Agenda Item # Page # TO: FROM: SUBJECT CHAIR AND MEMBERS BUILT AND NATURAL ENVIRONMENT COMMITTEE MEETING ON MARCH 28,2011 PAT MCNALLY, P.ENG. SERVICES DEPARTMENT& CITY ENGINEER VETERANS MEMORIAL PARKWAY 8 HIGHBURY AVENUE NOISE STUDY I1 RECOMMENDATION I1 That on the recommendation of the General Manager of Environmental & Engineering Services 8, City Engineer, this report BE RECEIVED for information. PREVIOUS REPORTS PERTINENT TO THIS MATTER Environment and Transportation Committee, January 15, 2007 - Veterans Memorial Parkway Noise Study. I Purpose: BACKGROUND This report responds to a Council Reso1ution;dated August 31, 2010. Noise and vibration studies were to be undertaken on Veterans Memorial Parkway between Dundas Street and Trafalgar Street, on Highbury Avenue between Commissioners Road East and the Bradley Road cut-off and on Highbury Avenue between Killarney Road and Fanshawe Park Road. Context: The City of London Policy 25(12) states that the installation of noise barrier walls is intended to ensure that the existing residential backyards backing onto arterial roads which are widened to four lanes or greater are not subjected to significant noise level increases from levels that exist in the design year. Sound barriers would also be considered where the daytime sound exposures in the rear yard amenity areas are greater than 60 dba. Previous noise studies were completed by Delcan Corporation on the Veterans Memorial Parkway (VMP) before 2005 construction to widen the VMP from two to four lanes, and in 2006 after construction. The widening provided two new lanes on the east side of the existing road. Residential properties are located west of the VMP. The two new lanes were to accommodate the northbound traffic while the existing lanes remained to accommodate the southbound traffic. With this configuration, traffic was not brought closer to existing residents. Preconstruction and post construction noise levels showed a reduction in noise levels after the widening. This result was attributed to an increased separation between the residential lands and the northbound traffic due to the new road alignment. The result indicated that a noise barrier wall was not needed. There has been no previous noise study carried out for the area of Highbury Avenue South, between Commissioners Road and Bradley Avenue. The closest residential housing units are located west of the Hydro One corridor, approximately 100m from the roadway. A Noise Study along Highbury Avenue North between Killarney Road and Fanshawe Park Road East was completed in 2009 in preparation for the planned intersection improvements at Fanshawe Park and Highbury Avenue.
Agenda Item # Page # Discussion: Within the attached reports (Appendix "B), the noise consultant (Valcoustics) summarizes the City's Requirements and a Noise Impact Assessment, and provides recommendations. These are summarized below: Veterans Memorial Parkwav between Dundas Street and Trafalaar Street -- The results of the assessment indicate that the resultant sound exposures in the rear yard amenity area of the residential dwellings are well below the 60 dba daytime limit (see Key Plan -Appendix "A). These results coincide with the original Delcan study conducted in 2005. Hiahburv Avenue between Commissioners Road East and Bradley Road -This section of roadway underwent concrete repairs in the summer of 2010 (diamond grinding). Residential properties are located along both sides of the VMP. The west side has properties nearer the road and was selected for testing. These properties are set back more than 100 m from Highbury Avenue, including a Hydro One corridor. The results of the noise impact assessment indicate that the resultant sound exposures in the rear yard amenity areas of the residential dwellings are well below the 60 dba daytime limit (see Key Plan -Appendix "A"). Hishburv Avenue between Killarnev Road and Fanshawe Park Road East - This section of road is scheduled to be improved as part of the Fanshawe Park Road / Highbury intersection improvements. A 2009 noise study determined a need for noise walls. In general, noise walls were recommended for Killarney Court, Killarney Grove and Glenburnie Crescent. These are included in the project design with construction expected in 2012. Conclusion: The results of the Noise Impact Assessments for both the Veterans Memorial Parkway and Highbury Avenue South indicate sound barriers are not warranted since the residential receptors are predicted to receive daytime sound exposures not exceeding 60 dba in their outdoor amenity areas. In addition, the change from before 2005 VMP construction to after construction is less than 5 dba. In both cases traffic volume would need to more than double for the sound exposures to exceed 60 dba. The anticipated noise impacts from the intersection improvements for Fanshawe Park Road & Highbury Avenue do require a sound barrier along the west side of Highbury Avenue, north of Killarney Road as well as along the south side of Fanshawe Park Road, just west of Highbury Avenue. These are included in the project. Acknowledgements: This report was prepared by a team within the Environmental and Engineering Services Department comprising of Dave Graham, Engineering Intern and Karl Grabowski, Transportation Design Engineer within the Transportation Planning and Design Division. & ENGINEERING SERVICES 81 CITY Z:\R&WOIl\VMP noise study March 28.docx KPG I dg Attach: Appendix "A" - Key Plans of Sound Exposure Measurements (3 Sheets) Appendix "B" - Noise Impact Assessment - Veterans Memorial Parkway Appendix " C - Noise Impact Assessment - Highbury Avenue South Appendix " D - Noise Impact Assessment - Fanshawe Park Road / Highbury Avenue Intersection
Agenda Item U Page U Appendix "A" Key Plans and Sound Exposure Measurements Figure 1 -Veterans Memorial Parkway between Dundas Street and Trafalgar Street
Elm Agenda Item # Page # Figure 3 - Fanshawe Park Road / Highbury Avenue Intersection
Agenda Item # Page # Appendix 0 Noise Impact Assessment - Veterans Memorial Parkway
Agenda Item u pa e # a 4 (. Canada Ltd. SouRdrolutio~ to acoustical c h k p MEMORANDUM TO: FROM: Henry Huotari, Delcan John Emeljanow VIA EMAIL DATE: March 10,201 1 RE: Noise Impact Assessment Veterans Memorial Parkway between Dundas Street and Trafalgar Street FILE: 110-343 We have completed our assessment of the resultant sound exposures and the requirement for noise mitigation measures along the above noted section of Veterans Memorial Parkway. This study was prepared at the request of the City of London. Our findings and recommendations are outlined herein. We understand that Veterans Memorial Parkway was widened from atwo lane to four lane facility in 2005. The two new lanes were added on the east side of the corridor to form the new northbound lanes. The two existing lanes became the new southbound lanes. Noise sensitive (residential) receptors are located along the west side of the roadway corridor. Lands to the east arc industridhommercial and are not noise sensitive. CITY OF LONDON REQUIREMENTS City oflondon Policy 25(12) states that the installation of noise barrier walls is intended to ensure that the existing residential baclyards backing onto arterial roads which are widened to four lanes or greater are not subjected to sign$cant noise level increasesfiom levels that exist in the design year. Sound barriers would also be considered where the daytime sound exposures in the rear yard amenity areas are greater than 60 dba. The 60 dba daytime sound exposure objective is the maximum sound exposure level permitted by the Ministry of Environment (MOE) and the City of London in the outdoor amenity areas of new residential developments. Where noise mitigation is warranted, the mitigation must provide at least 5 dba ofattenuation. This is consistent with the Ministry of Transportation (MTO) requirements for roadway improvement projects. Eat least 5 dba of sound reduction is not provided, the sound barrier will not provide a noticeable reduction in the rear yard sound exposures. Consultiq) Acoustical Engineers
NOISE IMPACT ASSESSMENT Sound exposure measurements were done both before and after the roadway improvements by Delcan. The results of these measurements are outlined in a report dated November 1,2006. The report concluded that noise mitigation measures were not warranted since the sound exposures did not increase by at least 5 dba and the resultant daytime sound exposure in the rear yard amenity areas did not exceed 60 dba. Daytime sound exposures in the rear yard amenity areas were calculated at representative noise sensitive receptor locations (Le. in the rear yards of residential dwellings) along the length of the study area. The sound exposures were calculated using ORNAMENT-Stamson v5.04, the computerized road traffic noise prediction model of the MOE. Traffic information and appropriate drawings were provided by Delcan. The traffic information is included as Appendix A. For the traffic volumes provided, 10% of the traffic was assumed to be truck traf k with a 50/50 mediumheavy split. In addition, 90% of the traffic was assumed to occur during the daytime (i.e. 07:OO to 23:OO hours) period. During our site visit and measurements, it was noted that there is an existing berm along the rear property lines of the residential receptors. This berm is providing noise attenuation to the rear yards and bas been included in the noise assessment. Privacy fences are typically provided atop the berm. The privacy fences do not provide noise attenuation and were not included in the noise assessment. To calibrate the model, sound level measurements were done at several locations along the length of the study area. In all cases, the measured values were lower than the daytime sound exposures calculated using the traffic noise prediction model at the measurement position. Thus, the results are considered conservative in that the actual daytime sound exposures are expected to be somewhat less than those predicted. The resultant sound exposure in the rear yard amenity areas of representative locations arc shown in Table 1. Existing daytime sound exposures in the rear yards range from 54 to 57 dba. As expected, the daytime sound exposures are somewhat lower than the peak hour sound exposures measured by Delcan. DISCUSSION To warrant the implementation of noise mitigation, the City of London requires that the sound exposures increase by 5 &A or more as a result of a road improvement project and that sound exposures in the rear yard amenity areas of residential dwellings exceed 60 dba. The report prepared by Delcan, dated November 1,2006 indicates that the sound exposures have not increased as a result of the roadway improvements. In fact, the sound exposures have decreased somewhat due to the widening occurring along to the east effectively moving the roadway centreline further from the receptor locations. 2 Consulting Acoustical Engineers
Agenda Item Pa e #?----A UM Canada Ltd. We agree with Delcan that the roadway improvements did not increase the sound exposures by 5 dba or more. The results of our noise impact assessment indicate that the resultant sound exposures in the rear yard amenity areas of the residential dwellings along the study area are well below the 60 dba daytime limit. For the sound exposures to exceed the 60 (IBA daytime limit, the existing traffic volumes would need to more than double. CONCLUSIONS As part of the Veterans Memorial Parkway improvments, sound barriers are not warranted since residential receptors are predicted to receive daytime sound exposures not exceeding 60 dba in their outdoor amenity areas. In addition, the change from the before improvement to after improvements scenarios is less than 5 dba. If there are any questions or if additional information is needed, please do not hesitate to call. J:U010\110343\OW\Msmmkpl (FinPl).wpd 3
~ ~~ ~ ~ TABLE 1 I ocation Address LeaD-1 A 272 Sirnpson Crescent 54 B C D E F G H I 252 Simpson Crescent 54 166 Bonaventure Drive 54 45 Moreau Crescent 54 29 Moreau Crescent 55 126 Bonaventure Drive 55 511 Admiral Drive 55 217 Napoleon Court 57 217 Napoleon Court 56 J I 151 Martinet Avenue I 56 4 Consulting Acoustical Engineers
STUDY AREA FIGURE 1
Agenda Item # Page # Appendix C Noise Impact Assessment - Highbury Avenue South
MEMORANDUM TO: FROM: Henry Huotiui, Delcan John Emeljanow VIA EMAIL DATE: March 10,201 1 RE: Noise Impact Assessment Highbury Avenue between Commissioners Road East and Bradley Road FILE: 11 0-344 We have completed our assessment of the resultant sound exposures and the requirement for noise mitigation measures along the above noted section of Highbury Avenue. This study was prepared at the request of the City of London. Our findings and recommendations are outlied herein. We understand that Highbury Avenue had some concrete repairs in the summer of 2010. The roadway was not widened nor re-aligned as a result of these improvcrnents. Noise sensitive (residential) receptors are located along the west side of the roadway corridor. The receptors are set back more than 100 m from Highbury Avenue due to the intervening high voltage transmission lines. Lands to the cast are currently vacant. CITY OF LONDON REQUIREMENTS City of LondonPolicy25(12) states that the installation ofnoise barrier walls is intendedto ensure that the existing residential backyards backing onto arterial roads which are widenedto four lanes or greater are not subjected to signijicant noise level increases9om levels that exist in the design year. Sound barriers would also be considered where the daytime sound exposures in the rear yard amenity areas are greater than 60 dba. The 60 dba daytime sound exposure objective is the maximum sound exposure level permitted by the Ministry of Environment (MOE) and the City of London in the outdoor amenity arm of new residential dcvelopments. Where noise mitigation is warranted, the mitigation must provide at least 5 dba ofattenuation. This is consistent with the Ministry of Transportation (MTO) requirements for roadway hpovwnent projects. If at least 5 dba of sound reduction is not provided, the sound barrier will not provide a noticeable reduction in the rear yard sound exposures. Consulting Acoustical Engheers
Hgenda Item # Pa e #.) Canada Ltd. Sorndrolvtiam to ncourtieal e&p NOISE IMPACT ASSESSMENT Daytime sound exposures in the rear yard amenity areas were calculated at representative noise sensitive receptor locations (i.e. in the rear yards of residential dwellings) along the length of the study area. The sound exposures were calculated using ORNAMENT-Stamson v5.04, the computerized road tr&ic noise prediction model of the MOE. Traffic information and appropriate drawings were provided by Delcan. The trait information is included as Appendix A. For the traffic volumes provided, 10% of the tranic was assumed to be truck traffic with a 50150 mediumheavy split. In addition, 90% of the Mic was assumed to occur during the daytime (Le. 07:OO to 23:OO hours) period. During our site visit and measurements, it was noted that there are privacy fences along the rear property lines of the residential receptors. The privacy fences do not provide noise attenuation and were not included in the noise assessment. To calibrate the model, sound level measurements were done at two locations along the length of the study area. In both cases, the measured values were lower than the daytime sound exposures calculated using the traffic noise prediction model at the measurement position. Thus, the results are considered conservative in that the actual daytime sound exposures are expected to be somewhat less than those predicted. The resultant sound exposure in the rear yard amenity areas of representative locations are shown in Table 1. Existing daytime sound exposures in the rear yards range from 49 to 56 dba. The 49 dba sound exposure occurs where the dwellings front towards Highbury Avenue and their rear yards benefit from acoustical screening provided by the dwelling itself. DISCUSSION To warrant the implementation of noise mitigation, the City of London requires that the sound exposures increase by 5 dba or more as a result of a road improvement project and that sound exposures in the rear yard amenity areas of residential dwellings exceed 60 dba. The roadway improvements (i.e. concrete repairs) did not increase the capacity of the roadway and did not increase the sound exposures by 5 &A or more. The results of our noise impact assessment indicate that the resultant sound exposures in the rear yard amenity areas of the residential dwellings along the study area are well below the 60 dba daytime limit. For the sound exposures to exceed the 60 dba daytime limit, the existing traffic volumes would need to more than double. 2 Consulting Acoustiml Engineers
CONCLUSIONS As part of the Highbury Avenue improvments, sound barriers are not warranted since residential receptors are predicted to receive daytime sound exposures not exceeding 60 &A in their outdoor amenityareas. Inadditioqthe change from the before improvement to after improvements scenarios is less than 5 de3a. If there are any questions or if additional information is needed, please do not hesitate to call. 3 Consulting Acoustical Engineem
~ Location Address LeaD-1 A 720 Deveron Crescent 54 0 293 Banbury Crescent 56 C 112 Sundridge Crescent 56 D 32 Sundridge Court 56 I E I 24LvsandaAvenue I 56 I F 52 Lysanda Avenue 56 G 76 Lvsanda Avenue 56 H 82 Milan Place 56 I 118 Milan Place 56 J 23 Pondview Terrace 49 4 Consulting Acoustical Engineers
. Canada Ltd STUDY AREA I FIGURE 1
Agenda Item # Page # Appendix D Noise impact Assessment Fanshawe Park Road I Highbury Avenue Intersection
TO: FROM: Henry Huotari, Delcan John Emeljanow MEMORANDUM VIAEMAIL DATE: September 3,2009 RE: Sound Barrier Height Assessment Fanshawe Park Road / Highbury Avenue Intersection FILE: 109-177 We have completed our assessment of the sound barrier height requirements for the sound barriers recommended as part of the above road improvements. Our findings and recommendations are outlined herein. CITY OF LONDON REQUIREMENTS The noise study prepared in support of the Environmental Assessment (EA) for the proposed roadway improvements identified locations where sound barriers are to be implemented. City of London Policy 25( 12) states that the installation of noise barrier walls is intended to ensure that the existing residential backyards backing onto arterial roads which are widened to four lanes or greater are not subjected to significant noise level increases from levels that exist in the design year. The sound barrier heights recommended herein are the heights needed to:. attenuate the daytime sound exposures in the rear yard amenity areas to 60 dba or less: and provide at least 5 dba of sound attenuation. The 60 dba daytime sound exposure objective is the maximum sound exposure level permitted by the Ministry of Environment (MOE) and the City of London in the outdoor amenity areas of new residential developments. Providing at least 5 dba of attenuation is consistent with the MinisUy of Transportation (MTO) requirements for roadway improvement projects. If at least 5 dba of sound reduction is not provided, the sound barrier will not provide a noticeable reduction in the rear yard sound exposures.
SOUND BARRIER ASSESSMENT The sound barrier heights were determined using the following information provided by Delcan:. Fanshawe Park Road EA - Revised traffic memorandum, dated March 31, 2009, prepared by Delcan;.. Recommended design alternative drawings, provided by Delcan; and Elevations and sections for the residential dwellings, provided by Delcan. From the traffic memorandum, the 2024 traffic information was determined using the am and pm peak traffic volumes as well as information contained in the original noise study. TABLE 1 TRAFFIC INFORMATION Notes: 1. Annual Average Daily Traffic. 2. Percenfageoftraffcduringthedaytime(07:00to23:M)hours)/nighttime(23:00to07:00hours) periods. The minimum top of sound barrier elevation requirements are outlined in Table 2. Note that the elevations provided in Table 2 are the minimum recommended. Higher sound barriers are acceptable where needed to maintain a uniform appearance. Higher sound barriers will provide greater sound attenuation. For example, we recommend the sound barrier for the dwellings at 152 and 156 Killarney Court be increased in height (to 253,12 m for 156 Killarney Court and to 253.48 m for 152 Killarney Court) to maintain a uniform sound barrier appearance and avoid a potential greater than 1 m step in the sound barrier between 148 and 152 Killarney Court. 2
Agenda Itern t# Page ## El CONCLUSIONS As part of the Highbury Avenue and Fanshawe Park Road intersection improvments, sound barriers are warranted since residential receptors are predicted to receive daytime sound exposures exceeding 60 dba in their outdoor amenity areas. Sound barriers having a top elevation as outlined in Table 2 will provide at least 5 dba of sound attenuation and will mitigate the daytime sound exposures to within the 60 dba limit. If there are any questions or if additional information is needed, please do not hesitate to call. J.~m9\10917MW\Mem~~Ws\Pnliminary Results (Dmfl).wpd 3
Receoto r 246 Killamey Road 208 Killamey Grove 204 Killamey Grove 200 Killamey Grove 196 Killamey Grove 160 Killamey Court 156 Killamey Court 152 Killamey Court 148 Killamey Court 87 Glenbumie Crescent 91 Glenbunie Crescent 95 Glenbumie Crescent 99 Glenbumie Crescent 103 Glenbumie Crescent 107 Glenbumie Crescent TABLE 2 TOP OF SOUND BARRIER ELEVATIONS Minimum Too of Sound Barrier Elevation 252.70 252.20 252.30 252.40 252.60-252.75 251.90 252.00 253.85 259.10 258.65 258.25 258.20 258.00 257.80 I 117 Glenbumie Crescent I 257.55 I I 121 Glenbumie Crescent I 257.50 I I 125 Glenburnie Crescent I 257.45 I I 11 1 Glenburnie Crescent 257.70 129 Glenbumie Crescent 257.40 133 Glenbumie Crescent 257.35 137 Glenbumie Crescent 257.40
~~~~ ~~ ~ 141 Glenburnie Crescent I 257.45 145 Glenbumie Crescent 149 Glenbumie Crescent I 257.60 257.75 153 Glenbumie Crescent 257.85 5