Noise Impact Feasibility Study for the Proposed Canadian Tire Truck Warehouse Distribution Centre Caledon (Bolton), Ontario

Transcription

1 Noise Impact Feasibility Study for the Proposed Canadian Tire Truck Warehouse Distribution Centre Caledon (Bolton), Ontario Prepared for Canadian Tire Real Estate Limited 2180 Yonge St. P.O. Box 770, Toronto, Ontario M4P 2V8 Prepared by Petr Chocensky, PhD, (Civ. Eng.) Reviewed by Brian Chapnik, PhD, PEng November 28, 2011

2 CONTENTS 1 INTRODUCTION AND SUMMARY SITE DESCRIPTION & SURROUNDING AREA CRITERIA ASSESSMENT METHODOLOGY ASSESSMENT RESULTS AND RECOMMENDATIONS CONCLUSIONS... 6 Figures 1 3 APPENDIX A Sample Calculations

3 Noise Impact Feasibility Study Page 1 1 INTRODUCTION AND SUMMARY HGC Engineering was retained by Canadian Tire Real Estate Limited to undertake a noise impact feasibility study of a proposed truck warehouse distribution centre in Caledon (Bolton), Ontario. The analysis was based on consideration of the relevant Ontario Ministry of Environment ( MOE ) guidelines, a review of the facility drawings provided by the proponent, manufacturer s sound data, as well as equipment sound level measurements from similar projects undertaken by HGC Engineering. The applicable sound level criteria were established at selected points of reception surrounding the planned site, in accordance with the MOE guideline NPC-205. Sound levels resulting from activities at the proposed site were predicted at the selected receptor locations. The results of the analysis indicate that sound levels from the proposed distribution centre, predicted under a worst case operating scenario and incorporating the noise control measures recommended herein, will comply with the MOE guideline limits at the most potentially impacted residential receptor. Details of the analysis are outlined below. 2 SITE DESCRIPTION & SURROUNDING AREA The Canadian Tire Distribution Centre ( CTDC ) is proposed to be located on currently vacant agricultural lands to the west of the Coleraine Drive and Healey Road intersection, in Bolton, Ontario. The proposed site, depicted in Figure 1, will consist of a trailer/container parking area, a main distribution building, as well as numerous maintenance and office buildings in the vicinity of the facility main gate. The primary sources of steady sound associated with the proposed facility are movements of arriving/departing trucks, shunter truck movements throughout the parking area, numerous Heating, Ventilating and Air-Conditioning ( HVAC ) units on the main building rooftop, as well as regular testing of an emergency generator. Also of concern are impulsive sound emissions

4 Noise Impact Feasibility Study Page 2 produced by forklifts loading and unloading trailers, as well as shunter truck/tractor trailer coupling to shipping trailers. The facility will operate 24 hours per day, 7 days per week. Figure 2 is a satellite image of the subject site and surrounding area, which are essentially flat, with a minor downward slope in the southeast direction. The lands surrounding the site to the northeast and northwest are designed for industrial use and the lands to the southwest and southeast are agricultural lands. The nearest noise sensitive areas are residences on the west side of Healey Road, approximately 320 metres to the south of the proposed CTDC main building. One key location has been selected to represent these homes and is labeled as location R1 in Figure 2. A number of existing residential homes on the southwest side of Coleraine Drive will be acquired by the proponent and incorporated into the site property. The houses will be either demolished or used for commercial purposes. Therefore, they were not included in this study. HGC Engineering visited the area surrounding the site on February 25, 2011 and observed the existing background sound in the area to be set by road traffic on Coleraine Drive and Healey Road. The area surrounding the subject site is best categorized as a Class 2 semi-urban area, under MOE noise assessment guidelines. 3 CRITERIA In Ontario, the guidelines of the MOE form the basis of environmental noise assessment, specifically publication NPC-205, Sound Level Limits For Stationary Sources in Class 1 & 2 Areas (Urban). The MOE guidelines draw a distinction between stationary sources (industrial or commercial sounds), and other types of sources such as traffic or construction activities, for example. The sound sources associated with the subject facility are classified as stationary sources. The guidelines for stationary sources are site specific and depend on the background sound in the vicinity, primarily due to road traffic. The guidelines also stipulate that the assessment considers the potential noise impact during a predictable worst case hour of

5 Noise Impact Feasibility Study Page 3 operation, which is defined as a situation when the normally busy activity of the source coincides with an hour of low background sound. Sounds from stationary sources are categorized into two broad types: impulsive sounds and nonimpulsive sounds. An impulse is defined as a single pressure pulse or a single burst of pressure pulses (such as a gunshot, hammering, or metal stamping). Non-impulsive sounds are those which are not a single pressure pulse, but which continue for periods of time longer than an instantaneous burst. These two types of sound are assessed separately, using two distinct measurement/evaluation methods. Since impulse sounds are transient pressure bursts, they are measured in a special way, using the impulse setting on an appropriately equipped sound level meter, in units of dbai (the I suffix denotes a measurement made using the impulse setting). All sound sources at the subject site are considered non-impulsive in nature, with the exception of the sound from forklifts driving into/from a trailer during loading/unloading, and the sound of coupling of shunter trucks and tractor trailers to a trailer. Non-Impulsive Sound Level Limits NPC-205 states that the non-impulsive sound level limit for a stationary source operating in a Class 2 environment is the greater of the minimum one-hour energy-equivalent ambient sound level (L EQ ) at any potentially impacted residential point of reception or 50 dba during daytime hours (7:00 19:00) and 45 during evening/nighttime hours (19:00 7:00). Observations and measurements conducted in the vicinity of the nearest points of reception indicate that background sound levels are dominated by continuous road traffic on Coleraine Drive and Healey Road during daytime hours. However, due to low traffic volumes at night, the background sound levels may fall below the exclusionary minimum level during nighttime hours. Therefore, this assessment conservatively assumes that the exclusionary minimum sound level limits of 50/45 dba (daytime/nighttime) apply at location R1.

6 Noise Impact Feasibility Study Page 4 Impulsive Sound Level Limits The limits for impulse sounds are different for frequent versus infrequent events. Impulses are categorized as frequent if 20 or more occur within a 120 minute period. NPC-205 stipulates that the sound level limit for frequent impulse sounds is the greater of the minimum one-hour background sound level or 50 dbai during daytime hours (7:00 19:00) and 45 dbi during evening/nighttime hours. For infrequent impulse sounds (fewer than 20 impulses in 120 minutes), the sound level limit at a point of reception is 100 dbai. Based on discussions with the proponent and observations made by HGC Engineering during site visits at similar existing facilities, impulsive sounds from the loading/unloading activities were assumed to occur on a frequent basis. Therefore, the applicable criteria for impulsive sound at location R1 are 50 dbai and 45 dbai during daytime and evening/nighttime hours, respectively. 4 ASSESSMENT METHODOLOGY The predictive model used for this study (CadnaA, version ) is based on the methods from ISO Standard Acoustics Attenuation of sound during propagation outdoors Part 2: General Method of Calculation which accounts for reduction in sound level with distance due to geometrical spreading, air absorption, ground attenuation and acoustical shielding by intervening structures. The ISO method tends to be conservative as it assumes a moderate downwind condition (favorable for the propagation of sound from the source to a receiver) in all directions, at all times. This modeling technique is acceptable to the MOE. To develop the model, following assumptions were made regarding the equipment and associated operating scenarios: Sound emissions from each piece of equipment associated with loading/unloading trailers, coupling of trailers to tractor trailers and shunter trucks, as well as movements of trucks were based on measurements conducted by HGC Engineering for similar past projects. Sound emissions from HVAC equipment and the emergency generator were obtained from the manufacturer. Sound power levels used in this study are summarized in the following

7 Noise Impact Feasibility Study Page 5 table. All equipment was assumed to operate continuously during a predictable worst case hour of daytime and evening/nighttime operation, with the exception of the generator, which was assumed to operate during daytime hours only (for regular maintenance testing; for emergency use, it may be operated at anytime). Table 1: Overall A-weighted Source Sound Power Levels Source Sound Power Level Moving Tractor Trailer / Shunter Truck 101 dba Forklift Impulsive 110 dbai Coupling - Impulsive 117 dbai Emergency Generator 114 dba HVAC Equipment (Total of All Units) 99 dba Up to 21 tractor trailers can enter and exit the site and up to two shunter trucks were assumed to operate continuously on site during a predictable worst case hour of operation. The tractor trailers visiting the site were assumed to travel an average round-trip distance of 2500 metres at an average speed of 10 km/hr. 5 ASSESSMENT RESULTS AND RECOMMENDATIONS Using the predictive model and assumptions described in the previous section, sound levels at the critical receptor location R1 were estimated. In order to achieve the criteria at this receptor, a noise barrier is recommended to be constructed in the south part of the site, as depicted in Figure 3. The barrier should consist of two sections forming an L shaped layout. One barrier section with a minimum height of 6.8 metres above grade shall be constructed along the northwest edge of the retention pond having a total length of approximately 260 metres. A 5 metre high barrier section shall return from this segment, extending northwest along the facility property line. The length of the second barrier section shall be approximately 130 metres. For the purposes of this assessment, the barrier was assumed to be constructed of concrete (with commensurate minimal sound-absorption characteristics); however, the barrier can be constructed

8 Noise Impact Feasibility Study Page 6 from any of a variety of materials such as wood, metal, brick, pre-cast concrete or other concrete/wood composite systems provided that it is free of gaps or cracks and has a solid construction with a surface density of no less than 20 kg/m 2. The noise barrier should be incorporated into the project design. Any subsequent changes to the site plans and equipment layout should be reviewed by a qualified acoustical consultant, and any necessary modifications to the noise control measures incorporated into the facility plans. The prediction results, incorporating the recommended barrier, are summarized in Table 2, below. Table 2: Predicted Sound Levels During Predictable Worst Case Hour R1 Source Daytime (7:00 19:00) Evening / Nighttime (19:00 7:00) Non-Impulsive Sources Impulsive Sources MOE Criteria Within Criteria? Yes Yes 6 CONCLUSIONS The acoustical analysis indicates that sound levels from the proposed Canadian Tire Distribution Centre, predicted under worst case operating scenarios and incorporating the noise control measures recommended herein, will comply with MOE guideline limits for non-impulsive and impulsive sounds at the most potentially impacted neighbouring receptor.

9 Noise Impact Feasibility Study Page 7 Canadian Tire Distribution Centre Figure 1: Location Map

10 C an Ti re D ist rib ut io n C ol er ai ne an ad i D ri v e en tre He ale y Ro ad C R FRAME COORDINATES ARE UTM IN METRES Figure 2: Canadian Tire Distribution Centre and Most Impacted Point of Reception

11 Height = 5 m Height = 6.8 m Noise Barrier Figure 3 - Noise Barrier Specifications

12 APPENDIX A Sample Calculations

13 Calculation Summary Table. Page 1 of 1 Auto generated parse of CadnaA Protocol file HGC Engineering Project: Canadian Tire Bolton Start Time: 10 Nov 11 08:47 Input Protocol File: C:\Users\pchocensky\Desktop\cadnaa.log R1 Residential Dwelling Src ID Src Name X Y Z LxD LxN Adiv K0 Dc Agnd Abar Aatm Afol Ahous CmetD CmetN ReflD ReflN LrD LrN NS 01 Arriving/Departing Tractor Trailers NS 02 Moving Shunter Truck NS 03 Loading/Unloading Trailers NS 04 Trailers Coupling NS 05 Rooftop Sources (HVAC) NS 06 Emergency Generator Where: LrD = LxD Adiv + K0 + Dc Agnd Abar Aatm Afol Ahous + CmetD + ReflD LrN = LxN Adiv + K0 + Dc Agnd Abar Aatm Afol Ahous + CmetN + ReflN The column headings in this table follow the terminology of standard ISO LxD is the daytime A weighted one hour energy equivalent source sound power level, and LxN is the corresponding nighttime level. These quantities include penalties for distictive source character if applicable. LrD is the daytime A weighted one hour energy equivalent sound pressure level at a receptor, and LrN is the corresponding nighttime level X and Y are UTM coordinates in metres. Z is the elevation in metres