UP Express Electrification EA Noise and Vibration Assessment Report

Home , Black Creek Drive, Bloor GO Station, Union Pearson Express, Union Station (Toronto)

FINAL

Project No. 1124019.00 March, 2014

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Executive Summary

The purpose of this report is to document the noise and vibration Baseline Conditions (Part A) and Impact Assessment (Part B) that was completed as part of the UP Express Electrification EA. Baseline conditions were established using modelling and measurements that were completed in support of previous Georgetown South Service Expansion and Union Pearson Rail Link (GSSE-UPRL) EA reports completed by Metrolinx. Operational noise and vibration impacts have been evaluated based on guidance from the Ontario Ministry of the Environment (MOE) for evaluation of rail transportation projects (i.e., the UP Express service) and stationary sources (i.e., supporting facilities including paralleling stations and EMU maintenance facility). Noise and vibration impacts from construction activities associated with the UP Express project have been considered in accordance with the requirements of the applicable MOE guidelines and best practices.

The UP Express service will also include transformer stations associated with the Traction Power Supply system. The Traction Power Supply system is subject to the provincial Environmental Assessment Act in accordance with the Class EA for Minor Transmission Facilities. Therefore, the potential effects related to the new TPS are being assessed by Hydro One as part of this separate Class EA process (refer to the Hydro One Union Pearson Express Electrification Traction Power Supply System Class Environmental Assessment - Draft Environmental Study Report).

The UP Express service will commence operations with train sets comprised of Diesel Multiple Units (DMUs). The UP Express Electrification EA is investigating noise and vibration impacts associated with the replacement these DMUs with Electric Multiple Units (EMUs), as well as impacts associated with the implementation of facilities supporting the electrified service.

Baseline conditions along the UP Express route (from the future UP Express Union Station to UP Express Pearson station, along the existing Union Station and Kitchener Rail Corridors) are characterized primarily by road and rail traffic. Rail traffic includes freight (CN and CP) and passenger (VIA and GO) trains, and for the purposes of the UP Express Electrification EA also includes the operation of DMUs for the UP Express service. Therefore, baseline noise and vibration conditions within the UP Express route/rail corridor are considered to be the modelled and/or measured noise and vibration levels from the July 2009 Georgetown South Service Expansion and Union-Pearson Rail Link environmental assessment and February 2012 Georgetown South Rail Corridor Expansion assessment.

Baseline conditions associated with the proposed locations for two (2) new paralleling stations (power distribution) and an EMU maintenance facility are based on MOE default minimum sound level criteria, traffic noise modelling, or data from continuous background sound level measurement programs.

The assessment of operations resulted in a conclusion that there will be no predicted adverse net noise and vibration effects due to the change in technology (i.e., replacing DMUs with EMUs). Metrolinx intends to require noise and vibration specifications for the EMU train sets that are either the same or more stringent than those for DMUs. The noise and vibration levels associated with the EMU train sets will therefore be equal to (worst case scenario) or lower than the noise levels of the DMU train sets that

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

the service will commence with. Noise mitigation was recommended for DMU operations in previous EA work (e.g., Georgetown South Service Expansion and Union Pearson Rail Link EA), and Metrolinx plans to maintain this mitigation upon conversion to EMUs. As such, no net noise or vibration effects are anticipated by replacing DMUs with EMUs.

The UP Express Electrification project involves the construction of two paralleling stations along the corridor. The only significant source of sound at these facilities will be the 10 MVA autotransformers (each paralleling station will have one 10 MVA transformer). Sound power levels typical of transformers of this size were projected to the nearest sensitive receptor locations, and the resulting sound pressure levels were compared to the most stringent MOE sound level criteria for urban areas from the applicable MOE guidance document (NPC-300). The resulting sound levels were below the MOE criteria, and therefore no net noise effects are anticipated from the paralleling stations. The paralleling stations do not contain any equipment that would be considered a significant source of vibration, therefore a vibration assessment was not completed.

Operations at the EMU maintenance facility were also assessed in accordance with the requirements of MOE publication NPC-300 for the operation of stationary sources. An acoustic model was prepared based on the most recent site plan for the maintenance facility, and anticipated operations. Noise sources were identified for the proposed operation at the facility, and source sound levels were characterized using either manufacturer data or sound levels from SENES' in-house database of measurement data. The resulting sound levels at the nearest receptor locations were compared to the applicable criteria from NPC-300, and were found to be compliant, should appropriate mitigation be applied.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Executive Summary ...... i Glossary of Terms ...... vi Part A – Noise and Vibration Baseline Conditions 1. Background ...... 1 1.1 Environmental Assessment Process ...... 1 1.2 Description of the Project ...... 2 1.2.1 Traction Power Distribution System ...... 3 1.2.1.1 Overhead Contact System ...... 3 1.2.1.2 Paralleling Stations...... 5 1.2.2 Maintenance Facility ...... 8 1.3 Study Area ...... 9 1.4 Purpose ...... 9 2. Methodology ...... 10 2.1 Noise ...... 10 2.1.1 Review of Secondary Source/Background Reports ...... 10 2.1.2 Baseline Noise Conditions for UP Express Route/Rail Corridor ...... 10 2.1.3 Baseline Noise Conditions for Electrification Facilities ...... 10 2.2 Vibration ...... 12 2.2.1 Review of Secondary Source/Background Reports ...... 12 2.2.2 Baseline Vibration Conditions for UP Express Corridor ...... 12 2.2.3 Baseline Vibration Conditions for Electrification Facilities ...... 12 3. Baseline Conditions ...... 13 3.1 Noise ...... 14 3.1.1 UP Express Union Station to Bloor Station ...... 14 3.1.2 Bloor Station to Weston Station ...... 16 3.1.3 Weston Station to Highway 427 ...... 17 3.1.4 Highway 427 to UP Express Pearson Station ...... 19 3.2 Vibration ...... 20 3.2.1 UP Express Union Station to Bloor Station ...... 20 3.2.2 Bloor Station to Weston Station ...... 21 3.2.3 Weston Station to Highway 427 ...... 21 3.2.4 Highway 427 to UP Express Pearson Station ...... 21

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Part B – Noise and Vibration Impact Assessment 1. Purpose ...... 1 1.1 Methodology ...... 1 2. UP Express Electrification Preliminary Design ...... 2 3. Regulatory Context ...... 2 3.1 MOEE/GO Transit Draft Protocol for Noise and Vibration Assessment ...... 2 3.2 MOE Publication NPC-300: Stationary Sources ...... 3 3.3 Construction ...... 4 4. Noise Impact Assessment ...... 7 4.1 Operations and Maintenance Impacts ...... 7 4.1.1 Rail Corridor (UP Express Route) ...... 7 4.1.1.1 Background ...... 7 4.1.1.2 Key Assumptions...... 7 4.1.1.3 Assessment of Noise Effects ...... 8 4.1.1.4 Conclusions ...... 9 4.1.2 Paralleling Station (Ordnance Street) ...... 9 4.1.3 Paralleling Station (3500 Eglinton Avenue West) ...... 10 4.1.4 EMU Maintenance Facility ...... 11 4.1.4.1 Noise Sources ...... 11 4.1.4.2 Sensitive Points of Reception ...... 11 4.1.4.3 Applicable Sound Level Criteria ...... 12 4.1.4.4 Assessment Methodology ...... 13 4.1.4.5 Assessment Results ...... 15 4.1.5 Construction Impacts and Mitigation Measures ...... 22 5. Vibration Impact Assessment ...... 25 5.1 Operations and Maintenance Impacts ...... 25 5.1.1 Rail Corridor (UP Express Route) ...... 25 5.1.1.1 Background ...... 25 5.1.1.2 Key Assumptions...... 25 5.1.1.3 Assessment of Vibration Effects ...... 26 5.1.1.4 Conclusions ...... 26 5.1.2 Construction Impacts and Mitigation Measures ...... 26

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

5.2 Monitoring ...... 28 6. References ...... 29

Appendix A: Discussion of On-site Rail Movement Modelling [EMU Maintenance Facility] Appendix B: Noise Source Summary [EMU Maintenance Facility] Appendix C: STAMSON Modelling (Background at POR6) [EMU Maintenance Facility] Appendix D: Resources Rd. Maintenance Facility Conceptual Design Report, September 2013

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Glossary of Terms

AREMA The acronym for American Railway Engineering and Maintenance of-Way Association. AREMA is the organization that represents the engineering function of the North American railroads. Autotransformer Apparatus which helps boost the overhead contact system (OCS) voltage and reduce the running rail return current in the 2 X 25kV autotransformer feed configuration. It is a single winding transformer having three terminals. The intermediate terminal located at the midpoint of the winding is connected to the rail and the static wires, and the other two terminals are connected to the catenary and the negative feeder wires, respectively. Bonding A low impedance path obtained by permanently joining all normally-non- current-carrying conductive parts to ensure electrical continuity and having the capacity to conduct safely any current likely to be imposed on it. Cantilever A cantilever is a beam that is supported by a pole at only one end and carries the load of the electrification equipment on top of tracks. At multiple track locations where cantilever frames are not practical, portal structures should be utilized. Catenary System An assembly of overhead wires consisting of, as a minimum, a messenger wire, carrying vertical hangers that support a solid contact wire which is the contact interface with operating electric train pantographs, and which supplies power from a central power source to an electrically-powered vehicle, such as a train. CEAA The acronym for Canadian Environmental Assessment Act. Cess The area on either side of the railway immediately off the ballast shoulder, within the rail right of way. This area is considered a safe area for workers to stand when a train approaches. Class EA Under the Ontario Environmental Assessment Act (EA Act), Class Environmental Assessments are those projects that are approved subject to compliance with an approved class environmental assessment process (e.g., Class EA for Minor Transmission Facilities, GO Transit Class EA, etc.) with respect to a class of undertakings. Contact Wire A solid grooved, bare aerial, overhead electrical conductor of an OCS that is suspended above the rail vehicles and which supplies the electrically powered vehicles with electrical energy through roof-mounted current collection equipment - pantographs - and with which the current collectors make direct electrical contact. Control Centre The building or room location that is used to dispatch trains and control the train and maintenance operations over a designated section of track. Cross Bonds The method of tying tracks together electrically to equalize traction return currents between tracks. This is done to minimize touch potential.

Cross Feeding System Overhead feeder lines are provided between the main gantry and strain gantry across the electrified track to feed power to the OCS wires. dBA A-weighted decibels; the sound pressure level in decibels as measured on a sound level meter using the A-weighting filter network. The A-weighting filter de-emphasizes the very low and very high frequency components of the sound in a manner similar to the frequency response of the human ear, and correlates well with subjective reactions to noise. All sound levels in this report are dBA, unless reported otherwise.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Deadhead Movements In the case of UP Express, deadhead movements are considered to be empty train movements required to reposition a train before or after revenue service. (Revenue service entails train movements that carry fare paying passengers). Deadhead movements are also referred to as “unproductive moves” as they incur the costs of train operations, but are not offset by any revenue from passengers Detailed Design The detailed design phase of a project is defined as the last design stage before system implementation phase including Software and Hardware development starts. DMU Diesel Multiple Unit; a train comprising single self -propelled diesel units. Double Stacked Freight Freight trains carrying double stack containers. (DSF) Duct Bank A duct bank is an assembly of electrical conduits that are either directly buried or encased in concrete. The purpose of the duct bank and associated conduit is to protect and provide defined routing of electrical cables and wiring. It also provides a physical separation and isolation for the various types of cables. Electrical Potential A measurement of the voltage (or potential difference) between two points in a system. For UP Express electrification, eelectrical potential is the electrical charge difference between the electrified UP Express railway and the ground. The unit for electrical potential is expressed in volts. Electrical Section This is the entire section of the OCS which, during normal system operation, is powered from a TPS circuit breaker. The TPS feed section is demarcated by the phase breaks of the supplying TPS and by the phase breaks at the nearest SWS or line end. An electrical section may be subdivided into smaller elementary electrical sections. Electric Traction Facility A traction substation, paralleling station, or switching station. EMC The acronym for Electromagnetic Compatibility. Electromagnetic compatibility is the ability of a device, equipment, or system to function satisfactorily in its electromagnetic environment without introducing intolerable electromagnetic disturbances to anything in that environment. EMF The acronym for Electric and Magnetic Field. Electric and magnetic fields arise from natural forces and permeate our environment. In addition to natural background EMF, anthropogenic sources include electric fields which arise anywhere electricity or electrical components are used and magnetic fields which arise wherever there is a flow of electric current. Common manmade sources of EMF include: electronics, power stations, transmission lines, telecommunication infrastructure, electric motors, etc. The strength of man-made EMF depends on the characteristics of the source including amongst others, voltage, current strength and frequency. EMI The acronym for Electromagnetic Interference. Electromagnetic interference is a disturbance that affects an electrical circuit due to either electromagnetic induction or radiation from an external source. EMU Electric Multiple Unit; a train comprising single self-propelled electric units. Elementary Electrical The smallest section of the OCS power distribution system that can be Section isolated from other sections or feeders of the system by means of disconnect switches and/or circuit breakers. EPR The acronym for Environmental Project Report. The proponent is required to prepare an Environmental Project Report to document the Transit Project Assessment Process followed, including but not limited to: a description of the preferred transit project, a map of the project, a description of existing

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

environmental conditions, an assessment of potential impacts, description of proposed mitigation measures, etc. The EPR is made available for public review and comment for a period of 30 calendar days. This is followed by a 35-day Minister’s Decision Period. ESR The acronym for Environmental Study Report. Proponents are required to prepare an Environmental Study Report to document the planning process followed under the Class Environmental Assessment for Minor Transmission Facilities. Gantry Supporting structures parallel to the tracks, and on both sides of the tracks, at TSS, SWS, and PS used to connect the traction power feeders to the catenary. Grounding Connecting to earth through a ground connection or connections of sufficiently low impedance and having sufficient current-carrying capacity to limit the build-up of voltages to levels below that which may result in undue hazard to persons or to connected equipment. Grounding Grid A system of horizontal ground electrodes that consists of a number of interconnected, bare conductors buried in the earth, providing a common ground for electrical devices or metallic structures, usually in one specific location. Heavy Maintenance Heavy maintenance includes: replacement of engine traction motors, replacement of diesel engines on DMU’s, replacement of transformers and ac propulsion systems on EMUs and replacement of wheel sets on engines. On railcars, heavy maintenance includes the replacement of wheel sets, repairs to windows and brake lines, and body repairs. HV Acronym for high voltages and refers to electrical energy at voltages high enough to cause injury and harm to human beings and living species. According to IEC voltages above 1000 V for alternating current, and 1500 V for direct current is considered high voltage. Hydro One Hydro One Incorporated delivers electricity across the province of Ontario. Hydro One has four subsidiaries, the largest being Hydro One Networks. They operate 97% of the high voltage transmission grid throughout Ontario. Hz Measure of frequency (cycles per second)

Impedance Bonds An electrical device located between the rails consisting of a coil with a centre tap used to bridge insulated rail joints in order to prevent track circuit energy from bridging the insulated joint while allowing the traction return current to bypass the insulated joint. The centre tap can also be used to provide a connection from the rails to the static wire and/or traction power facilities for the traction return current. kV Abbreviation for kilovolt and equal to 1000 volts.

Leq Energy Equivalent Sound Level; The value of the constant sound level which would result in the exposure to the same total A-weighted energy as would the specified time-varying sound, if the constant sound persisted over an equal time interval (from MOE Publication NPC-101: Technical Definitions) LV Acronym for low voltage and according to IEC voltages between 50-1000 V for alternating current, and between 120-1500 V for direct current is considered low voltage. m Meters mm/sec Millimeters per second; measure of velocity

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Main Gantry These 25 kV feeders from the TPF will be connected to the OCS with the help of main and strain gantries and a cross feeder arrangement. The main gantry also referred to as the catenary feeding gantry is the one parallel to and toward the TPF side of the track. Maintenance Facility A mechanical facility for the maintenance, repair, and inspection of engines and railcars.

Messenger Wire In catenary construction, the OCS Messenger Wire is a longitudinal bare stranded conductor that physically supports the contact wire or wires either directly or indirectly by means of hangers or hanger clips and is electrically common with the contact wire(s). Mid-span Area between two OCS registration points Minister Ontario Minister of the Environment. Mitigation Measure Actions that remove or alleviate, to some degree, the negative effects associated with the implementation of an alternative. MOE The acronym for Ontario Ministry of the Environment. MVA The abbreviation for Megavolt-Ampere. This is a unit for measuring the apparent power in an electrical circuit equivalent of one million watt. Negative Feeder Negative feeder is an overhead conductor supported on the same structure as the catenary conductors, which is at a voltage of 25 kV with respect to ground but 1800 out-of-phase with respect to the voltage on the catenary. Therefore, the voltage between the catenary conductors and the negative feeder is 50 kV nominal. The negative feeder connects successive feeding points, and is connected to one terminal of an autotransformer in the traction power facilities via a circuit breaker or disconnect switch. At these facilities, the other terminal of the autotransformer is connected to a catenary section or sections via circuit breakers or disconnects. Net Effect The effect (positive or negative) associated with an alternative after the application of avoidance/mitigation/compensation/enhancement measures. Notice of The Proponent is required to prepare and distribute a Notice of Commencement Commencement, which “starts the clock ticking” for the 120-day portion of the transit project assessment process. Proponents must prepare and distribute a Notice of Commencement to indicate that the assessment of a transit project is proceeding under the transit project assessment process. Proponents must complete their documentation (the Environmental Project Report) of the transit project assessment process within 120 days of distributing the Notice of Commencement. Notice of Completion The Notice of Completion must be given within 120 days of the distribution of the Notice of Commencement (not including any “time outs” that might have been taken). The Notice of Completion of Environmental Project Report signals that the Environmental Project Report has been prepared in accordance with section 9 of the regulation and indicates that the Environmental Project Report is available for final review and comment (for 30 calendar days). Following the 30 day public review period, there is a 35 day Minister’s decision period. Open Route The term used to describe an area of tracks where there is no vertical conflicts to OCS. Overhead Contact OCS is comprised of: System (OCS) 1. The aerial supply system that delivers 2x25 kV traction power from traction power substations to the pantographs of Metrolinx electric trains, comprising the catenary system messenger and contact wires,

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

hangers, associated supports and structures including poles, portals, head spans and their foundations), manual and/or motor operated disconnect switches, insulators, phase breaks, section insulators, conductor termination and tensioning devices, downguys, and other overhead line hardware and fittings. 2. Portions of the traction power return system consisting of the negative feeders and aerial static wires, and their associated connections and cabling.

Overhead Structure A structure that allows a road to cross over a railway underneath. Overpass A structure that allows a railway to cross over a road or watercourse underneath. Pantograph Device on the top of a train that slides along the contact wire to transmit electric power from the catenary to the train. Paralleling Station (PS) An installation which helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders and the catenary conductors are connected to the two outer terminals of the autotransformer winding at this location with the center terminal connected to the traction return system. The OCS sections can be connected in parallel at PS locations. Performance Standards General specifications and criteria that define the parameters and requirements of a particular system. Phase Break An arrangement of insulators and grounded or non-energized wires or insulated overlaps, forming a neutral section, which is located between two sections of OCS that are fed from different phases or at different frequencies or voltages, under which a pantograph may pass without shorting or bridging the phases, frequencies, or voltages. Portal Portal is an OCS structure that spans over the tracks between two OCS support poles located on the sides of the tracks in order to support the electrification equipment. The portal structure is used at multiple track locations where cantilever frames are not practical. Portal Boom Top steel section or truss / lattice at the top of the portal structure, supported by two columns placed either side of the railway. The “portal boom” provides support points for the OCS conductors. Positive Train Control A signalling system using on board and wayside equipment to automatically reduce the speed, or stop a train depending on the conditions on the track ahead. Potential Effect A possible or probable effect of implementing a particular alternative. Preliminary Design The design of a proposed project (including a detailed cost estimate) to a level that demonstrates that the project is buildable within the given parameters of the design scope. Preventive Maintenance Preventive maintenance includes items such as: replacing brake pads, measuring wheels, inspection of running gear, inspection and repair of central air conditioning, check radios and repair/replace, repair broken windows and doors, etc. Proponent A person who carries out or proposes to carry out an undertaking or is the owner or person having charge, management or control of an undertaking. Rail Potential Rail Potential is defined as the voltage between running rails and ground occurring under operating conditions when the running rails are utilized for carrying the traction return current or under fault conditions.

Resilient Arm A combined registration and support assembly with vertical resilience, used

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

for support of catenary conductors in situations with restricted clearance such as tunnels and overhead bridges. Running Rails Rails that act as a running surface for the flanged wheels of a car or locomotive. SCADA The acronym for System Control And Data Acquisition. SCADA is a control system that controls and monitors the status of the industrial processes and devices for the electrification system. These devices may include motor operated disconnect switch, relay, meter and circuit break, of the Electrification System. Screening The process of applying criteria to a set of alternatives in order to eliminate those that do not meet minimum conditions or requirements. Service Maintenance Service maintenance is the light maintenance of engines (i.e., window cleaning, check oil levels and sand levels, clean engine cab, refill potable water, and empty washroom holding tanks). Signal System The rail signal system is a combination of wayside and on board equipment and/or software to provide for the routing and safe spacing of trains or rail vehicles. Spur Is a railroad track that diverges from the main track to service a specific location or industry. Static Wire (Aerial A wire, usually installed aerially adjacent to or above the catenary Ground Wire) conductors and negative feeders, that connects OCS supports collectively to ground or to the grounded running rails to protect people and installations in case of an electrical fault. In an ac electrification system, the static wire forms a part of the traction power return circuit and is connected to the running rails at periodic intervals and to the traction power facility ground grids. If mounted aerially, the static wire may also be used to protect the OCS against lightning strikes. It is sometimes termed “aerial ground wire”. Strain Gantry These 25 kV feeders from the TPF will be connected to the OCS with the help of main and strain gantries and a cross feeder arrangement. The strain gantry is located within the railroad right-of-way (ROW) parallel to and on the opposite side of the track from the TPF, with footprints exactly equal to that of the main gantry. Traction Power Electric Traction Facility that transforms the utility supply voltage of 230 kV Substation to 50 kV and 25 kV for distribution to the trains via catenary and negative feeders. Switching Station (SWS) SWS is an installation where the supplies from two adjacent traction power substations are electrically separated and where electrical energy can be supplied to an adjacent but normally separated electrical section during contingency power supply conditions. It also acts as a paralleling station (PS). Touch/Step Potential Touch potential is defined as the voltage between the energized object and the feet of a person in contact with the object. Step potential is defined as the voltage between the feet of a person standing near an energized grounded object. Top of Rail Top of Rail is defined as the highest point in a running rail profile. Traction Electrification TES is the combination of the traction power supply system (TPSS), the System (TES) overhead contact system (OCS), and the traction power return system, together with appropriate interfaces to the TES related supervisory control and data acquisition (SCADA) system. It forms a fully functional 2x25 kV ac traction power supply and distribution system and provides the traction

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

power to the electrically powered vehicles on the Metrolinx electrified railway line.

Traction Power Facilities TPFs include: traction power substations (TPS), switching stations (SWS), (TPF) and paralleling stations (PS).

Traction Power Return The traction power return system includes all conductors (including the System grounding system) for the electrified railway tracks, which form the intended path of the traction return current from the electrified rolling stock to the traction power substations. Conductors may include: • Running rails • Impedance bonds • Static wires, and buried ground or return conductors • Rail and track bonds, • Return cables, including all return circuit bonding and grounding interconnections • Ground • Negative feeders due to the configuration of autotransformer connections Traction Power Supply TPSS is the railway traction distribution network used to provide energy to System (TPSS) Metrolinx electric trains, which comprises incoming high voltage supplies, traction power substations (TPS) at which power is converted from high voltage to nominal 2x25 kV railway traction voltage to the overhead contact system (OCS), other traction switching facilities including switching stations (SWS) and paralleling stations (PS), and connections to the OCS and the traction return and grounding system. TPAP The acronym for Transit Project Assessment Process. The transit project assessment process is defined in sections 6 – 17 in Ontario Regulation 231/08: Transit projects and Metrolinx Undertakings. Proponents must complete the prescribed steps of the transit project assessment process within specified time frames. The process allows for a six month assessment process whereby potential environmental effects of the transit project are identified, assessed and documented. The proponent must issue a Notice of Completion within 120 days of issuing the Notice of Commencement. Traction Power TPS is an electrical installation where power is received at high voltage and Substation (TPS) transformed to the voltage and characteristics required at the OCS for the nominal 2x25 kV system, containing equipment such as transformers, circuit breakers and sectionalizing switches. It also includes the incoming high voltage lines from the power supply utility.

TS Acronym for Transformer Station. Transit Project A transit project is defined as an undertaking consisting of: (a) An enterprise or activity that is the planning, designing, establishing, constructing, operating, changing or retiring of a facility or service that, aside from any incidental use for walking, bicycling or other means of transporting people by human power, is used exclusively for the transportation of passengers by bus or rail, or anything that is ancillary to a facility or service that is used to support or facilitate the transportation of passengers by bus or rail; or,

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

(b) A proposal, plan, or program in respect of an enterprise or activity described in clause (a) above. Transmission Line Transmission lines electrically interconnect generating power plants and electrical substations located near demand centers for bulk transfer of electrical energy over long distances, at a high voltage generally 115 kV or higher. Transmission of power at high voltage is distinct from the local wiring between high-voltage substations and customers, which is typically referred to as electric power distribution. Transmission lines, when interconnected with each other, are called transmission network or electric grid. Tunnel Arm A combined registration and support assembly used for support of catenary conductors within a tunnel where there is not enough clearance for OCS portal and cantilever structures. VdB Decibels (vibration); measure of vibration magnitude

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Part A – Noise and Vibration Baseline Conditions

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1. Background

In July 2009, Metrolinx completed an environmental assessment (EA) for the Georgetown South Service Expansion and Union-Pearson Rail Link (GSSE-UPRL). This project included a number of infrastructure improvements along the GO Transit (GO) Kitchener (previously known as Georgetown) corridor, including construction of a new three kilometre spur line (from Highway 427 to Terminal 1 at Pearson Airport), and construction of new tracks along the GO Kitchener corridor. In addition, new stations will be constructed at both Union Station and at Terminal 1 (Pearson International Airport), while the existing Bloor and Weston stations will be upgraded. Portions of this project are currently under construction, and the UP Express service is anticipated to be in operation by 2015.

The UP Express will initially operate using Diesel Multiple Units (DMUs) and will run from downtown Toronto at UP Express Union Station with stops at Bloor GO Station and Weston GO Station, then terminate at the future UP Express Pearson Station at Pearson International Airport.

Following the 2009 GSSE-UPRL EA, Metrolinx completed the GO Electrification Study in December 2010, which examined electrification of the entire GO Transit rail system as a future alternative to diesel trains currently in service. Subsequently, Metrolinx initiated Phase 1 which includes the EA study for electrification of the UP Express service, development of performance standards for electrification, as well as preparation of the electrification design.

1.1 Environmental Assessment Process

With regard to EA process, the proposed conversion of the UP Express service from diesel to electric power falls under Schedule 1, Subsection 2 (1) 7 of O. Reg. 231/08 - Transit Projects and Metrolinx Undertakings which applies to transit projects including: “Electrification of rail equipment propulsion on existing commuter rail corridor and associated power distribution system.” Therefore, the environmental impact of the traction power distribution system components and new electrified maintenance facility is being assessed by Metrolinx under the Transit Project Assessment Process (TPAP), in accordance with Ontario Regulation 231/08 – Transit Projects and Metrolinx Undertakings.

In addition, electrification of the UP Express requires a connection to Ontario’s electrical system. It is proposed that the power be supplied from the existing 230 kV transmission line that runs between Hydro One’s Claireville Transformer Station (located near Highway 407 and Highway 27 in the City of Vaughan) and Richview Transformer Station (located near Highway 401 and Highway 27 in the City of Toronto). Two new cables will deliver power to a new 230 kV Traction Power Substation (TPS). The TPS will convert the voltage from 230 kV to 25 kV so that it can be used to power the electric trains. The power supply portion of the project is being carried out by Hydro One under the Class EA for Minor Transmission Facilities (Class EA). The TPS's are not discussed further in this report.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1.2 Description of the Project

The scope of the proposed UP Express Electrification undertaking includes the construction, operation and maintenance of an electrified rail service along the UP Express route. The route includes approximately 25 km of track beginning at the future UP Express Station (west of the Union Station train shed) in the City of Toronto, along the existing Union Station GO rail corridor and Kitchener GO rail corridor to Highway 427, where the route then follows the new UP Express spur link (currently under construction) into the future UP Express Pearson Station (Terminal 1, Toronto Pearson International Airport) in the City of Mississauga (see Figure 1-1). More specifically, the UP Express Electrification project involves converting the UP Express service from diesel power to electric. Therefore, the base case scenario is defined as the UP Express operating with Diesel Multiple Unit (DMU) trains.

Electrification of the UP Express service will be achieved through a Traction Electrification System which will provide electrical power to the trains by means of a traction power distribution system (by Metrolinx) and traction power supply system (by Hydro One). The traction power distribution system components (which are being assessed under the TPAP) are further described below.

Figure 1-1. UP Express Electrification EA Study Area

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1.2.1 Traction Power Distribution System

The proposed traction power distribution system is an Overhead Contact System (OCS) comprised of a wiring system providing power to the trains. The wiring system will be suspended from a number of OCS structures (i.e., portals, cantilevers) placed along and over the track. The traction power distribution system also includes two paralleling stations (PS) to boost the voltage along the UP Express route, as well as 25 kV feeders and gantries (which provide power to the OCS) located in the vicinity of each PS. In addition, a new electrified maintenance facility will need to be built to carry out maintenance on the new electric trains.

The following sections provide an overview of the electrification infrastructure requirements associated with the traction power distribution system as the basis for collecting baseline conditions information within the study area. In addition, Supporting Document #1: Assessment of Alternative Facility Locations provides additional background information on the process followed for identifying the preferred siting locations for each facility. As a result, the preferred locations for siting each facility have been included in this report for the purpose of describing baseline conditions associated with the respective sites.

1.2.1.1 Overhead Contact System

The preferred traction power distribution system for UP Express electrification is an Overhead Contact System (OCS) that is comprised of a wiring system which will provide power to the electric trains. The wiring system will be suspended from a number of new OCS support structures (i.e., portals, cantilevers) placed along and over the track, including on bridges/overpasses where required. It should be noted that the majority of OCS support structures will be situated within the existing Metrolinx owned rail Right-of- Way (ROW) along the UP Express route/corridor, except for a small number of locations where the structures cannot be accommodated within the existing rail ROW.

Specifically, the overhead wires will be supported from galvanized steel structures positioned along the track at a spacing of up to 65 metres. The most common OCS support structures will be portals which span multiple tracks (see Figure 1-2).

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 1-2. Example of OCS Support Structures (Portals)

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1.2.1.2 Paralleling Stations

A paralleling station helps boost the OCS voltage and reduce running rail current. As the train moves away from the source of power, the OCS voltage drops (see example shown in Figure 1-3). Electric trains can only operate if the OCS voltage remains within acceptable limits. Paralleling stations help raise the OCS voltage and hence, facilitate operation of trains further away from the source of power. Paralleling stations also help reduce flow of return current in rails and thereby, contribute towards safety of passengers and other persons boarding or detraining at train stations.

Figure 1-3. Typical Paralleling Station

In order to ensure reliability of the electrified UP Express system, paralleling stations need to be located approximately every 8-12 kms along the electrified route. There are two PSs required as part of the electrified UP Express system: one at Ordnance St, and one at 3500 Eglinton Ave. W. as shown in Figures 1-4 and 1-5 respectively. The approximate footprint area required for constructing a paralleling station is anticipated to be 900 sq. m. (45 m X 20 m).

Gantries and Ductbanks

A set of two gantries (main and strain gantry), as well as 25 kV power supply feeders (routed underground via duct banks) will be located in the vicinity of each PS location. The locations of the gantries and duct banks will be identified as part of the preliminary design phase. Therefore, the potential environmental impacts associated with these components will be assessed and documented within the Natural Environmental Impact Assessment Report.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 1-4. Paralleling Station – Ordnance St.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 1-5. Paralleling Station – 3500 Eglinton Ave. W.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1.2.2 Maintenance Facility

As part of implementing an electrified UP Express service, the new electric trains will need to be regularly maintained and serviced. As a result, the scope of the UP Express Electrification EA includes consideration of the infrastructure requirements related to a new electrified maintenance facility.

Supporting Document #1: Assessment of Alternative Facility Locations summarizes the process followed for identifying the preferred location for the electrified Maintenance Facility, i.e., 50 Resources Rd. (see Figure 1-6). The approximate footprint size required for constructing the new MF is anticipated to be 5 hectares.

Figure 1-6. Electrified Maintenance Facility – 50 Resources Rd.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1.3 Study Area

Based on the description of the UP Express Electrification project components provided above, the project Study Area (as illustrated in Figure 1-1) is described as follows:

• UP Express route/rail corridor beginning at the future UP Express Union Station in the City of Toronto, along the existing GO Kitchener and GO Union Station Rail Corridors, and terminating at the future UP Express Pearson Station (Terminal 1, Toronto Pearson International Airport) in the City of Mississauga; and • Preferred locations for associated electrification infrastructure/facilities including: two Paralleling Stations, and one electrified Maintenance Facility.

As the EA progresses and potential impacts are identified, the Study Area will be expanded (if required) to capture the full range of potential environmental effects.

1.4 Purpose

The purpose of this report is to document baseline conditions within the UP Express Electrification Study Area related to noise and vibration. The baseline conditions information collected establish the basis from which potential impacts of the proposed UP Express Electrification project are assessed and documented in the Noise and Vibration Impact Assessment report (Part B of this report).

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

2. Methodology

The following sections outline the methodology that was employed to establish baseline noise and vibration conditions related to the proposed UP Express Electrification project, and is based on the Noise and Vibration Work Plan approved by Ministry of the Environment (MOE) Central Region in July 2013. For the purposes of the EA, baseline conditions are considered to be the conditions that exist with the DMUs operating within the UP Express corridor, with necessary mitigation already installed.

2.1 Noise

2.1.1 Review of Secondary Source/Background Reports

Available background information was reviewed, including but not limited to the following sources:

• Georgetown South Service Expansion & Union Pearson Rail Link (GSSE-UPRL) Environmental Project Report (2009) • Noise and Vibration Impact Assessment Final Report – J.E. Coulter Associates Ltd. (July, 2009) • Appendix 8E of 2010 Electrification Study: Noise and Vibration Impacts • Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment – AECOM (February, 2012)

2.1.2 Baseline Noise Conditions for UP Express Route/Rail Corridor

Baseline conditions associated with the UP Express service operating with DMUs have been established in accordance with the Ministry of the Environment (MOE) / GO Transit Draft Protocol for Noise and Vibration Assessment (MOE, 1995) as part of the previous noise study completed for the corridor (i.e., Georgetown South Rail Corridor Expansion Operational Noise and Vibration Assessment Report, AECOM, February 2012). As outlined in Appendix B of the February 2012 AECOM report, the noise levels were based on 10 car GO trains, VIA Rail passenger trains and CN/CP freight trains, as well as the DMU trains associated with the UP Express line. The noise impact of increasing from a 2 car UP Express shuttle to a 3 car UP Express shuttle was also reviewed. Based on this analysis, noise walls were recommended at certain areas along the UP Express corridor.

As a result, no additional modelling has been completed for the characterization of baseline sound levels along the UP Express corridor. Sound levels predicted by AECOM in the Georgetown South Rail Corridor Expansion Operational Noise and Vibration Assessment Report describing operations on Opening Day 2015 (with DMUs on the UP Express), inclusive of proposed mitigation, are summarized in section 3.1 of this report as the baseline noise conditions.

2.1.3 Baseline Noise Conditions for Electrification Facilities

The assessment of baseline conditions also includes the proposed sites for locating new stationary infrastructure (i.e., maintenance facility, two paralleling stations). The approach applied in Part B of this

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

assessment for assessing the noise related impacts of these facilities (considered stationary noise sources by the MOE) is based on the MOE publication NPC-300 – Environmental Noise Guideline.

In the MOE publication NPC-300, the MOE requires that operational noise produced by stationary facilities (such as the proposed maintenance facility and paralleling stations) must not exceed either a set of minimum MOE sound level criteria or the minimum background sound level during the period of operation, whichever is higher. Typically, background sound levels are established when a facility will operate in an area with high background noise levels (in order to establish sound level limits that are higher than the MOE default minimum limits). The MOE allows for the minimum background sound level to be established either through: 1) traffic noise modelling, or 2) via long-term continuous noise monitoring. In areas where receptors are exposed to high rail traffic volumes, NPC-300 outlines an approach for including rail noise in the background sound level.

The impact assessment under the NPC-300 approach described in Part B of this assessment is based on maximum one-hour noise impact for each period of day during which the facilities are anticipated to be operational (i.e., day, evening, and night). For such an assessment in an urban setting such as where the UP Express and its related facilities will be operating, the MOE provides minimum hourly criteria for use in assessing noise impacts as noted above. Alternatively, if it can be established through modelling or monitoring that the minimum one-hour of background noise (i.e., from road traffic and/or industrial sources not related to the facility under assessment, and/or rail traffic) is higher than the minimum criteria for each period, those values may be applied instead. The approach applied for each supporting facility are described in the following sections.

Paralleling Stations

The proposed Paralleling Station locations are in areas that are anticipated to have high background noise levels due to existing urban hum (see Figure 1-4 and Figure 1-5). However, based on the impact assessment summarized in Part B of this report, operation of these types of facilities are not predicted to result in noise impacts. Therefore, the minimum MOE criteria are sufficient for the purposes of establishing compliance. With this in mind, the MOE minimum criteria have been presented to represent baseline noise conditions at the PS sites (as opposed to establishing baseline conditions through traffic noise modelling or continuous monitoring).

EMU Maintenance Facility

Operations at the EMU MF have the potential to produce audible off-site sound levels (i.e., sound from maintenance activities audible through bay doors, sources associated with building ventilation, power generation, cooling, and on-site vehicle movements). Since there are noise sensitive receptors in close proximity to the EMU MF site (<100 m) (see Figure 1-6), along with elevated background noise conditions due to local high-traffic roads (i.e., Islington Avenue, Highway 401), background noise level information has been obtained for this evaluation. Ambient noise monitoring was completed by AECOM [Memorandum: Georgetown South Ambient Noise Monitoring and Updated Noise Impacts] and Valcoustics [Memorandum: Georgetown South Rail Corridor Expansion Weekly Noise and Vibration

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Report, 2011 (13), (14) and (15)] at the closest receptors to the EMU MF as part of the Georgetown South Rail Corridor Expansion study. This monitoring data was used to establish baseline conditions for this project at two of the receptor locations. Traffic noise modelling was used to establish background at a nearby apartment complex, and the MOE default limits were applied to the remainder of receptors to represent background.

2.2 Vibration

2.2.1 Review of Secondary Source/Background Reports

Available background information was reviewed, including but not limited to the following sources:

• Noise and Vibration Impact Assessment Final Report – J.E. Coulter Associates Ltd. (July, 2009) • Appendix 8E of 2010 Electrification Study: Noise and Vibration Impacts • Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment – AECOM (February 2012)

2.2.2 Baseline Vibration Conditions for UP Express Corridor

A comprehensive set of vibration measurements were collected for the UP Express route/corridor in 2009, in support of the GO Transit Georgetown South Service Expansion and Union-Pearson Rail Link EA (Coulter, 2009). Supplementary data was provided by AECOM in the Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012). This existing data has been used to describe baseline conditions along the UP Express corridor for the purposes of the UP Express Electrification EA. No additional vibration measurements were collected along the UP Express corridor.

2.2.3 Baseline Vibration Conditions for Electrification Facilities

Based on our experience with similar sites, the proposed stationary facilities are not expected to represent significant sources of vibration. As such, it was not considered necessary to establish baseline vibration conditions for compliance purposes and no baseline vibration monitoring has been completed.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

3. Baseline Conditions

The following provides a summary of baseline conditions related to noise and vibration. For the purposes of describing the various features within the UP Express Electrification Study Area, this section has been separated into four segments as follows (see Figure 3-1): • UP Express Union Station (future) to Bloor Station • Bloor Station to Weston Station • Weston Station to Highway 427 • Highway 427 to UP Express Pearson Station (future)

Figure 3-1. Study Area Sections

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

3.1 Noise

3.1.1 UP Express Union Station to Bloor Station

UP Express Route/Corridor

The land uses along this segment of the corridor include a mixture of residential (including detached and semi-detached dwellings, townhouses, as well as high-rise and low-rise multi-unit buildings), commercial buildings, park space and institutional lands (i.e., schools/daycare centres/places of worship). This segment of the GO rail corridor extends through a high density area of the City of Toronto. Several sensitive receptors are located within 20 m of the rail corridor.

Baseline sound levels through this section of the corridor are characterized by train traffic within the corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), as well as varying degrees of road traffic depending on the location along the segment. Sources of road traffic noise include highway traffic from the Gardiner Expressway at the south end of the study area, as well as traffic on several major east-west and north- south arterial roads in the City of Toronto, including King Street, Queen Street, Dundas Street West, Bloor Street West and Lansdowne Ave. Receptors in this area also experience intermittent overhead noise from air traffic utilizing the Billy Bishop Airport.

Sound levels due to operations within the GO Kitchener corridor were modelled at a total of forty-nine (49) individual sensitive points of reception along this segment in support of the Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012) to determine the impact of the new UP Express line. These receptors were representative of sensitive locations throughout the segment at various separation distances and operating conditions.

The sound levels that were predicted in support of the 2012 AECOM assessment were calculated in accordance with procedures outlined by the Ontario Ministry of the Environment (MOE). The sound levels are presented as 16-hour daytime and 8-hour night-time “energy equivalent” sound levels, or Leq.

The Leq metric is used to describe a time-varying sound as a single sound level (see Glossary of Terms for additional detail). For daytime hours, the time period to be assessed is the 16-hour period from 7:00 to 23:00. The night-time period is then the 8-hour period between 23:00 to 07:00.

The ranges of sound levels predicted along this segment of the corridor including freight traffic (CN and CP), commuter passenger trains (GO and VIA), and the UP Express trains operating with DMU engines are summarized in Table 3-1 for Opening Day operations, and Full Build operations.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Table 3-1 – Baseline Sound Levels (Union Station to Bloor Station)

Scenario Daytime (16-hr Leq, dBA) Night-time (8-hr Leq, dBA) Minimum Maximum Minimum Maximum Opening Day 56 73 54 68 Full Build 61 80 57 76

The variation in sound level at each receptor was dependent upon the distance between the receptor and the rail corridor, the receptor height, the presence of any obstacles to noise propagation (i.e., noise barriers or buildings), and the speed of the trains, which varies depending on the location along the segment.

The sound levels identified above account for the presence of existing noise mitigation measures (i.e., barrier walls) as well as noise mitigation measures that were recommended in the Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012). It is our understanding that Metrolinx has committed to installing all proposed noise barriers in time for opening day operations.

Paralleling Station (Ordnance St.)

This section of the UP Express corridor includes one (1) paralleling station, which is proposed for location adjacent to Ordnance Street and Strachan Avenue (see Figure 1-4). The nearest sensitive receptors are located at a proposed residential development located approximately 180 m from the proposed facility. Baseline sound levels at this location are characterized by the rail traffic within the Kitchener and Lakeshore GO corridors (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), and road traffic from the Gardiner Expressway and local streets such as Strachan Avenue and Bathurst Street. Receptors in this area also experience intermittent overhead noise from air traffic utilizing the Billy Bishop Airport.

As this location is adjacent to the existing GO rail corridor, baseline sound levels at this location will be in the same range as outlined in Table 3.1. In the assessment of noise impacts discussed in Part B of this assessment, this paralleling station is evaluated as a stationary source on the basis of a maximum one- hour operating scenario for each period in which it is projected to operate (day, evening and night). For such an assessment, the MOE outlines that the evaluation criteria may be either the MOE default minimum sound level limits, or actual background sound levels established through either modelling or monitoring. The sound levels presented in Table 3-1 cannot be used for establishing criteria as these are not minimum one-hour background sound levels. Based on the impact assessment described in Part B, operation of this facility is not predicted to result in a noise impact. Therefore, the minimum MOE criteria are sufficient for the purposes of establishing compliance (refer to Table 3-2 of Part B for the applicable criteria).

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

3.1.2 Bloor Station to Weston Station

UP Express Route/Corridor

This segment of the corridor extends north-west from Bloor Station to Weston Station. The land uses along this segment of the corridor include a mixture of residential (including detached and semi-detached dwellings, townhouses, as well as high-rise and low-rise multi-unit buildings), commercial buildings, and institutional lands (i.e., schools/daycare centres/places of worship). This segment of the GO Kitchener rail corridor extends through a high density area of the City of Toronto. Several sensitive receptors are located within 20 m of the rail corridor.

Baseline sound levels through this section of the corridor are characterized by train traffic within the corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), as well as varying degrees of road traffic depending on the location along the segment. Sources of road traffic noise include several major east-west and north-south arterial roads in the City of Toronto, including Bloor Street West, Weston Road, St. Clair Avenue West, Eglinton Avenue West, Black Creek Drive, Jane Street and Lawrence Avenue.

Sound levels due to operations within the GO Kitchener corridor were modelled at a total of fifty-five (55) individual sensitive points of reception along this segment in support of the Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012) to determine the impact of the new UP Express line. These receptors were representative of sensitive locations throughout the segment at various separation distances and operating conditions.

The ranges of sound levels predicted along this segment of the corridor including freight traffic (CN and CP), commuter passenger trains (GO and VIA), and the UP Express trains operating with DMU engines are summarized in Table 3-2 for Opening Day operations, and Full Build operations.

Table 3-2 – Baseline Sound Levels (Bloor Station to Weston Station)

Scenario Daytime (16-hr Leq, dBA) Night-time (8-hr Leq, dBA) Minimum Maximum Minimum Maximum Opening Day 55 74 56 70 Full Build 59 77 58 74

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012). It is our understanding that Metrolinx has committed to installing all proposed noise barriers in time for opening day operations.

Paralleling Station – 3500 Eglinton Ave. W.

This section of the rail corridor includes one (1) paralleling station, which is proposed for location at 3500 Eglinton Avenue West, near the intersection of Eglinton Avenue West and Black Creek Drive (see Figure 1-5). The nearest sensitive receptors are located approximately 250 m from the proposed facility. Baseline sound levels at this location are characterized by the rail traffic within the Kitchener/UP Express corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), and road traffic from Eglinton Avenue West and Black Creek Drive.

As this location is adjacent to the UP Express route/corridor, baseline sound levels at this location will be in the same range as outlined in Table 3-2. In the assessment of noise impacts discussed in Part B of this assessment, this paralleling station is evaluated as a stationary source on the basis of a maximum one-hour operating scenario for each period in which it is projected to operate (day, evening and night). For such an assessment, the MOE outlines that the evaluation criteria may be either the MOE default minimum sound level limits, or actual background sound levels established through either modelling or monitoring. The sound levels presented in Table 3-2 cannot be used for establishing criteria as these are not minimum one-hour background sound levels. Based on the impact assessment described in Part B, operation this facility is not predicted to result in a noise impact. Therefore, the minimum MOE criteria are sufficient for the purposes of establishing compliance (refer to Table 3-2 of Part B for the applicable criteria).

3.1.3 Weston Station to Highway 427

UP Express Route/Corridor

This segment of the rail corridor extends north-west from Weston Station, and curves to the west at St. Phillips road. The land uses along this segment of the corridor include a mixture of residential (including detached and semi-detached dwellings, townhouses, as well as high-rise and low-rise multi-unit buildings), commercial / industrial lands, recreational areas (golf course), and institutional lands (i.e., school/daycare/place of worship). The rail corridor extends through a high density area of the City of Toronto. Several sensitive receptors are located within 20 m of the rail corridor.

Baseline sound levels through this section of the corridor are characterized by train traffic within the corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), as well as varying degrees of road traffic depending on the location along the segment. Sources of road traffic noise include highway noise from Highway 401, 409, 27 and 427 at the north end of this segment, as well as several major east-west and north- south arterial roads in the City of Toronto, including Weston Road, Islington Avenue, Kipling Avenue, and Martin Grove Road.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Sound levels due to operations within the GO Kitchener corridor were modelled at a total of thirty-three (33) individual sensitive points of reception along this segment in support of the Georgetown South Rail Corridor Expansion – Operational Noise & Vibration Assessment (AECOM, 2012) to determine the impact of the new UP Express service. These receptors were representative of sensitive locations throughout the segment at various separation distances and operating conditions.

The ranges of sound levels predicted along this segment of the corridor including freight traffic (CN and CP), commuter passenger trains (GO and VIA), and the UP Express trains operating with DMU engines are summarized in Table 3-3 for Opening Day operations, and Full Build operations.

Table 3-3 – Baseline Sound Levels (Weston Station to Highway 427)

Scenario Daytime (16-hr Leq, dBA) Night-time (8-hr Leq, dBA) Minimum Maximum Minimum Maximum Opening Day 52 74 57 73 Full Build 55 78 60 75

EMU Maintenance Facility – 50 Resources Rd.

This section of the rail corridor includes the EMU maintenance facility, which is proposed for location at 50 Resources Road, near the intersection of Islington Avenue and Highway 401 (see Figure 1-6). The nearest sensitive receptors are located approximately 80 m from the proposed facility. Baseline sound levels at this location are characterized by the rail traffic within the Kitchener/UP Express corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), and road traffic from Highway 401 and 409, and Islington Avenue.

As this location is adjacent to the UP Express route/corridor, baseline sound levels at this location will be in the same range as outlined in Table 3-3. In the assessment of noise impacts discussed in Part B of this assessment, the EMU maintenance facility is evaluated as a stationary source on the basis of a maximum one-hour operating scenario for each period in which it is projected to operate (day, evening and night). For such an assessment, the MOE outlines that the evaluation criteria may be either the MOE

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

default minimum sound level limits, or actual background sound levels established through either modelling or monitoring. The sound levels presented in Table 3-3 cannot be used for establishing criteria as these are not minimum one-hour background sound levels. AECOM and Valcoustics completed continuous sound level measurements at the nearest receptors to the proposed EMU maintenance facility (houses on Adriatic Road, and the Quality Inn Hotel on Islington Avenue). The minimum hourly sound levels for each period of operation (day, evening and night) have been applied as criteria in the assessment of impacts at these receptors discussed in Part B of this assessment report, and are summarized in Table 3.4.

Table 3-4 – Minimum Measured Background at EMU Maintenance Facility Receptors

Measured Minimum One-Hour Leq (dBA) Receptor Day [07:00 – 19:00] Evening [19:00 – 23:00] Night [23:00 – 07:00] 19 Adriatic Road 53.8 52.5 49.4 (POR1) Quality Inn Hotel 56.8 56.1 50.9 (POR2)

The impact assessment for the MF in Part B includes the evaluation of impacts at a number of other receptors for which no background measurement data were available. Traffic noise modelling was used to establish background conditions at an apartment complex to the south of the facility, for which the upper stories are exposed to the MF with no shielding from nearby buildings; however, are also similarly exposed to Highway 401. The background levels were predicted using the MOE traffic model STAMSON with hourly traffic data for Highway 401 between Weston Road and Islington Avenue provided by the Ontario Ministry of Transportation (MTO). The predicted sound levels due to road traffic are summarized in Table 3-5. The MOE default minimum criteria were applied to represent background at all other points of reception included in the assessment (refer to Table 3-2 of Part B for the criteria).

Table 3-5 – Minimum Predicted Background at EMU Maintenance Facility Receptors

Measured Minimum One-Hour Leq (dBA) Receptor Day [07:00 – 19:00] Evening [19:00 – 23:00] Night [23:00 – 07:00] 2101 Islington Ave 67.2 66.9 61.5 (Apartment; POR6)

3.1.4 Highway 427 to UP Express Pearson Station

UP Express Route/Corridor

At Highway 427, a spur line will be installed extending from Highway 427 into Terminal 1 at Pearson International Airport. The spur line will carry only rail traffic associated with the UP Express. This spur line parallels the Highway 427 southbound off-ramps to Highway 409 and Highway 409 off-ramps to

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Viscount Road/Airport Road on the west side. The land use in this area is primarily commercial / industrial.

Baseline sound levels in the vicinity of the spur line are primarily characterized by highway traffic on Highway 427 and 409, air traffic associated with Pearson International Airport, and the UP Express trains operating with DMU engines on the spur line. Local road traffic on Airport Road/Dixon Road also contributes to sound levels in the vicinity of the spur line.

The area in the vicinity of the spur line is made up of commercial / industrial lands and airport lands. Several hotels are located over 500 m away from the UP Express line. No sensitive receptors have been assessed in this area. It is anticipated that local noise from the UP Express line will be insignificant at these locations in comparison to air traffic noise, highway noise and local road noise.

3.2 Vibration

Vibration measurements were conducted along the GO Kitchener corridor in 2009, in support of the Georgetown South Expansion EA (Coulter, 2009) and the 2012 update to the expansion EA (AECOM, 2012). The measurements were conducted at typical setback distances for receptors within each segment, and mitigation measures were identified by AECOM in instances where elevated levels were noted. A discussion of the baseline vibration conditions in each segment of the corridor is provided in the following sections.

3.2.1 UP Express Union Station to Bloor Station

UP Express Route/Corridor

Adjustment of the measured vibration levels to account for the projected train speeds indicated that vibration levels along this segment generally exceed the MOE default criterion of 0.14 mm/s (approximately 75 VdB). Unmitigated vibration levels are predicted to be in the range of 75 – 88 VdB (0.14 – 0.64 mm/s) at distances of 30 to 40 m. There are receptors within 30 m of the corridor, which may experience unmitigated vibration levels approaching or exceeding 90 VdB. As per MOE requirements, AECOM had identified mitigation measures for all locations where vibration levels were predicted to exceed 0.14 mm/s or existing pre-expansion levels by greater than 25%.

AECOM recommended ballast mats as the preferred mitigation option for this segment. Ballast mats are anticipated to provide vibration attenuation in the range of 10 to 15 VdB (FTA, 2006). A potential range of vibration levels along the corridor is 65 to approximately 80 VdB with mitigation in place. While the MOE default criteria would be exceeded at some locations, the levels are anticipated to be an improvement over pre-expansion levels where mitigation has been installed. The effectiveness of the mitigation measures should be determined through measurement after installation.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

3.2.2 Bloor Station to Weston Station

Adjustment of the measured vibration levels to account for the projected train speeds indicated that vibration levels along this segment generally exceed the MOE default criterion of 0.14 mm/s (approximately 75 VdB). Unmitigated vibration levels are predicted to be in the range of 78 – 93 VdB (0.2 – 1.13 mm/s) at distances of 13 to 49 m. As per MOE requirements, AECOM had identified mitigation measures for all locations at which vibration levels were predicted to exceed 0.14 mm/s or existing pre- expansion levels by greater than 25%.

AECOM recommended ballast mats as the preferred mitigation option in this segment. Ballast mats are anticipated to provide vibration attenuation in the range of 10 to 15 VdB (FTA, 2006). A potential range of vibration levels along the corridor is 68 to approximately 83 VdB with mitigation in place. While the MOE default criteria would be exceeded at some locations, the levels are anticipated to be an improvement over pre-expansion levels where mitigation has been installed. It is recommended that the actual effectiveness of the mitigation measures be determined through measurement after installation.

3.2.3 Weston Station to Highway 427

The vibration measurements conducted along this segment (and adjusted for speed) indicate that vibration levels are generally expected to be in the range of 65 to 76 VdB (0.05 to 0.16 mm/s) at distances of 33 to 46 m. It should be noted that there are receptors within 33 m of the rail corridor, which would result in vibration levels approaching or exceeding 80 VdB. The AECOM report indicated that mitigation would be required at various locations along the segment in instances where the MOE criteria of 0.14 mm/s or existing pre-expansion levels were exceeded by greater than 25%.

A portion of this rail segment (between John Street and approximately 1.2 km west of John Street) will be installed on concrete slab, which is anticipated to limit vibration propagation from this segment. For the remaining impact areas, the recommended mitigation measure is ballast mats. Ballast mats are anticipated to provide vibration attenuation in the range of 10 to 15 VdB (FTA, 2006). It is recommended that the actual effectiveness of the ballast mats and the concrete slab be determined through measurement after installation.

3.2.4 Highway 427 to UP Express Pearson Station

As there are no sensitive points of reception within this section of the study area, vibration levels have not been measured historically. As such, there is no further discussion of baseline vibration levels in this area.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Part B – Noise and Vibration Impact Assessment

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

1. Purpose

The purpose of this report is to document the noise and vibration impact assessment that was carried out as part of the UP Express Electrification EA. This Impact Assessment Report forms Part B of the Noise and Vibration Assessment Report which will become a supporting document to the final Environmental Project Report (EPR).

1.1 Methodology

The baseline conditions information contained in Part A of the Noise and Vibration Assessment Report was used as the basis from which the potential impacts of constructing and operating/maintaining the electrified UP Express service were identified based on the engineering design provided in the UP Express Electrification Preliminary Design Report (January, 2014). The impact assessment process was based on the following steps:

• Identify potential effects (positive and negative); • Establish avoidance/mitigation/compensation measures to eliminate or minimize potential negative effects (as required); and • Identify net effects (i.e., residual effects after applying avoidance/mitigation/compensation measures).

For purposes of differentiating the various types of potential environmental impacts related to the UP Express Electrification undertaking, they were characterized and grouped as follows:

Operations and Maintenance Potential (long term) effects on existing noise and vibration Impacts features (including receptors) due to operations and maintenance activities associated with the electrified UP Express service (e.g., operation of the traction power distribution system, operation of EMU Maintenance Facility, etc.). Construction Impacts Potential disruption/disturbance (short term) effects on existing noise and vibration features (including receptors) due to construction activities associated with the UP Express Electrification project (e.g., construction of OCS components, construction of paralleling stations, etc.).

Following identification of potential impacts, mitigation measures were identified based on a combination of best management practices and development of more specific mitigation measures, as appropriate, to address project-specific impacts.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

2. UP Express Electrification Preliminary Design

As mentioned, the assessment of potential noise and vibration impacts was based on the UP Express electrification preliminary design, which includes the following key components:

• Traction Power Distribution System o Overhead Contact System (OCS) o Two Paralleling Stations . Proposed site configuration . Gantry design/locations . Underground 25 kv feeder (duct bank) design/locations • EMU Maintenance Facility o Proposed site configuration o Description of maintenance activities/operations • Bridge / Rail Overpass Structure Modifications o Protection barriers o Grounding and bonding • GO Station Modifications • Grounding and Bonding Requirements

A detailed project description has been included in the UP Express Electrification Environmental Project Report, Chapter 5.

3. Regulatory Context

The following sections outline the various regulatory requirements that are relevant to assessing the noise and vibration impacts of the UP Express Electrification project.

3.1 MOEE/GO Transit Draft Protocol for Noise and Vibration Assessment

GO Transit and the Ontario Ministry of the Environment (MOE) have developed a noise and vibration assessment procedure for application to proposed GO Transit rail projects, called the MOEE/GO Transit Draft Protocol for Noise and Vibration Assessment (the Draft Protocol) (MOE, 1995). Adherence to this Protocol ensures a consistent evaluation of all GO Transit projects, and assists the MOE in streamlining the EA review process.

The Draft Protocol was developed for application to projects involving new or expanded rail infrastructure. In general, the rail noise and vibration evaluation procedures outlined in the Draft Protocol involve establishing objective sound and vibration levels, and requires that predictions of post-project sound and vibration levels be compared to the objectives in order to determine whether mitigation is required. Noise impacts are evaluated based on the increment attributable to the project under evaluation, per Table 3-1.

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Table 3-1 – MOEE/GO Transit Draft Protocol Noise Impact Ratings

Adjusted Impact Level Impact Rating 0 – 2.99 dB Insignificant 3 – 4.99 dB Noticeable 5 – 9.99 dB Significant 10+ dB Very Significant

Noise mitigation must be considered when predicted post-project sound levels exceed the objective levels by 5 dB or more (i.e., a "significant" impact). Vibration controls are required when predicted post-project vibration levels exceed the objective levels by 25 per cent or more. As will be discussed in greater detail in the noise impact assessment sections, the UP Express Electrification project does not involve the construction of new rail lines or increasing traffic on existing rail lines – this project involves only replacing one technology with another of equal or lesser sound and vibration output. As such, the difference between post-project levels and the objective sound and vibration levels will be at worst 0 dB and 0 per cent, respectively.

The Draft Protocol outlines that noise from construction should be examined, however, no specific procedure is outlined. Therefore, reference is made to the Ontario Model Municipal Control By-Law. This Model By-Law contains a section on construction equipment (NPC-115), and is summarized in section 3.3 of this report.

3.2 MOE Publication NPC-300: Stationary Sources

The MOE has outlined a procedure for evaluating noise from stationary sources in its publication NPC- 300 Environmental Noise Guideline (MOE, 2013). The sound level limits for stationary sources in this document apply to the maintenance facility and paralleling stations, as these stationary facilities are not explicitly included in the assessment procedure outlined in the Draft Protocol.

The sound level limits for stationary sources vary depending on the degree of urban development in the area of application. NPC-300 outlines the sound level limits for urban areas, which are of relevance to this project. The points of reception in the vicinity of the stationary sources associated with this project are considered to be located in Class 1 Areas. The sound level limits from NPC-300 for Class 1 Areas are summarized in Table 3-2. The MOE defines a Class 1 Area as:

Class 1 Area: an area with an acoustical environment typical of a major population centre, where the background noise is dominated by the activities of people, usually road traffic, often referred to as "urban hum".

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Table 3-2 – Exclusion Limit Values of One-Hour Equivalent Sound Level (Leq, dBA) (NPC-300)

Period Time of Day Class 1 Area Outdoor Points of Reception Day 07:00 – 19:00 50 Evening 19:00 – 23:00 50 Plane of Window Noise Sensitive Spaces Day 07:00 – 19:00 50 Evening 19:00 – 23:00 50 Night 23:00 – 07:00 45

The sound level limits in Table 3-2 are exclusionary minimum sound level limits. If it can be demonstrated that the minimum one-hour background sound level for each period is higher than the exclusionary limits, then the background sound level may be applied as the sound level limit, provided it has been established in accordance with MOE requirements. Background sound levels due to road traffic may be modelled using the MOE traffic noise model ORNAMENT (typically executed in the STAMSON software program). Background sound levels may also be established through long term continuous monitoring, provided the source under assessment is not operating during the measurement program.

Separate criteria are provided in NPC-300 for emergency equipment operating in non-emergency situations (e.g., testing of emergency generators). These sources are to be assessed independent of the other stationary sources of noise at the facility, and the applicable criteria are 5 dB greater than those summarized in Table 3-2.

Noise from construction activities is specifically excluded from consideration under NPC-300. Construction noise assessment considerations are outlined in section 3.3.

3.3 Construction

The MOE does not currently specify sound level limits for construction activities as a whole (i.e., the cumulative impact of various pieces of construction equipment operating simultaneously). The Ontario Model Municipal By-Law that is referenced in the MOE/GO Transit Draft Protocol (summarized in section 3.1 of this report) for consideration in assessing construction activities includes a section called NPC-115 pertaining to construction equipment (MOE, 1978). This publication outlines sound level limits for various individual pieces of equipment operating in various zone types (quiet and residential zones, which have been adopted by the City of Toronto in the Municipal Code).

The sound level limits for the individual equipment types included in NPC-115 are summarized in Table 3-3. It should be noted that Metrolinx may not use all of the equipment listed in this table; it is being provided as a complete summary of the limits provided in NPC-115. While NPC-115 includes separate criteria for equipment manufactured prior to 1981, sound level limits have only been summarized in this report for equipment manufactured after 1981.

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Table 3-3 – Sound Level Limits for Construction Equipment (NPC-115)

Measurement Equipment Standard Maximum Sound Level (dBA) Distance (m) Power Rating <75 kW: 83 dBA Quiet Zone Excavator, Dozer, Power Rating >75 kW: 85 dBA 15 Loader, Backhoe, Other Power Rating <75 kW: 83 dBA Residential Zone Power Rating >75 kW: 85 dBA

Quiet Zone 85 dBA Pneumatic Pavement 7 Breaker Residential Zone 85 dBA

Quiet Zone 70 dBA Portable Air 7 Compressor Residential Zone 76 dBA

Quiet Zone 100 dBA Tracked Drills 15 Residential Zone 100 dBA

In addition, any heavy vehicle (motorized conveyance with a gross weight >4,500 kg) with a diesel engine that is associated with a construction activity would be subject to the sound level limits prescribed in section NPC-118 of the Ontario Model Municipal By-law. For vehicles manufactured after 1979, the maximum allowable sound level is 95 dBA at a distance of 15 m.

In section NPC-207 of the Ontario Model Municipal By-law, the MOE also has identified vibration limits for impulse sources that may be relevant during construction, depending on the construction methods to be utilized by Metrolinx. At this time, Metrolinx has not determined which construction methods will be employed. Any construction methods resulting in impulse vibration will be subject to the limits outlined in Table 3-4. Note that the Observation Period is the time within which 20 impulses occur.

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Table 3-4 – Vibration Limits for Impulses (NPC-207)

Observation Period (minutes) Limit on the Average Peak Vibration Velocity (mm/s) Daytime (07:00-23:00) Night-time (23:00-07:00)

20 minutes or less 0.30 0.30

Less or equal to 60 minutes but 0.60 0.30 more than 20 minutes Less or equal to 120 minutes but 1.00 0.30 more than 60 minutes

120 minutes 10.00 0.30

In addition to the above provincial requirements, it is recognized that the Toronto Municipal Code and City of Mississauga Noise Control By-law outline a number of requirements pertaining to noise from construction activities and the operation of stationary sources. Similarly, in 2008, the City of Toronto enacted a by-law that addresses vibration from construction activities, and outlines how potential vibration concerns are to be identified and addressed. The by-law provides vibration limits that are not to be exceeded by any construction activity.

The services and infrastructure of Metrolinx are developed in partnership with local municipalities. When developing plans for new or expanded infrastructure, Metrolinx coordinates with municipal staff to ensure that the construction plans meet municipal requirements to the greatest extent possible. While construction noise impacts will primarily be evaluated in terms of the provincial guideline (NPC-115), Metrolinx will engage relevant municipalities during construction planning to ensure that any municipal concerns are addressed in the construction plans prior to commencement of construction activities.

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4. Noise Impact Assessment

4.1 Operations and Maintenance Impacts

The UP Express service will commence operations with train sets comprised of Diesel Multiple Unit (DMU) trains. The UP Express Electrification project involves replacing these with Electric Multiple Unit (EMU) trains, and installing the required supporting infrastructure. Supporting infrastructure includes paralleling stations that will each contain 2x25 kV switchgears and a 10 MVA autotransformer to boost the overhead catenary system (OCS), transformer substations (being assessed independently by Hydro One), and an EMU maintenance facility. The following sections outline the anticipated noise effects associated with conversion from DMU to EMU train sets in the corridor, as well as operations at the supporting facilities, and construction activities.

4.1.1 Rail Corridor (UP Express Route)

4.1.1.1 Background

The UP Express service will commence operations with train sets comprised of Diesel Multiple Unit (DMU) trains. Potential noise impacts attributable to the implementation of the UP Express service operating with DMUs were previously evaluated as part of the Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment (AECOM, 2012) completed by Metrolinx, and noise mitigation (e.g., noise walls) was recommended and implemented into these design plans. The planned noise mitigation (noise walls) will be in place prior to the conversion from DMU to EMU trains, and are therefore considered part of the base case scenario.

4.1.1.2 Key Assumptions

The UP Express Electrification EA is assessing the effect of replacing the DMU train sets with equivalent EMU train sets. All other characteristics of the service are projected to remain the same – the trains will operate in the same configuration on the same rail alignment (no new tracks are to be installed as part of the UP Express electrification project). The daily number of trips will not change, nor will the projected train speeds.

As noted in Section 3.1, the MOEE/GO Transit Draft Protocol (Draft Protocol) requires a comparison between pre-project (i.e., baseline) sound conditions and predicted post-project sound conditions at sensitive receptor locations in order to evaluate the degree of impact attributable to the project under evaluation. Noise impacts are assessed using the scale provided in Table 3-1, with predicted impacts of 5 dB or greater resulting in a requirement to evaluate noise control options.

Pre-project sound levels in the UP Express corridor have been described in Part A of this report. Baseline sound levels are generally characterized by train traffic within the corridor (consisting of traffic associated with CN and CP freight trains, VIA and GO passenger trains, and the UP Express trains operating with DMU engines), as well as varying degrees of road traffic depending on the location along

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the corridor, and intermittent overhead noise from air traffic utilizing the Billy Bishop and Pearson International Airports.

4.1.1.3 Assessment of Noise Effects

Typically, predictions of post-project sound levels are completed through modelling at the same sensitive points of reception in order to complete the evaluation of noise impacts in accordance with the Draft Protocol. However, as noted previously, the scope of the UP Express Electrification EA is limited to assessing the potential effect of replacing diesel trains (DMUs) with electric trains (EMUs) while all other characteristics of the service remain the same (i.e., rail alignment, trips per day, speed). With this in mind, the noise assessment for the project is essentially premised on identifying the difference in sound output of the EMU trains versus the DMU trains. This approached was discussed with the Ministry of Environment on March 25th, 2013.

Metrolinx has provided noise specifications to the DMU manufacturer for the design of DMUs which will operate initially along the UP Express corridor. Accordingly, Metrolinx will establish the same or more stringent noise specifications for the EMU train sets. Therefore, for purposes of this noise assessment, noise levels associated with the EMU train are assumed to be equal to (worst case scenario) or lower than the noise levels of the DMU predecessor.

While the noise output of the EMU engine will be equal to or less than the DMU, the EMU will feature a pantograph that connects to the OCS to power the train (see Figure 4-1).

Figure 4-1 – Pantograph on Electric Train

Pantograph

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

The EMU pantograph represents a noise source due to friction between the pantograph and the OCS wires when the train is in motion. Based on background research, catenary noise has been identified as a potential nuisance effect in high-speed rail (HSR) systems. HSR has been defined by the American Society of Civil Engineers (ASCE) as rail speed greater than 125 mph (201 km/h), a speed much higher than the design speed capacity of the UP Express (i.e., maximum 145 km/hr). Pantograph noise is composed of aerodynamic noise from the pantograph itself, spark noise caused by contact loss, and sliding noise generated between the contact strips and the overhead contact line (Kurita et. al, 2006). Catenary noise is greatest at high speeds (i.e., greater than 125 mph) due to arc discharge noise that occurs due to a chattering phenomenon between the slider and wire (Arai & Yoshito, 1975). In a recent update to the Federal Rail Administration (FRA) noise impact assessment guidance, it is recommended that pantograph noise only be included in an assessment when train speeds exceed 160 mph (257 km/hr) (FRA, 2012). At lower speeds (i.e., UP Express), it is anticipated that engine and wheel-rail noise will be the dominant sources of noise.

4.1.1.4 Conclusions

Since the noise levels associated with the EMU will be equal to (worst case scenario) or lower than the noise levels of a DMU, and since the noise mitigation measures (barrier walls) required as part of the previous Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment (AECOM, 2012) will remain in place upon conversion to EMUs, no net adverse noise effects are anticipated by replacing DMUs with EMUs. Therefore, the maximum net impact is considered to 0 dB, which is "Insignificant" in terms of the Draft Protocol, and no further evaluation is required.

4.1.2 Paralleling Station (Ordnance Street)

A paralleling station is to be located on a property adjacent to Ordnance Street where the Kitchener rail corridor and Lakeshore rail corridor converge (see Figure 1-4 in Part A). The paralleling station is comprised of one (1) autotransformer (10 MVA), two (2) auxiliary transformers (~2 MVA) and a control / switchgear room located within an approximate 40 m by 25 m footprint.

The nearest sensitive receptors are located at a proposed development at 10, 11 & 25 Ordnance Street, approximately 180 m west of the proposed autotransformer location. The sound power level of a typical 10 MVA transformer is approximately 87 dBA (Bies & Hansen, 1997). The MOE outlines a requirement to apply a 5 dB tonal penalty to sources that may exhibit a humming characteristic, and as such is commonly applied to transformers. The resulting sound power level is 92 dBA for the autotransformer. The two auxiliary transformers have been considered to be insignificant in this assessment, due to the difference in rating compared to the main autotransformer. Based on information provided by the design consultant for Metrolinx, the auxiliary transformers would each be expected to have a sound power level of approximately 75 dBA (including the tonal penalty). In general, when sources differ in sound level by greater than 10 dB, the source with the lower sound level is considered insignificant relative to the louder source.

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The autotransformer sound power level of 92 dBA translates to a maximum sound pressure level of 36 dBA at 180 m using geometrical divergence alone (ISO, 1996). If it is assumed that the intervening ground surface between the sound source (paralleling station) and the nearest receptor is perfectly reflective, then 3 dB can be added to this prediction, resulting in a total noise level of 39 dBA (36 + 3 dB) at the closest receptor. The most stringent criteria required by the MOE in NPC-300 for this stationary source is 45 dBA (during night-time hours, per section 3.2).

As the predicted sound level attributable to the paralleling station at the nearest sensitive receptor is well below the most stringent MOE criteria, the operation of the paralleling station is not anticipated to have adverse noise effects. The paralleling stations will be evaluated more thoroughly during the detailed design stage when preparing the Environmental Compliance Approval (ECA) application for the facility.

4.1.3 Paralleling Station (3500 Eglinton Avenue West)

A paralleling station is proposed to be located on a property at 3500 Eglinton Avenue West (see Figure 1-5 in Part A). The paralleling station will be comprised of one (1) autotransformer (10 MVA), two (2) auxiliary transformers (~2 MVA) and a control/switchgear room located within an approximate 40 m by 25 m footprint.

The nearest sensitive receptor to the proposed paralleling stations is a residence approximately 250 m south of the proposed autotransformer location on the east side of the site. The sound power level of a typical 10 MVA transformer is approximately 87 dBA (Bies & Hansen, 1997). The MOE outlines a requirement to apply a 5 dB tonal penalty to sources that may exhibit a humming characteristic, and as such is commonly applied to transformers. The resulting sound power level is 92 dBA for the autotransformer. The two auxiliary transformers have been considered to be insignificant in this assessment, due to the difference in rating compared to the main autotransformer. Based on information provided by the design consultant for Metrolinx, the auxiliary transformers would each be expected to have a sound power level of approximately 75 dBA (including the tonal penalty). In general, when sources differ in sound level by greater than 10 dB, the source with the lower sound level is considered insignificant relative to the louder source.

The autotransformer sound power level of 92 dBA translates to a sound pressure level of 33 dBA at 250m using geometrical divergence alone (ISO, 1996). If it is assumed that the intervening ground surface between the sound source (paralleling station) and the nearest receptor is perfectly reflective, then 3 dB can be added to this prediction, resulting in a total noise level of 36 dBA (33 + 3 dB) at the closest receptor. The most stringent criteria required by the MOE in NPC-300 for this stationary source is 45 dBA (during night-time hours, per section 3.2).

As the predicted sound level attributable to the paralleling station at the nearest sensitive receptor is well below the most stringent MOE criteria, the operation of the paralleling station is not anticipated to have a net adverse noise effect. The paralleling stations will be evaluated more thoroughly during the detailed design stage when preparing the Environmental Compliance Approval (ECA) application for the facility.

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4.1.4 EMU Maintenance Facility

According to NPC-300, stationary sources such as "storage, maintenance and repair facilities" are subject to the requirements of the guideline, therefore the maintenance facility has been evaluated in accordance with the requirements of NPC-300 (MOE, 2013). The maintenance facility will be operational 24 hours per day, and the maximum operations will occur during night-time hours when the UP Express service is closed (i.e., between 1:00 am and 4:00 am), as this provides a window of time to complete daily maintenance on the EMU train sets.

4.1.4.1 Noise Sources

Based on review of the Resources Rd. Maintenance Facility Conceptual Design Report, September 2013 (Appendix D), the noise sources were identified as follows for purposes of this assessment:

. Bay doors (assumed to be open with maintenance activities, interior equipment audible); . Building ventilation roof exhaust fans; . Chiller unit (with enclosure); . Cooling tower; . Emergency generator (with enclosure); . EMU engines idling on the storage track with air compressor and HVAC systems active; . On-site truck movements (to/from loading bay); . On-site rail (EMU) movements; . Trigeneration system (with enclosure).

Sound level data for the above sources were derived primarily from manufacturer specifications, or from SENES in-house database of sound level measurement data. The sound data for on-site truck movements were referenced from literature, and the sound data used to account for the on-site rail movements is described in detail in Appendix A. The sound levels for all sources included in the model are summarized in Appendix B.

4.1.4.2 Sensitive Points of Reception

A total of six (6) points of reception have been identified as being representative of the most sensitive receptors in the vicinity of the MF. As per NPC-300, a Point of Reception (POR) means "any location on a noise sensitive land use where noise from a stationary source is received." NPC-300 provides sound level criteria both in terms of outdoor locations and plane of window locations, and therefore the noise sensitive land uses in this assessment include up to two points of reception. The PORs included in this assessment are summarized in Table 4-1 and shown in Figure 4-2.

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Table 4-1 – Nearest Sensitive Points of Reception to MF

Direction from Distance to MF Receptor ID Receptor Type Receptor Location MF Property (m) POR1 House Adriatic Road South-west 80 POR2 Hotel Islington Avenue West 115 POR3 House Allenby Road North 470 POR4 House Maple Bush Avenue East 630 POR5 House Golfwood Heights South 415 POR6 Apartment Islington Avenue South 260

4.1.4.3 Applicable Sound Level Criteria

As described in section 3.2 of Part B, the MOE provides default minimum sound level criteria that are to be applied at a POR for assessment purposes, unless actual background conditions are established through modelling or monitoring using approaches acceptable to the MOE. If background conditions are established, the higher of the actual background or the MOE default limits are applied as the sound level criteria at the applicable receptor. The sound level limits vary by time of day.

Background sound level monitoring was completed at two (2) of the PORs included in this assessment (POR1 and POR2) by AECOM [Memorandum: Georgetown South Ambient Noise Monitoring and Updated Noise Impacts] and Valcoustics [Memorandum: Georgetown South Rail Corridor Expansion Weekly Noise and Vibration Report, 2011 (13), (14) and (15)] in support of the Georgetown South Rail

Corridor Expansion study. Hourly Leq sound levels were measured at these locations continuously for at least three (3) weeks, and the datasets were reduced based on meteorological conditions during the measurement programs. The minimum one-hour sound level was determined from each final data set for application as the sound level criteria for these PORs. The minimum one-hour background sound levels at the upper story of POR6 were predicted based on traffic modelling in STAMSON, using hourly traffic data for Highway 401 obtained from the Ontario Ministry of Transportation (MTO). The MOE default minimum criteria were applied to the remaining PORs included in the assessment. The assessment criteria are summarized in Table 4-1. Note that there is no outdoor point of reception included for POR2, as NPC-300 outlines that outdoor points of reception are not required for "noise sensitive commercial purpose" properties (e.g., hotels).

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Table 4-2 – Applicable Sound Level Criteria for Maintenance Facility

Point of Reception Time of Day POR11 POR22 POR33 POR43 POR43 POR64 Outdoor Points of Reception Day 53.8 N/A 50 50 50 50 [07:00-19:00] Evening 52.5 N/A 50 50 50 50 [19:00-23:00] Plane of Window of Noise Sensitive Spaces Day 53.8 56.8 50 50 50 67.2 [07:00-19:00] Evening 52.5 56.1 50 50 50 66.9 [19:00-23:00] Night 49.4 50.9 45 45 45 61.5 [23:00-07:00 NOTE: 1 – sound level limits based upon continuous sound level monitoring completed by Valcoustics 2 – sound level limits based upon continuous sound level monitoring completed by AECOM 3 – sound level limits based upon MOE default minimum values 4 – outdoor point of reception sound level limits based on MOE default minimum values; plane of window sound level limits based upon road traffic modelling in STAMSON

The sound level limits applicable to the testing of the emergency generator are 5 dB higher than those shown in Table 4-2, per NPC-300.

4.1.4.4 Assessment Methodology

The sound levels were used as inputs for sound level prediction calculations at the nearest sensitive receptors. The calculations were performed using prediction software consistent with the ISO 9613-2 standard. As described in ISO 9613-2, ground factor values that represent the effect of ground absorption on sound levels range between 0 and 1. Based on the specific site conditions, the global ground factor value used in the modelling was ‘0’ (for acoustically hard surfaces), as the site and majority of the surrounding area is paved. The ground absorption for the surrounding vegetated areas was set locally to ‘1’ (for acoustically soft surfaces).

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Figure 4-2 – Maintenance Facility Site Location Plan

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

4.1.4.5 Assessment Results

As noted previously, the maximum operating condition for the maintenance facility is anticipated to occur at night when daily maintenance is completed on the UP Express trains during the off-hours for the service. It has been assumed that all other regular site operations (e.g., regular maintenance, washing activities, etc.) may also occur on-site during this time period. As such, a single maximum one-hour operations scenario was assessed, consisting of the operation of all noise sources noted in section 4.1.4.1 (with the exception of the emergency generator, assessed separately) and applied to all times of day. The testing of the emergency generator was evaluated separately per NPC-300, and was compared to daytime criteria only, as testing will only take place during daytime hours. The results of the assessment are summarized in the following tables.

Table 4-3 – Assessment Results (Outdoor Points of Reception) – Regular Operations

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 49.9 53.8 Yes Evening 49.9 52.5 Yes POR2 Day N/A N/A N/A Evening N/A N/A N/A POR3 Day 42.6 50 Yes Evening 42.6 50 Yes POR4 Day 37.8 50 Yes Evening 37.8 50 Yes POR5 Day 42.6 50 Yes Evening 42.6 50 Yes POR6 Day 43.9 50 Yes Evening 43.9 50 Yes

Table 4-4 – Assessment Results (Outdoor Points of Reception) – Emergency Sources

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 21.4 58.8 Yes POR2 Day N/A N/A N/A POR3 Day 33.3 55 Yes POR4 Day 27.1 55 Yes POR5 Day 25.6 55 Yes POR6 Day 23.0 55 Yes

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Table 4-5 – Assessment Results (Plane of Window Points of Reception) – Regular Operations

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 49.4 53.8 Yes Evening 49.4 52.5 Yes Night 49.4 49.4 Yes POR2 Day 49.9 56.8 Yes Evening 49.9 56.1 Yes Night 49.9 50.9 Yes POR3 Day 42.7 50 Yes Evening 42.7 50 Yes Night 42.7 45 Yes POR4 Day 40.3 50 Yes Evening 40.3 50 Yes Night 40.3 45 Yes POR5 Day 46.1 50 Yes Evening 46.1 50 Yes Night 46.1 45 No POR6 Day 49.7 67.2 Yes Evening 49.7 66.9 Yes Night 49.7 61.5 Yes

Table 4-6 – Assessment Results (Plane of Window Points of Reception) – Emergency Sources

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 21.4 58.8 Yes POR2 Day 34.2 61.8 Yes POR3 Day 32.9 55 Yes POR4 Day 31.9 55 Yes POR5 Day 28.1 55 Yes POR6 Day 30.3 72.2 Yes

Table 4-5 indicates that mitigation is required to comply with the sound level limit at POR5. The acoustic model indicates that the idling engines on the storage track are the dominant sources of noise at this location. A 4.5 m barrier adjacent to the storage track is proposed, and is depicted in Figure 4-3. The revised receptor sound levels with this barrier in place are summarized in the tables following the figure.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 4-3 – Proposed Barrier Location

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Table 4-7 – Assessment Results (Outdoor Points of Reception) – Regular Operations (with Mitigation)

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 49.6 53.8 Yes Evening 49.6 52.5 Yes POR2 Day N/A N/A N/A Evening N/A N/A N/A POR3 Day 42.8 50 Yes Evening 42.8 50 Yes POR4 Day 37.8 50 Yes Evening 37.8 50 Yes POR5 Day 42.5 50 Yes Evening 42.5 50 Yes POR6 Day 43.6 50 Yes Evening 43.6 50 Yes

Table 4-8 – Assessment Results (Outdoor Points of Reception) – Emergency Sources (with Mitigation)

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 21.4 58.8 Yes POR2 Day N/A N/A N/A POR3 Day 33.3 55 Yes POR4 Day 27.1 55 Yes POR5 Day 25.4 55 Yes POR6 Day 22.6 55 Yes

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Table 4-9 – Assessment Results (Plane of Window Points of Reception) – Regular Operations (with Mitigation)

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 49.1 53.8 Yes Evening 49.1 52.5 Yes Night 49.1 49.4 Yes POR2 Day 49.9 56.8 Yes Evening 49.9 56.1 Yes Night 49.9 50.9 Yes POR3 Day 42.8 50 Yes Evening 42.8 50 Yes Night 42.8 45 Yes POR4 Day 40.3 50 Yes Evening 40.3 50 Yes Night 40.3 45 Yes POR5 Day 43.1 50 Yes Evening 43.1 50 Yes Night 43.1 45 Yes POR6 Day 49.7 67.2 Yes Evening 49.7 66.9 Yes Night 49.7 61.5 Yes

Table 4-10 – Assessment Results (Plane of Window Points of Reception) – Emergency Sources (with Mitigation)

Receptor Period Prediction Result Criteria Compliance

(Leq, 1-hr; dBA) (Leq, 1-hr; dBA) POR1 Day 21.4 58.8 Yes POR2 Day 34.2 61.8 Yes POR3 Day 32.9 55 Yes POR4 Day 31.9 55 Yes POR5 Day 27.7 55 Yes POR6 Day 30.3 72.2 Yes

The above tables indicate that compliance is predicted at all receptors with the proposed barrier in place. Contour plots depicting the sound propagation from the site are provided in Figure 4-4 and Figure 4-5.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 4-4 – Prediction Results: Regular Operations (With Mitigation)

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Figure 4-5 – Prediction Results: Emergency Testing

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

4.1.5 Construction Impacts and Mitigation Measures

Construction activities will be occurring within the UP Express corridor (i.e., implementation of the OCS) as well as outside of the corridor (i.e., construction of the supporting facilities). The construction within the UP Express corridor does not involve the installation of any new rail lines, as the EMUs will utilize the same rail system as the existing DMUs.

Rail Corridor

As with typical construction projects for transit infrastructure and urban development, it is anticipated that construction associated with the UP Express project will cause sound levels at nearby receptor locations to increase above ambient conditions. The nature of the construction activity within the UP Express corridor is such that activities will move along the route as construction progresses, and therefore sound impacts at any given receptor will be temporary.

OCS support structure foundations will be installed approximately 50-65 m apart, and one pair of foundations (i.e., on either side of the track) will be installed on either side of the tracks. It is noted that due to the limited construction window, there is potential for some construction activity to be undertaken during night time hours (e.g., installation of OCS support structures which will entail utilizing a track crane to lift and position the pre-assembled structures). These installations will take place at the foundation locations (i.e., every 50-65 m). Installation of the OCS wiring is not anticipated to be a significant source of noise.

It should be noted that noise mitigation measures (barrier walls) required by the Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment (AECOM, 2012) will remain in place upon conversion to EMUs, and will therefore be in place during construction of the infrastructure supporting the electrification project. These barrier walls will assist in reducing construction noise impacts for many receptors along the corridor, for construction activities occurring within the corridor.

Paralleling Stations and Maintenance Facility

The construction activities for the paralleling stations and maintenance facility are expected to be comparable to a typical small-scale urban development project. Despite the temporary nature of these activities, construction may still be considered a source of annoyance, particularly if work occurs outside of normal weekday construction periods when ambient sound levels are the lowest. Construction activities associated with the paralleling stations are summarized as follows:

Equipment

• Switchyard components, switchgear room, control room and power transformers will be prepackaged off site. Heavy truck and machinery will be required to carry and install the prepackaged equipment to each respective site.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Site Preparation and Construction

• Clear site • Install concrete pads • Install prepackaged equipment • Install security fence • Access to the sites is anticipated to be via existing local roads (no new access roads are proposed) • The need for additional construction staging areas outside the limits of the paralleling station sites will be determined during detailed design.

Installation of Underground Duct banks

• Excavate soil (approximately 4 m wide,1 m depth) via open cut method at CityView Dr. Traction Power Substation site1 and Ordnance PS site • Excavation under Industry Rd. and Ray Ave will be required at 3500 Eglinton Ave. W. PS site as part of duct ban installation • Install high voltage cables (25 kV feeders) within duct banks • Connect high voltage cables to the main gantry • Backfill as per design

Mitigation Measures

The following section outlines the proposed mitigation measures that will be implemented to minimize the potential sound impacts at nearby receptors during all construction activities:

. For work that is to occur outside of regular hours, the Contractor will be responsible for identifying the implications of the noise generated, and to make construction work plans available to Metrolinx, in advance, for its review;

. For work that has a high potential for noise impacts (e.g., foundation installation), the Contractor will be responsible for identifying the implications of the noise generated, and to make construction work plans available to Metrolinx, in advance, for its review;

. Contracts shall include explicit indication that all construction equipment used on the project is to meet the sound level criteria from NPC-115 and NPC-118 (see section 3.3, Table 3-3) and be well maintained and operating with effective muffling devices that are in good working order;

. The separation distance between construction staging areas and nearby sensitive receptors is to be maximized to the extent possible to reduce noise impacts;

1 The new Traction Power Substation is being assessed by Hydro One under the Class EA for Minor Transmission Facilities.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

. Any temporary roads for construction vehicle access are to be well maintained and free of pot- holes and ruts to avoid excessive noise from heavy vehicles travelling on uneven surfaces;

. A complaints protocol is to be established for receiving, investigating and addressing construction noise complaints from the public, including a plan for how the public is to be notified of their options for lodging a complaint;

. A noise complaint will trigger an investigation to verify whether the noise mitigation has been implemented, including verification of construction equipment sound levels per NPC-115 and NPC-118;

. In the presence of persistent complaints and subject to the results of a field investigation, alternative noise control measures may be required, where reasonably available. In selecting appropriate noise control and mitigation measures, consideration will be given to the technical, administrative and economic feasibility of the various alternatives.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

5. Vibration Impact Assessment

5.1 Operations and Maintenance Impacts

The UP Express service will commence operations with train sets comprised of DMUs. The UP Express Electrification project involves replacing these with EMUs, and installing the required supporting infrastructure. Supporting infrastructure includes paralleling stations that will each contain 2x25 kV switchgears and a 10 MVA autotransformer to boost the overhead catenary system (OCS), transformer substations (being assessed independently by Hydro One), and an EMU maintenance facility. The following sections outline the anticipated vibration effects associated with conversion from DMU to EMU train sets in the corridor, and construction activities.

Based on previous SENES project experience, transformers and switchyards are not typically considered to be sources of significant ground-borne vibration. As such, no vibration assessment has been completed for the proposed paralleling stations. The operations at the EMU maintenance facility do not include significant sources of vibration, and therefore no vibration impact assessment has been included for this facility.

5.1.1 Rail Corridor (UP Express Route)

5.1.1.1 Background

The UP Express service will commence operations with train sets comprised of DMUs. Vibration impacts attributable to the implementation of the UP Express service operating with DMUs have been evaluated in previous GSSE-URPL EA reports completed by Metrolinx, and vibration mitigation has been recommended and implemented into the design plans.

5.1.1.2 Key Assumptions

The UP Express Electrification EA vibration assessment is evaluating the effect of replacing the DMU train sets with EMU train sets. All other characteristics of the service are projected to remain the same – the trains will operate in the same configuration on the same rail alignment (no new tracks are being installed as part of the electrification project), the daily number of trips will not change, nor will the projected train speeds.

As noted in section 3.1, the MOEE/GO Transit Draft Protocol requires a comparison between pre-project (i.e., baseline) vibration conditions and predicted post-project vibration conditions at sensitive receptor locations in order to evaluate the degree of impact attributable to the project under evaluation. Should the predicted increase in vibration be 25 per cent or greater, then the project proponent is required to evaluate vibration control options.

Pre-project vibration levels in the corridor have been described Part A of this report. Vibration measurements were conducted along the GO Kitchener corridor in 2009, in support of the GSSE-UPRL

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

EA (Coulter, 2009) and the 2012 update to this EA study (AECOM, 2012). The measurements were conducted at typical setback distances for receptors within each segment, and mitigation measures were identified by AECOM in the Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment (AECOM, 2012) in instances where elevated levels were noted. AECOM recommended ballast mats as the preferred mitigation option where necessary.

5.1.1.3 Assessment of Vibration Effects

Typically, post-project vibration levels are predicted at the same sensitive points of reception in order to complete the evaluation of vibration impacts in accordance with the Draft Protocol. However, as noted previously, the UP Express Electrification EA vibration assessment is evaluating the effect of replacing DMUs with EMUs while all other characteristics of the service remain the same (i.e., rail alignment, trips per day, speed). With this in mind, the vibration assessment for the project is essentially premised on identifying the difference in vibration output of the EMU trains versus the DMU trains. Vibration levels from rail sources are primarily driven by the unsprung mass of the unit under evaluation. Metrolinx intends to provide the selected manufacturer of the EMU train sets with the mass specification for the DMUs that are purchased for the UP Express service, and require that the unsprung mass of the EMUs be no greater than that specified for the DMUs. Therefore, for purposes of this vibration assessment, vibration levels associated with the EMU train are assumed to be equal to (worst case scenario) or lower than the vibration levels of the DMU predecessor.

5.1.1.4 Conclusions

Since the vibration levels associated with the EMU would be equal to (worst case scenario) or lower than the vibration levels of a DMU, and since the vibration mitigation measures required by the Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment (AECOM, 2012) will remain in place upon conversion to EMUs, no net vibration effects are anticipated by replacing DMUs with EMUs. No further evaluation is required by the Draft Protocol, as the maximum net impact is predicted to be 0 per cent.

5.1.2 Construction Impacts and Mitigation Measures

Rail Corridor

As with typical construction projects for transit infrastructure and urban development, it is anticipated that construction associated with the UP Express project could cause vibration levels at nearby receptor locations to temporarily increase above ambient conditions. The nature of the construction activity within

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

the UP Express corridor is such that activities will move along the route as construction progresses, and therefore vibration impacts at any given receptor will be temporary.

Paralleling Stations and Maintenance Facility

The construction activities for the paralleling stations and maintenance facility will be comparable to a typical small-scale urban development project. Despite the temporary nature of these activities, construction may still be considered a source of annoyance, particularly if work occurs outside of normal weekday construction periods when ambient vibration levels are the lowest.

Mitigation Measures

The following mitigation measures are applicable to construction activities along the corridor and at the paralleling station locations.

In order to minimize the potential vibration effects at nearby receptors, and reduce the likelihood for complaints, the following mitigation measures will be implemented:

. For work that is to occur outside of regular hours, the Contractor will be responsible for identifying the implications of the vibration generated, and to make construction work plans available to Metrolinx, in advance, for its review;

. For work that has a high potential for vibration impacts (e.g., foundation installation), the Contractor will be responsible for identifying the implications of the vibration generated, and to make construction work plans available to Metrolinx, in advance, for its review;

. Construction equipment with potential to cause off-site vibrations will be operated as far away from vibration-sensitive sites as possible;

. Where possible, activities that have potential to cause off-site vibrations will be phased such that as few as possible are occurring simultaneously;

. Construction activities that have potential to cause off-site vibration during the night-time hours will be avoided;

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

. A complaints protocol will be established for this project for receiving, investigating and addressing construction vibration complaints received from the public;

. The Contract documents shall contain a provision that any initial vibration complaint will trigger verification that the general vibration control measures agreed to are in effect;

. In the presence of persistent vibration complaints, Metrolinx will consider implementing a measurement program to evaluate the vibration impacts;

. In the presence of persistent complaints and subject to the results of a field investigation, alternative vibration control measures may be required, where reasonably available. In selecting appropriate vibration control measures, consideration will be given to the technical, administrative and economic feasibility of the various alternatives.

5.2 Monitoring

Noise and/or vibration monitoring are not anticipated to be required for the operations phase, as Metrolinx intends to require the manufacturer of the new rail cars (EMUs) to provide cars that output sound and vibration levels that are equal to (worst case) or less than the DMUs that characterize the baseline noise and vibration conditions. However, in the presence of persistent noise and/or vibration complaints, Metrolinx may complete confirmatory monitoring.

Noise and vibration monitoring may be required during the construction phase in the event that complaints are received in order to confirm that the construction equipment sound levels meet the criteria from MOE publication NPC-115 and NPC-118. Similarly, if found to be necessary, the construction vibration monitoring would be designed to confirm that appropriate vibration limits from NPC-207 are being met.

It is recommended that the EMU Maintenance Facility noise modeling assessment that has been carried out as part of the EA be verified based on the subsequent Preliminary Design to be undertaken for the facility, in order to confirm that no additional noise mitigation measures are required in to achieve compliance with NPC-300.

In addition, an Environmental Compliance Approval (ECA) from MOE for the EMU maintenance facility will be required prior to its implementation. It is noted that MOE may require an Acoustic Audit as a condition of the ECA which would require that a monitoring study be completed by an independent third party during the operation of the facility in order to demonstrate that it complies with the MOE sound level limits outlined in the ECA.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

6. References

AECOM, Georgetown South Rail Corridor Expansion – Operational Noise and Vibration Assessment. February 2012.

Arai, M., and Yoshio, B., Noise control for Shinkansen railways. Proceedings of Inter-noise (1975). 1975.

Bies, D., Hansen, C., Engineering Noise Control Theory and Practice. 1997.

Federal Railroad Administration (FRA). High-Speed Ground Transportation Noise and Vibration Impact Assessment. September 2012.

Federal Transit Administration (FTA). Transit Noise and Vibration Impact Assessment. 2006.

International Organization for Standardization (ISO), ISO 9613-2: Acoustics – Attenuation of Sound During Propagation Outdoors Part 2: General Method of Calculation. 1996.

J.E. Coulter Associates Limited (Coulter), Noise and Vibration Impact Assessment GO Transit Georgetown South Service Expansion and Union-Pearson Rail Link. July 2009.

Kurita, T., Hara, M. and Horiuchi, M., Reduction of Pantograph Noise. JR East Technical Review – No. 8. 2006.

Ontario Ministry of the Environment (MOE), Noise Pollution Control (NPC) Branch Publication 300, Environmental Noise Guideline: Stationary and Transportation Sources – Approval and Planning. August 2013.

Ontario Ministry of the Environment (MOE) and GO Transit, MOEE/GO Transit Draft Protocol for Noise and Vibration Assessment. January 1995.

Ontario Ministry of the Environment (MOE), Noise Pollution Control (NPC) Branch Publication 115, Construction Equipment. 1978.

Rail Association of Canada (RAC) and Federation of Canadian Municipalities (FCM), Proximity Guidelines and Best Practices. August 2007.

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix A Discussion of On-site Rail Movement Modelling

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix A: Discussion of On-site Rail Movement Modelling

Regular operations at the Maintenance Facility will include on-site movements of EMUs as they enter/exit the mainline, and travel to and from the various on-site facilities (e.g., storage, wash bay, maintenance bays, etc.). MOE publication NPC-300 clearly identifies on-site movements of mobile equipment as activities that are to be evaluated in the assessment of stationary sources.

Typically, noise impacts due to rail operations are evaluated using the MOE STEAM method (MOE, 1990); however, there were several challenges in applying the STEAM approach directly in this evaluation. STEAM is implemented in the MOE software package STAMSON, which does not include EMUs among the train types provided for inclusion in the calculations. The STEAM technical manual (pre-STAMSON) identifies that self-powered electric rail cars may be modelled as two rail cars (i.e., with no locomotive); however, STAMSON returned a result of 0 dBA for all runs set up with train-sets consisting only of rail cars. As calculations in STAMSON appear to require a locomotive to return a non- zero value, SENES completed a study to determine how a diesel locomotive (which is a train component that is available in STAMSON) may be applied and adjusted to approximate the sound from an EMU. This was completed by estimating the difference in sound energy between a diesel locomotive and an EMU and deriving an adjustment factor, such that an EMU could be modelled by inputting an equivalent number of diesel locomotives. We compared the results against modelling completed using a module in Cadna-A that does include EMUs as a selectable component for modelling rail noise.

In order to proceed with the assessment, it was necessary to find a method that would allow for the calculation of expected noise from an EMU such that it could be compared to a prediction of diesel locomotive noise using STAMSON. The Federal Railroad Administration (FRA) in the United States has prepared a method that allows for the calculation of expected EMU noise at various travel speeds, as a sound exposure level (SEL) at 50 feet (FRA, 2013). STAMSON was then used to calculate an SEL for a single diesel locomotive at 50 feet, and the results were compared. It was assumed that the EMUs will travel at approximately 15 mph (24 km/hr) while on-site.

The SEL for the EMU was calculated using Equation 1 below (reproduced from the FRA report), and substituting reference parameters provided in the report for EMUs (from Table 5-2 of the FRA report). The reference parameters below (denoted 'ref') are the values measured by the FRA for various train types during the testing completed to develop the equation, and are provided in the reference document. The parameters without the 'ref' notation are the user inputs for the specific train under assessment.

 len   S  = +   +   [1] SEL SELref 10log  K log   lenref   Sref  where:

len = source length (ft); K = speed coefficient (unitless); and S = train speed (mph).

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

The reference and source parameters are summarized in the following table, along with the results of the calculation. The table shows that a single EMU is predicted to have an SEL of approximately 78 dBA at 50 feet. A train set consisting of three EMUs will therefore have an SEL of approximately 82 dBA at 50 feet, using logarithmic addition.

Table A-1 – Calculation of EMU Noise

Component SELref lenref Sref K len S SEL at 50' (dBA) (ft) (mph) (ft) (mph) (dBA) Propulsion 86 634 - - 85 15 77 Wheel-rail 91 634 90 20 85 15 67 Total: 78

As a point of comparison, a STAMSON run was completed for a single diesel locomotive in order to

determine the one-hour Leq sound level at a distance of 50 feet. This hourly Leq was converted to an SEL at 50 feet based on an equation from the FRA report referenced above (see Equation 2 below). In this calculation, it was assumed that the number of trains per hour was 1 (in order to calculate the sound level of a single locomotive), and the shielding correction was 0 dBA (i.e., no shielding). The result of the STAMSON run and subsequent conversion calculation was an SEL at 50 feet of approximately 93 dBA for a single diesel locomotive travelling at 15 mph.

SEL = Leq (h)−10logV − Cs + 35.6 [2] where:

Leq(h) = hourly energy equivalent sound level (dBA); V = number of trains per hour;

Cs = shielding correction (dBA);

The above results can be used to determine the fraction of sound energy of an EMU train set as compared to a diesel locomotive. As decibels are defined on a logarithmic scale (base 10), if two sources differ in SEL by 10 dB, then the quieter source has 1/10th the sound energy of the louder source. If the difference is 20 dB, then the quieter source has 1/100th the sound energy of the louder source, and so on. The predicted difference between the EMU SEL and the SEL for a diesel locomotive was approximately 10.7 dB. As such, an EMU train set travelling at 15 mph can be said to have approximately 1/12th the sound energy of a single diesel locomotive.

As per the requirements of NPC-300, the Maintenance Facility has been modelled in terms of the worst- case one-hour in each period of operation (day, evening and night). A bounding scenario has been estimated in order to determine the maximum noise impact from on-site rail movements. In this scenario, it has been assumed that:

. EMUs will travel approximately 15 mph (24 km/hr) while on-site; . Each EMU train set consists of three (3) EMU cars; . Two (2) EMU train sets will move from the maintenance bay to the wash bay, then from the wash bay to storage;

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

. Two (2) EMU train sets will move from the mainline into a maintenance bay; and . Two (2) EMU train sets will move from storage to the mainline.

As three (3) EMU cars were found to have 1/12th the sound energy of a diesel locomotive, each EMU train-set was modelled in STAMSON as 0.1 diesel locomotives. Sound levels were modelled in STAMSON at the closest receptor location, approximately 100 m south of the MF. There is a module in Cadna-A that allows for the application of EMU rail cars using FRA equations. Sources were set up in Cadna-A using the same geometry as the STAMSON runs. The results are summarized in Table A-2.

Table A-2 – Comparison of STAMSON and Cadna-A Results Segment STAMSON Cadna-A Difference (dBA) (dBA) (dBA) East_Lead 25.8 26.6 +0.8 East_Maint 32.0 30.9 -1.1 East_Wash 28.9 30.5 +1.6 West_Wash 37.5 40.0 +2.5 West_Store 40.5 42.6 +2.1 West_Lead 39.9 41.9 +2.0 Total: 44.7 46.7 +2.0

The above results indicate that the Cadna-A methodology provides a conservative assessment of EMU noise levels as compared to the STAMSON approach. As such, the noise impact of on-site rail movements were modelled for the remainder of receptors in Cadna-A. This allows for all activities associated with the MF to be modelled within a single software, and have the sound level contour plots provide a complete picture of total sound propagation from the facility.

All STAMSON outputs used in the assessment are provided in the following pages.

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STAMSON 5.0 NORMAL REPORT Date: 08-01-2014 13:14:12 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: diesel.te Time Period: 1 hours Description: Leq of Diesel Locomotive

Rail data, segment # 1: SEL ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 1.0/1.0 ! 24.0 ! 1.0 ! 0.0 !Diesel! Yes

Data for Segment # 1: SEL ------Angle1 Angle2 : -90.00 deg 90.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : 15.24 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Results segment # 1: SEL ------

LOCOMOTIVE (0.00 + 57.46 + 0.00) = 57.46 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------90 90 0.58 58.90 -0.11 -1.33 0.00 0.00 0.00 57.46 ------

WHEEL (0.00 + 37.00 + 0.00) = 37.00 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------90 90 0.66 38.57 -0.11 -1.46 0.00 0.00 0.00 37.00 ------

Segment Leq : 57.50 dBA

Total Leq All Segments: 57.50 dBA

TOTAL Leq FROM ALL SOURCES: 57.50

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

STAMSON 5.0 NORMAL REPORT Date: 08-01-2014 12:47:14 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: e_por1.te Time Period: 1 hours Description: EMU – EAST TRACKS

Rail data, segment # 1: E_lead1 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 1: E_lead1 ------Angle1 Angle2 : 67.05 deg 69.84 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 190.98 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Rail data, segment # 2: E_lead2 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 2: E_lead2 ------Angle1 Angle2 : 77.21 deg 78.95 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 122.67 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Rail data, segment # 3: E_Maint1 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 4.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 3: E_Maint1 ------Angle1 Angle2 : 58.48 deg 63.97 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 178.09 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Rail data, segment # 4: E_Maint2 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 4.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 4: E_Maint2 ------Angle1 Angle2 : 50.49 deg 58.17 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 258.15 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Rail data, segment # 5: E_wash1 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 5: E_wash1 ------Angle1 Angle2 : 69.59 deg 73.64 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 116.59 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Rail data, segment # 6: E_wash2 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 6: E_wash2 ------Angle1 Angle2 : 63.28 deg 67.66 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 186.01 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 1: E_lead1 ------

LOCOMOTIVE (0.00 + 22.76 + 0.00) = 22.76 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------67 70 0.00 51.91 -11.05 -18.10 0.00 0.00 0.00 22.76 ------

WHEEL (0.00 + 5.44 + 0.00) = 5.44 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------67 70 0.00 34.58 -11.05 -18.10 0.00 0.00 0.00 5.44 ------

Segment Leq : 22.84 dBA

Results segment # 2: E_lead2 ------

LOCOMOTIVE (0.00 + 22.64 + 0.00) = 22.64 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------77 79 0.00 51.91 -9.13 -20.15 0.00 0.00 0.00 22.64 ------

WHEEL (0.00 + 5.31 + 0.00) = 5.31 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------77 79 0.00 34.58 -9.13 -20.15 0.00 0.00 0.00 5.31 ------

Segment Leq : 22.72 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 3: E_Maint1 ------

LOCOMOTIVE (0.00 + 29.02 + 0.00) = 29.02 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------58 64 0.00 54.92 -10.75 -15.16 0.00 0.00 0.00 29.02 ------

WHEEL (0.00 + 11.69 + 0.00) = 11.69 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------58 64 0.00 37.59 -10.75 -15.16 0.00 0.00 0.00 11.69 ------

Segment Leq : 29.10 dBA

Results segment # 4: E_Maint2 ------

LOCOMOTIVE (0.00 + 28.86 + 0.00) = 28.86 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------50 58 0.00 54.92 -12.36 -13.70 0.00 0.00 0.00 28.86 ------

WHEEL (0.00 + 11.54 + 0.00) = 11.54 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------50 58 0.00 37.59 -12.36 -13.70 0.00 0.00 0.00 11.54 ------

Segment Leq : 28.94 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 5: E_wash1 ------

LOCOMOTIVE (0.00 + 26.53 + 0.00) = 26.53 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------70 74 0.00 51.91 -8.91 -16.48 0.00 0.00 0.00 26.53 ------

WHEEL (0.00 + 9.20 + 0.00) = 9.20 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------70 74 0.00 34.58 -8.91 -16.48 0.00 0.00 0.00 9.20 ------

Segment Leq : 26.61 dBA

Results segment # 6: E_wash2 ------

LOCOMOTIVE (0.00 + 24.84 + 0.00) = 24.84 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------63 68 0.00 51.91 -10.93 -16.14 0.00 0.00 0.00 24.84 ------

WHEEL (0.00 + 7.51 + 0.00) = 7.51 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------63 68 0.00 34.58 -10.93 -16.14 0.00 0.00 0.00 7.51 ------

Segment Leq : 24.92 dBA

Total Leq All Segments: 34.38 dBA

TOTAL Leq FROM ALL SOURCES: 34.38

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

STAMSON 5.0 NORMAL REPORT Date: 08-01-2014 12:52:08 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: w_por1.te Time Period: 1 hours Description: EMU – WEST TRACKS

Rail data, segment # 1: w_wash1 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 1: w_wash1 ------Angle1 Angle2 : 26.59 deg 60.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 91.21 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Rail data, segment # 2: w_wash2 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 2: w_wash2 ------Angle1 Angle2 : 52.23 deg 59.43 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 111.74 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Rail data, segment # 3: w_store1 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 4.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 3: w_store1 ------Angle1 Angle2 : 21.26 deg 50.27 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 95.05 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Rail data, segment # 4: w_store2 ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 4.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 4: w_store2 ------Angle1 Angle2 : 44.03 deg 57.19 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 106.93 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Rail data, segment # 5: w_lead ------Train ! Trains ! Speed !# loc !# Cars! Eng !Cont Type ! !(km/h) !/Train!/Train! type !weld ------+------+------+------+------+------+---- 1. ! 2.0/1.0 ! 24.0 ! 0.1 ! 0.0 !Diesel! No

Data for Segment # 5: w_lead ------Angle1 Angle2 : -44.11 deg 24.60 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 92.75 m Receiver height : 1.50 m Topography : 1 (Flat/gentle slope; no barrier) No Whistle Reference angle : 0.00

Results segment # 1: w_wash1 ------

LOCOMOTIVE (0.00 + 36.76 + 0.00) = 36.76 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------27 60 0.00 51.91 -7.84 -7.31 0.00 0.00 0.00 36.76 ------

WHEEL (0.00 + 19.43 + 0.00) = 19.43 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------27 60 0.00 34.58 -7.84 -7.31 0.00 0.00 0.00 19.43 ------

Segment Leq : 36.84 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 2: w_wash2 ------

LOCOMOTIVE (0.00 + 29.21 + 0.00) = 29.21 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------52 59 0.00 51.91 -8.72 -13.98 0.00 0.00 0.00 29.21 ------

WHEEL (0.00 + 11.88 + 0.00) = 11.88 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------52 59 0.00 34.58 -8.72 -13.98 0.00 0.00 0.00 11.88 ------

Segment Leq : 29.29 dBA

Results segment # 3: w_store1 ------

LOCOMOTIVE (0.00 + 38.97 + 0.00) = 38.97 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------21 50 0.00 54.92 -8.02 -7.93 0.00 0.00 0.00 38.97 ------

WHEEL (0.00 + 21.65 + 0.00) = 21.65 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------21 50 0.00 37.59 -8.02 -7.93 0.00 0.00 0.00 21.65 ------

Segment Leq : 39.05 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 4: w_store2 ------

LOCOMOTIVE (0.00 + 35.03 + 0.00) = 35.03 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------44 57 0.00 54.92 -8.53 -11.36 0.00 0.00 0.00 35.03 ------

WHEEL (0.00 + 17.70 + 0.00) = 17.70 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------44 57 0.00 37.59 -8.53 -11.36 0.00 0.00 0.00 17.70 ------

Segment Leq : 35.11 dBA

Results segment # 5: w_lead ------

LOCOMOTIVE (0.00 + 39.82 + 0.00) = 39.82 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------44 25 0.00 51.91 -7.91 -4.18 0.00 0.00 0.00 39.82 ------

WHEEL (0.00 + 22.49 + 0.00) = 22.49 dBA Angle1 Angle2 Alpha RefLeq D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------44 25 0.00 34.58 -7.91 -4.18 0.00 0.00 0.00 22.49 ------

Segment Leq : 39.90 dBA

Total Leq All Segments: 44.27 dBA

TOTAL Leq FROM ALL SOURCES: 44.27

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix B Source Summary Table

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix B: Noise Source Summary Table

Name ID Sound Power Data Source Sound Existing Noise Required Noise Level Source1 Location1 Characteristics1 Control Measures1 Control Measures (dBA) Point Sources Administration Building - Roof Exhaust 1 !05!AB_RoofExh_1 78 D O S U N/A Administration Building - Roof Exhaust 2 !05!AB_RoofExh_2 78 D O S U N/A Administration Building - Roof Exhaust 3 !05!AB_RoofExh_3 78 D O S U N/A Administration Building - Roof Exhaust 4 !05!AB_RoofExh_4 78 D O S U N/A Administration Building - Roof Exhaust 5 !05!AB_RoofExh_5 78 D O S U N/A Administration Building - Roof Exhaust 6 !05!AB_RoofExh_6 78 D O S U N/A EMU (idle) on Storage Track !04!EMU_Idle_1 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_2 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_3 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_4 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_5 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_6 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_7 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_8 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_9 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_10 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_11 96 D O S U B EMU (idle) on Storage Track !04!EMU_Idle_12 96 D O S U B Maintenance Bays - Roof Exhaust 1 !05!MB_RoofExh_1 78 D O S U N/A Maintenance Bays - Roof Exhaust 2 !05!MB_RoofExh_2 78 D O S U N/A Maintenance Bays - Roof Exhaust 3 !05!MB_RoofExh_3 78 D O S U N/A Maintenance Bays - Roof Exhaust 4 !05!MB_RoofExh_4 78 D O S U N/A

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Name ID Sound Power Data Source Sound Existing Noise Required Noise Level Source1 Location1 Characteristics1 Control Measures1 Control Measures (dBA) OCS Building - Roof Exhaust 1 !05!OB_RoofExh_1 78 D O S U N/A OCS Building - Roof Exhaust 2 !05!OB_RoofExh_2 78 D O S U N/A OCS Building - Roof Exhaust 3 !05!OB_RoofExh_3 78 D O S U N/A OCS Building - Roof Exhaust 4 !05!OB_RoofExh_4 78 D O S U N/A Trigen Unit - Exhaust !06!TG_Exh 98 D O S S N/A Wheel True Building - Roof Exhaust !05!WTB_RoofExh 78 D O S U N/A Wash Bay - Roof Exhaust 1 !05!WB_RoofExh_1 78 D O S U N/A Wash Bay - Roof Exhaust 2 !05!WB_RoofExh_2 78 D O S U N/A Wash Bay - Roof Exhaust 3 !05!WB_RoofExh_3 78 D O S U N/A

Line Sources

Truck Movements - Arriving at Site !07!TM_Arrive 69 2 C O S U N/A Truck Movements - Departing Site !07!TM_Depart 69 2 C O S U N/A

Area Sources Chiller - Roof !01!Chiller_R 64 3 D O S E N/A Trigen - Roof !06!Trigen_R 94 3 D O S E N/A Emergency Generator - Roof !03!EG_R 95 D O S E N/A Cooling Tower - Top !02!CT_top 106 D O S U N/A

Vertical Area Sources Chiller - North !01!Chiller_N 64 3 D O S E N/A Chiller - East !01!Chiller_E 64 3 D O S E N/A Chiller - South !01!Chiller_S 64 3 D O S E N/A Chiller - West !01!Chiller_W 64 3 D O S E N/A Maintenance Building - Bay Door 1 !00!MB_BD1 104 D O S U N/A Maintenance Building - Bay Door 2 !00!MB_BD2 104 D O S U N/A Maintenance Building - Bay Door 3 !00!MB_BD3 104 D O S U N/A

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Name ID Sound Power Data Source Sound Existing Noise Required Noise Level Source1 Location1 Characteristics1 Control Measures1 Control Measures (dBA) Maintenance Building - Bay Door 4 !00!MB_BD4 104 D O S U N/A Maintenance Building - Bay Door 5 !00!MB_BD5 104 D O S U N/A Trigen - North !06!Trigen_N 94 3 D O S E N/A Trigen - East !06!Trigen_E 94 3 D O S E N/A Trigen - South !06!Trigen_S 94 3 D O S E N/A Trigen - West !06!Trigen_W 94 3 D O S E N/A Wash Bay - Bay Door 1 !00!WB_BD1 91 D O S U N/A Wash Bay - Bay Door 2 !00!WB_BD2 91 D O S U N/A Wheel True Building - Bay Door 1 !00!WTB_BD1 83 D O S U N/A Wheel True Building - Bay Door 2 !00!WTB_BD2 83 D O S U N/A Emergency Generator - North !03!EG_N 95 D O S E N/A Emergency Generator - East !03!EG_E 95 D O S E N/A Emergency Generator - South !03!EG_S 95 D O S E N/A Emergency Generator - West !03!EG_W 95 D O S E N/A Cooling Tower - Back !02!CT_back 96 D O S U N/A Cooling Tower - End (south) !02!CT_endS 94 D O S U N/A Cooling Tower - Air Inlet !02!CT_Inlet 98 D O S U N/A Cooling Tower - End (north) !02!CT_endN 94 D O S U N/A

Rail Sources East Lead Track !04!East_Lead 58 2 C O S U N/A East Maintenance Track !04!East_Maint 61 2 C O S U N/A East Wash Bay Track !04!East_Wash 58 2 C O S U N/A West Lead Track !04!West_Lead 58 2 C O S U N/A West Storage Track !04!West_Storage 61 2 C O S U N/A West Wash Bay Track !04!West_Wash 58 2 C O S U N/A

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Name ID Sound Power Data Source Sound Existing Noise Required Noise Level Source1 Location1 Characteristics1 Control Measures1 Control Measures (dBA)

NOTES:

1 - Table nomenclature is discussed on the following page

2 - Sound power level presented is per unit length (1 m), calculated by Cadna-A based on source characteristics

3 - Presented sound level includes a correction of -7 dB for each source comprising the Chiller and Trigen units, in order to split the sound power level for the full unit into five separate sources (4 walls and 1 roof)

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix C STAMSON Modelling (Background at POR6)

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix C: STAMSON Modelling for Background at POR6

Hourly traffic data from the MTO for Highway 401 between Islington Ave. and Weston Rd. was applied to estimate background sound conditions at POR6. The minimum one-hour traffic volumes for the daytime, evening and night-time periods were determined from the data-set, and the vehicle classification was estimated using guidance from the MTO document Environmental Guide for Noise. In this document, the MTO outlines that freeways (such as the 401) typically can be assumed to have 15% heavy trucks and 5% medium trucks. On this basis, the following traffic data was carried forward for the STAMSON calculations.

Table C-1: Summary of Minimum Hourly Traffic Data Vehicle Type WB Collector WB Express EB Express EB Collector Total Day Total 1656 1747 2456 1639 7498 Cars 1325 1398 1965 1311 5998 Medium Trucks 83 87 123 82 375 Heavy Trucks 248 262 368 246 1125 Evening Total 1494 1399 2532 1513 6938 Cars 1195 1119 2026 1210 5550 Medium Trucks 75 70 127 76 347 Heavy Trucks 224 210 380 227 1041 Night Total 425 543 673 365 2006 Cars 340 434 538 292 1605 Medium Trucks 21 27 34 18 100 Heavy Trucks 64 81 101 55 301

As the receptor does not have full exposure to the Highway, the exposure in STAMSON was limited to 90o to represent actual exposure. POR6 is approximately 600 m from Highway 401. As the STAMSON program limits the evaluation distance to 500 m, each road segment listed in Table C-1 was instead modelled at half the actual distance from the segment to POR6. As sound from line sources such as highways are known to attenuate at 3 dB per doubling of distance, a correction of -3 dB was applied to the results of the model runs to represent sound levels at the actual separation distance. The STAMSON outputs are provided following the MTO traffic data.

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

SPRING FTMS - COMPASS DATA Confidence Level = 95% WB Collector Description : WEST OF WESTON RD VDS : 401DW0070DWC BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. -545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 28-Mar-11 29-Mar-11 30-Mar-11 31-Mar-11 01-Apr-11 02-Apr-11 03-Apr-11

1:00:00 545 694 655 745 814 1073 1259 2:00:00 425 609 564 600 601 858 994 3:00:00 495 593 583 652 718 830 952 4:00:00 816 844 875 899 971 796 697 5:00:00 2148 2142 2141 2199 2155 982 722 6:00:00 4725 4709 4812 4407 4542 1551 968 7:00:00 5106 3632 5050 4739 5148 2352 1285 8:00:00 4624 4523 4637 4383 4962 2947 1656 9:00:00 4357 4520 4261 4185 4380 3753 2340 10:00:00 4064 4507 4333 3991 4582 3942 3209 11:00:00 4426 4496 4329 4574 4700 4715 3792 12:00:00 4560 4495 4534 4818 5005 5004 4209 13:00:00 4561 4558 4846 4955 4993 4927 4695 14:00:00 4848 5020 5052 5181 4963 5077 5071 15:00:00 4649 4819 4779 4886 4798 5113 5261 16:00:00 4323 4720 4723 4921 4862 5074 5180 17:00:00 4506 4325 4538 4365 4567 4754 5308 18:00:00 4193 3866 3953 4086 4193 4715 4213 19:00:00 3430 3486 3741 3773 4186 3988 3605 20:00:00 3144 3245 3243 3507 3770 3360 3069 21:00:00 2814 3021 3109 3023 3376 3057 2817 22:00:00 2210 2257 2283 2344 2918 3001 1964 23:00:00 1504 1685 1606 1721 2249 2357 1494 0:00:00 966 1038 1075 1136 1574 1790 857

24 hr Total -77439 -77804 -79722 -80090 85027 76016 65617 A.M. Total -36291 -35764 -36774 -36192 38578 28803 22083 P.M. Total 41148 42040 42948 43898 46449 47213 43534 Noon-Noon -76912 -78814 -79140 82476 75252 69296

ADT : 77388 AW D : 80016

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

SPRING FTMS - COMPASS DATA Confidence Level = 95% WB Express Description : WEST OF WESTON RD VDS : 401DW0070DWE BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. -545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 28-Mar-11 29-Mar-11 30-Mar-11 31-Mar-11 01-Apr-11 02-Apr-11 03-Apr-11

1:00:00 666 670 678 610 784 1091 1250 2:00:00 543 585 600 594 627 821 912 3:00:00 563 660 594 648 766 753 813 4:00:00 901 948 899 890 956 789 611 5:00:00 2435 2266 2110 2118 2113 1033 739 6:00:00 4550 4504 4382 3830 4119 1755 1116 7:00:00 5251 4654 5104 4265 4880 2445 1422 8:00:00 5563 5045 4984 4305 4795 2983 1747 9:00:00 3934 4246 3941 3452 4071 3299 2317 10:00:00 3342 3518 3503 3393 3823 3838 3070 11:00:00 3595 3497 3552 3710 3845 3907 3323 12:00:00 3721 3662 3666 3815 4111 4089 3635 13:00:00 3779 3686 4037 4096 4330 4023 4085 14:00:00 4222 4224 4318 4386 4530 4137 3835 15:00:00 4310 4566 4431 4737 4608 4090 3650 16:00:00 4256 4502 4334 4649 4671 4119 3637 17:00:00 4309 4514 4480 4653 4833 4115 3771 18:00:00 4145 3695 3923 4005 4061 3887 3733 19:00:00 3025 3141 3333 3377 3633 3343 3373 20:00:00 2864 2840 2792 3077 3209 2838 2668 21:00:00 2537 2573 2812 2819 2898 2743 2914 22:00:00 1979 2178 2088 2268 2534 2477 1989 23:00:00 1492 1628 1515 1785 2227 2261 1399 0:00:00 984 1000 1073 1164 1494 1733 885

24 hr Total -72966 -72802 -73149 -72646 77918 66569 -56894 A.M. Total -35064 -34255 -34013 -31630 34890 26803 -20955 P.M. Total 37902 38547 39136 41016 43028 39766 35939 Noon-Noon -72157 -72560 -70766 75906 69831 -60721

ADT : 70421 AW D : 73896

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

SPRING FTMS - COMPASS DATA Confidence Level = 95% EB Express Description : WEST OF WESTON RD VDS : 401DW0080DEE BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. -545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 14-Mar-11 15-Mar-11 16-Mar-11 17-Mar-11 18-Mar-11 19-Mar-11 20-Mar-11

1:00:00 878 1074 1158 1133 1300 1626 2177 2:00:00 673 742 913 806 1017 1251 1430 3:00:00 713 720 600 655 829 933 1165 4:00:00 1109 1025 989 986 1088 899 707 5:00:00 2738 2627 2366 2524 2565 1132 738 6:00:00 6702 6682 5981 6532 6312 2092 1178 7:00:00 6768 6709 6325 6900 7024 3079 1746 8:00:00 6405 6522 6236 7012 6723 4529 2456 9:00:00 6535 6566 5599 6745 6580 5622 3703 10:00:00 6522 6274 5993 6675 6894 6266 5164 11:00:00 6589 6660 6063 6576 6823 6815 6174 12:00:00 6515 6265 6498 6746 6448 7057 6775 13:00:00 6037 6602 6324 6604 6460 7028 7157 14:00:00 4908 7007 6419 6980 6463 6919 7128 15:00:00 6056 6814 5832 6584 5883 6604 7231 16:00:00 6387 6471 5507 6632 5934 6875 6992 17:00:00 5568 5958 5868 6513 4814 6798 6990 18:00:00 5580 5616 4794 6240 5393 6842 6548 19:00:00 4801 5571 5410 5724 5976 5861 5773 20:00:00 4382 4715 4811 5028 5300 5193 5482 21:00:00 3850 4230 4358 4666 4710 4015 4731 22:00:00 3486 3582 3845 4034 4327 4394 3883 23:00:00 2700 2574 2987 3007 3504 3943 2532 0:00:00 1604 1659 1874 1978 2618 2868 1535

24 hr Total 107506 112665 106750 117280 114985 108641 99395 A.M. Total 52147 51866 48721 53290 53603 41301 33413 P.M. Total 55359 60799 58029 63990 61382 67340 65982 Noon-Noon 107225 109520 111319 117593 102683 100753

ADT : 109603 AW D : 111837

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

SPRING FTMS - COMPASS DATA Confidence Level = 95% EB Collector Description : WEST OF WESTON RD VDS : 401DW0080DEC BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. -545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 04-Apr-11 05-Apr-11 06-Apr-11 07-Apr-11 08-Apr-11 09-Apr-11 10-Apr-11

1:00:00 508 692 780 766 834 1186 1268 2:00:00 365 576 601 548 632 978 1042 3:00:00 457 523 532 559 624 687 826 4:00:00 723 799 731 732 818 698 617 5:00:00 1812 1897 1925 1979 1898 907 653 6:00:00 4434 4837 4717 4836 4657 1594 945 7:00:00 5625 6264 5768 5880 6110 2490 1303 8:00:00 5518 5805 5978 5919 5470 3330 1639 9:00:00 4713 4856 5377 5730 4809 4131 2611 10:00:00 4247 4320 4284 4599 4579 4247 3506 11:00:00 4248 4498 3822 4606 4752 4629 4020 12:00:00 4392 4625 4536 5127 5495 5171 4155 13:00:00 4281 4569 4489 4508 5560 5293 4975 14:00:00 4897 5093 5207 5352 6087 5357 4577 15:00:00 6407 6398 6412 6026 6462 5386 4529 16:00:00 6439 6540 6725 6677 6395 5516 4296 17:00:00 5745 6367 6301 6397 6484 5578 4302 18:00:00 4522 4749 5146 6091 5409 5075 3993 19:00:00 3595 3866 4031 4843 4719 3946 3548 20:00:00 3028 3050 3085 3449 3884 3309 3201 21:00:00 2541 2885 3056 3155 3398 3173 2868 22:00:00 2138 2744 2612 2716 3035 3089 2291 23:00:00 1918 1968 2024 1964 2507 2351 1513 0:00:00 1216 1331 1306 1261 1959 1938 969

24 hr Total 83769 89252 -89445 93720 96577 80059 63647 A.M. Total 37042 39692 -39051 41281 40678 30048 22585 P.M. Total 46727 49560 50394 52439 55899 50011 41062 Noon-Noon 86419 -88611 91675 93117 85947 72596

ADT : 85210 AW D : 90553

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

FALL FTMS - COMPASS DATA Confidence Level = 95% WB Collector Description : WEST OF WESTON RD VDS : 401DW0070DWC BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. - 545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 19-Sep-11 20-Sep-11 21-Sep-11 22-Sep-11 23-Sep-11 24-Sep-11 25-Sep-11

1:00:00 696 726 707 703 779 1056 1588 2:00:00 520 567 647 629 674 842 1113 3:00:00 561 614 658 645 670 653 849 4:00:00 976 976 957 996 1037 756 639 5:00:00 2775 2606 2590 2702 2462 1122 728 6:00:00 4293 4700 4575 4485 4669 2052 1252 7:00:00 4605 5137 4596 4190 4776 2792 1743 8:00:00 4864 4490 4469 4638 4609 3668 2239 9:00:00 4466 3942 4238 3993 4304 4496 3544 10:00:00 4130 3914 3863 3987 4041 4874 4245 11:00:00 3971 3763 3990 3767 3488 4876 4725 12:00:00 3670 3773 3831 3606 2856 5027 4911 13:00:00 3334 4017 4090 4101 2909 4953 5054 14:00:00 2843 4037 3987 4103 3023 5017 4323 15:00:00 2614 4183 3515 4053 3279 4832 4689 16:00:00 2771 4159 2887 4109 3240 4777 4661 17:00:00 2908 4130 3456 3923 3163 4701 4687 18:00:00 2870 3965 3272 3901 2808 4458 4636 19:00:00 3128 3797 3561 3777 3551 4272 4406 20:00:00 3312 3461 3262 2210 3340 4259 4312 21:00:00 2801 3260 3229 3628 3510 3893 4059 22:00:00 2211 2815 2673 2832 3098 3427 3115 23:00:00 1581 1901 1874 2038 2431 3064 1931 0:00:00 982 1172 1163 1340 1688 2477 1088

24 hr Total -66882 -76105 72090 74356 70405 82344 74537 A.M. Total -35527 -35208 35121 34341 34365 32214 27576 P.M. Total 31355 40897 36969 40015 36040 50130 46961 Noon-Noon -66563 76018 71310 74380 68254 77706

ADT : 73817 AW D : 71968

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

FALL FTMS - COMPASS DATA Confidence Level = 95% WB Express Description : WEST OF WESTON RD VDS : 401DW0070DWE BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. - 545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 31-Oct-11 01-Nov-11 02-Nov-11 03-Nov-11 04-Nov-11 05-Nov-11 06-Nov-11

1:00:00 681 653 752 746 782 1189 2567 2:00:00 549 640 643 648 682 969 787 3:00:00 605 664 693 664 704 811 564 4:00:00 1007 1009 962 1051 1061 725 500 5:00:00 2718 2589 2586 2707 2549 1132 701 6:00:00 4585 4674 4594 5005 4825 2014 1235 7:00:00 4639 4613 4627 5010 4922 2646 1600 8:00:00 4741 4653 4841 5045 4977 3673 2279 9:00:00 4227 3717 4135 4505 4476 4145 3284 10:00:00 3783 3929 3985 4134 4212 4556 4025 11:00:00 3774 3965 3794 4215 4386 4925 4475 12:00:00 3844 3881 4011 4365 4378 5144 6840 13:00:00 4068 4124 4001 4528 4618 5113 5082 14:00:00 4143 4356 4127 4882 4399 4923 4964 15:00:00 4418 4110 4170 4654 4329 4360 4916 16:00:00 4880 4130 4045 4452 4043 4902 4736 17:00:00 4462 3939 3987 4810 4061 4367 4588 18:00:00 3857 4292 4076 4695 4414 4765 4630 19:00:00 3176 3925 3877 3981 3276 4501 4645 20:00:00 2714 3324 3336 3572 3639 3577 4190 21:00:00 2715 3216 3230 3212 3673 3527 3885 22:00:00 2289 2441 2592 2501 2834 3389 2800 23:00:00 1610 1909 1702 1940 2415 3126 1833 0:00:00 1138 1209 1199 1212 1688 2320 1102

24 hr Total 74623 75962 75965 82534 81343 80799 -76228 A.M. Total 35153 34987 35623 38095 37954 31929 -28857 P.M. Total 39470 40975 40342 44439 43389 48870 47371 Noon-Noon 74457 76598 78437 82393 75318 -77727

ADT : 78208 AW D : 78085

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

FALL FTMS - COMPASS DATA Confidence Level = 95% EB Express Description : WEST OF WESTON RD VDS : 401DW0080DEE BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. - 545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 12-Sep-11 13-Sep-11 14-Sep-11 15-Sep-11 16-Sep-11 17-Sep-11 18-Sep-11

1:00:00 899 942 1021 905 1066 1715 2103 2:00:00 644 731 786 736 845 1211 1314 3:00:00 595 672 665 683 760 909 882 4:00:00 1060 1029 1081 1072 1157 947 701 5:00:00 3353 3090 3167 3176 3045 1407 872 6:00:00 6861 6712 6923 6631 6544 2956 1548 7:00:00 6441 6600 6238 6432 6209 4273 2231 8:00:00 6334 6336 6199 6335 6493 5718 3178 9:00:00 6241 6355 4989 6191 6445 6849 4867 10:00:00 6044 6148 6207 5681 6479 6981 6208 11:00:00 6095 6021 5991 6485 6431 7173 6866 12:00:00 6030 6173 5758 6259 6543 7019 6987 13:00:00 6108 6225 6345 6671 6514 6921 4696 14:00:00 6568 6811 6550 6585 6512 7118 6192 15:00:00 6521 6299 6703 6587 6634 7027 6426 16:00:00 6382 5711 6694 6328 6114 6810 6065 17:00:00 5620 6259 6731 6157 4988 6870 5818 18:00:00 4598 5645 6181 5737 5700 6741 5914 19:00:00 4904 5418 5729 5965 6377 6309 6289 20:00:00 4789 4862 4969 5383 5649 5655 5752 21:00:00 4222 4573 4395 4291 5471 4988 5816 22:00:00 3621 3526 3787 4133 4460 4824 4767 23:00:00 2790 2869 2836 3172 4108 4449 3072 0:00:00 1687 1677 1737 2058 2836 3367 1793

24 hr Total 108407 110684 111682 113653 117380 118237 100357 A.M. Total 50597 50809 49025 50586 52017 47158 37757 P.M. Total 57810 59875 62657 63067 65363 71079 62600 Noon-Noon 108619 108900 113243 115084 112521 108836

ADT : 111486 AW D : 112361

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

FALL FTMS - COMPASS DATA Confidence Level = 95% EB Collector Description : WEST OF WESTON RD VDS : 401DW0080DEC BETWEEN WESTON RD. & ISLINGTON AVE. LHRS : 47661 ICMS STA. - 545 Hour Ending MON TUE WED THU FRI *SAT* *SUN* 12-Sep-11 13-Sep-11 14-Sep-11 15-Sep-11 16-Sep-11 17-Sep-11 18-Sep-11

1:00:00 653 704 710 679 754 1220 1348 2:00:00 467 521 561 520 646 961 991 3:00:00 443 479 458 501 569 704 738 4:00:00 740 703 734 709 814 723 585 5:00:00 2072 2127 2035 2129 2073 953 658 6:00:00 5204 5073 5208 5151 4998 1802 1038 7:00:00 5811 5866 5345 5531 5545 2603 1307 8:00:00 5540 5345 5462 5446 5549 3411 1799 9:00:00 4933 5348 5668 5050 5066 4249 2796 10:00:00 4044 4210 4685 4902 4531 4521 3771 11:00:00 4218 4125 4021 4431 4338 4405 4050 12:00:00 4189 4400 4071 4393 5069 4936 4413 13:00:00 4142 4268 4295 4512 5132 5054 5131 14:00:00 4838 5393 5426 5640 5710 5013 5586 15:00:00 6004 6422 5237 6338 6122 5011 5159 16:00:00 6183 6040 6385 5968 6113 5173 5099 17:00:00 6209 5816 6355 6444 5173 5159 5335 18:00:00 5683 5123 5402 5725 5943 4874 5599 19:00:00 4568 4215 4398 4767 5785 4088 4147 20:00:00 3141 3253 3535 3606 4928 3409 4561 21:00:00 2712 2963 2903 3294 3645 3028 3073 22:00:00 2243 2359 2501 2614 3145 2996 2538 23:00:00 1867 1818 1811 2105 2627 2567 1592 0:00:00 1283 1265 1246 1474 1987 1978 1007

24 hr Total 87187 87836 88452 91929 96262 78838 72321 A.M. Total 38314 38901 38958 39442 39952 30488 23494 P.M. Total 48873 48935 49494 52487 56310 48350 48827 Noon-Noon 87774 87893 88936 92439 86798 71844

ADT : 86118 AW D : 90333

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

STAMSON 5.0 NORMAL REPORT Date: 03-02-2014 08:58:33 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: por6_d.te Time Period: 1 hours Description: POR6 - Daytime

Road data, segment # 1: WBC ------Car traffic volume : 1325 veh/TimePeriod Medium truck volume : 83 veh/TimePeriod Heavy truck volume : 248 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Data for Segment # 1: WBC ------Angle1 Angle2 : 0.00 deg 90.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : 320.00 m Receiver height : 58.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 2: WBE ------Car traffic volume : 1398 veh/TimePeriod Medium truck volume : 87 veh/TimePeriod Heavy truck volume : 262 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Data for Segment # 2: WBE ------Angle1 Angle2 : 0.00 deg 90.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : 310.00 m Receiver height : 58.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00

Road data, segment # 3: EBE ------Car traffic volume : 1965 veh/TimePeriod Medium truck volume : 123 veh/TimePeriod Heavy truck volume : 368 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Data for Segment # 3: EBE ------Angle1 Angle2 : 0.00 deg 90.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : 300.00 m Receiver height : 58.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 4: EBC ------Car traffic volume : 1311 veh/TimePeriod Medium truck volume : 82 veh/TimePeriod Heavy truck volume : 246 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Data for Segment # 4: EBC ------Angle1 Angle2 : 0.00 deg 90.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 1 (Absorptive ground surface) Receiver source distance : 290.00 m Receiver height : 58.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 1: WBC ------

Source height = 1.97 m

ROAD (0.00 + 63.46 + 0.00) = 63.46 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 79.76 0.00 -13.29 -3.01 0.00 0.00 0.00 63.46 ------

Segment Leq : 63.46 dBA

Results segment # 2: WBE ------

Source height = 1.97 m

ROAD (0.00 + 63.83 + 0.00) = 63.83 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 80.00 0.00 -13.15 -3.01 0.00 0.00 0.00 63.83 ------

Segment Leq : 63.83 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 3: EBE ------

Source height = 1.97 m

ROAD (0.00 + 65.46 + 0.00) = 65.46 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 81.48 0.00 -13.01 -3.01 0.00 0.00 0.00 65.46 ------

Segment Leq : 65.46 dBA

Results segment # 4: EBC ------

Source height = 1.97 m

ROAD (0.00 + 63.85 + 0.00) = 63.85 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 79.72 0.00 -12.86 -3.01 0.00 0.00 0.00 63.85 ------

Segment Leq : 63.85 dBA

Total Leq All Segments: 70.24 dBA

TOTAL Leq FROM ALL SOURCES: 70.24

Adjusted result for doubled distance = 70.24 dBA – 3 dBA = 67.24 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

STAMSON 5.0 NORMAL REPORT Date: 03-02-2014 09:00:03 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: por6_e.te Time Period: 1 hours Description: POR6 - Evening

Road data, segment # 1: WBC ------Car traffic volume : 1195 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 224 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 2: WBE ------Car traffic volume : 1119 veh/TimePeriod Medium truck volume : 70 veh/TimePeriod Heavy truck volume : 210 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Road data, segment # 3: EBE ------Car traffic volume : 2026 veh/TimePeriod Medium truck volume : 127 veh/TimePeriod Heavy truck volume : 380 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 4: EBC ------Car traffic volume : 1210 veh/TimePeriod Medium truck volume : 76 veh/TimePeriod Heavy truck volume : 227 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Results segment # 1: WBC ------

Source height = 1.97 m

ROAD (0.00 + 63.02 + 0.00) = 63.02 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 79.32 0.00 -13.29 -3.01 0.00 0.00 0.00 63.02 ------

Segment Leq : 63.02 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 2: WBE ------

Source height = 1.97 m

ROAD (0.00 + 62.87 + 0.00) = 62.87 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 79.04 0.00 -13.15 -3.01 0.00 0.00 0.00 62.87 ------

Segment Leq : 62.87 dBA

Results segment # 3: EBE ------

Source height = 1.97 m

ROAD (0.00 + 65.59 + 0.00) = 65.59 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 81.61 0.00 -13.01 -3.01 0.00 0.00 0.00 65.59 ------

Segment Leq : 65.59 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 4: EBC ------

Source height = 1.97 m

ROAD (0.00 + 63.50 + 0.00) = 63.50 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 79.38 0.00 -12.86 -3.01 0.00 0.00 0.00 63.50 ------

Segment Leq : 63.50 dBA

Total Leq All Segments: 69.91 dBA

TOTAL Leq FROM ALL SOURCES: 69.91

Adjusted result for doubled distance = 69.91 dBA – 3 dBA = 66.91 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

STAMSON 5.0 NORMAL REPORT Date: 16-12-2013 07:18:46 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT

Filename: por6.te Time Period: 1 hours Description: POR6 – Night-time

Road data, segment # 1: WBC ------Car traffic volume : 340 veh/TimePeriod Medium truck volume : 21 veh/TimePeriod Heavy truck volume : 64 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 2: WBE ------Car traffic volume : 434 veh/TimePeriod Medium truck volume : 27 veh/TimePeriod Heavy truck volume : 81 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

Road data, segment # 3: EBE ------Car traffic volume : 538 veh/TimePeriod Medium truck volume : 34 veh/TimePeriod Heavy truck volume : 101 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Road data, segment # 4: EBC ------Car traffic volume : 292 veh/TimePeriod Medium truck volume : 18 veh/TimePeriod Heavy truck volume : 55 veh/TimePeriod Posted speed limit : 100 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete)

C-22

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 1: WBC ------

Source height = 1.97 m

ROAD (0.00 + 57.57 + 0.00) = 57.57 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 73.87 0.00 -13.29 -3.01 0.00 0.00 0.00 57.57 ------

Segment Leq : 57.57 dBA

Results segment # 2: WBE ------

Source height = 1.97 m

ROAD (0.00 + 58.74 + 0.00) = 58.74 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 74.90 0.00 -13.15 -3.01 0.00 0.00 0.00 58.74 ------

Segment Leq : 58.74 dBA

Results segment # 3: EBE ------

Source height = 1.97 m

ROAD (0.00 + 59.84 + 0.00) = 59.84 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 75.86 0.00 -13.01 -3.01 0.00 0.00 0.00 59.84 ------

Segment Leq : 59.84 dBA

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UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Results segment # 4: EBC ------

Source height = 1.97 m

ROAD (0.00 + 57.33 + 0.00) = 57.33 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ------0 90 0.00 73.21 0.00 -12.86 -3.01 0.00 0.00 0.00 57.33 ------

Segment Leq : 57.33 dBA

Total Leq All Segments: 64.51 dBA

TOTAL Leq FROM ALL SOURCES: 64.51

Adjusted result for doubled distance = 64.51 dBA – 3 dBA = 61.51 dBA

C-24

UP Express Electrification EA FINAL Impact Assessment Report – Noise and Vibration

Appendix D Resources Rd. Maintenance Facility Conceptual Design Report, September 2013