ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT AMBASSADOR BRIDGE ENHANCEMENT PROJECT WINDSOR, ONTARIO For Canadian Transit Company 780 Huron Church Road, Suite 202 Windsor, Ontario N9C 2K2 Prepared by 06/Apr/11 Ian Bonsma, PEng. Reviewed by Bill Gastmeier, MASc, PEng November 27, 2007 REVISED: April 6, 2011 CONTENTS 1 Introduction and Summary ..................................................................................................1  2 Criteria for Acceptable Levels of Sound and Vibration ......................................................2  2.1 Sound Level Criteria .........................................................................................................2  2.2 Ground-bourne Vibration Criteria .....................................................................................4  3 Site Description .....................................................................................................................6  4 Site Measurements ................................................................................................................7  4.1 Noise ................................................................................................................................7  4.1.1 Attended Monitoring ..................................................................................................7  4.1.2 Unattended (Automated) Monitoring ....................................................................... 10  4.1.3 Compression Release Engine Brakes ........................................................................ 11  4.2 Vibration ........................................................................................................................ 15  5 Noise Modeling .................................................................................................................... 17  5.1 Methodology and Results................................................................................................ 17  5.2 Discussion and Analysis .................................................................................................. 23  5.2.1 Noise ....................................................................................................................... 23  5.2.2 Cumulative Effects ................................................................................................... 25  5.2.3 Vibration.................................................................................................................. 26  5.3 Noise Barriers ................................................................................................................. 26  6 Construction Noise and Vibration ...................................................................................... 29  7 Proposed Mitigation ............................................................................................................ 30  References Figures 1 - 9 Appendix A – Onsite Vibration Measurements Appendix B – Jacob Engineering Systems (Compression Release Engine Brake) Appendix C – Site Photos Appendix D – Traffic Data Appendix E – Environmental Effects Interaction Matrix Environmental Noise and Vibration Assessment Page 1 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 1 Introduction and Summary This report has been prepared as part of a Screening-Level Environmental Assessment for the construction and operation of a new cable stayed suspension bridge (“Enhancement Project”) with six traffic lanes. It will cross the Detroit River parallel and to the west of the existing Ambassador Bridge with similar elevations and a distance of approximately 30 m between their centerlines. The new bridge crossing will connect into the existing plazas and infrastructure in both Canada and the United States. Improvements to the Windsor plaza are neither necessary nor required to accommodate the second span. However, in response to requests made by Transport Canada as the Responsible Authority, the Canadian Transit Company (“CTC”) has included in this updated report, an assessment of the environmental impacts related to expanding the current Windsor Plaza (“Plaza Expansion”). Transport Canada and the Windsor Port Authority, the federal Responsible Authorities ("RA") delegated preparation of the Environmental Impact Statement ("EIS") to the Canadian Transit Company (referred to as the "Ambassador Bridge Company"), the Proponent. Avalon Consulting, with the assistance of Ortech Environmental, HGC Engineering, Museum of Ontario Archaeology and N. K Becker Incorporated ("Study Team") have undertaken this EIS on behalf of the Ambassador Bridge Company. The EIS also provides responses to issues raised by reviewers of the Project including Transport Canada and Environment Canada. This report also responds to the issues raised by the public and Health Canada relating to the assessment of noise impacts and cumulative effects. Figure 1 shows the approximate extents of the project and the surrounding land uses. All noise sensitive receptors in the neighbourhoods around the new bridge and the Plaza Expansion were identified. Existing and future sound levels were determined at representative receptor locations under several different operating scenarios. Future sound levels are expected to decrease at many receptor locations with the construction of the new bridge and the plaza expansion (Build vs. No Build scenarios) due to bridge design features such as exterior safety lanes and roadside Jersey Environmental Noise and Vibration Assessment Page 2 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 Barriers. Additional mitigation in the form of a roadside noise barrier is proposed along the west side of the new bridge for a limited number of receptors at which sound levels are expected to increase and where the ambient sound levels are currently elevated. A noise barrier is also proposed along the north and west perimeter of the Plaza Expansion lands. Vibration measurements indicate that vibration induced by heavy vehicles on the existing bridge is perceptible on the ground at locations near the bridge piers and may be perceptible to some residents. The replacement span is proposed to be supported on piles driven to bedrock and as a result the vibration levels are anticipated to decrease. Noise and vibration impacts during construction will be controlled through compliance with the City of Windsor’s By-Laws and Ontario Ministry of the Environment (“MOE”) sound level limits for construction equipment. In addition, pile driving can generate significant levels of ground- borne vibration, and vibration levels will be monitored when piles are being driven in proximity to sensitive structures. 2 Criteria for Acceptable Levels of Sound and Vibration The Ambassador Bridge is an international bridge that for the purposes of noise and vibration assessment is considered as a roadway. The terms of reference for this noise and vibration assessment were prepared by Transport Canada in consultation with the Federal EA Review Team (last revised August 2007) [Reference 1]. 2.1 Sound Level Criteria This revision of the report also addresses the most recent applicable criteria for capital construction or alterations to provincial roads and highways in Ontario. These were developed by the Ontario Ministry of Transportation (“MTO”) and are contained in its Environmental Guide for Noise dated October 2006 [Reference 2]. These guidelines require that the future sound levels with the proposed construction or alteration be compared to the future sound levels without the Environmental Noise and Vibration Assessment Page 3 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 improvements. Future sound levels represent sound levels 10 years after completion of the project. Where sound levels are predicted to be greater than 65 dBA or increase by more than 5 dBA ten years after completion, an investigation of noise control measures within the roadway right-of- way should be completed. Noise control measures should be designed to achieve sound levels as close to, or lower than, the objective level of 55 dBA or the pre-construction ambient sound levels as is technically, economically or administratively feasible. Sound levels, under these guidelines are predicted at noise sensitive areas (“NSAs”). The guidelines recommend that sound levels be determined through measurement and/or prediction at ground level in the outdoor living areas (“OLA’s”) of all noise sensitive receptors. Typical noise sensitive receptors include: private residences, townhouses, multiple unit buildings with OLA’s, and hospitals, nursing homes, educational facilities and daycare centers where there are OLA’s. Apartment balconies, institutional buildings such as churches, hospitals and schools, cemeteries and all commercial and industrial facilities are not considered to be noise sensitive receptors with respect to the MTO guidelines. Since there have been some concerns expressed by the local school boards concerning sound levels on school property, and by local residents concerning sound outside upper story bedroom windows and at Heritage Sites, these locations have also been treated as noise sensitive points of reception as well as the ground level spaces specified in the guideline documents. Typically, for road widening projects, noise control measures would only be considered if the increase in sound level at a point of reception between the Build and No-Build scenarios is greater than 5 dBA ten years after completion. In the case of the new bridge and the plaza expansion, Health Canada has recommended that mitigation be considered if there is any significant increase in sound level at locations where ambient levels are already elevated. To respect the Federal EA Environmental Noise and Vibration Assessment Page 4 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 review team and Health Canada’s additional requirements, mitigation is considered for all noise sensitive receptors at which sound levels may increase by more than one decibel between the Build and No-Build scenarios. 2.2 Ground-bourne Vibration Criteria Vibration criteria are provided in ISO 2631/2 “Evaluation of human exposure to whole-body vibration Part 2” [Reference 3]. The criteria are presented in terms of vibration acceleration values, that is, vibration occurring at different frequencies is compared against criteria for that frequency. This means that measured vibration data is filtered to establish vibration amplitude in specific frequency bands, in this case, bands 1/3 of an octave band wide, from 3.2 to 80 Hz. The criteria of the standard are presented in terms of RMS (average) vibration amplitudes over time. Various spectral criteria are presented by the standard for different applications. Relevant to this discussion are the base curves intended for evaluation of vibration to human response. The base curves provide vibration levels where magnitudes below the base curve would rarely result in levels perceptibility significant enough to elicit adverse comment from a resident, including interference with sleeping during nighttime hours, the most stringent case. The groundborne vibration levels were measured in terms of RMS velocity, over a similar frequency range as stated for the criteria. Vibration levels are considered to be in the perceptible range if they exceed a level of 0.14 mm per second. These criteria are superimposed on the measurement results presented in Appendix A. The potential for damage to a building from groundborne vibration can be assessed in terms of the peak vibration velocity, and not surprisingly the acceptable levels are very much a function of building type. A poured concrete or concrete block structure is less susceptible to damage from vibration than a structure with plaster or drywall details. The maximum recommended levels are based on the peak velocity which is the maximum velocity from a time signal. A German Standard Environmental Noise and Vibration Assessment Page 5 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 (DIN 4150) and a Swiss Standard (SN640 312) give more specific and stringent guidelines to avoid cosmetic damage to buildings [References 4 and 5]. Cosmetic damage generally refers to cracking plaster or paint, or the aggravation of existing crack damage. Table I: Vibration Criteria for Cosmetic Damage DIN 4150 SN 640 312 Type of Structure Velocity frequency velocity frequency Concrete Industrial Building 20 mm/s 10 – 50 Hz 12 mm/s 10 – 30 Hz Masonry/Framed residence 5 mm/s 10 – 50 Hz 5 mm/s 10 – 30 Hz Sensitive Older Buildings 3 mm/s 10 – 50 Hz 3 mm/s 10 – 30 Hz For frequent, fairly continuous vibration such as is caused by trucks on the proposed replacement span, it is recommended that vibration velocity levels at the nearest occupied residential buildings be limited to a maximum of 0.14 mm/s to avoid annoyance by occupants and to a maximum instantaneous peak velocity of 3 mm/s to avoid any potential of cosmetic damage to the structure. During pile driving and other construction activities that would occur during daytime hours only, the recommended annoyance limit would be somewhat higher (0.3 mm/s) and the damage criteria would not change (3 mm/s). Environmental Noise and Vibration Assessment Page 6 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 3 Site Description The Ambassador Bridge is elevated approximately 45 meters above the Detroit River at its highest point and above most of the residential areas on the Canadian side to a distance of approximately 900 metres from the shoreline. The Ambassador Bridge includes a customs inspection plaza for traffic entering Canada and a duty free store for traffic traveling to the United States. Secondary screening for commercial traffic is currently located approximately 3 km south of the inspection plaza. The proposed Enhancement of the Ambassador Bridge includes a new six lane bridge adjacent to the existing span. This revision of the report also considers the expanded inspection plaza that was completed in 2007 and a future expansion of the Windsor Plaza at some time in the future. The Canadian Transit Company has purchased all of the properties situated along the east side of Indian Road and southwest of the Windsor Plaza. The area surrounding the bridge includes a number of residential, commercial and institutional uses. East of the bridge are residential dwellings, the University of Windsor and Assumption Church. West of the bridge are residential dwellings, with several multi-storey residential dwellings located north of Riverside Drive. Representative receptors have been selected at various locations around the bridge and plaza to assess the noise and vibration impact of the bridge Enhancement. The receptor locations are shown in Figure 2. Several roadways in the area around the Ambassador Bridge contribute to the background (ambient) sound levels: Riverside Drive, Huron Church Road, University Avenue, College Avenue and Wyandotte Road. As part of the plaza expansion, Huron Church Road is proposed to be closed south of Wyandotte Road. Environmental Noise and Vibration Assessment Page 7 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 4 Site Measurements HGC Engineering conducted site visits on May 24 and 25, 2007 to investigate the existing sound and vibration levels near the Ambassador Bridge. An additional site visit was conducted on February 23, 2011 with respect to the Plaza and the Plaza Expansion areas. Sound level measurements were conducted using a Bruel & Kjaer type 4188 microphone connected to a Hewlett Packard 3569A real time frequency analyser and a Bruel & Kjaer type 2236 integrating sound level meter. Vibration level measurements were conducted using the same analyser equipped with a Wilcoxon Research type 793V velometer. 4.1 Noise 4.1.1 Attended Monitoring The sound level measurements collected during HGC Engineering’s 2007 site visit are summarized in Table II. The measurements are in terms of the Energy Equivalent (average) Sound Level (Leq) measured over 20 minute time periods as required by MOE Guidelines for road traffic noise assessment [Reference 5]. Momentary maximum sound levels recorded during specific observed activities are provided in brackets in the comments column. As is typically the case in any urban environment near a busy roadway, the existing sound levels due to road traffic are presently above the Provincial Objective of 55 dBA at all measurement locations. Environmental Noise and Vibration Assessment Page 8 Ambassador Bridge Enhancement Project, Windsor, Ontario April 6, 2011 Table II: Sound Level Measurement Summary, Ambassador Bridge ID Description Time Leq Comments May 24, 13:30 69 TT on Huron Church (75 dBA) May 24, 21:00 68 Accelerating TT (65 - 74 dBA) May 25, 10:00 69 R1 Cartier hall May 25, 14:20 68 Nov 13, 01:00 66 Accelerating TT (70 - 75 dBA) Nov 13, 03:35 64 Accelerating TT (71, 79 dBA) May 24, 14:50 60 Jake brakes (61 - 68 dBA) May 24, 23:00 59 Accelerating TT (59 - 65 dBA) May 25, 13:30 58 R2 556 Indian Road May 25, 16:30 61 Nov 13, 03:15 57 Accelerating TT (58 - 61 dBA) Nov 13, 05:15 60 May 24, 15:30 66 Accelerating TT (68 - 77 dBA) May 24, 21:20 65 City Bus on Huron Church (72 dBA) North of Sir John A. May 25, 11:25 66 R3 MacDonald Hall May 25, 14:50 66 Nov 13, 01:25 63 Accelerating TT (66 - 72 dBA) Nov 13, 03:55 64 May 24, 15:55 60 Bridge Traffic (55 - 60 dBA) May 24, 22:20 66 Jake Brakes (68, 69 dBA) May 25, 13:40 57 R4 445 Indian Road May 25, 17:00 58 Nov 13, 02:50 58 Nov 13, 05:00 55 May 24, 16:20 66 Huron Church Road dominant May 24, 21:40 63 Accelerating TT (60 - 70 dBA) May 25, 12:00 64 R5 Assumption Church May 25, 15:20 65 Nov 13, 01:45 61 Accelerating TT (67 - 68 dBA) Nov 13, 04:20 62 May 24, 16:50 62 Jake Brakes (62 - 67 dBA) May 24, 22:00 61 Truck decelerating (66 - 72 dBA) May 25, 13:05 62 R6 347 Indian Road May 25, 16:05 62 Nov 13, 02:30 58 Truck decelerating (70 dBA) Nov 13, 04:55 59 Truck decelerating (75 dBA) R7 Chateau Park May 24, 17:10 55 Bridge occasionally audible