Transportation Noise & Vibration Assessment. Medical Council of Canada. Ottawa, Ontario

Transcription

1 Transportation Noise & Vibration Assessment Medical Council of Canada Ottawa, Ontario REPORT: GWE Traffic Noise & Vibrations Prepared For: Derek Hardy 47 Clarence Street Ottawa, Ontario K1N 9K1 Prepared By: Thomas Couper, B.A.Sc., Project Manager Joshua Foster, P.Eng., Associate April 10, Walgreen Road, Ottawa, Ontario K0A 1L0 T (613) F (613)

2 EXECUTIVE SUMMARY This document describes an environmental assessment performed for the proposed office building for the Medical Council of Canada Headquarters located at 1021 Thomas Spratt Place in Ottawa, Ontario. The building will rise 18 meters above local grade. Figure 1 illustrates a site plan with surrounding context. The major source of noise affecting the development is the CN rail line. The assessment is based on: (i) theoretical noise prediction methods that conform to the Ministry of the Environment (MOE) and City of Ottawa requirements; (ii) noise level criteria as specified by the City of Ottawa s Environmental Noise Control Guidelines (ENCG); (iii) future rail traffic volumes based on data obtained from CN Rail; and (iv) architectural drawings received from. This report also provides a preliminary analysis of vibration impacts from rail traffic along the CN rail line. Noise levels from the CN rail line exceed the ENCG criteria on the east, south and west façades. Therefore, exterior windows and walls will be required to meet the following Sound Transmission Class (STC) ratings as outlined below and illustrated in Figure 3: Exterior Windows (i) Exterior windows facing south will require a minimum STC of 25 (ii) Exterior windows facing east and west will require a minimum STC of 21 (iii) All other windows are to satisfy Ontario Building Code (OBC 2012) requirements Exterior Walls (i) Exterior wall components on the east, south and west façades require a minimum STC of 45 which will be achieved with brick cladding or an acoustical equivalent according to NRC test data 1 Preliminary ground vibration levels are expected to be below the U.S. Federal Transit Authority (FTA) and International Standards Organization (ISO) criteria for office buildings. As such, no vibration mitigation from the CN rail line is required. 1 J.S. Bradley and J.A. Birta. Laboratory Measurements of the Sound Insulation of Building Façade Elements, National Research Council October Medical Council of Canada HQ: Traffic Noise & Vibration Study i

3 TABLE OF CONTENTS PAGE 1. INTRODUCTION 1 2. TERMS OF REFERENCE 1 3. OBJECTIVES 2 4. METHODOLOGY Background Railway Traffic Noise Railway Traffic Volumes Theoretical Railway Noise Predictions Indoor Noise Calculations Ground Vibrations Vibrations Background and Relevant Criteria 7 5. RESULTS AND DISCUSSION Roadway Noise Levels STC Requirements Predicted Vibration Levels CONCLUSIONS AND RECOMMENDATIONS 12 FIGURES APPENDICES: Appendix A STAMSON 5.04 Input and Output Data Appendix B FTA Vibration Estimates CN Train Count Data Medical Council of Canada HQ: Traffic Noise & Vibration Study ii

4 1. INTRODUCTION Gradient Wind Engineering Inc. (GWE), formally Gradient Microclimate Engineering (GME), was retained by to undertake a transportation noise and vibration study of the proposed new office building for the Medical Council of Canada Headquarters at 1021 Thomas Spratt Place in Ottawa, Ontario. This report summarizes the methodology; results and recommendations related to a railway traffic noise and ground vibration assessment. GWE s scope of work involved assessing exterior noise levels, interior noise levels and ground vibrations generated by the neighbouring CN rail line. The assessment was performed on the basis of theoretical noise calculation methods conforming to the City of Ottawa 2 and Ministry of the Environment 3 guidelines, and vibration calculations conforming to the U.S. Federal Transit Authority (FTA) Transit Noise and Vibration Assessment Protocol. Calculations were based on architectural drawings received from with current rail traffic volumes courtesy of CN Rail. 2. TERMS OF REFERENCE The focus of this environmental assessment is a four-storey office building. The major source of noise is the CN rail line to the south. The site is surrounded by commercial developments on all sides. Figure 1 illustrates a complete site plan with surrounding context. Upon completion, the development will rise 18 meters above local grade. No outdoor living areas (OLA s) are associated with the development. 2 City of Ottawa Environmental Noise Control Guidelines, SS Wilson Associates, May 10, Ministry of the Environment Publication NPC-300 Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 1

5 3. OBJECTIVES The main goals of this work are to: (i) calculate the future noise levels on the study building produced by rail traffic, (ii) predict vibration levels on the study building produced from passing trains, and (iii) ensure that interior noise and vibration levels do not exceed the allowable limits. 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 Railway Traffic Noise For road and railway traffic, 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 traffic noise, 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 impact on buildings. For rail traffic, the MOE s NPC-300 specifies that the recommended indoor noise limit (that is relevant to this study) is 40 dba, as outlined in Table 1 below. Based on GWE s experience, more comfortable indoor noise levels should be targeted toward 37 dba to control peak noise and deficiencies in building envelope construction. Due to the characteristics of rail noise which occur 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 Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 2

6 requirements for upgraded glazing elements to provide better noise attenuation from the building envelope. Interior noise level criteria include the influence from rail crossings and warning whistle bursts. Predicted noise levels at the plane of window (POW) and outdoor living area (OLA) dictate the action required to achieve the recommended sound levels. When noise levels at these areas exceed the criteria outlined in Table 2, specific outdoor, ventilation and warning clause requirements may apply. In addition, when noise levels exceed the criteria outlined in Table 3, upgraded building components must be designed. As this development is strictly commercial, warning clauses are not required. TABLE 1: INDOOR SOUND LEVEL LIMITS (ROAD & RAIL) Type of Space Time Period Road L EQ (dba) General Offices, reception areas, retail stores, etc. 07:00 23: Living/dining areas of residences, hospitals, nursing homes, schools, daycare centres, theaters, places of worship, libraries, individual or semi-private offices, conference rooms, reading rooms, etc. Living/dining, den areas of residences, hospitals, nursing homes, etc. (except schools or daycare centres) Sleeping quarters Rail 07:00 23: :00 07: :00 23: :00 07: Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 3

7 TABLE 2: ROAD & RAIL NOISE COMBINED OUTDOOR, VENTILATION AND WARNING CLAUSE REQUIREMENTS Time Period L EQ (dba) Ventilation Requirements Outdoor Noise Control Measures Warning Clause Outdoor Living Area (OLA) L EQ(16hr) < 55 N/A Not required Not required Daytime (07:00 23:00) 55 < L EQ(16hr) 60 N/A L EQ(16hr) > 60 N/A May be applied to reduce the sound level to 55 dba Should be implemented to reduce the sound level to 55 dba Type A Type B Plane of Window (POW) L EQ(16hr) < 55 Not required N/A Not required Daytime (07:00 23:00) 55 < L EQ(16hr) 65 Forced air heating with provision for central air conditioning N/A Type C L EQ(16hr) > 65 Central air conditioning N/A Type D L EQ(8hr) < 50 Not required N/A Not required Nighttime (23:00 07:00) 50 < L EQ(8hr) 60 Forced air heating with provision for central air conditioning N/A Type C L EQ(8hr) > 60 Central air conditioning N/A Type D - If noise control measures are not provided - If it s not feasible for administrative, economic or technical reasons and the sound level does not exceed 60 dba TABLE 3: ROAD & RAIL NOISE BUILDING COMPONENT REQUIREMENTS Source L EQ (dba) Building Component Requirements Road Rail L EQ(16hr) > 65 (Daytime) L EQ(8hr) > 60 (Nighttime) L EQ(16hr) > 60 (Daytime) L EQ(8hr) > 55(Nighttime) Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 4

8 4.2.1 Railway Traffic Volumes Document NPC-300 requires the use of AADT volumes for future rail traffic noise predictions. Volumes were projected to exist ten years into the future with an average annual growth rate of 2.5% per year. Existing daily rail traffic data was acquired from representatives at CN Rail and projected to the year Table 4 below summarizes the AADT values for the rail traffic considered in the assessment. TABLE 4: RAILWAY TRAFFIC DATA Railway Train Class Speed Limit (km/h) Current Train Counts Year of Count Projected 2024 Rail Volume VIA Rail Diesel (Passenger) Day / 0 Night Day / 0 Night CN Rail Diesel (Freight) 96 0 Day / 2 Night Day / 3 Night Theoretical Railway Noise Predictions Calculations were performed for receptors in close proximity to the railway with the assistance of the MOE 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. The railway line was treated as a single line source of noise which uses existing building locations as noise barriers. In addition to the railway volumes summarized in Table 4, theoretical noise predictions were also based on the following parameters: All trains operating in the area are diesel trains Passenger and freight trains operate with two and four locomotives, respectively Passenger and freight trains carry 10 and 25 cars per train, respectively As no crossings are near the development, whistles are not used Rail lines are welded Noise receptors were strategically placed at four locations around the study area (see Figure 2). The initial calculations revealed that outdoor noise levels would be sufficiently high as to require investigation of indoor noise levels. As such, calculations were performed to verify the STC requirements. Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 5

9 4.3 Indoor Noise Calculations The difference between outdoor and indoor noise levels is the noise attenuation provided from the building envelope. According to common industry practice, complete walls and individual wall elements are rated according to the Sound Transmission Class (STC). The STC ratings of common residential walls built in conformance with the Ontario Building Code (2012) typically exceed STC 35, depending on exterior cladding, thickness and interior finish details. For example, brick veneered walls can achieve STC 55. Standard good quality double-glazed non-operable windows can have STC ratings ranging from 25 to 40 depending on the window manufacturer, pane thickness and inter-pane spacing. As previously mentioned, the windows are the known weak point in a partition. According to NPC-300, when daytime noise levels from railways exceed 60 dba at the plane of the window, calculations must be performed to evaluate the sound transmission quality of the building components to ensure acceptable indoor noise levels. The calculation procedure 4 considers: Window type and total area as a percentage of total room floor area Exterior wall type and total area as a percentage of the total room floor area Acoustic absorption characteristics of the room Outdoor noise source type and approach geometry Indoor sound level criteria, which varies according to the intended use of a space Based on published research 5, exterior walls possess specific sound attenuation characteristics that are used as a basis for calculating the required STC ratings of windows in the same partition. Due to the limited information available at the time of the study, which was prepared for site plan approval, detailed floor layouts and building elevations have not been finalized; therefore, detailed STC calculations could not be performed at this time. As a guideline, the anticipated STC requirements for windows have been estimated based on the overall noise reduction required for each intended use of space (STC = outdoor noise level targeted indoor noise levels). 4 Building Practice Note: Controlling Sound Transmission into Buildings by J.D. Quirt, National Research Council of Canada, September CMHC, Road & Rail Noise: Effects on Housing Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 6

10 4.4 Ground Vibrations Vibrations Background and Relevant Criteria Rail lines can produce perceptible levels of ground vibrations, especially when they are in close proximity to residential neighbourhoods. Similar to sound waves in air, ground vibrations are generated at a source, propagated through a medium and intercepted by a receiver. In the case of ground vibrations, the medium can be uniform, or more often, a complex layering of soils and rock strata. Also, similar to sound waves in air, ground vibrations produce perceptible motions and regenerated noise known as ground-borne noise when the vibrations encounter a hollow structure such as a building. Ground-borne noise and vibrations are generated when there is excitation of the ground (from a train, for instance). Repetitive motion of steel wheels on uneven rail cause vibrations to propagate through the soil until they encounter a building. The vibrations travel along the structure of the building, beginning at the foundation, and propagate to all floor levels. Air inside the building is also excited by the vibrating walls and floors and creates regenerated airborne noise. Characteristics of the soil and the building dictate the tone and intensity of the noise, thereby creating a noise signature that is unique to that structure and soil combination. Human response to ground vibrations is dependent on the magnitude of the vibrations, which is measured by the root mean square (RMS) of the movement of a particle on a surface. Typical units of ground vibration measures are millimeters per second (mm/s), or inches per second (in/s). The threshold level of human perception to vibrations is approximately 0.10 mm/s RMS. Although somewhat variable among humans, the threshold of annoyance for continuous vibrations is 1.0 mm/s RMS; this is ten times higher than the perception threshold. The threshold for cosmetic building damage is greater than 30 mm/s, at least three hundred times higher than the annoyance threshold level. In the United States, the Federal Transportation Authority (FTA) has set vibration criteria for sensitive land use next to transit corridors. Similar standards have been developed by the International Standards Organization (ISO) 6. These standards indicate that the appropriate criteria for office buildings are 84 dbv (referred to 1 micro inch per second) or 0.4 mm/s RMS for vibrations. 6 ISO, Evaluation of Human Exposure to Whole-Body Vibrations, Part 2: continuous and Shock-Induced Vibrations in Buildings (1-80 Hz), ISO , 1989 Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 7

11 Potential vibration impacts of the CN corridor were predicted using the FTA s Transit Noise and Vibration Impact Assessment protocol. The FTA general vibration assessment is based on an upper bound generic set of curves that show vibration level attenuation with distance. These curves, illustrated in the figure on the next page, are based on ground vibration measurements at various transit systems throughout North America. Vibration levels at points of reception are adjusted by various factors to incorporate known characteristics of the system being analyzed, such as operating speed of vehicle, conditions of the track, construction of the track and/or tunnel, depth and geology; as well as the structural type of the impacted building structures. The vibration impact on the building was determined using a set of curves for Locomotive Powered Passenger or Freight at a speed of 94 mph. Details of the vibration calculations are presented in Appendix B. Based on the information provided from CN Rail, the following parameters were used: The maximum operating speed of a train along this section of track will be 150 km/h (94 mph) The vehicles are assumed to have well maintained wheels Tracks are continually welded and maintained in good condition The tracks will be offset from the building foundation by 34 m The foundations of the building will be on soil and spread footings Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 8

12 FTA GENERALIZED CURVES OF VIBRATION LEVELS VERSUS DISTANCE (ADOPTED FROM FIGURE 10-1, FTA TRANSIT NOISE AND VIBRATION IMPACT ASSESSMENT) Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 9

13 5. RESULTS AND DISCUSSION 5.1 Roadway Noise Levels Appendix A contains the complete set of input and output data from all STAMSON 5.04 calculations. The results of the railway noise calculations are summarized in Table 5 below. Receptor Number TABLE 5: EXTERIOR NOISE LEVELS DUE TO RAIL TRAFFIC Plane of Window Receptor Location Noise Level (dba) Day Night 1 POW 3 rd Floor East Side POW 3 rd Floor South Side POW 3 rd Floor West Side POW 3 rd Floor North Side The results of the current analysis indicate that noise levels will range between 48 and 67 dba during the daytime period (07:00-23:00) and between 44 and 62 dba during the nighttime period (23:00-07:00). The highest noise level (i.e. 67 dba) occurs on the south side of the development (Receptor 2), which is closest to the CN rail line. 5.2 STC Requirements The noise levels predicted due to rail traffic exceed the criteria listed in NPC-300 for building components. As discussed in Section 4.3 the anticipated STC requirements for windows have been estimated based on the overall noise reduction required for each intended use of space (STC = outdoor noise level targeted indoor noise levels). As per city of Ottawa requirements, detailed STC calculations will be required to be completed prior to building permit application. The STC requirements for the windows are summarized below for various units within the development (see Figure 3): Exterior Windows (i) Exterior windows facing south will require a minimum STC of 25 (ii) Exterior windows facing east and west will require a minimum STC of 21 (iii) All other windows are to satisfy Ontario Building Code (OBC 2012) requirements Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 10

14 Exterior Walls (i) Exterior wall components on the east, south and west façades require a minimum STC of 45 which will be achieved with brick cladding or an acoustical equivalent according to NRC test data 7 A review of window supplier literature indicates that the specified STC ratings can be achieved by a variety of window systems having a combination of glass thickness and inter-pane spacing. We have not specified any particular window configurations, as there are several manufacturers and various combinations of window components that will offer the necessary sound attenuation rating. However, it is the responsibility of the manufacturer to ensure that the specified window achieves the required STC. This can only be assured by using window configurations that have been certified by laboratory testing. The requirements for STC ratings assume that the remaining components of the building are constructed and installed according to the minimum standards of the OBC The specified STC requirements also apply to swinging and/or sliding patio doors. All specified building components will require review by a qualified acoustical engineer for conformance to the recommendations of this report prior to building permit application. In addition to upgraded windows, the installation of air conditioning (or similar mechanical system) will be required throughout the development. Results of the calculations also indicate that the development will require air conditioning, or similar mechanical ventilation, which will allow occupants to keep windows closed to maintain a comfortable indoor living environment. 5.3 Predicted Vibration Levels Preliminary ground vibration levels from the CN Rail corridor on the development are expected to peak at 77 dbv (0.19 mm/s). According to the FTA protocol, the vibration criterion for commercial spaces is 84 dbv (0.40 mm/s). As such, the vibrations from the CN Rail corridor do not require additional mitigation. Details of the calculations are available in Appendix B. 7 J.S. Bradley and J.A. Birta. Laboratory Measurements of the Sound Insulation of Building Façade Elements, National Research Council October Medical Council of Canada HQ: Traffic Noise & Vibration Study Page 11

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19 APPENDIX A STAMSON INPUT AND OUTPUT DATA Medical Council of Canada HQ Traffic Noise & Vibration Study A 1

20 STAMSON 5.0 NORMAL REPORT Date: :10:00 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: POR1.te Description: Time Period: Day/Night 16/8 hours Rail data, segment # 1: CN (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 1: CN (day/night) Angle1 Angle2 : deg 0.00 deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Medical Council of Canada HQ Traffic Noise & Vibration Study A 2

21 Results segment # 1: CN (day) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba Results segment # 1: CN (night) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): Medical Council of Canada HQ Traffic Noise & Vibration Study A 3

22 STAMSON 5.0 NORMAL REPORT Date: :10:09 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: POR2.te Description: Time Period: Day/Night 16/8 hours Rail data, segment # 1: CN 1 (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 1: CN 1 (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Medical Council of Canada HQ Traffic Noise & Vibration Study A 4

23 Rail data, segment # 2: CN 2 (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 2: CN 2 (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Results segment # 1: CN 1 (day) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 5

24 Results segment # 2: CN 2 (day) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba Results segment # 1: CN 1 (night) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 6

25 Results segment # 2: CN 2 (night) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): Medical Council of Canada HQ Traffic Noise & Vibration Study A 7

26 STAMSON 5.0 NORMAL REPORT Date: :10:20 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: POR3.te Description: Time Period: Day/Night 16/8 hours Rail data, segment # 1: CN 1 (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 1: CN 1 (day/night) Angle1 Angle2 : 0.00 deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00 Medical Council of Canada HQ Traffic Noise & Vibration Study A 8

27 Rail data, segment # 2: CN 2 (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 2: CN 2 (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 2 (Flat/gentle slope; with barrier) No Whistle Barrier angle1 : deg Angle2 : deg Barrier height : 6.00 m Barrier receiver distance : / m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Medical Council of Canada HQ Traffic Noise & Vibration Study A 9

28 Rail data, segment # 3: CN 3 (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 3: CN 3 (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 2 (Flat/gentle slope; with barrier) No Whistle Barrier angle1 : deg Angle2 : deg Barrier height : 6.00 m Barrier receiver distance : / m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Results segment # 1: CN 1 (day) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 10

29 Results segment # 2: CN 2 (day) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 9.31! ! 11.00! 8.47! 8.47 LOCOMOTIVE ( ) = dba * * Bright Zone! WHEEL ( ) = dba * * Bright Zone! Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 11

30 Results segment # 3: CN 3 (day) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 9.79! ! 11.00! 9.18! 9.18 LOCOMOTIVE ( ) = dba * * Bright Zone! WHEEL ( ) = dba * * Bright Zone! Segment Leq : dba Total Leq All Segments: dba Results segment # 1: CN 1 (night) LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 12

31 Results segment # 2: CN 2 (night) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 9.31! ! 11.00! 8.47! 8.47 LOCOMOTIVE ( ) = dba * * Bright Zone! WHEEL ( ) = dba * * Bright Zone! Segment Leq : dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 13

32 Results segment # 3: CN 3 (night) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 9.79! ! 11.00! 9.18! 9.18 LOCOMOTIVE ( ) = dba * * Bright Zone! WHEEL ( ) = dba * * Bright Zone! Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): Medical Council of Canada HQ Traffic Noise & Vibration Study A 14

33 STAMSON 5.0 NORMAL REPORT Date: :10:36 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: POR4.te Description: Time Period: Day/Night 16/8 hours Rail data, segment # 1: CN (day/night) Train! Trains! Speed!# loc!# Cars! Eng!Cont Type!!(km/h)!/Train!/Train! type!weld Passenger! 20.0/0.0! 150.0! 2.0! 10.0!Diesel! Yes 2. Way Freight! 0.0/3.0! 96.0! 4.0! 25.0!Diesel! Yes Data for Segment # 1: CN (day/night) Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 / 0 Surface : 1 (Absorptive ground surface) Receiver source distance : / m Receiver height : / m Topography : 2 (Flat/gentle slope; with barrier) No Whistle Barrier angle1 : deg Angle2 : deg Barrier height : m Barrier receiver distance : 1.00 / 1.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Medical Council of Canada HQ Traffic Noise & Vibration Study A 15

34 Results segment # 1: CN (day) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 10.88! ! 11.00! 10.82! LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba Medical Council of Canada HQ Traffic Noise & Vibration Study A 16

35 Results segment # 1: CN (night) Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 11.00! 10.88! ! 11.00! 10.82! LOCOMOTIVE ( ) = dba WHEEL ( ) = dba Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES (DAY): (NIGHT): Medical Council of Canada HQ Traffic Noise & Vibration Study A 17

36 APPENDIX B FTA Vibration Estimates CN Train Count Data Medical Council of Canada HQ Traffic Noise & Vibration Study B 1

37 GWE Apr 14 Possible Vibration Impacts at MCC HQ Predicted using FTA General Assesment Train Speed 150 km/h 94 mph Distance from C/L (m) (ft) CN Vibration From FTA Manual Fig 10 1 Vibration Levels at distance from track 78 dbv re 1 micro in/sec Adjustment Factors FTA Table 10 1 Speed reference 50 mph 5 Speed Limit of 80 km/h (50 mph) Vehicle Parameters 0 Vehicles normal conditon Track Condition 0 normal Track Treatments 0 none Type of Transit Structure 0 N/A Efficient vibration Propagation 0 Not Applicable Vibration Levels at Fdn Coupling to Building Foundation 10 Foundation in Rock Floor to Floor Attenuation 2.0 Ground Floor Occupied Amplification of Floor and Walls 6 Total Vibration Level 77 dbv or mm/s Medical Council of Canada HQ Traffic Noise & Vibration Study B 2

38 Chapter 10: General Vibration Assessment 10-7 Factors Affecting Vibration Source Table Adjustment Factors for Generalized Predictions of Ground-Borne Vibration and Noise Source Factor Adjustment to Propagation Curve Comment Reference Speed Speed Vehicle Speed 60 mph 50 mph +1.6 db 30 mph +6.0 db Vibration level is approximately proportional to 20*log(speed/speed ref ). Sometimes the variation with 50 mph 0.0 db +4.4 db speed has been observed to be as low as 10 to mph -1.9 db +2.5 db log(speed/speed ref ). 30 mph 20 mph -4.4 db -8.0 db 0.0 db -3.5 db Vehicle Parameters (not additive, apply greatest value only) Vehicle with stiff primary suspension +8 db Transit vehicles with stiff primary suspensions have been shown to create high vibration levels. Include this adjustment when the primary suspension has a vertical resonance frequency greater than 15 Hz. Resilient Wheels 0 db Resilient wheels do not generally affect ground-borne vibration except at frequencies greater than about 80 Hz. Worn Wheels or Wheels with Flats +10 db Wheel flats or wheels that are unevenly worn can cause high vibration levels. This can be prevented with wheel truing and slip-slide detectors to prevent the wheels from sliding on the track. Track Conditions (not additive, apply greatest value only) Worn or Corrugated Track +10 db If both the wheels and the track are worn, only one adjustment should be used. Corrugated track is a common problem. Mill scale on new rail can cause higher vibration levels until the rail has been in use for some time. Special Trackwork Jointed Track or Uneven Road Surfaces +10 db Wheel impacts at special trackwork will significantly increase vibration levels. The increase will be less at greater distances from the track. +5 db Jointed track can cause higher vibration levels than welded track. Rough roads or expansion joints are sources of increased vibration for rubber-tire transit. Track Treatments (not additive, apply greatest value only) Floating Slab Trackbed -15 db The reduction achieved with a floating slab trackbed is strongly dependent on the frequency characteristics of the vibration. Ballast Mats -10 db Actual reduction is strongly dependent on frequency of vibration. High-Resilience Fasteners -5 db Slab track with track fasteners that are very compliant in the vertical direction can reduce vibration at frequencies greater than 40 Hz.

39 10-8 Transit Noise and Vibration Impact Assessment Table Adjustment Factors for Generalized Predictions of Ground-Borne Vibration and Noise (Continued) Factors Affecting Vibration Path Path Factor Adjustment to Propagation Curve Comment Resiliently Supported Ties Track Configuration (not additive, apply greatest value only) Type of Transit Structure Relative to at-grade tie & ballast: Elevated structure -10 db Open cut 0 db Relative to bored subway tunnel in soil: Station -5 db Cut and cover -3 db Rock-based - 15 db Ground-borne Propagation Effects Geologic conditions that promote efficient vibration propagation Efficient propagation in soil Propagation in rock layer +10 db Dist. 50 ft 100 ft 150 ft 200 ft -10 db Resiliently supported tie systems have been found to provide very effective control of low-frequency vibration. Adjust. +2 db +4 db +6 db +9 db The general rule is the heavier the structure, the lower the vibration levels. Putting the track in cut may reduce the vibration levels slightly. Rockbased subways generate higher-frequency vibration. Refer to the text for guidance on identifying areas where efficient propagation is possible. The positive adjustment accounts for the lower attenuation of vibration in rock compared to soil. It is generally more difficult to excite vibrations in rock than in soil at the source. Coupling to Wood Frame Houses -5 db The general rule is the heavier the building building foundation 1-2 Story Masonry -7 db construction, the greater the coupling loss. 3-4 Story Masonry -10 db Large Masonry on Piles -10 db Large Masonry on Spread Footings -13 db Foundation in Rock 0 db Factors Affecting Vibration Receiver Receiver Factor Adjustment to Propagation Curve Comment Floor-to-floor 1 to 5 floors above grade: -2 db/floor This factor accounts for dispersion and attenuation attenuation 5 to 10 floors above grade: -1 db/floor of the vibration energy as it propagates through a building. Amplification due to resonances of +6 db floors, walls, and ceilings Conversion to Ground-borne Noise Noise Level in dba Peak frequency of ground vibration: Low frequency (<30 Hz): Typical (peak 30 to 60 Hz): High frequency (>60 Hz): -50 db -35 db -20 db The actual amplification will vary greatly depending on the type of construction. The amplification is lower near the wall/floor and wall/ceiling intersections. Use these adjustments to estimate the A-weighted sound level given the average vibration velocity level of the room surfaces. See text for guidelines for selecting low, typical or high frequency characteristics. Use the high-frequency adjustment for subway tunnels in rock or if the dominant frequencies of the vibration spectrum are known to be 60 Hz or greater.

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