go rail network electrification addendum

GO Rail Network Electrification Addendum - Noise and Vibration Assessment Update

Overview The Noise and Vibration Assessment Update is a network-wide assessment undertaken as part of the GO Expansion program. The purpose of this assessment update is to evaluate potential environmental impacts and mitigation measures recommended in the 2017 study based on the new detailed service plan for the GO Expansion program.

In addition to the new service plan, the Noise and Vibration Assessment Update includes the following new significant enhancements:

• source mitigation measures, which are the most effective noise and vibration reduction measures. Not only is source mitigation most effective, but it reduces sound levels for all properties along Metrolinx rail corridors, not only those identified as impacted in the EA Assessment;

• fair distribution of proposed mitigation measures to benefit the most people;

• technical constructability (usually applied at a later design stage); and

• where 5-metre noise walls will not achieve the required noise reduction, a maximum barrier height of up to 7-metres could be considered.

These updates will be captured in the 2021 Addendum to the 2017 GO Rail Network Electrification TPAP.

Finally, as part of the effort to go above and beyond regulatory requirements to mitigate noise, Metrolinx reviewed and provided recommendations for additional mitigation measures in the areas where the existing noise levels are already high but do not require noise mitigation measures as per the Ontario Provincial protocol.

0

200

400

600

800

1000

1200

1400

Diesel Electric Diesel Electric

2015 Future

Num

ber o

f Wee

kday

Tra

in

Trip

s

Richm.Hill

Milton

Stouffville

Barrie

Kitchener

LSE

LSW


Key Findings – Recommended Noise Walls 27.25km (2017 TPAP) and 11.56 km (2021 addendum) recommended noise walls prescribed as part of the GO Expansion program = 38.81km

• Metrolinx has already contracted to build approximately 27.25 km of noise walls along the Barrie and Stouffville corridors per 2017 TPAP results.

• The results of the current assessment updates suggest that 11.56 km of noise walls meet all criteria for implementation in the following corridors:

• Lakeshore West: 0.5 km • Kitchener: 0.76 km • Barrie: 4.4 km • Stouffville: 3.7 km • Lakeshore East: 2.2 km • USRC: 0 km

18.4 km of additional recommended noise walls

• An addition of 18.4 km of noise walls, beyond the 11.56 km to meet environmental obligations, will be built to serve more communities, where operational noise is already high.

Note: A comprehensive study is being undertaken to determine noise and vibration impacts and mitigation measures along the parts of the Lakeshore West, Union Station and Lakeshore East rail corridors where GO trains run in parallel to the Ontario Line. This study will be available as part of the Ontario Line Environmental Impact Assessment Report, anticipated to be available for public review in mid-2021. For more information about the Ontario Line refer to the Ontario Line website.

Image

https://www.metrolinxengage.com/en/content/ontario-line-neighbourhood-updates-east


Background Metrolinx, on behalf of the Province, is delivering the GO Rail Expansion program which is intended to transform the GO Transit rail network into a comprehensive, all-day rapid transit network.

The 2017 GO Rail Network Electrification Transit Project Assessment Process (TPAP) identified infrastructure required to convert Metrolinx-owned rail corridors from diesel to electric propulsion. The 2017 Environmental Project Report (EPR) assessed the environmental impacts, including noise and vibration associated with new infrastructure and potential rail traffic increases.

Since then, Metrolinx has developed a more detailed design for how increased passenger service will be delivered for the GO Expansion program in the future, including a mix of diesel and electric trains.

These proposed changes required a reassessment of potential noise, vibration, and air quality impacts as part of an addendum to the 2017 EPR.

In addition to the proposed changes to service delivery, the noise, vibration, and air quality assessment updates also look at measures that most effectively reduce noise and vibration, including eliminating noise and vibration at the source, review whether mitigation measures are technically constructible and pose no operational risks, and include mitigation measures that benefit the most people.

IMG


New Detailed Service Plan Since 2018, Metrolinx developed the detailed service plan* on how to deliver all-day, frequent service across the region. This service plan anticipates the following ultimate weekday trips per day:

Barrie – 245

Kitchener - 492

Lakeshore East - 251

Lakehsore West - 267

Stouffville - 351

Richmond Hill - 39

Union Station Rail Corridor - 1803

*The service plan is based on current forecasts of future demand for express rail service and is subject to revision.

Key new information:

Future demand will be met with new electric and existing diesel trains in the following configurations:

• Electric locomotive powered 12- car (peak period) and 6-car (off-peak period) trains

• Diesel locomotive powered 12-car (peak period) and 6-car (off-peak period) trains

• Electric Multiple Units (EMU) with 1 to 4 units. EMUs are self-powered electric cars, they aren’t pulled or pushed by locomotives.

According to the service plan, some locations will be served almost entirely by electric trains (Metrolinx-owned rail lines), some by a mix of electric and diesel trains (rail corridors with joint ownership), and others by only diesel trains (rail lines not owned by Metrolinx).

In parallel with service expansion and intensification, Metrolinx is electrifying portions of all the rail lines it currently owns, refer to the map on the next slide.

Electric loco


Map of Future Train Service Type and Electrified Corridors

Map Notes: Only the GO Expansion program study elements (and proposed infrastructure) are depicted in the map above. Infrastructure already studied in past TPAPs and future planned works including future stations are not included in the map.”


New Significant Enhancements

1. Mitigation at source. The most effective form of mitigation is reducing noise at the source. Not only is source mitigation most effective, but it reduces sound levels for all properties along Metrolinx rail corridors, not only those identified as impacted in the EA Assessment.

Metrolinx has committed to installing exhaust noise silencers on existing and future Metrolinx diesel locomotives which will decrease the sound by an estimated 3dB from these trains at all properties along the corridors.

Exhaust silencer

The Noise and Vibration Assessment Update is based on the new ambitious service plan and incorporates Metrolinx’s updated approach to mitigating noise and vibration impacts through four significant enhancements:

2. Fair distribution. In cases where mitigation at the source is not enough, receptor-based mitigation, such as noise walls, is considered. Metrolinx looks not only at where noise will increase for the proposed locations of noise walls, but where their placement will benefit the most people for a fair distribution. That means, we look both at where noise will increase, and where the increased noise will disturb the most people. It’s not just cost but putting the money to good use.

Noise Wall

3. Technical constructability. More detailed noise mitigation evaluation to assess the constructability of proposed barriers. In the past technical constructability was assessed at a later phase during the detailed design development.

4. A maximum barrier height of up to 7 m. Where a 5 m noise wall barrier will not achieve the minimum noise reduction objective of 5 dBA, a maximum barrier height up to 7 m may be considered.

Another source-based mitigation img: EMU; e-loco; etc.


Method Metrolinx used predictive modeling to compare existing and future noise and vibration levels associated with the revised future train service schedule and proposed new infrastructure for the following Metrolinx-owned corridors (refer to the map to the right):

• USRC - Union Station Rail Corridor

• LSW - Lakeshore West

• KIT - Kitchener (up to the Halton Subdivision)

• BAR - Barrie

• ST - Stouffville

• LSE - Lakeshore East

• RH - Richmond Hill (from Union Station up to Pottery Rd)

For operational modelling, the number of trains assumed to increase on each of the corridors assessed is presented in the table to the right.

Date USRC LSW KIT BAR ST LSE RH

2015 558 92 188 14 30 89 11

Future (2037)

1803 267 492 245 351 251 39


Method

In general, areas near stations are most affected by noise and vibration caused by diesel locomotives starting, stopping and idling.

Receptors along the rail corridors are considered as part of the assessment. These receptors include the following sensitive land uses:

• Residences;

• Hotels, motels and campgrounds;

• Schools, universities, libraries and daycare centres;

• Hospitals and clinics, nursing or retirement homes;

• Churches and places of worship;

• Planned residential developments with approved building permits from the local municipality; and

• Vacant lots that are currently zoned for residential use.

Representative receptors were chosen to simplify the presentation of results for a much larger number of receptors assessed. Results at each receptor were used to establish the adjusted noise impact and determine whether the investigation of mitigation was warranted.

Image of sensitive receptor(s)


Ontario Provincial Protocol – Determining Mitigation

Increase in Sound Level Perception

0 to 2.99 dB Insignificant

3 to 4.99 dB Noticeable

5 to 9.99 dB Significant

10 dB or greater Very significant

What’s noticeable (dB)

*MOEE – Ministry of Environmental and Energy, currently the Ministry of Environment, Conservation and Parks (MECP)

Mitigation is assessed per the Ontario Provincial Protocol (MOEE*/GO Transit Protocol for Noise and Vibration Assessment), where mitigation is considered under the following conditions:

Noise Where post-project noise exposure levels are expected to exceed, by at least 5 dBA, corresponding pre-project levels or MECP objectives (55 dBA for daytime and 50 dBA for nighttime) – whichever are greater.

Vibration Where pre-project vibration exposure is expected to exceed its pre-project level or the MECP objective (0.14mm/s) by at least 25% - whichever is greater.

Metrolinx is assessing noise and vibration environmental impacts and related mitigation of new infrastructure that is part of GO Expansion program, which include electrification, service intensification, and service expansion. This assessment is required under the Environmental Assessment Act.

Noise levels in dBA are weighted decibels meaning the levels are adjusted to how humans experience different frequencies.

The increase in sound levels are an average noise level over a period of time (8 hr window) not a point

source noise


Increasing Sound Levels Based on Increase Number of Trains

Noise exposure increases by 3 dBA for each doubling of trip frequency. Example in circle.

0

3

4.7

6 7

7.7 8.4

9

0123456789

10

1 2 3 4 5 6 7 8Chan

ge in

Noi

se E

xpos

ure

(dBA

)

Trip Frequency

Noise exposure to trains over a certain period of time is a function of the number of train trips over that period of time or trip frequency. For a typical train with one locomotive and 12 cars, travelling at 80 km/h, the change in noise exposure with trip frequency at 30 m from the train is shown to the right:


Increasing Sound Levels Based on Increase Number of Trains Metrolinx assess noise exposure to trains by measuring train activity (speed and power) and calculating corresponding noise levels at 15 m from the train. The graph below has Part 1 (upper portion of graph) displays the measured variables during a typical Lakeshore West train trip (used here as an example) and Part 2 (lower portion of graph) the corresponding calculated noise levels. The results indicate that electric trains are less noisy than diesels, particularly at or near stations where train speed is low. The graph can be used to estimate one’s exposure to train noise during the passing of the train (pass-by noise level).

It is important to note that, the need for mitigation is assessed on the basis of energy equivalent average noise exposure levels (rather than pass-by noise levels), and they are calculated at the actual location of the receiver (rather than a nominal a 5 m distance).

Part 1: Speed and Throttle The train’s speed in km/h The train engine’s throttle or power setting varies from 1 (idle) to 8 (maximum power)

Part 2: Noise/Sound Pressure Noise is calculated for 4 types of train consists:

1DL12: One diesel locomotive & 12 cars

1DL6: One diesel locomotive & 6 cars

2EL12: Two electric locomotive & 12 cars

2DL12: Two diesel locomotive & 12 cars

1EL6: One electric locomotive & 6 cars


Ontario Provincial Protocol - Noise and Vibration Mitigation Metrolinx recommends the following mitigation measures as part of the Noise and Vibration Assessment Update, to meet the Ontario Provincial Protocol (this is in addition to electrification)

Source mitigation.

The most effective form of mitigation is reducing or eliminating the sound at the source. Not only is this the most effective, but it also reduces sound levels for all properties along Metrolinx rail corridors, not only those identified as impacted in this assessment.

For example, Metrolinx has committed to installing exhaust noise silencers on existing and future Metrolinx diesel locomotives which will decrease the sound from these trains by 3 dB at all properties along the corridors.

Other source-based mitigation measures include:

• Using 6-car rather than 12-car trains during off-peak periods;

• Using self propelled electric trains (or electric multiple units - EMUs) along the Stouffville and Kitchener corridors;

• Reducing engine idling;

• Grade separations, which reduce whistle and bell usage;

• Improvements to tracks and switches to reduce vibration and noise; and

• Installation of ballast mats to reduce vibration.

Receptor-based mitigation

Where mitigation at the source is not sufficient receptor-based mitigation, such as noise walls, is then considered to protect the most affected areas.

A potential noise wall needs to:

• Reduce noise exposure by at least 5 dBA, as required by the Provincial Protocol; and

• Be constructible and pose no operational risks

While 5-m noise walls remain the standard, Metrolinx is assessing up to 7-m walls to achieve the minimum 5 dBA noise reduction, where it is economically and technically feasible.

Metrolinx looks at where noise will increase for the proposed locations of noise walls, and where their placement will benefit the most people for a fair distribution.

That means, we look both at where noise will increase, and where the increased noise will disturb the most people.


Recommended solutions:

The results of the 2020 noise and vibration assessment, as part of the 2021 GO Rail Network Electrification addendum (Electrification addendum), suggest that 11.56 km of additional noise walls meet all criteria for implementation, including:

Lakeshore West: 0.5 km

Kitchener: 0.76 km

Barrie: 4.4 km

Stouffville: 3.7 km

Lakeshore East: 2.2 km

USRC: 0 km

To look at the potential noise and vibration impacts and proposed mitigation measures in your area, visit the project interactive map at: <vanity url, link to roll plans and interactive map>

Metrolinx has committed already to build 27.25 km of noise walls along the Barrie and Stouffville corridors per 2017 TPAP results. The largest reduction of potential noise increases will come from

electrification on core segments of the network. The bulk of service increases will be delivered by electric trains, which are near silent at low speeds, starting or stopping, and when stopped.

Noise wall or an electric train or both

Ontario Provincial Protocol - Noise Mitigation, Noise Wall Recommendations


Going Above and Beyond for Noise Mitigation Metrolinx is going above and beyond the Provincial Protocol to mitigate noise impacts as part of GO Expansion.

Metrolinx is also evaluating noise walls where the GO Expansion program will not increase noise significantly (and as such won’t meet the Ontario Provincial Protocol recommendations for noise mitigation), but where the existing noise levels are already high.

Metrolinx is planning to mitigate noise beyond the Provincial requirements by volunteering to adopt the US FTA noise protocol. The US FTA noise protocol reduces the threshold for mitigation from 5 dBA (as per the Provincial Protocol) to 3, 2, 1 and 0 dBA, where the existing combined daytime/nighttime noise level is already 55 - 75 dBA. The result helps Metrolinx to direct mitigation to areas with current high noise levels .

Metrolinx will prescribe the noise walls where additional mitigation is needed to benefit a wide range of properties for portions of the rail corridor in the GO Rail Network Electrification Study area

Preliminary assessments suggest that 18.4 km of additional noise walls are deemed to be feasible. Noise walls height will be implemented in the same time frame as the noise walls recommended as part of the 2020 Electrification addendum assessment.

Rail Corridor Length of Additional Noise Wall recommended

Barrie 2 km

Kitchener 0 km

Lakeshore East 12.5 km

Lakeshore West 2.8 km

Stouffville 1.1 km

USRC 0 km

TOTAL 18.4 km


Recommended Noise Walls Summary Key Findings

Results of the 2020 Electrification addendum assessment suggest that 11.56 km of noise walls meet all criteria for implementation as per the Ontario Provincial Protocol.

Preliminary assessments suggest that 18.4 km of additional noise walls are deemed to be feasible where operational noise is already high.

The combined total length of new noise walls recommended from 2020 assessments is 29.96 km.

Approximately 27.25 km of noise walls are already planned as part of projects including along the Barrie and Stouffville corridors.

Altogether, Metrolinx has assessed up to 57.21km of noise walls.

Source of Noise Wall Length of Noise Wall

2021 Electrification Addendum results

11.56 km

Additional noise walls 18.4 km

Currently under contract

27.25

Total noise walls in the existing rail corridors 57.21 km

Note: noise wall lengths include both sides of the rail corridor


Construction Noise and Vibration The GO Expansion program includes a large range of construction projects, some of which will last extended periods of time and may be carried out during the night, weekends and holidays to avoid major disruptions to rail service.

In order to control the noise and vibration impacts of these individual projects on our neighbours, Metrolinx has devised a rules-based approach to construction noise and vibration management, which includes comprehensive and prescriptive project agreement clauses to effectively manage construction impacts, including:

• Strict noise and vibration exposure limits and monitoring requirements;

• Strict adherence to industry best practices;

• Requirement for comprehensive pre-project noise and vibration management plans;

• Requirement to deploy equipment that meets noise and vibration emission standards; and

• Requirement to notify affected public, in advance, of potentially impactful construction activities.

In addition, where noise will have substantive long-term impacts on residents, Metrolinx is developing a community-based protocol to help residents impacted by excessive noise and vibration.

Noisy or shaky construction activity

go rail network electrification addendum

Documents