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City of Ottawa Environmental Noise Control Guidelines i

TABLE OF CONTENTS

EXECUTIVE SUMMARY .....................................................................................................iii 1.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR NEW LAND USE

PLANNING 1 1.1 PURPOSE.........................................................................................................1 1.2 SCOPE..............................................................................................................1

1.2.1 Definition of Noise-Sensitive Land Uses 2 1.2.2 Implementation Overview 2 1.2.3 Responsibility of the Proponent 3 1.2.4 Summary of Sound Level Criteria For New Land Use Planning 3

1.3 AIRCRAFT/AIRPORT NOISE ...........................................................................3 1.3.1 Areas Affected by Aircraft Noise 3 1.3.2 Sound Level Criteria for Aircraft Noise 6 1.3.3 Acoustic Insulation of Buildings 8 1.3.4 Noise Control Measures for Aircraft Noise 8

1.4 SURFACE TRANSPORTATION NOISE (ROADS, TRANSITWAYS, LIGHT RAIL TRANSIT AND RAIL CORRIDORS) ........................................................9 1.4.1 Outdoor Sound Level Criteria 9 1.4.2 Indoor Sound Level Criteria 10 1.4.3 Sound Level Criteria For Enclosed Balconies 11 1.4.4 Noise Impact Assessment 12 1.4.5 Proposed Noise-Sensitive Development Adjacent to Future City

Surface Transportation Corridors 19 1.4.6 Noise Control Measures for Surface Transportation Noise 21

1.5 STATIONARY SOURCES OF NOISE.............................................................22 1.5.1 Definition of a Stationary Source of Noise 22 1.5.2 Typical Stationary Sources of Noise 23 1.5.3 Sound Level Criteria for Stationary Sources of Noise 25 1.5.4 Noise Impact Assessment for Planning of New Noise Sensitive Land

Uses in Proximity to Existing Stationary Sources 26 1.5.5 Noise Impact Assessment for Planning of New Potential Sources of

Stationary Noise in Proximity to Existing or City Approved Noise-Sensitive Land Uses 28

1.5.6 New Expansion or Alteration of Stationary Sources (Certificate of Approval (Air) Process) 30

1.5.7 Typical Noise Control Measures for Stationary Sources 31 1.5.8 City Standard For Noise Barriers 32

1.6 NOISE STUDY REQUIREMENTS ..................................................................32 1.6.1 Noise Control Feasibility Study 32 1.6.2 Noise Control Detailed Study 34

1.7 IMPLEMENTATION PROCESS FOR NEW NOISE-SENSITIVE DEVELOPMENTS ..........................................................................................35 1.7.1 Noise Study Requirements for New Noise-Sensitive Developments 36 1.7.2 Development Agreements for New Noise-Sensitive Developments 36 1.7.3 Warning Clauses 36 1.7.4 Maintenance of Noise Control Measures - New Noise-Sensitive

Developments 37 1.7.5 Financial Securities for New Noise-Sensitive Developments 38

City of Ottawa Environmental Noise Control Guidelines ii

1.7.6 Building Permit Requirements for New Noise-Sensitive Developments 39

1.7.7 Certification of Final Construction and Release of Funds for New Noise-Sensitive Developments 39

1.8 IMPLEMENTATION PROCESS FOR NEW NOISE-GENERATING SOURCES ......................................................................................................40 1.8.1 Noise Control Study Requirements for New Noise-Generating

Sources 40 1.8.2 Certification of Approval (Air) Process for New Noise-Generating

Sources 41 1.8.3 Acoustic Audits for New Noise-Generating Sources 41 1.8.4 Development Agreements for New Noise- Generating

Developments 41 1.8.5 Maintenance of Noise Control Measures for New Noise- Generating

Developments 42 1.8.6 Financial Securities for New Noise- Generating Developments 42 1.8.7 Building Permit Requirements for New Noise-Generating Sources 43 1.8.8 Certification of Final Construction and Release of Funds for new

Noise-Generating Sources 43 2.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR CAPITAL WORKS

PROJECTS (SURFACE TRANSPORTATION CORRIDORS) 45 2.1 PURPOSE.......................................................................................................45 2.2 SCOPE............................................................................................................45 2.3 SOUND LEVEL CRITERIA FOR CAPITAL WORKS PROJECTS...................46 2.4 NOISE IMPACT ASSESSMENT FOR CAPITAL WORKS PROJECT.............47

2.4.1 Surface Transportation Corridors Sound Level Predictions 49 2.4.2 Ambient Sound Levels Due to Other Sources of Noise 51 2.4.3 Impact on Future Committed Noise-Sensitive Developments 52

2.5 NOISE CONTROL MEASURES FOR CAPITAL WORKS PROJECTS...........52 2.6 IMPLEMENTATION PROCESS FOR CAPITAL WORKS PROJECTS ...........53

2.6.1 Phases for Planning, Design and Approval for Surface Transportation Environmental Assessments 53

3.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR LOCAL IMPROVEMENT ALONG CITY SURFACE TRANSPORTATION CORRIDORS 56

3.1 PURPOSE.......................................................................................................56 3.2 SCOPE............................................................................................................56

3.2.1 Exclusions and Limitations 56 3.3 IMPLEMENTATION ........................................................................................57

3.3.1 Sound Level Criteria 58 3.3.2 Technical Requirements 58 3.3.3 City Staff Responsibilities 59

APPENDICES

APPENDIX A: REFERENCES APPENDIX B: GLOSSARY OF TECHNICAL TERMS AND DEFINITIONS APPENDIX C: STANDARD FOR NOISE BARRIERS APPENDIX D: PRESCRIBED MEASURES TO ADDRESS AIRCRAFT NOISE APPENDIX E: TYPICAL SOUND LEVEL EXAMPLES

EXECUTIVE SUMMARY The Environmental Noise Control Guidelines (ENCG) are an important tool for implementation of the City’s policies on environmental noise contained in the Official Plan. The ENCG are to be used as a technical manual by the City as well as by the development and consulting industries when dealing with issues involving all sources of environmental noise in the planning and development process. The development approval process requires assessments and studies to be completed to ensure land use compatibility and to protect noise-sensitive land uses. The type of noise assessments and studies required will vary depending on the proposed land use and the noise source. The ENCG provide guidance on how the environmental noise policies in Section 4.8 of the Official Plan will be implemented. The services of a specialized Acoustic Consulting Engineering firm (SS Wilson Associates) was retained by the City to prepare the ENCG. The new ENCG is a consolidation and harmonization of all existing City of Ottawa noise control guidelines and they replace the guidelines of the former Regional Municipality of Ottawa-Carleton (RMOC). The new ENCG are primarily based on Ministry of Environment (MOE) policies, guidelines and procedures aimed at providing guidance on noise assessment in land use planning. These new guidelines are consistent with all provincial policies (i.e. Provincial Policy Statement, Environmental Protection Act and Municipal Act), and other relevant provincial guidelines. The ENCG are divided into three sections: 1. Environmental Noise Control Guidelines for New Land Use Planning

This section includes procedures to address new noise-sensitive land uses in proximity to air and surface transportation corridors as well as new noise-sensitive land uses in proximity to sources of stationary noise. It also includes procedures to address new potential sources of stationary noise in proximity to existing noise-sensitive land uses.

2. Environmental Noise Control Guidelines for Capital Works Projects (Surface Transportation Corridors) This section includes procedures to address Capital Works projects involving surface transportation corridors owned by the City in proximity to existing noise-sensitive land uses (roads, bus Transitway and light rail)

3. Environmental Noise Control Guidelines for Local Improvements Along City Surface Transportation Corridors This section addresses the technical guidelines for retrofit noise attenuation along City surface transportation corridors.

City of Ottawa Environmental Noise Control Guidelines iii

1.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR NEW LAND USE PLANNING

This section deals with land use planning of new noise-sensitive development applications in proximity to the following existing or approved potential sources of noise: • Aircraft Noise • Surface Transportation Noise:

− Road Traffic and Bus Traffic on Transitways − Rail Traffic including Light Rail Transit (LRT)

This section also deals with land use planning of stationary sources: • New noise-sensitive development applications (noise receptors) in proximity to

existing or approved stationary sources of noise, and • New stationary sources of noise (noise generating) in proximity to existing or

approved noise-sensitive developments. In order to avoid duplication of some of the key provincial criteria, reference will be made in these guidelines to specific tables published by the Ministry of the Environment. 1.1 PURPOSE This guideline implements the environmental noise control policies in the Official Plan and is intended for use in planning of new noise sensitive land uses as well as new noise generating land uses. Development without noise barriers is a first principle in the design of the City, as outlined in section 4.8.8 of the Official Plan (2003). The technical procedures, sound level criteria and general requirements presented herein are primarily based on the Ontario Ministry of the Environment Publications such as LU-131 and NPC-205 with additions and enhancements by the City of Ottawa. To achieve effective planning for noise control, the principles described in this document should be implemented by all concerned parties early in the planning process. The purpose is to avoid problems in a proactive manner through input into the land use planning process. 1.2 SCOPE The ENCG define criteria for noise impact assessment of proposed residential or other noise-sensitive land uses as well as new noise generating land uses in the City of

City of Ottawa Environmental Noise Control Guidelines 1

Ottawa. The guidelines also specify procedures for the establishment of sound levels on the site of proposed land uses. The aim is the protection of any land use, whether proposed or existing, from “adverse effects” created by high levels of noise where such use contains noise sensitive activities inside and/or outside of a building on a property. Responsibilities for achieving the sound level criteria that ensure a comfortable living environment are assigned. Guidance in the form of good planning criteria and procedures is provided for development of noise-sensitive land uses adjacent to existing sources of noise or potential noise-generating land uses adjacent to existing and/or approved noise-sensitive land uses. The contents of this guideline document are intended to provide direction to the City staff, developers and planning/engineering consultants on the requirements of the City in land use planning where environmental noise is a factor. 1.2.1 Definition of Noise-Sensitive Land Uses Noise-sensitive land uses are: residential, institutional, public and recreation in nature. Examples of noise-sensitive land uses include, but are not limited to, campgrounds, hospitals, places of worship, schools, day care facilities, long-term care facilities, libraries, auditoriums, community centres, offices, conference rooms, reading rooms, hotels, motels and some parts of retail stores. Hotels and motels are a special type of noise- sensitive land use since they benefit greatly from convenient access to the airport and patrons tend to have short stays. 1.2.2 Implementation Overview

The City will implement the details in this Guideline through the review of development applications and planning documents that are submitted to the City under the authority of the Planning Act. The ENCG are intended to help identify when a noise study is required and will be used to assist in the review and approval process for Official Plan Amendments, zoning by-laws, rezoning, plans of subdivisions, plans of condominiums, site plan approvals and other applications under the Planning Act. Technical implementation procedures, including details of noise impact assessment methods and control measures are outlined. Acoustic Consultants/Engineers are also required to take into consideration the technical procedures developed by the association of Professional Engineers of Ontario (PEO) “Guideline for Professional Engineers Providing Acoustical Engineering Services in Land-Use Planning”. 1.2.3


Responsibility of the Proponent It is the proponent’s/developer's responsibility to ensure that the applicable sound level criteria are met subject to review and approval by the City of Ottawa. These responsibilities include the following: (a) Assessing outdoor and indoor acoustical environments; (b) Determining feasibility of the project including constraints applicable before any

project action is taken or construction commitment is made; (c) Ensuring that the required control measures are incorporated in the development. Consideration of potential noise problems must commence as early as possible in the planning process with the objective of meeting the City of Ottawa noise control policies and guidelines including providing noise attenuation without the use of noise barriers along City roads and bus Transitways and rapid transit corridors.

The required control measures shall be specified in the relevant Development Agreements with the City. 1.2.4 Summary of Sound Level Criteria For New Land Use Planning Table 1.1 provides summary of the sound level criteria for new noise-sensitive developments. 1.3 AIRCRAFT/AIRPORT NOISE This section addresses new noise sensitive developments affected by aircraft noise. The intent of the Official Plan policies is to protect noise-sensitive land uses from the adverse effects of aircraft noise. 1.3.1 Areas Affected by Aircraft Noise Compatibility of land uses to noise levels in the vicinity of airports is achieved through the implementation of federal guidelines using the Noise Exposure Forecast (NEF) and Noise Exposure Projection (NEP) system. This system uses noise contours to graphically display the expected level of annoyance within specific areas around airports. In order to make these noise contours easy to interpret, and to remove the uncertainty associated with the exact site location of the contours, the Ottawa Airport Operating Influence Zone (AOIZ, a composite of the 30 NEF and NEP contours) and the 25 Line (a composite of the 25 NEF and NEP contours) were developed. The fixed AOIZ lines follow physical features such as roads, creeks, rail lines, or lot lines where possible. The Ottawa Airport Operating Influence Zone is included as Schedule K in the Official Plan. The 25 line and the AOIZ are also shown in Figure 1.1.


TABLE 1.1 Summary Of Sound Level Criteria For New Noise Sensitive Developments

Source Type

Road, Bus Transitway and

LRT Traffic

Rail Traffic

(Diesel locomotives)

Aircraft

Stationary

Criterion

Averaged over Time Period

Criterion

Averaged over Time Period

Criterion

Averaged over 24 Hours

Criterion

Averaged over any Hour during

Time Period

Receiver Category

Time Period

Leq Applies at

Leq Applies at

NEF Applies at Leq Applies at

0700-2300 551 OLA 551,4 OLA 302 Anywhere on property

503 OPOR Class

1 2300-0700 -- -- -- 0700-1900

Anywhere

on property 503 OPOR

1900-2300

551

(16hr) OLA 551,4

(16hr) OLA 302

453 OPOR

Outdoor

Class

2

2300-0700 --

--

0700-1900 551,4

(16hr) 453

OPOR

1900-2300

551

(16hr) OLA

OLA

403 OPOR

Class 3

2300-0700 --

302

Anywhere on Property

-- 0700-2300 -- -- 503 POW

Class 1 2300-0700 -- --

-- 453 POW

0700-1900 -- -- 503 POW 1900-2300 -- -- 453 POW

Plane of Window

Class

2 2300-0700 -- --

--

453 POW 0700-1900 -- -- 453

POW

1900-2300 -- -- 403 POW

Class 3

2300-0700 -- --

--

403 POW 0700-2300 45 Living

Quarters 405 Living

Quarters 5 Living

Quarters --7 Living

Quarters

Indoor6

Class 1,2 &3 2300-0700 40 Sleeping

Quarters 355 Sleeping

Quarters 0 Sleeping

Quarters --7 Sleeping

Quarters (Reference: MOE Table 7 in Technical Publication “Noise Assessment Criteria in Land Use Planning, Requirements, Procedures and Implementation, LU-131, 1997 adapted for the City of Ottawa”) NOTES TO TABLE 1.1: 1. The criterion may be exceeded by an amount not greater than 5 dBA, subject to justification and use of a

Warning Clause. 2. Redevelopment of existing residential uses and other sensitive land uses or infilling of residential and other

sensitive land uses may be considered above 30 NEF/NEP if it has been demonstrated that there will be no negative impacts on the long term function of the airport. This is subject to implementation of appropriate control measures including a Warning Clause.

3. or Hourly Leq of road traffic, whichever is higher. 4. Whistle noise excluded. 5. Whistle noise included. 6. Other guidelines for offices, hotels, places of worship, stores, etc. are contained in Annex to LU-131.


7. Compliance with the plane-of-window criteria should ensure that the indoor sound levels are acceptable. Special care must be exercised with some sources.

DEFINITIONS SPECIFIC TO TABLE 1.1: - OLA means Outdoor Living Area - POW means Plane of Window - OPOR means Outdoor Point of Reception SUMMARY OF CLASSES IN TABLE 1.1: - Class 1 refers to the major urban areas in the City of Ottawa - Class 2 refers to remote or smaller suburban areas in Ottawa with acoustic environment combining class 1 and 2

areas. - Class 3 refers to rural areas in the City of Ottawa having little or no road traffic where natural sounds are

dominant

FIGURE 1.1 Ottawa Airport Operating Influence Zone (AOIZ) and

NEF/NEP Contour Lines (2006)


1.3.2 Sound Level Criteria for Aircraft Noise The outdoor noise impact and the indoor sound level criteria and policies due to aircraft are addressed in the Provincial Policy Statement, MOE LU-131 Publication and the City of Ottawa Official Plan. Outdoor noise impact assessment due to air traffic is established first and separately from the impact of all other sources of noise. Indoor noise impact is established based on the overall impact due to aircraft noise and sources of surface transportation noise. Aircraft noise assessment is primarily addressed based on the AOIZ and 25 NEF line in Annex 10 of the Official Plan. (Figure 1.1) The outdoor aircraft noise criterion is used as the first screening tool for accepting (with or without conditions) or rejecting a new development plan for land uses that have noise-sensitive components. The outdoor and indoor provincial sound level criteria for aircraft/airport noise are outlined in Tables 1.2 and 1.3.

TABLE 1.2Outdoor Aircraft Sound Level Criterion

Time Period NEF/NEP

24 hr 30 (Approximately Leq 24 hr 61-64 dBA)

(Reference: MOE Table 3 in Technical Publication LU-131, 1997)

TABLE 1.3 Indoor Aircraft Sound Level Criteria

(Applicable over 24-hour period)

Type of Space Indoor NEF/NEP

General offices, reception areas, retail stores, etc. 15 (Approx. Leq 24hr 46-49 dBA)

Individual or semi-private offices, conference rooms, etc. 10 (Approx. Leq 24hr 41-44dBA)

Living/dining areas of residences, sleeping quarters of hotels/motels, theatres, libraries, schools, day-care centres, places of worship, etc.

5 (Approx. Leq 24hr 36-39dBA)

Sleeping quarters of residences, hospitals, nursing/retirement homes, etc.

0 (Approx. Leq 24hr 31-34dBA)

(Reference: MOE Table A-2 in the Annex to Technical Publication LU-131, 1997) For acceptable indoor aircraft sound level criteria inside other noise-sensitive spaces and uses not referenced in the noted tables, reference should be made to the MOE technical manuals and publications.


Figure 1.2 is an illustrated summary of the outdoor and indoor sound level criteria for aircraft noise in new residential developments.

FIGURE 1.2 Illustrated Outdoor and Indoor Aircraft Noise Sound Level Criteria for New

Residential Developments

OLA (24 Hr.)

30 NEF/NEP

Living Rooms/Dining

Rooms (24 Hr.)5 NEF/NEP

Bedroom (24 Hr.)

0 NEF/NEP

Kitchen / Bathroom (24 Hr.)

10 NEF

Bedroom (24 Hr.)

0 NEF/NEP

Air Traffic General Aviation

Air Traffic

ALL TYPES OF RESIDENTIAL BUILDINGS

SS Wilson Associates

Within the Ottawa Airport Operating Influence Zone (AOIZ), noise-sensitive development is not permitted, although infill and redevelopment may occur in specific areas within the zone in keeping with the criteria set out in the Official Plan. The boundary of the AOIZ has been drawn to coincide with physical features such as roads, creeks, rail lines, and lot lines where possible. Figure 1.1 shows the boundaries of the 25 line as mapped along physical features and the Ottawa International Airport Zoning regulations, and illustrates how the two combine to make up the boundary of the Airport Vicinity Development Zone. Noise-sensitive uses are permitted between the 25 line and the boundary of the Ottawa Airport Operating Influence Zone, provided the noise is attenuated. Applications for development between these lines require either a detailed noise study or the application of the Prescribed Measures to Address Airport Noise (Appendix D). Noise-sensitive uses are permitted outside the 25 line without attenuation, although the Ottawa Airport Zoning Regulations may apply. No new land uses with noise-sensitive outdoor living areas will also be permitted within the 30 NEF/NEP contours of the Carp and Rockcliffe Airports.


1.3.3 Acoustic Insulation of Buildings The Acoustic Insulation Factor (AIF) method, prescribed by the MOE or the Sound Transmission Class (STC) method should be used to determine the minimum required building acoustic components. For critical non-residential applications that are very sensitive to noise, such as schools, research laboratories and some types of offices, the use of other detailed technical procedures and actual field measurements are recommended together with the use of other supplementary sound level descriptors such as Lmax levels based on the technical work prepared by NRC Canada.1 Table 1.4 contains the applicable MOE indoor noise control requirements for aircraft noise based on the established NEF/NEP for the land use. 1.3.4 Noise Control Measures for Aircraft Noise The foremost noise control procedure for aircraft noise is to select the site of a noise-sensitive land use outside and, preferably further away from the NEF/NEP 30 and AOIZ contour lines. Other measures include application of architectural design (such as the use of solid building walls, orientation of windows and outdoor living areas as well as room and corridor arrangement), selection of appropriate building components (such as acoustic performance of windows, walls, doors and roofs) and the use of central air conditioning systems.

TABLE 1.4 Indoor Noise Control Requirements for Aircraft Noise

Assessment

Location NEF or NEP Ventilation Requirements

Noise Control Requirements

Warning1

Clause

Less than NEF 25 None required Building compliant with the

Ontario Building Code Not required

Greater or equal to NEF 25 to less than NEF 30

Provision for central air conditioning

Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria

Required Type C

Any Location on

Property Or lot

Greater than NEF 30

Central air conditioning2 Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria

Required Type B and D

(Reference: MOE Table 5 LU-131: Requirements, Procedures and Implementation, 1997) 1 See Section 1.7.3 for specific wording for Warning Clauses 2 The City may waive central air conditioning requirements for city-initiated and /or city approved non-profit housing and

instead apply warning clause Type A to be registered on title and included in all lease and rental agreements.

1 NEF Validation study in 2 volumes, NRC Canada and IBANA-Calc, NRC Canada


1.4 SURFACE TRANSPORTATION NOISE (ROADS, TRANSITWAYS, LIGHT RAIL TRANSIT AND RAIL CORRIDORS)

Noise from roads, rail lines, rapid-transit corridors and associated stationary sources can affect the quality of life in noise-sensitive land uses. The intent of ENCG is to protect such uses from unacceptable levels of noise by assisting in the planning of noise-sensitive land uses where existing surface transportation noise may have a potential impact on future occupants. This section applies only to the movement of vehicles within surface transportation corridors only; roads, transit and rail. Transit terminals, yards and the like facilities are to be addressed as stationary sources of noise as outlined in the section to follow. For the purposes of this guideline, a road includes City roads, Provincial highways, freeways and bus Transitways. Rolling stock on rail lines will be addressed differently depending on the prime moving power employed; diesel engines/locomotives (referred to herein as rail) and Light Rail Transit employing electric power (referred to herein as LRT). Proposed new noise-sensitive development must evaluate noise impact and submit a noise feasibility and/or detailed noise study if it is within the following proximity to a surface transportation source. Reference should also be made to Transportation Master Plan (TMP) for additional information about the existing and proposed future transportation network. • 100 meters from the right-of-way of an existing or proposed road; arterial, major

collector or bus Transitway • 250 meters from the right-of-way of an existing or proposed highway, light rail transit

corridor or a Secondary Main railway line • 500 meters from the right-of-way of a freeway or 400-series provincial highway or a

Principle Main railway line 1.4.1 Outdoor Sound Level Criteria The sound levels from City roads, bus Transitways and rail traffic at the site of a proposed noise sensitive land use shall be established using methods acceptable to the City of Ottawa and in accordance with the guidelines included in this document. Table 1.5 lists the equivalent sound level (Leq) criterion in designated Outdoor Living Areas. The criterion applies to the day-time period from 07:00 to 23:00 (16 hours) and is considered an acceptable level for outdoor living areas of residential areas and other land uses such as nursing homes, schools, and day care centres. .


TABLE 1.5 Sound Level Criterion for Outdoor Living Areas

Surface Transportation (Road and Rail)

Time Period Leq (16) (dBA)

16 hr, 07:00 – 23:00 55 (Reference MOE Table 1 in Publication LU-131)

1.4.2 Indoor Sound Level Criteria The indoor sound level criteria for road and rail noise are outlined in Table.1.6

TABLE 1.6 Indoor Sound Level Criteria

Surface Transportation

Leq (Time Period (dBA)) Type of Space

Roadways, Transitways and

LRT

Rail (diesel engines/locomotives)

General offices, reception areas, retails stores, etc. (Time period: 16 hr, 07:00 - 23:00)

50 45

Living/dining areas of residences, hospitals, schools, nursing/retirement homes, day-care centres, theatres, places of worship, libraries, individual or semi-private offices, conference rooms, reading rooms, etc. (Time period: 16 hr, 07:00 - 23:00)

45 40

Sleeping quarters of hotels/motels (Time period: 8 hr, 23:00 – 07:00)

45 40

Sleeping quarters of residences, hospitals, nursing/retirement homes, etc. (Time period: 8 hr, 23:00 – 07:00)

40 35

(Reference MOE Table 2 and Table A-1 in Publication LU-131 and its Annex) Figures 1.3 and 1.4 illustrate conceptually the new residential development criteria for road and rail noise.


FIGURE 1.3

Indoor Sound Level Criteria for New Residential Developments Adjacent to Roads, Transitways and LRT

OLA - DAYTIMELeq 55 dBA

Bedroom- Night

Leq 40 dBA

Living Rooms- Day Leq 45 dBA

Bedroom- Night

Leq 40 dBA

Kitchen / Bathroom- Day

Leq 50 dBA


FIGURE 1.4 Indoor Sound Level Criteria for New Residential Developments

Adjacent to Rail Lines (Diesel Engines/Locomotives)

OLA - DAYTIMEeq 55 dBAL

Bedroom- Night

Leq 35 dBA

Living Rooms- Day Leq 40 dBA

Bedroom- Night

Leq 35 dBA

Kitchen / Bathroom- Day

Leq 45 dBA


SSWA 540

Diesel Locomotives/Engines

1.4.3 Sound Level Criteria For Enclosed Balconies An enclosed balcony, sometimes referred to as solarium, sunroom, Florida room, etc. may offer in some cases the only available private outdoor amenity space, or at times may be considered as part of an interior space which is sensitive to noise. The enclosed balconies are normally small enclosed rooms with extensive exterior glazing that may or may not be openable. The enclosed balconies pose particular problems with regards to their acoustic insulation and the availability of special glass to meet the criteria since


small floor spaces with relatively large glazing require higher degree of acoustic insulation. In the absence of specific guidelines from the MOE, enclosed balconies, which are thermally insulated and heated, and/or air-conditioned, without door(s) to separate it from other indoor space, should be treated in a similar manner to the indoor space to which it is attached. If this space is not thermally insulated nor heated and/or air-conditioned and separated from other interior spaces by door(s) then it should evaluated as an outdoor living area. 1.4.4 Noise Impact Assessment The assessment of road traffic noise impact is evaluated by prediction using statistically averaged road traffic information, normally the AADT (Annual Average Daily Traffic). The prediction method for road traffic noise, recommended by this City, is a method entitled ORNAMENT, Ontario Road Noise Analysis Method for Environment and Transportation, published in 1989 and the primary descriptors are the 16-hour day-time and the 8-hour night-time equivalent sound levels, Leq16hr and Leq8hr for City roads and Transitways. The City recommends the use of other enhancements and procedures to the application of the ORNAMENT method as outlined in this guideline. With respect to surface transportation noise, the prediction methods accepted are outlined in the Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT), Sound from Trains Environment Analysis Method (STEAM), or the computerized version STAMSON as updated from time to time. The models are suitable for vehicular traffic on roadways, for bus movements only between stations on Transitways and for rolling stock on rail lines. For vehicular traffic and/or bus traffic on City roads and/or dedicated bus Transitways, the relevant vehicular, truck and bus traffic data should be entered with their appropriate parameters directly into the STAMSON program (using the “Road” template). For light rail traffic employing diesel prime moving engines/locomotives, where used as City transit vehicles, the rail traffic data (available from the City) should be entered with their appropriate parameters directly into the STAMSON program (using the “Rail” template). The appropriate parameters from the City includes the “number of trains for time period”, “number of locomotives per train”, “number of cars per train”, and the “speed”. For light rail traffic (LRT) employing electric prime moving engines, which is used as City transit vehicles, the LRT traffic data (available from the City) should be entered with their appropriate parameter directly into the STAMSON program (using the “RT/Custom” template). The appropriate parameters from the City includes the LRT “emission level for custom type”, the “source height”, “number of vehicles for time period”, and the “speed”.


The report will detail information on all adjustments where applicable. Where there is more than one noise source, the calculation of the combined sound levels is required. In order to comply with the City ENCG, the predicted sound level is to be assessed for Plane of Window, outdoor and indoor living areas. Where the noise impact exceeds the applicable criteria, warning clauses and mitigation measures such as site planning, architectural design, noise barriers, special building components and/or central air conditioning may be necessary. The following City guidelines and general procedures should be followed: 1. The outdoor noise impact due to air traffic shall be established separately from the

impact due to other sources of noise. 2. The outdoor noise impact due to surface transportation corridors shall be combined

using the prescribed procedures. 3. The indoor noise impact shall be assessed separately for road, rail and aircraft

noise. The required indoor noise control measures for the multiple source impact are then defined by a combined acoustical insulation parameter; Acoustic Insulation Factor2, (AIF) (a logarithmic descriptor) that is evaluated by combining the acoustical insulation parameters determined for each of the sources.

4. For the purposes of noise impact assessment in an Outdoor Living Area, the protected outdoor amenity area is 56 m2 for single family dwellings, 46 m2 for semi-detached units and 37 m2 per unit for row housing. The City may approve the use of smaller areas and/or certain locations subject to site specific applications. For the purposes of noise impact assessment in an Outdoor Living Area, the point of assessment is typically 3 m from the building facade and 1.5 m above ground within the centre of the building or the designated Outdoor Living Area.

5. For the purposes of noise impact assessment in the plane of a bedroom window, the point of assessment is typically 2.5 m for ground floor rooms and 4.5m for second storey rooms (or higher as appropriate for the site specific case) above ground unless the dwelling is a multi-storey building. For multi-storey buildings, noise assessment should be conducted at several levels including the upper levels.

6. The noise impact assessment in the Outdoor Living Area or in the plane of a window shall be performed in terms of a "free-field" sound level which is the sound level not affected by the presence of the building under assessment. The prediction methods ORNAMENT and STEAM yield the "free field" sound level. The presence of major reflecting surfaces near-by the point of reception should be accounted for based on the use of good acoustic engineering practices.

7. When predicting the sound levels due to surface transportation sources, the following points should be adhered to in the analysis and assessment: a. For improved accuracy, curved road or rail sections, roads with varying grade

elevations, 4 and more lane roadways and surface transportation corridors with sound barriers are to be assessed on the basis of multiple segments.

b. Where sound barriers are involved in the analysis and especially where the

2 The preferred method is the AIF method. Detailed alternate procedures using the STC method may be accepted.


existing and/or proposed grade elevations change considerably, sound level calculations should be performed at more frequent locations (preferably at every third dwelling unit/lot or less).

c. Every effort should be made to secure reliable grade elevations at the receptors, barrier base and source and to be included in the study. For preliminary noise assessments, it is important to establish the feasibility of noise control measures, where required, based on the existing grade elevations for relatively flat conditions. For sites involving difficult topographies (source, barrier or receptor locations), preliminary grade elevations must be used. It is only in the final stages of the planning approval process that noise assessments be updated to a greater detail based on reasonably accurate proposed grade elevations.

d. The majority of barrier segments, where sound barriers are involved, should be in the acoustic "shadow zone". The use of acoustic "bright zones" is not acceptable except for the remote segments.

e. For roads and bus transit traffic, the "posted speed" limit should be used in calculation of the sound levels. Where it could be demonstrated by any of the concerned parties that the actual operating speed is significantly different than the posted speed limit (i.e. by over 5 km/hour for the 85% percentile of the speed), additional analysis may be included in the study to deal with this change. For LRT, the system speeds shall be obtained from the transit authority in the City.

f. For roads where heavy truck percentage exceed 5% of the total traffic volume and where sound barrier(s) is (are) warranted, additional and supplementary analysis should be included in the study by separating the analysis (sound level calculations) of each vehicle class separately prior to combining the sound levels of all vehicle categories to arrive at the overall sound levels due to all vehicle classes.

g. All receptors (residential and non-residential) that may have an outdoor noise sensitive land use component are to be identified and addressed in the study. The impact on noise-sensitive non-residential buildings that do not include central air conditioning are to be addressed in the noise assessment.

In all cases, consideration should be given to future sound levels. For City roads, the ultimate road and traffic data included in Table 1.7 or the data corresponding to the “mature state of development” in the City’s Official Plan should be used for noise prediction purposes based on data provided (or sanctioned) by the City of Ottawa. For rail traffic, bus Transitway/LRT traffic, the railway company or the City transit authority respectively should be consulted and approved data by such agencies are to be used. It should be noted that the railway companies prefer the use of their most up-to-date corridor and traffic data and that data older than one year should be updated when new analyses are performed. In all cases, the City of Ottawa shall be consulted with regards to the choice of traffic data and corridor details. In the absence of information from the railway companies on the future rail traffic volume, the existing data should be increased at annual rate of 2.5% for a minimum of 15 years after the expected construction completion date.


While the use of the AADT for noise assessments is the common practice, special consideration may be given to situations where the weekend traffic or Summer Average Daily Traffic (SADT) may be more dominant. Application of Criteria Recognizing the variation of human response to transportation noise and, at the same time, the possible difficulties of implementing outdoor noise control measures in some situations, the City may allow a certain flexibility in the sound level criteria in the Outdoor Living Areas only. The application and the allowable flexibility of the criteria are described below. In case of a marginal excess over the outdoor criteria, the prospective occupants of the new land use should be notified by means of a warning clause. This clause should be included in the Agreements of Purchase and Sale, and incorporated into the relevant Development Agreements which are registered on title of the property.

TABLE 1.7 Traffic And Road Parameters To Be Used For Sound Level Predictions

Row

Width (m)

Implied Roadway Class AADT

Vehicles/Day

Posted Speed Km/Hr

Day/Night Split %

Medium Trucks

%

Heavy Trucks

% 1

NA 2 Freeway, Queensway, Highway 18,333 per lane

100 92/8 7 5

37.5-44.5 6-Lane Urban Arterial-Divided (6 UAD)

50,000 50-80 92/8 7 5

34-37.5 4-Lane Urban Arterial-Divided (4-UAD)

35,000 50-80 92/8 7 5

23-34 4-Lane Urban Arterial-Undivided (4-UAU)

30,000 50-80 92/8 7 5

23-34 4-Lane Major Collector (4-UMCU) 24,000 40-60 92/8 7 5

30-35.5 2-Lane Rural Arterial (2-RAU) 15,000 50-80 92/8 7 5

20-30 2-Lane Urban Arterial (2-UAU) 15,000 50-80 92/8 7 5

20-30 2-Lane Major Collector (2-UMCU) 12,000 40-60 92/8 7 5

30-35.5 2-Lane Outer Rural Arterial (near the extremities of the City) (2-RAU)

10,000 50-80 92/8 7 5

20-30 2-Lane Urban Collector (2-UCU) 8,000 40-50 92/8 7 5

1 The MOE Vehicle Classification definitions should be used to estimate automobiles, medium trucks and heavy trucks. 2 The number of lanes is determined by the future mature state of the roadway.


If the day-time sound level in the Outdoor Living Area Leq16hr is 55 dBA or less and the daytime sound level in the plane of living room windows is Leq16h 55 dBA or less and the night-time sound level in the plane of bedroom windows is Leq 8hr 50 dBA or less no further assessment is required. Where it can be clearly demonstrated that it is not technically or economically feasible to achieve the City's outdoor sound level criterion, a tolerance not more than 5 dBA above the stated criteria may be allowed, providing the prospective occupants of the new land use are notified by means of a warning clause. The tolerance, and the accompanying warning clause, is only allowable in conjunction with the sound levels in the Outdoor Living Area; the tolerance is not accepted for the indoor sound level criteria. It is important to note the fact that the noted marginal excess is neither part of the City’s objective sound level criteria nor an automatic allowance to be granted without justification. It is a requirement from the City that any noise analysis submission to the City by the proponent and/or their consultant that exceed the City’s criteria must be accompanied by a technical submission by the Planning Consultant and/or the Site Engineer to justify the excess(s), if any including analysis of the sound levels for various alternative planning and engineering options (including setbacks, grades and calculated barrier height options in increments of 1 dB from Leq (16hr) 55 to 60 dBA. For the impact on the indoor acoustic environment, excesses above the City criteria are not acceptable and the building design requirements shall conform to the City criteria.

Building Component, Ventilation and Warning Clause Requirements The technical assessment procedures based on the noted sound level criteria for road and rail noise are outlined in Tables 1.8, 1.9 and 1.10.


TABLE 1.8 Road And Rail Noise, Day-Time (0700 - 2300) and Night-Time (2300 – 0700)

Building Component Requirements

Assessment Location

Sound Level (time as noted) Building Component Requirements

Leq 16 hr Less than or equal to 65 dBA Building compliant with the Ontario Building Code

ROAD Leq 16 hr Greater than 65 dBA Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria


PLANE OF LIVING ROOM

WINDOW

RAIL Leq 16hr Greater than 60 dBA Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria


ROAD Leq 8 hr Greater than 60 dBA Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria


PLANE OF BEDROOM WINDOW

RAIL Leq 8 hr Greater than 55 dBA Building components (walls, windows, etc.) must be designed to achieve indoor sound level criteria

(Reference: MOE Tables 3 and 4 in Publication LU-131: Requirements, Procedures and Implementation) Figures 1.5, 1.6, 1.7 and 1.8 illustrate conceptually the central air conditioning system and building component requirements for indoor control of surface transportation noise in new residential development for surface transportation noise.

TABLE 1.9 Facade Material Requirement For Rail Noise Only

Assessment Location

Distance to

Railway (m)

Sound Level Façade Material Requirement

Leq 24 hr Less than or equal to 60 dBA No additional requirement

Less than 100 m

Leq 24 hr Greater than 60 dBA Brick veneer or acoustically equivalent

Leq 24 hr Less than or equal to 60 dBA No additional requirement

PLANE OF BEDROOM WINDOW

Greater than 100 m

Leq 24 hr Greater than 60 dBA No additional requirement (Reference MOE Table 6 in Publication LU-131: Requirements, Procedures and Implementation)


TABLE 1.10 Combination Of Road And Rail Noise, Day-Time (0700 - 2300)

and Night-Time (2300 – 0700) Outdoor, Ventilation And Warning Clause Requirements

Assessment Location

Leq (8 or 16 hrs as noted) (dBA)

Ventilation Requirements

Outdoor Control Measures

Warning 1

Clause

Leq 16 hr Less than or equal to 55 dBA

N/A None required Not required

Leq 16 hr Greater than 55 dBA to less than or equal to 60 dBA

N/A Control measures (barriers) may not be required but should be considered

Required if resultant Leq

exceeds 55 dBA Type A

OUTDOOR LIVING AREA

(OLA) Leq 16 hr Greater than 60 dBA

N/A Control measures (barriers) required to reduce the Leq to below 60 dBA and as close to 55 dBA as technically, economically and administratively feasible

Required if resultant Leq

exceeds 55 dBA Type B

Leq 16 hr Less than or equal to 55 dBA

None required N/A Not required


Forced air heating with provision for central air conditioning

N/A Required Type C

PLANE OF LIVING ROOM

WINDOW

Leq 16 hr Greater than 65 dBA Central air

conditioning N/A Required Type D


Forced air heating with provision for central air conditioning

N/A Required Type C PLANE OF BEDROOM WINDOW

Leq 8 hr Greater than 60 dBA

Central air conditioning2 N/A Required Type D

(Reference MOE Tables 1 and 2 LU-131: Requirements, Procedures and Implementation) 1 See Section 1.7.3 for specific wording of Warning Clauses 2 The City may waive central air conditioning requirements for city-initiated and /or city approved non-profit housing and

instead apply warning clause Type A to be registered on title and included in all lease and rental agreements.


FIGURE 1.5 Central Air Conditioning System Requirement for Indoor Control of Surface Transportation Noise

Leq Daytime over 65 dBA

Leq Night time over 60 dBACold Air in

Summer

Alternate Locations of the outdoor a/c unit

(Refere to MOE NPC-216)

Central Air Cond. System (Furnace & Duct Work )

Typical Outdoor Unit For the A/C System


SSWA 540

Surface Transportation Corridors

FIGURE 1.6 Ventilation System Requirement for

Indoor Control of Surface Transportation Noise

Leq Daytime 56 to 65 dBA

Leq Night time 51 to 60 dBA


SSWA 540

Surface Transportation CorridorsForced Air System (Furnace & Duct Work )

Ventilation Air in Summer


FIGURE 1.7 Building Component and Requirement for

Indoor Control of Road, Transitway and LRT Noise


Walls, Window

Walls, Doors

Window

When Facade Leq night time :Leq 8 hr > 60 dBA

When Facade Leq daytime :Leq 16 hr > 65 dBA

Select the acoustic specifications for walls, windows, doors, …….

FIGURE 1.8

Building Component and Requirement for Indoor Control of Rail (Diesel Engines) Noise


Walls, Window

Walls, Doors

Window

When Facade Leq night time :Leq 8 hr > 55 dBA

When Facade Leq daytime :Leq 16 hr > 60 dBA

Select the acoustic specifications for walls, windows, doors, …….

SSWA 540

Diesel Locomotives/Engines


1.4.5 Proposed Noise-Sensitive Development Adjacent to Future City Surface Transportation Corridors

Where a noise-sensitive development for which noise control measures will be required precedes the construction of a potential surface transportation corridor, the City may require as a condition of approval that: a) A noise barrier be constructed within the development to mitigate noise originating

from the proposed surface transportation corridor. Traffic and corridor data used for noise prediction shall be in accordance with the City’s Environmental Noise Control Guideline and the design of a barrier also in accordance with the Guidelines.

b) The authority that is responsible for the preparation of the necessary corridor expansion plans and/or the Environmental Assessment submission, where required under the authority of the Environmental Assessment Act, should incorporate the necessary mitigation measures based on final and detailed corridor configuration; if known.

c) In all cases the proponent of the new development should be responsible for the implementation of all other noise control measures within the noise sensitive buildings including building acoustical requirements, notice(s) on title and the use of air conditioning.

d) All technical details related to criteria, predictions and implementation apply to those stated throughout this document.

e) Sufficient lands may need to be conveyed to the City at no cost for construction of a noise barrier, where required for noise control.

1.4.6 Noise Control Measures for Surface Transportation Noise The term “noise control measures” refers to administrative and physical actions which can be taken to achieve compatibility of various land uses for environmental noise. Noise control measures cover broad land use planning principles as well as the use of engineering solutions to achieve the stated sound level objectives of the City. In general, the specific objective of noise control measures is to reduce, rather than eliminate the noise affecting outdoor and/or indoor noise-sensitive receptor locations as specified in this guideline document. The choice of appropriate noise control measures for a specific development application depends on several factors such as the stage of the planning approval desired, significance of the sound level relative to the sound level criteria, size of the parcel of land, nature of the source(s) of noise, other planning and zoning considerations/restrictions, type of development, the degree of public acceptance of possible mitigation measures and other relevant economic aspects of the development. Where the use of a sound barrier wall is approved by the City for a new noise-sensitive development, the City Standard for Noise Barriers in Appendix C shall be used.


The following paragraphs summarize available noise control measures of which, one or more, may be required to meet the City’s sound level criteria for new noise-sensitive land use developments affected by surface transportation. a. Site Planning Techniques

- The use of distance setback - Spatial separation such as with the insertion of noise-insensitive land uses and

buffers between the noise-sensitive receptors and the transportation corridors of concern.

- Orientation of buildings and Outdoor Living Areas such as with the use of “service roads” and innovative building layouts.

b. Architectural Design - The use of solid building walls - Placement of windows, balconies and court yards - Building height - Room and corridor arrangement

c. Selection of Appropriate Building Components - Acoustic treatment of walls and roof - Selection of windows and doors - Installation of appropriate building ventilation or central cooling system to allow

windows and doors to be kept closed during the warm season. - Installation of sound reducing fittings in ducts and opening to the outside.

d. Sound Barriers - Use of favourable topographic features - Use of intervening structures to act as sound barriers.

1.5 STATIONARY SOURCES OF NOISE This section provides guidelines for implementation of the policies for stationary sources of noise in Section 4.8.8 of the Official Plan. 1.5.1 Definition of a Stationary Source of Noise The Official Plan defines stationary sources of noise as follows:

“Stationary sources of noise are defined as all sources of sound and vibration, whether fixed or mobile, that exist or operate on a premises, property or facility, the combined sound and vibration levels of which are emitted beyond the property boundary of the premises, property or facility, unless the source(s) is (are) due to construction. Stationary source noise can be generated by individual sources or multiple sources. Individual noise sources include, but are not limited to, generators, fans or commercial air conditioners. Facilities usually comprise multiple sources of noise and are considered as a single stationary source of noise for purposes of noise study, assessment and mitigation. Facilities that are considered as stationary sources of noise include, for example, industrial facilities, car dealerships, motor vehicle maintenance and repair facilities, snow disposal sites, car washes, motor vehicle racing facilities and transit terminals. Sources of noise excluded from the definition of stationary sources, in accordance with MOE guidelines include:


construction activities, gas stations, music and people noise and retail facilities such as convenience stores where goods are delivered infrequently.”

1.5.2 Typical Stationary Sources of Noise Stationary sources of noise exist, for the most part, in commercial and industrial land uses (including aggregate resources) and to a lesser extent in connection with high density residential and institutional land uses. The other application involving stationary sources of noise is in connection with surface transportation facilities such as near major transit terminals/ facilities and railway yards. Sources considered by the City of Ottawa as stationary sources are either individual/multiple sources or facilities comprising one or more sources of noise. Individual sources of noise include, for example, generators, fans or commercial air conditioners. Facilities that are considered as stationary sources of noise include, for example, industrial facilities, car dealerships, motor vehicle maintenance and repair facilities, snow disposal sites, car washes, motor vehicle racing facilities and transit terminals. For a typical list of sources, reference may be made to the MOE NPC-205 and LU-131 documents. Several sources of noise are usually excluded from the stationary sources in accordance with the MOE guidelines such as construction activities, gas stations and infrequent delivery of goods to convenient stores. For a typical list of exempted sources, the MOE technical Publications LU-131 and NPC-205 should be consulted in consultation with the Planning and Growth Management Department. Industrial stationary sources of noise and noise-sensitive land uses are normally incompatible unless measures are taken to control environmental noise within the new noise development and/or from the industrial use depending on the application. Achieving compatibility depends on a range of factors. Two factors have significant importance: the nature of the facility emitting the noise; the distance between the two land uses. To prevent or minimize encroachment of sensitive land uses upon facilities producing stationary sources of noise, the Ministry of the Environment developed guideline documents D-1 and D-6 (References 10 and 11) which provide three generic classifications of such facilities depending on the nature of their emission levels; Class I produces the least impact and Class III produces the highest impact. For typical facility types, reference should be made to MOE documents D-1 and D-6. For initial assessment purposes only, the City recommends the use of the “potential influence area/distance” in guideline D-6 as a tool for requiring noise control studies be undertaken prior to review and approval of stationary sources of noise.


Figure 1.9 illustrates graphically the potential influence area/distance for the three land use classifications.

FIGURE 1.9 Schematic Illustration of the Potential Influence Area/Distance for Stationary Sources of Noise

COMPATIBILITY BETWEEN INDUSTRIAL FACILITIES AND

SENSITIVE LAND USE FOR NOISE STUDY REQUIREMENT (Potential Influence Area is Based on MOE Guideline D-6)

For Industrial Stationary Sources of Noise, a Noise Study Will Be Required Within the Potential Influence Area :

Class I Industry : 70 mClass II Industry : 300mClass III Industry : 1,000 m

Facility Boundary

Facility Building

Potential Influence

Area

PLAN VIEW

SECTION VIEW

Potential Influence Area

(Radius)

Noise Study Area

1.5.3


Sound Level Criteria for Stationary Sources of Noise Tables 1.11 and 1.12 list the maximum noise level criteria for noise from stationary sources. For land use planning purposes, the City of Ottawa will apply the stationary noise sources criteria developed by the MOE for the two distinct, but overlapping applications as follows: • Planning of new noise-sensitive receptors in proximity to existing stationary sources

of noise (MOE criteria in Publication LU-131 and its two supplementary documents; the Annex and the Requirements).

• Planning of new noise-generating facilities/sources in proximity to existing noise-sensitive receptors (MOE criteria in Publications NPC-205 and NPC-232).

Figure 1.10 illustrates the sound level criteria for stationary sources of noise and Figures 1.11 and 1.12 illustrate conceptually the applicable criteria.

FIGURE 1.10 Sound Level Criteria for Stationary Sources

APPLICABLE MINISTRY OF THE ENVIRONMENT

SOUND LEVEL CRITERIA FOR STATIONARY

SOURCES IN OTTAWA

Proposed New Noise-Sensitive Developments in Proximity of Existing Stationary Sources of

Noise

Proposed New Noise-Generating Developments in Proximity of Existing Noise-Sensitive Land

Uses

- MOE Publication LU-131-Other MOE Complementary Technical Publications

- MOE Publication NPC-205-Other MOE Complementary Technical Publications- MOE may also be involved in specific industrial applications

requiring a Certificate of Approval (Air) under the authority of the EnvironmentalProtection Act


FIGURE 1.11 Stationary Sources Sound Level Criteria

For New Residential Development

MOST TYPES OF RESIDENTIAL BUILDINGS

IN THE PLANE OF A BEDROOM WINDOW (OUTSIDE), URBAN AREA CRITERIA :

- Leq (1 Hr.) 0700-2300 : 50 dBA (&dBAi)- Leq (1 Hr.) 2300-0700 : 45 dBA (&dBAi)

IN THE PLANE OF A WINDOW (OUTSIDE), URBAN AREA CRITERIA :- Leq (1 Hr.) 0700-2300 : 50 dBA (&dBAi)

AN OUTDOOR POINT OF RECEPTION, URBAN AREA CRITERIA :- Leq (1 Hr.) 0700-2300 : 50 dBA (&dBAi)

Stationary Sources

AN OUTDOOR POINT OF

RECEPTION

SS Wilson Associates AN OUTDOOR POINT OF

RECEPTION

1.5.4 Noise Impact Assessment for Planning of New Noise Sensitive Land Uses in Proximity to Existing Stationary Sources

The following summarize the City requirements, procedures and criteria to be followed when making a submission:

• The proponent shall submit a noise study report consistent with the MOE Publication

LU-131, and its two supplementary documents; the Annex and the Requirements. • The applicable sound level criteria are summarized in Table 1.11. • The noise study report shall clearly note any variations or exceptions to the MOE

stationary sources criteria. It is also a City requirement that a suitably worded warning clause be applied to new land uses within the potential influence area where noise due to the stationary source may become audible at times (warning clause Type E in Table 1.13).


FIGURE 1.12 Stationary Sources Sound Level Criteria

When Related to the Ambient of New Residential Development

L4

Route

L4 ONdB

THE TOTAL AMBIENT/BACKGROUND NOISE DUE TO VEHICULAR

TRAFFIC ON PUBLIC ROADS ( Leq ambient, dBA)

HOURLY SOUND LEVEL CRITERIA: Leq Source NOT to exceed

THE HIGHER OFLeq ambient

OR Leq 50 dBA day & Leq 45 dBA night

THE TOTAL NOISE DUE TO ALL MOBILE AND STATIONARY SOURCES

WITHIN THE PROPERTY LINE ( Leq source, dBA)



TABLE 1.11 Sound Level Criteria For New Noise-Sensitive

Land Uses In Proximity To Existing Stationary Sources

Receiver Area (Class #)

Noise Assessment Location Time of Day Hourly Leq (Leq

1hr), dBA 1,

Outdoor Point of Reception

or Plane of Window

07:00 – 23:00 50

Class 1 (Ref: MOE LU-131)

Plane of a Bedroom Window 23:00 – 07:00 45


or Plane of Window

07:00 – 19:00 50


Or Plane of Window

19:00 – 23:00 45

Class 2 (Ref: MOE LU-131)


07:00 – 19:00 45 19:00 – 23:00 40

Class 3 (Ref: City of Ottawa - based on MOE NPC-232)

Any Point of Reception Within 30m of Dwelling 23:00 – 07:00 40

1 Or the corresponding minimum hourly background/ambient sound level (Leq 1hr) due to traffic, which ever is higher.

1.5.5 Noise Impact Assessment for Planning of New Potential Sources of

Stationary Noise in Proximity to Existing or City Approved Noise-Sensitive Land Uses

The following summarize the City requirements, procedures and criteria to be followed when making a submission for developments that are new potential sources of noise: • The proponent shall submit a noise study report consistent with MOE Publications

NPC-205 “Sound Level Limits for Stationary Sources in Class 1 & 2 Areas (Urban),” or NPC-232 “Sound Level Limits for Stationary Sources in Class 3 Areas (Rural)”.

• The noise study report format shall be consistent with MOE Publication NPC-233 “Information To Be Submitted for Approval of Stationary Sources of Sound”.

• The noise study report shall clearly note any variations or exceptions to the MOE stationary sources criteria.

• The details of the applicable sound level criteria are contained in MOE Publications NPC-205 and NPC-232. Table 1.12 is a summary of the applicable sound level criteria.


TABLE 1.12

Sound Level Criteria For New Potential Sources Of Stationary Noise In Proximity To Existing Or City Approved Noise-Sensitive Land Uses

Receiver Area

(Class #) Noise Assessment

Location Time of Day Hourly Leq (Leq 1hr), dBA 1


or Plane of Window

07:00 – 19:00 50


or Plane of Window

19:00 – 23:00 47


or Plane of Window

23:00 – 07:00 45

Class 1 (Ref: MOE NPC-205)

Plane of Bedroom Window 23:00 – 07:00 45


or Plane of Window

07:00 – 19:00 50


Or Plane of Window

19:00 – 23:00 45


Or Plane of Window

23:00 – 07:00 45

Class 2 (Ref: MOE NPC-205)


07:00 – 19:00 45 219:00 – 23:00 40 2

Class 3 (Ref: City of Ottawa - based on MOE NPC-205)

Any Point of Reception Within 30m of Dwelling 23:00 – 07:00 40 2

1 Or the corresponding minimum hourly background/ambient sound level (Leq 1hr) due to traffic, whichever is higher

2 In Class 3 Areas, reference should also be made to the MOE sound level criteria in NPC-232, expressed in L90 1hr dBA

1.5.6


New Expansion or Alteration of Stationary Sources (Certificate of Approval (Air) Process)

Noise impacts from proposed equipment and facilities (new expanded or altered) are also considered by the MOE in the course of assessing applications for Certificate of Approval (AIR) in accordance with Section 9 of the Environmental Protection Act. Prior to commissioning new stationary noise sources, the MOE may require an acoustic audit in connection with granting of the Certificate of Approval (C of A). If a C of A is not required by the MOE for a new stationary source, then the City may either request that the MOE Acoustic Audit procedures be followed by the Proponent, or alternatively, the City may request the Proponent to follow the certification procedures of final construction as summarized in Section 5.3.5 of this document. Figure 1.13 illustrates the MOE Certificate of Approval (AIR) process.

FIGURE 1.13 Certificate of Approval (Air) Process

1.5.7


Typical Noise Control Measures for Stationary Sources The objective is to demonstrate the presence of numerous alternatives that may be suitable for such applications in terms of one or more of the stated generalized options. It is important to realize the fact that noise control is a system that may involve noise control at the “source”, “transmission path” and/or at “the receptor”. Noise Control At The Source • Equipment Noise Control:

− Selection of quieter equipment − Substitution of processes and/or equipment to perform a similar function − Proper maintenance of equipment

• Equipment Sound Barriers: − Full or partial acoustic enclosures − Full sound barrier around equipment − Partial sound barrier around certain sides of the equipment − Specific sound baffles

• Equipment Fittings: − Acoustic louvers − Silencers − Mufflers − Acoustic hoods/plenums

• Equipment Lagging/Wrapping: − Pipe, duct or tank acoustic wrapping/lagging − Use of vibration damping products

• Sound Absorbing Materials Within Enclosures • Vibration Isolation of some equipment • Building Acoustic Treatment:

− Closed delivery doors − Reduced size of windows and openings − Improving wall sound transmission loss rating − Reverberation (echo) control inside the structure

• Location Factors: − Re-orientation of noise sources − Increased distance setback

• Administrative Noise Controls: − Limiting hours of operation − Schedule of deliveries − Maintaining specific actions − Prohibiting certain equipment/vehicles from specific locations − Public relations and community meetings


Noise Control within the Transmission Path • Placement of an intervening compatible land use that is compatible with the source

and the receptor • Use of Sound Barriers • Natural sound barrier (a topographic change in elevation) • Deliberately created sound barriers:

− Walls − Berms − Walls + Berms

Noise Control at the Receptor • Distance setback • Innovative House Designs:

− Limiting heights of buildings − Use of blank walls or walls adjacent to non-habitable rooms − Internal layouts of buildings

• Site Planning techniques • Sound Barriers:

− Walls − Berms − Walls + Berms − Double sound barriers (Source + Receptor)

1.5.8 City Standard For Noise Barriers Where the use of a sound barrier wall is approved by the City for a new noise-sensitive development, the City Standard for Noise Barriers in Appendix C shall be used. 1.6 NOISE STUDY REQUIREMENTS Feasibility and/or detailed noise impact studies are required for both new noise-sensitive developments and new noise-generating sources if noise is expected to be of a concern. Section 4.8.8 of the City of Ottawa Official Plan (2003) identifies situations where noise is expected to be a potential problem and the conditions for when a noise study is required. 1.6.1 Noise Control Feasibility Study The objective of a noise feasibility study is to identify if noise will be an issue for the proposed development and to explore possible alternatives if noise levels are expected to be near or exceed the City objectives. A feasibility study may be in the form of a brief or extensive report depending on complexity of project. Feasibility studies should be


submitted with the initial development application as early in the process as possible if the proposal meets one or more of the following conditions: • The proposed development meets the Official Plan criteria for a required noise

study. • Sound levels affecting the proposed development are expected to likely exceed the

City noise objectives. • Stationary noise sources are within close proximity and are of a concern. • The proposed development generates noise which will likely affect existing or city

approved noise-sensitive development A feasibility study should assess the site layout including noise sources in relation to building orientations, site planning techniques, building components and ventilation requirements. Noise barriers should only be considered as a last resort. The feasibility study should also identify potential land use conflicts and determine the practicality and economic feasibility of physical noise control measures in conjunction with the selected site design. It should also provide a clear direction regarding the need for additional studies and the timing associated with the implementation of required control measures. Outlining the various options, alternatives and preferred alternatives are the main objectives. Detailed studies may be submitted in place of feasibility studies if adequate information is available to prepare the necessary details (grading plans, accurate distance set-backs, location of buildings, traffic volumes and classifications, etc.) while also respecting the need to submit the study as early as possible in the planning process. The following is a list of required information to be included in a noise control feasibility study: • Scale plan identifying the locations of all sources of noise within 500m. • A copy of the draft plan (for subdivision applications) or other relevant plans for Site

Plan, OPA and re-zoning. • Discussion of alternative noise control measures and justification for their use. • Alternative noise control measures, preferred solution or strategies to be included or

addressed. • Typical building components specifications for noise control (such as type of wall

and windows). • Approximate sound barrier heights, where required. • Existing grade elevations used (in difficult topographies, preliminary grade elevations

should be used). • Traffic to be based on City (or responsible agency) approved corridor and traffic

data. Attach details to the study. • Clearly written recommendations and implementation procedures. • To be signed and sealed by a Professional Engineer/Acoustical Consultant. 1.6.2


Noise Control Detailed Study The objective of a detailed noise study is to assess in more detail and precision the impact of all noise sources, including both exterior and interior noise, and to determine the appropriate layout, design and required control measures. Typical conditions under which a detailed noise study is required include:

• The proposed development meets the Official Plan criteria for a required noise

study. • The previously approved noise control feasibility study did not include detailed

information such as final grade elevations, source/receptor distances, accurate traffic volumes and classifications, etc.

• The detailed study may be a condition of the feasibility study approval. • Sound levels affecting the proposed development are still expected to exceed the

City noise objectives. • The development layout changed after the feasibility study was approved. The detailed noise study must include the details of the noise assessment methodologies and calculations, and should summarize the results and recommendations for all outdoor and indoor noise control measures. For noise assessments, the most economical and preferred technical approach is to rely on the use of noise prediction models (i.e. STAMSON) for both existing and future scenarios. In certain situations, however, the preferred approach may include a combination of actual field sound measurements supplemented by calculations and prediction procedures. Examples of special cases requiring the use of supplementary noise measurements include difficult site and/or topographic conditions, the presence of numerous acoustical obstructions/barriers, unusual vehicular traffic conditions and presence of other extraneous sources of noise that cannot be predicted. Sound measurement procedures, where found necessary, should be conducted in accordance with the technical procedures and practices developed by the Ontario Ministry of the Environment. The details for using actual field measurements, including the procedures, instrumentation, results and analysis should be documented in the applicable detailed noise study report. If noise barriers or berms are recommended, then cross sections at reasonable vertical and horizontal scales should be provided to clearly illustrate the proposed berm and/or wall configuration in relation to existing and future grades as indicated by the proposed Lot Grading Plan. Cross sections and/or the data in the report must include all information required to calculate the expected sound levels (such as the location and elevation of the noise source(s), receiver(s), building(s), noise barrier(s), berm(s), berm slopes, sidewalks, ditches, roadway and/or railway elevations and centerlines and property lines).


All detailed noise studies must be signed and sealed by a Professional Engineer who has a valid Certificate of Authorization from the Professional Engineers of Ontario as well as Professional Liability Insurance (for errors and omissions). The following is a list of minimum required information to be included in a detailed noise control study: • Scale plan identifying the locations of all sources of noise within 500m, or the

prescribed area of influence. • A copy of the previously approved draft plan, site plan, etc. • The proposed grading plan submitted for engineering approval incorporating the

necessary outdoor noise control features details. • The necessary details related to the project based on more accurate details (e.g.

distances, grade elevations, development layout, etc.). • All required noise control measures. • Since the development plans would be registered based on site specific details (final

approval and registration of a Draft Plan of Subdivision or through a Site Plan Agreement), it is essential that the detailed noise control study identify the details of the preferred alternative noise control measures; if any (subject to mutual approval by the proponent and the City). Optional or alternative solutions will not be accepted at this stage.

• Building component acoustic specifications based on the best available project drawings.

• All lots, blocks, units, locations requiring noise control measures named and referenced in the study.

• Specific recommendations for each lot, block, unit, etc. documented in clear concise summary form for implementation purposes.

• Traffic to be based on City (or responsible agency) approved corridor and traffic data. Attach details to the study.

• Warning clauses using City standard wording • Clearly written recommendations and implementation procedures. • Costs for mitigation measures for financial securities (sound barriers, special

provisions for building components, air conditioning, etc.). The Acoustic Consultant may rely on the expertise of other specialist consultants for determining reasonable cost estimates for the various specified mitigation measures.

• A scale plan illustrating the location of the subject property in relation to the 25 and 30 NEF/NEP and the AOIZ if aircraft noise is of concern.

1.7 IMPLEMENTATION PROCESS FOR NEW NOISE-SENSITIVE

DEVELOPMENTS The environmental noise control implementation process for new noise-sensitive developments starts early in the planning process (pre-consultation phase) with a noise control feasibility study, which should precede all planning applications (re-zoning, Official Plan Amendments) and draft plans for subdivisions or conceptual site plans. This helps to identify if noise is an issue that needs to be addressed before the building


design and site layout are evaluated. If noise is a potential problem, then a detailed noise study must be submitted to clear the conditions of the noise feasibility study and possible re-zoning conditions prior to Site Plan or Subdivision approval. For approval, the development agreement must reference all noise control measures as well as the maintenance of these measures (such as barrier up-keep) to ensure that mitigation is achieved and sustainable. The financial securities must also account for noise control measures to ensure that noise attenuation is implemented. These steps are required for building permit approval and will also be subject to inspection of final construction for certification and release of funds. 1.7.1 Noise Study Requirements for New Noise-Sensitive Developments A noise study must be submitted for proposed new noise sensitive developments if noise is considered a potential problem and/or the development meets the sound level criteria listed in this document or as specified by the City of Ottawa Official Plan. A noise control feasibility study is required prior to submitting planning related applications such as re-zoning and/or Official Plan Amendments and prior to draft plans for subdivisions or conceptual site plans. If a detailed noise control study is required, it must clearly indicate expected noise levels consistent with the objectives of this document for development approval. Section 1.6 provides specific information regarding the requirements for both noise feasibility and detailed studies. 1.7.2 Development Agreements for New Noise-Sensitive Developments All types of development, regardless of noise impact, are required to enter into various development agreements with the City. If noise is a concern that warrants mitigation, then the specific noise attenuation measures will be included into the development agreement. In addition, the relevant warning clauses and the future maintenance of noise control measures will also be included in the development agreement, as summarized below. 1.7.3 Warning Clauses Warning clauses are required to be incorporated into development agreements and registered on title (and also included in Agreements of Purchase and Sale) for noise-sensitive developments if noise levels are expected to exceed the applicable sound level criteria. Furthermore, notice must also be given to all prospective tenants prior to entering into a lease or purchase and sale agreement. The following warning clauses in Table 1.13 may be used individually or in combination as appropriate for the case (modifications to the warning clauses may be implemented by the City for site specific cases). Additional information about warning clauses is


available from the Ministry of the Environment document Procedure D-6-4, Appendix D: MCCR Bulletin No. 91003, "Environmental Warning/Restrictions".

TABLE 1.13 Warning Types Clauses

TYPE WARNING CLAUSE 1

Type A

"Purchasers/tenants are advised that sound levels due to increasing (road) (Transitway) (rail) (air) traffic may occasionally interfere with some activities of the dwelling occupants as the sound levels exceed the City’s and the Ministry of the Environment's noise criteria."

Type B

"Purchasers/tenants are advised that despite the inclusion of noise control features in the development and within the building units, sound levels due to increasing (road) (Transitway) (rail) (air) traffic may on occasions interfere with some activities of the dwelling occupants as the sound levels exceed the City’s and the Ministry of the Environment's noise criteria."

Type C

"This dwelling unit has been fitted with a forced air heating system and the ducting, etc. was sized to accommodate central air conditioning. Installation of central air conditioning by the occupant will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the City’s and the Ministry of the Environment's noise criteria. (Note: The location and installation of the outdoor air conditioning device should be done so as to comply with noise criteria of MOE Publication NPC-216, Residential Air Conditioning Devices and thus minimize the noise impacts both on and in the immediate vicinity of the subject property."

Type D

"This dwelling unit has been supplied with a central air conditioning system which will allow windows and exterior doors to remain closed, thereby ensuring that the indoor sound levels are within the City’s and the Ministry of the Environment's noise criteria."

Type E "Purchasers/tenants are advised that due to the proximity of the adjacent industry (facility) (utility), sound levels from the industry (facility) (utility) may at times be audible”

1 These warnings are standard clauses from the MOE and are subject to change at the discretion of the City, Airport Authority, CN or other applicable agencies, as required. Additional warnings pertaining to aircraft noise are also included on page D-4.

1.7.4 Maintenance of Noise Control Measures - New Noise-Sensitive Developments

One of the planned noise control measures that may require future maintenance is noise barriers and other associated aspects that include the noise wall, base berm, the necessary ground slopes and drainage features near the noise barrier. Other planned noise control features that must be maintained and not tampered with by the owner or occupant(s) of the development are architectural and mechanical elements and all other noise control measures included in the noise study reports. Therefore, the development agreement should contain provisions to require the owner to maintain the range of noise control measures, as approved by the City in a good and safe condition to the satisfaction of the City. The agreement should also include the


necessary procedures for repairs and remedies at the owner’s expense in accordance with the City’s property standards practices. 1.7.5 Financial Securities for New Noise-Sensitive Developments In order to secure the fulfillment of the required internal and external noise control measures, the City requires Letters of Credit to cover the actual implementation of the necessary work. The proponent will be required, prior to receipt of final approval, to enter into a Financial Agreement with the City and to deposit the necessary Letters of Credit satisfactory to the Solicitor and the Treasurer of the City. The principal sum of the Letter of Credit required will be in an amount equal to One Hundred Percent (100%) of the total estimated cost of the internal and external noise control measures as certified by the proponent’s Consulting Engineer(s) and to the satisfaction of the City. The conditions for the Letter of Credit release will be directly connected with the Consultant’s certification process for exterior and interior noise mitigation features.

Letters of Credit for New Noise-Sensitive Developments Affected by Transportation Noise Noise control measures to be covered by the Letter of Credit may include, but are not limited to the following: • Berm construction and/or specific modifications to the Grading Plan(s) to achieve the

stipulated elevation(s). • Noise barrier wall construction. • Installation of the necessary duct work to accommodate central air conditioning. • Installation of the central air conditioning system, as required. • Installation of special building components to meet specific acoustic criteria including

windows, doors and walls. It is important to note that complementary work to the above noted noise control measures, which is essential to the completion of the development, should also be covered by other financial guarantee(s) with the City, such as the grade elevations, landscaping, building locations, outdoor amenity areas, and drainage. For noise-sensitive developments affected by stationary sources of noise where the noise control measures are to be implemented within the development itself, the above provisions will also apply. Letters of Credit for New Noise-Sensitive Developments Affected by Stationary Noise Where noise control measures are planned at the sources of noise, the development proponent will be firstly required to enter into a separate legal agreement with the owner(s) of the source to undertake such external work at the source and secondly, the Letter of Credit should also cover all the additional costs to undertake such noise control


measures as designed by an acoustical consultant which may include, but are not limited to the following: • Construction of sound barriers or enclosures to surround the noisy equipment, parts

of the site, etc. • Control of equipment noise • Noise control devices and contraptions (silencers, mufflers, acoustic louvers,

acoustic hoods, …etc.) • Noise control materials (lagging, absorptive treatment, etc.) • Building acoustic treatment • Relocation of noise sources In lieu of the Letter(s) of Credit for control of stationary sources of noise only, the developer may produce a Certificate of Approval under Section 9 of the Environmental Protection Act together with a certified copy of the legal agreement with the owner(s) of the source to undertake such work. The City may reserve its right to also receive a Letter of Credit to cover the costs of such work. 1.7.6 Building Permit Requirements for New Noise-Sensitive Developments For building permit approval, the agreed upon acoustical objectives such as (dBA and AIF levels) need to be translated into actual building components, physical measurements, dimensions, and specific materials. The following points assist with finalizing the plans for building permit approval for noise-sensitive developments: • To refer to specific building permit drawings by number and date. • The use of acoustic terminology such as sound levels, decibels, STC, etc. is not

accepted. Instead, reference to specific building components is required, such as thickness of glazing, material specifications, details of walls and doors.

• To cover all matters of concern as approved in the Detailed Noise Control Study and the approved Subdivision or Site Plans. Some points of concern include: − Building layout/orientation − Glazing/windows, etc. − Air conditioning requirements, where permitted (location and sound rating)

• Non-conditional approval and certification of the relevant plans and drawings. • To be prepared and signed by a Professional Engineer/Acoustical Consultant. • Clearly written recommendations and implementation procedures to be included. • May include supplementary construction details, e.g. window/glazing specifications

1.7.7 Certification of Final Construction and Release of Funds for New Noise-

Sensitive Developments Upon completion of the project, the acoustical consultant will visit the site, inspect the installed noise control measures and satisfy himself/herself that the installed work conforms to the noise study recommendations as approved earlier by the City and/or the approval agencies and authorities. The acoustical consultant should then prepare a


letter to the Construction Services Manager of the City stating that he/she certifies acoustical compliance with all requirements in the approved noise study and the applicable conditions in the development agreement.

The Certification Letter must be unconditional and address all requirements (not just part of it) as well as all relevant information such as the project name, lot numbers, building identification, drawing numbers, noise study report number, dates of relevant documents and in particular reference to the documents used for building permits and site grading applications. The Certification Letter(s) must bear the certification stamp (Professional Engineer’s stamp) and be signed by the acoustical consultant. The Certification Letter(s) shall then be submitted to the City with a request to release the relevant parts of the Letter of Credit. The amount of the Letter of Credit may be reduced or completely released by the City subject to their satisfaction of the submission, based on the following: • Site visits, inspection and testing of final construction. • Reference to previously approved Detailed Noise Control Studies and the approved

Subdivision or Site Plans. Some points of concern include: − Site Plan concept − Building layout/orientation − Glazing/windows, etc. − Air conditioning requirements, where permitted (location and sound rating)

• Non-conditional final approval for release for occupancy. • To be prepared and signed by a Professional Engineer/Acoustic Consultant 1.8 IMPLEMENTATION PROCESS FOR NEW NOISE-GENERATING SOURCES The environmental noise control implementation process for new noise-generating developments starts early in the planning process (pre-consultation phase) with a noise control feasibility study, which should precede all planning applications (re-zoning, Official Plan Amendments) and draft plans for subdivisions or conceptual site plans. This helps to identify if noise is an issue that needs to be addressed before the building design, equipment, and site layout are evaluated. If noise is a concern, then a detailed noise study must be submitted to the City and to the Ministry of Environment, as per the conditions of the MOE Certificate of Approval (Air) process. This process may also include an acoustic audit. For approval, the development agreement must reference all noise control measures (silencers, mufflers, etc) as well as the maintenance of these measures to ensure that mitigation is achieved and sustained. The financial securities must also account for noise control measures to ensure that noise attenuation is implemented. These steps are required for building permit approval and will also be subject to inspection of final construction for certification and release of funds. 1.8.1 Noise Control Study Requirements for New Noise-Generating Sources A noise study must be submitted for proposed new noise-generating developments if noise is considered a concern and/or the development meets the applicable sound level


criteria in this document or as specified by the City of Ottawa Official Plan. A noise control feasibility study is required prior to submitting planning related applications such as re-zoning and/or Official Plan Amendments and prior to draft conceptual site plans. If a detailed noise control study is required, it must clearly indicate expected noise levels consistent with the objectives of this document for development approval. It must also be submitted to the Ministry of Environment for a Certificate of Approval (Air) in accordance with Section 9 of the Environmental Protection Act. Section 1.6 of this document provides specific information regarding the requirements for both noise feasibility and detailed studies. The details related to the technical requirements for noise studies are also included in the MOE documents LU-131, NPC-205, NPC-233 and NPC-134. 1.8.2 Certification of Approval (Air) Process for New Noise-Generating Sources Noise impacts from proposed equipment and facilities are considered by the MOE in the course of assessing applications for Certificates of Approval (Air) in accordance with Section 9 of the Environmental Protection Act. Prior to commissioning new stationary noise sources the MOE may require an acoustic audit in connection with the granting of the Certificate of Approval (Air). Section 1.5.6 provides additional information regarding the Certificate of Approval (Air) process. 1.8.3 Acoustic Audits for New Noise-Generating Sources Where an “Acoustic Audit” is specified as a condition in an approved Certificate of Approval (Air) issued by the MOE under Section 9 of the EPA for a new Stationary Source, the proponent and their Acoustical Consultant will be required to prepare the necessary “Acoustic Audit” in accordance with the MOE procedures outlined in their publications NPC-205 and NPC-232. If a C of A is not required by the MOE for a new Stationary Source, then the City may either request that the MOE Acoustic Audit procedures be followed by the proponent, or alternatively, the City may request the proponent to follow the certification procedures of final construction as summarized in this document. 1.8.4 Development Agreements for New Noise- Generating Developments All types of development, regardless of noise impact, are required to enter into various development agreements with the City. If noise is a concern that warrants mitigation, then the specific noise attenuation measures will be included into the development


agreement (such as hours of operation, maximum number of trucks, truck routes, silencers, mufflers and fans). In addition, future maintenance of noise control measures will also be included in the development agreement, as summarized below. 1.8.5 Maintenance of Noise Control Measures for New Noise- Generating

Developments The development agreement should contain provisions to require the owner to maintain the range of noise control measures, as approved by the City in a good and safe condition to the satisfaction of the City. The agreement should also include the necessary procedures for repairs and remedies at the owner’s expense in accordance with the City’s property standards practices and the MOE Certificate of Approval (Air) process. Planned noise control features that must be maintained and not tampered with by the owner or occupant(s) of the development are architectural and mechanical elements (such as silencers, mufflers and specific fans) and all other noise control measures and operations included in the noise study reports. 1.8.6 Financial Securities for New Noise- Generating Developments The City requires Letters of Credit to cover the implementation of the required noise control measures. The proponent of the new stationary source will be required, prior to receipt of final approval, to enter into a Financial Agreement with the City and to deposit the necessary Letters of Credit satisfactory to the Solicitor and the Treasurer of the City. The principal sum of the Letter of Credit required will be in an amount equal to One Hundred Percent (100%) of the total estimated cost of the noise control measures as certified by the proponent’s Consulting Engineer(s) and to the satisfaction of the City. The conditions for the Letter of Credit release will be directly connected with the Consultant’s certification process for noise mitigation features. The proponent of a land use project involving a potential stationary source of noise that may affect existing near-by noise-sensitive land uses will be required to provide the City with Letter(s) of Credit to ensure the implementation of the required noise control measures prior to receipt of final approval or approval to commence construction. The Letter of Credit should cover all the costs to undertake the necessary noise control measures as designed by an acoustical consultant which may include, but are not limited to the following:

• Construction of sound barriers or enclosures to surround the noisy equipment or

parts of the site. • Control of equipment noise • Noise control devices and contraptions (such as silencers, mufflers, acoustic louvers

and acoustic hoods) • Noise control materials (such as acoustic lagging and absorptive treatment)


• Building acoustic treatment • Relocation of noise source(s)

In lieu of the Letter(s) of Credit for control of stationary sources of noise, the proponent may produce a Certificate of Approval under Section 9 of the Environmental Protection Act to undertake such work. The City may reserve its right to also receive a Letter of Credit to cover the costs of such work. 1.8.7 Building Permit Requirements for New Noise-Generating Sources For building permit approval, the agreed upon acoustical objectives need to be translated into actual building components, physical measurements, dimensions, and specific materials. The following points assist with finalizing the plans for building permit approval for noise-generating sources. • To refer to specific building permit drawings by number and date (This may include

the Architectural and Mechanical drawings). • The use of acoustic terminology such as sound levels, decibels, STC, etc. is not

acceptable. Instead reference to specific building components and equipment specifications is required, such as thickness of glazing, material specifications, details of walls, doors, maximum size of equipment, equipment make and model, location of equipment, ductwork, and openings.

• To cover all matters of concern as approved in the Detailed Noise Control Study and the approved Site Plan. Some points of concern include: − Building layout/orientation − Mechanical and Electrical requirements (location, rating, etc)

• Non-conditional approval and certification of the relevant plans and drawings. • To be prepared and signed by a Professional Engineer/Acoustical Consultant. • Clearly written recommendations and implementation procedures to be included. • May include supplementary construction details. 1.8.8 Certification of Final Construction and Release of Funds for new Noise-

Generating Sources Upon completion of the project, the acoustical consultant will visit the site, inspect the installed noise control measures and satisfy himself/herself that the installed work conforms to the noise study recommendations as approved earlier by the City and/or the approval agencies and authorities (MOE). The Acoustical Consultant should then prepare a letter to the Construction Services Manager of the City stating that he/she certifies acoustical compliance with all requirements in the approved noise study and the applicable conditions in the development agreement.

The Certification Letter must be unconditional and address all requirements (not just part of it) as well as all relevant information such as the project name, lot numbers, building identification, drawing numbers, noise study report number, dates of relevant documents and in particular reference to the documents used for building permits and


site grading applications. The Certification Letter(s) must bear the certification stamp (Professional Engineer’s stamp) and be signed by the acoustical consultant. The Certification Letter(s) shall then be submitted to the City with a request to release the relevant parts of the Letter of Credit. The amount of the Letter of Credit may be reduced or completely released by the City subject to their satisfaction of the submission, based on the following: • To be based on actual site visits, inspection, testing, including taking actual sound

level readings at the receptors. • To refer to previously approved Detailed Noise Control Studies, Site Plan and the

relevant approved Certification Letters (C of A) • Non-conditional final approval for release for occupancy. • To be prepared and signed by a Professional Engineer/Acoustic Consultant.

It is not the objective of this Section to provide a complete list of noise control measures that are suitable for stationary sources of noise, nor how to design such measures.


2.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR CAPITAL WORKS PROJECTS (SURFACE TRANSPORTATION CORRIDORS)

Under the Environmental Assessment Act (EAA), all undertakings of roadways (including roads carrying bus transit vehicles only referred to as Transitways) and Light Rail Transit corridors, are subject to the requirements of the EAA. The assessments include noise and vibration impacts on noise-sensitive receptors. 2.1 PURPOSE To protect the public from exposure to adverse effects due to environmental noise and vibration, the City of Ottawa Official Plan contains policies and directives for noise from roads, rail lines and rapid transit corridors. The guidelines presented in this section provide technical and administrative directions for noise assessment and control of capital works projects undertaken by the City of Ottawa involving the planning, design and construction of City surface transportation corridors. The projects include construction, reconstruction and widening of existing and new City roads and Transitways as well as Light Rail Transit systems in proximity to existing and future noise-sensitive land uses. The noise assessment and control guidelines in this section should be considered as part of an integrated package for noise control in the City of Ottawa. The complementary noise control guidelines for City transportation corridors and traffic parameters are essential for achieving consistent sound levels of all new land use development, new capital works projects and Local Improvement initiatives that may be pursued by the City of Ottawa. This guideline is expected to balance the need to have efficient movement of people and goods on City surface transportation corridors and the potential negative noise effects on the noise-sensitive receptors living and working in proximity to these systems. 2.2 SCOPE While the Environmental Assessment Act and the Ministry of the Environment guidelines do not provide distance setbacks within or beyond which noise assessments are to be prepared, the City is recommending that the necessary submissions address the noise/vibration potential due to roadway, Transitway or Light Rail Transit undertakings based on the following minimum areas of influence containing noise-sensitive receptors measured from the corridor right-of-way: • 100 metres for an arterial road or a major collector • 100 metres for a bus Transitway corridor

City of Ottawa Environmental Noise Control Guidelines

45

• 250 metres for a Light Rail Transit system corridor noise and 75 metres for its ground-borne vibration assessment.

A larger influence area may be necessary depending on the various corridor and traffic parameters and the significance of the ambient sound levels. 2.3 SOUND LEVEL CRITERIA FOR CAPITAL WORKS PROJECTS This Section contains the applicable sound level criteria, guidelines and other requirements when considering new construction, reconstruction and widening of City roads and rapid transit corridors in the City of Ottawa. It is based, in part, on the Ministry of Environment/Ministry of Transportation Noise Protocol, MOE guidelines and criteria, City of Ottawa Official Plan noise policies, City of Ottawa transportation planning and design practices and the former RMOC guidelines on City roads.

The following sound level criteria apply to vehicular traffic and bus movements on City roads and Transitways:

a) This Guideline applies to outdoor levels in the outdoor living area only. b) The applicable sound level descriptor is the A-Weighted Equivalent Sound Pressure

Level, Leq in dBA established for the daytime period from 07:00 to 23:00; also referred to as Leq 16hr, dBA.

c) The objective for outdoor sound levels is the higher of the Leq16hr 55 dBA or the Leq16hr ambient sound level that may prevail at the start of project construction (referred to in this document as the "established ambient").

d) The significance of a noise impact, also referred to as the 'excess' or 'change', will be quantified by comparing the future sound levels with the higher of Leq16hr 55 dBA and/or the established ambient sound level.

e) Mitigation will attempt to achieve sound levels as close to the objective level as is technically, economically and administratively feasible.

f) The acoustic impact rating, the degree of effort applied and action for mitigation of the noise impact should conform to Table 2.1.

g) Where the future sound level exceeds Leq16hr 55 dBA and the increase in the sound levels above the established ambient exceeds 5 dBA, the City of Ottawa will investigate the feasibility of noise control measures within the right-of-way and introduce appropriate measures such that, where feasible, a minimum attenuation (averaged over the first row of receivers) of 6 dBA can be achieved.

h) If the future sound level is greater than Leq16hr 55 dBA and less than or equal to Leq16hr 60 dBA and the excess or change in sound level above the established ambient is either:

• less than 5 dBA, then no mitigation is required; or,

• exceeds 5 dBA, then the sound level criteria in Clauses a) to f) above will apply


46

at the sole cost of the City and within the City of Ottawa r.o.w. i) If the future sound level is greater than Leq16hr 60 dBA and the excess or change in

sound level above the established ambient is less than 5 dBA, the feasibility of noise control measures within the right-of-way will be investigated under the City of Ottawa's Local Improvements policy and guidelines. The barrier(s) will be maintained within the City’s r.o.w. The City prefers retrofit sound barrier walls at the flanking ends to be on City owned lands, however if required, property owners at the termination points of the noise abatement wall will be asked to register an easement to the City of Ottawa for the construction and maintenance of a noise wall along a side lot line. The side lot line noise wall will provide protection for the rear yard area of the adjacent property. If the landowner refuses to transfer the easement, the City will not attempt to purchase or expropriate the easement but will delete this section of wall from the noise abatement construction project.

j) Where the dominant noise source is due to transit activities within an LRT or a Transitway terminal, a rail yard facility to accommodate the LRT service yard, or a terminal building containing mechanical systems then the City of Ottawa will use the "Stationary Sources" criteria.

k) Alternative noise control measures shall be considered prior to making the decision to use barriers.

TABLE 2.1 SUMMARY OF IMPACT RATING AND ACTION FOR MITIGATION

Future Sound Level, Leq 16hr

Change Above

Ambient, dBA

Impact Rating Mitigation

0-3 Insignificant None 3-5 Noticeable None 5-10 Significant

Greater than 55 dBA and less than or equal to 60 dBA

10+ Very Significant Investigate noise control measures and mitigate to achieve retrofit criteria (minimum attenuation is 6 dBA)

0-3 Insignificant 3-5 Noticeable 5-10 Significant

Greater than 60 dBA

10+ Very Significant

Investigate noise control measures and mitigate to achieve retrofit criteria (minimum attenuation is 6 dBA)

2.4 NOISE IMPACT ASSESSMENT FOR CAPITAL WORKS PROJECT The sound levels should be established using prediction models acceptable to the City. Actual field measurements may be used subject to City of Ottawa's prior approval to deal with situations that may not be feasible to predict such as:

a. unusual traffic patterns or the presence of high percentages of vehicle classifications

beyond those reported by the City.


47

b. traffic or corridor parameters that are outside of the limitations of the prediction model;

c. downtown core areas; d. presence of large reflecting buildings in dense urban areas; e. highly irregular topography; f. the presence of other stationary sources of noise; and, g. the presence of complicated geometrics for calculation purposes.

Actual field measurements, if deemed necessary, are to be performed in accordance with the MOE procedures and generally accepted acoustic and traffic engineering principles. The following points should also be considered: a) To determine the noise impact from a City Road or a Transitway, for each route

alternative the smallest study area should be defined using one or more of the following methods: i. using 5 dBA contour lines extending from the source to a noise-sensitive area

where there is no increase above the ambient sound level; or, ii. a noise-sensitive area where there is no increase above the ambient sound level;

or, iii. a perpendicular distance of 100m from the closest edge of pavement from

arterial or collector roadway or Transitway r.o.w. (reference: Section 4.8.8 in the 2003 Official Plan).

iv. 250 metres from LRT r.o.w. b) The noise impact on noise-sensitive areas is to be determined for outdoor spaces. c) There is no minimum number for residences that define a noise sensitive area.

Therefore, all noise sensitive land uses, regardless of size or location, are to be assessed for potential application of noise control measures.

d) The ambient sound levels will be based on the expected road and traffic data at the commencement date of project construction.

e) Future sound levels from the project will be based on traffic projections corresponding to the mature state of development designated in the City of Ottawa's Official Plan.

f) Off right-of-way noise control measures and night-time (11:00 p.m. - 7:00 a.m.) assessment of the noise impact will not be considered as part of these City guidelines.

g) Notwithstanding the criteria for mitigation and the warrants for sound barriers, additional mitigation may be recommended to rectify inconsistencies such as surface repairs, speed reduction and repairs to manholes/catch basins.

h) Impact assessment ratings should be interpreted based on Table 2.1. Figure 2.1 illustrates conceptually the time periods for noise assessment of a new capital works project.


48

FIGURE 2.1 Design Guidelines For Noise Assessment Of City Of Ottawa

Capital Works Roads And Transitways

COMMENCEMENT DATE OF THE

ENVIRONMENTAL ASSESSMENT

PROCESS OF A PROJECT

COMMENCEMENT DATE OF THE

PROJECT CONSTRUCTION

TIME SCALE

FUTURE DATE CORRESPONDING TO

THE MATURE STATE OF DEVELOPMENT IN THE

CITY OF OTTAWA

ESTABLISHED AMBIENT SOUND

LEVEL TO BE USED FOR ASSESSMENT

PURPOSES

FUTURE SOUND LEVEL TO BE USED FOR ASSESSMENT

PURPOSES

EXISTING AMBIENT SOUND LEVEL FOR OPTIONAL USE IN

ASSESSMENT PURPOSES

2.4.1 Surface Transportation Corridors Sound Level Predictions

With respect to surface transportation noise, the prediction methods accepted are outlined in the Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT), Sound from Trains Environment Analysis Method (STEAM), or the computerized version STAMSON as updated from time to time. The models are suitable for vehicular traffic on roadways, for bus movements only between stations on Transitways and for rolling stock on rail lines. For vehicular traffic and/or bus traffic on City roads and/or dedicated bus Transitways, the relevant vehicular, truck and bus traffic data should be entered with their appropriate parameters directly into the STAMSON program (using the “Road” template). For light rail traffic employing diesel prime moving engines/locomotives, where used as City transit vehicles, the rail traffic data (available from the City) should be entered with their appropriate parameters directly into the STAMSON program (using the “Rail” template). The appropriate parameters from the City includes the “number of trains for time period”, “number of locomotives per train”, “number of cars per train”, and the “speed”.


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For light rail traffic (LRT) employing electric prime moving engines, which is used as City transit vehicles, the LRT traffic data (available from the City) should be entered with their appropriate parameters directly into the STAMSON program (using “RT/Custom” template). The appropriate parameters from the City includes the LRT “emission level for custom type”, the “source height”, “number of vehicles for time period”, and the “speed”. The report will detail information on all adjustments where applicable. Where there is more than one noise source, the calculation of the combined sound levels is required. When predicting the sound levels due to City roads, Transitways or LRT, the following points should be adhered to in the analysis and assessment: a. For improved accuracy, curved road or rail sections with varying grade elevations, 4

and more lane roadways and roads with sound barriers are to be assessed on the basis of multiple segments.

b. Where sound barriers are involved in the analysis and especially where the existing and/or proposed grade elevations change considerably, sound level calculations should be performed at more frequent locations (preferably at every third dwelling unit/lot or less).

c. Every effort should be made to secure reasonable accurate grade elevations at the receptors, barrier base elevations and noise source elevations and to be included in the study. To establish the feasibility of noise control measures during the preliminary design stages of the corridor, the existing grade elevations may be used for relatively flat conditions. For sites involving difficult topographies (source, barrier and/or receptor locations), possible or preliminary grade elevations should be used. It is only in the detailed design stages of the corridor design process that noise assessments be updated to a greater detail based on reasonably accurate grade elevations.

d. The majority of barrier segments, where sound barriers are involved, should be in the acoustic "shadow zone". The use of acoustic "bright zones" is not acceptable except for the remote segments.

e. For roads and bus transit traffic, the "posted speed" limit should be used in calculation of the sound levels. Where it could be demonstrated by any of the concerned parties that the actual operating speed is significantly different than the posted speed limit (a change of over 5 km/hour for the 85th percentile of the speed), additional analysis should also be included in the study to deal with this change. For LRT, the system speeds shall be obtained from the transit authority in the City.

f. Where heavy truck percentage on City roads exceeds 5% of the total traffic volume and where sound barrier(s) is (are) warranted, additional and supplementary analysis should be included in the study by separating the analysis (sound level calculations) of each vehicle class separately prior to combining the sound levels of all vehicle categories to arrive at the overall sound levels due to all vehicle classes.

g. All receptors (residential and non-residential) that may have an outdoor noise sensitive land use component are to be identified and addressed in the study. The impact on noise-sensitive non-residential buildings that do not include central air conditioning are to be also addressed in the noise assessment.


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h. Where the receptors are outfitted with existing sound barrier(s), the study should address the sound levels with such barrier(s). The general condition of the barrier(s) that affects their acoustic performance should be included in the noise study together with appropriate conclusions and recommendations.

i. Where the study is concerned with detailed construction of a Capital Works project, the study should contain additional and comparable details related to the construction phase noise including: • Prevailing ambient noise • Prediction of the noise due to various phases of construction (demolition/clearing,

earth work, placement of sub base, paving, etc.) based on knowledge of the construction equipment to be used, various crew sizes, number of equipment to be used, etc.

• Applicable provisions/sections in the City’s noise-by-law and applicable restrictions.

• Special Provisions (SP) to be included in the contract documents to address construction noise and its mitigation, if required.

j. Bus stops, other than stations, do not have to be separated from the general noise produced by the bus movements between stations.

k. Transitway buses are considered "medium trucks" for Transitway sound level predictions except where it is demonstrated by the Acoustic Consultant that the specific bus emissions are similar to that of heavy trucks.

l. For a transit terminal or storage facilities which are considered by the MOE as a Stationary Source, other calculation routines and/or models must account for all noise events generated by a typical facility such as idling, acceleration and deceleration, and movements at different speeds within the facility. Factors affecting the overall hourly Leq due to a typical terminal such as the number and duration of each noise event must also be included in the assessment. Other sources in such facilities that should also be assessed include building mechanical equipment and parking lots, if applicable.

m. While the use of the AADT for noise assessments of road traffic is the common practice, special consideration may be given to situations where the weekend traffic or summer traffic (SADT) may be more dominant. Appropriate adjustments to the calculated sound level should, then be applied in such situations. The results and recommendations in this respect should be implemented.

2.4.2 Ambient Sound Levels Due to Other Sources of Noise

Ambient sound levels due to other sources of noise (such as Highways under the MTO jurisdiction or major commercial or industrial areas) will be established by procedures acceptable to the City. A combination of prediction and/or measurement procedures may be required by the City of Ottawa depending on the source of noise. Reference should be made to applicable MOE guideline publications and procedures. 2.4.3


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Impact on Future Committed Noise-Sensitive Developments

This section applies only to already committed noise-sensitive land uses or to new land use proposals that have already been submitted to the City for approval. In the course of preparation of a noise study for a capital works project, it is essential that the Engineering Consultant contracted by the City of Ottawa obtain information from the City of Ottawa on future development applications in proximity to the proposed City Road and/or Transitway undertaking for further examination. The information should include copies of the relevant plans, status of approvals by the approval authorities, existing or proposed grade elevations of the proposed development, copies of noise study reports that may have been submitted by the proponent to the approval authorities and any other relevant information. The Acoustical Consultant engaged as part of the consulting team should review all the relevant information in these documents for noise, such as the road and traffic data used by the proponent and/or their consultants, grade elevations of the road, predicted sound levels and their recommended noise control measures. The results of this review should be compared with the relevant technical details related to noise assessment of the subject undertaking and differences or inconsistencies; if any, should be noted and then reported. The City of Ottawa should be advised of any discrepancies in the resulting sound levels and the extent of noise mitigation for both; the development side and the subject undertaking. Appropriate decisions must be made and an appropriate course of action be taken to correct any misgivings that may jeopardize or compromise the City's policies for noise. 2.5 NOISE CONTROL MEASURES FOR CAPITAL WORKS PROJECTS

For new construction, reconstruction and widening of facilities within City right-of-way, there are a number of potential geometric and physical noise control alternatives available, including:

• selection or alternation of a horizontal alignment; • depressed or elevated corridor profiles; • earth berms; • a combination of berms plus walls on top, • traffic management, • reduction or establishment of suitable vehicle speed limits, • prefabricated noise barrier wall systems, • For LRT, there are a number of improvements that may include the use of all welded

rail sections, construction details related to future concrete rail structures that accommodate noise control parapet walls, vibration isolation of certain track sections and the choice of low sound emission LRT vehicles, and

• Any combination of the above.


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The City of Ottawa will provide, where appropriate and feasible, noise control measures within the right-of-way. Where construction or expansion of a City roadway or a Transitway is planned, and where future noise-sensitive development is likely to materialize, non-structural noise controls will be investigated, e.g. with control of vertical and horizontal alignments, to minimize noise impacts provided that significant increases in project costs or subsequent maintenance costs will not be incurred. Notwithstanding the above, it is still the responsibility of the developer to meet the City of Ottawa noise policy for new noise sensitive developments. 2.6 IMPLEMENTATION PROCESS FOR CAPITAL WORKS PROJECTS

This section provides the framework for the implementation of the City noise policy based on the established Municipal Engineers Association (MEA) and Provincial procedures. The primary objective of the implementation guidelines is to assist all concerned parties with City undertakings that are subject to this policy in the preparation, review and approval of roadways and Transitways noise assessment studies. 2.6.1 Phases for Planning, Design and Approval for Surface Transportation

Environmental Assessments

In addition to the MOE Guidelines for full EA’s, the Municipal Engineers' Association (MEA), in co-operation with other Provincial agencies has developed a guideline document to assist in the planning and design process for Class Environmental Assessment type municipal projects. The MEA document has been used extensively by the City of Ottawa and the Consulting Engineers when preparing City E.A.'s for roadway projects. The planning and design process for Class Environmental Assessment for Municipal Road Projects prepared by the Municipal Engineer's Association recommends several phases for undertaking the assessments. Some of the phases will have linkages with the noise assessment process for roadway and Transitway projects undertaken by the City of Ottawa. For environmental noise assessment purposes, it is expected that the same Class EA assessment process for road projects be also suitable for full assessments of LRT undertakings under the authority of the Environmental Assessment Act; the technical assessment procedures will remain unchanged. It is therefore essential that all work related to environmental noise assessment link-in with the relevant phases of the EA process shown in Figure 2.2.


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FIGURE 2.2 Environmental Assessment Planning And Design Process

PHASE 1PROBLEM OR OPPORTUNITY

PHASE 2ALTERNATIVE SOLUTIONS

PHASE 3ALTERNATIVE

DESIGN CONCEPTS OR

PREFERRED SOLUTIONS

PHASE 4ENVIRONMENTAL STUDY REPORT

PHASE 5IMPLEMENTATION

The following points summarize the key elements of a noise assessment study of a typical surface transportation corridor project, which may be linked with the overall EA process (the numbers shown correspond to the comparable stages/phases):

Phase 1 Preparation of the terms of reference for a noise study. Phase 2

• Examination and mapping of the existing and approved future noise-sensitive land

uses • Preliminary analyses of the ambient and future sound levels with the undertaking for

the alternative solutions. • Preliminary noise impact assessment and ranking of the alternative solutions should

be performed based on scientific procedures for difficult projects (e.g. numerous receptors, distance variations, changing corridor parameters, different ambient noise, etc.), or based on counts of noise-sensitive buildings for simple projects.

Phase 3

• Examination and mapping of the existing and approved future noise-sensitive land

uses. • Detailed analyses of the ambient and future sound levels with the undertaking for the

preferred design concept. • Detailed noise impact assessment of the preferred design concept and investigation

of noise control solutions.


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Phase 4

Prepare the necessary noise assessment report for inclusion as part of the Environmental Study Report.

Phase 5

• Primary application: new surface transportation projects adjacent to existing noise-

sensitive developments. • It could be viewed as the reverse of Publication LU-131 which deals in part with new

residential developments adjacent to existing surface transportation (with numerous differences).

• The primary criteria to be based on the City of Ottawa ENCG and other relevant

MOE guidelines.

Documentation of the above noted phases of a noise assessment should closely follow that required by the Class EA process for each phase. For road reconstruction or expansion projects which have existing reverse frontage/flanking, noise abatement features will be considered as part of the public consultation process under the Environmental Assessment Act or the Planning Act. The noise abatement features will be designed to abate noise generated from the future traffic projections of the "Horizon Year" established by the City of Ottawa.


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3.0 ENVIRONMENTAL NOISE CONTROL GUIDELINES FOR LOCAL IMPROVEMENT ALONG CITY SURFACE TRANSPORTATION CORRIDORS

3.1 PURPOSE This guideline establishes the technical noise-related requirements to be met by residential properties to be considered by the City of Ottawa for a noise abatement, as Local Improvement, for the purpose of reducing existing City surface transportation corridors noise in outdoor living areas as much as technically, economically and administratively practicable. 3.2 SCOPE Over the past several years, the City has received several requests from some area residents to investigate and consider noise attenuation measures on a retrofit basis in existing residential areas with primarily reverse frontage lots or backyards adjacent to City surface transportation corridors. Most of these areas were built up prior to the development and implementation of the Ministry of Environment sound level criteria for new noise-sensitive developments adjacent to City transportation corridors.

This guideline is based on the principle that existing residential areas that are exposed to high noise levels due to their proximity to a City noise source, such as a City road Transitway or LRT corridor, may receive consideration for retrofitting of noise attenuation measures under the City’s Local Improvement Policy and Guidelines. 3.2.1 Exclusions and Limitations In situations where detailed plans are in place which deal specifically with noise issues such as a Community Design Plan or an Environmental Assessment study for a transportation corridor, then the study or plan will take precedence over the provisions of this guideline. Notwithstanding anything in this guideline, the requirements of the Environmental Assessment Act or the Municipal Class Environmental Assessment process for municipal transportation projects shall apply. Residential properties with noise concerns expressed due to railway or provincial highway sources are not eligible for consideration as a noise abatement - Local Improvement as the City does not have authority over such noise sources, however, these concerns will be referred to the appropriate agency or authority. Only residential properties with a potential for a noise barrier of more than 100 meters that also qualify as noise sensitive points of reception in accordance with the following criteria will be eligible for a review:


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1. Residential areas adjacent to a City transportation corridor (ie. City road, Transitway, light rail corridor).

2. Reverse frontage lots or blocks including flanking units where the outdoor living

areas are directly or partially exposed to noise from an adjacent transportation corridor.

3. Residential areas that have Outdoor Living Areas (OLA's) associated with the

residential unit such as a backyard3. For the purpose of noise assessment, the usual distance from the residential dwelling unit is 3.0 metres within the middle of the dwelling unit with the vertical height being 1.5 metres above the existing ground surface. The OLA must be clearly defined, as it will be subject to further technical analysis.

4. The following land uses with OLA's associated with them would qualify as points of

reception:

a) Single family residences b) Townhouses c) Multiple units residential buildings; such as apartment buildings with Common

Outdoor Living Areas. It is to be noted that paved areas will not qualify as an OLA.

Consideration for undertaking noise mitigation measures as a Local Improvement Project will also be pursuant to, and contingent upon, the provisions of the City’s Local Improvement Policy and Guidelines, which identify additional implementation requirements based on economical, administrative and other technical factors, including but not limited to, site topography and physical limitations. For example, the City will not consider Local Improvements that are likely to negatively affect land drainage or interfere with the preservation of special wooded areas. For residential properties that do not qualify as noise sensitive points of reception, the cost of noise attenuation within an individual dwelling or an outdoor area will be the sole responsibility of the homeowners. Furthermore, the homeowner will be responsible for all noise abatement features required to the indoors of the dwelling building such as air conditioning, double-glazed windows and brick veneer walls. 3.3 IMPLEMENTATION The implementation process involves assessing the sound level criteria and other technical requirements, including City staff responsibilities as summarized below. 3.3.1

3 An OLA is defined as an area at ground level accommodating outdoor living activities.


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Sound Level Criteria

The method for calculating noise levels will be in accordance with the MOE Guidelines, i.e. Ontario Road Noise Analysis Method for Environment and Transportation (ORNAMENT) Technical Document, Ontario Ministry of Environment, ISBN 0- 7729-6376, 1989 and Sound from Trains Environmental Analysis Method (STEAM), 1990, ISBN-7729-6376-2 as modified by the City to suit the local conditions and other technical adjustments prescribed by the City. To be considered for a noise abatement as a Local Improvement, a residential property that qualifies as a noise sensitive point of reception shall meet the following requirements: 1. The Leq 16 Hour daytime (7:00 a.m. to 11:00 p.m.) for the existing surface

transportation conditions must be over 60 dBA. Nothwithstanding this criteria, noise abatement as a Local Improvement also applies to noise situations that are demonstrably annoying and affect the normal enjoyment of one’s property either because of its repetitive nature, because of its quality or because of the time of the day.

2. The area/site specific sound levels, as established by the City in accordance with the technical procedures specified by the City, will be based on traffic parameters such as traffic volume, percentage of trucks, posted speed limit, road gradient, etc. Special consideration may be given by the City if the corridor is not and will not be subject to future Capital Works improvements such as widening, where future volume or traffic composition may result in increased sound levels. In all cases, noise abatement as a Local Improvement consideration is to be based on the existing situation while its design parameters for retrofit are to be based on future corridor and traffic conditions.

3. For a noise abatement as a Local Improvement to be undertaken, mitigation must provide a minimum sound Insertion Loss (IL) of 6 dBA when averaged over the first rows of the points of reception.

3.3.2 Technical Requirements

The use of a Local Improvement as a noise mitigation measure will be subject to the following technical feasibility/eligibility requirements (see the Local Improvement Policy and Guidelines for more details):

1. Barriers must be designed in accordance with the City’s Standard for Noise Barriers

Guidelines. 2. The noise barrier must be installed in a continuous line to ensure its effectiveness. 3. Barriers will be constructed on the City's right-of-way (r.o.w.), where feasible.


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4. The preferred barrier height is 2.5 metres high, but the maximum height of a noise barrier wall for retrofit purposes is 3 metres as measured from the barrier base elevation. Higher noise barrier walls may be allowed by the City subject to investigation of the aesthetics of the installation and depending on the availability of a wide right-of-way and deep residential lots. In preparing the design for the noise wall, consideration shall be given to the inclusion of openings through the wall for fire protection to adjacent homes if the hydrants are located within the City Road allowance. Openings in the wall are also required for fire protection for vehicles using the City Road from hydrants located on adjacent local streets.

5. If required, property owners at the termination points of the noise abatement wall will

be asked to register an easement to the City of Ottawa for the construction and maintenance of a noise wall along a side lot line. The side lot line noise wall will provide protection for the rear yard area of the adjacent property. If the landowner refuses to transfer the easement, the City will not attempt to purchase or expropriate the easement but will delete this section of wall from the Local Improvement project and reassess the impact on the effectiveness of the proposed works, as required.

3.3.3 City Staff Responsibilities

All administrative and financial procedures shall conform to the Regulations under the Municipal Act. The following are the technical responsibilities that have been assigned to City staff in regards to Noise Abatement Local Improvements:

1. When a request for a noise abatement as a Local Improvement is submitted, staff

shall visit the area of concern and investigate the area for any abnormal conditions that may have been responsible for generating the noise complaints. This may include abnormally excessive truck volumes, the presence of pot holes, excessive speeds over the posted speed limit, temporary construction detours, deteriorating pavement or track conditions or any other transient condition that is not normally associated with the City corridor within distances of 200m from the area of concern. City staff will be responsible for updating traffic data (volumes, speed, truck percentages, day/night split, etc.), if required.

2. The subject corridor shall visually be checked to determine the technical feasibility of

a noise barrier. 3. Staff shall, if the subject area meets all of the warrants for a noise abatement as a

Local Improvement, prepare the necessary technical and financial details in accordance with the City’s Local Improvement Policy and Guidelines, including detailed sound level calculations for the subject area to comply with the technical criteria of this guideline based on a minimum of one calculation for each group of three adjacent receptors, or as required. The calculated levels shall show the sound levels for the existing and ultimate cases without and with the proposed sound


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barrier. The Leq analysis shall also show the resulting sound levels with various barrier height alternatives. For specific situations, the City may conduct actual field monitoring of the sound levels where deemed necessary (such as difficult topographic situations and the presence of numerous sources of transportation sources of noise).

4. An information package, including the costs for which the homeowners and/or the

City are responsible, will be made available to all the affected homeowners or their duly appointed representatives. This will be in preparation of the affected homeowners pursuing support for a noise abatement as a Local Improvement through a petition process, per the provisions of the Local Improvement Policy and Guidelines.


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APPENDIX A

REFERENCES


APPENDIX A: REFERENCES List of relevant references: 1. Noise Assessment Criteria in Land Use Planning, Ontario Ministry of the

Environment: - Publication LU-131, October 1997, Noise Assessment Criteria in Land Use

Planning - Annex to Publication LU-131, Noise Assessment Criteria in Land Use Planning,

October 1997 - Requirements, Procedures and Implementation, October 1997

2. Manual for Noise Assessment in Land Use Planning, Ontario Ministry of the Environment, 1999.

3. ORNAMENT, Ontario Road Noise Analysis Method for Environment and Transportation, Technical Document, Ontario Ministry of the Environment, ISBN 0-7729-6376, 1989.

4. Model Municipal Noise Control By-Law, Final Report, August 1978, Ontario Ministry of the Environment.

5. MOE Technical Publications Series: - NPC-101: Technical Definitions - NPC-102: Instrumentation - NPC-103: Procedures - NPC-104: Sound Level Adjustments - NPC-115: Construction Equipment - NPC-134: Guideline on Information Required for the Assessment of Planned

Land Uses with Respect to Sound and Vibration Impacts - NPC-205: Sound Level Limits for Stationary Sources in Class 1 & 2 Areas

(Urban). - NPC-206: Sound Levels of Road Traffic (ORNAMENT) and Train Traffic

(STEAM) - NPC-207: Impulse Vibration in Residential Buildings - NPC-216: Residential Air Conditioning Devices - NPC-232: Sound Level Limits for Stationary Sources in Class 3 Areas (Rural) - NPC-233: Information to be Submitted for Approval of Stationary Sources of

Sound 6. Certificate Environmental Noise Course Manual, Ontario Ministry of the

Environment 1989 7. Road and Rail Noise, Effects on Housing, CMHC 8. New Housing and Airport Noise, CMHC 9. Provincial Policy Statement, The Planning Act, Ontario Ministry of Municipal

Affairs. 10. Guideline D-1, Land Use Compatibility, Ontario Ministry of the Environment, July

1995. 11. Guideline D-6, Compatibility between Industrial Facilities and Sensitive Land Uses,

Ontario Ministry of the Environment, July 1995.


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12. Bulletin No. 91003, Environmental Warnings/Restrictions, Ontario Ministry of Consumer and Commercial Relations, July 25, 1991.

13. Acoustic Nightmare (Cover Art), Department of Physics, Oldenburg University 14. STEAM, Sound from Trains Environmental Analysis Method, Ontario Ministry of

the Environment, ISBN 0-7729-6376-2, 1990. 15. Planning Act, Government of Ontario. 16. Environmental Protection Act, Government of Ontario. 17. MOE/MTO Protocol “A Protocol for Dealing with Noise Concerns During the

Preparation, Review and Evaluation of Provincial Highways Environmental Assessments”.

18. Guide to Applying for Approval (Air & Noise) Section 9 Environmental Protection Act R.S.O. 1990.

19. Noise Screening Process for S.9 (Section 9) Applications Supplement to Application for Approval, Ministry of the Environment.

20. Supporting Information for the Preparation of an Acoustic Assessment Report (AIR), Ministry of the Environment.

21. Class Environmental Assessment for Municipal Road Projects, Municipal Engineers Association.

22. Standards for Noise Barriers on Roadway, Canadian Standards Association, CANCSA Standard Z107.9-00.

23. Former Regional Municipality of Ottawa-Carleton (RMOC) Documents: i. Noise Control Guidelines for New Developments Adjacent to Existing and

Proposed Regional Roads and Transitways, August 21, 1992 (As amended and approved by Regional Council January 27, 1993).

ii. Noise Control Guidelines for new Construction, Reconstruction and Widening of Regional Roads and Transitways, May 17, 1995.

iii. Noise Barrier Retrofit Policy for Residential Developments Adjacent to Existing Regional Roads and Transitways, February 2000, (As amended and approved by Regional Council, February 9, 2000).

iv. Standard for Noise Barriers July 2000, (As amended and approved by Regional Council, June 28, 2000).


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APPENDIX B

GLOSSARY OF TECHNICAL TERMS AND DEFINITIONS


APPENDIX B: GLOSSARY OF TECHNICAL TERMS AND DEFINITIONS A weighted decibel; dBA A nationally and internationally standardized frequency

weighting applied to the sound level (measured in decibels) spectrum to approximate the sensitivity of the human hearing mechanism as a function of frequency (pitch).

AADT "Annual Average Daily Traffic" is defined as the average twenty-four hour, two-

way traffic for the period January 1st to December 31st. Acoustic “Shadow Zone” (and Acoustic “Bright Zone”) Acoustic “Shadow Zone” is

the area behind a sound barrier with no direct line-of-sight from the receptor to the source where the sound wave may diffract (bend) around the barrier. The Acoustic “Bright Zone” is the area around a sound barrier with direct line-of-sight from the receptor to the source.

Acoustic Insulation Factor (AIF) is a technical descriptor developed by the National

Research Council of Canada (NRC) to signify the ability of a structure or an assembly to reduce the noise from the outside to the inside of a building based on specified indoor design conditions.

Acoustical Consultant is a Professional Engineer (P.Eng.), licensed by the

Professional Engineers of Ontario (PEO) to practice in the Province of Ontario, with demonstrated experience in the field of acoustics and noise control as partly defined by the PEO professional practice Guidelines for Professional Engineers Providing Acoustical Engineering Geotechnical Services in Land-Use Planning.

Adverse Effect means harm or material discomfort to any person; an adverse effect on

the health of any person, and loss of enjoyment of normal use of property. Aesthetics in the context of this guideline document, refer to the methods of providing

visual relief and appealing characteristics to planned noise barriers through the application of landscaping designs and aesthetic treatment.

Airborne Sound is sound that reaches the point of interest by propagation through air. Ambient/ Background Sound Level is the all-encompassing noise associated with a

given environment and comprises a composite of sounds from many sources, other than the source of interest, near and far . In the context of this document, the ambient or existing noise level is the noise level which exists at a receptor as a result of existing traffic conditions without the addition of noise generated by the proposed undertaking or the new source of noise.

A-Weighted Sound Level The “A-weighted sound level” is a sound pressure level

indicated by a measurement system that includes an A-weighted network. The

City of Ottawa Environmental Noise Control Guidelines B-1

resulting value is in decibels and commonly labeled dBA. A-Weighting is a frequency weighting intended to approximate the relative sensitivity of

the normal human ear to different frequencies (pitches of sound).The specific variation of sensitivity with frequency to conform to IEC Publication 651.

Construction includes erection, alteration, repair, dismantling, demolition, structural

maintenance, painting, moving, land clearing, earth moving, grading, excavating, the laying of pipe and conduit whether above or below ground level, street and highway building, concreting, equipment installation and alteration and the structural installation of construction components and materials in any form or for any purpose, and includes any work in connection therewith; activities associated with the operation at waste and snow disposal sites are excluded.

Control Measure For planning of new noise sensitive land uses for transportation sources of noise only: a control measure refers to action which can be taken to achieve compatibility for the specific land use or activity. The control measure should be permanent in nature and not be readily removable or alterable by the future occupants. Control measures may include, but are not limited to, the following: 1. Acoustical Barriers - berms, walls, favourable topographical features, other

intervening structures; 2. Architectural Design - room and corridor arrangement, blank walls, placement of

windows, balconies, and courtyards, building height; 3. Building Construction - acoustical treatment of walls, ceilings, selection of

acoustical materials and other control devices. Provision for air conditioning; 4. Mitigation at Source - noise control applied directly to the noise source; 5. Site Planning - orientation of buildings and Outdoor Living Areas with respect to

noise sources, spatial separation such as the insertion of noise insensitive land uses between source and receiver, appropriate setbacks, and the use of intervening service roads;

6. Windows/Doors - acoustically designed windows or doors that provide the required noise reduction. In order to allow for the windows and doors to remain closed, air conditioning, i.e. mechanical ventilation and climatic control system, is necessary.

dBA means the A-weighted sound pressure level. dBAi means the A-weighted sound pressure level of an impulsive sound measured with

a sound level meter set to "impulse" response. Decibel is the common measure of sound level or sound pressure level. It is the term

to identify 10 times the common logarithm of the ratio of two like quantities proportional to power or energy. The “decibel” is a dimensionless measure of sound level or sound pressure level; see sound pressure level.

Engineer or Consulting Engineer (Structural) For the purpose of this document, in

connection with the design of Noise/Sound Barriers, shall mean the Professional


Engineer or the Engineering firm licensed by the Professional Engineers of Ontario (PEO) which is engaged by the Supplier and/or project proponent to design and certify the noise barrier system. The Engineer shall have documented experience in the design, construction and review of Structural Engineering Projects as required and in accordance with the Guidelines for Professional Engineering Services prepared by the Professional Engineers of Ontario.

Environmental Noise is noise transmitted through the outdoor environment as

opposed to noise generated and contained within buildings. In the context of the ENCG, environmental noise pertains to transportation and/or stationary source noise

Equivalent Sound Pressure Level denoted Leq is the level of a steady sound having

the same time integral of the squared sound pressure, in the measurement interval, as the observed sound.

First Row Receiver is a term used to define all those receivers (or receptors) adjacent

to a City transportation corridor where sound level differences are imperceptible (within 3 dBA) from the noisiest receiver.

Frequency (Pitch) is the number of complete oscillations (or cycles) per second of a

periodically varying quantity (e.g. pressure, displacement, ….). The unit is the Hertz (Hz).

Geotechnical Engineer is a Professional Engineer (P. Eng.) licensed by the

Professional Engineers of Ontario (PEO) to practice in the Province of Ontario, with demonstrated expertise in the field of geotechnical engineering as defined by the PEO Guidelines for Professional Engineers Providing Geotechnical Engineering Services.

Impulsive Sound (MOE definition) An “impulsive sound” is a single pressure pulse or

a single burst of pressure pulses, as defined by IEC 179A, First supplement to IEC 179, Sections 3.1 and 3.2.

Indoor Sound Level is an estimated/calculated sound level in the central part of a

room. Leq – The Logarithmic Energy Equivalent Continuous Sound Level is the constant

sound level over the time period in question, that results in the same total sound energy as the actually varying sound. It must be associated with a time period. Leq is a measure of total sound energy dose over a specified time period.

Leq (T): Leq (16 hours), Leq (8 hours), Leq (1 hour) means the A-weighted level of a

steady sound carrying the same total energy in the time period T as the observed fluctuating sound. The time period T is given in brackets.


L90 The Background One Hour Ninetieth Percentile Sound Level; i.e. the sound level exceeded more than 90% of the time (1 hr. in this case).

Logarithmic Mean Impulse Sound Level sometimes denoted LLM, of n impulsive

sounds, is ten times the logarithm to the base 10 of the arithmetic mean of ten to the power of one tenth the impulse sound level of each impulsive sound.

Mature State of Development is the future build-out of development to the ultimate

population and traffic capacity forecasts corresponding to the Official Plan of the City.

Noise is defined as any unwanted sound. Noise Attenuation Feature: is any feature or combination of features. such as noise

abatement walls, earth berms, building configuration, building materials, etc. (not intended to be a complete list) which provide a reduction in noise level for noise sensitive outdoor living areas.

Noise Barrier is a physical structure planned or otherwise, which is located between a

noise source and a noise sensitive receptor and effects a reduction in sound level transmission from the source to the receptor. Noise barriers, in general, include walls, berms or combinations thereof, buildings, natural or deliberately created land features, etc.

Noise Exposure Forecast (NEF) The NEF descriptor reflects the sound levels

produced by all types of aircraft at an airport, taking into consideration the number of flights, the duration of the noise, the time of day and the frequency components of the sound (pure tones). The NEF contours around airports in general, are developed from 25 NEF to 40 or 45 NEF based on predictions up to 10 years.

Noise Exposure Projection (NEP) The NEP descriptor is essentially similar to the NEF

descriptor except it provides a long-term projection beyond 10 years; if the data is available.

Noise Reduction (NR) is the difference in sound level between two adjacent spaces. Noise Reduction Coefficient (NRC) is a single-number rating of the sound-absorptive

property of a material. It is calculated as the average of the sound-absorption coefficients, measured in accordance with ASTM Test Method C423, at 250, 500, 1000 and 2000 Hz, and rounded to the nearest multiple of 0.05.

Noise Sensitive Areas (NSA)/Land Use: These are any outdoor living areas

associated with residential/institutional buildings. The following land uses, with OLA's associated with them would qualify as NSA's: private homes such as single family residences; townhouses; multiple unit buildings such as apartments with OLA's for


use by all occupants; hospitals or nursing homes where there are OLA's for the patients.

Noise Sensitive Land Use means a land use that is sensitive to noise, whether inside

and/or outside the property and that must be planned and/or designed using appropriate land use compatibility principles. Examples of sensitive land uses: • residential developments; • seasonal residential developments; • hospitals, nursing/retirement homes, schools, day-care centres; • other land uses that may contain outdoor and/or outdoor areas/spaces where an intruding noise may create an adverse effect. In general, a noise-sensitive land use could be any type of land use where environmental noise is likely to cause an adverse effect or material discomfort whether inside or outside of a building.

Noise/Sound Barrier System as referred to in this document, refers to the noise

barrier as a system which includes the panels, posts, foundation, methods of design and construction details, finish and all other components as approved by the City for inclusion in the City’s List of Approved Suppliers.

Noise/Sound Barrier Walls are free standing walls/structures made of concrete, wood,

metal, vinyl or composite walls installed for the purpose of reducing the noise levels on adjacent properties.

Official Plan (OP) means the approved Official Plan of the City. Official Plan Amendment (OPA) means an approved amendment of part(s) of the

Official Plan of the City. ORTEP The Ottawa Rapid Transit Expansion Program is a transit corridor

implementation strategy developed in 2003 to integrate Light Rail Transit (LRT) and Bus Rapid Transit (BRT) in the City of Ottawa.

Outdoor Living Area (OLA) is the part of an outdoor amenity area provided for the

quiet enjoyment of the outdoor environment. The OLA is typically a backyard area at ground level accommodating outdoor living activities. For sound level calculation purposes, the usual distance from the dwelling unit wall is 3 m. The vertical height is 1.5 metres above the existing corridor surface. Where unknown, the side closest to the source of noise should be assumed. Paved areas for multiple dwelling residential units may not be defined as an OLA. The OLA may include private areas used by individual dwelling occupants or “common” areas used by multi-tenant dwelling occupants. OLA is also the part of an outdoor area easily accessible from the building and designed for the quiet enjoyment of the outdoor environment. Outdoor Living Areas include, but are not limited to, the following:


• Backyard areas of approximately 56 m2 for single family dwellings, 46 m2 for semi-detached units and 37 m2 per unit for row housing;

• Balconies, provided they are the only Outdoor Living Areas for the occupant and meet the following conditions: (a) minimum depth of 4 m; (b) outside the exterior building facade; (c) unenclosed;

• Common Outdoor Living Areas associated with multi-storey apartment buildings or condominiums;

• Passive recreational areas such as parks if identified by the City. Panel The panel component of a noise barrier is that portion which, when joined

together, produces a solid wall. In most cases, the panels span the distance between supports.

Point of Reception means any point on the premises of a person where sound or

vibration originating from other than those premises is received. For the purposes of noise impact assessment in the plane of a bedroom window, the point of assessment is typically 4.5 m above ground unless the dwelling is a multi-storey building. The point of reception is commonly used for assessment of stationary sources of noise

Posts Are usually considered as vertical supports for the noise barrier panels. Principle Main Railway Line refers to a train line, with train volume generally

exceeding 10 trains per day with 3 or 4 power units per train at speeds frequently exceeding 80 km/hr. The railway authority should be consulted on a case-by-case basis.

Roadway includes a common public roadway, street, avenue, parkway, driveway or

part of a roadway on a bridge or trestle which is intended for or used by the general public for the passage of vehicles and includes the area between the lateral property lines thereof.

Rural Area Where the sound environment is dominated by the sounds of nature and

road traffic, if any, is infrequent. SADT “Summer Average Daily Traffic”; defined as the average twenty-four hour, two-

way traffic for the period 1 July to 31 August, including weekends. Secondary Main Railway Line refers to a train line, with train volume generally

exceeding 5 trains per day with 1 or 2 power units per train at speeds frequently exceeding 80 km/hr. The railway authority should be consulted on a case-by-case basis.


Sound is a fluctuation in pressure, particle displacement or particle velocity propagated in any medium; or the auditory sensation that may be produced by it.

Sound (Pressure) Level is the logarithmic ratio of the instantaneous energy of a sound

to the energy at the threshold of hearing. It is measured in decibels (dB) Sound Level is the A-weighted sound pressure level in dBA. Sound Pressure is the difference between instantaneous pressure at a point in a

medium during the passage of an acoustic disturbance and the prevailing pressure at the same point in the absence of that disturbance (The medium of interest is generally the atmosphere).

Sound Pressure Level (Lp) is 10 times the common logarithm of the ratio of the mean

square pressure of a sound to the square of the reference pressure of 20 micro Pascal. Thus, the sound pressure level is expressed in decibels.

Sound Transmission Class (STC) is a single-number rating of the capacity of a

structure to prevent sound from reaching a receiving location. It is calculated in accordance with ASTM Classification E413 using values of sound-transmission loss measured in accordance with ASTM Test Method E90. It provides an estimate of the performance of a partition in dealing with certain common sound insulation problems.

Stationary Source of Noise Stationary sources of noise are defined as all sources of

sound and vibration, whether fixed or mobile, that exist or operate on a premises, property or facility, the combined sound and vibration levels of which are emitted beyond the property boundary of the premises, property or facility, unless the source(s) is (are) due to construction. Stationary source noise can be generated by individual sources or multiple sources. Individual noise sources include, but are not limited to, generators, fans or commercial air conditioners. Facilities usually comprise multiple sources of noise and are considered as a single stationary source of noise for purposes of noise study, assessment and mitigation. Facilities that are considered as stationary sources of noise include, for example, industrial facilities, car dealerships, motor vehicle maintenance and repair facilities, snow disposal sites, car washes, motor vehicle racing facilities and transit terminals. Sources of noise excluded from the definition of stationary sources, in accordance with MOE guidelines include: construction activities, gas stations, music and people noise and retail facilities such as convenience stores where goods are delivered infrequently.

Supplier Refers to the manufacturer of the noise barriers/noise barrier system and/or its

representative responsible for making the necessary technical submissions to the City as well as the supply of the noise barrier system components.


Time Periods (MOE predefined time periods ) "Day-time" is the 16-hour period between 07:00 and 23:00 hours. "Evening" is the 4-hour period between 19:00 and 23:00 hours. "Night-time" is the 8-hour period between 23:00 and 07:00 hours.

Transitway is defined as a roadway designed for the exclusive use by buses and other

authorized vehicles. Urban Area Where the sound environment is dominated by human activities. Vibration is a temporal and spatial oscillation of displacement, velocity or acceleration

in a solid medium. Warning Clause (Or "environmental warning/restriction") means a notification of or

obligation to notify a potential purchaser of some environmental concern; in this case the concern is potential annoyance due a source of noise (Its application is not intended for stationary sources of noise).


APPENDIX C

STANDARD FOR NOISE BARRIERS


APPENDIX C: STANDARD FOR NOISE BARRIERS This standard specifies requirements for design, material and construction of noise barriers as to complements the Environmental Noise Control Guidelines to which this standard is attached. The use of this standard is expected to result in a higher quality noise barrier system, and lower capital and maintenance costs to both, the residents in the case of developer-constructed barriers, and to the City of Ottawa in the case of retrofit or capital works projects. The following summarizes the basic principles previously adopted by the former Regional Municipality of Ottawa-Carleton (ROC) as well as new enhancements by the City: 1. To focus on meeting the acoustic criteria. 2. Allow the use of competitive products, and limit the possible product monopoly that

may develop. 3. Not restrict the industry from developing various acceptable design alternatives. 4. Encourage the use of friendly, but durable, products that homeowners can relate to

or maintain, where necessary. 5. Provide realistic warranties that focus on the barrier system, and not only on the

panels or materials. 6. Relate the barrier standards to the various current City Noise Guidelines Control

Guidelines. 7. Provide effective implementation procedures for barrier design and installation. This standard is subject to periodic review, and suggestions for improvement may be referred to the appropriate City office.

1.0 SCOPE/OBJECTIVES AND APPLICATION

1.1 SCOPE/OBJECTIVES This standard provides outline specifications for the design and installation of noise barriers approved or constructed by the City of Ottawa. The specific requirements described in this standard are not to be considered all inclusive. Any new design, material or installation technique not specifically addressed in this standard should be evaluated with the general fundamentals of acoustics, durability, safety, and functionality in mind. This standard applies to noise barriers constructed by the City in connection with transportation corridors and transit corridors capital works projects that may be subject to the EA process and to retrofit noise barriers. The standard also applies to noise


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barriers approved by the City in connection with new development projects subject to the City approval process. The objective of this Standard is to set uniform design and construction guidelines for the approval and installation of durable and high quality noise barrier systems, with a life expectancy of at least 20 years, that will result in lower capital and maintenance costs to the residents, in the case of developer constructed barriers, and to the City in the case of noise barrier retrofit or capital works projects. 1.2 APPLICATION OF THE CSA STANDARD FOR NOISE BARRIERS WITHIN

PROJECTS IN THE CITY Certification organizations, such as the Canadian Standards Association, as accredited by the Standards Council of Canada, have their own criteria and procedures for certification services. CSA provides certification services for manufacturers who, under license from CSA, wish to use the appropriate registered CSA marks on certain products of their manufacture to indicate conformity with CSA Standards. It should be noted that the CSA Standard for Noise Barriers is neither binding on the manufacturers of noise barriers nor on the approval agencies. The CSA Standard was developed to promote standardization of the noise barrier industry across the country with a view to developing a safe, durable and effective product. It is the intent of the City, however, to accept noise barriers bearing the CSA mark as meeting the City Noise Barrier Standard in addition to other noise barrier systems that meet this City Standard. The objectives of the Standard will, therefore be as follows:

1. To endorse noise barrier systems utilizing materials bearing the CSA mark. 2. To also consider noise barrier systems not bearing the CSA mark which are

manufactured to either meet the City Standard or have proven themselves to be worthy of consideration based on successful installations that "stood the test of time".

3. To encourage more local manufacturers to develop a variety of quality and safe products that meet the City Standard, and ultimately the CSA Standard.

4. To provide the necessary flexibility in meeting site specific challenges or problems with the use of qualified and professional expertise in the areas of structural and geotechnical engineering and landscape architecture fields.

5. To provide integrated solutions to environmental noise issues and their controls in accordance with other City noise policies and guidelines.


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2.0 SOUND BARRIER HEIGHT AND LOCATION REQUIREMENTS TO BE INCORPORATED IN NOISE STUDY REPORT

For new land use planning, the City of Ottawa discourages the use of sound barriers especially along City roadways and they shall only be used as a last resort where all other mitigation measures are demonstrated through the necessary studies to be not feasible. Section 1.6 in this guideline document provides information on noise study requirements which include some information on sound barriers. Should the use of sound barriers be found necessary, the following site specific information and details should be included in the relative noise study: 2.1 NOISE BARRIER DETAILS

i. Typical and all worst case cross sections (and additional cross sections as may be necessary) at a reasonable vertical and horizontal scale should be provided to clearly illustrate the proposed berm and/or wall configuration in relation to the future grade at the Outdoor Living Area based on the proposed Lot Grading Plan (for a Noise Feasibility Study, use the existing grades. For a Detailed Study, existing and proposed future grades at the site must be indicated). Cross sections and/or the data in the report must include the location of the noise source, the location and elevation of the receiver, top elevation of the noise barrier, ground elevations of the berm, berm slopes, sidewalks, boulevards, ditches, roadway or railway elevations and property limits of the lands in question. Cross sections must provide all information (distances and heights) required to calculate the sound level reductions due to barriers.

ii. The location of the cross sections must be indicated on a copy of the submitted

plan. Preliminary grading plans should identify and make reference to all information shown on the cross sections (Corridor ground elevations, ground elevation at noise receivers, ground and top elevations of the berm, elevations of the rear yards, sidewalks, ditches, boulevards and ground elevation at the building face).

iii. Height of receiver to be used is 1.5m above the ground at a point located 3.0m

from the rear and/or closest wall within the identified Outdoor Living Area of the dwelling unit. If the house or development design shows other alternative locations for the Outdoor Living Area, such as a common Outdoor Living Area, then the receiver location(s) should be shown on the applicable project drawings.

iv. Other suitable and acoustically effective Outdoor Living Area locations may be

selected in consultation with the City of Ottawa based on site specific cases.


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v. The minimum acceptable barrier wall height is 2.2m for a flat grade case. In all

cases, the noise barrier wall for new development should not exceed 2.5m in height unless approved by the City of Ottawa.

vi. Should the result of the analysis indicate the need for a barrier up to 2.2m high

to protect the Outdoor Living Area, there is no need to consider the use of an additional setback to accommodate the planned noise barrier. For situations where the barrier wall height exceeds 2.2m, the following table provides guidance on the additional setbacks required to accommodate a base berm and a wall on top of the berm. The berm must be placed entirely within the property line of the proposed development. The City will not accept any berming on its r.o.w. Maintenance of the barrier, including the side facing the road, is the responsibility of the property owner.

ADDITIONAL SETBACKS REQUIRED FOR BERMS

BERM HEIGHT ADDITIONAL

SETBACK 0.5m 3.5m 1.0m 6.5m 1.5m 9.5m 2.0m 12.5m 2.5m 15.5m

The details related to the berm are discussed in the clauses to follow.

vii. For single family, detached or semi-detached and townhouse residential

development, a minimum of 6.0m depth of a relatively flat rear yard is required as measured from the rear face of the building and containing no slope in excess of 4%.

viii. For roadway and bus Transitways, a maximum slope of 3:1 will be required for

any earth-work (i.e. berm) adjacent to the boulevard. Slopes steeper than 3:1 will be tolerated on the lot side of the earthwork by the use of retaining walls, where accepted by the City of Ottawa for drainage and landscaping (the 3:1 ratio on the lot side may only be modified at the discretion of the City). For railways, the slope on the railway side should be 2.5:1.

ix. In cases where the attenuation facility is interrupted, barrier returns or parallel

screens may be required and the detailed design and calculations of the treatment in such cases will have to be incorporated into the acoustical report. The report and the grading plan must include a detailed plan and appropriate cross sections of such cases.


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x. The location of a proposed noise barrier when located adjacent to a City Road or Transitway or a railway right-of-way should be based on the following principles:

• A noise barrier wall should be located entirely on the development under

consideration; on the side of the property line which is on private property. Its location should be a minimum of 0.3m from the City right-of-way. The location of the noise barrier wall should take into account requirements for future roadway widening.

• The barrier berm should be located entirely on the development under consideration on the side of the property line which is on private property. Only in exceptional cases, the City may accept a portion of the berm and the portion of the berm on the City or railway company right-of-way be subject to acceptance and approval by the authorities having jurisdiction prior to making any commitment to this effect. The design of the berm could be affected by future roadway widening. The proponent and/or their Consultants should prepare the necessary details related to the berm design and address all matters of concern such as compaction, grade elevations, drainage, safety, cover and landscaping, side slopes, maintenance,…etc.

• In all cases, the noise barrier wall should be located in an approved location relative to the berm. Only in exceptional cases, the portion of the berm facing the road transportation facility on private property may have to be dedicated to the City at no cost where requested by the City.

• Where a barrier is required, the receptors should be located within its acoustical “shadow zone”.

xi. The maximum height of berm/barrier allowed is to be determined in each case

by the City of Ottawa. xii. For roadways and bus Transitways, the noise barrier shall be located to

conform to the ultimate roadway width and cross section to prevent future barrier relocation.

xiii. In general, the maximum combined barrier height (i.e. berm and wall) above the

road or bus Transitway centre line or the ground-oriented Outdoor Living Area should be 4.5m. Otherwise, the proponent should investigate other noise control options and lot grading possibilities. For railway corridors, the minimum acceptable heights of the berm-wall combination should be consistent with the railway requirements for noise and safety.

All sound barriers must conform to the City’s Standards for Noise Barriers.


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2.2 LOCATION OF SOUND BARRIER

Information on noise barriers, berms and berm/wall combinations must include location and height of the barrier relative to sea level.

2.3 MATERIAL

Type and surface density of the barrier should be specified and the manufacturer and/or supplier described, if known. The City recommends that the barrier design parameters be similar to those developed by the City with respect to structural specifications, wind loading, footing design, reinforcement, rust protection, warranty requirements,…etc.

In Particular, noise barriers should have the following characteristics:

(i) Surface mass density not less than 20 kg/sq. m (4 lbs/sq.ft.) in order to ensure

that the sound component transmitted through the barrier material is at least 10 dB below the sound component diffracted across the top of the barrier.

(ii) Have no holes or gaps. (iii) Interrupt the line-of-sight drawn from the source to the receiver, i.e. the

receiver should be in the acoustical “shadow zone” of the barrier. (iv) Provide the desired minimum sound level reduction and protect all receiver

locations (3m from building face closest to transportation facility) subject to the guidelines.

(v) The noise barrier is continuous or is turned through appropriate angles away form the source at both ends to protect the receivers from the flanking sides.

2.4 LANDSCAPING AND ACCESS

Where the use of a sound barrier is approved by the City, landscaping for aesthetic purposes will be required to the satisfaction of the City. In addition, City policies pertaining access to roads and transit systems must be fully considered as part of the barrier design.

3.0 DESIGN

The details presented in this Standard refer to noise barriers as a total and integrated system of various components including the base berm, if any, the wall, and all other associated components, as defined herein. All individual components shall be designed to be capable of being assembled on site and to conform to the drawings and specifications. The panels to also be designed to facilitate ease of on-site replacement.


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The design of the system shall be site-specific and in accordance with the Canadian Highway Bridge Design Code (CHBDC), prepared by qualified Professional Engineers and Acoustic Consultants. Input will be required from Geotechnical and/or Structural Engineers. The noise barrier shall be designed to withstand all possible forces and loads encountered during the design life of the barrier and remains serviceable. The design shall be site specific with reference to the wind pressure, earthquake load, freezing depth and soil conditions. The foundation of the barrier wall shall be designed to be founded on undisturbed soil, and at required depth of embedment as per the design requirements, but not less than the depth of freezing of the area. 3.1 ACOUSTICS 3.1.1 Material Density/Sound Transmission Class (STC) Requirements For a panel to be qualified as a sound barrier material, one or more of the following conditions should be met: • The surface density of the panel material to be not less than 20 kg/sq.m. • The Sound Transmission Class (STC) of the panel material to be 20, or greater,

when tested in accordance with ASTM-E90 (a test report to be submitted for approval).

• The Sound Transmission Class (STC) of the panel material has historically been demonstrated to be 30 or greater.

In addition, sufficient measures are to be taken to prevent drumming of the panels caused by wind or ground vibration. 3.1.2 NOISE REDUCTION COEFFICIENT (NRC) If the noise barrier system is specified by the Acoustical Consultant to be sound absorptive, the barrier panels should be tested to determine the Noise Reduction Coefficient (NRC) in accordance with ASTM-C423. A panel or an assembly of panels should be tested, as required, in accordance with the ASTM Procedures for free-standing screens. The use of alternate methods of providing the necessary sound absorptive qualities by a barrier system should be subject to special approval by the City based on qualified technical data to be submitted by the proponent. This may include the use of double walled noise barrier panels (sandwich construction with perforated facing) or the use of substantial landscaping designs along the barrier faces by a Landscape Architect.


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3.2 EXPANSION JOINTS The noise barrier is to be designed and installed so as to accommodate movement of the noise barrier panel during the weather cycle without placing undue stress on any structure and the noise barrier installation, or reducing acoustical attenuation. The joints in the noise barrier are to match the size and location of the structure joints. 3.3 HEIGHT The noise barrier system design should provide details of methods and materials to be used to accommodate varying wall heights above the top of footing. 3.4 PANEL ORIENTATION Noise barrier elements should be designed and oriented to minimize entrapment and ponding of water, and accumulation and infiltration of dirt and debris inside and on any surface of any component. Corrugated, or ribbed panels, should be mounted such that the features are oriented vertically. 3.5 PANELS WITH FIRE HOSE ACCESS Noise barrier panels with fire hose access openings, if required, shall be designed with additional reinforcement and protective coating around the opening, as necessary, to maintain structural integrity.

4.0 MATERIALS

4.1 GENERAL For materials, not specifically included in this section, the manufacturer should demonstrate to the City that the material has a minimum predicted maintenance free lifespan of 20 years. All materials should have a flame spread classification less than, or equal to, 140 and smoke developed classification less than, or equal to, 180 when tested in accordance with the ULC standards. Metal and non-metallic components of noise barrier systems, including their performance, such as corrosion and weathering, to be in accordance with the applicable CSA, ASTM, CAN/L1LC, ULC, CSA/CAN and ANSI standards. 4.2 COATINGS Coatings refer to all paints, stains and laminates. All coated components to be rated for accelerated weathering. All coated steel components to be resistant to corrosion.


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Components which are hot dip galvanized, or coated with a polyvinyl chloride (PVC) plastisol using an epoxy primer using no adhesives for bonding, need not have accelerated weathering test data 4.3 CONCRETE PANELS AND POSTS 4.3.1 Cast-in-Place Cast-in-place concrete to conform to the requirements of the CSA Standards. 4.3.2 Precast Precast concrete to conform to the requirements of the CSA Standards. 4.3.3 Steel Reinforcing All steel reinforcing to conform to the requirements of the CSA Standards. The bars to be free from rust, scale, or other substances, that will prevent bonding. All reinforcing bars should be epoxy coated, conforming to ASTM Standards. The concrete cover over the steel reinforcing should meet the requirements of the CSA Standards and in no case should it be less than 50mm. 4.4 BARE METAL COMPONENTS All bare metal components to be either fabricated of nonferrous materials, or hot dip galvanized after fabrication, according to the requirements of CSA Standards. All welding to conform to CSA Standards. 4.5 COMPOSITES AND METAL PANELS Steel panels, exposed to traffic and snow removal operations, to be minimum nominal 0.91 mm galvanized steel (20 gauge). All other panels to be of minimum nominal 0.76 mm galvanized steel (22 gauge). All steel sheeting components to be coated with a material meeting the requirements of this standard. Acceptable products include galvanized panels and then coated with an organic polyvinyl chloride (PVC) plastisol using an epoxy primer using no adhesives for bonding. The coating system thickness must be 200 um on the surfaces exposed to traffic and snow removal operations, and 100 um thick on all other panel surfaces. Pop-rivets shall be either aluminum, with an aluminum mandrel, or aluminum, with a stainless steel mandrel.


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Other composites or metal panels, such as aluminum, may be used as panels for sound barriers, provided that such products are corrosion resistant and meet the acoustic and other performance criteria in this Standard. 4.6 SOUND ABSORPTIVE QUALITY If the noise barrier system is specified by the Acoustical Consultant to be sound absorptive, the average Noise Reduction Coefficient (NRC) shall be not less than 0.70 (70%). Sound absorptive materials used to fill cavities in double walled noise barrier systems, to increase sound absorption, shall be semi-rigid type. 4.7 WOOD COMPONENTS All wood products to be made out of graded lumber (conforming to National Lumber Grading Association or Standard Grading Rules of Canadian Lumber 2000) and to be either naturally resistant to decay for a minimum of 20 years, or to be pressure treated. The panel must be composed of tightly fitted wood boards so as to avoid warping, splitting and loosening of particles, knots and imperfections. All boards must be tightly butted and secured. The use of board-on-board panels to meet the stated density/acoustic criteria is acceptable provided that the boards are thoroughly secured. In addition, board-on-board panels shall have tightly butted joints that are staggered, with provision to allow for expansion/contraction, and for making the necessary field adjustments (e.g. for tightening up of developed gaps), where required. The use of Tongue and Groove, and V-joints for joining panels is acceptable provided that the tongue or V -joint extent is not less than 19mm (3/4") long. Nails, and other fastening devices, must be either hot dip galvanized steel, or made of nonferrous or stainless steel. When there is ground contact with wood, the wood must be pressure treated and cut ends to be treated also, or protected from moisture penetration. For wooden noise barriers, the following are the minimum acceptable features to qualify as an acceptable noise barrier system: 1. All wood shall be selected for good appearance and free of defects and large/heavy

knots. In addition, all torn grain and surface stains shall be eliminated by appropriate surface refinishing.

2. All skirts, coming in contact with the ground/soil, shall be pressure treated with finished cut edges treated or protected from moisture penetration, and to be buried 100 to 150mm below the finished ground level.

3. All exposed panels to be dressed with beveled edges on both sides.


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4. All wooden posts (metal posts are also acceptable) to have minimum dimensions of 140 x 140mm, or larger, as required by the governing code, dressed to pattern.

5. Double posts are required on all directional changes greater than 20°. 6. Install coping on top of panels using one piece wood (or other acceptable metal

products) 7. The use of decorative elements such as pilasters, curved (scalloped) top rail, post

caps, wood designs, etc. is preferable. In all cases, the decorative elements should not affect the minimum barrier height requirements, the density, or any other acoustic/structural requirements.

8. Wood, and/or metal frames, to be used to support the wood panels in place, and to be designed to allow expansion/contraction of the wood panels/elements, and for making the necessary field adjustments, where required.

9. All metal components, if any, used in a wooden sound barrier to conform to the metal or steel component specifications in this Standard.

4.8 BRICK All bricks used to be in accordance with the CSA standards. 4.9 GRANULAR MATERIAL All granular materials shall be free from deleterious materials, debris and organic materials. When used, it shall be compacted to 98% of Standard Proctor Dry Density .

5.0 INSTALLATION AND CONSTRUCTION

All work and noise barrier materials for specific installations are subject to field certification by the design professionals to ensure adherence to the requirements in this specification. All materials delivered to the construction site should be visually inspected by the owner, and/or their representative, for proper dimensions, cracks, voids, surface defects, inconsistency in colour and texture, and any other damage or imperfections. 5.1 HEIGHT AND ALIGNMENT The noise barrier to be constructed to the height and alignment as specified by the Acoustical Consultant. The minimum specified height of the noise barrier to be maintained at all times. 5.2 FOOTINGS, POSTS AND PANELS The foundation, footing and post design, shall meet the objective of constructing a durable sound barrier that meets or exceeds the objectives of this Standard of a 20-year


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life expectancy and the set minimum guarantee of 5 years for material and installation of the noise barrier system. 5.2.1 FOOTING The footing shall be founded on undisturbed soil at the design embedment length as required but shall be minimum below freezing depth of the area. The founding surface shall be confirmed by a Geotechnical Engineer. All the soft spots to be removed and bottom of the footing protected from freezing. In case of solid rock encountered at a depth less than the freezing depth, foundation shall be carried minimum 300mm in the rock. The concrete of footing shall be as follows: 1. Minimum 28 days compressive strength to be 20 Mpa 2. Ready mix concrete or site mix concrete to confirm CSA-A23.2 3. All site placed concrete to be protected from freezing and to be protected in

excessive summer temperature from drying. 4. The concrete in the footing shall be cured for a minimum period of 5 days before the

installation of panels. 5.2.2 FOOTING IN EARTH If drilled footing is used, it shall be cast entirely against undisturbed soil. Footing other than drilled caisson to be formed and the excavation shall be backfilled with granular material. The backfilled material to be compacted to 98% Standard Proctor Dry Density of the granular material. 5.2.3. FOOTING IN ROCK When rock is encountered with in the excavation depth of the footing, the footing depth to be embedded minimum 300 mm into the solid rock. All excavation into rock shall be back filled entirely with concrete. The excavation above the top of rock may be formed to the required dimensions and the remainder of the excavation backfilled with granular materials. 5.3 POST The barrier shall be constructed to the line and grades specified with the tolerance of ± 10mm. The post shall be plumb within a tolerance of ± 10mm in 5m. In all cases for wood posts, the minimum dimension shall be 150mm square. 5.4 PANELS The profile of the barrier shall be installed to match the ground profile up to the maximum grade specified on the drawings. To accommodate ground profiles greater


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than the maximum grade, the barrier shall be stepped in accordance with manufacturer’s recommendations. 5.3 SITE GRADING AND PREPARATION Earth grading and berm construction associated with the barrier installation shall be completed to within 25mm of the proposed elevation of the bottom of the barrier. Grading shall be completed and approved prior to construction of the barrier footings. To prevent openings from occurring under the barrier an additional timber, not less than 5mm x 20mm in section, shall be securely fastened horizontally to the bottom of the barrier, and shall extend the full width of each barrier panel between adjacent vertical posts. This additional timber shall be buried to a depth equal to one-half its width during the final grading operation. Earth and pavement grading shall be sloped at a minimum of 2% and a maximum of 50% away from the barrier. Frozen earth shall not be used for embarkment. Where imported fill is required for backfill or for minor grading, the fill material should be comprised of granular material, select sub-grade material, or other approved fill and to be compacted to at least 98% Standard Proctor Maximum Dry Density (SPMDD). All graded earth to be compacted to at least 98% Standard Proctor Dry Density. The earth area surrounding the barrier wall shall be sloped away in order to prevent water ponding and water filtration to the barrier footings. Changes in alignment to occur at the posts, by suitable means, to avoid acoustical degradation.

6.0 MASONRY WALLS

Masonry walls to be installed in accordance with the requirements of AASHTO Guide Specifications for Structural Design of Sound Barriers. Bricks to be installed on a suitable foundation not less than 500 mm above the final groundline. The top row of all masonry walls and posts to be protected with coping and/or flashing. Mortar used to set the bricks, shall be in accordance with the CSA Standards.

7.0 FIRE HYDRANT ACCESS

When the installation of a noise barrier interferes with the access to existing, or proposed fire hydrants, the noise barrier installation should include fire hose access


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openings and associated identification signs. Location and demand for these openings to be established in cooperation with the local fire department.

8.0 OVERHEAD HIGH VOLTAGE LINES

Where the potential of arcing exists, due to the close proximity of existing overhead high voltage lines, each metal panel and girt must be grounded in accordance with CSA Standards and the local Hydro/Utility company.

9.0 OTHER CONSIDERATIONS

9.1 AESTHETICS The design of noise barriers should also have regard for the following:

1. The applicable urban design guidelines and landscaping requirements. 2. Drainage, grading, landscaping design and aesthetic principles. 3. The design of the barrier should be complimentary with nearby existing barriers.

9.2 LANDSCAPING Soft landscaping, that could include trees and vines, to be included in all barrier projects.

10.0 RESONANCE (DRUMMING EFFECT)

To avoid excessive resonance by certain noise barrier wall materials, such as metal panels, the barrier system to be designed to reduce this phenomenon by acceptable means such as the use of additional stiffeners, the application of noise damping compounds, sandwich construction, etc.

11.0 APPROVAL BY THE CITY

11.1 NOISE BARRIER SYSTEM In order for the noise barrier system design, and materials, to be qualified and be considered for approval, for installation at a specific site, the submission should provide the following: (a) The trade name of the product, if applicable. (b) The manufacturer's name and address. (c) Certification by a Geotechnical Engineer (calculations may be requested).


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(d) Certification by a Structural Engineer (calculations may be requested). (e) Detailed drawings of the entire noise barrier system and all its components. (f) A general statement as to the composition of the materials. (g) Specifications regarding installation requirements as well as sequence of

construction: (h) Noise Reduction Coefficient (NRC) report if the noise barrier is to be considered as

sound absorptive; if required by the noise study. (i) Sound Transmission Class (STC) and/or the material surface density. (j) Detailed material specifications. Any new design, material or installation technique for a noise barrier system will be evaluated for acceptability of use in the City with a view to safety, durability, functionality and cost effectiveness. The design drawings and calculations shall be signed, sealed and dated by Professional Engineer(s) licensed in the area of expertise for which the approval is being sought. 11.2 LIST OF APPROVED SUPPLIERS The City will establish a list of approved suppliers of noise barrier systems which will be periodically reviewed and updated by City staff.

12.0 INSTALLATION

This section deals with the installation of noise barriers, including design, submission, approval, construction and completion of the contracted work. The following subsections briefly describe the minimum required data, and specifications, to be completed by the proponent in order to obtain approval from the City: 12.1 SUBMITTALS The following documents shall be submitted to the City for approval for each noise barrier wall project: (i) Shop drawings, signed and sealed by a qualified Professional Engineer licensed by

the Professional Engineers of Ontario, showing the details of noise barrier system components, including material specifications.

(ii) Structural drawing(s), signed and sealed by a qualified Professional Engineer licensed by the Professional Engineers of Ontario, showing foundation details and specifying design criteria, climatic design loads, as well as applicable geotechnical data used in the design.

(iii) Layout plan, and wall elevations, showing proposed colours and patterns.


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(iv) A covering letter stating deviations or exceptions to the City Standard and the reasons/justification for the deviations.

12.2 SITE PREPARATION AND GRADING To be completed by the proponent. 12.3 FOUNDATIONS To be completed by the proponent. 12.4 DELIVERY, HANDLING, STORAGE AND PROTECTION To be completed by the proponent. 12.5 ERECTION / INSTALLATION OF NOISE BARRIER To be completed by the proponent. 12.6 CLEAN UP To be completed by the proponent. 12.7 TESTING, INSPECTION AND QUALITY ASSURANCE To be completed by the proponent. 12.8 INITIAL CERTIFICATION AND PERFORMANCE ACCEPTANCE An Initial Certification by the proponent’s Project Engineer to be prepared and submitted to the City following completion of the project. 12.9 GUARANTEE AND MAINTENANCE PERIOD - The noise barrier system (material and installation) to be guaranteed for a minimum

period of five (5) years from the date of the initial Certification and Performance Acceptance. A Letter of Credit in the amount of 15% of the sound barrier total cost shall be deposited with the City to cover the warranty.

- After 3 years from Certification, an inspection is to be carried out by the proponent’s Engineer with a report to be submitted to the City. Any components which exhibit defects that are likely to affect the longevity of the barrier shall be replaced and/or repaired.

- To obtain release of the noted Letter of Credit, a final un-conditional warranty inspection shall be prepared by the proponent’s Engineer after five (5) years from the date of original Initial Certification and Performance Acceptance of the barrier to


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certify that there are no deficiencies of any component of the barrier system; examples include grading, berm, posts, panels and soil condition.


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APPENDIX D

PRESCRIBED MEASURES TO ADDRESS AIRCRAFT NOISE


APPENDIX D: PRESCRIBED MEASURES TO

ADDRESS AIRCRAFT NOISE


INTRODUCTION The following prescribed measures to mitigate the impact of aircraft noise on residential communities proposed between the 25 NEF/NEP and the OAOIZ have been prepared for the guidance of landowners and residential developers and builders, for implementation by the affected municipalities. These measures include the components of building design necessary to meet the Ministry of Environment and Energy's indoor noise criteria for aircraft noise (LU131 dated October 1997); the ventilation requirements; and the warning clause required to address aircraft noise. The prescribed measures pertain to typically built track housing in this Region, for low to medium-rise residential units. They may be used for residential development of this nature, in lieu of an aircraft noise study. If the prescribed measures are selected as the mechanism for addressing aircraft noise, they will apply to all residential units between the 25 NEF/NEP and the OAIOZ, regardless of the contour location. They are based on the minimum requirements for the 30 NEF/NEP contours. The developer/builder may opt to conduct an aircraft noise impact assessment rather than following the measures outlined herein. The prescribed measures do not apply to high-rise apartment type dwellings, nor to other noise-sensitive development such as schools, hospitals, homes for the aged, or other such similar facilities. The prescribed measures are not to be used for commercial development or for any potential infilling of residential land use within the OAOIZ. In the above-noted cases, approval of the proposed development would be conditional to the completion of an aircraft noise study to determine the requirements on a case by case basis. It is the responsibility of the landowner/developer/builder to ensure compliance with the prescribed measures. Where there is any deviation from the assumptions used to calculate the acoustical building components identified (for example, an increase in the ratio of window area to total floor area, or exterior wall to floor area) or if changes are proposed to the prescribed measures, a reassessment of building components is necessary, as well as certification by a qualified acoustical consultant demonstrating compliance with the Ministry of Environment and Energy's indoor noise criteria for aircraft noise (LU131, dated October 1997). These measures are to be used in relation to aircraft noise associated with flyover activities. A separate assessment may be required for ground based noise, depending on the location of the proposed development in relation to the Airport. If the proposed development is potentially affected by other noise sources (road and/or rail), a separate assessment must be conducted to determine the combined impact and the noise attenuation features required in building design.

City of Ottawa Environmental Noise Control Guidelines D-2

PRESCRIBED MEASURES - BUILDING COMPONENTS a) Exterior Walls

Wall Components

Percentage of Exterior Wall Area to Total Floor Area of

Room (% maximum)

. 12.7 mm gypsum board; . vapour barrier; . 38 mm x 139 mm studs at 400 mm o.c.; . battlblown insulation in the inter-stud cavities; . 7.9 mm exterior sheathing; . building paper; . wood siding; vinyl siding; or metal siding with fibre backer board; or 20 mm stucco. or

Bedrooms (110 %) Living / Dining (150%)

With the same exterior wall construction and the mounting of the interior gypsum board on resilient chips/channels, the percentage of exterior wall area to floor area can be increased

All Rooms (160%)

b) Windows and Patio Doors:

Window and Patio Door Components Percentage of

Window Area to Total Floor Area of Room

(% maximum) Double-glazed, well-fitted, weatherstripped units with dimensions to fit 25 mm [ie. 4 (16) 4; 6 (13) 6 ]

Bedrooms (16 %)

4 (16) 4 = 4 mm glass, 16 mm space, 4 mm glass.

Living / Dining (40%)

Double-glazed, well-fitted, weatherstripped units with dimensions to fit 25 min [ie. 3 (16) 6].

Bedrooms (20 %) Living / Dining (50%)


Family rooms, breakfast nooks and similar rooms are included in the living-dining classification for the purpose of window/patio doors. If the percentage of window area to floor area is to exceed 20 in the case of bedrooms, and/or 50 in the case of dining and/or living rooms, a certification from the acoustical consultant will be required. c) Roof - Ceiling

• . asphalt shingles; • . sheathing; • . typical (pre-engineered) wood trusses at 600 mm o.c. with ventilated attic; • . 75 mm (or thicker) battslblown insulation; • . vapour barrier; • . 12.7 gypsum board.

d) Exterior Doors

• . 44 mm steel door with foam or glass fibre/polyurethane insulated core (dining-living rooms) with unlimited glazing; or

• . 44 mm glass fibre reinforced plastic door with foam or glass fibre insulated core (up to 20% of area glazed) (kitchens).

PRESCRIBED MEASURES - VENTILATION REQUIREMENTS Forced air heating system with the fans, ducts, etc. sized to accommodate the installation of a central air conditioning system. PRESCRIBED MEASURES - WARNING CLAUSE Purchasers/building occupants are forewarned that this property/dwelling unit is located in a noise sensitive area due to its proximity to Ottawa Macdonald-Cartier International Airport. In order to reduce the impact of aircraft noise in the indoor spaces, the unit has been designed and built to meet provincial standards for noise control by the use of components and building systems that provide sound attenuation. In addition to the building components (ie. walls, windows, doors, ceiling-roof), since the benefit of sound attenuation is lost when windows or doors are left open, this unit has been fitted with a forced air heating system, all components of which are sized to accommodate the future installation of central air conditioning-by the owner/occupant. Despite the inclusion of noise control features within the dwelling unit, noise due to aircraft operations may continue to interfere with some indoor activities and with outdoor activities, particularly during the summer months. The purchaser/building occupant is further advised that the Airport is open and operates 24 hours a day, and that changes


to operations or expansion of the airport facilities, including the construction of new runways, may affect the living environment of the residents of this property/area. The Ottawa Macdonald-Cartier International Airport Authority, its acoustical consultants and the Municipality are not responsible if, regardless of the implementation of noise control features, the purchaser/occupant of this dwelling finds that the indoor noise levels due to aircraft operations continue to be of concern or are offensive. PRESCRIBED MEASURES – IMPLEMENTATION The building components and details regarding ventilation must be clearly identified on the drawings/plans submitted to the municipalities at the time of application for building permits. Certification by a registered architect and/or a professional engineer of compliance with the Prescribed Measures is required. The warning clause will be included in all subdivision agreements and/or development agreements, and all Offers of Purchase and Sale and/or lease agreements.


APPENDIX E

TYPICAL SOUND LEVEL EXAMPLES


APPENDIX E: TYPICAL SOUND LEVEL EXAMPLES

City of Ottawa Environmental Noise Control Guidelines E-1

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