DELTAPORT TERMINAL ROAD AND RAIL IMPROVEMENT … · Final Draft Report Prepared for: HEMMERA 250 -...
Transcript of DELTAPORT TERMINAL ROAD AND RAIL IMPROVEMENT … · Final Draft Report Prepared for: HEMMERA 250 -...
DELTAPORT TERMINAL
ROAD AND RAIL IMPROVEMENT PROJECT
ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT Final Draft Report
Prepared for: HEMMERA
250 - 1380 BURRARD STREET
VANCOUVER, BC, V6Z 2H3
Prepared by: BKL Consultants Ltd.
#308 - 1200 Lynn Valley Road North Vancouver, BC
V7J 2A2
File: 2720-11B April 2012
Deltaport Terminal, Road and Rail Improvement Project - i - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012
EXECUTIVE SUMMARY
As part of the Container Capacity Improvement Program (CCIP), Port Metro Vancouver is working with
the Province of British Columbia and Terminal Systems Inc. (TSI) terminal operator, to design and
implement the Deltaport Terminal, Road and Rail Improvement Project (“DTRRIP” or the “Project”) in
Delta, British Columbia. The Project will provide Port Metro Vancouver with upgraded road and rail
infrastructure that will optimize productivity within the Deltaport Container Terminal, and will increase the
container capacity at Deltaport by 600,000 TEUs (twenty-foot equivalent unit containers) to a total of 2.4
million TEUs.
The primary objectives of the Project's noise and vibration impact assessment are as follows:
1. To evaluate existing noise and vibration conditions at potentially impacted residential receptors
within the community;
2. To predict noise and vibration levels at these receptor locations due to construction activities;
3. To predict post-Project noise and vibration levels at these receptors during the year 2020; and
4. To assess the significance of any noise and vibration impacts.
The results of the noise study have shown that Ldn levels at sites S1 - S6 ranged from 50 - 68 dBA during
the monitoring period. Sites S1 and S2 Ldn levels were on average 53 dBA and 50 dBA, respectively.
Sites S3 - S6 had higher Ldn levels due to the close proximity of road and rail noise sources. Ldn levels at
S3 - S6 ranged from 59 - 68 dBA. Extended long-term monitoring (2 weeks) indicate that the day-to-day
variation in Ldn values across all sites was on average +\- 2 dBA. Vibration was also measured at Sites S3
and S4 and vibration from train passbys was measurable but below the generally accepted threshold of
perception.
This noise impact assessment has shown that construction phase noise and vibration impacts are
unlikely to result from the Project. This is because there are no residential dwellings within 100 metres (m)
of the project corridor.
The noise impact assessment for the Project's operation in the year 2020 has indicated that future noise
increases (up to 3 dB) at residential receptor locations near sites S3 and S4 may result in "Moderate
Impacts". It is highlighted that, while noise impacts near other sites are predicted to be low, this does not
mean that Project noise increases will go unnoticed at these residential locations.
The cumulative noise effects assessment, addressing potential noise increases from both Deltaport
Terminal, Terminal 2, South Fraser Perimeter Road, Roberts Bank Rail Corridor and TFN industrial
development, has indicated the potential for a "Moderate Impact" in the year 2020 at some locations and
a "High Impact" in 2030 at site S4. As such, any noise mitigation considerations along the Roberts Bank
Rail Corridor should consider the combined operation of both the improved Deltaport Terminal and other
projects.
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TABLE OF CONTENTS
1.0 INTRODUCTION .............................................................................................................................. 1
2.0 PROJECT DESCRIPTION............................................................................................................... 1
3.0 STUDY OBJECTIVES ..................................................................................................................... 4
4.0 ACOUSTIC FUNDAMENTALS AND TERMINOLOGY .................................................................. 4
5.0 METHODOLOGY ............................................................................................................................. 5
5.1 STUDY AREA ......................................................................................................................... 5
5.2 NOISE AND VIBRATION ASSESSMENT CRITERIA ....................................................................... 5
5.2.1 Construction Noise Impact Assessment Criteria ................................................... 5
5.2.2 Construction Vibration Impact Assessment Criteria .............................................. 6
5.2.3 Operation Noise Impact Assessment Criteria ........................................................ 7
5.2.4 Operation Vibration Impact Assessment Criteria ................................................... 8
5.3 NOISE AND VIBRATION PREDICTION METHODOLOGY................................................................ 9
5.3.1 Construction Noise Prediction Methodology .......................................................... 9
5.3.2 Construction Vibration Prediction Methodology ................................................... 10
5.3.3 Operation Noise Prediction Methodology ............................................................ 10
5.3.4 Operation Vibration Prediction Methodology ....................................................... 12
6.0 EXISTING ENVIRONMENTAL CONDITIONS .............................................................................. 12
6.1 EXISTING NOISE CONDITIONS .............................................................................................. 12
6.2 EXISTING VIBRATION CONDITIONS ........................................................................................ 17
7.0 POTENTIAL EFFECTS AND MITIGATION .................................................................................. 18
7.1 CONSTRUCTION NOISE ........................................................................................................ 18
7.1.1 Construction Noise Impacts ................................................................................. 18
7.1.2 Construction Noise Management......................................................................... 18
7.2 CONSTRUCTION VIBRATION .................................................................................................. 18
7.2.1 Construction Vibration Impacts ............................................................................ 19
7.3 OPERATION NOISE .............................................................................................................. 19
7.3.1 Operation Noise Impacts ..................................................................................... 19
7.3.2 Operation Noise Mitigation ................................................................................... 20
7.4 OPERATION VIBRATION ........................................................................................................ 21
8.0 RESIDUAL EFFECTS ................................................................................................................... 21
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9.0 CUMULATIVE EFFECTS ASSESSMENT .................................................................................... 22
9.1 INCREASES IN WESTSHORE COAL SHIP AND TRAIN VOLUMES ................................................ 22
9.2 ROBERTS BANK TERMINAL 2 (T2) ........................................................................................ 22
9.3 ROBERTS BANK RAIL CORRIDOR (RBRC) PROGRAM ............................................................ 27
9.4 SOUTH FRASER PERIMETER ROAD (SFPR) PROJECT ........................................................... 28
9.5 TSAWWASSEN FIRST NATIONS (TFN) INDUSTRIAL DEVELOPMENT ......................................... 28
10.0 CUMULATIVE EFFECTS MITIGATION ........................................................................................ 29
11.0 RESIDUAL ADVERSE EFFECTS ................................................................................................. 25
12.0 CONCLUSIONS ............................................................................................................................. 30
13.0 REFERENCES ............................................................................................................................... 31
List of Tables
Table 5.1 FTA General Assessment Guideline Values for Construction Noise (Harris Miller Miller
Hanson 2006) ...................................................................................................................... 6
Table 5.2 FTA Guideline Limits for Ground-Borne Vibration (Harris Miller Miller Hanson 2006) ....... 7
Table 5.3 Description of Construction Works and Potentially Required Construction Equipment ..... 9
Table 5.4 Summary of Deltaport Terminals' Cargo Volumes and Ship, Road and Rail Traffic
Volumes ............................................................................................................................ 11
Table 5.5 Summary of Predicted Project Noise Increases for Ship, Road and Rail Traffic .............. 12
Table 6.1 Description of Existing (2011) Monitoring Locations S1 – S6 ........................................... 14
Table 6.2 Summary of Meteorological Categories According to CONCAWE model (Manning, 1981)
.......................................................................................................................................... 15
Table 6.3 Summary of Existing (2011) Noise Measurement Results and Estimates of Port-Related
Noise ................................................................................................................................. 16
Table 6.4 Summary of Historical Measurement Data at S1, S2, S3 & S5 ........................................ 17
Table 7.1 Predicted Project and Total Day Night Average Noise Levels for Cases 1 - 3 ................. 20
Table 9.1 Summary of Westshore and Deltaport Cargo Volumes and Ship, Road and Rail Traffic
Volumes ............................................................................................................................ 22
Table 9.2 Projected Deltaport Terminal and Terminal 2 Container Capacities ................................ 27
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List of Figures
Figure 2.1 Site Plan Showing Project Corridor ..................................................................................... 2
Figure 5.1 FTA Noise Criteria for Residential Land Uses (adapted from Harris Miller Miller Hanson
Inc. 2006) ............................................................................................................................ 8
Figure 6.1 Overview of Project Corridor and Baseline Sites S1 - S6 ................................................. 13
Figure 6.2 Example Graph of Recorded Noise Time History Information at Site 3 ........................... 17
List Of Appendices
Appendix A Existing Conditions Monitoring Site Descriptions
Deltaport Terminal, Road and Rail Improvement Project - v - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012
LIST OF ACRONYMS
Abbreviation/Acronym Definition
ANSI American National Standards Institute
BC British Columbia
BKL BKL Consultants Ltd.
CCIP Container Capacity Improvement Program
dB Decibel
dBA A-weighted decibel
DTRRIP Deltaport Terminal Road and Rail Improvement Project
EPA US Environmental Protection Agency
FCM Federation of Canadian Municipalities
FTA US Federal Transit Administration
Hz Hertz
km Kilometre
Leq Equivalent sound level
Ld Daytime (07:00 to 22:00) equivalent sound level
Ldn Day-night equivalent sound level
Ln Nighttime (22:00 to 07:00) equivalent sound level
m Metre
mm/s Millimetres per second
Project Deltaport Terminal Road and Rail Improvement Project
PPV Peak Particle Velocity
RAC Railway Association of Canada
RMS Root Mean Square
s Second
SFPR South Fraser Perimeter Road
TEUs Twenty-foot Equivalent Unit containers
TSI Terminal Systems Inc.
T2 Terminal 2 Project
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GLOSSARY
A-weighting – A standardised filter used to alter the sensitivity of a sound level meter with respect to
frequency so that the instrument is less sensitive at low and high frequencies where the human ear is less
sensitive. Also written as dBA.
Accelerometer – A transducer that converts vibratory motion to an electrical signal proportional to the
acceleration of that motion.
Ambient/existing level – The pre-project noise or vibration level.
Cumulative – The summation of individual sounds into a single total value related to the effect over time.
Day-night equivalent sound level – The sound exposure level for a 24-hour day calculated by adding the
sound exposure level obtained during the daytime (7:00 am to 10:00 pm) to 10 times the sound exposure
level obtained during the nighttime (10:00 pm to 7:00 am) to account for greater human sensitivity to
nighttime noise.
Decibel – The standard unit of measurement for sound pressure level and vibration level. It is the unit of
level which denotes the ratio between two quantities that are proportional to power; the number of
decibels is 10 times the logarithm of this ratio. Also written as dB.
Equivalent sound level - The steady level that would contain the same amount of energy as the actual
time-varying level. Although it is, in a sense, an “average”, it is strongly influenced by the loudest events
because they contain the majority of the energy.
Façade – The outside face of the exterior wall of a building.
Frequency – The number of times that a periodically occurring quantity repeats itself in a specified period.
With reference to noise and vibration signals, the number of cycles per second.
Frequency spectrum – Distribution of frequency components of a noise or vibration signal.
Ground-borne noise – Indoor noise radiated from vibrating surfaces, such as the walls and floor of a
room, as a result of ground-borne vibration.
Ground-borne vibration – Vibration transmitted through the ground.
Hertz – The unit of acoustic or vibration frequency representing cycles per second.
Impulsive Sound – Non-continuous sound characterised by brief bursts of sound pressure. The duration
of a single impulsive sound is usually less than one second.
Intermittent – Non-continuous noise or vibration that occurs at regular or irregular time intervals with each
occurrence lasting more than about five seconds.
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Intervening terrain – The terrain in between the noise/vibration source and sensitive receiver.
Maximum level – The highest exponential time-averaged sound level, in decibels, that occurs during a
stated time period. The standardised time periods are 1 second for “slow” and 0.125 seconds for “fast”
exponential weightings.
Metric – Measurement value or descriptor.
Noise - Noise is unwanted sound, which carries no useful information and tends to interfere with the
ability to receive and interpret useful sound.
Octave band – A standardized division of a frequency spectrum in which the interval between two
divisions is a frequency ratio of 2.
One-third octave band – A standardized division of a frequency spectrum in which the octave bands are
divided into thirds for more detailed information. The interval between center frequencies is a ratio of
1.25.
Peak – The maximum absolute value of the instantaneous sound pressure or vibration.
Peak Particle Velocity - The peak signal value of an oscillating vibration velocity waveform.
Receiver/Receptor – A stationary far-field position at which noise or vibration levels are specified.
Root Mean Square – The square root of the mean-square value of an oscillating waveform, where the
mean-square value is obtained by squaring the value of amplitudes at each instant of time and then
averaging these values over the sample time.
Sound – Sound is an undulatory motion of air or other elastic medium, which can produce the sensation
of hearing when incident upon the ear.
Time constant (slow, fast) – Used to describe the exponential time weighting of a signal. The
standardised time periods are 1 second for “slow” and 0.125 seconds for “fast” exponential weightings.
Tonal sound – Sound characterized by a single frequency component or multiple distinct frequency
components that emerge audibly from the total sound.
Truck percentage – The percentage of vehicles, out of the total number of vehicles, with weight greater
than 3500 kg.
Vibration – An oscillation wherein the quantity is a parameter that defines the motion of a mechanical
system.
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1.0 INTRODUCTION
In June 2011, BKL Consultants Ltd. was retained by Hemmera Envirochem Inc. to provide an
environmental noise and vibration impact assessment for the Deltaport Terminal, Road and Rail
Improvement Project ("DTRRIP" or the "Project"). This report documents the results of a recent (July -
October 2011) noise and vibration survey performed near potentially impacted residential receptors.
Based on the results of the 2011 survey and projected future volume increases in rail, road and ship
traffic, this report also identifies the significance of any adverse effects attributed to the Project.
2.0 PROJECT DESCRIPTION
As part of the Container Capacity Improvement Program (CCIP), Port Metro Vancouver is working with
the Province of British Columbia and TSI Terminal Systems Inc. terminal operator, to design and
implement DTRRIP in Delta, British Columbia (Figure 2.1). The Project will provide Port Metro Vancouver
with upgraded road and rail infrastructure that will optimize productivity within the Deltaport Container
Terminal, and will increase the container capacity at Deltaport by 600,000 Twenty-foot Equivalent Unit
containers (TEUs) to a total of 2.4 million TEUs.
Based on the current information, DTRRIP consists of four main components:
1. An overpass on the existing Roberts bank causeway to separate road and rail traffic. An offsite
temporary truck staging area will be required during the construction of this overpass;
2. Reconfiguration of rail track and additional cargo handling equipment within the existing Deltaport
Terminal;
3. Additional rail track within the existing railway corridor and a portion of the Options Lands;
4. Road improvements on Deltaport Way to improve the movement of container trucks at Deltaport.
Operation activities within the Gulf repair yard are to include maintenance (ie lubrications, inspection),
light repairs (ie tightening of bolts, replacement of air cylinders) and heavy repairs (wheel replacements).
Locomotive refuelling will also take place within the repair yard. Activities within the repair yard are
expected to be in 24 hour operation 7 days per week.
Additional storage tracks within the Gulf Yard will used to facilitate the arrival and departure of both
container and coal trains. Container trains will be broken apart within the yard to allow for car sorting, set-
out of the addition of distributed power units. Sidings along the Fisher Yard will also be used to facilitate
the departure and arrival of container or coal trains if other alternative sidings are unavailable or mainline
clearance has not been received.
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Figure 2.1 Site Plan Showing Project Corridor
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3.0 STUDY OBJECTIVES
The primary objectives of the Project's noise and vibration impact assessment are as follows:
1. To evaluate existing noise and vibration conditions at potentially impacted residential receptors
within the community;
2. To predict noise and vibration levels at these receptor locations due to construction activities;
3. To predict post-Project noise and vibration levels at these receptors during the year 2020; and
4. To assess the significance of any noise and vibration impacts.
4.0 ACOUSTIC FUNDAMENTALS AND TERMINOLOGY
The two principle components used to characterize sound are loudness (magnitude) and pitch
(frequency). The basic unit for measuring magnitude is the decibel (dB), which represents a logarithmic
ratio of the pressure fluctuations in air relative to a reference pressure. The basic unit for measuring pitch
is the number of cycles per second, or Hertz (Hz). Bass tones are low frequency and treble tones are high
frequency. Audible sound occurs over a wide frequency range, from approximately 20 Hz to 20,000 Hz,
but the human ear is less sensitive to low and very high frequency sounds than to sounds in the mid
frequency range (500 to 4,000 Hz). “A-weighting” networks are commonly employed in sound level
meters to simulate the frequency response of human hearing, and A-weighted sound levels are often
designated “dBA” rather than “dB”.
If a continuous sound has an abrupt change in level of 3 dB it will generally be noticed while the same
change in level over an extended period of time will probably go unnoticed. A change of 6 dB is clearly
noticeable subjectively and an increase of 10 dB is generally perceived as being twice as loud.
While the decibel or A-weighted decibel is the basic unit used for noise measurement, other indices are
also used to describe environmental noise. The Equivalent Sound Level, abbreviated Leq, is commonly
used to indicate the average sound level over a period of time. The Leq represents the steady level of
sound which would contain the same amount of sound energy as the actual time-varying sound level.
Although the Leq is an average, it is strongly influenced by the loudest events occurring during the time
period, because these loudest events contain most of the sound energy. Another common metric used is
the L90, which represents the sound level exceeded for 90% of a time interval and is typically referred to
as the background noise level.
The Leq can be measured over any period of time using an integrating sound level meter. Some common
time periods used are 24 hours, noted as the Leq24, daytime hours (07:00 to 22:00), noted as the Ld, and
nighttime hours (22:00 to 07:00), noted as the Ln. As the impact of noise on people is judged differently
during the day and during the night, 24 hour noise metrics have been developed that reflect this. The day-
night equivalent sound level (Ldn) is one metric commonly used to represent community noise levels. It is
Deltaport Terminal, Road and Rail Improvement Project - 5 - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012
derived from the Ld and the Ln with a 10 dB penalty applied to the Ln to account for increased sensitivity to
nighttime noise.
Unlike noise, ground-borne vibration is not a common environmental issue, and thus the threshold for
impact is close to the threshold of perception. Another contrast is that while noise can adversely affect
both outdoor and indoor environments, vibration impacts are almost always only realized indoors.
Vibration will travel from the source and then through the ground, building foundation and remainder of
the building structure, exciting floor and wall resonances. Soil conditions play a large role in vibration
transmission and this study has assumed typical soil conditions for the purposes of assessment. Building
foundation details also play a large role and this study has assumed that the vibration reduction provided
by the foundation will be offset by the room amplification factor. Vibration impacts can be realised both
through feeling (structure-borne vibration) and hearing (loose objects rattling or structure-borne noise)
since the vibrating walls and floors can rattle other objects and regenerate a rumbling noise in the room.
For vibration, public perception is typically most closely related to the average, or RMS, velocity level, i.e.
how quickly the oscillations occur, quantified with engineering units, e.g. mm/s. For transportation
sources, the metric used is typically the slow time constant maximum, summed over the frequency range
of 4 Hz to 80 Hz (FTA 2006). For construction-related vibration, the potential for structural damage is
usually what causes the greatest concern. The peak particle velocity (PPV) has the best correlation with
structural damage and is therefore the metric typically used in construction vibration assessments.
5.0 METHODOLOGY
5.1 STUDY AREA
The geographic area (or ‘Study Area’) considered in assessing noise and vibration impacts includes the
Roberts Bank Terminal complex and causeway, residential communities adjacent to the existing rail right-
of-way extending east as far as Glover Road in Langley and residential areas in close proximity to the
shoreline extending from the Roberts Bank causeway southward to the Tsawwassen Beach residential
area (see Figure 5.1). The shoreline north of Roberts Bank causeway was not included since land use in
this area is primarily agricultural rather than residential and therefore it is much less sensitive to noise.
The rationale for including residential communities to the east is that they overlook the rail line which
serves Roberts Bank almost exclusively. Residential areas further east are exposed to a mix of rail traffic
serving both Roberts Bank and other areas.
5.2 NOISE AND VIBRATION ASSESSMENT CRITERIA
5.2.1 Construction Noise Impact Assessment Criteria
Since there is no published Canadian standard that adequately addresses construction noise impact
assessment, the construction noise assessment roughly follows the guidelines contained in the US
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Federal Transit Administration (FTA) document Transit Noise and Vibration Impact Assessment (Harris
Miller Miller Hanson Inc. 2006). The document provides a set of guidelines to address potential noise
impacts from construction noise activity. The noise impact assessment methodology utilized in this report
makes reference to the FTA document's "General Assessment" procedure to address any potential
construction noise impacts from the Project. The procedure recommends estimating the combined noise
level in one hour from the two noisiest pieces of equipment and identifying locations in which the
predicted noise levels exceed the criteria in Table 5.1:
Table 5.1 FTA General Assessment Guideline Values for Construction Noise (Harris Miller Miller Hanson 2006)
Land Use One-hour Leq (dBA)
Day Night
Residential 90 80
Commercial 100 100
Industrial 100 100
Predicted construction noise levels provided in this study combine noise levels from several pieces of
construction equipment. Rather than using only the two noisiest pieces of equipment, the additional
pieces of construction equipment were included in the analysis to provide a more conservative estimate
of construction noise levels within the community.
5.2.2 Construction Vibration Impact Assessment Criteria
Building damage induced by ground-borne vibration from construction activities is quite rare. However,
construction activities can cause ground-borne vibration levels that can be felt by those in the immediate
area. Since there is no published Canadian standard that adequately addresses construction vibration
impact assessment, this assessment makes use of the FTA Transit Noise and Vibration Impact
Assessment "Annoyance Assessment" for vibrations caused by construction. The "Annoyance
Assessment" provides a distance propagation model to estimate vibration levels at sensitive community
receptors. Estimated vibration levels (in terms of the slow time constant maximum Root Mean Square
(RMS) velocity level) are then compared to the impact criteria presented in Table 5.2.
While information on equipment peak-particle velocity (PPV) is most readily available for construction
vibration assessments, public perception is more closely related to changes in the average, or RMS,
velocity level. Therefore, the slow time constant maximum RMS velocity level has been used for operation
vibration assessment, as per the FTA guideline. The guideline prescribes maximum recommended
ground-borne vibration levels. The metric used is the maximum level using the "slow" time constant
summed over the frequency range from 4 Hz to 80 Hz. The impact criteria are summarised in Table 5.2.
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Table 5.2 FTA Guideline Limits for Ground-Borne Vibration (Harris Miller Miller Hanson 2006)
Land Use Description Max RMS Vibration (mm/s)
Frequent Events1 Infrequent Events
2
Buildings where vibration would interfere with interior operations 0.05 0.05
Dwellings where people sleep 0.10 0.30
Institutional, quiet offices 0.14 0.40
Notes: 1 'Frequent Events' defined as more than 70 vibration events of the same source per day.
2 'Infrequent Events' defined as fewer than 30 vibration events of the same source per day.
5.2.3 Operation Noise Impact Assessment Criteria
This assessment makes use of the FTA document Transit Noise and Vibration Impact Assessment
(Harris Miller Miller Hanson Inc. 2006) to assess the significance of operation noise increases. The FTA
guideline can be applied to all rail projects (e.g. rail rapid transit, light rail transit, commuter rail, and
automated guideway transit) including fixed facilities such as storage and maintenance yards. The
Railway Association of Canada (RAC) and Federation of Canadian Municipalities (FCM) have published a
guideline and best practices report (EarthTech 2007). However, this document only provides
recommendations for residential setback distances from existing or proposed rail lines and does not
address community vibration impacts due to track re-alignment or increases in rail traffic.
The basis for the development of the noise impact criteria has been the relationship between the
percentage of "highly annoyed" people and the noise levels of their residential environment and, at higher
levels of noise, on activity interference due to intrusive noise. Consequently, the criteria are centred
around residential land using Ldn as the noise descriptor.
The noise impact criteria for residential land uses are shown in Figure 5.2 in terms of the allowable
increase in the cumulative noise exposure. The horizontal axis is the existing noise exposure and the
vertical axis is the allowable increase in cumulative noise level due to the Project. The noise impact
criteria are defined by two curves. On Figure 5.2, below the lower curve, a proposed project is considered
to have an insignificant "Low Impact". Above the upper curve, a project is considered to have "High
Impact". Between the two curves, a proposed project is judged to have "Moderate Impact".
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Figure 5.1 FTA Noise Criteria for Residential Land Uses (adapted from Harris Miller Miller Hanson Inc. 2006)
As part of this noise impact assessment, a noise study was performed at several potentially impacted
locations within the community between July - October 2011 to establish existing noise conditions.
Predicted future noise increases were then calculated for the operations phase for the year 2020. The
Year 2020 was selected for the assessment since projected operations at Deltaport Terminal would meet
the maximum projected capacity for each of the above scenarios. However, it is noted here that the
maximum projected capacity for Case 1 would occur in the year 2017. The noise impact assessment then
compared predicted post-Project noise exposure increases with the allowable increase in cumulative
noise level indicated in Figure 5.2 at each monitoring location.
5.2.4 Operation Vibration Impact Assessment Criteria
The FTA guideline has also been used for the operation phase vibration impact assessment (see Section
5.2.2). The RAC and FCM have also published a guideline and best practices report (EarthTech 2007).
However, this document only provides recommendations for residential setback distances from existing or
proposed rail lines and does not address community vibration impacts due to track re-alignment or
increases in rail traffic.
Vibration monitoring was performed at two residences within the Study Area in order to establish typical
existing ground-borne vibration levels from rail pass-bys.
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5.3 NOISE AND VIBRATION PREDICTION METHODOLOGY
5.3.1 Construction Noise Prediction Methodology
Table 5.3 provides a summary of the types of construction equipment that are likely to be required at
various stages and locations of the Project:
Table 5.3 Description of Construction Works and Potentially Required Construction Equipment
Item Description of Works Construction Equipment Duration
(Days)
1 Clearing, grubbing and placing preload at South, Repair, Gulf and Fisher Yards
30 - 40T rock trucks
45T excavators
Highway trucks (50 per day)
Dozer
Compactor
Crane Truck
270
2 Removing preload at South, Repair, Gulf and Fisher Yards
30 - 40T rock trucks
45T excavator
135
3 Geotextile and ballasting for South, Repair, Gulf and Fisher Yards
Small excavator
Highway trucks
Small dozer
220
4 Building new tracks - South, Repair, Gulf and Fisher Yards
Track laying equipment 110
5 Soil densification Track mounted crawler crane with attachment
75
6 Causeway Overpass & Associated roads Highway trucks
Concrete Trucks
2 - 3 large cranes
Grader
Roller
Paving machine with trucks
Excavator
Dump trucks
255
7 Removal of farmer's overpass Large rubber tire crane
45T excavator
Loaders
Highway trucks
20
8 Truck Staging and 41B Turnaround - Grade, pave and strip
30-40T rock trucks
45T excavators
Highway trucks
Grader
Roller
Paving machine with trucks
Striping trucks
100
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Item Description of Works Construction Equipment Duration
(Days)
9 Intermodal Yard Improvements Asphalt cutter
20T excavator
Track laying equipment
Large Crawler crane
176
Construction activities are anticipated to take place Monday - Saturday from 7 AM - 5 PM. Night works
would occur from 7 PM - 5 AM during overpass construction for a period of approximately 85 days starting
in September 2013 or on an as needed basis at other locations.
Exterior noise levels at 15 m from diesel-powered equipment currently in use, are surprisingly consistent,
typically ranging from about 75 to 85 dBA. Usage factors for dozers, loaders, derrick cranes and many
other types of earth moving equipment are typically in the 65 to 85% range. The usage factor for dump
trucks is typically lower (about 25%) and for generators and compressors, the usage factor is generally
100%.
To provide an initial and conservative prediction of construction noise along the Project corridor as well as
within the temporary truck staging area, it was assumed that 10 pieces of construction equipment would
operate simultaneously in order to simulate a one-hour "worst-case" scenario. It was further assumed that
the noise level of each piece of construction equipment would be 85 dBA at a reference distance of 15 m
with a 100% usage factor. The combined noise level resulting from these sources would yield a 95 dBA
total noise level at a distance of 15 m.
5.3.2 Construction Vibration Prediction Methodology
Ground-borne vibration levels resulting from a vibratory roller were used to investigate the potential for
construction related vibration impacts. The roller in Table 5.3 is considered to be the strongest vibratory
source listed among the preliminary construction equipment. The FTA Transit Noise and Vibration Impact
Assessment document provides a typical vibration source level for a vibratory roller. The slow time
constant maximum RMS velocity level provided in the FTA document for a vibratory roller is 1.26 mm/s at
a distance of 7.6 m. The vibration propagation model provided in the FTA manual was used to predict the
level of vibration received at a distance of 100 m from the modelled vibratory roller. The 100 m distance
was selected for assessment since there are no residential dwellings located within 100 m of the Project
rail corridor.
5.3.3 Operation Noise Prediction Methodology
Increasing the container capacity at the Deltaport Container Terminal will result in increased ship, road
and rail traffic noise levels within the community. Noise from on site cargo handling equipment is also
expected to increase.
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The following relationship has been used to estimate increased Project noise levels:
Noise level increase in dB = 10log(increased volume/original volume)
For example, a 25% increase in rail traffic volume would raise noise levels by 1 dB and a 100% increase
(i.e. doubling) would raise noise levels by 3 dB.
Increases in Project noise and vibration levels from increased cargo handling, road, rail and ship volumes
have been predicted for three cases:
• Case 1 - Deltaport Terminal capacity reaches 2.4 million TEUs (with future container ships having
increased average capacity).
• Case 2 - Deltaport Terminal capacity reaches 3.0 million TEU's (with future container ships
having increased average capacity).
• Case 3 - Deltaport Terminal capacity reaches 3.0 million TEU's (future container ships have same
ship size distribution as in 2010).
The predicted increases in Project noise and vibration levels are based on container capacity (TEU’s),
ship, road and rail volume increases for the Year 2020. Increases in noise associated with cargo handling
equipment has been assumed to increase in proportion to Deltaport Terminal's container capacity (TEU's)
relative to year 2010. Table 5.4 summarizes container capacity, ship, road and rail traffic volumes at
Deltaport Terminal for the Year 2010 and projected volumes for the Year 2020 (Cases 1 - 3).
Table 5.4 Summary of Deltaport Terminals' Cargo Volumes and Ship, Road and Rail Traffic Volumes
Case
Container Capacity Deltaport Terminal
(1,000,000 TEUs)
Total Average Ship Movements [Ships/day]
Total Two Way Annual Truck Trips
[1,000 Trucks/Year]
Total Two Way Trains
[Trains/day]
2010 1.54 1.6 790 4 - 6
1 2.40 2.0 1240 10 - 12
2 3.00 2.3 1540 12 - 16
3 3.00 2.8 1540 12 - 16
A logarithmic relationship between 2010 and projected traffic volume increases for Cases 1 - 3 was used
to provide an estimate of future 2020 Project noise increases. As an example, to predict the increase in
Project road traffic noise for Case 1, it was assumed that the total noise energy will increase by
10log(1240/790) = 2 dB. It is noted here that road noise on Deltaport Way is dominated by heavy truck
traffic servicing Deltaport Terminal. As such, any increase in road noise on Deltaport Way will be
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attributed to an increase in truck volumes. Table 5.5, shown below, provides the estimated Project noise
increases for cargo handling equipment, ship, road and rail volumes servicing the Deltaport Terminal.
Table 5.5 Summary of Predicted Project Noise Increases for Ship, Road and Rail Traffic
Case
Noise Level Increase for Cargo
Handling Equipment (dB)
Noise Level Increase for Ship Movements
(dB)
Noise Level Increase for Road Traffic
(dB)
Noise Level Increase for Deltaport Rail
Traffic
(dB)
1 2 1 2 3 - 4
2 3 1 3 4 - 5
3 3 2 3 4 - 5
As part of DTRRIP, additional tracks will be added in Gulf and Fisher yards to accommodate Deltaport
Terminal's increased container capacity. Increased shunting noise could potentially occur in the Gulf
Yard. However, without detailed information, it has been assumed that this noise will increase in
proportion to increases in train pass-by noise. The alignment of these tracks towards fronting residences
also has the potential to further increase noise levels. It was determined that there are two residences
along the Project corridor which could be potentially affected by the rail track additions. These include
4032 28B Avenue, Delta and 3044 41B Street, Delta which are both located in close proximity to the Gulf
Yard. Rail noise increases of 1 dB have been predicted for receivers at 4032 28B Avenue and 3044 41B
Street due to a decreased setback distance from the nearest track to the residences.
5.3.4 Operation Vibration Prediction Methodology
Ground-borne vibration levels were determined directly from the vibration measurements performed at
sites S3 and S4 for typical rail pass-bys. These levels were then compared to the criteria presented in
Table 5.2.
6.0 EXISTING ENVIRONMENTAL CONDITIONS
6.1 EXISTING NOISE CONDITIONS
Noise measurements were performed at five sites (S1 - S6) chosen to represent the existing environment
of noise sensitive receptors within the Study Area (see Figure 6.1). The monitoring program took place
between July and October 2011. The locations of the 2011 monitoring locations are summarized below in
Table 6.1. Noise monitoring was performed for an approximate 2 week period at sites S1 - S3. The two
week monitoring period permitted an investigation of the day-to-day variability in the Port-related and
overall noise exposure. Noise monitoring was performed for 2 day periods at sites S4 - S6.
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Environmental Noise & Vibration Assessment - Final Draft April 2012
Figure 6.1 Overview of Project Corridor and Baseline Sites S1 - S6
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Table 6.1 Description of Existing (2011) Monitoring Locations S1 – S6
Site No. Address Representative
Environment
Dominant Noise and Vibration Sources
Description
S1 476 Tsawwassen
Beach Rd, Tsawwassen
Residences south of Roberts Bank Rail Corridor along
Tsawwassen Beach Rd
Local residential activity, BC Ferries, wildlife and Roberts
Bank
Noise monitor located 4.7 km from Deltaport Terminal
S2
Tsawwassen First Nations Longhouse
2148 Tsawwassen Dr N, Tsawwassen
First Nation Community south of Roberts Bank Rail
Corridor
Wildlife, BC Ferries and Roberts Bank
Noise monitor located 1.8 km from Roberts Bank Rail Corridor and 4.8 km from Deltaport Terminal
S3 3044A 41B St, Delta
Rural residences fronting Roberts Bank Rail Corridor
(Gulf Yard)
Overpass construction, rail, local activities,
traffic on Deltaport Way and Wildlife
Noise and vibration monitors located
250 m from Roberts Bank Rail Corridor
S4 6900 36 Ave, Delta
Rural residence fronting Roberts Bank Rail Corridor (Fisher Yard)
Rail traffic, overpass
construction, local farming activity
Noise and vibration monitors located
230 m from Roberts Bank Rail Corridor
S5 12726 Southridge
Dr, Surrey
South facing Panorama Ridge
residences in Surrey exposed to rail activities serving Roberts Bank as well as other destinations
Rail traffic, aircraft, highway traffic and
local wildlife
Noise monitor located 460 m from Roberts Bank Rail
Corridor
S6 6270 Glover Rd,
Langley
Rural Langley residences on Glover Road exposed to rail activities serving Roberts Bank as well as other destinations
Rail traffic, local road traffic and
aircraft
Noise monitor located 68 m from Roberts Bank Rail
Corridor
Measurements were conducted using Bruel & Kjaer Type 2250 sound level meters and a Soundbook
Acoustic & Vibration Measurement System, all of which meet the Type 1 specifications in ANSI S1.4:1983
(ANSI, 1983). The microphones were field calibrated before each monitoring period using a Bruel & Kjaer
Type 4230 Calibrator.
Details regarding the placement of the measurement transducers and site conditions are provided in
Appendix A.
A Davis Instruments VantagePro2 weather station was used to collect meteorological data during the
noise monitoring periods at S1 - S3. The station was mounted at a height of 3.5 m above ground at S1
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and at a height of 4.8 m above the ground at S2. Meteorological data was collected only at S2 (not at S3)
during the two week measurement period starting on August 17, 2011. This was done since
meteorological conditions at S2 and S3 are considered to be similar given the close proximity of the two
sites and the flat terrain.
Meteorological data provided in this report are presented according to the CONCAWE model (Manning,
1981). The CONCAWE model combines vector wind speed "v" and three atmospheric categories to
produce six meteorological categories (1 - 6) as shown below in Table 6.2. The atmospheric categories
relate wind speed, cloud cover and solar radiation to allow an estimate of temperature gradients. The
vector wind speed in the direction from the noise source to receiver is then used to estimate wind
gradients. The six metrological categories are scaled to represent the degree of sound attenuation
provided by meteorological influences. Noise levels at a specific receiver increase as the meteorological
category increases. Category 4 represents neutral conditions which have zero sound attenuation
provided by temperature or wind gradients. Categories 1 - 3 provide attenuation effects which result in
lower levels of noise at a receiver. Categories 5 - 6 represent meteorological conditions which increase
noise levels at a receiver.
Table 6.2 Summary of Meteorological Categories According to CONCAWE model (Manning, 1981)
Met Category Atmospheric Category
Highly Unstable Normal Stable
S1 v < -3.0 - -
S2 -3.0 < v < -0.5 v < -3.0 -
S3 -0.5 < v < +0.5 -3.0 < v < -0.5 -
S4 +0.5 < v < +3.0 -0.5 < v < +0.5 -3.0 < v < -0.5
S5 v < 3.0 +0.5 < v < +3.0 -0.5 < v < +0.5
S6 - v > 3.0 +0.5 < v < +3.0
Note: v= vector wind speed.
Table 6.3 summarizes the results of the 2011 noise monitoring study at S1 - S5 in terms of the day-night
average noise level, Ldn. Average Ldn levels ranged from 50 - 62 dBA at sites S1 - S5. Day-to-day
variation in the Ldn (expressed as the standard deviation in Table 6.3) was on average +/- 2 dB across all
sites.
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Table 6.3 Summary of Existing (2011) Noise Measurement Results and Estimates of Port-Related Noise
Site No.
Measurement
Start Date
(dd-mm-yyyy)
Measurement Duration
(Days)
Total Measured Noise Level
Estimated Port-Related Noise Level
Mean Ldn Std Dev Ldn Std Dev
S1 28-07-2011 15 53 2 40 8
S2 17-08-2011 14 50 1 44 2
S3 17-08-2011 14 59 2 55 3
S4 18-10-2011 2 61 2 58 2
S5 18-10-2011 2 62 < 1 56 < 1
S6 07-10-2011 2 68 < 1 62 < 1
The total noise exposure at sites S1 - S6 results from a combination of noise sources from existing Port-
related activities (Deltaport Terminal operations including ship, road and rail activities) and other local
noise sources (local road traffic, BC Ferry Terminal, wildlife, farming activities, etc.). The total overall
noise exposure at sites S1 - S2 is largely dominated by noise sources other than existing Port-related
related noise sources. This is due to the large distance (2 - 5 km) between Port-related noise sources and
receiver locations at S1 and S2. In contrast, noise levels at S3 - S5 are largely dominated by Project
related rail activities along the Roberts Bank Rail Corridor. Noise levels at S6 are dominated by both road
and rail traffic. Trains utilizing the corridor near S6 include those servicing Roberts Bank as well as other
destinations. The estimation of Port noise from rail activity at S6 was calculated assuming equal traffic
volumes in Port-related and non-Port related rail activity.
The estimated Port-related noise levels presented in Table 6.3 were calculated after reviewing specific
Port-related noise events recorded during the monitoring period. For sites S3 - S5, the estimated Port-
related noise levels provided in Table 6.3 are the result of rail activities exclusively. These rail events
were readily identifiable after review of the recorded time histories (see Figure 6.2 for example graph) and
audio files. The identification of Port-related noise events at sites S1 and S2 was complicated by the low
noise levels recorded and the presence of other, potentially more predominant noise sources, such as
those from the BC Ferry Terminal. As a result, there is a high degree of uncertainty in the estimated Port-
related noise levels at sites S1 and S2, as shown in Table 6.3 under the standard deviation column.
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Figure 6.2 Example Graph of Recorded Noise Time History Information at Site 3
Table 6.4 provides an overview of historical noise measurements performed at sites S1, S2, S3 and S5.
No previous measurement data was available for sites S4 and S6.
Table 6.4 Summary of Historical Measurement Data at S1, S2, S3 & S5
Site No. Year Measurement Duration (Days)
Measured Noise Level Ldn (dBA)
S1 2004 2 51
2011 15 53
S2
1993 1 49
2000 1 54
2001 1 54
2011 14 50
S3
1995 7 55
2004 2 62
2011 14 59
S5 2004 2 61
2011 2 61
6.2 EXISTING VIBRATION CONDITIONS
Vibration levels were also measured at sites S3 and S4. Vibration from train pass-bys was measurable
but below the generally accepted threshold of perception (< 0.04 mm/s).
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7.0 POTENTIAL EFFECTS AND MITIGATION
7.1 CONSTRUCTION NOISE
As mentioned in Section 5.3.1, it was assumed that 10 pieces of construction equipment would operate
simultaneously in order to simulate a one-hour "worst-case" scenario. It was further assumed that the
noise level of each piece of construction equipment would be 85 dBA at a reference distance of 15 m with
a 100% usage factor. The combined noise level resulting from these sources would yield a 95 dBA total
noise level at a distance of 15 m.
7.1.1 Construction Noise Impacts
Setback distances at which the "worst-case" construction noise levels meet the daytime and nighttime
criteria listed in Table 5.1 for residential land use were identified in accordance with the FTA's noise
criteria. The setback distance at which the "worst-case" construction noise levels meet the daytime noise
criteria of 90 dBA is at 27 m from the noise sources. The setback distance at which noise levels meet the
nighttime noise criteria of 80 dBA is at 84 m from the noise sources.
Construction related traffic is unlikely to exceed the daytime or nighttime criteria adopted in this
assessment.
Based on a review of aerial photography provided in Google Earth, it would appear that there are no
residential receptors located within 100 m of the Deltaport Terminal, the temporary truck staging area, or
the Gulf and Fisher Yards. As a result, the initial construction noise impact assessment indicates that
exceedance of the FTA's "General Assessment" noise criteria for construction is unlikely to occur, for any
construction scenario.
7.1.2 Construction Noise Management
To ensure that construction contractors do not employ excessively noisy equipment or operations, all
construction contracts should contain a section on noise management, including appropriate limits on
equipment noise, backup alarms, hours of work and contingency plans for mitigating any unexpected
noise impacts. For example, a no idling policy could be included at the temporary truck staging area. A
temporary low impact is predicted for construction noise considering the setback distances between any
noise sensitive receptor and the likely operating locations of construction equipment. Residual effects are
anticipated during construction even with the implementation of a noise management plan.
7.2 CONSTRUCTION VIBRATION
The slow time constant maximum RMS velocity level provided in the FTA document for a vibratory roller
is 1.26 mm/s at a distance of 7.6 m. This would result in a vibration level 0.03 mm/s at a setback distance
of 100 m using the vibration propagation model provided in the FTA manual.
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7.2.1 Construction Vibration Impacts
The vibration impact criteria for annoyance in Table 5.2 for dwellings where people sleep is 0.30 mm/s.
The predicted level from a vibratory roller is 0.03 mm/s at a distance of 100 m. Given that all dwellings are
at a distance of 100 m or more from the Project, it is unlikely that the vibration criteria for annoyance in a
residential dwelling will be exceeded. As a result, annoyance impacts from vibration during the
construction phase are considered to be low and vibration mitigation is not warranted.
The potential for building damage is often a major concern regarding construction vibration. The FTA
provides construction damage criteria for various building categories in terms of the PPV (peak particle
velocity). For typical buildings in close proximity to the Project corridor, a PPV limit of 5.0 mm/s would be
appropriate. The potential for building damage from construction vibration is rare and only occurs when a
high level vibratory source operates in close proximity to a building. For example, a typical PPV value for
the vibratory roller is 5.0 mm/s at distance of 7.6 m. To avoid exceeding the criteria, it would advisable to
maintain a distance of at least 7.6 m between the roller and any nearby structure. The possibility for
building damage from a vibratory roller would be low provided it is operated at a distance further than
7.6m from any adjacent structure.
7.3 OPERATION NOISE
Noise increases at S1 and S2 were estimated from increased cargo handling equipment on site at
Deltaport Terminal. Noise increases at sites S3 - S6 were estimated from increased rail activities which
dominate the overall noise exposure at these locations. Table 7.1 summarizes the predicted Project noise
levels for Cases 1 - 3 after applying the predicted Project noise increases shown in Table 5.5 in Section
5.3 to the existing conditions. Table 7.1 also shows the predicted total noise levels resulting from Project
related increases. The analysis has shown the potential for a 1 - 2 dB increase in Project noise for Case 1
and a 1 - 3 dB increase in Project noise for Cases 2 and 3, depending on proximity to the Roberts Bank
Rail Corridor.
7.3.1 Operation Noise Impacts
Table 7.1 provides a summary of the predicted 2020 total noise levels for Cases 1 – 3 and the predicted
increases from the existing noise levels. Predicted total noise increases at S1 - S2 and S5 - S6 would
result in an insignificant "Low Impact" for all cases. A 'Moderate Impact' is predicted for all cases at S3.
Predicted total noise level increases at S4,for Cases 2 and 3, would also result in a "Moderate Impact".
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Table 7.1 Predicted Project and Total Day Night Average Noise Levels for Cases 1 - 3
Site No.
Predicted Project Noise Level Ldn (dBA)
Total Noise Level Ldn (dBA) Total Noise Increase
Impact
Exist Case 1
Case 2
Case 3
Exist Case 1
Case 2
Case 3
Case 1
Case 2
Case 3
S1 40 42 43 43 53 53 53 53 0 0 0 Low (Cases 1,2 & 3)
S2 44 46 47 47 50 51 51 51 1 1 1 Low (Cases 1,2 & 3)
S3 55 60 61 61 59 62 62 62 3 3 3 Moderate
(Cases1, 2 & 3)
S4 58 62 63 63 61 63 64 64 2 3 3 Low (Case 1) Moderate
(Cases 2 & 3)
S5 56 60 61 61 62 63 64 64 1 2 2 Low (Cases 1, 2 & 3)
S6 59* 63 64 64 68 69 70 70 1 1 1 Low (Cases 1, 2 & 3)
Note: * Predicted Project noise level calculated assuming equal rail volumes in Port-related and non Port-related rail activity
7.3.2 Operation Noise Mitigation
The FTA guideline stresses the need for mitigation measures when post-Project noise levels fall within
the "High Impact" range for noise impacts. Noise impacts within this range would have the greatest
adverse effects on the community. For noise impacts falling within the FTA's "Moderate Impact" category,
the guideline suggests that mitigation measures be considered where reasonable. Some of these
considerations include:
• The number of impacted noise-sensitive sites;
• The extent by which Project noise increases exceed the impact thresholds in Figure 5.2;
• The effectiveness of mitigation;
• Community views; and
• Cost considerations.
There are three main areas where noise mitigation can be considered:
• Source measures;
• Propagation measures; and
• Receiver measures.
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The Good Practice Guide on Port Area Noise Mapping and Management (NoMEPorts 2008) includes
comprehensive lists of port-specific mitigation options in these three areas. It is important that mitigation
assessments consider the effect of specific mitigation measures on the total noise level so that measures
that have the most significant effect on the surrounded community are given the highest priority.
Source measures include equipment maintenance/repair, the use of electricity instead of diesel or diesel-
electric moving equipment, the purchase of low noise options when selecting new equipment (e.g. better
than standard exhaust silencers) and minimizing the put-down speed of containers to reduce impact
noise during container stacking.
Propagation measures include the arrangement of terminal buildings or use of containers as noise
barriers, pointing directional sound sources away from residences, the use of non-residential buildings as
barriers along road or railways, or the use of single purpose noise barriers (e.g. concrete noise walls or
earth berms).
Receiver measures typically include increasing the sound insulation of existing houses (e.g. replacing
windows).
Locations with predicted moderate impacts include a few farm residences near sites S3 (all cases) and a
single residence near site S4 (cases 2 and 3 only). Based on a review of the number of residences
potentially affected and available mitigation methods, it is unlikely that potential benefits from noise
mitigation measures would justify the associated costs.
7.4 OPERATION VIBRATION
The frequency of rail pass-bys is anticipated to increase in the year 2020 to accommodate Deltaport
Terminal's increased capacity. However, the maximum vibration level received at residential receptors
along the Roberts Bank Rail Corridor is unlikely to change by a noticeable amount. The results of the
2011 vibration monitoring performed at sites S3 and S4 have shown that typical vibration levels from rail
events along the Roberts Bank Rail Corridor are well below the impact criteria. As such, the potential for
vibration related impacts within the community are unlikely and no mitigation measures are proposed.
8.0 RESIDUAL EFFECTS
In the event that noise mitigation such as trackside noise barriers prove to be impractical for mitigating rail
noise and are not installed, then the residual effects of the Project will remain at low and moderate impact
ratings.
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9.0 CUMULATIVE EFFECTS ASSESSMENT
There are a number of other known future projects or current non-Project noise sources that may further
increase environmental noise exposures at noise sensitive land uses within the study area. There are no
known future projects or non-Project vibration sources that may further increase environmental vibration
exposures at vibration sensitive land uses within the study area. This cumulative effects assessment has
identified the following potential sources for cumulative noise effects:
1. Increases in Westshore coal ship and train volumes;
2. Roberts Bank Terminal 2 (T2);
3. Roberts Bank Rail Corridor (RBRC) Project;
4. South Fraser Perimeter Road (SFPR); and
5. Tsawwassen First Nations (TFN) industrial development.
9.1 INCREASES IN WESTSHORE COAL SHIP AND TRAIN VOLUMES
According to traffic volume information received from Delcan, coal tonnage is projected to increase in
future years. Noise emission is expected to increase as a result. Table 9.1 shows current and future
Westshore volumes, with comparison to Deltaport.
Table 9.1 Summary of Westshore and Deltaport Cargo Volumes and Ship, Road and Rail Traffic Volumes
Case
Container Capacity Deltaport Terminal
Total Average Ship Movements [Ships/day]
Total Two Way Trains
[Trains/day]
Deltaport
(1,000,000 TEUs)
Westshore (Mt Coal)
Deltaport Westshore Deltaport Westshore
2010 1.54 24.7 1.6 1.3 4 - 6 8 – 12
1 2.40 31 2.0 1.7 10 - 12 10 – 14
2 3.00 31 2.3 1.7 12 - 16 10 – 14
3 3.00 31 2.8 1.7 12 - 16 10 – 14
Based on these volumes, the estimated additional noise exposure due to ship movements, cargo
handling and trains is insignificant and less than 1 dB.
9.2 ROBERTS BANK TERMINAL 2 (T2)
Port Metro Vancouver is in the planning stages for the development of an additional container terminal at
Roberts Bank. The container capacity at the new terminal, Terminal 2 (T2), is projected to equal the
container capacity at the Deltaport Terminal by the year 2030.
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The ratio between the 2010 container capacity at Deltaport and the combined 2020 and 2030 container
capacities of both the improved Deltaport Terminal and T2 was used to calculate an initial evaluation of
future noise increases. Table 9.2 summarizes the projected container capacities of both terminals for
Cases 1 & 2/3 for years 2010, 2020 and 2030:
Table 9.2 Projected Deltaport Terminal and Terminal 2 Container Capacities
Year Case Container Capacity Deltaport Terminal (1,000,000 TEUs)
Container Capacity Terminal 2
(1,000,000 TEUs)
Combined Container Capacity of Deltaport and
Terminal 2
(1,000,000 TEUs)
2010 Exist 1.54 - 1.54
2020 1 2.40 1.10 3.50
2/3 3.00 0.50 3.50
2030 1 2.40 2.40 4.80
2/3 3.00 3.00 6.00
The projected cumulative noise increase in the year 2020 for both cases 1 & 2/3 (for container terminal
noise only) could potentially reach 4 dB. Cumulative noise increases at residences near S1 and S2 would
still have an insignificant "Low Impact". Noise increases at residences near sites S3 - S6 could move
further into the "Moderate Impact" zone shown in Figure 5.2 in the year 2020.
Cumulative noise impacts in the year 2030 are projected to be 5 - 6 dB (for container terminal noise only)
relative to conditions measured in 2011, based on the above assumptions. This could potentially cause
future noise levels at some residences along the Roberts Bank Rail Corridor to move into the "High
Impact" range. However, port-related rail activity along the Roberts Bank Rail Corridor is a result of both
container (Deltaport) and coal trains (Westshore). Significant volume increases in coal train activity are
not anticipated in the future (as shown previously). While volume increases in container trains would be
directly proportional to increases in TEU capacity, increases in coal train activity would not. As a result,
the overall increase in total noise from the combination of both coal and container trains would be less
than the potential increases noted above for years 2020 and 2030.
9.3 ROBERTS BANK RAIL CORRIDOR (RBRC) PROGRAM
The Roberts Bank Rail Corridor (RBRC) Program includes the upgrading or replacement of a number of
at-grade crossings and addition of sidings along the RBRC with overpasses in Surrey and Langley by
2014 to improve passing options for inbound and outbound trains and to eliminate the need for whistling
(RBRC 2011). Whistling cessation will reduce noise exposure levels in locations near crossings.
However, if trains speeds increase as a result, these noise reductions could be offset. Furthermore, road
traffic noise levels may increase more rapidly if roadway upgrades are included (e.g. Glover Road near
site S6). The estimated current effect of whistling on the Ldn is 2 dBA at site S5, 1 dBA at site S6 and 0
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dBA at the remaining sites. If train speeds do not increase, a noise benefit of 1 to 2 dBA is expected in
Surrey and Langley (sites S5 and S6) due to whistling cessation which would likely be offset by increases
in road traffic resulting an insignificant net effect.
9.4 SOUTH FRASER PERIMETER ROAD (SFPR) PROJECT
The South Fraser Perimeter Road (SFPR), currently under construction, will be in the vicinity of the
Project only near site S4; most of the study area will not be affected by SFPR. In the noise component of
Gateway Program’s Environmental Assessment Certificate application for the South Fraser Perimeter
Road (SFPR) (Wakefield, 2006) a 12 dB increase in the day-night average at a farm house on 36th
Avenue, Delta was predicted for the year 2021. The property at this site has since been expropriated. The
farm house was located at an approximate distance of 350 m from site S4 on the west side of the Roberts
Bank Rail Corridor. Site S4, which also represents one residence, is located at a greater distance from
the SFPR alignment than the SFPR site at 36th Avenue, Delta, and as a result would experience a
smaller noise increase. It is estimated that SFPR noise at S4 would yield a 5 - 7 dB increase in the overall
noise exposure. In the absence of any highway noise mitigation, the noise exposure at S4 is expected to
be dominated by highway traffic noise in 2020. Rail and road noise are expected to contribute equally to
the total noise exposure at S4 by the year 2030. Noise increases relative to existing 2011 conditions at
S4 resulting from the combined effects of SFPR and the Project with or without Terminal 2 are likely to
result in "High Impacts".
9.5 TSAWWASSEN FIRST NATIONS (TFN) INDUSTRIAL DEVELOPMENT
Tsawwassen First Nation prepared a land use plan (AECOM 2009) which includes proposed industrial
development on the south side of the RBRC near site S3. Environmental noise exposures may increase
at site S3 and a few other residences on the south side of the RBRC near 41B Street. However, due to
the proposed land use change, other residences, such as previously identified 4032 28B Avenue near the
proposed repair tracks, may be replaced by industrial land use. The land use plan indicates that noise
impact assessments with mitigation plans would be performed as part of any proposal to develop in the
area. With the removal of residences in the area of site S3, it is likely that this effect would be positive for
the Project.
10.0 CUMULATIVE EFFECTS MITIGATION
Potential noise mitigation measures for the cumulative effects described above are included in Section
7.3.2. For sites S3, S4 and S6, it may be most cost effective to move houses away from the RBRC or to
provide sound insulation upgrades. Since site S5 represents many residences on Panorama Ridge, noise
barriers would be more cost effective than they would be for sites S3 and S4. However, depending on the
geometry, they may not be able to achieve a significant noise reduction.
Deltaport Terminal, Road and Rail Improvement Project - 25 - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012
11.0 RESIDUAL ADVERSE EFFECTS
If noise mitigation is found to be justified after performing detailed assessments of cumulative effects, the
remaining noise effects at sites S3 to S6 may still be in the moderate impact range, although it is possible
that the effects could be reduced to the low impact range. Detailed assessments would be required to
determine the likely benefit of potential noise mitigation measures.
12.0 CONCLUSIONS
The results of the 2011 noise study have shown that Ldn levels at sites S1 - S6 ranged from 50 - 68 dBA
during the monitoring period. Sites S1 and S2 Ldn levels were on average 53 dBA and 50 dBA,
respectively. Sites S3 - S6 had higher Ldn levels due to the closer proximity to road and rail noise sources.
Ldn levels at S3 - S6 ranged from 59 - 68 dBA. Extended long-term monitoring (2 weeks) indicate that the
day-to-day variation in Ldn values across all sites was on average +\- 2 dBA. Ground-borne vibration was
also measured at Sites S3 and S4 and vibration from train passbys was measurable but below the
generally accepted threshold of perception.
This noise impact assessment has shown that construction phase noise and vibration impacts are
unlikely to result from the Project. This is because there are no residential dwellings within 100 m of the
project corridor. While this impact assessment has primarily focused on noise and vibration impacts on
residential receptors within the Study Area, it should be noted that there may be building structures within
100 m of the corridor. In this case, care should be taken when operating machinery having high vibratory
source levels (i.e. vibratory rollers) in close proximity to these structures.
The noise impact assessment for the Project's operation in the year 2020 has indicated that future noise
increases (up to 3 dB) at residential receptor locations near sites S3 and S4 may result in "Moderate
Impacts". It is highlighted that, while noise impacts at other sites are predicted to be low, this does not
mean that Project noise increases will go unnoticed at these residential locations.
The cumulative noise effects assessment, addressing potential noise increases from both Deltaport
Terminal, Terminal 2, South Fraser Perimeter Road, Roberts Bank Rail Corridor and TFN industrial
development, has indicated the potential for a "Moderate Impact" in the year 2020 at some locations and
a "High Impact" in 2030 at site S4. As such, any noise mitigation considerations along the Roberts Bank
Rail Corridor should consider the combined operation of both the improved Deltaport Terminal and other
projects.
Deltaport Terminal, Road and Rail Improvement Project - 26 - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012
13.0 REFERENCES
ANSI. 1983. American National Standard Specification for Sound Level Meters. Reference No. ANSI /
ASA S1.4-1983 (R2001). American National Standards of the Acoustical Society of America
(ASA).
Manning, C.J. 1981, The Propagation of Noise from Petroleum and Petrochemical Complexes to
Neighbouring Communities. CONCAWE Report No. 4.The Hauge, Belgium.
EarthTech. 2007. Final Report Proximity Guidelines and Best Practices. Markham, Railway Association of
Canada, Federation of Canadian Municipalities.
Environmental Protection Agency. 1974. Information on Levels of Environmental Noise Requisite to
Protect Public Health and Welfare with an Adequate Margin of Safety. United States
Environmental Protection Agency Report 550/9-74-004. Washington DC.
Harris Miller Miller Hanson Inc. 2006. Transit Noise and Vibration Impact Assessment. Washington DC,
US Department of Transportation.
Noise Management in European Ports (NoMEPorts). 2008. Good Practice Guide on Port Area Noise
Mapping and Management. Amsterdam, Noise Management in European Ports.
Roberts Bank Rail Corridor Program (RBRC). 2012. Roberts Bank Rail Corridor Program. [Online].
http://www.robertsbankrailcorridor.ca/ (Accessed on December 19, 2011).
Schomer, Paul D. 2002. “On Normalizing DNL to Provide Better Correlation with Response.” Sound and
Vibration 36/12: pg. 14-25.
AECOM. 2009. Tsawwassen First Nation Land Use Plan. Tsawassen, Tsawwassen First Nations.
Wakefield Acoustics Ltd. 2006. South Fraser Perimeter Road Noise Impact Assessment, Technical
Volume 13 of the Environmental Assessment Application. Victoria, Ministry of Transportation.
APPENDIX A
Baseline Monitoring Site Descriptions
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise:The measurement was performed over a 2-week period starting at 11:00 hours on Thursday, July 28, 2011. The most signifcant noise sources at this location are local residential activity, ferry terminal, wildlife, and Deltaport.
Site S1
Address:476 Tsawwassen Beach RoadDelta, BC
Description:The monitoring site is located to the east of the Deltaport Terminal. The noise monitor was mounted on the rooftop of the residential house at a height of 7 metres above the ground. The weather station was mounted on a pole at a height of 3.5 metres and weather data was taken at this location.
Microphone location east of Deltaport Terminal
Microphone
Microphone location looking west towards Deltaport Terminal
Aerial Site Photo
MeasurementLocation
Site S1 Page 1
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 11:00 AM on July 28, 2011. The daily results at this site are as follows:
Site S1 Page 2
Date Time Duration Leq Ldn Ld Ln28-Jul-11* 11:00 13 HR 51.8 - - -29-Jul-11 00:00 24 HR 50.1 53.7 51.5 46.030-Jul-11 00:00 24 HR 48.6 53.7 49.4 46.831-Jul-11 00:00 24 HR 48.9 53.6 49.8 46.501-Aug-11 00:00 24 HR 48.7 53.6 49.6 46.602-Aug-11 00:00 24 HR 47.8 53.5 48.3 46.903-Aug-11* 00:00 16 HR 45.8 - - -04-Aug-11* 00:00 00 HR - - - -05-Aug-11 00:00 24 HR 48.7 54.4 49.1 47.806-Aug-11 00:00 24 HR 48.2 51.9 49.5 44.107-Aug-11 00:00 24 HR 46.0 51.8 46.5 45.108-Aug-11 00:00 24 HR 47.8 50.8 49.3 42.509-Aug-11 00:00 24 HR 47.1 51.4 48.3 44.110-Aug-11 00:00 24 HR 45.8 50.3 46.8 39.411-Aug-11 00:00 24 HR 48.2 50.3 49.9 40.812-Aug-11* 00:00 09 HR 41.8 - - -
* Incomplete 24-hour measurements were conducted on this day.
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 3
PORT METRO VANCOUVER
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NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 4
PORT METRO VANCOUVER
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NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 5
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 6
NO DATA FOR AUGUST 4, 2011
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 7
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 8
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 9
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S1 Page 10
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise:The measurement was performed over a 2-week period starting at 00:00 hours on Wednesday, August 17, 2011. The most signifcant noise sources at this location are wildlife, ferry terminal and Deltaport.
Site S2
Address:2148 Tsawwassen Drive NorthDelta, BC
Description:The monitoring site is located to the northeast of the Deltaport Terminal. The noise monitor was mounted on the rooftop of the Tsawwasen First Nation Longhouse at a height of 5.6 metres above the ground.
Microphone location northeast of Deltaport Terminal
Microphone
Microphone location looking southwest towards Deltaport Terminal
Aerial Site Photo
MeasurementLocation
Site S2 Page 1
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 00:00 AM on August 17, 2011. The daily results at this site are as follows:
Site S2 Page 2
Date Time Duration Leq Ldn Ld Ln17-Aug-11 00:00 24 HR 44.3 49.9 43.2 44.918-Aug-11 00:00 24 HR 44.8 49.9 45.5 43.319-Aug-11 00:00 24 HR 44.0 49.9 44.3 43.420-Aug-11 00:00 24 HR 43.4 49.2 43.9 42.621-Aug-11 00:00 24 HR 45.3 49.5 46.5 42.122-Aug-11 00:00 24 HR 48.6 52.1 50.0 44.223-Aug-11 00:00 24 HR 44.6 49.5 45.4 42.524-Aug-11 00:00 24 HR 44.6 49.6 45.5 42.625-Aug-11 00:00 24 HR 45.8 50.9 46.7 43.926-Aug-11 00:00 24 HR 43.9 49.8 44.3 43.227-Aug-11 00:00 24 HR 43.4 48.6 44.1 41.928-Aug-11 00:00 24 HR 45.2 51.7 45.1 45.329-Aug-11 00:00 24 HR 45.7 50.1 46.8 43.030-Aug-11 00:00 24 HR 47.9 51.9 49.1 44.5
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 3
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 4
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 5
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 6
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 7
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 8
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S2 Page 9
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 1
Ambient Noise:The measurement was performed over a 2-week period starting at 00:00 hours on Wednesday, August 17, 2011. The most signifcant noise sources at this location were nearby overpass construction, train, local activity; Deltaport Way traffic, and wildlife.
Site S3
Address:3044A 41B StreetDelta, BC
Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 280 meters south of Deltaport Way. The noise monitor was mounted on the rooftop of the residential carport at a height of 4.1 metres above the ground. Vibration data was also taken at this location. The weather station was mounted beside the microphone at a height of 4.8 metres above the ground.
Microphone location south of Deltaport Railway
Microphone
Microphone and weather station location looking north towards Deltaport Railway
Aerial Site Photo
MeasurementLocation
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 00:00 AM on August 17, 2011. The daily results at this site are as follows:
Site S3 Page 2
Date Time Duration Leq Ldn Ld Ln17-Aug-11 00:00 24 HR 51.7 56.8 52.4 50.018-Aug-11 00:00 24 HR 52.0 57.3 52.7 50.519-Aug-11 00:00 24 HR 54.6 62.1 53.5 56.020-Aug-11 00:00 24 HR 52.7 60.5 51.3 54.421-Aug-11 00:00 24 HR 50.2 57.9 48.9 51.822-Aug-11 00:00 24 HR 50.3 56.6 50.3 50.223-Aug-11 00:00 24 HR 51.0 58.2 50.2 52.024-Aug-11 00:00 24 HR 57.2 63.1 57.5 56.525-Aug-11 00:00 24 HR 55.8 61.9 56.0 55.426-Aug-11 00:00 24 HR 56.1 61.0 57.0 54.027-Aug-11 00:00 24 HR 54.0 59.8 54.4 53.228-Aug-11 00:00 24 HR 51.7 57.0 52.5 50.229-Aug-11 00:00 24 HR 50.1 55.1 50.9 48.130-Aug-11 00:00 24 HR 54.3 60.3 54.6 53.7
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 3
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 4
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 5
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 6
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 7
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 8
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S3 Page 9
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S4 Page 1
Ambient Noise:The measurement was performed over a 48-hour period starting at 15:00 hours on Tuesday, October 18, 2011. The most signifcant noise sources at this location were train traffic, nearby overpass construction, local farming activity, 36 Avenue traffic, and ferry whistle.
Site S4
Address:6900 36 AvenueDelta, BC
Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 230 metres east of Deltaport Railway. The noise monitor was mounted on the residential house at a height of 3.9 metres above the ground. Vibration data was also taken at this location.
Microphone location east of Deltaport Railway
Microphone
Microphone location looking west towards Deltaport Railway
Aerial Site Photo
MeasurementLocation
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Date Time Duration Leq Ldn Ld Ln18-Oct-11 15:00 24 HR 56.6 62.2 57.1 55.519-Oct-11 15:00 24 HR 55.6 59.7 56.8 52.3
Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 3:00 PM on October 18, 2011. The daily results at this site are as follows:
Site S4 Page 2
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S5 Page 1
Ambient Noise:The measurement was performed over a 48-hour period starting at 15:00 hours on Tuesday, October 18, 2011. The most signifcant noise sources at this location were train traffic, aircraft traffic, highway traffic, and local wildlife.
Site S5
Address:12726 Southridge DriveSurrey, BC
Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 460 metres north of the Deltaport Railway. The noise monitor was mounted in the south side of the residential house. The ground slopes downward in the south end of the backyard.
Microphone location north of Deltaport Railway
Microphone
Microphone location looking south towards Deltaport Railway
Aerial Site Photo
MeasurementLocation
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 3:00 PM on October 18, 2011. The daily results at this site are as follows:
Site S5 Page 2
Date Time Duration Leq Ldn Ld Ln18-Oct-11 15:00 24 HR 55.6 62.2 55.4 55.919-Oct-11 15:00 24 HR 56.4 62.0 57.0 55.4
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S6 Page 1
Ambient Noise:The measurement was performed over a 48-hour period starting at 13:30 hours on Wednesday, September 7, 2011. The most signifcant noise sources at this location were heavy rail, traffic from Glover Road, aircraft traffic and local driveway.
Site S6
Address:6270 Glover RoadLangley, BC
Description:The monitoring site is located to the east of Glover Road in Langley. The microphone was placed in the west side of the property at a height of 1.6 metres above the ground and approximately 50 metres from the centerline of Glover Road.
Microphone location on west side of property
Microphone
Microphone location looking northwest toward Glover Road
Aerial Site Photo
MeasurementLocation
PORT METRO VANCOUVER
DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT
NOISE AND VIBRATION IMPACT ASSESSMENT
Site S6 Page 2
Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 1:30 PM on September 7, 2011. The daily results at this site are as follows:
Date Time Duration Leq Ldn Ld Ln7-Sep-11 13:30 24 HR 61.4 67.4 61.6 60.98-Sep-11 13:30 24 HR 61.9 67.9 62.1 61.4