Appendix F: Noise Report

Transcription

1 Appendix F: Noise Report

2 HIGHWAY 404 HIGHWAY 407 TO GREEN LANE (W.O ) REGIONAL MUNICIPALITY OF YORK NOISE REPORT Preliminary Design and Class Environmental Assessment Study Class Environmental Assessment for Provincial Transportation Facilities Group B Project Ontario Ministry of Transportation Central Region Prepared by MMM Group Limited JULY 2015 MMM Group Limited July 2015 WO i

3 TABLE OF CONTENTS 1.0 INTRODUCTION METHODOLOGY NOISE SENSITIVE AREAS (NSAS) NOISE IMPACT ASSESSMENT OF PROPOSED IMPROVEMENTS REVIEW OF NOISE MITIGATION CONSTRUCTION NOISE CONCLUSIONS...25 LIST OF EXIBITS Exhibit 1-1: Study Area... 2 Exhibit 4-1 Factors Used in the Noise Analysis... 6 Exhibit 4-2a Future Without Highway 404 Widening Noise Contours R1 to R Exhibit 4-2b Future Without Highway 404 Widening Noise Contours R4 to R Exhibit 4-2c Future Without Highway 404 Widening Noise Contours R10 to R Exhibit 4-2d Future Without Highway 404 Widening Noise Contours R21 to R Exhibit 4-3a Future With Highway 404 Widening Noise Contours R1 to R Exhibit 4-3b Future With Highway 404 Widening Noise Contours R4 to R Exhibit 4-3c Future With Highway 404 Widening Noise Contours R10 to R Exhibit 4-3d Future With Highway 404 Widening Noise Contours R21 to R Exhibit 4-4 Summary of Noise Levels Initial Review (Contour Mapping Results)...16 Exhibit 5-1a Review of Noise Mitigation R Exhibit 5-1b Review of Noise Mitigation R13 and R Exhibit 5-2 Noise Levels with Potential Noise Mitigation...22 MMM Group Limited July 2015 WO ii

4 APPENDICES Appendix A Stamson Output Sheets Initial Screening Appendix B Noise Barrier Review Output Sheets R8, R13 and R17 MMM Group Limited July 2015 WO iii

5 1.0 INTRODUCTION The Ontario Ministry of Transportation (MTO) retained MMM Group Limited (MMM) to undertake the Preliminary Design and Class Environmental Assessment Study for Highway 404 from Highway 407 to Green Lane. The study limits are located within the Regional Municipality of York and are shown in Exhibit 1-1. The objectives of this study are to assess and identify rehabilitation, operational and safety improvements throughout the study corridor and develop a plan that includes staging and sequencing for future construction projects. Based on current and forecasted traffic volumes, capacity and operational improvements on Highway 404 are required to the Year These recommended improvements to Highway 404 include: Widening Highway 404 to include the addition of one HOV lane (3.75 m) and associated buffer (1.25 m) in both the northbound and southbound directions from the end of the existing terminus to Green Lane. The proposed HOV lane expansion will occur within the existing median of Highway 404 between the existing northbound and southbound lanes; The addition of the north-east/west, west-north and east-north ramps at Mulock Drive; The addition of the west-north and reconfiguration of the south-east/west, and eastnorth ramps at 16th Avenue. Property and construction of these ramp terminals is anticipated to occur once the Buttonville Airport ceases operation; Recommendations for replacing or rehabilitating the existing structures (i.e., bridges and culverts) to extend the service life of the structures and/or accommodate the capacity/operational improvements to Highway 404; Illumination improvements; and Implementing stormwater management and drainage measures. This report summarizes the findings of the noise analysis carried out for the Noise Sensitive Areas (NSAs) adjacent to Highway 404 between Highway 407 and Green Lane. MMM Group Limited July 2015 WO

6 Exhibit 1-1: Study Area MMM Group Limited July 2015 WO

7 2.0 METHODOLOGY The noise analysis followed the MTO Environmental Guide for Noise (hereafter referred to the MTO Noise Guide). Based on the MTO Noise Guide, a Noise Sensitive Area (NSA) is defined as a noise sensitive land use (urban or rural) with an Outdoor Living Area (OLA) associated with the land use. NSAs include: Private homes, such as single family residences; Townhouses; Multiple unit buildings, such as, apartments with outdoor living areas for use by all occupants; and Hospitals, nursing homes where there are outdoor living areas for the patients. In order to determine a noise impact, a comparison is made between the predicted future noise levels with the proposed undertaking in place (10 years after construction) and the predicted future noise levels associated with the do nothing alternative at the same date. The significance of a noise impact is calculated by comparing these two sound levels, qualified by using the objective of 55 dba in addition to the change in the noise level above the ambient sound level. Per the MTO Noise Guide, where increases in noise levels are predicted, the mitigation efforts to be applied for the predicted change in noise levels above the ambient and the projected noise level with the proposed improvements are as follows: Change in Noise Level Above Ambient / Projected Noise Levels with Proposed Improvements Mitigation Effort Required < 5 dba change & < 65 dba None 5 dba change OR 65 dba Investigate noise control measures on right-ofway (ROW). Introduce noise control measures within ROW and mitigate to ambient if technically, economically and administratively feasible. Noise control measures, where introduced, should achieve a minimum of 5 dba attenuation, over first row receivers. MMM Group Limited July 2015 WO

8 The MTO Noise Guide indicates that the most exposed side of the dwelling unit of the NSA is to be assessed as part of an initial screening. The most exposed side refers to the closest side of the dwelling unit or NSA even if there is no OLA associated with the most exposed side. This rationale is to determine the noise level at the side of the dwelling unit most exposed to the highway or freeway without the benefit of shielding from the dwelling unit. The determination of the provision of mitigation, however, is based on the analysis of the predicted noise level at the OLA, which is typically the rear yard, and may include shielding from the building, where applicable. Initially, STAMSON 5.04 was used to determine future noise levels with and without the proposed improvements using five decibel contour lines due to the length of the study limits and the intermittent nature of NSAs adjacent to Highway 404. If any of the adjacent NSAs were predicted to be greater than 65 dba based on the noise contour mapping, then STAMINA 2.0 was used to review the feasibility of providing noise mitigation. STAMSON and STAMINA 2.0 are both approved for use by MTO and the Ministry of the Environment and Climate Change (MOECC). Both programs are used to predict noise levels from road sources at outdoor living areas of NSAs. Noise levels are predicted in decibels in the A-weighted dba scale, which best approximates the human perception of sound over a specified time period. An increase of 2 3 decibels is considered to be just perceptible to the average person. It should be noted that a 3 dba increase in noise equates to a doubling of traffic volumes. MMM Group Limited July 2015 WO

9 3.0 NOISE SENSITIVE AREAS (NSAs) The section of Highway 404 between Highway 407 and Green Lane is located in the Regional Municipality of York. Adjacent lands through this section of Highway 404 range from commercial, industrial, residential, agricultural and open space. The adjacent NSAs may be summarized as follows: From Highway 407 to 19 th Avenue There are a number of residential subdivisions that are offset from 250 m to 600 m from Highway 404. Majority of these residential subdivisions are buffered from highway noise with industrial and commercial developments located between Highway 404 and these subdivisions. From 19 th Avenue to Bloomington Road The majority of the adjacent land uses are agricultural and open space. There are a number of intermittent residential houses associated with the agricultural uses. Also, there are number of residential houses located at the arterials crossing Highway 404 (e.g. 19 th Avenue, Stouffville Road, Bethesda Road, and Bloomington Road). From Bloomington Road to Aurora Road There are estate and rural residential areas located on the east side of Highway 404, with a number of residential houses backing onto Highway 404. From Aurora Road to Green Lane Majority of the adjacent land uses are light industrial and commercial on the west side of Highway 404 and agricultural uses on the east side of the highway. There are isolated residential houses associated with these agricultural uses. In addition, there is a residential subdivision located in the southwest quadrant of Highway 404 / Mulock Drive. The residential areas/houses identified above are considered to be NSAs within the study area. Twenty-three receiver locations were identified to represent these NSAs. Exhibits 4-2a to 4-2d later in the report illustrate the NSAs and the selected receiver locations. MMM Group Limited July 2015 WO

10 4.0 NOISE IMPACT ASSESSMENT OF PROPOSED IMPROVEMENTS The initial review of potential noise impacts of the proposed widening of Highway 404 to accommodate the addition of HOV lanes involves the determination of five decibel contour lines using STAMSON This initial review takes into consideration the following: Highway 404 is considered to be the dominant noise source within the study area given the higher traffic volumes on Highway 404 in comparison to other roads and interchange ramps. Traffic noise generated from the crossing roads and the interchanges with Highway 404 have not been included in this initial review. If necessary, the crossing roads and interchanges will be included in the next phase of the noise analysis. If any Noise Sensitive Areas are predicted to be greater than 65 dba or the predicted change in noise levels are greater than 5 dba, the next phase of the noise analysis involves more detailed noise modelling using STAMINA 2.0. Considering the foregoing, the initial noise modelling was carried out for determining five decibel contour lines for the following scenarios: Future noise levels without widening of Highway 404 (i.e. no HOV lanes) Future noise levels with widening of Highway 404 (i.e. with HOV lanes) The factors used in the noise analysis are summarized in Exhibit 4-1: Exhibit 4-1 Factors Used in the Noise Analysis Factor Noise Descriptor Prediction Technique Posted Speed Leq (24hr) Factors Used in the Noise Analysis STAMSON 5.04 Initial Modelling for Contour Mapping STAMINA 2.0 Detailed Modelling for NSAs predicted to be greater than 65 dba. Highway km/h Summer Average Daily Traffic (SADT) Future (2031) traffic volumes without highway widening* Highway 404 N of Davis Dr N of Mulock Dr N of Aurora Rd N of Bloomington Rd N of Stouffville Rd N of Elgin Mills Rd N of Major Mackenzie Dr N of 16th Ave N of Hwy 7 N of Hwy 407 NB 31,191 32,234 43,460 53,742 64,694 64,925 72,703 83,750 97, ,219 SB 31,191 32,234 43,460 53,742 64,694 64,925 72,703 83,750 97, ,219 MMM Group Limited July 2015 WO

11 Factor Summer Average Daily Traffic (SADT) Future (2031) traffic volumes with highway widening* Commercial Vehicle Percentages Highway 404 General Purpose Lanes Highway 404 N of Davis Dr N of Mulock Dr N of Aurora Rd N of Bloomington Rd N of Stouffville Rd N of Elgin Mills Rd N of Major Mackenzie Dr N of 16th Ave N of Hwy 7 N of Hwy 407 Factors Used in the Noise Analysis NB 32,357 37,014 48,548 59,731 71,609 73,246 83,876 97, ,667 91,413 Highway 404 N of Mulock Dr 1.7% Medium, 4.8 % Heavy Highway 404 N of 16 th Avenue 1.6% Medium, 6.6% Heavy SB 32,357 37,014 48,548 59,731 71,609 73,246 83,876 97, ,667 91,413 * Traffic volumes for the ramps and crossing roads would be considered in the detailed STAMINA modelling if the initial review determined that the review of noise mitigation is warranted at any receiver locations (i.e. absolute noise levels are greater than 65 dba) and if the crossing roads and interchange ramps were in close proximity to these receiver locations. Projected traffic volumes for Year 2031 with and without the proposed improvements were derived from a historical trend analysis and growth projections that were conducted by MMM Group for this study. The MTO Noise Guide notes that the higher of the AADT and SADT should be used when predicting future noise levels. As such, traffic volumes were based on SADT given that existing traffic is higher along Highway 404 during the summer months. It should be noted that during peak hours where Highway 404 is at capacity, the speed of the vehicles may be lower than 100 km/h due to congested conditions. Therefore, the projected noise levels are also expected to be lower than those calculated based on vehicles travelling at 100 km/h. Noise levels were determined at the selected receiver locations using 5 decibel contours using STAMSON Exhibits 4-2a to 4-2b show the noise level contours for 55 dba, 60 dba and 65 dba without the proposed widening to Highway 404. Exhibits 4-3a to 4-3d show the noise level contours with the proposed widening to Highway 404. Exhibit 4-4 also summarizes the future noise levels at the receiver locations, the predicted change in future noise levels due to the proposed widening of Highway 404, and whether or not the consideration of noise mitigation is required based on the criteria outlined in the MTO Noise Guide. STAMSON output sheets are providing in Appendix A. MMM Group Limited July 2015 WO

12 o W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future Without Highway 404 Widening Noise Contours - R1 to R3 4-2a

13 o Stouffvile Road W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future Without Highway 404 Widening Noise Contours - R4 to R9 4-2b

14 o There is an existing berm between R19 / R 20 and Highway 404. Absolute noise levels are predicted to be less than 65 dba at R19 and R20 with this existing berm. See Table 4-4 for further details. W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future Without Highway 404 Widening Noise Contours - R10 to R20 4-2c

15 o W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future Without Highway 404 Widening Noise Contours - R21 to R26 4-2d

16 o W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future With Highway 404 Widening Noise Contours - R1 to R3 4-3a

17 o Stouffvile Road W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future With Highway 404 Widening Noise Contours - R4 to R9 4-3b

18 o There is an existing berm between R19 / R 20 and Highway 404. Absolute noise levels are predicted to be less than 65 dba at R19 and R20 with this existing berm. See Table 4-4 for further details. W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future With Highway 404 Widening Noise Contours - R10 to R20 4-3c

19 o W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Future With Highway 404 Widening Noise Contours - R21 to R26 4-3d

20 Exhibit 4-4 Summary of Noise Levels Initial Review (Contour Mapping Results) Receiver 1 Projected Noise Level Without Highway 404 Widening (Year 2031) dba Leq (24) Projected Noise Level With Highway 404 Widening (Year 2031) dba Leq (24) Projected Change (dba) Consideration of Noise Mitigation Required Based on MTO/MOE Criteria (>5 dba change and/or 65 dba) R No R No R No 1 R No R No R No R Yes R No R No R No R Yes R No R No R Yes R No R No R No R No R No MMM Group Limited July 2015 WO

21 Receiver 1 Projected Noise Level Without Highway 404 Widening (Year 2031) dba Leq (24) Projected Noise Level With Highway 404 Widening (Year 2031) dba Leq (24) Projected Change (dba) Consideration of Noise Mitigation Required Based on MTO/MOE Criteria (>5 dba change and/or 65 dba) R No R No R No R No Notes: 1. Some receiver locations were removed (e.g. R5 and R15) based on further investigations in the review of NSAs. 2. New residential subdivision at R3 includes an existing noise wall installed by the developer. With this noise wall, absolute noise levels are less than 65 dba. 3. Includes screening provided by an existing berm. With this berm, absolute noise levels are predicted to be less than 65 dba. The predicted increase in noise levels are < 5 dba at all receiver locations with the widening of Highway 404 (i.e. with addition of HOV lanes). Majority of the receiver locations are less than 65 dba, thus, the further review of noise mitigation is not required at these locations. However, noise levels are predicted to be greater than 65 dba at R8, R13, and R17 at the most exposed side, thus, further review is required in the Outdoor Living Area (OLA). However, it is noted that the most exposed side at R13 and R17 is the same as the OLA of these two receiver locations (i.e. backyards). Although the most exposed side of R8 is the side of the house rather than the back of the house, the side of the house would still be considered to represent the OLA given the rural nature of this property. This approach also represents a worse-case scenario. Given this, the review of noise mitigation is warranted at these selected receiver locations based on provincial noise criteria. Section 5 summarizes the result of the review of noise mitigation at these receiver locations. There is a berm located between Highway 404 and the receptor locations represented by R19 and R20. This berm was included in the initial noise modelling, and absolute noise levels are predicted to be less than 65 dba at these receiver locations. Thus, the review of further noise mitigation is not required at these locations. MMM Group Limited July 2015 WO

22 5.0 REVIEW OF NOISE MITIGATION Where an absolute noise level greater than 65 dba is predicted, the MTO Noise Guide requires that noise control measures be investigated on the highway right-of-way. If noise mitigation is provided, noise control measures should be designed to achieve a minimum of 5 dba over the first row receivers or to mitigate to ambient if technically, economically or administratively feasible. Absolute noise levels were predicted to be greater than 65 dba at R8, R13 and R17. Noise modelling using STAMSON was undertaken to assess potential noise mitigation at R8 and STAMINA 2.0 was undertaken to assess potential noise mitigation at R13 and R17. The following is noted for the review of noise mitigation: 5 m high noise wall is the maximum height considered for MTO highways. The MTO Noise Guide requires that noise mitigation measures be reviewed within the right-of-way. For calculation purposes, the lengths of the walls were determined by applying a 2.5:1 ratio to distance between the noise barrier and the receiver location (i.e. therefore the barrier length is 5 times the distance between the barrier and the receiver). For example, a distance between the noise barrier and the receiver being 100 m generally requires a 500 m noise wall length. Based on the foregoing, noise mitigation was reviewed at R8, R13 and R17 as shown in Exhibits 5-1a to 5-1c, and findings of the noise barrier review are summarized in Exhibit 5-2. STAMINA output sheets are provided in Appendix B. For the purposes for analysis, additional receiver locations were added to R17 to fully assess the first and second row of residential houses on Elsa Drive adjacent to Highway 404. The review of noise mitigation at R17 also placed a 5.0 m high barrier on top of the existing berm adjacent to residential houses on Elsa Drive. However, it is noted that there is a floodplain that is located north of this existing berm along the Highway 404 right-of-way. Therefore, the noise wall was extended to the north of the berm to Station along the highway shoulder to avoid this floodplain and disruption to the drainage patterns in this area. MMM Group Limited July 2015 WO

23 o 5.0 m High Acoustic Barrier Highway 404 Bethesda Side Road W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Review of Noise Mitigation - R8 5-1a

24 o Highway 404 R14 Elias Snider Court 5.0 m High Acoustic Barrier R13 Donvale Road Railway W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Review of Noise Mitigation - R13 5-1b

25 o 5.0 m High Acoustic Barrier along Shoulder Highway 404 Floodplain Area Elsa Drive 5.0 m High Acoustic Barrier on top of Existing Berm Vandorf Sideroad W.O Highway Highway 407 to Green Lane Noise Report Title Exhibit Review of Noise Mitigation - R17 5-1c

26 Exhibit 5-2 Noise Levels with Potential Noise Mitigation Receivers Required Length of Noise Wall (See Exhibit 4-1) Future Noise Levels at OLA With Highway 404 Widening dba Leq (24 hr) 1 Predicted Noise Levels dba at OLA Leq (24 hr) With Highway 404 Widening and 5 m Noise Wall Along Right-of-Way (See Exhibit 4-1) Noise Reduction 1 (dba) Noise Wall Achieves Reduction of 5 dba Noise Barrier Cost Estimate 4 R Yes $171,880 R No $1,223,750 R17 R17a Yes R17b Yes R17c Yes R17d Yes $987,250 R17e Yes R17f No R17g No 3 1 Future noise levels include the existing berm between Elsa Drive and Highway 404. The existing berm currently provides a reduction of noise levels ranging from 0.1 to 1.6 dba. 2 R17a-R17f represents the first row of receivers. Noise control measures should achieve an average minimum of 5 dba attenuation, over first row receivers. 3 R17g represents the second row of receivers. Future noise level predictions include the shielding of the houses from the 1 st and 2 nd row of houses on Elsa Drive. MTO considers the second row houses in the cost-benefit analysis of potential noise walls if the second row of houses is predicted to achieve a 3 dba reduction. The review of the noise barriers indicated that: R8 represents an isolated house. The cost of providing a noise wall for this residential house is approximately $171,880 (assuming a noise wall being 5.0 m high and 62.5 m in length is required). Given this, noise mitigation is not economically feasible for this location since the noise wall is greater than $100,000 per household. A 5.0 m high acoustic barrier at R13 is not considered to be technically feasible since it is not predicted to provide a 5 dba reduction. In addition, the cost of the wall is not considered to be economically feasible for the 3 houses on Donvale Road that abut Highway 404. MMM Group Limited July 2015 WO

27 Adjacent to the residential houses on Elsa Drive (R17a to R17g), placing the noise wall on top of the existing berm and then extending the wall to the north to Station along the highway shoulder is predicted to achieve a greater than 5 dba reduction at the first row of receivers and provide a greater than 3 dba reduction in the second row of houses. MTO considers the second row of houses in the cost benefit-analysis if the second row achieves a 3 dba reduction. Given this, the first and second rows of houses (11 houses) are predicted to achieve a benefit from a noise wall adjacent to Elsa Drive and the cost of this wall is estimated to be less than $100,000 per household. Thus, noise mitigation is considered to be technically, economically and administratively feasible for the houses on Elsa Drive. Therefore, a noise wall as shown in Exhibit 5-1c is recommended. Other types of mitigation include the review of the horizontal alignment of Highway 404 to avoid the adjacent NSAs or increase the distance between the highway and the NSAs, and the review of vertical alignment to shift the vertical profile to reduce noise levels by affecting the line of sight between highway and the NSAs. These options are not considered to be economically feasible as the proposed improvements primarily involve widening the highway into the median and following the existing highway alignment and profile. Any adjustments to the horizontal and vertical alignments to the highway would significantly increase the costs to the highway improvements. Another mitigation measure includes the type of pavement used, as some pavement mix designs can reduce noise levels produced by the interaction of the tires with the pavement surfaces. Consideration should be given to using a bituminous pavement in the vicinity of the NSAs that are predicted to have an absolute noise level of 65 dba. This review should be conducted during the subsequent detail design phase. MMM Group Limited July 2015 WO

28 6.0 CONSTRUCTION NOISE During construction of the improvements, the contractor will be required to abide by the Contract Operational Constraints and municipal noise control by-laws. The Contractor will be required to keep the idling of construction equipment to a minimum and to maintain equipment in good working order to reduce noise from construction activities. Construction will occur outside of normal working hours and on weekends for certain activities along Highway 404. Such work will be carried out in compliance with local noise by-laws and any Noise By-Law exemptions that may be granted. If complaints regarding construction noise arise from construction, they will be investigated according to the provisions of the MTO Noise Guide. The Guide requires that any initial complaint from the public requires verification by MTO that the general noise control measures agreed to be in effect. If not, MTO will warn the contractor of any problems and will take steps to enforce the contract provisions MMM Group Limited July 2015 WO

29 7.0 CONCLUSIONS The findings of the noise assessment are as follows: The predicted increase in noise levels are < 5 dba at all receiver locations. However, R8, R13, and R17 are predicted to experience an absolute noise level of 65 dba. The provision of noise mitigation measures was therefore reviewed. A noise wall being 5.0 m in height is not considered to be economically feasible at the R8 due to isolated nature of this one residential house. The cost of the wall would be cost prohibitive for this one house. A 5.0 m high acoustic barrier at R13 is not considered to be technically feasible since it is not predicted to provide a 5 dba reduction. Also, the noise wall is not considered to be economically feasible for the 3 houses on Donvale Road that abut Highway 404. Placing a 5.0 high acoustic barrier on top of the existing berm and extending the wall along the highway shoulder to Station is considered to be technically, economically and administratively feasible for first and second row of residential houses on Elsa Drive (R17a to R17g). Therefore, a noise wall is recommended. Realigning the highway or revising the vertical profile to mitigate noise levels are not considered to be economically feasible as the proposed improvements primarily involve widening the highway into the median and following the existing highway alignment and profile. Any adjustments to the horizontal and vertical alignments to the highway would significantly increase the costs to the highway improvements. Consideration should be given to using a bituminous pavement in the vicinity of the NSAs that are predicted to have 65 dba absolute noise levels. This review should be conducted during the subsequent detail design phase. Should there be excess material available and available right-of-way along Highway 404, consideration should be given to providing a berm made from available excess material within the existing right-of-way at those NSAs that are predicted to have an absolute noise level of 65 dba. MMM Group Limited July 2015 WO