The effects of noise during the construction phase and subsequent phases of the third berth project have been identified in the Federal Government generated Comprehensive Study Report (CSR). The full document is attached here and elswhere in this site in a pdf file. Exerts relating to the impacts of noise are shown here below:

GENERAL

The Proponent identified and analyzed the noise impacts of the DP3 Project by examining: ambient noise levels in the vicinity of the study area; noise emissions from the construction and operation of the Project (including road and rail traffic noise within a defined area); and the measures proposed to mitigate potential noise impacts.

9.2 BACKGROUND

9.2.1 Study Area
The study area used to assess noise emission and impacts from construction and operation of the DP3 Project included the Roberts Bank port facilities and causeway, residential communities adjacent to the BC Rail line extending east as far as 156th Street, Surrey, and residential areas in close proximity to the shoreline extending from the Roberts Bank causeway southward to the Tsawwassen Beach residential area. This study area is depicted in Figure 16.

The shoreline north of the 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. Residential communities to the east (Panorama Ridge, Colebrook, Woodwards Hill and Sullivan) were included in the assessment because they overlook the rail line, which serves Roberts Bank almost exclusively. Residential areas further east, such as in Langley, are exposed to a mix of rail traffic serving both Roberts Bank and other areas.

9.2.2 Existing Environment
The study area is currently subject to noise emissions from existing port operations, road traffic, rail traffic from the BC Rail line and from the BC Ferries causeway and terminal. Noise from the existing Deltaport container terminal results from:

• loading and unloading of containers from trucks, trains and ships by quay cranes, straddle carriers, gantries, forklifts and reach stackers;
• movement of containers within the terminals; and
• transportation of containers on trucks and trains to and from the terminal.

The existing noise environment was assessed by the Proponent on the basis of information received from TSI (the existing container terminal operator), from the Corporation of Delta and local residents; a review of previous noise studies undertaken in the vicinity of the study area; and noise measurements undertaken as part of the current DP3 Project EA. According to the Proponent’s technical consultant, the basic unit of measurement in acoustics is the decibel (dB) which represents a logarithmic ratio of the pressure variation in air relative to a reference pressure. Audible sound occurs over a wide frequency range from approximately 20 Hertz (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 (500-4000 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”.

Courtesy of Vancouver Port Authority

Ambient noise levels were recorded in the study area at the nearest potentially affected residential receivers and at four identified locations. Ambient noise levels were used to assess impacts of construction and operation of the Project on the noise environment.

Ambient noise levels recorded from the four unattended noise loggers for a continuous 48-hour period ranged from 43 dBA at the BC Ferry causeway on May 19, 2004 to 62 dBA as a result of rail traffic at 41B Street on June 1, 2004.

Noise levels from the alarms on ship-to-shore gantry cranes and on rail mounted gantries were also monitored and were, according to the Proponent, well below the ambient noise levels at both shoreline locations. Virtually all of the sound energy emitted from both types of alarm is in the high frequency range. This provides a very clear and distinguishable signal for nearby workers, but according to the Proponent the resulting levels are very low at shore receiver locations because high frequency sound is attenuated very rapidly by atmospheric absorption.

9.2.3 Proponent’s Assessment of Impacts
Noise impacts on people in the vicinity of industrial sources can occur in two ways. Noise levels above a certain threshold can interfere with activities such as communication and sleep. Noise levels that intrude above ambient noise levels can cause annoyance regardless of the ambient noise level. Either of these types of noise impact can cause stress and contribute to physical and/or mental health effects.

Health Canada recommends a Leq noise level of 45 dBA for interior rooms where speech communication is important. In addition, the former Health and Welfare Canada (1989) recommended a Leq of 40 dBA for bedrooms to avoid sleep disturbance. Modern homes with doors and windows closed attenuate exterior noise levels typically by 20 to 25 dBA or, with windows partially open by about 15 dBA. Based on an attenuation of 20 dBA, these interior criteria would be satisfied as long as the following external Leq noise limits are not exceeded:

• day time (satisfactory communication), Ld ≤65 dBA; and
• night time (sleep disturbance), Ln ≤ 60 dBA.

Increases in ambient noise can cause annoyance even if the values listed above are not exceeded.

One widely accepted method of assessing noise impacts on residential communities is to measure or predict noise levels in terms of the Day-Night Average Noise Level (Ldn), which is similar to the Leq(24) except that night time noise is penalized by 10 dB to account for the fact that residents are more sensitive to noise at night. To account for specific characteristics of the noise such as impulsiveness or tonality, the Ldn is then adjusted using “normalizing” or “rating” factors and the rated Ldn is designated as LRdn. Finally, the percentage of the community likely to be “highly annoyed” is calculated based on the predicted increase in LRdn. This approach, supported by the World Health Organization, provides a good overall indication of noise impact.

Table 31 lists increases in ambient noise levels in terms of the LRdn and the resulting impact in terms of annoyance to residents.

Table 31 Annoyance criteria and the resulting impact on residents

Increase in Ambient Noise Levels due to the Project Impact Significance
Up to 1 dBA No Significant Impact
>1 dBA to 3 dBA Minimal Impact
>3 dBA to 6 dBA Modest Impact
>6 dBA to 10 dBA Significant Impact

9.2.4 Construction Noise Impacts
The Proponent’s predictions of construction noise emissions from the proposed DP3 Project have been made in accordance with Transit Noise and Vibration Assessment (Federal Transit Administration 1995). The noise matrix used to describe construction noise is the Leq (or if night time activity is involved, the Ldn). Documented noise levels for various types of equipment, measured at a reference distance of 15 m are adjusted according to their “Usage Factors” to account for the fact that most equipment does not operate continuously at full power. The adjusted Leq values are then combined to give the total source level for all of the equipment. Finally, the total source level at the reference distance is corrected to the actual source-to-receiver distance, taking into account applicable attenuation factors such as geometric spreading, atmospheric absorption, ground effect and shielding by barriers.

According to the Proponent, the predicted noise levels resulting from both night time and day time construction activities would result in an increase of ambient noise levels of less than 1 dBA and have no significant impact at residential receiver locations in terms of the annoyance criteria specified in Table 31. An increase in the ambient noise level of 1 dB would not exceed the external noise thresholds at any of the four residential receiver locations considered in the DP3 Project EA review.

Backup alarms on construction equipment are also expected by the Proponent to have insignificant impact at residences in the vicinity of the study area. Assuming source levels of up to 85 dBA at 15 m with predominant tones in the 1,000 Hz octave band, a backup alarm would produce a noise level of 31 dBA at the nearest receiver location (Tsatsu Shores condominiums) under the sound propagation conditions assumed by International Organization for Standardization (ISO) 9613-2. Propagation of construction noise over water during unusual atmospheric conditions, for example a strong inversion, could result in higher levels than those predicted using ISO 9613-2. Such anomalous conditions are generally short-lived and would have little effect on long-term Leq values according to the Proponent.

Most of the fill material required for construction of the Project would be brought in by barge. The number of trucks required to deliver material to the site would be low relative to the existing container truck traffic serving the existing terminal. The Proponent has predicted that the maximum contribution to ambient noise levels from construction traffic would be less than 1 dBA. An increase of less than 1 dBA would, according to the Proponent, have no significant impact on residential receiver locations in terms of the annoyance criteria specified in Table 31.

9.2.5 Operation Noise Impacts
The following noise sources were considered in the prediction of operational noise levels for the DP3 Project:

Trains:
The number of trains visiting the port is expected to increase from 18 to 21 movements per day. However, 23 trains were modelled as a worst-case scenario. The combined length of trains is also expected to increase.

Traffic:
Truck traffic is expected to increase from 1,800 to 2,400 movements per day by 2011. Passenger car traffic is expected to increase from 2,100 to 2,600 movements per day by 2011.

Container ships:
The number of container ships using Deltaport is expected to increase from 365 in 2003 to 393 per year with the Deltaport Third Berth Project operating at full capacity in 2012.

Additional container handling equipment:
Additional equipment would include ship-to-shore gantry cranes, rubber tired gantries, rail mounted gantries, numerous tractor trailers and other related equipment.

The Proponent predicts that the only source of Project noise expected to increase the Leq, Ldn or LRdn by a noticeable amount is rail noise. Trucks serving the container terminal operate between 7:30 am and 4:00 pm and since Deltaport Way runs alongside the rail lines, truck noise was considered not significant by the Proponent, relative to rail noise (i.e., truck noise is 10 dB below train noise and therefore would add only 0.1 dB to train noise). Alarms for the additional ship-to-shore gantries might occasionally be audible at shoreline locations even though their sound levels are expected to be below ambient noise levels. Considering the infrequent occurrence and low levels, the Proponent does not expect that this source of noise will increase long term Ldn values, even with a 5 dB rating factor applied to account for tonal components.

The Proponent predicts that rail noise level increases will be very small: between 1 dBA and 2 dBA, because additional rail traffic represents a small percentage increase relative to the existing traffic. Although increases of 1 dBA and 2 dBA are not normally perceptible to the human ear, they would marginally increase existing levels that are already considered excessive by some residents

The Proponent also conducted a sensitive receptors impact assessment. Hospitals, seniors residences, schools, and day care centres are usually considered to be somewhat more sensitive to noise than most other receptors. Although there are no hospitals, seniors residences or schools at locations likely to be affected by noise from the Project, homes that provide day care service are in the proximity of Location 2 (the TFN noise monitoring site). The rationale for considering day care centres to be particularly sensitive to noise is presumably that children would be sleeping during the day time, when noise levels are often higher than at night.

To provide an acceptable sleeping environment, the interior Leq should not exceed 40 dBA (Health and Welfare Canada 1989). The house containing the day care was constructed within the past few years and is likely to provide an exterior to interior noise reduction of 20 to 25 dBA with windows closed. The average day time Leq measured over a 2-day period at this location was 57 dBA and this is expected to increase to 58 dBA as a result of increased train traffic due to the Project. Interior levels should, therefore, be well below the 40 dBA criterion.

Low frequency noise levels above 85 dB in the 31 Hz and 63 Hz octave bands were observed periodically at Location 2 and this has the potential to excite lightweight building elements such as windows. These noise events may be attributable to rail car impacts although the Proponent was unable to identify the precise source. The susceptibility of any particular house to shaking or rattling due to low frequency noise will depend upon the exact level and frequency of the noise, the construction of the house, location of the house, and in the case of windows, their orientation relative to the noise source. However, the measured noise levels together with reports by residents of window rattling / house shaking, provide a good indication that occasional, relatively severe rail impacts are likely to result in noticeable structural excitation of at least some houses. The closer a house is to the source of these impacts, the more noticeable and frequent the response will be. This phenomenon is likely to occur at locations close to the rail line, such as Location 1, throughout the northern half of the TFN residential community and possibly beyond.

9.3 ANALYSIS

The RAs considered the information provided by the Proponent, including the Proponent’s conclusions on potential effects and the method used to reach that conclusion as outlined above in sections 1 and 2 of this chapter. The RAs then conducted their own analysis of the potential effects and proposed mitigation measures before independently reaching conclusions on the residual effects.

9.3.1 Potential Effects
The potential effects due to construction activities related to the DP3 Project including additional noise from construction equipment operating based on a 24 hour, seven day per week schedule. According to the Proponent, the predicted noise levels resulting from both night time and day time construction activities would result in an increase of ambient noise levels by less than 1 dBA at residential receiver locations.

The DP3 Project would result in additional ships, trains, trucks, and terminal activity but the only source of operational noise that is expected to have a potential effect or raise annoyance on residential receiver locations is noise associated with rail operations. Alarms for the additional ship-to-shore gantries and terminal equipment may occasionally be audible at shoreline locations even though their sound levels are likely to be below ambient noise levels.

9.3.2 Issues
Few issues were raised by the public or reviewing agencies pertaining to noise effects from construction activities at the Project site. Most comments submitted by the public, First Nations and agencies regarding noise were related to traffic issues (road and rail) during the construction and operational phases of DP3. This included some views on the Project’s potential to produce adverse noise and effects on public health. Residents in the Tsawwassen area mentioned Roberts Bank operational noise effects and most members of the public voiced concern over increased rail noise along the rail corridor and truck noise along Highway #17.

To address noise effect issues, the Proponent has committed to organizing a Community Liaison Committee with a sub-committee to address noise that will include the Proponent, the Terminal Operator and the railways as participants. The specific focus of the sub-committee will be on noise effects and public concerns. The terms of reference for this sub-committee will be developed by the Proponent in consultation with government regulators, TFN and COD. The sub-committee would assist in the development of a Noise Management Plan containing environmental management measures to assess and minimize noise from construction and operations at Roberts Bank, including the proposed DP3 Project. The Proponent has also committed to ensure that DP3 is constructed and operated with due attention to measures that will mitigate any adverse public health effects.

9.3.3 Mitigation
Construction
Noise levels from both night and day time construction activities, apart from movement of construction equipment and trucks on Highway #17 and Deltaport Way, are expected to be temporary and low (at residential receiver locations). The distance to residential areas makes the incremental noise effect hardly detectable. Although construction may proceed based on a 24-hour schedule, the Proponent will ensure noise during construction meets acceptable levels outlined in the applicable Delta Community Bylaw and Standards. Further, the Proponent will develop a Noise Management Plan for the construction of the Deltaport Third Berth Project and this would be incorporated into the Construction EMP for the Project and include the following:

• Machinery noise control – Given that construction noise effects are predicted to be minimal, no special silencing requirements for diesel-powered machinery are required. However, a maximum allowable noise emission from each type of machinery will be set prior to construction to ensure that contractors do not utilize any excessively noisy equipment (i.e., equipment that is significantly noisier than the typical equipment assumed in the noise prediction calculations).
• Awareness and training – Provision of training to ensure that construction workers are aware of the noise created during construction and are appropriately trained to minimize noise where possible.
• Noise Complaints – A management procedure, such as a 24-hour helpline, will be put in place to deal with noise complaints that may arise from construction activities. Each complaint would be investigated and appropriate noise amelioration measures established to mitigate future occurrences.

Operation
The main source of operational noise that is expected to have an effect or cause annoyance at residential receiver locations is that associated with rail operations (e.g., noise generated by diesel engines, train shunting and whistles). At the terminal, alarms for the additional ship-to-shore gantries and terminal equipment may occasionally be audible at shoreline locations even though their noise levels are likely to be below ambient noise levels.

A Noise Management Plan would be included in the Operational EMP for DP3. Mitigation measures for terminal operations would include:

• Equipment Alarms – Alarms on new ship-to-shore gantry cranes and rail mounted gantries would be purchased with bells that operate at a higher frequency to ensure that the “alarms” would be consistently inaudible on shore.
• Operator Awareness and Training – Operator awareness and training would be regularly conducted by the Terminal Operator. Good training and awareness of noise issues would be implemented to minimize noise associated with the operation of the proposed Deltaport Third Berth Project.

To address rail noise, the Proponent has committed to organizing a Community Liaison Committee with a sub-committee to address noise that will include the Proponent, the Terminal Operator and the Railways as participants. The specific focus will be on noise effects and public concerns. The terms of reference for this committee will be developed by the Proponent in consultation with government regulators, TFN and COD. The sub-committee would assist in the development of a Noise Management Plan which would include environmental management measures to assess and minimize noise from operations at Roberts Bank, including the proposed DP3 Project.

Potential noise effects from increased container truck traffic during operation, including possible traffic congestion and increased engine idling particularly on Highway #17, will be addressed through a highway noise mitigation plan that was approved by the Ministry of Transportation. The mitigation commitments made by the Proponent are detailed in the Owner’s Commitments and Assurances, enclosed as Appendix A. The specific traffic-related commitments for Highway #17 include:
• Implementing signal modifications at Highway 17/Ladner Trunk Road, as appropriate and approved by Ministry of Transportation (MOT) and COD;
• Extending high occupancy vehicle (HOV) lanes on Highway #17: and
• Monitoring of pre-and post construction noise.

9.3.4 Residual Effects
Based on the application of the proposed mitigation, the RAs have determined that residual effects of noise associated with construction of the Project will be temporary and low, and the residual effects of noise during operations of the Project will be low at residential receiver locations. Because there has been a residual effect identified for this component, it has been included in the cumulative effects assessment (see Chapter 16).

9.4 CONCLUSIONS ON SIGNIFICANCE OF EFFECTS

During this cooperative environmental assessment the EAO, the RAs and the working groups have considered: the Application; comments from government agencies, First Nations and the public on the potential effects of the Project; responses by the Proponent; and the discussions of the working groups.

Based on the information summarized in this CSR and provided that the Proponent implements the actions described in the Owner’s Commitments and Assurances as listed in Appendix A of this report, the RAs are satisfied that the DP3 Project will not likely result in significant adverse noise effects within the Project’s study area.