Stationary Noise Assessment 70 Richmond Road Ottawa, Ontario

127 Walgreen Road, Ottawa, Ontario K0A 1L0 T (613) 836‐0934 ● www.gradientwind.com

Stationary Noise Assessment

70 Richmond Road

Ottawa, Ontario

REPORT: GWE16‐013 ‐ Stationary Noise

Prepared For:

Stephen Job Caribou Urban Properties Inc. 109 Atlantic Avenue, Suite 302B

Toronto, Ontario M6K 1X4

Prepared By:

Michael Lafortune, Environmental Technologist

Joshua Foster, P.Eng., Partner

March 2, 2016

Caribou Urban Properties Inc.

70 Richmond Road: Stationary Noise Assessment i

EXECUTIVE SUMMARY

This document describes a stationary noise assessment performed for a proposed high end coffee shop

development at 70 Richmond Road in Ottawa, Ontario. The existing portion of the building rises

approximately 4.75 meters (m) above local grade, while the new addition will rise approximately 3 m

above local grade. The site is located near the Richmond Road and Island Park Drive intersection. The

primary sources of stationary noise from the development are rooftop mechanical equipment and idling

cars associated with the drive‐through queueing lane. Figure 1 illustrates a site plan with surrounding

context.

The assessment is based on: (i) theoretical noise prediction methods that conform to the Ministry of the

Environment and Climate Change (MOE) and City of Ottawa requirements; (ii) noise level criteria as

specified by the City of Ottawa’s Environmental Noise Control Guidelines (ENCG); and (iii) architectural

drawings provided by Vandenberg & Wildeboer Architects.

Our stationary noise assessment for the proposed high end coffee shop development at 70 Richmond

Road indicates that provided our recommendations are considered in the detailed design process, noise

levels at nearby points of reception are expected to fall below the City of Ottawa and MOE noise criteria.

Assuming the worst‐case scenario, the noise impacts from the rooftop mechanical unit and drive‐through

queueing lane can be mitigated with the installation of noise screens and appropriate unit selection as

outlined in Section 5. As such, the proposed development is expected to be compatible with the existing

noise sensitive land uses. As this study is based on preliminary mechanical information, final mechanical

equipment selection and locations should be reviewed by an acoustical engineer prior to installation of

the equipment.


70 Richmond Road: Stationary Noise Assessment ii

TABLE OF CONTENTS

PAGE

1. INTRODUCTION 1

2. TERMS OF REFERENCE 1

2.1 Assumptions 1

3. OBJECTIVES 2

4. METHODOLOGY 2

4.1 Background 2

4.2 Stationary Noise Source Assessment and Criteria 3

4.3 Determination of Noise Source Power Levels 4

4.4 Stationary Noise Source Predictions 4

5. RESULTS AND DISCUSSION 6

6. CONCLUSIONS AND RECOMMENDATIONS 8

FIGURES

APPENDICES:

Appendix A – STAMSON 5.04 Input and Output Data


70 Richmond Road: Stationary Noise Assessment 1

1. INTRODUCTION

Gradient Wind Engineering Inc. (GWE) was retained by Caribou Urban Properties Inc. to undertake a

stationary noise assessment of a proposed high end coffee shop development at 70 Richmond Road in

Ottawa, Ontario. This report focuses on the noise impacts from rooftop mechanical equipment and a drive‐

through on nearby residential noise sensitive areas. This study is based on architectural and site plan

drawings provided by Vandenberg & Wildeboer Architects and street layouts obtained from the City of

Ottawa, and recent satellite imagery.

2. TERMS OF REFERENCE

The site is located near the Richmond Road & Island Park Drive intersection, and is surrounded by mixed‐

use land, specifically Traditional Mainstreet and Residential zones. The closest points of reception are

located at 376 Island Park Drive (noise sensitive residential purpose building) to the south of the

development. Figure 1 illustrates the site plan and surrounding context.

The proposed development is a single‐story high end coffee shop. The existing portion of the building rises

approximately 4.75 meters (m) above local grade, while the new addition will rise approximately 3 m

above local grade. A drive‐through for the high end coffee shop will run to the west and south of the

building. The business may operate up to 24‐hours per day. Figure 2 illustrates the location of all stationary

noise sources for the development.

2.1 Assumptions

Preliminary mechanical information for the development has been provided by Goodkey Weedmark and

Associates Ltd. A review of final equipment selection and locations by a qualified acoustical engineer will

be required prior to installation of the equipment. The following assumptions have been included in the

analysis:

(i) The quantity, tonnage and sound data of rooftop units have been specified by Goodkey

Weedmark and Associates Ltd.

(ii) The locations of rooftop units have been assumed based on information from Goodkey

Weedmark and Associates Ltd., and GWE’s experience with similar developments

(iii) The quantity and locations of idling cars in the high end coffee shop drive‐through queue has been

specified by Caribou Urban Properties Inc., and Parsons (traffic consultant)



(iv) The sound data of idling cars in the high end coffee shop drive‐through queue has been assumed

based on GWE’s experience with similar developments

(v) During daytime/evening hours (07:00 – 23:00), the rooftop mechanical units (RTU) on the building

are in full operation and there are 8 cars in the drive‐through

(vi) During nighttime hours (23:00 – 07:00), the rooftop mechanical units on the building are in 50%

operation and there are no idling cars in the drive‐through

(vii) Drive‐through in operation during daytime hours 07:00 to 23:00.

The equipment considered in the model consisted of:

(i) 7.5 Ton Roof Top Unit (RTU) (S1)

(ii) Idling cars ×8 (S2‐S9)

3. OBJECTIVES

The main goals of the work are to assess the anticipated noise impacts from rooftop mechanical

equipment and drive‐through on nearby residential sensitive receptors and, where necessary, describe

noise control measures to ensure the development can operate in the area in compliance with the City of

Ottawa’s ENCG.

4. METHODOLOGY

4.1 Background

Noise can be defined as any obtrusive sound. It is created at a source, transmitted through a medium,

such as air, and intercepted by a receiver. Noise may be characterized in terms of the power of the source

or the sound pressure at a specific distance. While the power of a source is characteristic of that source,

the sound pressure depends on the location of the receiver and the path that the noise takes to reach the

receiver. Its measurement is based on the decibel unit, dBA, which is a logarithmic ratio referenced to a

standard noise level (2×10‐5 Pascals). The ‘A’ suffix refers to a weighting scale, which represents the noise

perceived by the human ear. With this scale, a doubling of sound power at the source results in a 3 dBA

increase in measured noise levels at the receiver, and is just perceptible to most people. An increase of

10 dBA is often perceived to be twice as loud.

Stationary sources are defined in the City of Ottawa’s ENCG as: “all sources of sound and vibration,

whether fixed or mobile, that exist or operate on a premises, property or facility. The combined sound



and vibration levels of which are emitted beyond the property boundary of the premises, property or

facility, unless the source(s) is (are) due to construction”. The guidelines do not apply to gas stations, and

occasional movement of vehicles on property, such as infrequent deliveries of goods to convenience

stores1. Amplified speech, such as those from call boxes, are also exempt from the requirements of the

ENCG and MOE guidelines2.

4.2 Stationary Noise Source Assessment and Criteria

The equivalent sound energy level, LEQ, provides a weighted measure of the time varying noise levels,

which is well correlated with the annoyance of sound. It is defined as the continuous sound level, which

has the same energy as a time varying noise level over a selected period of time. For stationary sources,

the LEQ is calculated on an hourly interval, while for roadways, the LEQ is calculated on the basis of a

16‐hour daytime / 8‐hour nighttime split.

Noise criteria taken from the ENCG apply to outdoor points of reception (POR). A POR is defined under

ENCG as “any location on a noise sensitive land use where noise from a stationary source is received”. A

POR can be located on an existing or zoned for future use premises of permanent or seasonal residences,

hotels/motels, nursing/retirement homes, rental residences, hospitals, camp grounds, and noise sensitive

buildings such as schools, places of worship and daycare facilities. According to the ENCG, the

recommended maximum noise level for an urban (Class 1) environment at a POR is either the lowest one‐

hour background noise level due to other sources, or the exclusionary limits outlined in Table 1, whichever

is higher.

TABLE 1: EXCLUSIONARY LIMITS FOR CLASS 1 AREA

Time of Day Outdoor Points of

Reception Plane of Window

07:00 – 23:00 50 50

23:00 – 07:00 N/A 45

As the subject site is located adjacent to arterial roadways, which produce a high level of ambient noise,

calculations were performed to determine appropriate background noise levels due to traffic to compare

against the noise impacts from the stationary source. Traffic data for the Richmond Road and Island Park

1 ENCG, Section 1.5.1, page 23 2 Annex to Publication LU‐131, Section A2.1.1(b), page A3



Drive intersection were obtained from the City of Ottawa; however, these data were limited to daytime

and evening hourly traffic volumes. GWE has performed calculations using the STAMSON software at

Receptor 1 and 2 (see Figure 3 for receptor locations). The results were extrapolated to other nearby

receptors where appropriate. Calculations were based on the lowest hourly traffic volumes of 736 and

1074 vehicles per hour on Richmond Road and Island Park Drive respectively. The mix of vehicles was

assumed to be comprised of 7% medium trucks and 5% heavy trucks, as per ENCG Table 1.7. It was also

assumed the proposed development would act as noise barriers. For the source to receiver path, hard /

reflective ground was assumed given the majority of the ground surface will be covered by asphalt. The

results of the background noise calculations indicate ambient noise levels at Receptors 1 and 2 will

approach 63 and 53 dBA respectively. Details of the calculations are presented in Appendix A.

4.3 Determination of Noise Source Power Levels

Table 2 summarizes the sound power levels of each source assumed in our analysis. Source locations are

illustrated in Figure 2.

TABLE 2: EQUIPMENT SOUND POWER LEVELS (dBA)

Source ID

Description Frequency (Hz)

63 125 250 500 1000 2000 4000 8000 Total

S1 7.5 Ton RTU 66 80 83 86 85 81 77 68 91

S2‐9 Idling Cars N/A N/A N/A N/A 82 N/A N/A N/A 82

4.4 Stationary Noise Source Predictions

The impact of the stationary noise sources on the nearby residential areas was determined by computer

modelling. Stationary noise source modelling is based on the software program Predictor‐Lima developed

from the International Standards Organization (ISO) standard 9613 Parts 1 and 2. This computer program

is capable of representing three‐dimensional surfaces and first reflections of sound waves over a suitable

spectrum for human hearing. The methodology has been used on numerous assignments, and has been

accepted by the MOE as part of Environmental Compliance Approvals applications.

A total of 13 receptor locations were chosen around the site to measure the noise impact at points of

reception (POR) during the daytime/evening (07:00 – 23:00) and nighttime (23:00 – 07:00) periods, as

illustrated in Figure 3. POR locations included outdoor points of reception (OPOR) and the plane of

windows (POW) of the surrounding residential properties. Sensor locations are described in Table 3 and

illustrated in Figure 3. All units and idling cars were represented as point sources in the Predictor model.



Air temperature, pressure and humidity were assumed at 10°C, 101.3 kPA and 70%, respectively. Ground

absorption over the study area was determined based on topographical features (such as water, concrete,

grassland, etc.). An absorption value of 0 is representative of hard ground, while a value of 1 represents

grass, and similar soft surface conditions. Existing and proposed buildings were added to the model to

account for screening and reflection effects from building façades.

TABLE 3: RECEPTOR LOCATIONS

Receptor Number

Location Height Above Grade (m)

R1 POW – 376 Island Park Drive 4.5

R2 OPOR – 376 Island Park Drive 1.5

R3 POW – 381 Leighton Terrace 4.5

R4 OPOR – 381 Leighton Terrace 1.5

R5 POW – 114 Richmond Road 1.5











5. RESULTS AND DISCUSSION

Unmitigated noise levels at nearby sensitive receptors appear to exceed the ENCG criteria, as summarized

in Table 4 below, due to the close proximity of rooftop mechanical equipment and drive‐through queue

lane. The sound levels listed in Table 4 assume the worst‐case scenario.

TABLE 4: UNMITIGATED NOISE LEVELS FROM STATIONARY SOURCES

Receptor Number

Plane of Window

Receptor Location

Noise Level (dBA)

Sound Level Limits

Meets ENCG Criteria

Day Night Day Night Day Night

R1 POW – 376 Island Park Drive 62 52 63* 45 YES NO

R2 OPOR – 376 Island Park Drive 64 51 58* N/A NO YES

R3 POW – 381 Leighton Terrace 52 45 50 45 NO NO

R4 OPOR – 381 Leighton Terrace 53 46 50 N/A NO YES

R5 POW – 114 Richmond Road 34 27 50 45 YES YES




R9 POW – 348 Island Park Drive 46 41 50 45 YES YES

R10 OPOR – 348 Island Park Drive 47 42 50 N/A YES YES




*‐ Background noise level from roadway traffic

As Table 4 summarizes, noise levels are elevated at Receptors 1 to 4. The main contributors of noise at

these locations are the rooftop mechanical unit (Source S1), as well as well as idling vehicles associated

with the drive‐through queueing lane (Sources S2‐S9).

Given the close proximity of Receptors 1 and 2 to local roadways, the ambient noise level from roadway

traffic at these locations is above the exclusionary noise criteria listed in Section 4.2. As such, the criteria

for Receptors 1 and 2 have been taken to be the ambient noise level.



For the drive‐through, a 2.2 m tall noise barrier located on the south property line (see Figure 2) was found

to be an effective way to reduce the noise levels from idling cars. To control noise levels from the RTU, it

is recommended to select a unit with a sound power equal to or less than 83 dBA (referenced to a

picowatt). Alternatively, a noise screen around the unit or extending the roof parapet, to a height of

0.2 m above the RTU, would allow for a slightly louder RTU to be used. With a noise screen, the required

maximum sound power of the RTU is 88 dBA. Noise barriers will be constructed from materials having a

minimum surface density of 20 kg/m2 or a Sound Transmission Class (STC) rating of 30. Overnight (23:00

to 07:00) operations of the drive‐through would be prohibited. With these recommendations, Table 5

summarizes the mitigated noise levels at each POR, which demonstrates compliance with ENCG criteria.

TABLE 5: MITIGATED NOISE LEVELS FROM STATIONARY SOURCES

Receptor Number

Plane of Window

Receptor Location

Noise Level (dBA)

Sound Level Limits

Meets ENCG Criteria

Day Night Day Night Day Night

R1 POW – 376 Island Park Drive 62 44 63* 45 YES YES

R2 OPOR – 376 Island Park Drive 51 41 53* N/A YES YES

R3 POW – 381 Leighton Terrace 48 38 50 45 YES YES

R4 OPOR – 381 Leighton Terrace 48 38 50 N/A YES YES










*‐ Background noise level from roadway traffic



FIGURE 4: DAYTIME/EVENING UNMITIGATED NOISE CONTOURS (1.5 METERS ABOVE GRADE)

80 – 85 dB

75 – 80 dB

70 – 75 dB

65 – 70 dB

60 – 65 dB

55 – 60 dB

50 – 55 dB

45 – 50 dB

40 – 45 dB

35 – 40 dB

0 – 35 dB



FIGURE 5: NIGHTTIME UNMITIGATED NOISE CONTOURS (1.5 METERS ABOVE GRADE)

80 – 85 dB

75 – 80 dB

70 – 75 dB

65 – 70 dB

60 – 65 dB

55 – 60 dB

50 – 55 dB

45 – 50 dB

40 – 45 dB

35 – 40 dB

0 – 35 dB



FIGURE 6: DAYTIME/EVENING MITIGATED NOISE CONTOURS (1.5 METERS ABOVE GRADE)

80 – 85 dB

75 – 80 dB

70 – 75 dB

65 – 70 dB

60 – 65 dB

55 – 60 dB

50 – 55 dB

45 – 50 dB

40 – 45 dB

35 – 40 dB

0 – 35 dB



FIGURE 7: NIGHTTIME MITIGATED NOISE CONTOURS (1.5 METERS ABOVE GRADE)

80 – 85 dB

75 – 80 dB

70 – 75 dB

65 – 70 dB

60 – 65 dB

55 – 60 dB

50 – 55 dB

45 – 50 dB

40 – 45 dB

35 – 40 dB

0 – 35 dB


70 Richmond Road: Stationary Noise Assessment A 1

APPENDIX A

STAMSON 5.04 - INPUT AND OUTPUT DATA



STAMSON 5.0 NORMAL REPORT Date: 29-02-2016 14:00:22 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: r1.te Time Period: 1 hours Description: Road data, segment # 1: RichmondL --------------------------------- Car traffic volume : 945 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 54 veh/TimePeriod Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: RichmondL ------------------------------- Angle1 Angle2 : -67.00 deg 37.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 40.00 m Receiver height : 4.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -63.00 deg Angle2 : 37.00 deg Barrier height : 5.00 m Barrier receiver distance : 9.80 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 2: RichmondR --------------------------------- Car traffic volume : 945 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 54 veh/TimePeriod Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: RichmondR ------------------------------- Angle1 Angle2 : 37.00 deg 66.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 40.00 m Receiver height : 4.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00 Road data, segment # 3: IslandL ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 3: IslandL ----------------------------- Angle1 Angle2 : -59.00 deg -19.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 52.00 m Receiver height : 4.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -59.00 deg Angle2 : -19.00 deg Barrier height : 4.00 m Barrier receiver distance : 8.50 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 4: IslandR ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 4: IslandR ----------------------------- Angle1 Angle2 : -61.00 deg 0.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 26.20 m Receiver height : 4.50 m Topography : 1 (Flat/gentle slope; no barrier) Reference angle : 0.00



Results segment # 1: RichmondL ------------------------------ Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 4.50 ! 3.76 ! 3.76 ROAD (48.65 + 54.24 + 0.00) = 55.30 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -67 -63 0.00 69.45 0.00 -4.26 -16.53 0.00 0.00 0.00 48.65 ---------------------------------------------------------------------------- -63 37 0.00 69.45 0.00 -4.26 -2.55 0.00 0.00 -8.40 54.24 ---------------------------------------------------------------------------- Segment Leq : 55.30 dBA Results segment # 2: RichmondR ------------------------------ Source height = 1.50 m ROAD (0.00 + 57.26 + 0.00) = 57.26 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- 37 66 0.00 69.45 0.00 -4.26 -7.93 0.00 0.00 0.00 57.26 ---------------------------------------------------------------------------- Segment Leq : 57.26 dBA



Results segment # 3: IslandL ---------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 4.50 ! 4.01 ! 4.01 ROAD (0.00 + 54.09 + 0.00) = 54.09 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -59 -19 0.00 66.02 0.00 -5.40 -6.53 0.00 0.00 -5.00 49.09* -59 -19 0.00 66.02 0.00 -5.40 -6.53 0.00 0.00 0.00 54.09 ---------------------------------------------------------------------------- * Bright Zone ! Segment Leq : 54.09 dBA Results segment # 4: IslandR ---------------------------- Source height = 1.50 m ROAD (0.00 + 58.90 + 0.00) = 58.90 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -61 0 0.00 66.02 0.00 -2.42 -4.70 0.00 0.00 0.00 58.90 ---------------------------------------------------------------------------- Segment Leq : 58.90 dBA Total Leq All Segments: 62.80 dBA TOTAL Leq FROM ALL SOURCES: 62.80



STAMSON 5.0 NORMAL REPORT Date: 29-02-2016 14:00:31 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: r2.te Time Period: 1 hours Description: Road data, segment # 1: Richmond -------------------------------- Car traffic volume : 945 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 54 veh/TimePeriod Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: Richmond ------------------------------ Angle1 Angle2 : -65.00 deg 67.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 39.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -50.00 deg Angle2 : 67.00 deg Barrier height : 5.00 m Barrier receiver distance : 7.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 2: IslandL ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: IslandL ----------------------------- Angle1 Angle2 : -53.00 deg -13.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 60.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -53.00 deg Angle2 : -13.00 deg Barrier height : 4.00 m Barrier receiver distance : 10.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 3: IslandR ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 3: IslandR ----------------------------- Angle1 Angle2 : -55.00 deg 0.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 35.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -55.00 deg Angle2 : -29.00 deg Barrier height : 4.00 m Barrier receiver distance : 13.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Results segment # 1: Richmond ----------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (54.50 + 46.76 + 0.00) = 55.18 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -65 -50 0.00 69.45 0.00 -4.15 -10.79 0.00 0.00 0.00 54.50 ---------------------------------------------------------------------------- -50 67 0.00 69.45 0.00 -4.15 -1.87 0.00 0.00 -16.66 46.76 ---------------------------------------------------------------------------- Segment Leq : 55.18 dBA Results segment # 2: IslandL ---------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 40.92 + 0.00) = 40.92 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -53 -13 0.00 66.02 0.00 -6.02 -6.53 0.00 0.00 -12.55 40.92 ---------------------------------------------------------------------------- Segment Leq : 40.92 dBA



Results segment # 3: IslandR ---------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 41.70 + 54.41) = 54.64 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -55 -29 0.00 66.02 0.00 -3.68 -8.40 0.00 0.00 -12.24 41.70 ---------------------------------------------------------------------------- -29 0 0.00 66.02 0.00 -3.68 -7.93 0.00 0.00 0.00 54.41 ---------------------------------------------------------------------------- Segment Leq : 54.64 dBA Total Leq All Segments: 58.01 dBA TOTAL Leq FROM ALL SOURCES: 58.01



STAMSON 5.0 NORMAL REPORT Date: 29-02-2016 14:00:37 MINISTRY OF ENVIRONMENT AND ENERGY / NOISE ASSESSMENT Filename: r2b.te Time Period: 1 hours Description: Mitigated case with 2.2 m tall barrier Road data, segment # 1: RichmondR --------------------------------- Car traffic volume : 945 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 54 veh/TimePeriod Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 1: RichmondR ------------------------------- Angle1 Angle2 : -50.00 deg 67.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 39.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -50.00 deg Angle2 : 67.00 deg Barrier height : 5.00 m Barrier receiver distance : 7.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 2: IslandL ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 2: IslandL ----------------------------- Angle1 Angle2 : -53.00 deg -13.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 60.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -53.00 deg Angle2 : -13.00 deg Barrier height : 4.00 m Barrier receiver distance : 10.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 3: IslandR ------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 3: IslandR ----------------------------- Angle1 Angle2 : -55.00 deg -29.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 35.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -55.00 deg Angle2 : -29.00 deg Barrier height : 4.00 m Barrier receiver distance : 13.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 4: RichmondL --------------------------------- Car traffic volume : 945 veh/TimePeriod Medium truck volume : 75 veh/TimePeriod Heavy truck volume : 54 veh/TimePeriod Posted speed limit : 50 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 4: RichmondL ------------------------------- Angle1 Angle2 : -65.00 deg -50.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 39.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -65.00 deg Angle2 : -50.00 deg Barrier height : 2.20 m Barrier receiver distance : 1.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 5: IslandRR -------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 5: IslandRR ------------------------------ Angle1 Angle2 : -29.00 deg 0.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 35.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : -29.00 deg Angle2 : 0.00 deg Barrier height : 2.20 m Barrier receiver distance : 13.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Road data, segment # 6: IslandRRR --------------------------------- Car traffic volume : 647 veh/TimePeriod Medium truck volume : 52 veh/TimePeriod Heavy truck volume : 37 veh/TimePeriod Posted speed limit : 40 km/h Road gradient : 0 % Road pavement : 1 (Typical asphalt or concrete) Data for Segment # 6: IslandRRR ------------------------------- Angle1 Angle2 : 0.00 deg 69.00 deg Wood depth : 0 (No woods.) No of house rows : 0 Surface : 2 (Reflective ground surface) Receiver source distance : 35.00 m Receiver height : 1.50 m Topography : 2 (Flat/gentle slope; with barrier) Barrier angle1 : 0.00 deg Angle2 : 69.00 deg Barrier height : 5.00 m Barrier receiver distance : 13.00 m Source elevation : 0.00 m Receiver elevation : 0.00 m Barrier elevation : 0.00 m Reference angle : 0.00



Results segment # 1: RichmondR ------------------------------ Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 46.76 + 0.00) = 46.76 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -50 67 0.00 69.45 0.00 -4.15 -1.87 0.00 0.00 -16.66 46.76 ---------------------------------------------------------------------------- Segment Leq : 46.76 dBA Results segment # 2: IslandL ---------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 40.92 + 0.00) = 40.92 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -53 -13 0.00 66.02 0.00 -6.02 -6.53 0.00 0.00 -12.55 40.92 ---------------------------------------------------------------------------- Segment Leq : 40.92 dBA



Results segment # 3: IslandR ---------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 41.70 + 0.00) = 41.70 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -55 -29 0.00 66.02 0.00 -3.68 -8.40 0.00 0.00 -12.24 41.70 ---------------------------------------------------------------------------- Segment Leq : 41.70 dBA Results segment # 4: RichmondL ------------------------------ Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 45.17 + 0.00) = 45.17 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -65 -50 0.00 69.45 0.00 -4.15 -10.79 0.00 0.00 -9.33 45.17 ---------------------------------------------------------------------------- Segment Leq : 45.17 dBA



Results segment # 5: IslandRR ----------------------------- Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 48.05 + 0.00) = 48.05 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- -29 0 0.00 66.02 0.00 -3.68 -7.93 0.00 0.00 -6.36 48.05 ---------------------------------------------------------------------------- Segment Leq : 48.05 dBA Results segment # 6: IslandRRR ------------------------------ Source height = 1.50 m Barrier height for grazing incidence ------------------------------------ Source ! Receiver ! Barrier ! Elevation of Height (m) ! Height (m) ! Height (m) ! Barrier Top (m) ------------+-------------+-------------+-------------- 1.50 ! 1.50 ! 1.50 ! 1.50 ROAD (0.00 + 43.26 + 0.00) = 43.26 dBA Angle1 Angle2 Alpha RefLeq P.Adj D.Adj F.Adj W.Adj H.Adj B.Adj SubLeq ---------------------------------------------------------------------------- 0 69 0.00 66.02 0.00 -3.68 -4.16 0.00 0.00 -14.92 43.26 ---------------------------------------------------------------------------- Segment Leq : 43.26 dBA Total Leq All Segments: 52.84 dBA TOTAL Leq FROM ALL SOURCES: 52.84

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Stationary Noise Assessment 70 Richmond Road Ottawa, Ontario