(16) Section 12 - Dec 2004

NOISE ASSESSMENTSECTION 12

Environmental Assessment Certificate Application for the Richmond•Airport•Vancouver Rapid Transit Project

12-1 December 2004

12 Noise Assessment

12.1 Executive Summary

Fundamental to the assessment of noise impact on a community is knowledge of the existing noise exposure. The objective of the baseline noise study, undertaken by BKL Consultants Ltd. in 2003 and presented in this section, was to measure the existing ambient conditions at a number of representative sensitive sites along the RAV corridor and to recommend acceptable levels of noise emissions from the RAV system, based on the collected data. Noise data were collected at 16 sites along the proposed corridor to document existing conditions at representative locations in the community. The measurements consisted of monitoring noise continuously for 48 hours at a given location and the sampling of data for every second of the measurement. These data provide a level of detail that would allow them to be used in analyses using a range of different assessment criteria. In addition to noise monitoring results, this section of the EAC Application outlines the noise requirements of by-laws and guidelines in effect in the municipalities and authorities encompassing the corridor. It also outlines the guidelines put forward by the Canadian Federal government and the World Health Organization. In addition, the section documents a procedure successfully employed in the assessment of noise from the SkyTrain Millennium Line and proposes that the same procedure be adopted for the RAV Project. Working within the existing project parameters and assuming selection of a rail rapid transit electric train technology, minimal noise impact is expected from the RAV Project. Most of the alignment will either be carried underground or on streets with significant existing traffic and high existing ambient noise levels. Thus, for most types of electric train technology and for most of the alignment, the additional noise contribution will be "minimal". The assessment discusses areas where there is the potential for noise impact depending on the train technology selected, including noise during construction and operation, noise associated with tunnels and stations, collateral noise effects and noise that may occur due to road alignment changes. It also proposes


December 2004 12-2

general mitigation measures that could be considered in situations where the noise impact is determined to be excessive. 12.2 Introduction

The objective of the baseline noise study was to measure existing ambient conditions at a number of representative sensitive sites along the RAV Project corridor and to recommend acceptable levels of noise emissions from the RAV system, based on the collected data.

12.2.1 Sound Level Basics

When dealing with sound, there is the physical quantity which is expressed as sound level and the perceived level which is expressed as loudness. Sound level is measured in units called decibels (dB). Decibels are power ratios and logarithmic quantities. Human hearing does not respond equally to sounds at different frequencies or pitch. Lower frequency sounds that are equally as “loud” have a much higher decibel level than high frequency sounds. To accommodate this variation in frequency sensitivity of human hearing, a frequency weighting can be applied to sound level measurements. When the weighting is applied, the resulting sound level measurements are said to be “A-weighted” and the decibel level is abbreviated dBA. When the sound energy doubles, rather than doubling, the decibel value increases by 3 dB. Human hearing is also logarithmic and when the perceived loudness of a sound is “doubled”, the corresponding sound level increases by approximately 10 dBA. In fact, a qualified listener cannot detect a change in sound level of 1 dBA. The average listener starts to detect a change in sound level at 3 dBA, and a clearly noticeable change occurs at 5 dBA.

12.2.2 Noise Criteria

There are two factors that are applicable to assessing the impact of the insertion of a noise-producing source into a community. The first is the noise level that the source produces when compared to an absolute criterion and the second is the amount by which the source raises the ambient level in the


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community. A parameter of significance in any location evaluated during this assessment is the existing noise level exposure of the community in the absence of the RAV line. The primary goal of the noise baseline study was to determine this existing noise level. 12.2.2.1 Absolute Criteria

In terms of absolute noise level, there are a number of references that should be consulted in deriving suitable noise criteria. These include:

a. Local (Municipal) noise by-laws. The noise by-laws of the City of

Richmond and the City of Vancouver, and the acoustical guidelines for equipment on Vancouver International Airport properties (VIAA undated) should be considered during both construction and operation of the RAV line.

b. Federal noise guidelines. There are two Federal guidelines that should

be considered: § the 24-hour equivalent noise level criteria (Leq241) issued by the

Canada Mortgage and Housing Corporation (CMHC) (1986) and adopted for use by most Lower Mainland communities; and

§ the National Guidelines for Environmental Noise Control (Federal-Provincial Advisory Committee on Environmental and Occupational Health 1989).

c. International noise guidelines. The WHO has guidelines for community

noise (Berglund et al. 1999).

Local Noise By-laws The City of Vancouver (By-law No. 6555) and City of Richmond (By-law No. 6989) noise by-laws and VIAA acoustical guidelines will be germane to this project. Both Vancouver's and Richmond's noise by-laws regulate the production of noise on a "continuous" level and on a "maximum" level where continuous is typically defined as lasting longer than three minutes in any 15 minute period and maximum is the maximum sound level measured from the

1The equivalent sound level is the level of a continuous sound that would have the equivalent total energy as the time varying sound being measured.


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event. In both cases, noise levels are to be measured using the "A" scale of the sound level meter with a "slow" time weighting. Certain noise sources related to the proposed RAV system will be considered continuous noise. Due to the limited duration expected of a passby event, regardless of the rail technology selected, it is unlikely that the passby noise would be considered "continuous". Thus, passby noise would be comparable to the "maximum" passby noise criteria of the cities through which the RAV corridor passes. Clause 7 of the City of Vancouver Noise By-law states:

"No person shall in an activity zone, an intermediate zone or a quiet zone make, cause, or permit to be made or caused, non-continuous sound the sound level of which during the daytime exceeds a rating of 75 on an approved sound meter, or during the nighttime exceeds a rating of 70 on an approved sound meter when received at the point of reception."

Clause 3.2.1.1 of the City of Richmond Noise By-law states:

"A person must not make, cause, or permit to be made, a non-continuous sound exceeding sound levels:

(a) of 80 dBA or more during the daytime, or (b) of 75 dBA or more during the nighttime,

when received at a point of reception in the City." Construction noise is separately regulated by both time of day and maximum noise level in the City of Richmond and by time of day in Vancouver. Clauses 16 and 17 of the City of Vancouver Noise By-law state: 16. No person shall carry on any construction to the disturbance of the

quiet, peace, rest or enjoyment of the public, except: (a) between the hours of 7:30 o'clock in the morning (0730 hours) to 8

o'clock in the evening (2000 hours) on any week day that is not a holiday, and between 10 o'clock in the morning (1000 hours) to 8


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o'clock in the evening (2000 hours) on any Saturday that is not a holiday; and

(b) for construction on a street between the hours of 7 o'clock in the morning (0700 hours) to 8 o'clock in the evening (2000 hours) on any week day or Saturday, and between 10 o'clock in the morning (1000 hours) to 8 o'clock in the evening (2000 hours) on any Sunday or holiday.

17. (1) In any case where it is impossible or impractical to comply with

sections 15 or 16 or where, as the result of a special event section 3, 5, 6 or 7 cannot be complied with, an application, in the form prescribed in subsection (2) may be made to the Mayor for an exception, and the Mayor may give consent in writing to carry on any such works or events outside the prescribed limits and upon such terms as the Mayor determines.

Clause 3.2.3.1 of the City of Richmond Noise By-law states:

"A person must not make, cause, or permit to be made, a sound level exceeding 80 dBA, resulting from construction or construction equipment: (a) during the daytime on weekdays and Saturdays; or (b) between the hours of 9:00 a.m. and 6:00 p.m. on Sundays and

Statutory Holidays, when received at a point of reception in the City."

Both the Vancouver and Richmond noise by-laws are "point of reception" by-laws which means that the noise level considered is the noise level at the most exposed property line of the receptor of the noise. The VIAA has guidelines for noise that are applied to the operations of tenants on VIAA property. These guidelines are also expressed in terms of continuous and maximum noise levels. The VIAA guidelines are for noise levels measured at the lease property limits of the operator that is creating the noise. Continuous sound levels at the commercial property line must not exceed 65 dBA during daytime hours and 60 dBA during nighttime hours. Non-continuous noise must be limited to 80 dBA and 75 dBA for daytime and nighttime hours, respectively.


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Federal - Canada Mortgage and Housing Corporation (CHMC) Noise Criteria The criteria shown in Figure 12.1, developed by the CMHC, are used to assess the noise exposure from road and rail systems on residential structures and to determine the suitability of the structure to adequately attenuate this noise, from the perspective of the building occupants. These criteria have been applied to single and multi-family projects in the Lower Mainland since their inception in 1978 and have formed the basis for zoning requirements in many municipalities. These criteria are based on the 24-hour equivalent sound level which is the equivalent constant sound level that would contain the same total sound energy as the time varying signal over the 24 hour period. The criteria are assessed at the noise exposed facade of the dwelling unit.

Figure 12.1 Canada Mortgage and Housing Corporation

Criteria for Road and Rail Noise

75 dBA

55 dBA

45 dBA

Noise Levelat buildingface (Leq24)

Unacceptable -Noise exposure is so severe that sound insulation costs

would be prohibitive and outdoor environment would be excessively noisy.

Normally Unacceptable -Noise exposure is significantly more severe. Indoor

conditions are unacceptable unless adequate sound insulation is provided. Outdoor recreational space may have to be sheltered.

Normally Acceptable -Noise exposure may cause some concern but

construction complying with ‘Residential Standards’ should provide acceptable indoor conditions.

Acceptable -Noise exposure both indoors and outdoors is

unobtrusive.

75 dBA

55 dBA

45 dBA

Noise Levelat buildingface (Leq24)

Unacceptable -Noise exposure is so severe that sound insulation costs

would be prohibitive and outdoor environment would be excessively noisy.

Normally Unacceptable -Noise exposure is significantly more severe. Indoor

conditions are unacceptable unless adequate sound insulation is provided. Outdoor recreational space may have to be sheltered.

Normally Acceptable -Noise exposure may cause some concern but

construction complying with ‘Residential Standards’ should provide acceptable indoor conditions.

Acceptable -Noise exposure both indoors and outdoors is

unobtrusive.

Source: CMHC 1986. The criteria are of a reactive nature as they rate the degree of noise exposure to a proposed residential dwelling site and then prescribe dwelling


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construction upgrades that should be applied to accommodate the noise exposure established. Federal - National Guidelines for Environmental Noise Control These guidelines, developed by the Federal-Provincial Advisory Committee on Environmental and Occupational Health (1989), provide similar recommendations for point of reception sound level limits. For transportation noise sources the 24-hour equivalent sound level is recommended over the other Leq based measures. The recommended criterion for "suburban outdoor areas" is 54 dBA (obtained from a weighed average of the daytime and nighttime criteria). International - World Health Organization (WHO) Guidelines for Community Noise The WHO guidelines (Berglund et al. 1999) for community noise recommend the use of daytime and nighttime sound levels where daytime is typically 16 hours and nighttime is eight hours. When events are sufficiently continuous, such as traffic noise, they recommend the use of equivalent sound levels. For individual events, when the events are sufficiently spaced apart, they recommend the use of maximum passby sound levels, where the sound level is measured using the "fast" response time of the meter. For outdoor spaces (e.g., school playgrounds areas), they recommend a daytime Leq of 55 dBA with no specific maximum single event limit. For nighttime levels in residential areas, with wide open windows permitted, they recommend a Leq value of 45 dBA and a maximum single event limit of 60 dBA. 12.2.2.2 Relative Signal to Noise

The second factor applicable to assessing the impact of the insertion of a noise-producing source into a community is the level of the intruding noise over the existing ambient noise in the community. The noise from the RAV system will consist of both fixed and varying sources. The varying source will be the passing of cars on the alignment, while fixed sources will include noise at stations and noise from ventilation systems, power substations, etc. There have been many studies of the annoyance of an intruding signal when compared to the existing ambient noise level. Most have concluded that the intruding noise will not be considered significant provided that its tonal and impulsive qualities are similar to other existing sources in the community and


December 2004 12-8

that it does not increase ambient noise in the community by more than 3 to 5 dBA. To this end, two criteria were developed for the SkyTrain Millennium Line that embraced this concept. It is recommended that these criteria be adopted for the RAV line. The first criterion compares the 24-hour equivalent contribution to the ambient noise that would be expected from the operation of the RAV line. The impact is considered to be minimal if the increase in the 24-hour equivalent noise level is 2 dB or less. The degree of impact is increased with rising increases in the expected 24-hour equivalent level. However, the 24 hour level does not tell the whole story. The second criterion looks at the impact of the RAV line in off-peak hours when traffic and other noise sources are diminished. This criterion compares the maximum passby noise level of the RAV Project vehicle to other maximum noise sources occurring in the off-peak hours. This involves an evaluation of the frequency of RAV vehicle passbys in the off-peak hours and a comparison of the peak passby level of the RAV vehicle to the corresponding sound level in the community. For example, for the Millennium Line, in off-peak hours, SkyTrain passbys were expected to occur once every five minutes in each direction. Each passby was an event lasting about 10 seconds, with the maximum noise lasting between 1 and 2 seconds. Thus in an hour, one could expect 240 seconds of SkyTrain noise, of which less than 48 seconds would be maximum noise. Since this represented approximately 1% of the hour, the maximum passby noise of the Millennium SkyTrain was compared with the L1 statistical level measured in nighttime hours in the community prior to the operation of SkyTrain. The L1 statistical level is the sound level which was exceeded 1% of the time. Because there is no significant additive effect with statistical levels of this limited percentage, an excess of 5 dBA or less was considered to have a minimal impact on the community. These two criteria are summarized in Table 12.1:


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Table 12.1 Impact Assessment Criteria for Residential Use Buildings

Increase in 24-hour Leq

Level of RAV Rapid Transit System Passby in Excess of Existing

Hourly L1 Levels (The comparison is to be made in the starting and finishing hour of service unless the service is to be 24 hours, in which case the comparison should be made for the quietest hour of the night.)

Impact Significance

up to 1 dBA up to 0 dBA Insignificant Impact >1 to 2 dBA >0 to 5 dBA Minimal Impact >2 to 5 dBA >5 to 10 dBA Modest Impact >5 to 10 dBA >10 to 15 dBA Significant Impact

>10 dBA

OR

>15 dBA Severe Impact Note: Whichever scale results in the more significant impact assessment is the one to be used. Where: Insignificant Impact means individuals out of doors will on occasion be

aware of RAV system passbys but are not expected to consider the noise significant when compared to the existing ambient noise exposure. Indoors, they should generally not be aware of passbys.

Minimal Impact means individuals out of doors will generally notice

RAV system passbys but should still not find the noise objectionable when compared to the existing ambient noise exposure. Indoors, they may on occasion be aware of passbys, but should not consider them unacceptable.

Modest Impact means individuals out of doors or indoors will notice

RAV system passbys and may on occasion be annoyed by the noise.

Significant Impact means individuals out of doors or indoors will be

regularly aware of RAV system passbys and may find them annoying. There may be sporadic


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spontaneous complaints generally directed towards RAV system operators.

Severe Impact means individuals out of doors or indoors will find RAV system passbys annoying. There will be regular complaints directed towards RAV system operators, regulatory and public officials. There may be threats of organized legal action.

12.3 Baseline Noise Monitoring

To determine the impact of the RAV line on the community, field sound measurements were carried out to establish existing ambient noise conditions at representative locations along the proposed alignment. To this end, 15 noise monitoring sites were selected along the length of the proposed alignment, from downtown Vancouver to downtown Richmond with an extension to the Vancouver International Airport: • Richmond (No. 3 Road) 3 • Airport Extension 2 • Cambie Street from the Fraser River to Commodore Road 8 • False Creek South 1 • Downtown Vancouver (Burrard Street to False Creek) 1 Noise monitoring was conducted at each site for a continuous 48-hour period involving both a weekday and a weekend day. Measurements were either made on a Friday/Saturday or a Sunday/Monday. The measurement data accumulated include the 24-hour equivalent sound level for each day's measurement, the hourly equivalent level and statistical levels (L1, L10, L20, L50, L90, L99), and the one second equivalent sound level for the entire measurement time. With these data, most other noise evaluation metrics can be synthesized. In general, the meter was placed at the facade of the dwelling that would have the most potential for noise exposure due to transit passbys. The 48-hour measurement developed two factors which were considered in the subsequent impact analysis. The first was the 24-hour equivalent sound level both on a weekday and on a weekend, and the second was the hourly L1 noise levels for these two days.


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In addition to the 15 sites described above, existing noise conditions at Dunsmuir Street and Granville Street were identified from previous studies conducted by BKL Consultants Ltd. in 2002. Noise measurements were made at this site for 24 hours on a weekday at this site. The locations of the 16 noise monitoring sites are shown in Figure 12.2. Figure 12.2 RAV Corridor – Noise Monitoring Sites

See TABLE 12.2 for descriptions of noise monitoring site locations


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A summary of noise assessment findings at each monitoring site is presented in Table 12.2. Detailed assessment findings are presented in Appendix 12-A. Table 12.2 Ambient Noise Levels at Monitoring Sites Located Along the

RAV Alignment

Existing 24-hour Equivalent Sound Levels (dBA) Site

No. Site Location

Weekday Weekend

1 Richmond City Hall, 6911 No. 3 Road (adjacent to Richmond Centre)

62.4 63.3

2 #100 - 6020 No. 3 Road (adjacent to Westminster Highway)

68.4 68.4

3 4020 No. 3 Road (adjacent to Cambie Street)

63.9 62.8

4 Sea Island Elementary School (School District No.38), 1891 Wellington Crescent (adjacent to Airport Station 1)

61.7 61.6

5 Airport Terminal (adjacent to Terminal Station)

65.9 65.1

6 Units 8453 and 8457 Cambie Street (adjacent to SW Marine Drive)

60.9 64.3 (57.9)2

7 506 West 63rd Avenue (adjacent to 63rd Avenue)

65.4 63.8

8 500 West 57th Avenue (adjacent to 57th

Avenue) 65.9 65.2

9 6729 Cambie Street (adjacent to 49th Avenue)

66.6 68.2 (66.2)2

10 6318 Cambie Street (adjacent to 46th Avenue)

63.8 63.1

11 3870 Cambie Street (adjacent to King

Edward Avenue) 69.8 68.8

12 520 West 6th Avenue (overlooking Cambie Bridge off-ramp to 6th Avenue)

63.1 63.8

2The 24-hour equivalent sound level calculated to exist on the weekend measurement, if periods of rain are removed from the data set.


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Existing 24-hour Equivalent Sound Levels (dBA) Site

No. Site Location

Weekday Weekend

13 Unit 309, 522 Moberley Road (adjacent to Commodore Road)

59.6 57.0

14 289 Davie Street (adjacent to Mainland Street)

67.4 67.0

15 600 Granville Street (adjacent to Dunsmuir Street)

65.6 NA

16 409 Granville Street (adjacent to Waterfront Station)

64.3 64.0

12.4 Potential Areas of Noise Impact

Impacts associated with the RAV Project could result from operations noise, ancillary services noise, station noise and construction noise. There is also the potential for vibration impacts depending on the rail technology selected. Obviously, each technology evaluated will have differing levels of noise and vibrations produced. Working within the existing project parameters and using a technology similar to the existing SkyTrain system used at other locations in Greater Vancouver, however, no significant noise impacts are anticipated from this project. Most of the alignment is either carried underground or on streets with significant existing traffic and the existing ambient noise level is already quite high. Thus, for most electric train technologies and most of the alignment, the additional contribution to ambient noise levels will be "minimal". Site 6, the site with the quietest measured noise level of all the sites where the RAV alignment is above ground, has a measured 24-hour noise level that is 1 to 4 dBA higher than the exposure that would be expected from a SkyTrain technology, which is a 24-hour equivalent noise level of 57 dBA at 15 m from the guideway. Combining the levels, there would be a resulting increase of 1 to 2.5 dBA at Site 6 which would be assessed as "Minimal Impact" and "Modest Impact". Of course, the significance of the nearby station and other ancillary services would have to be factored into this assessment in a comprehensive analysis.


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Table 12.3 compares the relative significance of the various electric train technologies. Table 12.3 Summary of Maximum (1 second) Passby Noise Levels for

Transportation Activities Measured at 15 m

Event Description Range of Levels Measured (dBA) Noisy Van 86 Street Motorcycle 75.5 Semi-Trailer Trucks 75 - 80 Aircraft (Note: Not at 15 m; measured flying overhead)

69 - 85

Conventional Light Rapid Transit 72 - 80* Large Trucks 71 - 78 Diesel or Natural Gas Bus 70 - 78 Trolley Bus 69 - 73 SkyTrain 65 - 73.5 Small Motorcycle 67 General Busy Auto Traffic 66 - 70 Individual Automobiles 63 - 68.5

*Based on data provided for the Calgary, Edmonton and Portland LRT systems. Source: BKL. 1991.

12.4.1 Operations Noise

In general, elevated alignments or in-trench alignments have less noise impacts than at grade alignments. In the case of the elevated alignments, this is due to the sound being directed upwards and the acoustic shielding offered by the alignment structure to receivers located below. In the case of in-trench alignments, shielding is offered by the sides of the depression. A potential noise issue will exist if the trench is very close to a high rise or to elevated houses with a view into the trench. Sound from RAV passbys will diminish with increasing distance from the RAV right-of-way. Typically, equivalent sound levels will drop by 2-3 dBA from 15 m to 30 m and by 3-5 dBA more from 30 m to 60 m. Beyond 60 m, the maximum passby sound level will drop by at least 6 dBA (or more, depending on ground effect and shielding) with each doubling of distance from the right-


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of-way. The statistical indices (such as L1) are very much view and distance dependent and would diminish with distance but the exact rate would depend on location. 12.4.1.1 Tunnels

Where the RAV system is operating in a tunnel, noise should not be an issue. There are, however, two possible exceptions and both of these would have a potential for limited local effect. The first is noise from untreated tunnel ventilation systems. As these systems are fixed entities, there should be no difficulty in designing adequate acoustical measures so that they do not disturb the community in which they surface. The second tunnel noise issue is the “telegraphing” of RAV train arrival to a limited area immediately outside of the tunnel. The rise of noise along the tunnel could draw attention to the arrival of the RAV train, and this drawing of attention or “telegraphing” the arrival of the RAV train could in itself be annoying to some listeners. This effect should be limited to locations within 30m of the tunnel that have a direct line of sight to the tunnel opening. Should this telegraphing become an issue on the alignment, acoustical treatment could be applied to the first few metres (i.e., < 15 m) of the tunnel. This treatment would be effective in silencing this noise in the same way that acoustical lining reduces noise transmission in air conditioning ducts in buildings. 12.4.1.2 RAV Stations

Noise from RAV activities in the vicinity of stations has tonal character. There is the noise that the RAV cars will make when accelerating and decelerating out of and into the stations. There is also the noise from paging and door signals in the stations. In most areas along the proposed route, the stations will be located in the vicinity of areas of high motor vehicle traffic which will mask this tonal noise. Announcements and door signal bells should be examined and station designs should contain noises from these sources within the confines of the platform.


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12.4.1.3 Collateral Noise Effects

Activities associated with a park-and-ride facility include the arrival and departure of automobiles spread out over the operating day but with pronounced peaks during rush hour. As this pattern coincides with patterns from vehicles using the existing roadways, noise associated with park-and-ride traffic is not generally expected to be a significant contributor. Some of the RAV stations will have new associated bus loops. Buses are significantly noisier than automobiles and, whether or not there is full ridership, buses have to travel their routes throughout their operating time period. Thus, although generally more buses are used during rush hour, there will still be a significant number of buses entering, idling and leaving the bus loops in the early hours of the morning and late hours of the evening. Details of any proposed bus loops will be developed during subsequent phases of the design and noise mitigation will be considered in their design, where necessary. 12.4.1.4 Road Alignment Changes

There is a potential for increased noise and vibration impacts if major traffic arteries are realigned closer to affected structures as a result of accommodating the RAV alignment. If the roadway is moved such that the distance between road edge and the structures is cut in half, the effect on the structures could be an increase in equivalent noise level of 3 dBA and maximum vehicle passby levels of 6 dBA. An increase of this amount would be a “Modest Impact” (see Table 12.1). 12.4.2 Construction Noise

As with any other construction project, RAV right-of-way and station construction will produce noise and means of noise control are limited. The scheduling and duration of this construction will be developed in later phases of the design. A good percentage of the station construction, however, will involve installation of ancillary services, such as washrooms, elevators, ventilation and electrical services, and these activities normally have minimal community noise impact. During construction, the Concessionaire will be


12-17 December 2004

required to meet the noise requirements of the jurisdictions in which construction is taking place.

12.5 Mitigative Guidelines

Should noise mitigation be required for the selected routes, a number of measures will be considered. The responsibility for selection and implementation of these measures will rest with the Concessionaire.

12.5.1 Right-of-Way

• The RAV alignment should be selected and fine-tuned with noise mitigation as one of the significant parameters.

• Unobtrusive noise barriers placed on the edge of the right-of-way or incorporated into any guideway design could be considered in areas where the noise impact is considered significant.

• Every opportunity should be taken to make use of natural features on the edge of the right-of-way or at the property line of the affected property to reduce noise impacts. Use of dedicated noise barriers such as berms, barrier fences, or retaining walls should be considered during the detailed design stage, where warranted.

12.5.2 Tunnel

• Should tunnel telegraphing prove to be an issue, acoustical treatment to the portals should be considered.

• Tunnel ventilation systems should have suitable noise control measures incorporated into their design to reduce mechanical noise to acceptable levels in the surrounding community.

12.5.3 Station

• Where warranted, measures should be considered to reduce noise egress from the transit station platform activities.

• Where it will not detract from their function, paging and bell signaling systems should be adjusted for minimum noise levels and strategically located to reduce noise egress to the community.


December 2004 12-18

• Ancillary systems should have suitable noise control measures incorporated into their design to reduce noise to acceptable levels both within the stations and to the community.

12.6 References

Berglund B., T. Lindvall and D.H. Schwela (eds.). 1999. Protection of the Human Environment - Guidelines for Community Noise. World Health Organization.

BKL Consultants Ltd. 2003. Northlands Development Community Noise

Assessment. Prepared for Vancouver International Airport Authority - File:1936-02A - March 3, 2003.

BKL Consultants Ltd. 2002. File: 2464-02A - April 4-5, 2002. BKL Consultants Ltd. 1998. Rapid Transit Project: Phase I - Noise Issues

Report. Prepared for Rapid Transit Project 2000 Ltd. - File:2206-98A - December 11, 1998.

BKL Consultants Ltd. 1991. A Comparison of Single Event SkyTrain Noise

Levels to Noise from Other Transportation Sources. Prepared for BC Transit, Vancouver, B.C. File 1462-91A.

Canada Mortgage and Housing Corporation. 1986. Road and Rail Noise: Effects

on Housing - NHA 5156 08/86. City of Richmond Public Health Protection By-law No. 6989. City of Vancouver Noise Control By-law No. 6555. Federal-Provincial Advisory Committee on Environmental and Occupational

Health. 1989. National Guidelines for Environmental Noise Control - Procedures and Concepts for the Drafting of Environmental Noise Regulations/By-laws in Canada. Health and Welfare Canada.


12-19 December 2004

Vancouver International Airport Authority. Undated. Acoustical Guidelines for Equipment on Properties. Environment Department.

Detailed Noise Monitoring Site EvaluationsAPPENDIX 12-A

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View towards No.3 RoadStudy Site

Study Site #1

Address:Richmond City Hall, 6911 No. 3 Road,Richmond, BC

Description:This site is on the south side of ParkRoad near the proposed rapid transitstation on No.3 Road. The meter waslocated on the top balcony of the CityHall and was approximately 37 m westof the near lane of No.3 Road.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is63.3 dBA on Sunday and 62.4 dBA onMonday. Hourly L1 (level exceeded1% of time) noise levels are 64.2 dBA(Sunday) and 68.1 dBA (Monday) at5:00 am; 67.7 dBA (Sunday) and 69.4 dBA (Monday) at 12:00 noon; and 68.1 dBA (Sunday) and68.0 dBA (Monday) at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route near this site would be either at grade or elevated fromthe southern terminus at Cook Road/Park Road at No.3 Road to the Bridgeport Station. The proposedalignment would place a station at Cook Road/Park Road on No. 3 Road north of the monitor site.

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Study Site #1 Page 2

Ambient Noise MeasurementA 48 hour continuous noise measurement was carried out starting at midnight on July 27th, 2003. Theresults are documented as follows:

Sunday, July 27th, 2003: 24 Hour Leq = 63.3 dBAMonday, July 28th, 2003: 24 Hour Leq = 62.4 dBA

Hourly Interval Report

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Study Site #2

Address:#100 - 6020 No. 3 Road, Richmond,BC

Description:This site is on the south side ofWestminster Highway near theproposed rapid transit station on No.3Road. The meter was located on theroof of the property and wasapproximately 10 m south ofWestminster Highway and 31 m east ofNo. 3 Road.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is68.4 dBA on Friday and 68.4 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 72.9 dBA (Friday) and 72.5 dBA (Saturday) at 5:00 am; 78.0 dBA(Friday) and 77.5 dBA (Saturday) at 12:00 noon; and 74.6 dBA (Friday) and 73.4 dBA (Saturday) atmidnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be either at grade or elevated fromthe southern terminus at Cook Road/Park Road at No.3 Road to the Bridgeport Station. The proposedalignment would place a station on the north side of Westminster Highway near the monitor site.

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Friday, July 18th, 2003: 24 Hour Leq = 68.4 dBASaturday, July 19th, 2003: 24 Hour Leq = 68.4 dBA


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Study Site #3

Address:4020 No.3 Road, Richmond, BC

Description:This site is on the south side of CambieRoad near the proposed rapid transitstation on No.3 Road. The meter waslocated on the roof of the property andwas approximately 19 m east of thenear lane of No.3 Road.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is62.8 dBA on Sunday and 63.9 dBA onMonday. Hourly L1 (level exceeded1% of time) noise levels are 66.7 dBA(Sunday) and 71.6 dBA (Monday) at5:00 am; 74.7 dBA (Sunday) and75.9 dBA (Monday) at 12:00 noon;and 70.4 dBA (Sunday) and 69.5 dBA(Monday) at midnight. (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be either at grade or elevated fromthe southern terminus at Cook Road/Park Road at No.3 Road to the Bridgeport Station. The proposedalignment would place a station on the south side of Cambie Road on No. 3 Road near the monitorsite.

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View towards Grant McConachie WayStudy Site

Study Site #4

Address:Sea Island Elementary School, 1891Wellington Crescent, Richmond, BC

Description:This site is on the south side of GrantMcConachie Way near the proposedrapid transit route on Sea Island. Themeter was located on the roof of theproperty and was approximately 207 msouth of the near lane of GrantMcConachie Way.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is61.6 dBA on Sunday and 61.7 dBA onMonday. Hourly L1 (level exceeded1% of time) noise levels are 60.6 dBA(Sunday) and 64.0 dBA (Monday) at5:00 am; 73.7 dBA (Sunday) and71.9 dBA (Monday) at 12:00 noon;and 64.9 dBA (Sunday) and 61.0 dBA(Monday)at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be elevated from Bridgeport Stationto the Airport terminals. The Vancouver International Airport Authority has identified a corridoralong Grant McConachie Way on Sea Island, which will connect the line to the international anddomestic terminal buildings. The proposed alignment will place a station on the north side of GrantMcConachie Way directly across the monitor site.

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View towards Grant McConachie WayStudy Site

Study Site #5

Address:YVR Terminal, Richmond, BC

Description:This site is at the YVR terminal nearthe proposed rapid transit station at theinternational and domestic terminalbuildings. The meter was located onthe roof of the terminal building andwas approximately 12 m north of thenear lane of Grant McConachie Way.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is65.9 dBA on Friday and 65.1 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 70.3 dBA(Friday) and 68.3 dBA (Saturday) at5:00 am; 77.2 dBA (Friday) and73.5 dBA (Saturday) at 12:00 noon;and 69.0 dBA (Friday) and 67.8 dBA(Saturday) at midnight. (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be elevated from Bridgeport Stationto the Airport terminals. The Vancouver International Airport Authority has identified a corridoralong Grant McConachie Way on Sea Island, which will connect the line to the international anddomestic terminal buildings. The proposed alignment will place a station at the terminal buildingalong Grant McConachie Way near the monitor site.

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Ambient Noise MeasurementA 48 hour continuous noise measurement was carried out starting at midnight on August 1st, 2003.The results are documented as follows:

Friday, August 1st, 2003: 24 Hour Leq = 65.9 dBASaturday, August 2nd, 2003: 24 Hour Leq = 65.1 dBA


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Study Site View of 8400 Block

Study Site #6

Address:Units 8453 and 8457 Cambie Street,Vancouver, BC

Description:This site is on the south side of SWMarine Drive near proposed rapidtransit station on Cambie. The meterwas located on top of the fenceseparating the two units and wasapproximately 15.5 m from the centreof the near lane of Cambie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is60.9 dBA on Friday and 64.3 dBA onSaturday. The Saturday measurementswere influenced by rain. Hourly L1(level exceeded 1% of time) noiselevels are 72.0 dBA (Friday) and 60.4 dBA (Saturday) at 5:00 am; 73.3 dBA (Friday) and 69.2 dBA(Saturday) at 12:00 noon; and 62.9 dBA (Friday) and 63.6 dBA (Saturday) at midnight. (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit system at this site would place an elevated guideway to crossMarine Drive from the Bridgeport Station to 63rd Avenue at Cambie Street. The proposed alignmentwould place the station on the east side of Cambie directly across from the site.

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View towards Cambie StreetStudy Site

Study Site #7

Address:506 West 63rd Avenue, Vancouver, BC

Description:This site is at the southwest corner of63rd Avenue and Cambie Street nearthe proposed rapid transit route onCambie. The meter was located on atree adjacent to the property and wasapproximately 14 m west of the centreof the nearest lane of Cambie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is 65.4 dBA on Friday and 63.8 dBA on Saturday. Hourly L1 (levelexceeded 1% of time) noise levels are 69.7 dBA (Friday) and 69.2 dBA (Saturday) at 5:00 am;74.4 dBA (Friday) and 72.2 dBA (Saturday) at 12:00 noon; and 69.6 dBA (Friday) and 70.2 dBA(Saturday) at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route would change the elevation at this site, since it wouldbe elevated from Bridgeport Station to 63rd Avenue at Cambie Street and at grade or in trenchalignment between 63rd Avenue and 49th Avenue or 46th Avenue on Cambie Street.

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Ambient Noise MeasurementA 48 hour continuous noise measurement was carried out starting at midnight on August 22nd, 2003.The results are documented as follows:

Friday, August 22nd, 2003: 24 Hour Leq = 65.4 dBASaturday, August 23rd, 2003: 24 Hour Leq = 63.8 dBA


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Study Site #8

Address:500 West 57th Avenue, Vancouver, BC

Description:This site is on the south side of 57th

Avenue near the proposed rapid transitroute on Cambie Street. The meterwas located on the roof of the propertyand was approximately 19 m west ofthe near lane of Cambie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is65.9 dBA on Friday and 65.2 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 72.1 dBA(Friday) and 72.9 dBA (Saturday) at5:00 am; 73.8 dBA (Friday) and73.4 dBA (Saturday) at 12:00 noon;and 71.7 dBA (Friday) and 71.4 dBA(Saturday) at midnight . (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be at grade or in trench alignmentbetween 63rd Avenue and 49th Avenue on Cambie Street for a fully grade separated system, or at gradebetween 63rd and 46th on Cambie Street Avenues for a partially grade separated system.

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Study Site #9

Address:6729 Cambie Street, Vancouver, BC


Avenue near the proposed rapid transitroute on Cambie. The meter waslocated on the roof of the property andwas approximately 19 m west of thenear lane of Cambie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is66.6 dBA on Friday and 68.2 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 72.6 dBA(Friday) and 69.9 dBA (Saturday) at5:00 am; 75.1 dBA (Friday) and73.9 dBA (Saturday) at 12:00 noon;and 70.7 dBA (Friday) and 72.8 dBA(Saturday) at midnight . (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route would change elevation at this site if a fully gradeseparated system is implemented. The proposed alignment would come out of tunnel at 49th Avenueon Cambie and be at grade or in trench alignment between 49th and 63rd Avenues for a fully gradeseparated system.

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Study Site #10



Avenue near the proposed rapid transitroute on Cambie. The meter waslocated on the roof of the property andwas approximately 17.5 m east of thenear lane of Cambie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is63.1 dBA on Sunday and 63.8 dBA onMonday. Hourly L1 (level exceeded1% of time) noise levels are 71.2 dBA(Sunday) and 72.2 dBA (Monday) at5:00 am; 73.5 dBA (Sunday) and75.3 dBA (Monday) at 12:00 noon;and 74.5 dBA (Sunday) and 72.3 dBA(Monday) at midnight. (Seemeasurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route would change elevation at this site if a partially gradeseparated system is implemented. The proposed alignment would come out of tunnel at 46th Avenueon Cambie and be at grade between 46th and 63rd Avenues for a partially grade separated system.

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Study Site #11


Description:This site is on the north side of 23rd

Avenue near the proposed rapid transitroute on Cambie. The meter waslocated on top of the awning at theentrance to the building and wasapproximately 9 m from the centre ofthe north bound parking lane (travellane during rush hours) of CambieStreet.

Ambient Noise:The present 24 hour equivalent noise level at the monitor location is 69.8 dBA on Friday and 68.8dBA on Saturday. Hourly L1 (level exceeded 1% of time) noise levels are 76.1 dBA (Friday) and 74.3dBA (Saturday) at 5:00 am; 76.9 dBA (Friday) and 78.7 dBA (Saturday) at 12:00 noon; and 75 dBA(Friday) and 74.2 dBA (Saturday) at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel from 46th Avenue atCambie Street to the Downtown Vancouver terminus. The proposed alignment would place a stationon the north side of King Edward near the site.

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View towards Cambie BridgeStudy Site

Study Site #12

Address:520 West 6th Avenue, Vancouver, BC

Description:This site is at the southwest corner of6th Avenue and Cambie Street lookingout towards the Cambie Bridge and theproposed rapid transit station betweenCommodore Road and 2nd Avenue.The meter was located on the awningat the entrance to the property and wasapproximately 67.5 m west of CambieStreet, 5 m south of West 6th Avenueand 33 m south of the 2nd Avenuediversion.

Ambient Noise:The present 24 hour equivalent noise level at the monitor location is 63.1 dBA on Friday and63.8 dBA on Saturday. Hourly L1 (level exceeded 1% of time) noise levels are 65.3 dBA (Friday)and 66.7 dBA (Saturday) at 5:00 am; 71.0 dBA (Friday) and 73.2 dBA (Saturday) at 12:00 noon; and68.8 dBA (Friday) and 69.1 dBA (Saturday) at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel from 46th Avenue (or 49th

Avenue for a fully separated system) to the Downtown Vancouver terminus. The proposed alignmentwould place a station on the north side of 2nd Avenue directly across from the site to the west ofCambie Bridge.

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View towards Commodore RoadStudy Site

Study Site #13

Address:Unit 309, 522 Moberley Road(Discovery Quay), Vancouver, BC

Description:This site is on the north side ofCommodore Road near the proposedrapid transit station betweenCommodore Road and 2nd Avenue.The meter was located on the balconyof the property and was approximately135 m west of Cambie Street and 12 mnorth of Commodore Road.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is59.6 dBA on Friday, 58.0 dBA onSaturday, and 57.0 dBA on Sunday.Saturday measurements were influenced by rain as indicated on the time history graph. Hourly L1(level exceeded 1% of time) noise levels are 62.7 dBA (Friday), 59.1 dBA (Saturday) and 59.3 dBA(Sunday) at 5:00 am; 67.8 dBA (Friday), 65.3 dBA (Saturday) and 66.2 dBA (Sunday) at 12:00 noon;and 63.0 dBA (Friday), 64.9 dBA (Saturday) and 62.4 dBA (Sunday) at midnight. (See measurementdescription below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel from 46th Avenue (or 49th

Avenue for a fully separated system) to the Downtown Vancouver terminus. The proposed alignmentwould place a station on the south side of Commodore Road directly across from the site.

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Ambient Noise MeasurementA 72 hour continuous noise measurement was carried out starting at midnight on September 5th, 2003.The results are documented as follows:

Friday, September 5th, 2003: 24 Hour Leq = 59.6 dBASaturday, September 6th, 2003: 24 Hour Leq = 58.0 dBASunday, September 7th, 2003: 24 Hour Leq = 57.0 dBA


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View towards Davie StreetStudy Site

Study Site #14

Address:289 Davie Street, Vancouver, BC

Description:This site is at the southeast corner ofDavie Street and Mainland Street nearthe proposed rapid transit station onDavie Street. The meter was locatedon the awning at the entrance to theproperty and was approximately 8 meast of the near lane of Davie Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is67.4 dBA on Friday and 67.0 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 70.5 dBA(Friday) and 68.8 dBA (Saturday) at5:00 am; 77.2 dBA (Friday) and76.6 dBA (Saturday) at 12:00 noon;and 72.2 dBA (Friday) and 74.5 dBA (Saturday) at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel between 46th Avenue (or49th Avenue for a fully separated system) on Cambie Street to the Downtown Vancouver terminus.The proposed alignment will place a station between Homer Street and Mainland Street at Davie Streetnear the monitor site.

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Ambient Noise MeasurementA 48 hour continuous noise measurement was carried out starting at midnight on August 15th, 2003.The results are documented as follows:

Friday, August 15th, 2003: 24 Hour Leq = 67.4 dBASaturday, August 16th, 2003: 24 Hour Leq = 67.0 dBA


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View towards Granville StreetStudy Site

Study Site #15

Address:600 Granville Street, Vancouver, BC

Description:This site is at the southwest corner ofGranville Street and Dunsmuir Streetnear the proposed rapid transit routealong Granville Street. The meter waslocated on the roof of the property andwas approximately 6 m west ofDunsmuir Street and 6 m south ofGranville Street.

Ambient Noise:The measured 24 hour equivalent noiselevel at the monitor location was65.6 dBA on a week day. Hourly L1(level exceeded 1% of time) noise levels are 71.8 dBA at 5:00 am; 74.7 dBA at 12:00 noon; and69.9 dBA at midnight. (See measurement description below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel between 46th Avenue (or49th Avenue for a fully separated system) on Cambie Street to the Downtown Vancouver terminus.The proposed alignment will place a station near the existing Waterfront Station on the west side ofCordova Street at Granville Street a few blocks east of the monitor site.

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Ambient Noise MeasurementA 24 hour continuous noise measurement was carried out starting at 12:00 on April 4th, 2002. Theresults are documented as follows:April 4th - 5th, 2002: 24 Hour Leq = 65.6 dBA


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View towards Granville and Hastings StreetsStudy Site

Study Site #16

Address:409 Granville Street, Vancouver, BC

Description:This site is at the northwest corner ofGranville Street and Hastings Streetnear the proposed rapid transit stationon Granville Street. The meter waslocated on the roof of the property andwas approximately 16 m west ofHastings Street and 8 m north ofGranville Street.

Ambient Noise:The present 24 hour equivalent noiselevel at the monitor location is64.3 dBA on Friday and 64.0 dBA onSaturday. Hourly L1 (level exceeded1% of time) noise levels are 67.8 dBA(Friday) and 67.9 dBA (Saturday) at 5:00 am; 69.1 dBA (Friday) and 70.2 dBA (Saturday) at12:00 noon; and 64.8 dBA (Friday) and 69.9 dBA (Saturday) at midnight. (See measurementdescription below.)

Rapid Transit Description:The alignment proposed for rapid transit route at this site would be in tunnel between 46th Avenue (or49th Avenue for a fully separated system) on Cambie Street to the Downtown Vancouver terminus.The proposed alignment will place a station near the existing Waterfront Station on the west side ofCordova Street at Granville Street near the monitor site.

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Ambient Noise MeasurementA 48 hour continuous noise measurement was carried out starting at midnight on August 15th, 2003.The results are documented as follows:

Friday, August 15th, 2003: 24 Hour Leq = 64.3 dBASaturday, August 16th, 2003: 24 Hour Leq = 64.0 dBA


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(16) Section 12 - Dec 2004

Documents

Transcript of (16) Section 12 - Dec 2004