for the celebrations / Prenez la voie des célébrations 619 Longfields Drive: Transportation Noise Study A5

34 Monday, June 26, Barrhaven Centre LONGFIELDS STATION (3046) Morning (0:00 to 11:59) Afternoon (12:00 to 17:59)

35 Evening (18:00 to 7:59)

36

37 Monday, June 26, Orléans & Trim LONGFIELDS STATION (3046) Morning (0:00 to 11:59) x y y 41 y y y y 26 z 51 z z 51 z z Afternoon (12:00 to 17:59)

38 Evening (18:00 to 7:59) x 38 x 58 x y 56 y y y 31 y y 26 z 51 z z 51 z z

39 x y z Via St Joseph~via St Joseph Via Rideau & St Joseph~via Rideau et St Joseph Via Belfast~Via Belfast

40 Monday, June 26, Mackenzie King LONGFIELDS STATION (3046) Morning (6:00 to 11:59) Evening (18:00 to 7:59)

41 Monday, June 26, Barrhaven LONGFIELDS STATION (3046) Afternoon (12:00 to 17:59) Evening (18:00 to 18:59)

42 Monday, June 26, Barrhaven LONGFIELDS STATION (3046) Afternoon (12:00 to 17:59) Evening (18:00 to 18:59)

43 Monday, June 26, Mackenzie King LONGFIELDS STATION (3046) Morning (6:00 to 11:59) Evening (18:00 to 7:59)

44 APPENDIX B TRAFFIC MODELLING - INPUT AND OUTPUT DATA 619 Longfields Drive: Transportation Noise Study B1

45 STAMSON 5.0 NORMAL REPORT Date: :48:06 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: r1.te Description: Time Period: Day/Night 16/8 hours Rail data, segment # 1: rail (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 31.0/6.0! 97.0! 2.0! 5.0!Diesel! No 2. Freights! 2.0/2.0! 97.0! 2.0! 40.0!Diesel! No Data for Segment # 1: rail (day/night) Angle1 Angle2 : 7.00 deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : 8.50 / 8.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Results segment # 1: rail (day) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba 619 Longfields Drive: Transportation Noise Study B2