Brad Pridham, P.Eng., Ph.D. R. L. Scott Penton, P.Eng.

Transcription

1 Eglinton Crosstown Light Rail Transit Project East of Black Creek Drive to Jane Street And the Maintenance and Storage Facility Environmental Noise and Vibration Assessment Novus Reference No Version No. Final March 27, 2013 NOVUS PROJECT TEAM: Scientist: Specialist: Specialist: Project Manager: Kevin Carr, P.Phys. Brad Pridham, P.Eng., Ph.D. R. L. Scott Penton, P.Eng. Scott Shayko, Hon.B.Comm, B.Sc. Air Quality Sound, Vibration & EMI/RFI Sustainable Water Wind & Climate Novus Environmental Inc. 150 Research Lane, Suite 105, Guelph, Ontario, Canada N1G 4T2 tel fax

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3 Environmental Noise and Vibration Assessment March 19, 2013 Table of Contents 1.0 Introduction Project Background Environmental Project Report Current Study Environmental Project Report Addendum Key Features Within the Study Area Nature of the Surrounding Area Jane Street to Western Portal Tunnel Section MSF and Stations Mount Dennis to West of Keele Street Noise and Vibration Assessment Criteria Noise From LRT Surface Operations Noise From Stationary Operations Vibration From LRT Operations Residential Vibration-Sensitive Industrial / Commercial Uses Ground-Borne Noise from LRT Operations Construction Noise Provincial Policy City of Toronto Noise Bylaw Construction Vibration Assessment Procedures Operational Noise Modelling Surface Operations Stationary Operations Operational Vibration Modelling Construction Noise Modelling Construction Vibration Modelling Jane Street to Western Portal Operational Noise LRT Surface Operations Stationary Operations Operational Vibration Construction Noise Construction Vibration Tunnel Section Operational Noise Operational Vibration Construction Noise Novus Environmental i

4 March 19, 2013 Environmental Noise and Vibration Assessment 5.4 Construction Vibration MSF and Stations Operational Noise LRT Surface Operations Stationary Operations Potential Mitigation Options Operational Vibration Construction Noise Construction Vibration Mount Dennis to West of Keele Street Operational Noise LRT Surface Operations Stationary Operations Operational Vibration Construction Noise Construction Vibration Conclusions Operational Noise Surface Operations Stationary Operations Operational Vibration Construction Noise Construction Vibration References Novus Environmental ii

5 Environmental Noise and Vibration Assessment March 19, 2013 List of Tables Table 1: Noise Limits for LRT Surface Operations... 5 Table 2: Noise Limits for LRT Ancillary Operations (Stations, Vent Shafts)... 6 Table 3: Vibration Criteria for Vibration Sensitive Uses... 8 Table 4: NPC-115 Maximum Noise Emission Levels for Typical Construction Equipment... 9 Table 5: City of Toronto Vibration By-law Construction Vibration Limits Table 6: Generic Sound Power Level for Station Fans (3/4 Speed Operation) Table 7: Generic Silencer Insertion Losses Table 8: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Daytime Table 9: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Nighttime Table 10: Distance From Track Centreline to Meet Vibration Criteria Table 11: Construction Activity Zone of Influence By Activity Table 12: Stationary Noise Impacts Predicted Sound Levels Table 13: Stationary Noise Impacts Predicted Sound Levels Mitigated Table 14: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Daytime Table 15: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Nighttime List of Figures Figure 1: Study Area Figure 2: Key Track Features Within the Study Area Figure 3: Nature of the Surrounding Area Figure 4: Generic Vibration Criterion (VC) Curves for Vibration-Sensitive Equipment - Showing also the ISO Guidelines for People in Buildings (From Gordon) Figure 5: Jane Street to Western Portal Operational Noise Figure 6: Jane Street to Western Portal Predicted Operational Vibration Levels Figure 7: Jane Street to Western Portal Construction Vibration Zone of Influence Figure 8: Tunnel Section Predicted Operational Vibration Levels Figure 9: Tunnel Section Construction Vibration Zone of Influence Figure 10: MSF and Stations Predicted Off-Site Noise Levels Figure 11: MSF and Stations Predicted Off-Site Noise Levels Including Mitigation Figure 12: MSF and Stations Predicted Operational Vibration Levels Figure 13: MSF and Stations Construction Vibration Zone of Influence Figure 14: Mount Dennis to West of Keele Street Operational Noise Figure 15: Mount Dennis to West of Keele Street Predicted Operational Vibration Levels Figure 16: Mount Dennis to West of Keele Street Construction Vibration Zone of Influence List of Appendices Appendix A: Traffic Data Novus Environmental iii

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7 Environmental Noise and Vibration Assessment March 19, Introduction Novus Environmental Inc. (Novus) was retained by McCormick Rankin (MRC), a member of MMM Group, to assess the potential environment noise and vibration impacts from construction and operation of the proposed Eglinton Light Rail Transit (LRT) project, for the section between East of Black Creek Drive to Jane Street, in Toronto, Ontario. This section includes a Maintenance and Storage Facility (MSF). 1.1 Project Background Environmental Project Report In 2008, a Provincial Environmental Assessment under Ontario Regulation (O. Reg.) 231/08, the Transit Project Assessment Process Regulation, was initiated for a 33-km light rail transit (LRT) project in the Eglinton Avenue corridor in the City of Toronto. The project, named the Eglinton Crosstown LRT, linked Pearson International Airport in the west to Kennedy Station in the east. It included: A surface LRT section primarily in the centre of Eglinton Avenue between Pearson International Airport and east of Black Creek Drive; An underground LRT section below Eglinton Avenue from east of Black Creek Drive to east of Brentcliffe Road; A surface LRT section in the centre of Eglinton Avenue between east of Brentcliffe Road and Don Mills Road; A short underground LRT section below Eglinton Avenue at Don Mills Road; and A surface LRT section from Don Mills Road to Kennedy Road. In Spring 2009, during the planning phase of the Project, the Province of Ontario announced an investment of $8.15B ($2008) for the Eglinton Crosstown LRT and three other LRT lines: Scarborough RT Conversion/Extension, Finch West LRT, and Sheppard East LRT. These projects were part of a wider municipal plan initially known as Transit City, and identified as part of the Top 15 priority projects in the Metrolinx Big Move. An Environmental Project Report (EPR) was completed in March 2010 under O. Reg. 231/08 and was approved by the Ontario Ministry of the Environment in May of About the same time as the approval of the EPR, Metrolinx, the Provincial agency providing funding for the project, had indicated that the project would be divided into two phases at Jane Street due to funding limitations. As a result, the 19-km section from Jane Street to Kennedy Station would receive funding immediately and undergo implementation, while the 14-km section from Jane Street to Pearson International Airport would be deferred. Work has progressed on the first phase of the Project, including commencement in the summer of 2011 of constructing the launch site in which tunnel boring machines will be deployed to build the underground section. Novus Environmental 1

8 March 19, 2013 Environmental Noise and Vibration Assessment Current Study Environmental Project Report Addendum While undertaking subsequent preliminary design, recommended changes to the initial project have been identified and are being reviewed under O.Reg. 231/08. There are three changes to the project description that require completion of an EPR Addendum. They are: 1. Change in alignment between the tunnel portal location east of Black Creek Drive and Jane Street; 2. A new Maintenance and Storage Facility north of Eglinton Avenue and west of Black Creek Drive; and 3. Change in alignment between Brentcliffe Road and the Don Valley Parkway. This environmental noise and vibration assessment addresses the potential noise and vibration impacts from operation of the LRT system in the study area; and the potential noise and vibration impacts from construction. The noise impacts of the entire Eglinton LRT project were previously assessed as part of the Class Environmental Assessment (EA) process. Appendix H of the original EA provides the environmental noise and vibration impact assessment, conducted by J. E. Coulter Associates Ltd., dated February This assessment is an update to the original EA for the study section between east of Black Creek Drive to Jane Street, and examines the effects of the revised LRT design in this area. The study area is identified in Figure 1. Key changes in this area include: Addition of the MSF; Shift of the LRT alignment from the centre median of Eglinton Avenue West to the north side of Eglinton Avenue West right-of-way; New elevated LRT structure over Black Creek and Black Creek Drive; Removal of the previously proposed Black Creek Stop; New Mount Dennis Station located underground at the railway corridor which consolidates the previous Black Creek Drive and Weston Road stations; Surface bus terminal located on the former Kodak Lands; Revised connecting track configuration between the LRT mainline and the proposed MSF; and Extended underground LRT between Mount Dennis Station and a new LRT portal within the centre median of Eglinton Avenue West, just east of Jane Street. 1.2 Key Features Within the Study Area The proposed LRT line within the study area will consist of at-grade, tunnel, and elevated sections. The LRT line will run along or to just to the north of the existing Eglinton Avenue alignment. Moving from east to west, the proposed LRT line will consist of: The tunnel portal / connection to Eglinton Avenue, starting at approximately 350 m west of Keele Street, at approx. Station ; Novus Environmental 2

9 Environmental Noise and Vibration Assessment March 19, 2013 An elevated structure, varying between 0 and approximately 6 m above grade, running over Black Creek Drive and Keelesdale Drive, running from approx. Station to ; The proposed Mount Dennis Station, located underground, which will include station entrances and ventilation shafts (at approx. Station , straddling the Canadian Pacific Rail corridor); The Proposed Bus Station and Passenger Pick-Up and Drop-Off (PPUDO), approximately north of the proposed Mount Dennis Station, at the approx. Station ; The Proposed Maintenance Storage Facility (MSF) north of Eglinton Avenue and west of Black Creek Drive, bounded on the west by the Canadian Pacific Railway corridor and Industry Drive on the north; Cross-over boxes are located at grade immediately to the east of the Mount Dennis station (at approx. Station ), and on elevated structure at the crossing of Keelesdale Drive (at approx. Station ); Tunnel section from Mount Dennis Station to a tunnel portal, at approx. Station ; At-grade section from the tunnel portal at approx. Station , extending at-grade past the western-most edge of the study area. The approximate location of the track features are shown in Figures 2a and 2b. The Mount Dennis Station and elevated structure will be constructed using open construction, and the tunnel section from the station to the western portal will be constructed using cut and cover techniques. The eastern portion of the tunnel will be constructed using tunnel boring machines (TBMs). 1.3 Nature of the Surrounding Area In undertaking the review of potential noise and vibration impacts, the study area has been broken up into four sections: 1) Jane Street to Western Portal, which examines impacts from the western study limit (approx. Station ) to the tunnel portal at approx. Station ) Tunnel Section, which examines impacts from the tunnel section, from the western portal to the Mount Dennis Station (from approx. Station to approx. Station ). 3) MSF and Stations, which examines impacts surrounding the MSF, including impacts from the Bus Station, PPUDO, Mount Dennis Station, and Vents. 4) Mount Dennis to West of Keele Street, which examines impacts from approx. Station to the eastern study limit (approx. Station ). Figures 3a through 3d are maps showing these sections and highlighting the nature of the surrounding area. Novus Environmental 3

10 March 19, 2013 Environmental Noise and Vibration Assessment Jane Street to Western Portal Park land borders Eglinton Avenue to the north and south (see Figure 3a) Tunnel Section Along both sides of Eglinton Avenue, there are residential and commercial properties, with highrise residential just east of the proposed western portal (see Figure 3b). At the intersection of Eglinton Avenue and Weston Road, there is a bank, and 2 churches. The bank will be acquired as part of this project. At the intersection of Eglinton Avenue and the CP/GO Rail line, there is a daycare, which will be acquired as part of this project (see Figure 3b) MSF and Stations Eglinton Avenue in this area is significantly in-cut (see Figure 3c). There is a CP/GO Rail line bordering the western edge of the proposed MSF property. Along the southwestern border of the proposed MSF property, there are residential properties, with 2 high-rise residential properties south of the western corner of the proposed site. To the north of the MSF, along Industry Street, there is a church. Southeast of the proposed site, is Keelesdale Drive, which is to be closed as part of this project. The residential property along this street is to be acquired as part of this project Mount Dennis to West of Keele Street Eglinton Avenue is significantly in-cut from Weston Road to Black Creek Drive (see Figure 3d). Eglinton Avenue is bordered by park land for the majority of this section. To the south of the intersection of Eglinton Avenue and Black Creek Drive there is a No Frills. East of the proposed West Launch Shaft, there are residential properties to the south of Eglinton, and the City of York Museum to the north. 2.0 Noise and Vibration Assessment Criteria The noise and vibration criteria used in this assessment are consistent with those used in the original EA analysis, and are based on protocols developed by the Ministry of the Environment (MOE) and Toronto Transit Commission (TTC) for previous transit system expansions (MOE/TTC 1993, MOE 1995). Additional criteria for ground-borne noise impacts were developed based on criteria from the U.S. Federal Transit Authority (FTA). Details on the guidelines are provided below. Novus Environmental 4

11 Environmental Noise and Vibration Assessment March 19, Noise From LRT Surface Operations Operational noise limits for LRT cars running on the surface are set under the MOE/TTC Protocols for Noise and Vibration Assessment which were developed in The Protocol for Noise and Vibration Assessment for the Proposed Eglinton West Rapid Transit Line sets out the following limits for noise (MOE/TTC 1993). Points of reception for noise include existing and approved residential development, nursing homes, group homes, hospitals, and other such institutional land uses where people reside. It does not apply to commercial or industrial land uses. Daytime points of reception are any outdoor area where noise from the LRT system may be received, 15 m or more from the track centreline. Night-time points of reception are in the plane of any bedroom window where the noise is received, more than 15 m from the track centreline. The respective guideline limits are shown in the following table: Table 1: Noise Limits for LRT Surface Operations Time Period Daytime ( h) Night time ( h) Pass by Mitigation Required: Guideline Limit 55 dba L eq (Day), or existing ambient, whichever is higher 50 dba L eq (Night), or existing ambient, whichever is higher 80 dba L max during the pass by If above limits are exceeded by > 5 db Where required, all mitigation measures must ensure that the predicted sound levels are as close to or lower than the above limits as is technologically, economically, and administratively feasible. 2.2 Noise From Stationary Operations The MSF, stations, and associated ventilation shafts are considered to be Ancillary Facilities under the MOE / TTC guidelines. The Mount Dennis Station will have an HVAC system for station comfort ventilation, and an emergency fire ventilation system, which will be used to supply air to the stations and tunnel system. Noise from the PPUDO and Bus Station will be dominated by bus activity. Noise from the MSF will include HVAC and LRT activity. TTC Design Manual DM (TTC 1994) sets out requirements for station ventilation fans. Noise from station ventilation fans (excluding emergency ventilation fans) should not exceed 60 dba on enclosed platforms. Noise from Ancillary Equipment should not exceed 60 dba at 1 m distance in all public areas. In addition, for these facilities, MOE Publication NPC-205 noise guidelines apply. These guidelines state that the 1-hour average sound level from the equipment (L eq (1-hr) values measured in dba), must meet the following limits at all off-site noise sensitive points of reception: Novus Environmental 5

12 March 19, 2013 Environmental Noise and Vibration Assessment Table 2: Noise Limits for LRT Ancillary Operations (Stations, Vent Shafts) Time Period Guideline Limit Daytime ( h) 50 dba L eq (1 hr), or existing ambient, whichever is higher Evening ( h) 47 dba L eq (1 hr), or existing ambient, whichever is higher Night time ( h) 45 dba L eq (1 hr), or existing ambient, whichever is higher Notes: Limits for Class 1 Urban area are shown Noise sensitive points of reception include but are not limited to: Permanent and seasonal residences; Hotels, motels, campgrounds; Noise sensitive institutional uses such as hospitals, daycares, nursing homes, and schools; and Places of worship. The MOE guidelines require that impacts be assessed for predictable worst-case operating scenario. The four tunnel ventilation fans are the dominant noise sources, and will be used in one of three modes: a) Regular Operations During regular operations of the LRT system, the fans operate on half (½) speed on a continuous basis during warm days. b) Emergency Operation In emergency operation, all fans will operate at full speed. As an emergency, this situation is excluded from the MOE s noise guidelines. c) Track Maintenance During overnight track maintenance, the fans will be operated at three-quarter (¾) speed. The fans could run for extended periods of time between h. d) Testing Full speed testing of the fans occurs on a weekly basis. The fans are operated in both directions (supply and discharge) at full speed for up to 60 seconds for each direction (2 minute total test time). From the above, the predictable worst-case scenario is the track maintenance operations, which occurs for extended periods of time, during the over-night period. Despite the 2-minute long higher sound level during full speed testing, average hourly sound levels will still be higher for maintenance operations. The noise guidelines also provide for procedures and adjustments for addressing noise of especially annoying character, such as tonal noise, beats, impulsive noise and quasi-steady impulsive noise Novus Environmental 6

13 Environmental Noise and Vibration Assessment March 19, 2013 (MOE 1977 a,b). Based on the generic sound data provided for the tunnel ventilation fans (see Section 3.1.2) sound from the ventilation fans will likely be tonal in nature. In accordance with Publication NPC-104 guidelines, a + 5 db penalty has been applied in predicting noise impacts from these sources (MOE 1978). 2.3 Vibration From LRT Operations Residential Ground-borne vibration from LRT operations is addressed under the MOE/ TTC Protocols. Criteria are provided for maximum vibration levels outside of the premises of the receptor (outside of the foundation). Similar to noise, the point of assessment is any outdoor point on the property more than 15 m from the track centreline. Vibration is measured in terms of root-mean-squared (rms) vibration velocity, in (mm/s). Only vertical axis vibration is included in the assessment. For LRT systems, this is the dominant direction of vibration excitation. The guideline limit for vibration is 0.10 mm/s rms. When vibration levels are predicted to exceed this threshold, then mitigation measures need to be investigated and implemented if they are technically, economically, and administratively feasible. In terms of human perception, a 0.10 mm/s vibration velocity level is just perceptible for most people Vibration-Sensitive Industrial / Commercial Uses Meeting the vibration perceptibility criteria of 0.10 mm/s discussed above is generally more than adequate for most commercial and industrial uses, which are usually less vibration-sensitive than residential uses (ISO, 1985). However, in some situations, where vibration-sensitive equipment is in use, such as magnetic resonance imaging (MRI) machines, or scanning electron microscopes, stricter limits are required. For these types of installations, the vibration criteria (VC) curves are widely accepted as a basis for evaluating potential impacts at facilities where vibration-free performance is critical (Gordon 1999). The limits are provided in terms of rms vibration velocity, in 1/3 rd -octave frequency bands. For a site to comply with a particular equipment category, the measured one-third octave band velocity spectrum must lie below the appropriate criterion curve shown in Figure 4. Maximum allowed vibration levels and the types of suitable uses are discussed in Table 3 below. Novus Environmental 7

14 March 19, 2013 Environmental Noise and Vibration Assessment Table 3: Criterion Curve (See Figure 1) Vibration Criteria for Vibration Sensitive Uses Maximum Allowable Vibration Level Above 8 Hz (mm/s., rms) Description of Use Workshop Distinctly perceptible vibration. Appropriate for general (ISO 2613) industrial uses. Office Perceptible vibration. Appropriate for offices and non sensitive (ISO 2613) areas. Barely perceptible vibration. Appropriate to sleep areas in most Residence, Day instances. Probably adequate for computer equipment, probe (ISO 2613) test equipment and low power (to 20X) microscopes. Adopted for Residential Uses (overall vibration) in this Operating Theatre/ Assessment (MOE/TTC) Limit of Human Vibration is imperceptible. Suitable for sensitive sleep areas. Perception Suitable in most instances for microscopes to 100X and for (ISO 2613) other equipment of low sensitivity. Adequate in most instances for optical microscopes to 400X, VC A microbalances, optical balances, proximity and projection aligners, etc. VC B An appropriate standard for optical microscopes to 1000X, inspection and lithography equipment (including steppers) to 3 micron line widths. VC C A good standard for most lithography and inspection equipment to 1 micron detail size. VC D Suitable in most instances for the most demanding equipment including electron microscopes (TEMs and SEMs) and E Beam systems, operating to the limits of their capability. VC E Suitable in most instances for the most demanding equipment including electron microscopes (TEMs and SEMs) and E Beam systems, operating to the limits of their capability. Notes: Adopted from Gordon, Levels are measured in 1/3 rd -octave bands between 8 Hz and 100 Hz. Maximum allowable vibration levels below 8 Hz increase at 2v per doubling of frequency (where v is the allowed rms velocity), unless the equipment incorporates pneumatic isolation. For example, the limit at 4 Hz for VC-A equipment is (2 x 50 at 8 Hz) = 100 mm/s rms, 2.4 Ground-Borne Noise from LRT Operations Ground-borne noise is created by ground-borne vibration transmitting into a building structure and causing the surface of interior walls and structural member to vibrate, resulting in potentially audible noise. According to the MOE/ TTC protocol, it is unlikely that audible ground-borne noise will result from vibration levels that meet the 0.10 mm/s rms residential vibration criterion. Vibration levels of 0.20 mm/s rms should generate indoor sound levels less than 35 dba, which is reasonable for sleeping and unlikely to disturb residences (FTA 2006). Novus Environmental 8

15 Environmental Noise and Vibration Assessment March 19, Construction Noise Provincial Policy The MOE stipulates limits on noise emissions from individual items of equipment, rather than for overall construction noise. In the presence of persistent noise complaints, sound emission standards for the various types of construction equipment used on the project should be checked to ensure that they meet the specified limits contained in MOE Publication NPC-115 Construction Equipment, as follows (MOE, 1977a): Table 4: Type of Unit NPC-115 Maximum Noise Emission Levels for Typical Construction Equipment Maximum Sound Level [1] (dba) Distance (m) Power Rating (kw) Excavation Equipment [2] < > 75 Pneumatic Equipment [3] 85 7 Portable Compressors 76 7 Notes: [1] Maximum permissible sound levels presented here are for equipment manufactured after Jan. 1, [2] Excavation equipment includes bulldozers, backhoes, front end loaders, graders, excavators, steam rollers and other equipment capable of being used for similar applications. [3] Pneumatic equipment includes pavement breakers City of Toronto Noise Bylaw The City of Toronto Noise By-law (as amended) includes provisions for addressing construction noise (Toronto 2003). Section (C) addresses major transit projects, including the Eglinton Crosstown LRT project under review here. No other provisions of the noise by-law apply to the project with the exception of (C) 3, which states that All civil construction activities shall occur between 7:00 a.m. to 11:00 p.m., except in the case of an emergency... This time restriction does not apply to the welding or installation of rail, tunneling by tunnel boring machines ("TBM"), or other related rail and tunnel activities. 2.6 Construction Vibration Construction vibration within the City is controlled by By-law , which provides limits on maximum allowable vibration levels for construction and demolition activities (Toronto, 2008). The vibration limits are shown in the following table: Novus Environmental 9

16 March 19, 2013 Environmental Noise and Vibration Assessment Table 5: City of Toronto Vibration By-law Construction Vibration Limits Frequency of Vibration Maximum Allowable Peak Particle Velocity (mm/s) < 4 Hz 8 4 Hz to 10 Hz 15 > 10 Hz 25 The by-law identifies requirements for: a) Preliminary studies of vibration impacts; b) The identification of a vibration zone of influence, where such a zone will extend beyond the property line / legal boundary of the construction site; c) The existence within the zone of influence of any buildings that have been designated under the Ontario Heritage Act; d) Pre-construction consultation with property owners within the zone of influence; e) Pre-construction measurements of ambient background vibration levels, and site inspections; and f) Development of a monitoring plan and continuous measurements of construction vibration during activities which may affect off-site receptors. The vibration Zone of Influence is identified in the bylaw as the area beyond the property line of the construction site where vibration levels may exceed 5 mm/s. It should be noted that vibration meeting the limits in Table 5 would be perceptible during the construction activity. 3.0 Assessment Procedures As discussed previously, impacts were evaluated in four sections of the route: 1) Jane Street to Western Portal (Report Section 4), which examines impacts from the western study limit (approx. Station ) to the tunnel portal at approx. Station ) Tunnel Section (Report Section 5), which examines impacts from the tunnel section, from the western portal to the Mount Dennis Station (from approx. Station to approx. Station ). 3) MSF and Stations (Report Section 6), which examines impacts surrounding the MSF, including impacts from the Bus Station, PPUDO, Mount Dennis Station, and Vents. 4) Mount Dennis to West of Keele Street (Report Section 7), which examines impacts from approx. Station to the eastern study limit (approx. Station ). Novus Environmental 10

17 Environmental Noise and Vibration Assessment March 19, Operational Noise Modelling Surface Operations Noise from surface LRT operations was modelled using a spreadsheet implementation of the FTA algorithms (FTA 2006). Noise emissions calculated using FTA were used as inputs for Cadna/A, a software implementation of the ISO 9613 noise propagation algorithms (ISO 1993, 1996). The modelling method accounts for: Source emission data/ specification of the proposed LRT vehicle (82 dba at 7.5 m, 40 km/h); Projected LRT vehicle speed (60 km/h); Distance attenuation; Screening effects of buildings, noise barriers, and topography; and Ground attenuation. LRT vehicle specifications were assumed to be the same as those in sub-appendix D of the 2010 EPR Noise Report (EPR Appendix H). LRT Vehicle Movements A total of 488 LRT vehicle movements per day were anticipated in the 2010 noise analysis (448 during the day, based on 4 min 20 sec headways, and 40 during the nighttime, based on 6 minute headways). Other Roadway Traffic Traffic data for major area roadways was obtained from MRC. Road traffic noise emission levels were calculated using the Ontario Road Noise Analysis Method for Environmental Transportation (ORNAMENT) algorithms (MOE 1989). Noise emissions calculated using ORNAMENT were used as inputs for Cadna/A, a software implementation of the ISO 9613 noise propagation algorithms. Copies of the traffic data used in the analysis can be found in Appendix A Stationary Operations Operational noise impacts from the MSF, stations, and associated ventilation equipment were modelled using Cadna/A, a computerized version of the internationally recognized ISO 9613 environmental noise propagation algorithms. Noise modelling based on ISO 9613 is the preferred approach of the MOE. The modelling method accounts for: Distance attenuation; Source characteristics and directivity; Screening effects of buildings, noise barriers, and topography; Atmospheric absorption; Ground attenuation; and Novus Environmental 11

18 March 19, 2013 Environmental Noise and Vibration Assessment Worst-case meteorological conditions (downwind, under a light temperature inversion). The ISO 9613 noise model therefore provides a reasonable worst-case assessment of potential noise impacts, in that actual noise impacts at any given point of reception would generally be less than those predicted. As described in ISO , ground factor values that represent the effect of ground absorption on sound levels range between 0 and 1. Based on the specific site conditions, the ground factor values used in the modelling were a ground factor value of 0 for acoustically hard surfaces, such as asphalt and concrete, with absorptive areas (grass, trees, etc.) drawn in as local areas of ground absorption equal to 1. A default temperate of 10 ºC and 70 % relative humidity, typical of average Ontario conditions, were also used. It should be noted that the current station design includes extending the tunnel fan and HVAC fan ventilation shafts above grade to the roof of the main entrance and secondary entrance buildings. Since emergency fire ventilation fans are assumed to be the dominant noise sources at the stations, HVAC impacts were modelled separately in order to recommend a maximum allowable sound power level for the HVAC noise emissions (the remaining sound energy between emergency fire vent impacts and the maximum allowable noise level / criteria). Sound Emission Data Bus activity at the proposed bus station is based on measurements of bus activity from previous studies. Bus operations were split into movements, accelerations, and idling, based on detailed queuing information provided by MRC. Bus operations are not currently planned between the hours of 01:00 and 06:00. Noise from surface LRT operations was modelled using a spreadsheet implementation of the FTA algorithms. Noise emissions calculated using FTA were used as inputs for Cadna/A, a software implementation of the ISO 9613 noise propagation algorithms. The modelling method accounts for: Projected LRT vehicle speed within the MSF (10 km/h); Distance attenuation; Screening effects of buildings, noise barriers, and topography; and Ground attenuation. Base sound emission data and silencer performance for the emergency fire ventilation fans were the same as those used in the 2010 EPR study, for ¾ speed operation, typical of night-time maintenance usage. Table 6: Generic Sound Power Level for Station Fans (3/4 Speed Operation) Sound Power Level (db) in Each 1/1 Octave Band (Hz) Overall Sound Power 63 Hz 125 Hz 250 Hz 500 Hz 1000 Hz 2000 Hz 4000 Hz 8000 Hz dba dbz Note: From sub-appendix D of 2010 Noise Report (2010 EPR Appendix H) Novus Environmental 12

19 Environmental Noise and Vibration Assessment March 19, 2013 Table 7: Generic Silencer Insertion Losses Dynamic Silencer Insertion Loss (db) in Each 1/1 Octave Band (Hz) 63 Hz 125 Hz 250 Hz 500 Hz 1000 Hz 2000 Hz 4000 Hz 8000 Hz Note: From sub-appendix D of 2010 Noise Report (2010 EPR Appendix H) HVAC noise sources were not modelled using predicted sound level data; instead, maximum allowable sound level emissions were calculated to be the difference between the predicted emergency fire ventilation impacts and the relevant noise criteria. Ambient Noise Levels and Applicable Guideline Limits As discussed previously in Section 2.2, the applicable guideline limits for operational noise are the higher of the background ambient sound levels (generally due to road traffic) and the NPC-205 guideline minima. Noise-sensitive receptors representative of worst-case impacts (highest potential sound levels from LRT station vents and lowest ambient noise levels) were identified. Traffic data for major area roadways was obtained from MRC. The lowest night-time one-hour average sound levels due to road traffic were then modelled using methods consistent with the Ontario Road Noise Analysis Method for Environmental Transportation (ORNAMENT) algorithms. For stationary operations including bus activity, ambient noise from between the hours of 01:00 and 06:00 was excluded from consideration. All other modelling scenarios were modelled including all potential hours of the day. Copies of the traffic data used in the analysis can be found in Appendix A. 3.2 Operational Vibration Modelling Vibration from surface LRT operations was modelled using a spreadsheet implementation of the U.S. Federal Transit Authority (FTA) environmental vibration model (FTA 2006). The model accounts for a number of factors including: Vehicle type and speed; Track type and condition; Presence of special track work such as double-ended pocket tracks or crossovers; Track bed vibration mitigation treatments such as floating slabs, ballast mats, or resilient fasteners / ties; and Distance from the track and the nature of the propagation path. The vibration impact assessment assumes the track will be constructed using current TTC track bed and double tie designs, which reduce ground-borne noise and vibration. In accordance with the MOE/TTC guidelines, the assessment also assumes the vehicles are in good operating condition, with minimal wheel flats, operating on well-maintained rail, with minimal rail corrugation. Novus Environmental 13

20 March 19, 2013 Environmental Noise and Vibration Assessment Operational vibration impacts were estimated assuming a complete lack of coupling losses losses related to transmission from ground to building. In practice, vibration levels inside a residence are lower than those measured outside the building at grade. However, MOE/TTC guidelines require vibration criteria to be met outside the residence, at grade. Coupling losses for a standard woodframed house have the potential to lead to vibration impacts approximately 2 times lower those outside of the structure. Despite this conservative assumption, mitigation has been recommended in all areas showing an excess over City of Toronto vibration limits. 3.3 Construction Noise Modelling Similar to operational noise impacts from the site ventilation equipment, noise impacts from construction activity were modelled using a software implementation of the internationally recognized ISO 9613 environmental noise propagation algorithms. The potential impacts of from the generic types of equipment anticipated to be in use were predicted. 3.4 Construction Vibration Modelling Vibration impacts from surface construction equipment and the tunnel boring machine were predicted based on levels for generic types of construction equipment measured at various distances from the source, published in the literature (Wiss 1981, FTA 2006). This was used to identify a zone of influence per City of Toronto Noise Bylaw requirements. 4.0 Jane Street to Western Portal The West Portal will be located approximately 350 m to the east of the intersection of Eglinton Avenue and Jane Street. See Figure 3a. 4.1 Operational Noise LRT Surface Operations Future build (with the LRT project in place) and future no-build (without the project) daytime and night-time sound levels resulting from the LRT operation were predicted using the LRT and ISO 9613 noise models. The results are tabulated below in Tables 8 and 9. Novus Environmental 14

21 Environmental Noise and Vibration Assessment March 19, 2013 Table 8: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Daytime Receptor Predicted Sound Level, L eq Day, dba Change Future Build Future No build (db) 40 Glenvalley Drive Side Yard (1.5 m) Eglinton Avenue Side Yard (1.5 m) Eglinton Avenue Side Yard (1.5 m) Table 9: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Night-time Receptor Predicted Sound Level, L eq Night, dba Change Future Build Future No build (db) 40 Glenvalley Drive Facade(4.5 m) Eglinton Avenue Facade (4.5 m) Eglinton Avenue Facade (4.5 m) Figures 5a and 5b show operational noise levels for the LRT line in terms of change from future nobuild conditions. As the change between the two scenarios is less than 5 db at all noise-sensitive receptors, under the applicable MOE/ TTC noise guidelines, noise mitigation measures are not required Stationary Operations Not applicable in this area. 4.2 Operational Vibration With respect to the EA Approved Plan, the location of the proposed tunnel is relatively unchanged in this area. Ground-borne vibration will be generated by underground operations of the LRT travelling through the tunnels and station. In assessing the potential for impacts, worst-case speeds of 60 km/h have been assumed, of an LRT vehicle passing through without stopping. The distances required to meet the criteria are provided in Table 10 below. Table 10: Distance From Track Centreline to Meet Vibration Criteria Criteria Vibration Limit Distance From Track Centreline to Meet Guideline Limit (m) (from Table 3) (mm/s rms) Station Normal Track Elevated Track Special Track Work Residential Novus Environmental 15

22 March 19, 2013 Environmental Noise and Vibration Assessment Figure 6 presents the predicted vibration levels versus distance for the area. There is no special track work proposed in the area. A review of the surrounding land uses indicates no particularly vibration sensitive uses in the area. Based on the horizontal setbacks from the track centrelines, vibration impacts from normal operations were predicted to potentially exceed residential requirements along the first row of residences. However, track cross-section drawings indicate that the track will be significantly below grade in areas where the excesses have the potential to occur. As a result, actual setbacks from track to receivers are expected to exceed the critical distances outlined in Table 10 above. Therefore, mitigation is not anticipated to be required in this area. 4.3 Construction Noise Surface construction will be required in the area. Above-ground construction activity may include: Removal of overburden; Front end loaders and trucks for removal of material from the site; and Backfilling, finishing, repaving, and landscaping. Construction noise levels will vary over time, as the activities at the site change. Worst-case sound levels from construction activity, at the closest noise-sensitive receptors, will range from: 58 dba to 87 dba, for removal of original surface (including a +10 db annoyance penalty to the hoe ram / mounted impact hammer). 57 dba to 68 dba, for general excavation and removal of material. In order to minimize the potential for construction noise complaints, a Construction Code of Practice, as outlined in Section 8.3, should be followed. 4.4 Construction Vibration Under the City of Toronto vibration by-law, the construction vibration zone of influence is the area where vibration from construction activity is likely to exceed 5 mm/s ppv. Table 11 provides the typical setback distances required to meet 5 mm/s from various types of construction activity. Novus Environmental 16

23 Environmental Noise and Vibration Assessment March 19, 2013 Table 11: Construction Activity Zone of Influence By Activity Construction Activity Source Vibration Level at 7.5 m (25 ft) (mm/s, ppv) Zone of Influence Offset Distance (m) Pile Driver (impact) Pile Driver (sonic) Vibratory Roller Hoe Ram Large bulldozer Caisson drilling / Secant Piling Loaded trucks Jackhammer Small bulldozer m dia tunneling machine in soil Notes: - Zone of influence is the distance required to meet 5 mm/s ppv vibration level from typical construction activity. Figure 7 shows the areas of influence for impact pile driving (30 m) and general construction activity (8 m). Vibration from pile driving and other general construction activities will not affect any surrounding structures. Under the terms of the City Vibration By-law, a vibration control form should be provided with the Building Permit or Demolition Permit application. 5.0 Tunnel Section The Tunnel Section from the West Portal to the Mount Dennis Station is shown in Figure 3b. Since all stationary noise sources are considered cumulatively, noise impacts from Mount Dennis Station are considered in Section 6: MSF and Stations. 5.1 Operational Noise Not applicable in this area. There is no surface LRT traffic in this area. All stationary noise sources within this area are considered in Section 6: MSF and Stations. 5.2 Operational Vibration With respect to the EA Approved Plan, the location of the proposed tunnel is shifted to the north. Where the previous alignment was along the Eglinton Avenue right-of-way centreline, the proposed tunnel alignment will be just to the north of the roadway. The distances required to meet the criteria are provided in Table 10 in Section 4.2. Figure 8 presents the predicted vibration levels versus distance for the area around the station. There is no special track Novus Environmental 17

24 March 19, 2013 Environmental Noise and Vibration Assessment work proposed in the area. A review of the surrounding land uses indicates no particularly vibration sensitive uses in the area. The MOE/TTC guideline limit is predicted to be met, and as a result, no adverse vibration impacts from normal operations are anticipated. 5.3 Construction Noise Cut-and-cover construction will be required along the majority of the Tunnel Section. Cut-and-cover construction activity may include: Installation of secant or soldier piling, to hold up the sides of excavations; Removal of overburden, excavation of foundations and excavation for vent shafts and stairway shafts; Front end loaders and trucks for removal of material from the site; Concrete trucks and pumps for foundation and building construction; and Backfilling, finishing, repaving, and landscaping. Construction noise levels will vary over time, as the activities at the site change. Worst-case sound levels from construction activity, at the closest noise-sensitive receptors, will range from: 79 dba to 108 dba, for removal of original surface (including a +10 db annoyance penalty to the hoe ram / mounted impact hammer). 77 dba to 99 dba, for pile driving. 78 dba to 89 dba, for general excavation and removal of material. In order to minimize the potential for construction noise complaints, a Construction Code of Practice, as outlined in Section 8.3, should be followed. 5.4 Construction Vibration Figure 9 shows the areas of influence for impact pile driving (30 m) and general construction activity (8 m). For tabulated values, see Table 10 in Section 4.4. Vibration from pile driving and other general construction activities at the Station could affect buildings along Eglinton Avenue. Under the terms of the City Vibration By-law, a vibration control form should be provided with the Building Permit or Demolition Permit application. Pre-construction consultation, vibration monitoring, and site inspections will likely be required. Monitoring will be required during construction. 6.0 MSF and Stations The Proposed MSF will be located north of Eglinton Avenue and west of Black Creek Drive, bounded on the west by the Canadian Pacific Railway corridor and Industry Drive on the north. The proposed Novus Environmental 18

25 Environmental Noise and Vibration Assessment March 19, 2013 Mount Dennis Station, located underground, will be located straddling the Canadian Pacific Rail corridor. The Proposed Bus Station and Passenger PPUDO, will be located north of the Mount Dennis Station, and south of the MSF. See Figure 3c. 6.1 Operational Noise LRT Surface Operations Not applicable in this area. All LRT surface operations within this area are considered in Section 7: Mount Dennis to West of Keele Street. Surface LRT traffic within the MSF is considered part of the stationary impacts addressed below Stationary Operations Stationary noise sources have been assessed cumulatively. Cumulative noise impacts include Bus Station activity (idling, and accelerations), HVAC and ventilation noise from the Mount Dennis Station, and LRT activity at the MSF (LRT movements, including consideration for special trackwork). Based on the current configuration of the MSF there is a potential for wheel squeal to occur at some turns within the MSF. Since wheel squeal mechanisms and noise levels can vary greatly based on site and vehicle specific configurations, it is not possible to predict wheel squeal noise impacts to a high degree of certainty without a field investigation or further information on the vehicle and rail profile configurations. A variety of measures exist to control wheel squeal at source including but not limited to: a) rail lubrication grease, water, sand; b) wheel damping; c) rail fastenings and profiles; d) track curvature radius; e) railcars with radial bogies; f) changes to site layout; and g) gauge widening. Based on conversations with MRC, wheel squeal will be addressed within the MSF. Therefore, noise emissions related to wheel squeal have not been considered further. The number, size and location of required HVAC equipment at the MSF is unknown at this time. As part of the detailed design, the equipment should be selected and located such that the cumulative noise impact of the equipment at the closest residential receptor does not exceed 35 dba. The locations of the closest noise sensitive receptors are shown in Figure 10. Predicted off-site noise levels are shown in Figure 10. Compliance at worst case receptors are highlighted in Table 12. The existing CP Rail / GO Transit rail line does not currently include rail noise barriers. However, as part of another Metrolinx / GO Transit project, barriers have been recommended to the southwest of the rail corridor in order to reduce noise impacts at residences to the south and west of the proposed Novus Environmental 19

26 March 19, 2013 Environmental Noise and Vibration Assessment MSF. Modelled noise levels include currently recommended GO Rail noise barriers to the west of the CP Rail / GO Transit rail line. Barriers were assumed to be 5.5 m in height. Table 12: Stationary Noise Impacts Predicted Sound Levels Receptor Predicted Sound Level Applicable Guideline Meets Guideline Limit Residence to the Northeast 79 Clearview Heights Yes Church to the North 88 Industry Street Yes Residence to the West 58 Victoria Boulevard Yes High rise to the West 30 Denarda Trimbee Court No High rise to the West 15 Oxford Street No Residence to the West 17 Hollis Street No Residence to the West 11 Hollis Street Yes Residence to the Southwest 133 Brownville Avenue No Residence to the Southwest 127 Brownville Avenue No Residence to the Southwest 125 Brownville Avenue No Residence to the Southwest 123 Brownville Avenue No As shown in the above table, excesses over the guideline limits are expected in a number of areas. Therefore, mitigation investigation is recommended in this area Potential Mitigation Options Potential options for mitigating stationary source noise impacts include the installation of noise barriers surrounding the Bus Station, and/or upgrading the currently planned noise barriers to the west of the existing CP Rail / GO Transit rail line. Two potential mitigation options are presented in Figures 11a and 11b. Option 1 3 barriers surrounding the proposed Bus Station (7.0 m, 4.5 m, and 5.0 m) Option 2 1 barrier to the northwest of the proposed Bus Station (7.0 m), and 1 upgraded GO Transit barrier to south of Eglinton Avenue Novus Environmental 20

27 Environmental Noise and Vibration Assessment March 19, 2013 As shown in Figures 11a and 11b, either of the above mitigation options will lead to compliance at surrounding noise sensitive receptors. Table 13 shows mitigated noise impacts at worst-case receptors, for each of the above 2 options. Table 13: Stationary Noise Impacts Predicted Sound Levels Mitigated Receptor Predicted Sound Level Applicable Guideline Meets Guideline Option 1 Option 2 Limit Option 1 Option 2 Residence to the Northeast 79 Clearview Heights Yes Yes Church to the North 88 Industry Street Yes Yes Residence to the West 58 Victoria Boulevard Yes Yes High rise to the West 30 Denarda Trimbee Court Yes Yes High rise to the West 15 Oxford Street Yes Yes Residence to the West 17 Hollis Street Yes Yes Residence to the West 11 Hollis Street Yes Yes Residence to the Southwest 133 Brownville Avenue Yes Yes Residence to the Southwest 127 Brownville Avenue Yes Yes Residence to the Southwest 125 Brownville Avenue Yes Yes Residence to the Southwest 123 Brownville Avenue Yes Yes As shown in the above table, stationary impacts are expected to meet the guideline limits in all worst-case areas. It is recommended that mitigation be considered in detail during the detailed design phase of the project. Novus Environmental 21

28 March 19, 2013 Environmental Noise and Vibration Assessment 6.2 Operational Vibration With respect to the EA Approved Plan, the location of the proposed tunnel is shifted to the north. Where the previous alignment was along the Eglinton Avenue right-of-way centreline, the proposed tunnel alignment will be just to the north of the roadway. The distances required to meet the criteria are provided in Table 10 in Section 4.2. Figure 12 presents the predicted vibration levels versus distance for the area around the station. There is no special track work proposed in the area. A review of the surrounding land uses indicates no particularly vibration sensitive uses in the area. The MOE/TTC guideline limit is predicted to be met, and as a result, no adverse vibration impacts from normal operations are anticipated. 6.3 Construction Noise Surface construction will be required throughout the MSF and Stations area. Construction activity may include: Front end loaders and trucks for removal of material from the site; Concrete trucks and pumps for foundation and building construction; and Backfilling, finishing, repaving, and landscaping. Construction noise levels will vary over time, as the activities at the site change. Worst-case sound levels from construction activity, at the closest noise-sensitive receptors, will range from 59 dba to 70 dba. In order to minimize the potential for construction noise complaints, a Construction Code of Practice, as outlined in Section 8.3, should be followed. 6.4 Construction Vibration Figure 13 shows the areas of influence for impact pile driving (30 m) and general construction activity (8 m). For tabulated values, see Table 10 in Section 4.4. Vibration from pile driving and other general construction activities will not affect any surrounding structures. Under the terms of the City Vibration By-law, a vibration control form should be provided with the Building Permit or Demolition Permit application. Novus Environmental 22

29 Environmental Noise and Vibration Assessment March 19, Mount Dennis to West of Keele Street The Tunnel Portal / West Launch Shaft will be located approximately 250 m to the east of the intersection of Eglinton Avenue and Black Creek Drive. See Figure 3d. 7.1 Operational Noise LRT Surface Operations Future build (with the LRT project in place) and future no-build (without the project) daytime and night-time sound levels resulting from the LRT operation were predicted using the LRT and ISO 9613 noise models. The results are tabulated below in Tables 8 and 9. Table 14: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Daytime Receptor Predicted Sound Level, L eq Day, dba Change Future Build Future No build (db) 34 Hertford Avenue Back Yard (1.5 m) Table 15: LRT Surface Operations at Tunnel Portal and East - Predicted Sound Levels, Night-time Receptor Predicted Sound Level, L eq Night, dba Change Future Build Future No build (db) 34 Hertford Avenue Facade (4.5 m) Figures 14a and 14b show operational noise levels for the LRT line in terms of change from future no-build conditions. As the change between the two scenarios is less than 5 db at all noise-sensitive receptors, under the applicable MOE/ TTC noise guidelines, noise mitigation measures are not required Stationary Operations Not applicable in this area. 7.2 Operational Vibration With respect to the EA Approved Plan, the location of the proposed tunnel is shifted to the north. Where the previous alignment was along the Eglinton Avenue right-of-way centreline, the proposed tunnel alignment will be just to the north of the roadway. The distances required to meet the criteria are provided in Table 10 in Section 4.2. Figure 15 presents the predicted vibration levels versus distance for the area around the station. There is no special track work proposed in the area. A review of the surrounding land uses indicates no Novus Environmental 23

30 March 19, 2013 Environmental Noise and Vibration Assessment particularly vibration sensitive uses in the area. The MOE/TTC guideline limit is predicted to be met, and as a result, no adverse vibration impacts from normal operations are anticipated. 7.3 Construction Noise The first stage of construction will involve the excavation of the TBM launch portal. This will involve the installation of excavation shoring, soldier piles, and/or secant piles, followed by excavation. Once the TBMs are in place and operating, approximately 10 trucks per hour will be used to ship off-site the material excavated by the units. TBM excavation will take approximately 3 years to complete. Cut-and-cover and open construction will be required for the remainder of this section. Construction activity may include: Installation of secant or soldier piling, to hold up the sides of excavations; Removal of overburden, excavation of foundations and excavation for vent shafts and stairway shafts; Front end loaders and trucks for removal of material from the site; Concrete trucks and pumps for foundation and building construction; and Backfilling, finishing, repaving, and landscaping. Construction noise levels will vary over time, as the activities at the site change. Worst-case sound levels from construction activity, at the closest noise-sensitive receptors, will range from: 67 dba to 96 dba, for removal of original surface (including a +10 db annoyance penalty to the hoe ram / mounted impact hammer). 52 dba to 74 dba, for pile driving. 66 dba to 77 dba, for general excavation and removal of material. In order to minimize the potential for construction noise complaints, a Construction Code of Practice, as outlined in Section 8.3, should be followed. 7.4 Construction Vibration Figure 16 shows the areas of influence for impact pile driving (30 m), general construction activity (8 m) and tunnel boring (3 m). For tabulated values, see Table 10 in Section 4.4. Vibration from tunnel boring in the area should be less than 5 mm/s ppv at all building foundations. Vibration from pile driving and other general construction activities will not affect any surrounding structures. Under the terms of the City Vibration By-law, a vibration control form should be provided with the Building Permit or Demolition Permit application. Novus Environmental 24

31 Environmental Noise and Vibration Assessment March 19, Conclusions 8.1 Operational Noise Surface Operations Noise from LRT surface operations is predicted to meet the requirements of the applicable MOE/TTC guideline limits at all noise sensitive locations. No further investigation of noise mitigation is required Stationary Operations Ventilation Noise Based on the generic sound power emission data and silencer insertion loss data used in this assessment (Section 3.1.2), the emergency fire ventilation fans are predicted to meet the applicable MOE NPC-205 guideline limits at all noise sensitive locations. Should noise emissions or operations vary significantly from those outlined above, noise impacts should be reassessed to assure compliance with all relevant legislative requirements. MSF Based on the modelled noise impacts from MSF activity, noise impacts are not anticipated. However, it is recommended that HVAC equipment be chosen in order to minimize impacts at surrounding noise sensitive areas. HVAC selection recommendations are provided in Section 6. There is the potential for wheel squeal to occur at some turns within the MSF. If observed, wheel squeal will be addressed through mitigation measures outlined in Section Bus Station and PPUDO Bus activity at the Bus Station is anticipated to lead to noise levels exceeding guideline limits at some locations. Mitigation is recommended to deal with noise impacts from bus activity. Two potential mitigation options are provided in Section 6, using noise barriers. 8.2 Operational Vibration The MOE/TTC guideline limit of 0.10 mm/s rms is predicted to be met at all locations. Therefore, no adverse vibration impacts from normal operations are anticipated. 8.3 Construction Noise Construction noise impacts are temporary in nature, and largely unavoidable. Although for some periods and types of work, construction noise will be noticeable, with adequate controls, impacts can Novus Environmental 25

32 March 19, 2013 Environmental Noise and Vibration Assessment be minimized. This section of the report provides an evaluation of noise impacts from construction, and recommends a Code of Practice to minimize impacts. To minimize the potential for construction noise impacts, it is recommended that provisions be written into the contract documentation for the contractor, as outlined below: Construction should be limited to the time periods allowed by the locally applicable bylaws (0700h to 2300h, except in the case of emergencies). If construction activities are required outside of these hours, the Contractor must seek permits / exemptions directly from the City of Toronto in advance. There should be explicit indication that Contractors are expected to comply with all applicable requirements of the contract and local noise by-laws. Enforcement of noise control by-laws is the responsibility of the Municipality for all work done by Contractors. All equipment should be properly maintained to limit noise emissions. As such, all construction equipment should be operated with effective muffling devices that are in good working order. The Contract documents should contain a provision that any initial noise complaint will trigger verification that the general noise control measures agreed to are in effect. In the presence of persistent noise complaints, all construction equipment should be verified to comply with MOE NPC-115 guidelines, as outlined in Section In the presence of persistent complaints and subject to the results of a field investigation, alternative noise control measured may be required, where reasonably available. In selecting appropriate noise control and mitigation measures, consideration should be given to the technical, administrative and economic feasibility of the various alternatives. All blasts should be designed to meet any applicable overpressure and vibration limits established by the MOE in Publication NPC-119 and by the MTO in OPSS Construction Vibration Under the terms of the City Vibration By-law, a vibration control form should be provided with the Building Permit or Demolition Permit application. Pre-construction consultation, vibration monitoring, and site inspections will likely be required. Monitoring will be required during construction. Zones of influence for construction activities (the area where vibration levels may exceed 5 mm/s ppv) are shown in the construction vibration sections of the report. Care should be given where structures are identified to be located within the zone of influence. Novus Environmental 26

33 Environmental Noise and Vibration Assessment March 19, 2013 References Federal Transit Administration, 2006, Transit Noise and Vibration Impact Assessment Gordon, Colin, 1999, Generic Vibration Criteria for Vibration-Sensitive Equipment, Colin Gordon & Associates, 411 Borel Avenue Suite 425, San Mateo, CA USA International Organization for Standardization, 1985, ISO :1985, Mechanical vibration and shock -- Evaluation of human exposure to whole-body vibration -- Part 1: General requirements International Organization for Standardization, 1996, ISO : Acoustics Attenuation of Sound During Propagation Outdoors Part 2: General Method of Calculation Ontario Ministry of the Environment (MOE), 1977a, Model Municipal Noise Control Bylaw, which includes Publication NPC-115 Construction Equipment Ontario Ministry of the Environment (MOE), 1977b, Model Municipal Noise Control Bylaw, which includes Publication NPC-119 Noise From Blasting Ontario Ministry of the Environment (MOE), 1977c, Publication NPC-104: Model Municipal Noise Control By-Law Ontario Ministry of the Environment (MOE), 1989, Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT) Ontario Ministry of the Environment (MOE), 1990, Sound from Trains Environmental Analysis Method (STEAM) Ontario Ministry of the Environment (MOE) / Toronto Transit Commission (TTC), 1993, Protocol for Noise and Vibration Assessment for Proposed Eglinton West Rapid Transit Line Ontario Ministry of the Environment (MOE), 1995, Publication NPC-205: Sound Level Limits for Stationary Sources in Class 1 & 2 Areas (Urban) Ontario Ministry of Transportation (MTO), 2003, Ontario Provincial Standard Specification OPSS 120: General Specification for the Use of Explosives Toronto Transit Commission (TTC), 1994, DM Acoustics Section Wiss, J.F., 1981, Construction vibrations: State-of-the-Art, American Society of Civil Engineers, ASCE Journal of Geotechnical Engineering, Vol. 107, No. GT2, pp Novus Environmental 27

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37 Figure No. 1 Scale: 1: 10,000 Study Area Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

38 PPUDO BUS STATION LRT LINE LRT TUNNEL PORTAL MOUNT DENNIS STATION ELEVATED TRACK TUNNEL PORTAL / LAUNCH SHAFT Figure No. 2a Scale: n/a Key Track Features Within the Study Area Track Mainline Drawings provided by Metrolinx Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Date: 13/03/18 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

39 SWM POND MSF MAIN BUILDING LRT CAR STORAGE BUS STATION PPUDO Figure No. 2b Scale: n/a Key Track Features Within the Study Area Maintenance and Storage Facility Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

40 LRT TUNNEL PORTAL APPROX. STATION Figure No. 3a Scale: 1: 3,000 Nature of the Surrounding Area Jane Street to Western Portal Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

41 PPUDO LRT TUNNEL PORTAL APPROX. STATION Figure No. 3b Scale: 1: 3,000 Nature of the Surrounding Area Tunnel Section Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

42 MSF MAIN BUILDING LRT CAR STORAGE PPUDO BUS STATION Figure No. 3c Scale: 1: 5,000 Nature of the Surrounding Area MSF and Stations Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

43 MSF WEST LAUNCH SHAFT APPROX. STATION PPUDO Figure No. 3d Scale: 1: 3,000 Nature of the Surrounding Area Mount Dennis to West of Keele Street Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

44 10 Workshop (ISO) Office (ISO) Residential Day (ISO) MOE/TTC, Operating Theatre (ISO) VC A, 50 micrometers VC B, 25 micrometers VC C, 12.5 micrometers VC D, 6 micrometers Vibration Velocity (mm/s, rms) Notes: Residential criterion adopted for this assessment is MOE / TTC Protocol value of mm/s rms for overall vibration (all frequencies combined). Assuming impacts mainly occur in a narrow frequency range above 8 Hz (as is typical), then the overall limit would be equivalent to the 1/3 rd octave band frequency limit shown in the chart. General office space and industrial workshop spaces can tolerate greater vibration levels than residential spaces (ISO 2631). Specific vibration sensitive industrial or commercial uses may require stricter limits, depending in the nature of the operation. The Vibration Criteria (VC) curves shown provide generic criteria for a number of vibration sensitive uses (see text). VC B, 3 micrometers Figure No. 4 Scale: n/a Generic Vibration Criterion (VC) Curves for Vibration- Sensitive Equipment - Showing also the ISO Guidelines for People in Buildings (From Gordon) Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

45 LRT TUNNEL PORTAL APPROX. STATION Note: Grid calculated at 1.5m. Figure No. 5a Jane Street to Western Portal Operational Noise in Terms of Change From Existing Conditions, Daytime Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Scale: 1: 3,000 Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

46 LRT TUNNEL PORTAL APPROX. STATION Note: Grid calculated at 4.5m. Figure No. 5b Jane Street to Western Portal Operational Noise in Terms of Change From Existing Conditions, Night-time Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Scale: 1: 3,000 Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

47 LRT TUNNEL PORTAL APPROX. STATION Figure No. 6 Scale: 1: 3,000 Jane Street to Western Portal Predicted Operational Vibration Levels Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

48 30m Area of Influence For Impact Pile Driving LRT TUNNEL PORTAL APPROX. STATION m Area of Influence For Secant Piling and All Other Construction Activity Figure No. 7 Scale: 1: 3,000 Jane Street to Western Portal Construction Vibration Zone of Influence Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

49 LRT TUNNEL PORTAL APPROX. STATION Figure No. 8 Scale: 1: 3,000 Tunnel Section Predicted Operational Vibration Levels Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

50 30m Area of Influence For Impact Pile Driving LRT TUNNEL PORTAL APPROX. STATION m Area of Influence For Secant Piling and All Other Construction Activity Figure No. 9 Scale: 1: 3,000 Tunnel Section Construction Vibration Zone of Influence Date: 13/02/27 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

51 Note: Grid calculated at 4.5m. Worst case receptor heights vary by receptor location. Figure No. 10 MSF and Stations Predicted Off-Site Noise Levels Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Scale: 1: 6,000 Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

52 Figure No. 11a Scale: 1: 6,000 MSF and Stations Predicted Off-Site Noise Levels including Mitigation Option 1 Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

53 Figure No. 11b Scale: 1: 6,000 MSF and Stations Predicted Off-Site Noise Levels including Mitigation Option 2 Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

54 Figure No. 12 Scale: 1: 6,000 MSF and Stations Predicted Operational Vibration Levels Date: 13/02/01 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

55 30m Area of Influence For Impact Pile Driving 8 m Area of Influence For Secant Piling and All Other Construction Activity Figure No. 13 Scale: 1: 6,000 MSF and Stations Construction Vibration Zone of Influence Date: 13/02/27 Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

56 WEST LAUNCH SHAFT APPROX. STATION Note: Grid calculated at 1.5m. Figure No. 14a Mount Dennis to West of Keele Street - Operational Noise in Terms of Change From Existing Conditions, Daytime Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Scale: 1: 3,000 Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f

57 WEST LAUNCH SHAFT APPROX. STATION Note: Grid calculated at 4.5m. Figure No. 14b Mount Dennis to West of Keele Street - Operational Noise in Terms of Change From Existing Conditions, Night-time Eglinton Light Rail Transit Project East of Black Creek Drive to Jane Street,Toronto, Ontario True North Scale: 1: 3,000 Date: 13/02/01 File No.: Drawn By: KAC 150 Research Lane, Suite 105 Guelph, ON, Canada, N1G 4T2 t f