DELTAPORT TERMINAL ROAD AND RAIL IMPROVEMENT … · Final Draft Report Prepared for: HEMMERA 250 - 1380 BURRARD STREET VANCOUVER, BC, V6Z 2H3 Prepared by: BKL Consultants Ltd. #308

DELTAPORT TERMINAL

ROAD AND RAIL IMPROVEMENT PROJECT

ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT Final Draft Report

Prepared for: HEMMERA

250 - 1380 BURRARD STREET

VANCOUVER, BC, V6Z 2H3

Prepared by: BKL Consultants Ltd.

#308 - 1200 Lynn Valley Road North Vancouver, BC

V7J 2A2

File: 2720-11B April 2012

Deltaport Terminal, Road and Rail Improvement Project - i - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

EXECUTIVE SUMMARY

As part of the Container Capacity Improvement Program (CCIP), Port Metro Vancouver is working with

the Province of British Columbia and Terminal Systems Inc. (TSI) terminal operator, to design and

implement the Deltaport Terminal, Road and Rail Improvement Project (“DTRRIP” or the “Project”) in

Delta, British Columbia. The Project will provide Port Metro Vancouver with upgraded road and rail

infrastructure that will optimize productivity within the Deltaport Container Terminal, and will increase the

container capacity at Deltaport by 600,000 TEUs (twenty-foot equivalent unit containers) to a total of 2.4

million TEUs.

The primary objectives of the Project's noise and vibration impact assessment are as follows:

1. To evaluate existing noise and vibration conditions at potentially impacted residential receptors

within the community;

2. To predict noise and vibration levels at these receptor locations due to construction activities;

3. To predict post-Project noise and vibration levels at these receptors during the year 2020; and

4. To assess the significance of any noise and vibration impacts.

The results of the noise study have shown that Ldn levels at sites S1 - S6 ranged from 50 - 68 dBA during

the monitoring period. Sites S1 and S2 Ldn levels were on average 53 dBA and 50 dBA, respectively.

Sites S3 - S6 had higher Ldn levels due to the close proximity of road and rail noise sources. Ldn levels at

S3 - S6 ranged from 59 - 68 dBA. Extended long-term monitoring (2 weeks) indicate that the day-to-day

variation in Ldn values across all sites was on average +\- 2 dBA. Vibration was also measured at Sites S3

and S4 and vibration from train passbys was measurable but below the generally accepted threshold of

perception.

This noise impact assessment has shown that construction phase noise and vibration impacts are

unlikely to result from the Project. This is because there are no residential dwellings within 100 metres (m)

of the project corridor.

The noise impact assessment for the Project's operation in the year 2020 has indicated that future noise

increases (up to 3 dB) at residential receptor locations near sites S3 and S4 may result in "Moderate

Impacts". It is highlighted that, while noise impacts near other sites are predicted to be low, this does not

mean that Project noise increases will go unnoticed at these residential locations.

The cumulative noise effects assessment, addressing potential noise increases from both Deltaport

Terminal, Terminal 2, South Fraser Perimeter Road, Roberts Bank Rail Corridor and TFN industrial

development, has indicated the potential for a "Moderate Impact" in the year 2020 at some locations and

a "High Impact" in 2030 at site S4. As such, any noise mitigation considerations along the Roberts Bank

Rail Corridor should consider the combined operation of both the improved Deltaport Terminal and other

projects.

Deltaport Terminal, Road and Rail Improvement Project - ii - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

TABLE OF CONTENTS

1.0 INTRODUCTION .............................................................................................................................. 1

2.0 PROJECT DESCRIPTION............................................................................................................... 1

3.0 STUDY OBJECTIVES ..................................................................................................................... 4

4.0 ACOUSTIC FUNDAMENTALS AND TERMINOLOGY .................................................................. 4

5.0 METHODOLOGY ............................................................................................................................. 5

5.1 STUDY AREA ......................................................................................................................... 5

5.2 NOISE AND VIBRATION ASSESSMENT CRITERIA ....................................................................... 5

5.2.1 Construction Noise Impact Assessment Criteria ................................................... 5

5.2.2 Construction Vibration Impact Assessment Criteria .............................................. 6

5.2.3 Operation Noise Impact Assessment Criteria ........................................................ 7

5.2.4 Operation Vibration Impact Assessment Criteria ................................................... 8

5.3 NOISE AND VIBRATION PREDICTION METHODOLOGY................................................................ 9

5.3.1 Construction Noise Prediction Methodology .......................................................... 9

5.3.2 Construction Vibration Prediction Methodology ................................................... 10

5.3.3 Operation Noise Prediction Methodology ............................................................ 10

5.3.4 Operation Vibration Prediction Methodology ....................................................... 12

6.0 EXISTING ENVIRONMENTAL CONDITIONS .............................................................................. 12

6.1 EXISTING NOISE CONDITIONS .............................................................................................. 12

6.2 EXISTING VIBRATION CONDITIONS ........................................................................................ 17

7.0 POTENTIAL EFFECTS AND MITIGATION .................................................................................. 18

7.1 CONSTRUCTION NOISE ........................................................................................................ 18

7.1.1 Construction Noise Impacts ................................................................................. 18

7.1.2 Construction Noise Management......................................................................... 18

7.2 CONSTRUCTION VIBRATION .................................................................................................. 18

7.2.1 Construction Vibration Impacts ............................................................................ 19

7.3 OPERATION NOISE .............................................................................................................. 19

7.3.1 Operation Noise Impacts ..................................................................................... 19

7.3.2 Operation Noise Mitigation ................................................................................... 20

7.4 OPERATION VIBRATION ........................................................................................................ 21

8.0 RESIDUAL EFFECTS ................................................................................................................... 21

Deltaport Terminal, Road and Rail Improvement Project - iii - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

9.0 CUMULATIVE EFFECTS ASSESSMENT .................................................................................... 22

9.1 INCREASES IN WESTSHORE COAL SHIP AND TRAIN VOLUMES ................................................ 22

9.2 ROBERTS BANK TERMINAL 2 (T2) ........................................................................................ 22

9.3 ROBERTS BANK RAIL CORRIDOR (RBRC) PROGRAM ............................................................ 27

9.4 SOUTH FRASER PERIMETER ROAD (SFPR) PROJECT ........................................................... 28

9.5 TSAWWASSEN FIRST NATIONS (TFN) INDUSTRIAL DEVELOPMENT ......................................... 28

10.0 CUMULATIVE EFFECTS MITIGATION ........................................................................................ 29

11.0 RESIDUAL ADVERSE EFFECTS ................................................................................................. 25

12.0 CONCLUSIONS ............................................................................................................................. 30

13.0 REFERENCES ............................................................................................................................... 31

List of Tables

Table 5.1 FTA General Assessment Guideline Values for Construction Noise (Harris Miller Miller

Hanson 2006) ...................................................................................................................... 6

Table 5.2 FTA Guideline Limits for Ground-Borne Vibration (Harris Miller Miller Hanson 2006) ....... 7

Table 5.3 Description of Construction Works and Potentially Required Construction Equipment ..... 9

Table 5.4 Summary of Deltaport Terminals' Cargo Volumes and Ship, Road and Rail Traffic

Volumes ............................................................................................................................ 11

Table 5.5 Summary of Predicted Project Noise Increases for Ship, Road and Rail Traffic .............. 12

Table 6.1 Description of Existing (2011) Monitoring Locations S1 – S6 ........................................... 14

Table 6.2 Summary of Meteorological Categories According to CONCAWE model (Manning, 1981)

.......................................................................................................................................... 15

Table 6.3 Summary of Existing (2011) Noise Measurement Results and Estimates of Port-Related

Noise ................................................................................................................................. 16

Table 6.4 Summary of Historical Measurement Data at S1, S2, S3 & S5 ........................................ 17

Table 7.1 Predicted Project and Total Day Night Average Noise Levels for Cases 1 - 3 ................. 20

Table 9.1 Summary of Westshore and Deltaport Cargo Volumes and Ship, Road and Rail Traffic

Volumes ............................................................................................................................ 22

Table 9.2 Projected Deltaport Terminal and Terminal 2 Container Capacities ................................ 27

Deltaport Terminal, Road and Rail Improvement Project - iv - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

List of Figures

Figure 2.1 Site Plan Showing Project Corridor ..................................................................................... 2

Figure 5.1 FTA Noise Criteria for Residential Land Uses (adapted from Harris Miller Miller Hanson

Inc. 2006) ............................................................................................................................ 8

Figure 6.1 Overview of Project Corridor and Baseline Sites S1 - S6 ................................................. 13

Figure 6.2 Example Graph of Recorded Noise Time History Information at Site 3 ........................... 17

List Of Appendices

Appendix A Existing Conditions Monitoring Site Descriptions

Deltaport Terminal, Road and Rail Improvement Project - v - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

LIST OF ACRONYMS

Abbreviation/Acronym Definition

ANSI American National Standards Institute

BC British Columbia

BKL BKL Consultants Ltd.

CCIP Container Capacity Improvement Program

dB Decibel

dBA A-weighted decibel

DTRRIP Deltaport Terminal Road and Rail Improvement Project

EPA US Environmental Protection Agency

FCM Federation of Canadian Municipalities

FTA US Federal Transit Administration

Hz Hertz

km Kilometre

Leq Equivalent sound level

Ld Daytime (07:00 to 22:00) equivalent sound level

Ldn Day-night equivalent sound level

Ln Nighttime (22:00 to 07:00) equivalent sound level

m Metre

mm/s Millimetres per second

Project Deltaport Terminal Road and Rail Improvement Project

PPV Peak Particle Velocity

RAC Railway Association of Canada

RMS Root Mean Square

s Second

SFPR South Fraser Perimeter Road

TEUs Twenty-foot Equivalent Unit containers

TSI Terminal Systems Inc.

T2 Terminal 2 Project

Deltaport Terminal, Road and Rail Improvement Project - vi - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

GLOSSARY

A-weighting – A standardised filter used to alter the sensitivity of a sound level meter with respect to

frequency so that the instrument is less sensitive at low and high frequencies where the human ear is less

sensitive. Also written as dBA.

Accelerometer – A transducer that converts vibratory motion to an electrical signal proportional to the

acceleration of that motion.

Ambient/existing level – The pre-project noise or vibration level.

Cumulative – The summation of individual sounds into a single total value related to the effect over time.

Day-night equivalent sound level – The sound exposure level for a 24-hour day calculated by adding the

sound exposure level obtained during the daytime (7:00 am to 10:00 pm) to 10 times the sound exposure

level obtained during the nighttime (10:00 pm to 7:00 am) to account for greater human sensitivity to

nighttime noise.

Decibel – The standard unit of measurement for sound pressure level and vibration level. It is the unit of

level which denotes the ratio between two quantities that are proportional to power; the number of

decibels is 10 times the logarithm of this ratio. Also written as dB.

Equivalent sound level - The steady level that would contain the same amount of energy as the actual

time-varying level. Although it is, in a sense, an “average”, it is strongly influenced by the loudest events

because they contain the majority of the energy.

Façade – The outside face of the exterior wall of a building.

Frequency – The number of times that a periodically occurring quantity repeats itself in a specified period.

With reference to noise and vibration signals, the number of cycles per second.

Frequency spectrum – Distribution of frequency components of a noise or vibration signal.

Ground-borne noise – Indoor noise radiated from vibrating surfaces, such as the walls and floor of a

room, as a result of ground-borne vibration.

Ground-borne vibration – Vibration transmitted through the ground.

Hertz – The unit of acoustic or vibration frequency representing cycles per second.

Impulsive Sound – Non-continuous sound characterised by brief bursts of sound pressure. The duration

of a single impulsive sound is usually less than one second.

Intermittent – Non-continuous noise or vibration that occurs at regular or irregular time intervals with each

occurrence lasting more than about five seconds.

Deltaport Terminal, Road and Rail Improvement Project - vii - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

Intervening terrain – The terrain in between the noise/vibration source and sensitive receiver.

Maximum level – The highest exponential time-averaged sound level, in decibels, that occurs during a

stated time period. The standardised time periods are 1 second for “slow” and 0.125 seconds for “fast”

exponential weightings.

Metric – Measurement value or descriptor.

Noise - Noise is unwanted sound, which carries no useful information and tends to interfere with the

ability to receive and interpret useful sound.

Octave band – A standardized division of a frequency spectrum in which the interval between two

divisions is a frequency ratio of 2.

One-third octave band – A standardized division of a frequency spectrum in which the octave bands are

divided into thirds for more detailed information. The interval between center frequencies is a ratio of

1.25.

Peak – The maximum absolute value of the instantaneous sound pressure or vibration.

Peak Particle Velocity - The peak signal value of an oscillating vibration velocity waveform.

Receiver/Receptor – A stationary far-field position at which noise or vibration levels are specified.

Root Mean Square – The square root of the mean-square value of an oscillating waveform, where the

mean-square value is obtained by squaring the value of amplitudes at each instant of time and then

averaging these values over the sample time.

Sound – Sound is an undulatory motion of air or other elastic medium, which can produce the sensation

of hearing when incident upon the ear.

Time constant (slow, fast) – Used to describe the exponential time weighting of a signal. The

standardised time periods are 1 second for “slow” and 0.125 seconds for “fast” exponential weightings.

Tonal sound – Sound characterized by a single frequency component or multiple distinct frequency

components that emerge audibly from the total sound.

Truck percentage – The percentage of vehicles, out of the total number of vehicles, with weight greater

than 3500 kg.

Vibration – An oscillation wherein the quantity is a parameter that defines the motion of a mechanical

system.

Deltaport Terminal, Road and Rail Improvement Project - 1 - BKL Consultants Ltd. Environmental Noise & Vibration Assessment - Final Draft April 2012

1.0 INTRODUCTION

In June 2011, BKL Consultants Ltd. was retained by Hemmera Envirochem Inc. to provide an

environmental noise and vibration impact assessment for the Deltaport Terminal, Road and Rail

Improvement Project ("DTRRIP" or the "Project"). This report documents the results of a recent (July -

October 2011) noise and vibration survey performed near potentially impacted residential receptors.

Based on the results of the 2011 survey and projected future volume increases in rail, road and ship

traffic, this report also identifies the significance of any adverse effects attributed to the Project.

2.0 PROJECT DESCRIPTION

As part of the Container Capacity Improvement Program (CCIP), Port Metro Vancouver is working with

the Province of British Columbia and TSI Terminal Systems Inc. terminal operator, to design and

implement DTRRIP in Delta, British Columbia (Figure 2.1). The Project will provide Port Metro Vancouver

with upgraded road and rail infrastructure that will optimize productivity within the Deltaport Container

Terminal, and will increase the container capacity at Deltaport by 600,000 Twenty-foot Equivalent Unit

containers (TEUs) to a total of 2.4 million TEUs.

Based on the current information, DTRRIP consists of four main components:

1. An overpass on the existing Roberts bank causeway to separate road and rail traffic. An offsite

temporary truck staging area will be required during the construction of this overpass;

2. Reconfiguration of rail track and additional cargo handling equipment within the existing Deltaport

Terminal;

3. Additional rail track within the existing railway corridor and a portion of the Options Lands;

4. Road improvements on Deltaport Way to improve the movement of container trucks at Deltaport.

Operation activities within the Gulf repair yard are to include maintenance (ie lubrications, inspection),

light repairs (ie tightening of bolts, replacement of air cylinders) and heavy repairs (wheel replacements).

Locomotive refuelling will also take place within the repair yard. Activities within the repair yard are

expected to be in 24 hour operation 7 days per week.

Additional storage tracks within the Gulf Yard will used to facilitate the arrival and departure of both

container and coal trains. Container trains will be broken apart within the yard to allow for car sorting, set-

out of the addition of distributed power units. Sidings along the Fisher Yard will also be used to facilitate

the departure and arrival of container or coal trains if other alternative sidings are unavailable or mainline

clearance has not been received.


Figure 2.1 Site Plan Showing Project Corridor


3.0 STUDY OBJECTIVES

The primary objectives of the Project's noise and vibration impact assessment are as follows:

1. To evaluate existing noise and vibration conditions at potentially impacted residential receptors

within the community;

2. To predict noise and vibration levels at these receptor locations due to construction activities;

3. To predict post-Project noise and vibration levels at these receptors during the year 2020; and

4. To assess the significance of any noise and vibration impacts.

4.0 ACOUSTIC FUNDAMENTALS AND TERMINOLOGY

The two principle components used to characterize sound are loudness (magnitude) and pitch

(frequency). The basic unit for measuring magnitude is the decibel (dB), which represents a logarithmic

ratio of the pressure fluctuations in air relative to a reference pressure. The basic unit for measuring pitch

is the number of cycles per second, or Hertz (Hz). Bass tones are low frequency and treble tones are high

frequency. Audible sound occurs over a wide frequency range, from approximately 20 Hz to 20,000 Hz,

but the human ear is less sensitive to low and very high frequency sounds than to sounds in the mid

frequency range (500 to 4,000 Hz). “A-weighting” networks are commonly employed in sound level

meters to simulate the frequency response of human hearing, and A-weighted sound levels are often

designated “dBA” rather than “dB”.

If a continuous sound has an abrupt change in level of 3 dB it will generally be noticed while the same

change in level over an extended period of time will probably go unnoticed. A change of 6 dB is clearly

noticeable subjectively and an increase of 10 dB is generally perceived as being twice as loud.

While the decibel or A-weighted decibel is the basic unit used for noise measurement, other indices are

also used to describe environmental noise. The Equivalent Sound Level, abbreviated Leq, is commonly

used to indicate the average sound level over a period of time. The Leq represents the steady level of

sound which would contain the same amount of sound energy as the actual time-varying sound level.

Although the Leq is an average, it is strongly influenced by the loudest events occurring during the time

period, because these loudest events contain most of the sound energy. Another common metric used is

the L90, which represents the sound level exceeded for 90% of a time interval and is typically referred to

as the background noise level.

The Leq can be measured over any period of time using an integrating sound level meter. Some common

time periods used are 24 hours, noted as the Leq24, daytime hours (07:00 to 22:00), noted as the Ld, and

nighttime hours (22:00 to 07:00), noted as the Ln. As the impact of noise on people is judged differently

during the day and during the night, 24 hour noise metrics have been developed that reflect this. The day-

night equivalent sound level (Ldn) is one metric commonly used to represent community noise levels. It is


derived from the Ld and the Ln with a 10 dB penalty applied to the Ln to account for increased sensitivity to

nighttime noise.

Unlike noise, ground-borne vibration is not a common environmental issue, and thus the threshold for

impact is close to the threshold of perception. Another contrast is that while noise can adversely affect

both outdoor and indoor environments, vibration impacts are almost always only realized indoors.

Vibration will travel from the source and then through the ground, building foundation and remainder of

the building structure, exciting floor and wall resonances. Soil conditions play a large role in vibration

transmission and this study has assumed typical soil conditions for the purposes of assessment. Building

foundation details also play a large role and this study has assumed that the vibration reduction provided

by the foundation will be offset by the room amplification factor. Vibration impacts can be realised both

through feeling (structure-borne vibration) and hearing (loose objects rattling or structure-borne noise)

since the vibrating walls and floors can rattle other objects and regenerate a rumbling noise in the room.

For vibration, public perception is typically most closely related to the average, or RMS, velocity level, i.e.

how quickly the oscillations occur, quantified with engineering units, e.g. mm/s. For transportation

sources, the metric used is typically the slow time constant maximum, summed over the frequency range

of 4 Hz to 80 Hz (FTA 2006). For construction-related vibration, the potential for structural damage is

usually what causes the greatest concern. The peak particle velocity (PPV) has the best correlation with

structural damage and is therefore the metric typically used in construction vibration assessments.

5.0 METHODOLOGY

5.1 STUDY AREA

The geographic area (or ‘Study Area’) considered in assessing noise and vibration impacts includes the

Roberts Bank Terminal complex and causeway, residential communities adjacent to the existing rail right-

of-way extending east as far as Glover Road in Langley and residential areas in close proximity to the

shoreline extending from the Roberts Bank causeway southward to the Tsawwassen Beach residential

area (see Figure 5.1). The shoreline north of Roberts Bank causeway was not included since land use in

this area is primarily agricultural rather than residential and therefore it is much less sensitive to noise.

The rationale for including residential communities to the east is that they overlook the rail line which

serves Roberts Bank almost exclusively. Residential areas further east are exposed to a mix of rail traffic

serving both Roberts Bank and other areas.

5.2 NOISE AND VIBRATION ASSESSMENT CRITERIA

5.2.1 Construction Noise Impact Assessment Criteria

Since there is no published Canadian standard that adequately addresses construction noise impact

assessment, the construction noise assessment roughly follows the guidelines contained in the US


Federal Transit Administration (FTA) document Transit Noise and Vibration Impact Assessment (Harris

Miller Miller Hanson Inc. 2006). The document provides a set of guidelines to address potential noise

impacts from construction noise activity. The noise impact assessment methodology utilized in this report

makes reference to the FTA document's "General Assessment" procedure to address any potential

construction noise impacts from the Project. The procedure recommends estimating the combined noise

level in one hour from the two noisiest pieces of equipment and identifying locations in which the

predicted noise levels exceed the criteria in Table 5.1:

Table 5.1 FTA General Assessment Guideline Values for Construction Noise (Harris Miller Miller Hanson 2006)

Land Use One-hour Leq (dBA)

Day Night

Residential 90 80

Commercial 100 100

Industrial 100 100

Predicted construction noise levels provided in this study combine noise levels from several pieces of

construction equipment. Rather than using only the two noisiest pieces of equipment, the additional

pieces of construction equipment were included in the analysis to provide a more conservative estimate

of construction noise levels within the community.

5.2.2 Construction Vibration Impact Assessment Criteria

Building damage induced by ground-borne vibration from construction activities is quite rare. However,

construction activities can cause ground-borne vibration levels that can be felt by those in the immediate

area. Since there is no published Canadian standard that adequately addresses construction vibration

impact assessment, this assessment makes use of the FTA Transit Noise and Vibration Impact

Assessment "Annoyance Assessment" for vibrations caused by construction. The "Annoyance

Assessment" provides a distance propagation model to estimate vibration levels at sensitive community

receptors. Estimated vibration levels (in terms of the slow time constant maximum Root Mean Square

(RMS) velocity level) are then compared to the impact criteria presented in Table 5.2.

While information on equipment peak-particle velocity (PPV) is most readily available for construction

vibration assessments, public perception is more closely related to changes in the average, or RMS,

velocity level. Therefore, the slow time constant maximum RMS velocity level has been used for operation

vibration assessment, as per the FTA guideline. The guideline prescribes maximum recommended

ground-borne vibration levels. The metric used is the maximum level using the "slow" time constant

summed over the frequency range from 4 Hz to 80 Hz. The impact criteria are summarised in Table 5.2.


Table 5.2 FTA Guideline Limits for Ground-Borne Vibration (Harris Miller Miller Hanson 2006)

Land Use Description Max RMS Vibration (mm/s)

Frequent Events1 Infrequent Events

2

Buildings where vibration would interfere with interior operations 0.05 0.05

Dwellings where people sleep 0.10 0.30

Institutional, quiet offices 0.14 0.40

Notes: 1 'Frequent Events' defined as more than 70 vibration events of the same source per day.

2 'Infrequent Events' defined as fewer than 30 vibration events of the same source per day.

5.2.3 Operation Noise Impact Assessment Criteria

This assessment makes use of the FTA document Transit Noise and Vibration Impact Assessment

(Harris Miller Miller Hanson Inc. 2006) to assess the significance of operation noise increases. The FTA

guideline can be applied to all rail projects (e.g. rail rapid transit, light rail transit, commuter rail, and

automated guideway transit) including fixed facilities such as storage and maintenance yards. The

Railway Association of Canada (RAC) and Federation of Canadian Municipalities (FCM) have published a

guideline and best practices report (EarthTech 2007). However, this document only provides

recommendations for residential setback distances from existing or proposed rail lines and does not

address community vibration impacts due to track re-alignment or increases in rail traffic.

The basis for the development of the noise impact criteria has been the relationship between the

percentage of "highly annoyed" people and the noise levels of their residential environment and, at higher

levels of noise, on activity interference due to intrusive noise. Consequently, the criteria are centred

around residential land using Ldn as the noise descriptor.

The noise impact criteria for residential land uses are shown in Figure 5.2 in terms of the allowable

increase in the cumulative noise exposure. The horizontal axis is the existing noise exposure and the

vertical axis is the allowable increase in cumulative noise level due to the Project. The noise impact

criteria are defined by two curves. On Figure 5.2, below the lower curve, a proposed project is considered

to have an insignificant "Low Impact". Above the upper curve, a project is considered to have "High

Impact". Between the two curves, a proposed project is judged to have "Moderate Impact".


Figure 5.1 FTA Noise Criteria for Residential Land Uses (adapted from Harris Miller Miller Hanson Inc. 2006)

As part of this noise impact assessment, a noise study was performed at several potentially impacted

locations within the community between July - October 2011 to establish existing noise conditions.

Predicted future noise increases were then calculated for the operations phase for the year 2020. The

Year 2020 was selected for the assessment since projected operations at Deltaport Terminal would meet

the maximum projected capacity for each of the above scenarios. However, it is noted here that the

maximum projected capacity for Case 1 would occur in the year 2017. The noise impact assessment then

compared predicted post-Project noise exposure increases with the allowable increase in cumulative

noise level indicated in Figure 5.2 at each monitoring location.

5.2.4 Operation Vibration Impact Assessment Criteria

The FTA guideline has also been used for the operation phase vibration impact assessment (see Section

5.2.2). The RAC and FCM have also published a guideline and best practices report (EarthTech 2007).

However, this document only provides recommendations for residential setback distances from existing or

proposed rail lines and does not address community vibration impacts due to track re-alignment or

increases in rail traffic.

Vibration monitoring was performed at two residences within the Study Area in order to establish typical

existing ground-borne vibration levels from rail pass-bys.


5.3 NOISE AND VIBRATION PREDICTION METHODOLOGY

5.3.1 Construction Noise Prediction Methodology

Table 5.3 provides a summary of the types of construction equipment that are likely to be required at

various stages and locations of the Project:

Table 5.3 Description of Construction Works and Potentially Required Construction Equipment

Item Description of Works Construction Equipment Duration

(Days)

1 Clearing, grubbing and placing preload at South, Repair, Gulf and Fisher Yards

30 - 40T rock trucks

45T excavators

Highway trucks (50 per day)

Dozer

Compactor

Crane Truck

270

2 Removing preload at South, Repair, Gulf and Fisher Yards

30 - 40T rock trucks

45T excavator

135

3 Geotextile and ballasting for South, Repair, Gulf and Fisher Yards

Small excavator

Highway trucks

Small dozer

220

4 Building new tracks - South, Repair, Gulf and Fisher Yards

Track laying equipment 110

5 Soil densification Track mounted crawler crane with attachment

75

6 Causeway Overpass & Associated roads Highway trucks

Concrete Trucks

2 - 3 large cranes

Grader

Roller

Paving machine with trucks

Excavator

Dump trucks

255

7 Removal of farmer's overpass Large rubber tire crane

45T excavator

Loaders

Highway trucks

20

8 Truck Staging and 41B Turnaround - Grade, pave and strip

30-40T rock trucks

45T excavators

Highway trucks

Grader

Roller

Paving machine with trucks

Striping trucks

100


Item Description of Works Construction Equipment Duration

(Days)

9 Intermodal Yard Improvements Asphalt cutter

20T excavator

Track laying equipment

Large Crawler crane

176

Construction activities are anticipated to take place Monday - Saturday from 7 AM - 5 PM. Night works

would occur from 7 PM - 5 AM during overpass construction for a period of approximately 85 days starting

in September 2013 or on an as needed basis at other locations.

Exterior noise levels at 15 m from diesel-powered equipment currently in use, are surprisingly consistent,

typically ranging from about 75 to 85 dBA. Usage factors for dozers, loaders, derrick cranes and many

other types of earth moving equipment are typically in the 65 to 85% range. The usage factor for dump

trucks is typically lower (about 25%) and for generators and compressors, the usage factor is generally

100%.

To provide an initial and conservative prediction of construction noise along the Project corridor as well as

within the temporary truck staging area, it was assumed that 10 pieces of construction equipment would

operate simultaneously in order to simulate a one-hour "worst-case" scenario. It was further assumed that

the noise level of each piece of construction equipment would be 85 dBA at a reference distance of 15 m

with a 100% usage factor. The combined noise level resulting from these sources would yield a 95 dBA

total noise level at a distance of 15 m.

5.3.2 Construction Vibration Prediction Methodology

Ground-borne vibration levels resulting from a vibratory roller were used to investigate the potential for

construction related vibration impacts. The roller in Table 5.3 is considered to be the strongest vibratory

source listed among the preliminary construction equipment. The FTA Transit Noise and Vibration Impact

Assessment document provides a typical vibration source level for a vibratory roller. The slow time

constant maximum RMS velocity level provided in the FTA document for a vibratory roller is 1.26 mm/s at

a distance of 7.6 m. The vibration propagation model provided in the FTA manual was used to predict the

level of vibration received at a distance of 100 m from the modelled vibratory roller. The 100 m distance

was selected for assessment since there are no residential dwellings located within 100 m of the Project

rail corridor.

5.3.3 Operation Noise Prediction Methodology

Increasing the container capacity at the Deltaport Container Terminal will result in increased ship, road

and rail traffic noise levels within the community. Noise from on site cargo handling equipment is also

expected to increase.


The following relationship has been used to estimate increased Project noise levels:

Noise level increase in dB = 10log(increased volume/original volume)

For example, a 25% increase in rail traffic volume would raise noise levels by 1 dB and a 100% increase

(i.e. doubling) would raise noise levels by 3 dB.

Increases in Project noise and vibration levels from increased cargo handling, road, rail and ship volumes

have been predicted for three cases:

• Case 1 - Deltaport Terminal capacity reaches 2.4 million TEUs (with future container ships having

increased average capacity).

• Case 2 - Deltaport Terminal capacity reaches 3.0 million TEU's (with future container ships

having increased average capacity).

• Case 3 - Deltaport Terminal capacity reaches 3.0 million TEU's (future container ships have same

ship size distribution as in 2010).

The predicted increases in Project noise and vibration levels are based on container capacity (TEU’s),

ship, road and rail volume increases for the Year 2020. Increases in noise associated with cargo handling

equipment has been assumed to increase in proportion to Deltaport Terminal's container capacity (TEU's)

relative to year 2010. Table 5.4 summarizes container capacity, ship, road and rail traffic volumes at

Deltaport Terminal for the Year 2010 and projected volumes for the Year 2020 (Cases 1 - 3).

Table 5.4 Summary of Deltaport Terminals' Cargo Volumes and Ship, Road and Rail Traffic Volumes

Case

Container Capacity Deltaport Terminal

(1,000,000 TEUs)

Total Average Ship Movements [Ships/day]

Total Two Way Annual Truck Trips

[1,000 Trucks/Year]

Total Two Way Trains

[Trains/day]

2010 1.54 1.6 790 4 - 6

1 2.40 2.0 1240 10 - 12

2 3.00 2.3 1540 12 - 16

3 3.00 2.8 1540 12 - 16

A logarithmic relationship between 2010 and projected traffic volume increases for Cases 1 - 3 was used

to provide an estimate of future 2020 Project noise increases. As an example, to predict the increase in

Project road traffic noise for Case 1, it was assumed that the total noise energy will increase by

10log(1240/790) = 2 dB. It is noted here that road noise on Deltaport Way is dominated by heavy truck

traffic servicing Deltaport Terminal. As such, any increase in road noise on Deltaport Way will be


attributed to an increase in truck volumes. Table 5.5, shown below, provides the estimated Project noise

increases for cargo handling equipment, ship, road and rail volumes servicing the Deltaport Terminal.

Table 5.5 Summary of Predicted Project Noise Increases for Ship, Road and Rail Traffic

Case

Noise Level Increase for Cargo

Handling Equipment (dB)

Noise Level Increase for Ship Movements

(dB)

Noise Level Increase for Road Traffic

(dB)

Noise Level Increase for Deltaport Rail

Traffic

(dB)

1 2 1 2 3 - 4

2 3 1 3 4 - 5

3 3 2 3 4 - 5

As part of DTRRIP, additional tracks will be added in Gulf and Fisher yards to accommodate Deltaport

Terminal's increased container capacity. Increased shunting noise could potentially occur in the Gulf

Yard. However, without detailed information, it has been assumed that this noise will increase in

proportion to increases in train pass-by noise. The alignment of these tracks towards fronting residences

also has the potential to further increase noise levels. It was determined that there are two residences

along the Project corridor which could be potentially affected by the rail track additions. These include

4032 28B Avenue, Delta and 3044 41B Street, Delta which are both located in close proximity to the Gulf

Yard. Rail noise increases of 1 dB have been predicted for receivers at 4032 28B Avenue and 3044 41B

Street due to a decreased setback distance from the nearest track to the residences.

5.3.4 Operation Vibration Prediction Methodology

Ground-borne vibration levels were determined directly from the vibration measurements performed at

sites S3 and S4 for typical rail pass-bys. These levels were then compared to the criteria presented in

Table 5.2.

6.0 EXISTING ENVIRONMENTAL CONDITIONS

6.1 EXISTING NOISE CONDITIONS

Noise measurements were performed at five sites (S1 - S6) chosen to represent the existing environment

of noise sensitive receptors within the Study Area (see Figure 6.1). The monitoring program took place

between July and October 2011. The locations of the 2011 monitoring locations are summarized below in

Table 6.1. Noise monitoring was performed for an approximate 2 week period at sites S1 - S3. The two

week monitoring period permitted an investigation of the day-to-day variability in the Port-related and

overall noise exposure. Noise monitoring was performed for 2 day periods at sites S4 - S6.

Deltaport Terminal, Road and Rail Improvement Project - 13 - BKL Consultants Ltd.

Environmental Noise & Vibration Assessment - Final Draft April 2012

Figure 6.1 Overview of Project Corridor and Baseline Sites S1 - S6


Table 6.1 Description of Existing (2011) Monitoring Locations S1 – S6

Site No. Address Representative

Environment

Dominant Noise and Vibration Sources

Description

S1 476 Tsawwassen

Beach Rd, Tsawwassen

Residences south of Roberts Bank Rail Corridor along

Tsawwassen Beach Rd

Local residential activity, BC Ferries, wildlife and Roberts

Bank

Noise monitor located 4.7 km from Deltaport Terminal

S2

Tsawwassen First Nations Longhouse

2148 Tsawwassen Dr N, Tsawwassen

First Nation Community south of Roberts Bank Rail

Corridor

Wildlife, BC Ferries and Roberts Bank

Noise monitor located 1.8 km from Roberts Bank Rail Corridor and 4.8 km from Deltaport Terminal

S3 3044A 41B St, Delta

Rural residences fronting Roberts Bank Rail Corridor

(Gulf Yard)

Overpass construction, rail, local activities,

traffic on Deltaport Way and Wildlife

Noise and vibration monitors located

250 m from Roberts Bank Rail Corridor

S4 6900 36 Ave, Delta

Rural residence fronting Roberts Bank Rail Corridor (Fisher Yard)

Rail traffic, overpass

construction, local farming activity

Noise and vibration monitors located

230 m from Roberts Bank Rail Corridor

S5 12726 Southridge

Dr, Surrey

South facing Panorama Ridge

residences in Surrey exposed to rail activities serving Roberts Bank as well as other destinations

Rail traffic, aircraft, highway traffic and

local wildlife

Noise monitor located 460 m from Roberts Bank Rail

Corridor

S6 6270 Glover Rd,

Langley

Rural Langley residences on Glover Road exposed to rail activities serving Roberts Bank as well as other destinations

Rail traffic, local road traffic and

aircraft

Noise monitor located 68 m from Roberts Bank Rail

Corridor

Measurements were conducted using Bruel & Kjaer Type 2250 sound level meters and a Soundbook

Acoustic & Vibration Measurement System, all of which meet the Type 1 specifications in ANSI S1.4:1983

(ANSI, 1983). The microphones were field calibrated before each monitoring period using a Bruel & Kjaer

Type 4230 Calibrator.

Details regarding the placement of the measurement transducers and site conditions are provided in

Appendix A.

A Davis Instruments VantagePro2 weather station was used to collect meteorological data during the

noise monitoring periods at S1 - S3. The station was mounted at a height of 3.5 m above ground at S1


and at a height of 4.8 m above the ground at S2. Meteorological data was collected only at S2 (not at S3)

during the two week measurement period starting on August 17, 2011. This was done since

meteorological conditions at S2 and S3 are considered to be similar given the close proximity of the two

sites and the flat terrain.

Meteorological data provided in this report are presented according to the CONCAWE model (Manning,

1981). The CONCAWE model combines vector wind speed "v" and three atmospheric categories to

produce six meteorological categories (1 - 6) as shown below in Table 6.2. The atmospheric categories

relate wind speed, cloud cover and solar radiation to allow an estimate of temperature gradients. The

vector wind speed in the direction from the noise source to receiver is then used to estimate wind

gradients. The six metrological categories are scaled to represent the degree of sound attenuation

provided by meteorological influences. Noise levels at a specific receiver increase as the meteorological

category increases. Category 4 represents neutral conditions which have zero sound attenuation

provided by temperature or wind gradients. Categories 1 - 3 provide attenuation effects which result in

lower levels of noise at a receiver. Categories 5 - 6 represent meteorological conditions which increase

noise levels at a receiver.

Table 6.2 Summary of Meteorological Categories According to CONCAWE model (Manning, 1981)

Met Category Atmospheric Category

Highly Unstable Normal Stable

S1 v < -3.0 - -

S2 -3.0 < v < -0.5 v < -3.0 -

S3 -0.5 < v < +0.5 -3.0 < v < -0.5 -

S4 +0.5 < v < +3.0 -0.5 < v < +0.5 -3.0 < v < -0.5

S5 v < 3.0 +0.5 < v < +3.0 -0.5 < v < +0.5

S6 - v > 3.0 +0.5 < v < +3.0

Note: v= vector wind speed.

Table 6.3 summarizes the results of the 2011 noise monitoring study at S1 - S5 in terms of the day-night

average noise level, Ldn. Average Ldn levels ranged from 50 - 62 dBA at sites S1 - S5. Day-to-day

variation in the Ldn (expressed as the standard deviation in Table 6.3) was on average +/- 2 dB across all

sites.


Table 6.3 Summary of Existing (2011) Noise Measurement Results and Estimates of Port-Related Noise

Site No.

Measurement

Start Date

(dd-mm-yyyy)

Measurement Duration

(Days)

Total Measured Noise Level

Estimated Port-Related Noise Level

Mean Ldn Std Dev Ldn Std Dev

S1 28-07-2011 15 53 2 40 8

S2 17-08-2011 14 50 1 44 2

S3 17-08-2011 14 59 2 55 3

S4 18-10-2011 2 61 2 58 2

S5 18-10-2011 2 62 < 1 56 < 1

S6 07-10-2011 2 68 < 1 62 < 1

The total noise exposure at sites S1 - S6 results from a combination of noise sources from existing Port-

related activities (Deltaport Terminal operations including ship, road and rail activities) and other local

noise sources (local road traffic, BC Ferry Terminal, wildlife, farming activities, etc.). The total overall

noise exposure at sites S1 - S2 is largely dominated by noise sources other than existing Port-related

related noise sources. This is due to the large distance (2 - 5 km) between Port-related noise sources and

receiver locations at S1 and S2. In contrast, noise levels at S3 - S5 are largely dominated by Project

related rail activities along the Roberts Bank Rail Corridor. Noise levels at S6 are dominated by both road

and rail traffic. Trains utilizing the corridor near S6 include those servicing Roberts Bank as well as other

destinations. The estimation of Port noise from rail activity at S6 was calculated assuming equal traffic

volumes in Port-related and non-Port related rail activity.

The estimated Port-related noise levels presented in Table 6.3 were calculated after reviewing specific

Port-related noise events recorded during the monitoring period. For sites S3 - S5, the estimated Port-

related noise levels provided in Table 6.3 are the result of rail activities exclusively. These rail events

were readily identifiable after review of the recorded time histories (see Figure 6.2 for example graph) and

audio files. The identification of Port-related noise events at sites S1 and S2 was complicated by the low

noise levels recorded and the presence of other, potentially more predominant noise sources, such as

those from the BC Ferry Terminal. As a result, there is a high degree of uncertainty in the estimated Port-

related noise levels at sites S1 and S2, as shown in Table 6.3 under the standard deviation column.


Figure 6.2 Example Graph of Recorded Noise Time History Information at Site 3

Table 6.4 provides an overview of historical noise measurements performed at sites S1, S2, S3 and S5.

No previous measurement data was available for sites S4 and S6.

Table 6.4 Summary of Historical Measurement Data at S1, S2, S3 & S5

Site No. Year Measurement Duration (Days)

Measured Noise Level Ldn (dBA)

S1 2004 2 51

2011 15 53

S2

1993 1 49

2000 1 54

2001 1 54

2011 14 50

S3

1995 7 55

2004 2 62

2011 14 59

S5 2004 2 61

2011 2 61

6.2 EXISTING VIBRATION CONDITIONS

Vibration levels were also measured at sites S3 and S4. Vibration from train pass-bys was measurable

but below the generally accepted threshold of perception (< 0.04 mm/s).


7.0 POTENTIAL EFFECTS AND MITIGATION

7.1 CONSTRUCTION NOISE

As mentioned in Section 5.3.1, it was assumed that 10 pieces of construction equipment would operate

simultaneously in order to simulate a one-hour "worst-case" scenario. It was further assumed that the

noise level of each piece of construction equipment would be 85 dBA at a reference distance of 15 m with

a 100% usage factor. The combined noise level resulting from these sources would yield a 95 dBA total

noise level at a distance of 15 m.

7.1.1 Construction Noise Impacts

Setback distances at which the "worst-case" construction noise levels meet the daytime and nighttime

criteria listed in Table 5.1 for residential land use were identified in accordance with the FTA's noise

criteria. The setback distance at which the "worst-case" construction noise levels meet the daytime noise

criteria of 90 dBA is at 27 m from the noise sources. The setback distance at which noise levels meet the

nighttime noise criteria of 80 dBA is at 84 m from the noise sources.

Construction related traffic is unlikely to exceed the daytime or nighttime criteria adopted in this

assessment.

Based on a review of aerial photography provided in Google Earth, it would appear that there are no

residential receptors located within 100 m of the Deltaport Terminal, the temporary truck staging area, or

the Gulf and Fisher Yards. As a result, the initial construction noise impact assessment indicates that

exceedance of the FTA's "General Assessment" noise criteria for construction is unlikely to occur, for any

construction scenario.

7.1.2 Construction Noise Management

To ensure that construction contractors do not employ excessively noisy equipment or operations, all

construction contracts should contain a section on noise management, including appropriate limits on

equipment noise, backup alarms, hours of work and contingency plans for mitigating any unexpected

noise impacts. For example, a no idling policy could be included at the temporary truck staging area. A

temporary low impact is predicted for construction noise considering the setback distances between any

noise sensitive receptor and the likely operating locations of construction equipment. Residual effects are

anticipated during construction even with the implementation of a noise management plan.

7.2 CONSTRUCTION VIBRATION

The slow time constant maximum RMS velocity level provided in the FTA document for a vibratory roller

is 1.26 mm/s at a distance of 7.6 m. This would result in a vibration level 0.03 mm/s at a setback distance

of 100 m using the vibration propagation model provided in the FTA manual.


7.2.1 Construction Vibration Impacts

The vibration impact criteria for annoyance in Table 5.2 for dwellings where people sleep is 0.30 mm/s.

The predicted level from a vibratory roller is 0.03 mm/s at a distance of 100 m. Given that all dwellings are

at a distance of 100 m or more from the Project, it is unlikely that the vibration criteria for annoyance in a

residential dwelling will be exceeded. As a result, annoyance impacts from vibration during the

construction phase are considered to be low and vibration mitigation is not warranted.

The potential for building damage is often a major concern regarding construction vibration. The FTA

provides construction damage criteria for various building categories in terms of the PPV (peak particle

velocity). For typical buildings in close proximity to the Project corridor, a PPV limit of 5.0 mm/s would be

appropriate. The potential for building damage from construction vibration is rare and only occurs when a

high level vibratory source operates in close proximity to a building. For example, a typical PPV value for

the vibratory roller is 5.0 mm/s at distance of 7.6 m. To avoid exceeding the criteria, it would advisable to

maintain a distance of at least 7.6 m between the roller and any nearby structure. The possibility for

building damage from a vibratory roller would be low provided it is operated at a distance further than

7.6m from any adjacent structure.

7.3 OPERATION NOISE

Noise increases at S1 and S2 were estimated from increased cargo handling equipment on site at

Deltaport Terminal. Noise increases at sites S3 - S6 were estimated from increased rail activities which

dominate the overall noise exposure at these locations. Table 7.1 summarizes the predicted Project noise

levels for Cases 1 - 3 after applying the predicted Project noise increases shown in Table 5.5 in Section

5.3 to the existing conditions. Table 7.1 also shows the predicted total noise levels resulting from Project

related increases. The analysis has shown the potential for a 1 - 2 dB increase in Project noise for Case 1

and a 1 - 3 dB increase in Project noise for Cases 2 and 3, depending on proximity to the Roberts Bank

Rail Corridor.

7.3.1 Operation Noise Impacts

Table 7.1 provides a summary of the predicted 2020 total noise levels for Cases 1 – 3 and the predicted

increases from the existing noise levels. Predicted total noise increases at S1 - S2 and S5 - S6 would

result in an insignificant "Low Impact" for all cases. A 'Moderate Impact' is predicted for all cases at S3.

Predicted total noise level increases at S4,for Cases 2 and 3, would also result in a "Moderate Impact".


Table 7.1 Predicted Project and Total Day Night Average Noise Levels for Cases 1 - 3

Site No.

Predicted Project Noise Level Ldn (dBA)

Total Noise Level Ldn (dBA) Total Noise Increase

Impact

Exist Case 1

Case 2

Case 3

Exist Case 1

Case 2

Case 3

Case 1

Case 2

Case 3

S1 40 42 43 43 53 53 53 53 0 0 0 Low (Cases 1,2 & 3)

S2 44 46 47 47 50 51 51 51 1 1 1 Low (Cases 1,2 & 3)

S3 55 60 61 61 59 62 62 62 3 3 3 Moderate

(Cases1, 2 & 3)

S4 58 62 63 63 61 63 64 64 2 3 3 Low (Case 1) Moderate

(Cases 2 & 3)

S5 56 60 61 61 62 63 64 64 1 2 2 Low (Cases 1, 2 & 3)

S6 59* 63 64 64 68 69 70 70 1 1 1 Low (Cases 1, 2 & 3)

Note: * Predicted Project noise level calculated assuming equal rail volumes in Port-related and non Port-related rail activity

7.3.2 Operation Noise Mitigation

The FTA guideline stresses the need for mitigation measures when post-Project noise levels fall within

the "High Impact" range for noise impacts. Noise impacts within this range would have the greatest

adverse effects on the community. For noise impacts falling within the FTA's "Moderate Impact" category,

the guideline suggests that mitigation measures be considered where reasonable. Some of these

considerations include:

• The number of impacted noise-sensitive sites;

• The extent by which Project noise increases exceed the impact thresholds in Figure 5.2;

• The effectiveness of mitigation;

• Community views; and

• Cost considerations.

There are three main areas where noise mitigation can be considered:

• Source measures;

• Propagation measures; and

• Receiver measures.


The Good Practice Guide on Port Area Noise Mapping and Management (NoMEPorts 2008) includes

comprehensive lists of port-specific mitigation options in these three areas. It is important that mitigation

assessments consider the effect of specific mitigation measures on the total noise level so that measures

that have the most significant effect on the surrounded community are given the highest priority.

Source measures include equipment maintenance/repair, the use of electricity instead of diesel or diesel-

electric moving equipment, the purchase of low noise options when selecting new equipment (e.g. better

than standard exhaust silencers) and minimizing the put-down speed of containers to reduce impact

noise during container stacking.

Propagation measures include the arrangement of terminal buildings or use of containers as noise

barriers, pointing directional sound sources away from residences, the use of non-residential buildings as

barriers along road or railways, or the use of single purpose noise barriers (e.g. concrete noise walls or

earth berms).

Receiver measures typically include increasing the sound insulation of existing houses (e.g. replacing

windows).

Locations with predicted moderate impacts include a few farm residences near sites S3 (all cases) and a

single residence near site S4 (cases 2 and 3 only). Based on a review of the number of residences

potentially affected and available mitigation methods, it is unlikely that potential benefits from noise

mitigation measures would justify the associated costs.

7.4 OPERATION VIBRATION

The frequency of rail pass-bys is anticipated to increase in the year 2020 to accommodate Deltaport

Terminal's increased capacity. However, the maximum vibration level received at residential receptors

along the Roberts Bank Rail Corridor is unlikely to change by a noticeable amount. The results of the

2011 vibration monitoring performed at sites S3 and S4 have shown that typical vibration levels from rail

events along the Roberts Bank Rail Corridor are well below the impact criteria. As such, the potential for

vibration related impacts within the community are unlikely and no mitigation measures are proposed.

8.0 RESIDUAL EFFECTS

In the event that noise mitigation such as trackside noise barriers prove to be impractical for mitigating rail

noise and are not installed, then the residual effects of the Project will remain at low and moderate impact

ratings.


9.0 CUMULATIVE EFFECTS ASSESSMENT

There are a number of other known future projects or current non-Project noise sources that may further

increase environmental noise exposures at noise sensitive land uses within the study area. There are no

known future projects or non-Project vibration sources that may further increase environmental vibration

exposures at vibration sensitive land uses within the study area. This cumulative effects assessment has

identified the following potential sources for cumulative noise effects:

1. Increases in Westshore coal ship and train volumes;

2. Roberts Bank Terminal 2 (T2);

3. Roberts Bank Rail Corridor (RBRC) Project;

4. South Fraser Perimeter Road (SFPR); and

5. Tsawwassen First Nations (TFN) industrial development.

9.1 INCREASES IN WESTSHORE COAL SHIP AND TRAIN VOLUMES

According to traffic volume information received from Delcan, coal tonnage is projected to increase in

future years. Noise emission is expected to increase as a result. Table 9.1 shows current and future

Westshore volumes, with comparison to Deltaport.

Table 9.1 Summary of Westshore and Deltaport Cargo Volumes and Ship, Road and Rail Traffic Volumes

Case

Container Capacity Deltaport Terminal

Total Average Ship Movements [Ships/day]

Total Two Way Trains

[Trains/day]

Deltaport

(1,000,000 TEUs)

Westshore (Mt Coal)

Deltaport Westshore Deltaport Westshore

2010 1.54 24.7 1.6 1.3 4 - 6 8 – 12

1 2.40 31 2.0 1.7 10 - 12 10 – 14

2 3.00 31 2.3 1.7 12 - 16 10 – 14

3 3.00 31 2.8 1.7 12 - 16 10 – 14

Based on these volumes, the estimated additional noise exposure due to ship movements, cargo

handling and trains is insignificant and less than 1 dB.

9.2 ROBERTS BANK TERMINAL 2 (T2)

Port Metro Vancouver is in the planning stages for the development of an additional container terminal at

Roberts Bank. The container capacity at the new terminal, Terminal 2 (T2), is projected to equal the

container capacity at the Deltaport Terminal by the year 2030.


The ratio between the 2010 container capacity at Deltaport and the combined 2020 and 2030 container

capacities of both the improved Deltaport Terminal and T2 was used to calculate an initial evaluation of

future noise increases. Table 9.2 summarizes the projected container capacities of both terminals for

Cases 1 & 2/3 for years 2010, 2020 and 2030:

Table 9.2 Projected Deltaport Terminal and Terminal 2 Container Capacities

Year Case Container Capacity Deltaport Terminal (1,000,000 TEUs)

Container Capacity Terminal 2

(1,000,000 TEUs)

Combined Container Capacity of Deltaport and

Terminal 2

(1,000,000 TEUs)

2010 Exist 1.54 - 1.54

2020 1 2.40 1.10 3.50

2/3 3.00 0.50 3.50

2030 1 2.40 2.40 4.80

2/3 3.00 3.00 6.00

The projected cumulative noise increase in the year 2020 for both cases 1 & 2/3 (for container terminal

noise only) could potentially reach 4 dB. Cumulative noise increases at residences near S1 and S2 would

still have an insignificant "Low Impact". Noise increases at residences near sites S3 - S6 could move

further into the "Moderate Impact" zone shown in Figure 5.2 in the year 2020.

Cumulative noise impacts in the year 2030 are projected to be 5 - 6 dB (for container terminal noise only)

relative to conditions measured in 2011, based on the above assumptions. This could potentially cause

future noise levels at some residences along the Roberts Bank Rail Corridor to move into the "High

Impact" range. However, port-related rail activity along the Roberts Bank Rail Corridor is a result of both

container (Deltaport) and coal trains (Westshore). Significant volume increases in coal train activity are

not anticipated in the future (as shown previously). While volume increases in container trains would be

directly proportional to increases in TEU capacity, increases in coal train activity would not. As a result,

the overall increase in total noise from the combination of both coal and container trains would be less

than the potential increases noted above for years 2020 and 2030.

9.3 ROBERTS BANK RAIL CORRIDOR (RBRC) PROGRAM

The Roberts Bank Rail Corridor (RBRC) Program includes the upgrading or replacement of a number of

at-grade crossings and addition of sidings along the RBRC with overpasses in Surrey and Langley by

2014 to improve passing options for inbound and outbound trains and to eliminate the need for whistling

(RBRC 2011). Whistling cessation will reduce noise exposure levels in locations near crossings.

However, if trains speeds increase as a result, these noise reductions could be offset. Furthermore, road

traffic noise levels may increase more rapidly if roadway upgrades are included (e.g. Glover Road near

site S6). The estimated current effect of whistling on the Ldn is 2 dBA at site S5, 1 dBA at site S6 and 0


dBA at the remaining sites. If train speeds do not increase, a noise benefit of 1 to 2 dBA is expected in

Surrey and Langley (sites S5 and S6) due to whistling cessation which would likely be offset by increases

in road traffic resulting an insignificant net effect.

9.4 SOUTH FRASER PERIMETER ROAD (SFPR) PROJECT

The South Fraser Perimeter Road (SFPR), currently under construction, will be in the vicinity of the

Project only near site S4; most of the study area will not be affected by SFPR. In the noise component of

Gateway Program’s Environmental Assessment Certificate application for the South Fraser Perimeter

Road (SFPR) (Wakefield, 2006) a 12 dB increase in the day-night average at a farm house on 36th

Avenue, Delta was predicted for the year 2021. The property at this site has since been expropriated. The

farm house was located at an approximate distance of 350 m from site S4 on the west side of the Roberts

Bank Rail Corridor. Site S4, which also represents one residence, is located at a greater distance from

the SFPR alignment than the SFPR site at 36th Avenue, Delta, and as a result would experience a

smaller noise increase. It is estimated that SFPR noise at S4 would yield a 5 - 7 dB increase in the overall

noise exposure. In the absence of any highway noise mitigation, the noise exposure at S4 is expected to

be dominated by highway traffic noise in 2020. Rail and road noise are expected to contribute equally to

the total noise exposure at S4 by the year 2030. Noise increases relative to existing 2011 conditions at

S4 resulting from the combined effects of SFPR and the Project with or without Terminal 2 are likely to

result in "High Impacts".

9.5 TSAWWASSEN FIRST NATIONS (TFN) INDUSTRIAL DEVELOPMENT

Tsawwassen First Nation prepared a land use plan (AECOM 2009) which includes proposed industrial

development on the south side of the RBRC near site S3. Environmental noise exposures may increase

at site S3 and a few other residences on the south side of the RBRC near 41B Street. However, due to

the proposed land use change, other residences, such as previously identified 4032 28B Avenue near the

proposed repair tracks, may be replaced by industrial land use. The land use plan indicates that noise

impact assessments with mitigation plans would be performed as part of any proposal to develop in the

area. With the removal of residences in the area of site S3, it is likely that this effect would be positive for

the Project.

10.0 CUMULATIVE EFFECTS MITIGATION

Potential noise mitigation measures for the cumulative effects described above are included in Section

7.3.2. For sites S3, S4 and S6, it may be most cost effective to move houses away from the RBRC or to

provide sound insulation upgrades. Since site S5 represents many residences on Panorama Ridge, noise

barriers would be more cost effective than they would be for sites S3 and S4. However, depending on the

geometry, they may not be able to achieve a significant noise reduction.


11.0 RESIDUAL ADVERSE EFFECTS

If noise mitigation is found to be justified after performing detailed assessments of cumulative effects, the

remaining noise effects at sites S3 to S6 may still be in the moderate impact range, although it is possible

that the effects could be reduced to the low impact range. Detailed assessments would be required to

determine the likely benefit of potential noise mitigation measures.

12.0 CONCLUSIONS

The results of the 2011 noise study have shown that Ldn levels at sites S1 - S6 ranged from 50 - 68 dBA

during the monitoring period. Sites S1 and S2 Ldn levels were on average 53 dBA and 50 dBA,

respectively. Sites S3 - S6 had higher Ldn levels due to the closer proximity to road and rail noise sources.

Ldn levels at S3 - S6 ranged from 59 - 68 dBA. Extended long-term monitoring (2 weeks) indicate that the

day-to-day variation in Ldn values across all sites was on average +\- 2 dBA. Ground-borne vibration was

also measured at Sites S3 and S4 and vibration from train passbys was measurable but below the

generally accepted threshold of perception.

This noise impact assessment has shown that construction phase noise and vibration impacts are

unlikely to result from the Project. This is because there are no residential dwellings within 100 m of the

project corridor. While this impact assessment has primarily focused on noise and vibration impacts on

residential receptors within the Study Area, it should be noted that there may be building structures within

100 m of the corridor. In this case, care should be taken when operating machinery having high vibratory

source levels (i.e. vibratory rollers) in close proximity to these structures.

The noise impact assessment for the Project's operation in the year 2020 has indicated that future noise

increases (up to 3 dB) at residential receptor locations near sites S3 and S4 may result in "Moderate

Impacts". It is highlighted that, while noise impacts at other sites are predicted to be low, this does not

mean that Project noise increases will go unnoticed at these residential locations.

The cumulative noise effects assessment, addressing potential noise increases from both Deltaport

Terminal, Terminal 2, South Fraser Perimeter Road, Roberts Bank Rail Corridor and TFN industrial

development, has indicated the potential for a "Moderate Impact" in the year 2020 at some locations and

a "High Impact" in 2030 at site S4. As such, any noise mitigation considerations along the Roberts Bank

Rail Corridor should consider the combined operation of both the improved Deltaport Terminal and other

projects.


13.0 REFERENCES

ANSI. 1983. American National Standard Specification for Sound Level Meters. Reference No. ANSI /

ASA S1.4-1983 (R2001). American National Standards of the Acoustical Society of America

(ASA).

Manning, C.J. 1981, The Propagation of Noise from Petroleum and Petrochemical Complexes to

Neighbouring Communities. CONCAWE Report No. 4.The Hauge, Belgium.

EarthTech. 2007. Final Report Proximity Guidelines and Best Practices. Markham, Railway Association of

Canada, Federation of Canadian Municipalities.

Environmental Protection Agency. 1974. Information on Levels of Environmental Noise Requisite to

Protect Public Health and Welfare with an Adequate Margin of Safety. United States

Environmental Protection Agency Report 550/9-74-004. Washington DC.

Harris Miller Miller Hanson Inc. 2006. Transit Noise and Vibration Impact Assessment. Washington DC,

US Department of Transportation.

Noise Management in European Ports (NoMEPorts). 2008. Good Practice Guide on Port Area Noise

Mapping and Management. Amsterdam, Noise Management in European Ports.

Roberts Bank Rail Corridor Program (RBRC). 2012. Roberts Bank Rail Corridor Program. [Online].

http://www.robertsbankrailcorridor.ca/ (Accessed on December 19, 2011).

Schomer, Paul D. 2002. “On Normalizing DNL to Provide Better Correlation with Response.” Sound and

Vibration 36/12: pg. 14-25.

AECOM. 2009. Tsawwassen First Nation Land Use Plan. Tsawassen, Tsawwassen First Nations.

Wakefield Acoustics Ltd. 2006. South Fraser Perimeter Road Noise Impact Assessment, Technical

Volume 13 of the Environmental Assessment Application. Victoria, Ministry of Transportation.

APPENDIX A

Baseline Monitoring Site Descriptions

PORT METRO VANCOUVER

DELTAPORT TERMINAL, ROAD AND RAIL IMPROVEMENT PROJECT

NOISE AND VIBRATION IMPACT ASSESSMENT

Ambient Noise:The measurement was performed over a 2-week period starting at 11:00 hours on Thursday, July 28, 2011. The most signifcant noise sources at this location are local residential activity, ferry terminal, wildlife, and Deltaport.

Site S1

Address:476 Tsawwassen Beach RoadDelta, BC

Description:The monitoring site is located to the east of the Deltaport Terminal. The noise monitor was mounted on the rooftop of the residential house at a height of 7 metres above the ground. The weather station was mounted on a pole at a height of 3.5 metres and weather data was taken at this location.

Microphone location east of Deltaport Terminal

Microphone

Microphone location looking west towards Deltaport Terminal

Aerial Site Photo

MeasurementLocation

Site S1 Page 1




Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 11:00 AM on July 28, 2011. The daily results at this site are as follows:

Site S1 Page 2

Date Time Duration Leq Ldn Ld Ln28-Jul-11* 11:00 13 HR 51.8 - - -29-Jul-11 00:00 24 HR 50.1 53.7 51.5 46.030-Jul-11 00:00 24 HR 48.6 53.7 49.4 46.831-Jul-11 00:00 24 HR 48.9 53.6 49.8 46.501-Aug-11 00:00 24 HR 48.7 53.6 49.6 46.602-Aug-11 00:00 24 HR 47.8 53.5 48.3 46.903-Aug-11* 00:00 16 HR 45.8 - - -04-Aug-11* 00:00 00 HR - - - -05-Aug-11 00:00 24 HR 48.7 54.4 49.1 47.806-Aug-11 00:00 24 HR 48.2 51.9 49.5 44.107-Aug-11 00:00 24 HR 46.0 51.8 46.5 45.108-Aug-11 00:00 24 HR 47.8 50.8 49.3 42.509-Aug-11 00:00 24 HR 47.1 51.4 48.3 44.110-Aug-11 00:00 24 HR 45.8 50.3 46.8 39.411-Aug-11 00:00 24 HR 48.2 50.3 49.9 40.812-Aug-11* 00:00 09 HR 41.8 - - -

* Incomplete 24-hour measurements were conducted on this day.




Site S1 Page 3




Site S1 Page 4




Site S1 Page 5




Site S1 Page 6

NO DATA FOR AUGUST 4, 2011




Site S1 Page 7




Site S1 Page 8




Site S1 Page 9




Site S1 Page 10




Ambient Noise:The measurement was performed over a 2-week period starting at 00:00 hours on Wednesday, August 17, 2011. The most signifcant noise sources at this location are wildlife, ferry terminal and Deltaport.

Site S2

Address:2148 Tsawwassen Drive NorthDelta, BC

Description:The monitoring site is located to the northeast of the Deltaport Terminal. The noise monitor was mounted on the rooftop of the Tsawwasen First Nation Longhouse at a height of 5.6 metres above the ground.

Microphone location northeast of Deltaport Terminal

Microphone

Microphone location looking southwest towards Deltaport Terminal

Aerial Site Photo

MeasurementLocation

Site S2 Page 1




Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 00:00 AM on August 17, 2011. The daily results at this site are as follows:

Site S2 Page 2

Date Time Duration Leq Ldn Ld Ln17-Aug-11 00:00 24 HR 44.3 49.9 43.2 44.918-Aug-11 00:00 24 HR 44.8 49.9 45.5 43.319-Aug-11 00:00 24 HR 44.0 49.9 44.3 43.420-Aug-11 00:00 24 HR 43.4 49.2 43.9 42.621-Aug-11 00:00 24 HR 45.3 49.5 46.5 42.122-Aug-11 00:00 24 HR 48.6 52.1 50.0 44.223-Aug-11 00:00 24 HR 44.6 49.5 45.4 42.524-Aug-11 00:00 24 HR 44.6 49.6 45.5 42.625-Aug-11 00:00 24 HR 45.8 50.9 46.7 43.926-Aug-11 00:00 24 HR 43.9 49.8 44.3 43.227-Aug-11 00:00 24 HR 43.4 48.6 44.1 41.928-Aug-11 00:00 24 HR 45.2 51.7 45.1 45.329-Aug-11 00:00 24 HR 45.7 50.1 46.8 43.030-Aug-11 00:00 24 HR 47.9 51.9 49.1 44.5




Site S2 Page 3




Site S2 Page 4




Site S2 Page 5




Site S2 Page 6




Site S2 Page 7




Site S2 Page 8




Site S2 Page 9




Site S3 Page 1

Ambient Noise:The measurement was performed over a 2-week period starting at 00:00 hours on Wednesday, August 17, 2011. The most signifcant noise sources at this location were nearby overpass construction, train, local activity; Deltaport Way traffic, and wildlife.

Site S3

Address:3044A 41B StreetDelta, BC

Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 280 meters south of Deltaport Way. The noise monitor was mounted on the rooftop of the residential carport at a height of 4.1 metres above the ground. Vibration data was also taken at this location. The weather station was mounted beside the microphone at a height of 4.8 metres above the ground.

Microphone location south of Deltaport Railway

Microphone

Microphone and weather station location looking north towards Deltaport Railway

Aerial Site Photo

MeasurementLocation




Ambient Noise MeasurementA two-week continuous noise measurement was carried out starting at 00:00 AM on August 17, 2011. The daily results at this site are as follows:

Site S3 Page 2

Date Time Duration Leq Ldn Ld Ln17-Aug-11 00:00 24 HR 51.7 56.8 52.4 50.018-Aug-11 00:00 24 HR 52.0 57.3 52.7 50.519-Aug-11 00:00 24 HR 54.6 62.1 53.5 56.020-Aug-11 00:00 24 HR 52.7 60.5 51.3 54.421-Aug-11 00:00 24 HR 50.2 57.9 48.9 51.822-Aug-11 00:00 24 HR 50.3 56.6 50.3 50.223-Aug-11 00:00 24 HR 51.0 58.2 50.2 52.024-Aug-11 00:00 24 HR 57.2 63.1 57.5 56.525-Aug-11 00:00 24 HR 55.8 61.9 56.0 55.426-Aug-11 00:00 24 HR 56.1 61.0 57.0 54.027-Aug-11 00:00 24 HR 54.0 59.8 54.4 53.228-Aug-11 00:00 24 HR 51.7 57.0 52.5 50.229-Aug-11 00:00 24 HR 50.1 55.1 50.9 48.130-Aug-11 00:00 24 HR 54.3 60.3 54.6 53.7




Site S3 Page 3




Site S3 Page 4




Site S3 Page 5




Site S3 Page 6




Site S3 Page 7




Site S3 Page 8




Site S3 Page 9




Site S4 Page 1

Ambient Noise:The measurement was performed over a 48-hour period starting at 15:00 hours on Tuesday, October 18, 2011. The most signifcant noise sources at this location were train traffic, nearby overpass construction, local farming activity, 36 Avenue traffic, and ferry whistle.

Site S4

Address:6900 36 AvenueDelta, BC

Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 230 metres east of Deltaport Railway. The noise monitor was mounted on the residential house at a height of 3.9 metres above the ground. Vibration data was also taken at this location.

Microphone location east of Deltaport Railway

Microphone

Microphone location looking west towards Deltaport Railway

Aerial Site Photo

MeasurementLocation




Date Time Duration Leq Ldn Ld Ln18-Oct-11 15:00 24 HR 56.6 62.2 57.1 55.519-Oct-11 15:00 24 HR 55.6 59.7 56.8 52.3

Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 3:00 PM on October 18, 2011. The daily results at this site are as follows:

Site S4 Page 2




Site S5 Page 1

Ambient Noise:The measurement was performed over a 48-hour period starting at 15:00 hours on Tuesday, October 18, 2011. The most signifcant noise sources at this location were train traffic, aircraft traffic, highway traffic, and local wildlife.

Site S5

Address:12726 Southridge DriveSurrey, BC

Description:The monitoring site is located to the northeast of the Deltaport Terminal and approximately 460 metres north of the Deltaport Railway. The noise monitor was mounted in the south side of the residential house. The ground slopes downward in the south end of the backyard.

Microphone location north of Deltaport Railway

Microphone

Microphone location looking south towards Deltaport Railway

Aerial Site Photo

MeasurementLocation




Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 3:00 PM on October 18, 2011. The daily results at this site are as follows:

Site S5 Page 2

Date Time Duration Leq Ldn Ld Ln18-Oct-11 15:00 24 HR 55.6 62.2 55.4 55.919-Oct-11 15:00 24 HR 56.4 62.0 57.0 55.4




Site S6 Page 1

Ambient Noise:The measurement was performed over a 48-hour period starting at 13:30 hours on Wednesday, September 7, 2011. The most signifcant noise sources at this location were heavy rail, traffic from Glover Road, aircraft traffic and local driveway.

Site S6

Address:6270 Glover RoadLangley, BC

Description:The monitoring site is located to the east of Glover Road in Langley. The microphone was placed in the west side of the property at a height of 1.6 metres above the ground and approximately 50 metres from the centerline of Glover Road.

Microphone location on west side of property

Microphone

Microphone location looking northwest toward Glover Road

Aerial Site Photo

MeasurementLocation




Site S6 Page 2

Ambient Noise MeasurementA 48-hour continuous noise measurement was carried out starting at 1:30 PM on September 7, 2011. The daily results at this site are as follows:

Date Time Duration Leq Ldn Ld Ln7-Sep-11 13:30 24 HR 61.4 67.4 61.6 60.98-Sep-11 13:30 24 HR 61.9 67.9 62.1 61.4

Documents

DELTAPORT TERMINAL ROAD AND RAIL IMPROVEMENT … · Final Draft Report Prepared for: HEMMERA 250 - 1380 BURRARD STREET VANCOUVER, BC, V6Z 2H3 Prepared by: BKL Consultants Ltd. #308