Appendix I: Noise and Vibration Assessment Report

Transcription

1 Appendix I: Noise and Vibration Assessment Report London Bus Rapid Transit Transit Project Assessment Process Environmental Project Report DRAFT April 2018 P R E PA R E D BY

2 RAPID TRANSIT CORRIDORS ENVIRONMENTAL ASSESSMENT - NOISE AND VIBRATION STUDY LONDON BUS RAPID TRANSIT CITY OF LONDON PROJECT NO.: DATE: APRIL 2018 WSP 100 COMMERCE VALLEY DRIVE WEST THORNHILL, ON, CANADA L3T 0A1 WSP.COM WSP Canada Inc.

3 S I G N A T U R E S PREPARED BY Johnson Trinh, EIT Designer Jeffery Park, EIT Designer REVIEWED BY Bill Hoogeveen, P.Eng. Senior Project Manager Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page ii

4 EXECUTIVE SUMMARY The City of London, Ontario has retained the IBI Group (IBI) in collaboration with WSP Canada Inc. (WSP) to provide engineering consulting and environmental assessment services for the development of a 24km-long Bus Rapid Transit (BRT) system for London, Ontario. As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration impacts of the BRT system on the surrounding area. The scope of this study addresses the potential noise and vibration impact of construction, road widening, and operation of the BRT system. The road traffic volumes were projected based on Turning Movement Counts (TMC) and future growth rates provided by the project team. Road noise levels were calculated using both the method outlined in the Ontario Ministry of the Enviroment document ORNAMENT (October, 1989) and the MOECC STAMSON 5.04 Computer Program for Road and Rail Traffic Noise Assessment. The projected increase in noise levels as a result of the implementation of the London BRT system is estimated to be greater than 5 db at four receptor locations. New 1.8 m to 2.4 m high sound barriers are recommended to attenuate the increase in sound levels. This study concluded that the existing noise sensitive land uses will not be impacted by the construction, road widening, and operation of the BRT system provided that all recommendations in this report are implemented. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page iii

5 Executive Summary... iii 1 INTRODUCTION STUDY AREA AND SURROUNDING LAND USES 2 3 NOISE GUIDELINES NOISE ANALYSIS... 4 Noise Sources... 4 Estimation Procedures... 4 Setbacks, Elevations, and Receptor Heights... 4 Results and Findings... 6 Noise Control Measures CONSTRUCTION NOISE VIBRATION ASSESSMENT CONCLUSIONS AND RECOMMENDATIONS Conclusions Recommendations REFERENCES Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page iv

6 TABLES TABLE 4-1: SUMMARY OF RECEPTORS... 4 TABLE 4-2: SUMMARY OF RESULTS... 6 TABLE 4-3: RECOMMENDED NOISE CONTROL MEASURES... 8 FIGURES FIGURE 1-1: APPROVED BRT NETWORK (JULY 2017)... 1 APPENDICES A TRAFFIC DATA B C SOUND LEVEL ANALYSES BARRIER LOCATIONS Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page v

7 1 INTRODUCTION The City of London, Ontario has retained the IBI Group (IBI) in collaboration with WSP Canada Inc. (WSP) to provide engineering consulting and environmental assessment services for the development of a 24km-long Bus Rapid Transit (BRT) system for London, Ontario. The BRT system is comprised of four segments, combined into two operational routes: the north and east corridor, and the south and west corridor, as presented in Figure A below. The BRT network was approved by the City of London Council with the Rapid Transit Master Plan in July 2017, and is comprised predominantly of dedicated bus lanes on existing streets, either in the curb or median lanes. The BRT corridors will also incorporate enhanced pedestrian amenities and active transportation infrastructure where feasible. A total of 35 new, fully-accessible BRT stops are provided at key signalized intersections throughout the network, with enhanced passenger amenities and safety features. The project will require the purchase of an additional 28 vehicles to operate the BRT services, which will be phased-in gradually as the BRT corridors come online. As a part of the environmental assessment services, this noise and vibration study assesses the potential noise and vibration impacts of the BRT system on the surrounding area. The scope of this study addresses the potential noise and vibration impact of construction, road widening, and operation of the BRT system. Figure 1-1: Approved BRT Network (July 2017) Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 1

8 2 STUDY AREA AND SURROUNDING LAND USES For the purposes of this evaluation, the study area extends 600 metres on both sides of the proposed 24 kilometre BRT system and adjacent residential areas. In practical terms, the study area extends only as far as the first row of housing since there will not be impacts beyond the first row. Existing land uses vary along the study corridors with a mix of recreational, residential, commercial, and institutional uses. Downtown London is primarily commercial and institutional uses while a couple of kilometres away from the downtown core is primarily residential. Notable land uses along the BRT corridors include Western University, Masonville Place, Cherry Hill Mall, North American Trade Schools, Gateway Casinos, and Fanshawe College. For more information about the surrounding land use, the City of London s website contains an interactive map at The noise and vibration assessments were undertaken based on a selection of private residential homes adjacent to the BRT corridors to represent the locations where the potential worst-case impacts to noise and vibration sensitive areas are expected. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 2

9 3 NOISE GUIDELINES When examining the noise impacts of transportation improvements on existing residential areas, the Ministry of the Environment and Climate Control s approach for the assessment of noise impacts is documented in "A Protocol for Dealing with Noise Concerns during Preparation, Review and Evaluation of Provincial Highway Environmental Assessments", February 1986, prepared by the Ontario Ministry of Transportation and the Ministry of the Environment (hereafter referred to as the Protocol). The Protocol states "The objective for outdoor sound levels is the higher of the L eq 55 dba or the ambient. The significance of a noise impact will be quantified by using this objective in addition to the change in noise level above the ambient. Where noise increases above the ambient do not exceed 5 dba, no mitigation is required". A summary of the guidelines to determine noise impact is as follows: If the L eq 16 hour daytime traffic sound levels in the outdoor living areas of the adjacent dwelling units are less than or equal to 55 dba and the impact is less than or equal to 5 dba (over ambient noise levels), noise mitigation measures will not be required. If the L eq 16 hour daytime traffic sound levels in the outdoor living areas of the adjacent dwelling units are greater than 55 dba and the impact is less than or equal to 5 dba (over ambient), attenuation measures will not normally be required. For both cases noted above, if the noise impact exceeds 5 dba (over ambient), noise control measures should be investigated within the right-of-way and if mitigation is warranted, attempts should be made to reduce the noise to objective sound levels or as much as possible, within the constraints of administrative, aesthetic, economic and technical feasibility. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 3

10 4 NOISE ANALYSIS NOISE SOURCES The primary noise sources are vehicular traffic along the major roads (Dundas Street, King Street, Oxford Street East, Oxford Street West, Highbury Avenue North, Wharncliffe Road North, Wellington Road, Richmond Street and Western Road). The road traffic volumes were projected based on Turning Movement Counts (TMC) and future growth rates provided by the project team. A medium to heavy truck ratio was not provided and a ratio of 5:8 was assumed. The traffic data used is provided in Appendix A. The conservative case of diesel BRT fleet was assumed. ESTIMATION PROCEDURES Sound levels were calculated using the method outlined in the Ontario Ministry of the Environment document ORNAMENT, October 1989 and the Ontario Ministry of the Environment and Climate Change (MOECC) STAMSON, Computer Program for Road and Rail Traffic Noise Assessment (Version 5.04 issued in 2000). SETBACKS, ELEVATIONS, AND RECEPTOR HEIGHTS An Outdoor Living Area (OLA) is an outdoor area easily accessible from a building and is designed for the quiet enjoyment of the outdoor environment. A review of the study area identified OLAs that would have the greatest exposure to the BRT corridor and therefore be most impacted by the project. The location of these OLA receptors are 3 metres from the rear façade of the building at a height of 1.5 metres above the existing grade at the critical noise sensitive areas. Table 4-1 summarizes all the assessed receptors. Table 4-1: Summary of Receptors NOISE RECEPTOR ADDRESS TYPE OF RESIDENTIAL UNIT N1 106 St Bees Crt. Detached House N2 38 St Bees Pl. Detached House N3 1 Ambleside Dr. Detached House N4 326 Windermere Rd. Detached House N The Parkway Detached House N6 15 Tower Lane Detached House N Richmond St. Detached House N8 208 Huron St. Detached House N9 3 Richmond St. Detached House N Cromwell St. Detached House N Sydeham St. Detached House E Dundas St. Detached House E2 248 Paardeberg Cres. Detached House Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 4

11 NOISE RECEPTOR ADDRESS TYPE OF RESIDENTIAL UNIT E Oxford St. E. Detached House E Oxford St. E. Detached House S1 2 Kennon Pl. Detached House S2 4 Watson St. Detached House S3 3 Watson St. Detached House S4 119 McClary Ave Detached House S5 32 Frank Pl. Detached House S6 8 Bond St. Detached House S7 13 Bond St. Detached House S8 21 Raywood Ave. Detached House S9 484 Moore St. Detached House S Emery St. E. Detached House S11 60 Thomas Janes Dr. Detached House S Wellington Rd. Detached House S13 57 Thomas Janes Dr. Detached House S Base Line Rd. E. Detached House S Nadine Ave. Detached House S St Stephens Dr. Detached House S Glenbanner Rd. Detached House S Glenbanner Rd. Detached House S Glenbanner Rd. Detached House S Dunelm Lane Detached House W1 217 Platt's Lane Detached House W2 189 Woodward Ave. Detached House W3 226 Cooper St. Detached House W4 82 Empress Ave. Detached House W5 101 Wharncliffe Rd. N. Detached House W6 34 Kensington Ave. Detached House W7 12 Wilson Ave. Detached House Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 5

12 RESULTS AND FINDINGS The sixteen hour sound levels (L eq 16 hr) for all receptors were determined using STAMSON Both the existing and future with the BRT system scenario were calculated to determine the noise impact of the proposed BRT system. A summary of the results are shown in Table 4-2. Table 4-2: Summary of Results NOISE RECEPTOR EXISTING SOUND LEVELS WITHOUT BRT (1) (dba) FUTURE SOUND LEVELS WITH BRT (2) (dba) CHANGE IN SOUND LEVELS (dba) MITIGATION TO BE INVESTIGATED? N No N No N No N No N No N No N No N No N No N No N No E No E No E No E No S Yes S No S No S No S No S No S Yes S No S Yes S No S No Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 6

13 NOISE RECEPTOR EXISTING SOUND LEVELS WITHOUT BRT (1) (dba) FUTURE SOUND LEVELS WITH BRT (2) (dba) CHANGE IN SOUND LEVELS (dba) MITIGATION TO BE INVESTIGATED? S No S No S No S No S No S No S No S No S No W No W No W Yes W No W No W No W No (1) Based on projected 2018 traffic volumes (2) Based on 2034 traffic volumes and 2034 BRT volumes As tabulated above, existing sound levels range from 48 dba to 69 dba and future sound levels with BRT from 53 dba to 70 dba. The largest change in sound levels is 9 dba. NOISE CONTROL MEASURES Based on the results summarized in Table 4-2, most receptors experience a small increase in sound levels but will not require noise control measures. However, receptors S1, S7, S9, and W3 increases by more than the 5 db. Noise control measures were investigated at these locations. It should be noted that increases greater than 5 db are predicted to only occurred as a result of intervening buildings needing to be removed to accommodate the design. Accordingly, it is recommended that sound barriers be constructed to provide sufficient attenuation to reduce sound levels to objective sound levels for the affected receptors. Table 4-3 summarizes the recommended noise control measures. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 7

14 Table 4-3: Recommended Noise Control Measures NOISE RECEPTOR BARRIER HEIGHT (m) OBJECTIVE SOUND LEVELS (dba) ATTENUATED SOUND LEVELS (dba) MITIGATION PROVIDED BY BARRIER (dba) S S S W The locations and heights of the sound barriers are schematically shown in Appendix C, Figures C-1 to C-4. Sound barriers must be continuous and without gaps. All fence material must have a minimum surface density of 20 kg/m 2. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 8

15 5 CONSTRUCTION NOISE With respect to the noise impacts during construction of the London BRT, the following should be specified during the preparation of detailed design drawings and adhered to during construction: The Contractor will be required to comply with the City of London s noise by-law (Noise By-Law, PW-12) regarding noise emission standards for construction equipment that may be in place at the time of construction. General noise control measures (not sound level criteria) will be referred to, or placed into the City of London contract documents. Any initial complaint from the public will require verification by the City of London to determine if the general noise control measures agreed to, are in effect. The City of London will investigate any noise concerns, warn the Contractor of any problems and enforce its contract. Nighttime construction activities should be avoided to reduce the potential impact of construction noise. Construction should be planned to minimize the number of nights where noisy nighttime construction activities may be required. All construction equipment used should be in good repair and properly maintained to limit noise emissions. All construction equipment should be operated with effective muffling devices that are in good working order and idling of construction equipment kept to a minimum to reduce noise from construction activities. Unnecessary noise caused by faulty or non-operating components shall be addressed by regularly maintaining all equipment. Noise emissions from construction equipment are to be in compliance with the limits set out in NPC-115 and NPC-118. The concurrent use of high impact construction equipment such as pile driving should be avoided. The feasibility of augur pile driving should be investigated if pile driving is required. Construction noise mitigation options should be considered based on administrative, operational, economic, and technical feasibility. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 9

16 6 VIBRATION ASSESSMENT Vibration impacts on nearby vibration sensitive areas due to the operation of the proposed BRT system is not expected to be a concern. The rubber tires and suspension systems of the buses and trucks will provide sufficient vibration dampening and isolation under satisfactory pavement conditions. There are no federal, provincial, or municipal construction vibration limits. The construction vibration is temporary and vibration-intensive activities such as pile driving are not expected to occur. However, construction best practices should be followed. Construction activities should be kept as far as possible from nearby structures and the duration of construction activities near structures should be kept to a minimum. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 10

17 7 CONCLUSIONS AND RECOMMENDATIONS CONCLUSIONS The conclusions of the noise and vibration assessments are as follows: The projected increase in noise levels as a result of the implementation of the London BRT system is estimated to be greater than 5 dba at receptors S1, S7, S9, and W3 and warrants an investigation of mitigation measures. Vibration impacts on nearby vibration sensitive areas due to the operation of the proposed BRT system is not expected to be a concern. RECOMMENDATIONS Based on the review of proposed noise mitigation at the affected receptor locations, new 1.8 m to 2.4 m high sound barriers are recommended. The locations and heights of the sound barriers are schematically shown Appendix C, Figures C-1 to C-4. Construction noise control program noted in Section 5 of this report be adhered to during the construction of the London BRT system. Construction best practices should be followed to minimize the possibility of a potential noise/vibration impact. Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 11

18 REFERENCES [1] Ontario Ministry of Transporation and the Ministry of the Environment, "A Protocol for Dealing with Noise Concerns during Preparation, Review and Evaluation of Provincial Highway Enironmental Assessments," February [2] Ontario Ministry of the Environment, "Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT)," Queen's Printer for Ontario, Rapid Transit Corridors EA Noise and Vibration Study Project No City of London WSP April 2018 Page 12

19 APPENDIX A TRAFFIC DATA

20 Receptor Number Relevant Intersection Approach N1 Western & Richmond North N2 N3 N4 Western & Richmond Western & Richmond Western & Richmond West (Western) West (Western) West (Western) N5 Richmond & University West N6 Richmond & University West N7 Richmond & University South N8 Richmond & University South N9 Richmond & Huron South N10 Richmond & Grosvenor North N11 Richmond & Oxford North E1 Dundas & Highbury West E2 Oxford & Highbury (All outs) E3 Oxford & Highbury East E4 Oxford & Highbury East Direction (In or Out) Direction # Med. Trucks # Heavy Trucks 2034 Growth (Do Nothing) 2034 Growth (with BRT) No. of BRT Buses (Future) No. of Local Buses (Future) Medium Truck % Heavy Truck % Day/Night Ratio NB (Out) NB % 1.4% % SB (In) SB % 1.4% EB (In) EB % 1.4% % WB (Out) WB % 1.0% EB (In) EB % 1.4% % WB (Out) WB % 1.0% EB (In) EB % 1.4% % WB (Out) WB % 1.0% EB (In) EB % 2.9% % WB (Out) WB % 3.6% EB (In) EB % 2.9% % WB (Out) WB % 3.6% NB (In) NB % 2.0% % SB (Out) SB % 1.7% NB (In) NB % 2.0% % SB (Out) SB % 1.7% NB (In) NB % 2.1% % SB (Out) SB % 1.9% NB (Out) NB % 2.3% % SB (In) SB % 2.5% NB (Out) NB % 1.9% % SB (In) SB % 2.3% EB (In) EB % 2.6% % WB (Out) WB % 3.1% NB (Out) NB % 2.7% % SB (Out) SB 1, % 3.4% EB (Out) EB % 2.7% % WB (Out) WB % 3.5% EB (Out) EB % 2.7% % WB (In) WB 1, % 4.7% EB (Out) EB % 2.7% % WB (In) WB 1, % 4.7% Road Gradient Speed Limit

21 Receptor Number Relevant Intersection Approach S1 Wellington & Grand North S2 Wellington & Grand South S3 Wellington & Grand South S4 Wellington & Grand South S5 Wellington & Grand South S6 Wellington & Grand South S7 Wellington & Base Line North S8 Wellington & Base Line North S9 Wellington & Base Line North S10 Wellington & Base Line North S11 Wellington & Base Line North S12 Wellington & Base Line North S13 Wellington & Base Line North S14 Wellington & Base Line (All outs) S15 Wellington & Southdale North S16 Wellington & Southdale South S17 Wellington & Montgomery North S18 Wellington & Montgomery South S19 Wellington & Bradley North S20 Wellington & Bradley North W1 Oxford & Woodward/Platts East W2 Oxford & Woodward/Platts East W3 Oxford & Woodward/Platts East W4 Oxford & Wharncliffe South W5 Wharncliffe & Mt Pleasant North W6 Wharncliffe & Riverside (All outs) W7 Wharncliffe & Riverside East Direction (In or Out) Direction # Med. Trucks # Heavy Trucks 2034 Growth (w/o BRT) 2034 Growth (with BRT) No. of BRT Buses (Future) No. of Local Buses (Future) Medium Truck % Heavy Truck % Day/Night Ratio Road Gradient Speed Limit NB (Out) NB % 2.1% % 50 SB (In) SB % 2.0% NB (In) NB % 2.2% % 50 SB (Out) SB % 1.9% NB (In) NB % 2.2% % 50 SB (Out) SB % 1.9% NB (In) NB % 2.2% % 50 SB (Out) SB % 1.9% NB (In) NB % 2.2% % 50 SB (Out) SB % 1.9% NB (In) NB % 2.2% % 50 SB (Out) SB % 1.9% NB (Out) NB % 1.9% % 50 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 50 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 50 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 50 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 60 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 60 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 60 SB (In) SB % 2.1% NB (Out) NB % 1.9% % 60 SB (Out) SB % 1.7% 126 EB (Out) EB % 1.2% % 50 WB (Out) WB % 1.7% NB (Out) NB % 2.0% % 60 SB (In) SB % 1.8% NB (In) NB % 2.0% % 60 SB (Out) SB % 1.8% NB (Out) NB % 2.1% % 60 SB (In) SB % 2.0% NB (In) NB % 2.0% % 60 SB (Out) SB % 2.0% NB (Out) NB % 2.1% % 60 SB (In) SB % 1.9% NB (Out) NB % 2.1% % 60 SB (In) SB % 1.9% EB (Out) EB % 1.4% % 50 WB (In) WB % 1.5% EB (Out) EB % 1.4% % 50 WB (In) WB % 1.5% EB (Out) EB % 1.4% % 50 WB (In) WB % 1.5% NB (In) NB % 1.8% % 50 SB (Out) SB % 1.8% NB (Out) NB % 1.3% % 50 SB (In) SB % 1.4% NB (Out) NB % 1.4% % 50 SB (Out) SB % 1.2% 277 EB (Out) EB % 2.4% % 50 WB (Out) WB % 1.5% EB (Out) EB % 2.4% % 50 WB (In) WB % 2.0%

22 APPENDIX B SOUND LEVEL ANALYSES

23 STAMSON 5.0 NORMAL REPORT Date: :16:36 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s1.te Description: S1 Time Period: 16 hours Road data, segment # 1: Wellington - Car traffic volume : veh/timeperiod Medium truck volume : 377 veh/timeperiod Heavy truck volume : 603 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 3 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Wellington -- Angle1 Angle2 : deg 0.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Results segment # 1: Wellington - Source height = 1.20 m ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 58.42

24 STAMSON 5.0 NORMAL REPORT Date: :38:32 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s1brt.te Description: S1BRT Time Period: 16 hours Road data, segment # 1: WellingtonNB Car traffic volume : veh/timeperiod Medium truck volume : 258 veh/timeperiod Heavy truck volume : 331 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 3 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: WellingtonNB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : deg Angle2 : deg Barrier height : 2.40 m Barrier receiver distance : 6.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Road data, segment # 2: WeelingtonSB Car traffic volume : veh/timeperiod Medium truck volume : 220 veh/timeperiod Heavy truck volume : 272 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 3 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: WeelingtonSB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier)

25 Barrier angle1 : deg Angle2 : deg Barrier height : 2.40 m Barrier receiver distance : 6.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Results segment # 1: WellingtonNB Source height = 1.20 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.38! 1.38 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Results segment # 2: WeelingtonSB Source height = 1.18 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.43! 1.43 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

26 - Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 58.49

27 STAMSON 5.0 NORMAL REPORT Date: :22:29 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s7.te Description: S7 Time Period: 16 hours Road data, segment # 1: Wellington - Car traffic volume : veh/timeperiod Medium truck volume : 371 veh/timeperiod Heavy truck volume : 594 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 2 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Wellington -- Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : deg Angle2 : deg Barrier height : 3.00 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: Wellington - Source height = 1.19 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.39! 1.39 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

28 Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 53.91

29 STAMSON 5.0 NORMAL REPORT Date: :39:21 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s7brt.te Description: S7BRT Time Period: 16 hours Road data, segment # 1: Wellinton NB Car traffic volume : veh/timeperiod Medium truck volume : 236 veh/timeperiod Heavy truck volume : 297 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 2 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Wellinton NB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : deg Angle2 : deg Barrier height : 2.30 m Barrier receiver distance : 5.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Road data, segment # 2: WellingtonSB Car traffic volume : veh/timeperiod Medium truck volume : 236 veh/timeperiod Heavy truck volume : 297 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 2 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: WellingtonSB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier)

30 Barrier angle1 : deg Angle2 : deg Barrier height : 2.30 m Barrier receiver distance : 5.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Results segment # 1: Wellinton NB Source height = 1.18 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.46! 1.46 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Results segment # 2: WellingtonSB Source height = 1.20 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.44! 1.44 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

31 - Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 55.28

32 STAMSON 5.0 NORMAL REPORT Date: :23:48 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s9.te Description: S9 Time Period: 16 hours Road data, segment # 1: Wellington - Car traffic volume : veh/timeperiod Medium truck volume : 371 veh/timeperiod Heavy truck volume : 594 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Wellington -- Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 1 House density : 80 % Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Results segment # 1: Wellington - Source height = 1.19 m ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 50.18

33 STAMSON 5.0 NORMAL REPORT Date: :46:07 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: s9brt.te Description: S9BRT Time Period: 16 hours Road data, segment # 1: WellingtonNB Car traffic volume : veh/timeperiod Medium truck volume : 236 veh/timeperiod Heavy truck volume : 297 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: WellingtonNB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : deg Angle2 : deg Barrier height : 1.80 m Barrier receiver distance : 9.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Road data, segment # 2: WellingtonSB Car traffic volume : veh/timeperiod Medium truck volume : 236 veh/timeperiod Heavy truck volume : 297 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: WellingtonSB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier)

34 Barrier angle1 : deg Angle2 : deg Barrier height : 1.80 m Barrier receiver distance : 9.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Results segment # 1: WellingtonNB Source height = 1.18 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.45! 1.45 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Results segment # 2: WellingtonSB Source height = 1.20 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.44! 1.44 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

35 Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 52.25

36 STAMSON 5.0 NORMAL REPORT Date: :17:59 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: w3.te Description: W3 Time Period: 16 hours Road data, segment # 1: Oxford Car traffic volume : veh/timeperiod Medium truck volume : 285 veh/timeperiod Heavy truck volume : 456 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Oxford - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 1 House density : 80 % Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Results segment # 1: Oxford Source height = 1.09 m ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 50.15

37 STAMSON 5.0 NORMAL REPORT Date: :50:00 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: w3brt.te Description: W3BRT Time Period: 16 hours Road data, segment # 1: Oxford EB Car traffic volume : veh/timeperiod Medium truck volume : 195 veh/timeperiod Heavy truck volume : 234 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Oxford EB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : deg Angle2 : deg Barrier height : 1.80 m Barrier receiver distance : m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00 Road data, segment # 2: Oxford WB Car traffic volume : veh/timeperiod Medium truck volume : 230 veh/timeperiod Heavy truck volume : 290 veh/timeperiod Posted speed limit : 50 km/h Road gradient : 1 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: Oxford WB - Angle1 Angle2 : deg deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier)

38 Barrier angle1 : deg Angle2 : deg Barrier height : 1.80 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: Oxford EB Source height = 1.09 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.39! 1.39 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq Segment Leq : dba Results segment # 2: Oxford WB Source height = 1.10 m Barrier height for grazing incidence Source! Receiver! Barrier! Elevation of Height (m)! Height (m)! Height (m)! Barrier Top (m) ! 1.50! 1.41! 1.41 ROAD ( ) = dba Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq

39 - Segment Leq : dba Total Leq All Segments: dba TOTAL Leq FROM ALL SOURCES: 52.27

40 APPENDIX C BARRIER LOCATIONS

41 S1 2.4m high Noise Barrier Noise Barrier Noise Receptor FIGURE C-1 Barrier Recommendation for S1 Scale 1:500

42 S7 2.3m high Noise Barrier Noise Barrier Noise Receptor FIGURE C-2 Barrier Recommendation for S7 Scale 1:500

43 1.8m high Noise Barrier S9 Noise Barrier Noise Receptor FIGURE C-3 Barrier Recommendation for S9 Scale 1:500

44 m high Noise Barrier W3 Noise Barrier Noise Receptor FIGURE C-4 Barrier Recommendation for W3 Scale 1:1000