are "_MOEE / GO TRANSIT DRAFT PROTOCOL FOR NOISE AND VIBRATION ASSESSMENT 2.0 PURPOSE 20 30 $2, Tamale and the Mls of Bvicnmént and Energy (MORE) sengnid Uist commuter all wensit faces produce nose and Vbveto hie Alfect neighbouring propertin, This document Wendie ee ‘The purpose ofthis document can be summasized by the following: : + ASslst GO Transit in the preparation of Fnvizonimental Assessment © * streamline the MOEE's noise impact review of Environmental Assesses + make available to the public a consistent approach for Environmental Assessments, This Protocol does not apply:to existing GO Transit operations, nor-does it ‘pply to projects undertaken by other non-GO Transit rail eperatern, oo SCORE * nabs noise and vibration objectives for GO Trant rail projects + Boiabish methods of assessment - measurement and prediction +" Enable the compartion af aliernalives. * Establish the framework for the assessment of mitigation where impacts are identified. ‘DEEINITIONS Adjusted Noise Impact: ‘Noize impact is the incremental increase in the pre-project equivalent sound evel resulting from the introduction of « GO Transit project” The Adjusted MOEE/GO Wana Nate ad Viton Fetes Janang5 DaR BY Fageten Noise Impact is calculated by adjusting the value of the noise imipact to indicate greater impact at higher pre-project sound levels. * Ambient Noise (Ambient Sound Level}: ‘The ambient noise (ambient sound level) isthe sound exsting-t a point of reception in the absence ofall nage from the GO Teansit al aject? nee Protocol, thé amblent is taken to be the noise icmn road uathenee ese Industry. The ambient specifically exudes transient nol fom acne ok alway ; Day-time Equivalent Sound Level: Lag36 isthe day-time equivalent sound level: The definition of equiyatent sound level io given in Reference'2.. The applicable time period ig fom 07:00 02:00 hours. CO Transit Rall Project: GO Transit rail project means a project to add or expand fail service and/or a layover site that requires approval under the Environmental Astessinent Act be obtained by carrying out an envionsienial assessment, Layover Site: Layover site means @ GO Transit facility dedicated to overnight storage of GO ns. Nighttime Equivalent Sound Level Lay is the night-time equivalent sound level. The definition of equivalent ‘sound level is given in Reference 2. The applicable time period is from 23:00 Point of Reception: Daytime, 07:00 to 2390 hours ay-time point of reception is ny outdoor location on the property of a sensitive land use where sound originating from the Projett ls received. and which is no less than 15m from the nearest track's contre line, For at-grade sensitive land uses, eg. low density residential development, this point is normally 3m from the unit in the front or back yard whichever is most exposed to the noise source ata height of 1 Sun. For MOBETEO Tranah Noe and Vibration Froaro- Joma 3988 rah 1) raged40 4a residential uses such as apartment units this is normally the plane oj the apartment bedroom or living room window. ae ‘Nighttime: 23:00 to 07:00 hours.“ Night-time point of reception is the plane of a bedroom window where sound originating from the Project ie received and which io no leog than 15m from the nearest track's centre ine, At the planning stage: this is usually assessed at the nearest facade, Point of Vibration Assessment: Point of Vibration ‘Assessment is the location Sm to 10m, away from the building foundation in « direction parallel to the téacks ‘or adjusted as required to accommodate site conditions. Rail Service: Rail Service means the operation of GO trains along transit corridore (including GO Transit commuter stations) and access routes between GO facilities and these corridors. Layover sites are not part of the Rail Service and are therefore asseased separately. Sensitive Land Use: Sensitive land use means a residential dwelling or place where people cordinasly sleep or a commercial/ industrial operation thet io exceptionally sensitive to noise or vibration. Noise and vibration impacts will be assessed for lands which have been committed for sensitive lend uses. Committed uses include uses such as! existing development, approved site plans, approved condominium plans or draft approved plans of subdivision, Vibration Velocity: Vibration shall be assessed using the running average RMS (Root-Mean- Square) vibration velocity (m/sec) NOISE Rail Service For the purposes of assessment, rail service is considered to' include the operation of trains on the rail line and the operation of trains inside ‘MOBE/GO Trarei Nowe and Vibtas FroioelTanuanyiais Gah aH) COS‘MOEE/GO Trans Woe and Vibration rote January. 1998 Brad =) Commuter stations. (ling. of trains inside comnuter stations is ¢ovisidered ‘Patt of the-operstion, Noise produced by layover sites Is not considered part ‘ofthe ral service and is assessed separately, see Section 42. G11 Objective 7 ‘The desirable objective is that the day-time (16 hour) juced & the all service operation of the GO Transit projet does fat exsacd higher of the ambient sound level, combined with the sound leet fiom existing rll uel, of 55dD Log” Furthermore, tat he eke time (6 hou) Loq produced by the rl service operstion of the SD Transit projec doesnot exceed the higher of the ezblent sound level, combined with the tound lev! om eattng ral service 83008 foe 412 Lmpuct Agsessment Method ‘The noise impact of GO Transit rif projects shall be astessed prediction methods acceptable to the MOEE (see Reference 1). The noise impact from rail service shall be aseesoed on 16 hous (day-time) basis using Cag 16, and 8 hour (nightsime) basis ung Loy. The impact astesemént method should base its assessment on future GO Transit train volume projections, fom the ‘commencement of operations to a maximum of twenty years (ypical GO Transit planning hoxizon). 413 Impact Assessment Criteria ‘The impact at a point of reception shall be expressed in terms of the Adjusted Noise Impact. The Adjusted Noise Impact shall be based on the difference between: + presproject noise, which is the combination of the ambient noise and the ral noise; and * _ posl-project noise, which is the combination of the ambient ~ gine aud the postproject rail noise Where the pre-project noise is Jess than 55 dB Leq during the daytigne oF 50 dB Tyg during the nighttime, the pre-project noise shall be taken 555 dB Lge daytime or 50 dB Leq nighttime.42 ‘The impact chal be rated with respect to the objectives as follows: Adjusted Impact Level Impact Rating 02.99 4B na it 34.99 a 5.9.99 4B Significant 7 10 +a . Very Significant Where & GO Tiansit ral project may produce road tealfic noise in these nose impacts shall be secenned in accordance with ie retkeag spproved forthe Envirsnmental Assessment of roadway projet oe Chaos Ea ; 4.14 Mitigation When a ‘significant or greater’ impsct is predicéed, the potential to mitigate will be evaluated based on administrative, operations}, economic and technical feasibility. If deemed feasible, the mitigador: measures shall ensure that the predicied sound level from the CO ‘Transit rail project is as close to, or lower than. the rail service objective. Layover Sites For the purposes of assessrient layover io considered to include the sating of zains in an area off the'mainline track that is designated for such use, Dus to operational constraints, GO Transit will usually generate layover alternatives that closely parallel mainline tracks. 421 Objective ‘The desirable objective is thet the Leg in any hour produced by the ‘operation of the layover site does not exceed the higher of the ambient ‘sound level, including the sound'level from existing inchastry, or 68 2B. Leg 422° Impact Assessment Method ‘The noise impact of GO Transit layover sites should be evaluated on a case-by-case basis, by predicting the one hour Lagat» point of reception using prediction methods acceptable to the MOE. The noise Lmpact assessment should incorporate all noise sources associated with the layover operation. WOEE/GO Transit Noise and Vibrato Toge-S423. pact Atsessment Criteria For the purposes of site selection, the noise impact shal be assessed uitizing the rating method of Section 423, wit te exciton teat he Inna pre-profet Leg hall be 453 Loy 424 Mitigation When a ‘noticeable or greater’ impact is predicted, the potential to mitigate will initially be evaluated based on administrative, operational, economic: and technical feasibility. In addition, the feasibility shall consider the effectiveness of mitigation with respect to site specific conditions and other sources of noise not Included in. the: original impact assessment. If deemed feasible, the mitigation measures shall ensure that the predicted sound level from the GQ ‘Transit rail project is as close to, or lower than, the layover objective, 43° Construction Noise and-vibration impacts from the construction of a project shall be ‘exemined. For the purposes of impact assessment and identifying the need. for mitigation, the guidelines in Reference 5 apply. 50 VIBRATION ‘The assessment of ground-borne vibration chal be confined to that produced by the operation on the line and shall exclude vibration due to maintenance and for construction activities. 51 Objective ‘The desirable objective is that the vibration velocity produced by the GO ‘Transit project does not exceed 0.14 mm/s at a point of vibration assessment. Where the vibration from existing operation exceeds 0114 m/e, the desirable ‘objective is to not exceed the existing vibration level. 52 Asséssment Method ‘The vibration impact of a GO Transit rail project shall be assessed using field measurements of vibration velocities. Where applicable, the assessment shall include vibcation generated by non-GO Transit rail traffic MOEE/GC Transit Noive and Vibration Protocal = anary 1938 @ Page-6RSET 5 ae 53 Impact Assessment Criteria - fe DIDARBNCE at a polnt of vibration assessment will fll into-one of the following categoriee: is * existing and future vibration velocity inane less than 0.14 m/s; * gabing vibration velocity i less tian O14 mm/s) futuee vibration ie expected to exceed 0.14 mm /e: : * © gulsting vibration velosity is greater than 0.16 mm/s, fure’ vibration is not expected to exceed this value; and q * putting vibration is greater than 0.14 mmn/sea, facture vibration ie Sipe occ wa aga : GO Transit will not increase vibration Velocity toa level thai will cauie , structural damage 54 Mitigation Shs, the vibration velocity at a point of vibration assessment exceeds the oblectve by 25%, the reulcement to mitigate will be crsieced heed ot Sainte, operand ecnam wnt eae 60 REFERENCES M_SIBAM, Sound from Trains Environmental Analysis Method, Ontario Ministry of the Environment, ISBN 0-7725-6376-2 (1390), FL NPC-101- Technica Detinitios, part of Reference 5 B)_NPC-102- Instrumentation, Part Of Reference 5. 1 NPC103.- Procedures, part of Reference 5, 51 Model Municipal Noise Control By-law, Final Report, August 1978 Ontario Ministry of the Environment (9 Nose Contiol Guideline for Class Environmental Undertakings: February 1980, Onterio Ministry of the Environment, MOBE/GO Transit Nos and Vibraten oes faa 1H (Beak)