ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT AMBASSADOR

ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT AMBASSADOR BRIDGE ENHANCEMENT PROJECT WINDSOR, ONTARIO

For Canadian Transit Company 780 Huron Church Road, Suite 202 Windsor, Ontario N9C 2K2

Prepared by

Ian Bonsma, PEng.

06/Apr/11

Reviewed by

Bill Gastmeier, MASc, PEng November 27, 2007 REVISED: April 6, 2011

CONTENTS 1 Introduction and Summary ..................................................................................................1 2 Criteria for Acceptable Levels of Sound and Vibration ......................................................2 2.1 Sound Level Criteria .........................................................................................................2 2.2 Ground-bourne Vibration Criteria .....................................................................................4 3 Site Description .....................................................................................................................6 4 Site Measurements ................................................................................................................7 4.1 Noise ................................................................................................................................7 4.1.1 Attended Monitoring..................................................................................................7 4.1.2 Unattended (Automated) Monitoring .......................................................................10 4.1.3 Compression Release Engine Brakes ........................................................................11 4.2 Vibration ........................................................................................................................ 15 5 Noise Modeling .................................................................................................................... 17 5.1 Methodology and Results................................................................................................ 17 5.2 Discussion and Analysis ..................................................................................................23 5.2.1 Noise ....................................................................................................................... 23 5.2.2 Cumulative Effects ................................................................................................... 25 5.2.3 Vibration.................................................................................................................. 26 5.3 Noise Barriers .................................................................................................................26 6 Construction Noise and Vibration ......................................................................................29 7 Proposed Mitigation ............................................................................................................30 References Figures 1 - 9 Appendix A – Onsite Vibration Measurements Appendix B – Jacob Engineering Systems (Compression Release Engine Brake) Appendix C – Site Photos Appendix D – Traffic Data Appendix E – Environmental Effects Interaction Matrix

Environmental Noise and Vibration Assessment Ambassador Bridge Enhancement Project, Windsor, Ontario

Page 1 April 6, 2011

1 Introduction and Summary This report has been prepared as part of a Screening-Level Environmental Assessment for the construction and operation of a new cable stayed suspension bridge (“Enhancement Project”) with six traffic lanes. It will cross the Detroit River parallel and to the west of the existing Ambassador Bridge with similar elevations and a distance of approximately 30 m between their centerlines. The new bridge crossing will connect into the existing plazas and infrastructure in both Canada and the United States. Improvements to the Windsor plaza are neither necessary nor required to accommodate the second span. However, in response to requests made by Transport Canada as the Responsible Authority, the Canadian Transit Company (“CTC”) has included in this updated report, an assessment of the environmental impacts related to expanding the current Windsor Plaza (“Plaza Expansion”). Transport Canada and the Windsor Port Authority, the federal Responsible Authorities ("RA") delegated preparation of the Environmental Impact Statement ("EIS") to the Canadian Transit Company (referred to as the "Ambassador Bridge Company"), the Proponent. Avalon Consulting, with the assistance of Ortech Environmental, HGC Engineering, Museum of Ontario Archaeology and N. K Becker Incorporated ("Study Team") have undertaken this EIS on behalf of the Ambassador Bridge Company. The EIS also provides responses to issues raised by reviewers of the Project including Transport Canada and Environment Canada. This report also responds to the issues raised by the public and Health Canada relating to the assessment of noise impacts and cumulative effects. Figure 1 shows the approximate extents of the project and the surrounding land uses. All noise sensitive receptors in the neighbourhoods around the new bridge and the Plaza Expansion were identified. Existing and future sound levels were determined at representative receptor locations under several different operating scenarios. Future sound levels are expected to decrease at many receptor locations with the construction of the new bridge and the plaza expansion (Build vs. No Build scenarios) due to bridge design features such as exterior safety lanes and roadside Jersey



Barriers. Additional mitigation in the form of a roadside noise barrier is proposed along the west side of the new bridge for a limited number of receptors at which sound levels are expected to increase and where the ambient sound levels are currently elevated. A noise barrier is also proposed along the north and west perimeter of the Plaza Expansion lands. Vibration measurements indicate that vibration induced by heavy vehicles on the existing bridge is perceptible on the ground at locations near the bridge piers and may be perceptible to some residents. The replacement span is proposed to be supported on piles driven to bedrock and as a result the vibration levels are anticipated to decrease. Noise and vibration impacts during construction will be controlled through compliance with the City of Windsor’s By-Laws and Ontario Ministry of the Environment (“MOE”) sound level limits for construction equipment. In addition, pile driving can generate significant levels of groundborne vibration, and vibration levels will be monitored when piles are being driven in proximity to sensitive structures.

2 Criteria for Acceptable Levels of Sound and Vibration The Ambassador Bridge is an international bridge that for the purposes of noise and vibration assessment is considered as a roadway. The terms of reference for this noise and vibration assessment were prepared by Transport Canada in consultation with the Federal EA Review Team (last revised August 2007) [Reference 1].

2.1 Sound Level Criteria This revision of the report also addresses the most recent applicable criteria for capital construction or alterations to provincial roads and highways in Ontario. These were developed by the Ontario Ministry of Transportation (“MTO”) and are contained in its Environmental Guide for Noise dated October 2006 [Reference 2]. These guidelines require that the future sound levels with the proposed construction or alteration be compared to the future sound levels without the



improvements. Future sound levels represent sound levels 10 years after completion of the project.

Where sound levels are predicted to be greater than 65 dBA or increase by more than 5 dBA ten years after completion, an investigation of noise control measures within the roadway right-ofway should be completed. Noise control measures should be designed to achieve sound levels as close to, or lower than, the objective level of 55 dBA or the pre-construction ambient sound levels as is technically, economically or administratively feasible. Sound levels, under these guidelines are predicted at noise sensitive areas (“NSAs”).

The guidelines recommend that sound levels be determined through measurement and/or prediction at ground level in the outdoor living areas (“OLA’s”) of all noise sensitive receptors. Typical noise sensitive receptors include: private residences, townhouses, multiple unit buildings with OLA’s, and hospitals, nursing homes, educational facilities and daycare centers where there are OLA’s. Apartment balconies, institutional buildings such as churches, hospitals and schools, cemeteries and all commercial and industrial facilities are not considered to be noise sensitive receptors with respect to the MTO guidelines.

Since there have been some concerns expressed by the local school boards concerning sound levels on school property, and by local residents concerning sound outside upper story bedroom windows and at Heritage Sites, these locations have also been treated as noise sensitive points of reception as well as the ground level spaces specified in the guideline documents.

Typically, for road widening projects, noise control measures would only be considered if the increase in sound level at a point of reception between the Build and No-Build scenarios is greater than 5 dBA ten years after completion. In the case of the new bridge and the plaza expansion, Health Canada has recommended that mitigation be considered if there is any significant increase in sound level at locations where ambient levels are already elevated. To respect the Federal EA



review team and Health Canada’s additional requirements, mitigation is considered for all noise sensitive receptors at which sound levels may increase by more than one decibel between the Build and No-Build scenarios.

2.2 Ground-bourne Vibration Criteria Vibration criteria are provided in ISO 2631/2 “Evaluation of human exposure to whole-body vibration Part 2” [Reference 3]. The criteria are presented in terms of vibration acceleration values, that is, vibration occurring at different frequencies is compared against criteria for that frequency. This means that measured vibration data is filtered to establish vibration amplitude in specific frequency bands, in this case, bands 1/3 of an octave band wide, from 3.2 to 80 Hz. The criteria of the standard are presented in terms of RMS (average) vibration amplitudes over time.

Various spectral criteria are presented by the standard for different applications. Relevant to this discussion are the base curves intended for evaluation of vibration to human response. The base curves provide vibration levels where magnitudes below the base curve would rarely result in levels perceptibility significant enough to elicit adverse comment from a resident, including interference with sleeping during nighttime hours, the most stringent case.

The groundborne vibration levels were measured in terms of RMS velocity, over a similar frequency range as stated for the criteria. Vibration levels are considered to be in the perceptible range if they exceed a level of 0.14 mm per second. These criteria are superimposed on the measurement results presented in Appendix A.

The potential for damage to a building from groundborne vibration can be assessed in terms of the peak vibration velocity, and not surprisingly the acceptable levels are very much a function of building type. A poured concrete or concrete block structure is less susceptible to damage from vibration than a structure with plaster or drywall details. The maximum recommended levels are based on the peak velocity which is the maximum velocity from a time signal. A German Standard



(DIN 4150) and a Swiss Standard (SN640 312) give more specific and stringent guidelines to avoid cosmetic damage to buildings [References 4 and 5]. Cosmetic damage generally refers to cracking plaster or paint, or the aggravation of existing crack damage.

Table I: Vibration Criteria for Cosmetic Damage DIN 4150

SN 640 312

Type of Structure Velocity

frequency

velocity

frequency

Concrete Industrial Building

20 mm/s

10 – 50 Hz

12 mm/s

10 – 30 Hz

Masonry/Framed residence

5 mm/s

10 – 50 Hz

5 mm/s

10 – 30 Hz

Sensitive Older Buildings

3 mm/s

10 – 50 Hz

3 mm/s

10 – 30 Hz

For frequent, fairly continuous vibration such as is caused by trucks on the proposed replacement span, it is recommended that vibration velocity levels at the nearest occupied residential buildings be limited to a maximum of 0.14 mm/s to avoid annoyance by occupants and to a maximum instantaneous peak velocity of 3 mm/s to avoid any potential of cosmetic damage to the structure.

During pile driving and other construction activities that would occur during daytime hours only, the recommended annoyance limit would be somewhat higher (0.3 mm/s) and the damage criteria would not change (3 mm/s).



3 Site Description The Ambassador Bridge is elevated approximately 45 meters above the Detroit River at its highest point and above most of the residential areas on the Canadian side to a distance of approximately 900 metres from the shoreline. The Ambassador Bridge includes a customs inspection plaza for traffic entering Canada and a duty free store for traffic traveling to the United States. Secondary screening for commercial traffic is currently located approximately 3 km south of the inspection plaza.

The proposed Enhancement of the Ambassador Bridge includes a new six lane bridge adjacent to the existing span. This revision of the report also considers the expanded inspection plaza that was completed in 2007 and a future expansion of the Windsor Plaza at some time in the future. The Canadian Transit Company has purchased all of the properties situated along the east side of Indian Road and southwest of the Windsor Plaza.

The area surrounding the bridge includes a number of residential, commercial and institutional uses. East of the bridge are residential dwellings, the University of Windsor and Assumption Church. West of the bridge are residential dwellings, with several multi-storey residential dwellings located north of Riverside Drive. Representative receptors have been selected at various locations around the bridge and plaza to assess the noise and vibration impact of the bridge Enhancement. The receptor locations are shown in Figure 2.

Several roadways in the area around the Ambassador Bridge contribute to the background (ambient) sound levels: Riverside Drive, Huron Church Road, University Avenue, College Avenue and Wyandotte Road. As part of the plaza expansion, Huron Church Road is proposed to be closed south of Wyandotte Road.



4 Site Measurements HGC Engineering conducted site visits on May 24 and 25, 2007 to investigate the existing sound and vibration levels near the Ambassador Bridge. An additional site visit was conducted on February 23, 2011 with respect to the Plaza and the Plaza Expansion areas. Sound level measurements were conducted using a Bruel & Kjaer type 4188 microphone connected to a Hewlett Packard 3569A real time frequency analyser and a Bruel & Kjaer type 2236 integrating sound level meter. Vibration level measurements were conducted using the same analyser equipped with a Wilcoxon Research type 793V velometer.

4.1 Noise 4.1.1 Attended Monitoring The sound level measurements collected during HGC Engineering’s 2007 site visit are summarized in Table II. The measurements are in terms of the Energy Equivalent (average) Sound Level (Leq) measured over 20 minute time periods as required by MOE Guidelines for road traffic noise assessment [Reference 5]. Momentary maximum sound levels recorded during specific observed activities are provided in brackets in the comments column. As is typically the case in any urban environment near a busy roadway, the existing sound levels due to road traffic are presently above the Provincial Objective of 55 dBA at all measurement locations.



Table II: Sound Level Measurement Summary, Ambassador Bridge ID

R1

R2

R3

R4

R5

R6

R7

Description

Cartier hall

556 Indian Road

North of Sir John A. MacDonald Hall

445 Indian Road

Assumption Church

347 Indian Road

Chateau Park

Time

Leq

Comments

May 24, 13:30

69

TT on Huron Church (75 dBA)

May 24, 21:00

68

Accelerating TT (65 - 74 dBA)

May 25, 10:00

69

May 25, 14:20

68

Nov 13, 01:00

66


Nov 13, 03:35

64

Accelerating TT (71, 79 dBA)

May 24, 14:50

60

Jake brakes (61 - 68 dBA)

May 24, 23:00

59


May 25, 13:30

58

May 25, 16:30

61

Nov 13, 03:15

57

Nov 13, 05:15

60

May 24, 15:30

66


May 24, 21:20

65

City Bus on Huron Church (72 dBA)

May 25, 11:25

66

May 25, 14:50

66

Nov 13, 01:25

63

Nov 13, 03:55

64

May 24, 15:55

60

Bridge Traffic (55 - 60 dBA)

May 24, 22:20

66

Jake Brakes (68, 69 dBA)

May 25, 13:40

57

May 25, 17:00

58

Nov 13, 02:50

58

Nov 13, 05:00

55

May 24, 16:20

66

Huron Church Road dominant

May 24, 21:40

63


May 25, 12:00

64

May 25, 15:20

65

Nov 13, 01:45

61

Nov 13, 04:20

62

May 24, 16:50 May 24, 22:00 May 25, 13:05 May 25, 16:05 Nov 13, 02:30 Nov 13, 04:55

62 61 62 62 58 59

Jake Brakes (62 - 67 dBA) Truck decelerating (66 - 72 dBA)

May 24, 17:10

55

Bridge occasionally audible




Truck decelerating (70 dBA) Truck decelerating (75 dBA)

Environmental Noise and Vibration Assessment Ambassador Bridge Enhancement Project, Windsor, Ontario 2990B Riverside Drive W.

May 24, 22:40

55

Jake Brakes (55, 56 dBA)

May 25, 10:40

59

Local HVAC units

May 25, 17:25

55

Nov 13, 02:10

55

Nov 13, 04:35

56


Sound levels at the representative receptors to the south of the bridge were generally dominated by truck traffic on the Ambassador Bridge. Traffic on Huron Church Road was also a significant contributor to the sound levels at representative receptors to the east of the bridge on University of Windsor lands. Decelerating trucks, including engine brakes (commonly known as Jake brakes) were the most noticeable or significant momentary noise source at receptors to the west of the bridge. Accelerating trucks were the most noticeable or significant noise source at receptors east of the bridge. Car traffic was not typically a significant contributor, with the occasional exception of non-stock or modified vehicles and motorcycles. There were also occasional banging sounds audible at some locations due to trucks traveling over imperfections in the road surface such as expansion joints.

The sound level measurements collected during HGC Engineering’s 2011 site visit are summarized in Table III. These measurements were conducted with a Norsonic N140 Precision Sound Analyser.



Table III: Sound Level Measurement Summary, Plaza and Plaza Expansion Area, February 23, 2011 Measurement Location

Time

Leq

8:50

60

Trucks accelerating out of plaza

9:00

57

West Plaza at start of bridge

9:10

65

North side of Plaza East of Plaza entrance off Wyandotte Adjacent to Patricia Road Adjacent to Patricia Road at onsite truck screening

9:20 10:35 10:55

68 63 70

Idling Trucks in Plaza Trucks accelerating/decelerating on bridge approach Trucks on bridge approach Trucks on bridge approach Trucks on Patricia Avenue

11:05

68

Trucks on Patricia Avenue

Cartier Hall, southeast side

11:55

62

Student Residences on Patricia Road

12:15

59

Indian Road Residence

12:30

47

At Mill St. and Rosedale Ave.

12:40

49

Felix Street, at school track

12:50

49

College Ave. and Lena Ave.

13:00

54

Southwest corner of Plaza adjacent to noise wall West Plaza, north of new booths

Comments

Truck traffic on bridge, cars on Wyandotte Road traffic on Patricia Ave Trucks in plaza, traffic on Huron Church Traffic on Huron Church Traffic on Huron Church and Felix St. Road traffic on College Ave.

Sound levels at the representative receptors near the Plaza and the Plaza Expansion lands were generally dominated by truck traffic on Huron Church Road and other local roadways.

4.1.2 Unattended (Automated) Monitoring Automated sound level monitoring was conducted at two locations west of the Ambassador Bridge over approximately one week to gain an understanding of how the sound levels change with the daily traffic patterns.



The first monitor was located near the rear fence line of 556 Indian Road approximately 35 m from the road centerline, near the beginning of the Canadian portion of the bridge where its elevation is relatively low. This is one of the residential dwellings on the east side of Indian Road which will be removed to provide a green corridor area as part of a separate project being undertaken by the proponent. This data is shown in Figure 3.

An inspection of Figure 3 clearly shows the daily variation and indicates that hourly sound levels typically range from 58 to 68 dBA over the course of the week. Data collected during inclement weather (rain) or during unusual local activity (lawn mowing) has been omitted from the analysis. The daily averages were fairly consistent ranging from 63 to 66 dBA for an overall average weekly sound level of 65 dBA. Average results, while appropriate for use for assessment purposes tend not to represent individual events such as engine braking. These are evident in the same data shown, recorded over 1 minute periods in Figure 4. The individual sounds of engine brakes, as verified during the attended measurements are represented by the thin peaks in this figure. Engine braking is dealt with further in the following section.

The second monitor was located on the rooftop of a student residence (Villa Maria) located at 2856 Riverside Drive approximately 120 m from the bridge centerline. The bridge at this location is elevated approximately 44 m above grade. This data is shown in Figure 5. An inspection of Figure 5 also reflects the daily variation and indicates that hourly sound levels typically ranged from 54 to 62 dBA over the course of the week. The daily averages at this location were significantly less due to the further distance from the roadway and were also fairly consistent ranging from 57 to 60 dBA for an overall weekly sound level of 59 dBA. Figure 6 shows the same data recorded over 1 minute periods, with individual engine brake events more evident.

4.1.3 Compression Release Engine Brakes The compression release engine brake (engine brake or Jake brake) is an integral engine system which utilizes the air compression which occurs in the engine cylinders to function as a brake for



diesel engines [Reference 7]. Tractor trailers can carry heavy loads and stopping them or slowing them down results in wear on the wheel brakes, which have to be replaced frequently. The engine brake reduces wear and tear and can help slow the truck before the wheel brakes need to be applied. Its primary use is on long downhill grades where the wheel brakes would otherwise have to be frequently pumped to keep the truck from gaining speed.

The engine brake opens a special exhaust valve just as the air reaches maximum compression in the cylinder during deceleration, dumping the air (and the energy it took for the piston to compress it) in an almost instantaneous and potentially noisy release. The result is a slowing of the vehicle as mechanical energy is converted to heat and then dumped.

An investigation into the use of engine brakes was conducted during the site visits to gain a better understanding of their frequency, sound level and spectral content. The instantaneous sound levels (slow weighting) were measured during a number of specific engine brake events. Sample results are shown in the following figures.

Figure 7 shows a short duration event recorded at R2 caused by a truck decelerating on approach to the plaza. The momentary sound level reached 75 dBA and the spectrum shows significant low frequency content.



Figure 7: Typical Loud Jake Brake Passby

Sound Pressure Level (dBA)

80

75 70 65 60

55 50 0

10

20

30

40

50

60

Time (s)

A longer duration and quieter event recorded at R4 is shown in the following figure, more typical of a truck decelerating during the long descent. The momentary sound level reached 66 dBA.



Figure 8: Typical Long Jake Brake Passby

Sound Pressure Level (dBA)

80

75

70

65

60

55

50 0

10

20

30

40

50

60

Time (s)

These two figures are representative of the extremes of the range of engine braking activity. Generally engine brakes were observed to be used fairly frequently. The actual sound levels emitted by this activity were found to vary quite substantially, the quieter being almost indistinguishable from other traffic noise and the louder being clearly audible above it. Measurements indicate that louder engine brakes are 10 to 15 dBA higher than the twenty minute average sound level LEQ(20min), indicating that they significantly exceed the background sound level. The unattended sound level monitors also captured sound levels of dynamic engine brakes. These are shown as the small peaks on figures 4 and 6.

Information obtained from an engine braking system manufacturer (Jacobs Vehicle Systems, see Appendix B) indicates that new road tractors are tested to comply with a sound level limit of 85 dBA at 15 m during both acceleration and deceleration. Trucks are provided with an effective



exhaust muffler which works to quiet the engine brake noise as well as the engine exhaust noise. This would be representative of the quieter engine brakes measured at the site. Sound levels can be much louder (on the order of 100 dBA at 15 m) without an effective muffler. These levels are typical of the louder engine brakes measured on the site. It is not always possible for local authorities to enforce the use of effective mufflers, but noise from heavy trucks as a whole including acceleration and deceleration noise can be mitigated to some extent by restricting trucks to the centre lanes of the bridge where the outer lanes and roadside barriers can provide shielding. Outer lanes should be used by quieter traffic such as private automobiles, as much as possible.

The analysis completed in the following sections takes engine brake noise into account in the average results by using the measured baseline sound levels to verify the acoustical modeling. Recommendations with regard to engine brakes are also provided.

4.2 Vibration Trucks traveling over the Ambassador Bridge can cause vibration in the bridge structure, particularly if they pass over imperfections in the road surface. The structural vibrations in the span are converted to vertical forces in the columns which are mounted on the support piers. The piers are large blocks of concrete poured on footings which rest on and spread the load of the bridge to the surrounding soil. Because the piers, while large and massive, are supported on the soil which is compressible, dynamic vertical movement of the piers sends vibration propagating outwards as both a wave in the bulk medium (soil) and as a surface wave traveling away from the piers. Measurements were conducted to investigate the levels of ground borne vibration currently present near the bridge piers. Appendix A shows representative vibration measurements at different locations along the upgrading. Part A of each figure shows a time history of each vibration measurement which was conducted while trucks were passing by on the bridge structure along with the 0.14 mm/s velocity perception limit. Part B of each figure shows a comparison between the peak spectral acceleration level (dB re 1g) for selected truck pass-bys versus the ISO



acceleration perceptibility limit. Levels above the perceptibility limits can be perceptible to someone standing at that location.

Table IV below identifies all the locations where vibration measurements were conducted, the maximum velocity [mm/s] for each location, the acceleration frequency (Hz) and its associated value [dB re 1g], and the ISO perceptibility level for that specific frequency [dB re 1g].

Table IV: Vibration Level Measurement Summary Prediction Estimated Distance Location from Bridge [m]

Peak Velocity

Peak Acceleration

Peak Acceleration

ISO limit

[mm/s]

Frequency [Hz]

[dB re 1g]

[dB re 1g]

R1 R1 R1 R1

5 20 5 20

0.13 0.11 0.31 0.11

16 10 16 10

-57.8 -63.2 -49.9 -62.7

-59.8 -63.8 -59.8 -63.8

R3 R3 R3 R3 R3 R3

5 20 40 5 20 40

0.15 0.06 0.05 0.20 0.11 0.06

12.5 5 12.5 12.5 16 12.5

-58.1 -73.9 -67.2 -56.0 -59.1 -66.2

-62.0 -65.8 -62.0 -62.0 -59.8 -62.0

R5 R5 R5 R5 R5 R5 R5 R5

5 20 40 80 5 20 40 80

0.13 0.09 0.14 0.03 0.45 0.15 0.14 0.06

12.5 12.5 10 5 12.5 12.5 10 12.5

-59.3 -62.9 -61.1 -80.1 -48.9 -58.7 -61.1 -66.0

-62.0 -62.0 -63.8 -65.8 -62.0 -61.0 -63.8 -61.0

The measurements indicate that groundbourne vibration levels can be perceptible at distances up to approximately 40 metres from the bridge. The ground borne vibration was generally observed



to be caused by the pass-bys of transport trucks passing over imperfections in the road surface (expansion joints). The measurements also indicate that the current vibration levels are below the range at which cosmetic damage would be anticipated in neighbouring structures, although vibration may be perceptible in the neighbouring dwellings depending on the degree of amplification in the structure.

The groundbourne vibration from trucking activities at the Plaza was investigated by others and found to be insignificant (Reference 8). Similarly the groundborne vibration from low speed on grade trucks in the Plaza Expansion Area is not expected to be a concern.

5 Noise Modeling 5.1 Methodology and Results Sound emissions from the Ambassador Bridge were modeled over the entire extent to be upgraded in the existing and two future configurations, using the computer program CadnaA (version 4.1.137). The model is based on the methods from ISO Standard 9613-2.2, “Acoustics – Attenuation of Sound During Propagation Outdoors” (Reference 9), which accounts for reduction in sound level with distance due to geometrical spreading, air absorption, ground attenuation and acoustical shielding by intervening structure (or by topography and foliage where applicable).

The road noise sources have been included in the model using the basic road element included in Cadna, which follows the German guideline RLS-90 (Reference 10) for road traffic noise predictions. Moving trucks within the inspection plaza have been modeled as line sources and idling trucks have been modeled as point sources. Truck sound levels gathered for similar past projects on file at HGC Engineering were used for this assessment. Sound levels associated with the air conditioning equipment for the customs inspection booths, the duty free store and the



administration building have been included in the acoustic model as point sources. Sound emission data for the air conditioning equipment was based on manufacturer’s data.

A draft plan was prepared by the proponent to outline roadway alignments, elevations of receptor locations and distance between the proposed project and various receptors. Daytime (07:00 to 23:00), nighttime (23:00 to 07:00) and 24 hour traffic volumes were utilized in the acoustic modeling. 24 hour LEQ’s were determined as per the requirements of the MTO Guidelines for road widenings in Ontario.

Three scenarios were investigated in detail. These included the existing scenario (2010), the nobuild scenario (increased traffic on the existing bridge), and the proposed build scenario where all the traffic will utilize the new bridge (the existing bridge being maintained for emergency or construction situations). Consideration was also given to the possibility that cars would utilize the existing bridge with trucks on the new bridge and to a mix of car and truck traffic on both bridges. Site visits were performed on May 24th and 25th, 2007 and February 23, 2011 by HGC Engineering to gain an understanding of the local topography, identify noise sensitive receptors and measure any acoustically significant noise sources on the site. Photographs of the site are included in Appendix C.

Thirty four representative receptor locations were chosen along the Proposed Project (see Figure 2). At each receptor location, predictions were completed to assess the impact of the replacement span and expansion of the inspection plaza. Each of these locations is considered representative of one or more residences and Heritage Sites along the proposed Enhancement Project and the results can be applied to more than 100 residential and institutional (school and church) receptors and Heritage Buildings. In this manner, practically every receptor in the vicinity of the replacement span was considered. Receptor locations were chosen to be at the most impacted



façade of a noise sensitive receptor at a height of 4.5 metres above the ground for residential dwellings and at higher elevations for multi-storey receptors. In the case of multi-storey dwellings, the most-potentially impacted point on the property is an upper-storey window, because this position is most exposed to the sources at the facility and benefits the least from ground absorption and shielding by intervening obstructions.

MTO procedures dictate that the traffic volumes used in the noise assessment be representative of a date ten years following the expected completion of the undertaking. To consider a worst case, this study has used 2025 traffic projections based on traffic data provided in the Detroit River International Crossing Study Travel Demand Forecasts by IBI Group dated September 2005 (Reference 11). The 2025 traffic projections were adjusted upwards to capture some additional vehicles from the Blue Water Bridge as a result of introducing the FAST/NEXUS dedicated lanes at the Ambassador Bridge. These traffic volumes are consistent with the Environmental Assessment completed for the United States. Road traffic volume averages from the first several months of 2010 for the Ambassador Bridge were utilized to determine suitable conversion factors to calculate daytime and nighttime traffic volumes.

The future traffic data shown in tables V and VI were used to predict the sound levels of road traffic with and without the road widening. The traffic noise was assessed on a 24-hour basis (LEQ ) according to MTO guidelines. Commercial vehicle percentages were determined from the

24hour

traffic volumes provided in the DRIC report. The current speed limit between the two towers is 60 km/h while the speed limit on the approaches is 50 km/h. The speed limits are assumed to remain unchanged after the upgrading.

In addition to the traffic on the Ambassador Bridge, traffic on the major surrounding roadways (University Avenue West, Riverside Drive West, Wyandotte Street West, College Avenue and Huron Church Road), have also been included in the analysis. Traffic data in the form of hourly count information were acquired from the City of Windsor and are appended to this report in



Appendix D. Based on discussions with City of Windsor staff the traffic volumes on the surrounding roadways have remained fairly consistent over the last several years and therefore the road traffic data for the surrounding roadways was not grown. Commercial percentages were based on turning movement counts or where unavailable were assumed to be 5%. The traffic data used for sound level predictions are summarized in tables V and VI. Table V: Existing Daily Traffic Volumes (2010) Roadway Ambassador Bridge NB Ambassador Bridge SB College Ave West of Huron Church College Ave. East of Huron Church Huron Church Southbound at College Huron Church Northbound at College Huron Church South of Wyandotte Huron Church South of University Huron Church South of Riverside Riverside East of Huron Church Riverside West of Huron Church University East of Huron Church University West of Huron Church Wyandote East of Huron Church Wyandote West of Huron Church

Cars

Commercial Trucks

Total

6774 6351 5387 7230 15799 12770 8849 8908 3711 11221 8912 7811 4680 11651 5579

4141 4081 261 609 5814 3988 417 362 151 591 469 411.1 246 473 275

10915 10432 5670 7610 21613 16758 9266 9270 3862 11812 9381 8222 4926 12124 5854



Table VI: Future Daily Traffic Volumes (2025) Roadway Ambassador Bridge NB Ambassador Bridge SB College Ave West of Huron Church College Ave. East of Huron Church Huron Church Southbound at College Huron Church Northbound at College Huron Church South of Wyandotte Huron Church South of University Huron Church South of Riverside Riverside East of Huron Church Riverside West of Huron Church University East of Huron Church University West of Huron Church Wyandote East of Huron Church Wyandote West of Huron Church

Cars

Commercial Trucks

Total

11660 10932 5387 7230 15799 12770 8849 8908 3711 11221 8912 7811 4680 11651 5579

10129 9983 261 609 5814 3988 417 362 151 591 469 411.1 246 473 275

21789 20915 5670 7610 21613 16758 9266 9270 3862 11812 9381 8222 4926 12124 5854

The average daily (24 hour) noise levels (Leq 24hour) were calculated at the receptor locations based on this information. The results are summarized in Table VII.



Table VII: Predicted Traffic Sound Levels [LEQ 24 hour, dBA]

ID

Receptor Description

Existing (2010)

R1 R2 R3 R4 R5 R6 R7 R8 R9 R10 R11 R12 R13 R14 R15 R16 R17 R18 R19 R20 R21 R22 R23 R24 R25 R26 R27 R28 R29

Cartier Hall (Student Res) Indian Road, south Assumption University (HS 3) Indian Road, Middle Assumption Church (HS 1) Indian Road, North Harbour View Condo Nursing Home South Rosedale Middle Rosedale North Rosedale School West Middle Rosedale West North Rosedale Riverside Apartment Vista Place Peter St and Indian Rd Service Station (HS 59) Captain Pierre Marentette House (HS 6) Leroy Rodd House (HS 40) Masson-Deck House (HS 33) Assumption Park (HS 38) Dillon Hall (HS 2) Indian Road South of Wyandotte Indian Road South Indian Road East side of Rosedale Mill and Rosedale Felix Street, North

71 66 67 67 64 65 60 61 63 63 63 59 62 63 61 64 65 65 62 60 58 65 60 63 59 57 56 53 54

*HS – Heritage Site

No Build (2025)

Build (2025)

Difference between Build and Existing

Difference Between Build and No-Build

75 70 71 71 68 68 64 65 66 67 67 62 65 67 65 68 68 68 63 63 61 68 63 67 62 60 59 54 57

72 71 68 66 63 62 63 62 67 67 63 62 66 67 65 65 64 65 63 63 61 63 61 68 63 63 61 57 58

1 5 1 -1 -1 -3 3 1 4 4 0 3 4 4 4 1 -1 0 1 3 3 -2 1 5 4 6 5 4 4

-3 1 -3 -5 -5 -6 -1 -3 1 0 -4 0 1 0 0 -3 -4 -3 0 0 0 -5 -2 1 1 3 2 3 1



Table VII: Predicted Traffic Sound Levels [LEQ 24 hour, dBA] – Cont’d

ID


R30 R31 R32 R33 R34

Felix Street, South Daycare on College Sunset Ave House Student Res South, Sunset Student Res North, Sunset

Existing (2010)

No Build (2025)

Build (2025)

Difference between Build and Existing

Difference Between Build and No-Build

56 63 61 67 66

58 63 62 67 67

58 63 62 67 67

2 0 1 0 1

0 0 0 0 0

In addition, as requested by Health Canada, nighttime (23:00 to 07:00) sound levels were assessed based on the hourly traffic volume data. Since the truck traffic is relatively continuous over the course of the day, the difference between the twenty four hour sound levels given in the above table and the nighttime sound levels is small, on the order of two to three decibels less.

5.2 Discussion and Analysis 5.2.1 Noise Sound levels measured during HGC Engineering’s site visit at various locations along the portion of the existing bridge on Canadian lands correlate well with the predicted existing sound levels, including engine brakes.

The sound level predictions indicate that daily sound levels presently exceed the Provincial objective of 55 dBA at most receptor locations near the Ambassador Bridge due to existing road traffic, as is the case of any typical urban area located near a busy roadway.

The design of the proposed Enhancement Project incorporates several noise mitigation features. Firstly, there will be a 1.7 metre wide safety lane located on both sides of the bridge, and secondly



there will be a 1.5 metre high Jersey (concrete) barrier located along the outside edge of the safety lanes. The effect of these features is to provide significant noise mitigation through road edge and barrier shielding where the bridge is located at a high elevation.

The noise impact of the proposed Enhancement Project for the majority of the residences is predicted to be within the MTO criteria, that is, sound levels will either decrease due to the beneficial features of the replacement span and increased distance for the receptors to the east, or increase by less than 5 dBA from the future no build to the future build scenario. Sound levels for a number of receptors are predicted to be above 65 dBA and the investigation of mitigation measures is warranted. At a number of residences located along Indian Road and Rosedale Avenue (west of the bridge), sound levels are predicted to increase by a minor amount (between 1 and 3 decibels). At all other receptors sound levels will increase by less than 1 decibel, an insignificant amount. Generally increases in sound level of less than three decibels are not perceptible to most individuals.

Mitigation was considered for all noise sensitive receptors at which sound levels may increase by more than 1 decibel. Mitigation measures are investigated in Section 5.3 below.

Additional modeling indicates that there is no practical difference between the impact of noise from the two future build scenarios, that is, all traffic on the new structure or trucks only on the new structure and cars on the old. That is because the majority of the noise emissions from the bridge, to a large degree (more than 10 decibels) are due to truck traffic.

If both structures carried a mix of car and truck traffic, the future build sound levels would decrease by a lesser amount at locations to the east. Similarly the future build sound levels would increase by a lesser amount at residences to the west.



The mitigation recommendations provided in Section 7 below are based on the worst case scenario of all the trucks traveling on the new structure and the most potentially impacted points of reception during daytime and nighttime hours.

5.2.2 Cumulative Effects The Federal EA review team has also asked that the following cumulative effects scenarios be considered: 1. Second span (6 Lanes) and DRIC operational. 2. Second span (6 Lanes) with the Ambassador Bridge (4 Lanes) without the DRIC project. 3. Second span (6 lanes) with the Ambassador Bridge (4 Lanes) and DRIC all operational

Scenario 2 was investigated extensively in Section 5.2.1 above as it represents the worst case operational scenario as it would cause the greatest change in sound levels (build vs. no build) at the majority of the receptors. Essentially all of the traffic was considered to be travelling on the second span as that is the expected operational mode.

Concerning cumulate effects (Scenarios 1 and 3), calculations indicate that since the DRIC project would be located more than 1.5 km to the south, the sound levels it would produce at receptors in the Proposed Project study area are expected to be insignificant with respect to current levels of road traffic noise. That is, there would be no significant overlap, and no significant cumulative effect.



5.2.3 Vibration The measured vibration levels at several receptor locations indicate that groundborne vibration caused by the passage of heavy trucks over imperfections in the road surface such as expansion joints is perceptible in the vicinity of the bridge piers and may be perceptible in nearby residential buildings on occasion. These results correlate relatively well with neighbourhood comments. To minimize the future possibility of increased vibration levels the road upgrading should ensure a smooth road surface with few imperfections.

The conditions and makeup of the soil and the spread footing design are contributing factors to the propagation of ground borne vibration. The new span will be constructed on piles driven to bedrock. This can be a better design from a vibration standpoint because the bridge piers will not be floating but will instead be supported directly on bedrock. Recommendations are provided in a following section.

The groundbourne vibration from trucking activities at the Plaza was investigated by others and found to be insignificant. (Reference 1). Similarly the groundborne vibration from low speed on grade trucks in the Plaza Expansion Area is not expected to be a concern.

5.3 Noise Barriers Noise barriers were investigated for the bridge and inspection plaza to provide mitigation such that there would be no significant increase in sound level between the build and no build scenario at any receptor. Additionally, where sound levels are predicted to exceed 65 dBA mitigation measures were also investigated.

The following noise barriers were found to provide sufficient mitigation such that there would be no significant increase in sound level between the build and no build scenarios at any receptor. The approximate extents for the noise barriers are shown on Figure 9.

Environmental Noise and Vibration Assessment Ambassador Bridge Enhancement Project, Windsor, Ontario -


A noise barrier ~ 3.0 meters (~ 10 feet) in height located along the west edge of the bridge extending northwards from the existing noise barrier (constructed to the west of the Windsor Plaza during the 2007 plaza expansion) to a distance of approximately 120 metres north of Peter Street. The barrier could taper down to the 1.5 metres (~ 5 feet) high barrier at this point. The barrier would need to maintain a height of ~3.0 metres (~ 10 feet) above the top of the road surface at the bridge approach.

-

A noise barrier ~5.5 metres (~ 18 feet) in height located along the western extent of the Windsor Plaza which could connect into the remaining portion of the existing noise barrier which was constructed to the west of the Windsor Plaza during the 2007 plaza expansion.

A comparison of the sound levels at the representative receptors with and without construction of the noise barrier is provided in the following table.

Table VIII: Predicted 2025 Sound Levels with Noise Barriers

ID R1 R2 R3 R4 R5 R6 R7 R8 R9 R10 R11 R12

Receptor Description Cartier Hall (Student Res) Indian Road, south Assumption University (HS 3) Indian Road, Middle Assumption Church (HS 1) Indian Road, North Harbour View Condo Nursing Home South Rosedale Middle Rosedale North Rosedale School

No Build (2025) 75 70 71 71 68 68 64 65 66 67 67 62

Build (2025)

Build (2025) with walls

Difference Between Build with walls and No-Build

72 71 68 66 63 62 63 62 67 67 63 62

72 64 68 62 63 61 63 62 63 62 62 60

-3 -6 -3 -9 -5 -7 -1 -3 -3 -5 -5 -2



Table VIII: Predicted 2025 Sound Levels with Noise Barriers – Cont’d

ID


R13 West Middle Rosedale R14 West North Rosedale R15 Riverside Apartment R16 Vista Place R17 Peter St and Indian Rd R18 Service Station (HS 59) R19 Captain Pierre Marentette House (HS 6) R20 Leroy Rodd House (HS 40) R21 Masson-Deck House (HS 33) R22 Assumption Park (HS 38) R23 Dillon Hall (HS 2) R24 Indian Road South of Wyandotte R25 Indian Road R26 South Indian Road R27 East side of Rosedale R28 Mill and Rosedale R29 Felix Street, North R30 Felix Street, South R31 Daycare on College R32 Sunset Ave House R33 Student Res South, Sunset R34 Student Res North, Sunset *HS – Heritage Site

No Build Build (2025) (2025) 65 67 65 68 68 68 63 63 61 68 63 67 62 60 59 54 57 58 63 62 67 67

66 67 65 65 64 65 63 63 61 63 61 68 63 63 61 57 58 58 63 62 67 67

Build (2025) with walls

Difference Between Build with walls and No-Build

62 65 64 65 61 64 63 61 60 63 61 63 61 60 59 54 56 56 63 62 67 67

-3 -2 -1 -3 -7 -4 0 -2 -1 -5 -2 -4 -1 0 0 0 -1 -2 0 0 0 0

These results indicate that sound levels above 65 dBA would remain at receptors R1, R3, R33 and R34. Noise mitigation measures for R1 are not feasible due to the significant height of the residence building. R3 represents Assumption University which has been considered in this assessment due to its heritage status. It is not a residential building, there are no associated outdoor living areas, the existing sound levels are already above 65 dBA and the increase is



minor, so additional mitigation measures beyond those inherit in the bridge design were not investigated further. Receptors R33 and R34 represent student residences on the east side of Patricia Avenue, east of the Windsor Plaza. The results indicate that road traffic on Patricia Avenue dominates the sound levels at these residences.

6 Construction Noise and Vibration It is anticipated that construction is to extend over a period of approximately 2 years. The aspects of construction which are expected to produce significant sound levels in the surrounding neighbourhoods are primarily related to construction of the support piers which will involve excavation, pile driving, concrete pouring and steel erection. At any particular residence therefore, the highest sound levels will occur when the nearest piers are being built. Pier construction, with its related pile driving is expected to occur within a three month period to limit adverse effects as much as possible.

Typical equipment to be used in these activities are auger drilling machine, backhoes, forklifts, dump trucks, flatbed trucks, pile drivers, concrete trucks, cranes, bobcats, concrete pumps, barges, concrete vibrators, grinders, jackhammers, pickup trucks and hand tools and equipment.

Of this equipment, pile driving has the potential to produce the highest levels of impulse noise and groundbourne vibration. Past experience from other similar projects indicates that during pile driving activities, sound levels can exceed 80 dBAI at distances of up to approximately 100 m. At that distance, groundborne vibration levels can be perceptible, but are not generally sufficient to cause cosmetic or structural damage to buildings. Sound and vibration monitoring will be undertaken when pile driving is taking place within 100 m of a sensitive receptor, including heritage buildings. If excesses are found, reduced pile driving force and the construction of temporary noise barriers will be implemented.



Construction activities are regulated in two ways in the Province of Ontario. Firstly, time restrictions are contained in Municipal noise Bylaws. Secondly, the MOE provides sound level limits for construction equipment in their Noise Pollution Control Guideline NPC 115 “Construction Equipment” (Reference 12). It is incumbent on the contractors to comply with these guidelines and ordinances.

7 Proposed Mitigation The following mitigation measures will be undertaken:

1. A noise barrier approximately 3.0 meters in height will be constructed on the Jersey Barrier at the west edge of the roadway. It shall extend northwards from the existing noise barrier which was constructed to the west of the Windsor Plaza during the 2007 plaza expansion project to approximately 120 metres (~ 400 feet) north of Peter Street. The noise barrier will be constructed from materials and methods contained in CAN/CSA Z107.9 (Reference 13). 2. The height of the northerly portion of the existing noise barrier to the west of the Windsor Plaza will be increased to ~3 m (~ 10 feet) above the road surface. 3. A noise barrier approximately 5.5 meters (~ 18 feet) in height will be constructed along the north and west perimeter of the proposed plaza expansion area. This barrier should connect to the remaining portion of the existing noise barrier which was constructed to the west of the Windsor plaza during the 2007 plaza expansion project. The barrier will be constructed from materials and methods contained in CAN/CSA Z107.9 (Reference 13). 4. A detailed noise study will be undertaken before site plan approval to specify the required height and extent of the noise barriers to ensure compliance with the applicable sound level limits.



5. A dynamic vibration study of the bridge support structure will be undertaken when sufficient detail is available to ensure that the piers and associated support structure will not radiate significant levels of groundbourne vibration into the surrounding environment. 6. Sound and vibration levels will be monitored during pile driving within 100 m of sensitive receptors. If excesses are noted, reduced driving force and/or temporary noise barriers will be investigated. 7. Time restrictions set out in the City of Windsor’s Noise Bylaw 6716 will be complied with. 8. The contractor will be required to ensure that factory recommended mufflers are maintained on all construction equipment. 9. Sound emissions from all construction equipment will comply with MOE Guideline NPC115 “Sound Levels from Construction Equipment”. 10. Haul routes will be designed to avoid residential neighbourhoods.



References 1. Federal EA Review Team, Revised Federal Environmental Assessment Guidelines Under the Canadian Environmental Assessment Act for the Ambassador Bridge Enhancement Project (2006), last revised August 2007. 2. Ministry of Transportation, Noise Environmental Standards and Practices User Guide, October 2006. 3. International Standards Organization, ISO 2631-2 Mechanical Vibration and Shock – Evaluation of Human Exposure to Whole Body Vibration, April 2003. 4. German Standard Organization, Vibrations in Building Construction DIN 415, 1970. 5. Swiss Association of Standardization, Effects of Vibration on Construction: SN640 312, 1978. 6. Ontario Ministry of the Environment Publication NPC-103, Procedures, August, 1978. 7. Jacob Vehicle Systems, Vehicle Noise Levels and Compression Release Engine Braking, 2000. 8. RWDI, West Plaza Expansion Vibration Study for Ambassador Bridge, RWDI Reference #W06-5072, January 12, 2006 . 9. International Organization for Standardization, Acoustics – Attenuation of Sound during Propagation Outdoors – Part 2: General Method of Calculation, ISO-9613-2, Switzerland, 1996. 10. Federal Ministry of Transportation, RLS-90 Road Traffic Noise Pollution Guidelines, 1990. 11. IBI Group, Detroit River International Crossing Study Travel Demand Forecasts, September 2005. 12. Ontario Ministry of the Environment, Noise Pollution Control Guideline NPC 115, Construction Equipment. 13. CSA International, Z107.9.00 Standard for Certification of Noise Barriers, February 2000.

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Figure 1: Key Location Plan Ambassador Bridge Enhancement Project Windsor, Ontario

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Figure 3: Automated Sound Level Monitoring 556 Indian Road, Windsor Canadian Transit Company, Ambassador Bridge Enhancement Project

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Figure 4: Automated Sound Level Monitoring 556 Indian Road, Windsor Canadian Transit Company, Ambassador Bridge Enhancement Project

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Figure 5: Automated Sound Level Monitoring 2856 Riverside Drive, Windsor Canadian Transit Company, Ambassador Bridge Enhancement Project

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Figure 6: Automated Sound Level Monitoring 2856 Riverside Drive, Windsor Canadian Transit Company, Ambassador Bridge Enhancement Project

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Figure 9: Proposed Noise Barrier Locations Ambassador Bridge Enhancement Project

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Appendix A Onsite Vibration Level Measurements

Figure A1a: Receptor R3, 5m from Bridge, M ay 25, 2007 @ 11:35 Measured Vibratory Velocity Level

Overall Velocity Level [dB re 1 mm/s]

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ISO Perceptibility Threshold -20 -30 -40 -50 -60 0

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Time [s]

Figure A1b: Receptor R3, 5m from Bridge Pier Acceleration Spectrum @ Peak Level Max Vibration Level ISO Perceptibility Threshold

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Figure A2a: Receptor R3, 20m from Bridge Pier, May 25, 2007 @ 11:40 Measured Vibratory Velocity Level


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Figure A3a: Receptor R5, 40m from Bridge Pier, May 25, 2007 @ 12:10 M easured Vibratory Velocity Level


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Figure A4a: Receptor R5, 20m from Bridge Pier, May 25, 2007 @ 15:35 Measured Vibratory Velocity Level


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Appendix B Jacob Engineering Systems Compression Release Engine Brakes

™

Vehicle Noise Levels and Compression Release Engine Braking INTRODUCTION This document is intended to provide the reader with information about commercial vehicle noise and its relationship with compression release engine brakes. This relationship is a subject of community concern and often results in the posting of “No Engine Brake” signs along roads and highways. Data is presented illustrating the relationship between vehicle noise and the condition of the vehicle’s exhaust system. This data identifies improperly muffled vehicles as the principal cause of the vehicle noise that concerns communities. This document examines existing regulations that govern vehicle noise levels and presents suggestions for effectively addressing noise concerns at the community level. References are provided for further reading on the subjects of engine braking and vehicle noise.

COMPRESSION RELEASE ENGINE BRAKES Compression release engine brakes (referred to hereafter as engine brakes) are the most popular type of supplemental vehicle retarder used in North America. Their function is to turn a power producing diesel engine into a power absorbing air compressor. It does this by quickly opening the exhaust valve near top dead center of the compression stroke. This causes a sudden release of compressed air from an engine cylinder into the exhaust system. This is what causes the characteristic staccato sound of an engine brake in operation. The engine brake is activated only when the driver’s foot is off of the accelerator pedal and no fuel is being injected into the cylinder. It is well known that the stopping power available from a vehicle’s service (or wheel) brakes decreases significantly as the brake lining temperature increases. One of the uses of engine brakes on commercial vehicles is to help control vehicle speed on long downgrades. Minimizing the use of the vehicle’s service brakes virtually eliminates the likelihood of overheating the brakes and thus helps to avoid dangerous brake fade. Reduced usage of the service brakes on engine brake equipped vehicles also leads to lower maintenance costs through reduced brake lining wear. Vehicles equipped with engine brakes are more efficient and productive to operate. Enhanced driver control and a reduced risk of brake fade also means safer interaction between all of the vehicles operating on public roadways. The overall result of engine brake usage is of significant value to the trucking industry and to the general public as well. The need for equipping commercial vehicles with engine brakes is greater today than ever before. Vehicle weight and speed limits have been increasing. At the same time the vehicle’s natural retarding power has decreased due to reductions in aerodynamic drag and rolling resistance. These improvements are beneficial in terms of vehicle fuel consumption and operating cost. However, they require that more work be done by the service brakes to maintain speeds on long down grades or slow the vehicle. The increased load being placed on vehicle service brakes led to the issuance of an industry practice recommending the use of supplemental retarders [7]. In addition to supplementing the vehicle’s service brakes, engine brakes are also being integrated into other vehicle functions such as cruise control, automatically shifted manual transmissions, and the newly introduced collision avoidance systems. These factors are why the majority of heavy-duty vehicles produced in North America today are equipped with engine brakes when delivered from the vehicle manufacturer.

VEHICLE NOISE LEVELS AND COMPRESSION RELEASE ENGINE BRAKING

JACOBS VEHICLE SYSTEMS

1

ABOUT NOISE Residents near steep downgrades, highway exits and curves in some communities in North America have expressed concerns about commercial vehicle noise. These concerns frequently identify engine brakes, due to their characteristic sound, as the cause of the objectionable noise. Signs prohibiting engine brake usage have been posted in some communities. The trucking industry is sensitive to these concerns and has studied the issue with regard to both new and in use trucks. Truck, engine and equipment manufacturer studies have consistently found that improperly muffled vehicles are the root cause of this noise issue. Vehicle operating sound levels have been shown repeatedly to be much higher for vehicles with improper, defective or deteriorated mufflers. The problem is most pronounced on vehicles equipped with “straight stack” exhaust systems (i.e., no muffler). Studies have found that the sound level from “straight stacks” is 16 to 22 dB(A) higher than from original equipment mufflers [1]. Studies have also shown that the operation of an engine brake produces sound levels that are similar to those produced during acceleration on properly muffled vehicles [2]. Figure 1 shows total vehicle sound level data for a typical heavy-duty diesel powered vehicle. Sound levels are measured in ‘A’ weighted decibels or dB(A). This is a logarithmic scale weighted to the sensitivity of human hearing. Each doubling of a sound source will increase the sound level by 3 dB(A). An 18 dB(A) increase corresponds to a 64 fold increase in the sound source. Additional information on other vehicle/engine combinations is presented in Society of Automotive Engineers (SAE) papers [1] and [2].

Figure1. Typical HeavyDuty Vehicle Results

Improper, defective or deteriorated mufflers will increase vehicle sound levels over those of properly maintained exhaust systems. The magnitude of the increase though is not as large as that for “straight stacks”. A question that can be asked is how prevalent are improperly muffled exhaust systems on commercial vehicles? One survey observed a moderate traffic volume consisting of about 300 trucks per hour traveling on a stretch of Indiana highway. It found 5.3 percent of the trucks did not have a functioning muffler; in fact, 2.4 percent of the vehicles inspected were operating with “straight stacks” installed [1]. From this data one can conclude that residents living near that stretch of highway were on average exposed to 16 vehicles per hour with improperly muffled exhaust systems. These vehicles would be operating beyond acceptable noise levels during acceleration as well as retarding. Overall, this information supports the position that the root cause of objectionable vehicle noise is improperly muffled vehicles.

2



ABOUT THE LAW All new vehicles must comply with EPA noise regulations. The maximum permitted noise level was set to 83 dB(A) in 1979 and later reduced to 80 dB(A) in 1988. The overall design and manufacture of heavy-duty trucks, including their exhaust systems, results in all new vehicles meeting the applicable regulations when they leave their manufacturer’s factory. The EPA regulations prohibit “The removal or rendering inoperative by any person, other than for purposes of maintenance, repair, or replacement, of any device or element of design incorporated into any new vehicle for the purpose of noise control prior to its sale or delivery to the ultimate purchaser or while it is in use”. The EPA regulations also prohibit the use of a vehicle that has had the noise control system rendered inoperative. This is stated clearly on a label required on all vehicles sold in the U.S. and is fully explained in the operator’s manual for every new truck [3]. The improperly muffled vehicles, especially those with straight stacks, are not operating in compliance with current federal regulations. Most states have adopted motor vehicle regulations that address the configuration and condition of vehicles operated on their roads and highways. These regulations typically require that a vehicle be equipped with a proper exhaust system and a muffler. “Straight stacks” are not in compliance with either the federal or the state regulations. WHAT CAN BE DONE The current federal and state regulations addressing exhaust system configuration and maintenance are not always aggressively enforced. This has led communities to adopt ordinances of their own and post signs prohibiting engine brake usage. Prohibiting engine brake use attempts to solve the problem without addressing the real cause. Any action taken should address the small percentage of vehicles with improperly muffled exhaust systems that are at the root of the problem. The most direct solution is to visually inspect vehicles for the presence of a muffler. This type of inspection is relatively simple to implement once some basic definitions of what constitutes a muffler are established. The inspection could be done as part of current roadside inspections with minimal additional training and effort. This action would address the root cause of the community problem and would eliminate the most severe noise offenders. This type of inspection would be the simplest way to start addressing the noise problem. The drawback to a simple inspection is that it may not catch all offenders. Improper, defective or deteriorated mufflers that appear intact from the outside may be missed. Detecting these cases requires a roadside noise test. The EPA sets forth procedures in its regulations based on the SAE J366 Recommended Practice [4]. The International Standards Organization (ISO) also has procedures for driveby testing, described in ISO 362 [5]. A stationary test could be used to detect vehicles that are noise offenders [6]. However, active noise tests for inspection purposes are complicated by various vehicle and muffler configurations, and require calibrated noisetesting equipment and trained operators. Therefore visual inspection for the presence of mufflers is the simplest and most immediate way to address commercial vehicle noise. If a community determines that a sign is still required, wording similar to the following examples is suggested. Signs under Oregon State Vehicle Code Section 811.492 read: Unmuffled Engine Brake Use Prohibited Except In Emergencies. Signs under Minnesota Traffic Regulations Section 169.69 read: Vehicle Noise Laws Enforced. Both address the root cause of the problem, do not adversely effect properly maintained vehicles and acknowledge the positive impact of engine brakes on operating safety.



3

CONCLUSIONS Enforcement of current muffler regulations is the most direct way to address the noise issue. It will have benefits to the trucking industry as well as to the public. Installing the mufflers required by federal and most state motor vehicle regulations on vehicles that are operated without a muffler will reduce noise levels by 16 to 22 dB(A). This does not necessitate anything more than proper maintenance using original equipment mufflers or replacement systems that are equivalent to those provided by the vehicle manufacturer. Signs prohibiting engine brake usage should be eliminated. This is especially true since most heavy-duty vehicles are properly muffled and do not cause offensive noise when operating their engine brakes. The benefits to the public are two-fold. First, proper mufflers effectively control objectionable noise during all modes of vehicle operation, not just retarding. This means that objectionable noise is controlled in congested city streets, stop and go traffic, climbing hills, as well as in retarding situations. The second public benefit comes indirectly in the goods we all use that are moved by truck. The improved effectiveness of trucks in terms of operating economy, reduced trip times and improved operating safety will be reflected in the cost of the goods they transport. Truckers will be free to utilize their engine brakes and realize the economic and operating benefits they were purchased to provide. The result will be more efficient transportation, safer vehicles and safer highways. The benefits to properly muffling trucks and allowing engine brake usage to the trucking industry are also compelling. Drivers will benefit by being exposed to less on-the-job noise. Vehicle operating safety and productivity will be improved. Controlling the noise level of vehicles by installing proper mufflers will also serve to improve the overall image of the trucking industry. REFERENCES:

1.

Reinhart, Thomas E., “U.S. Vehicle Noise Regulations and the Effects of Vehicle Condition”, SAE Paper 912709, Society of Automotive Engineers, Inc., 1991.

2.

Reinhart, Thomas E. and Wahl, Thomas J., “Reducing Compression Brake Noise”, SAE Paper 971870, Society of Automotive Engineers, Inc., 1997.

3.

Environmental Protection Agency, “Noise Emission Standards for Transportation Equipment”, Title 40, Code of Federal Regulations, Chapter 1, Part 205, Subpart B - Medium and Heavy Trucks.

4.

Society of Automotive Engineers Recommended Practice J366, Sound Level for Heavy Trucks and Buses.

5.

ISO 362 – Acoustics – Measurement of Noise Emitted by Accelerating Road Vehicles – Engineering Method.

6.

Wahl, Thomas J. and Reinhart, Thomas E., “Developing a Test Procedure for Compression Brake Noise”, SAE Paper 972038, Society of Automotive Engineers, Inc., 1997. “ RP 636 - Specifying Auxiliary Retarders ”, 1998-1999 Recommended Engineering Practices Manual, The Maintenance Council - American Trucking Associations, Inc., 1998.

7.

Jacobs Vehicle Systems 22 East Dudley Town Road Bloomfield, CT 06002 P/N 028307 Rev B

™

©2000 Jacobs Vehicle Systems, Inc.

Printed in U.S.A.

Visit us on the Internet: www.jakebrake.com

Rev. 1/00

Appendix C – Site Photos

Appendix D Traffic Data

Ontario Traffic Inc Specified Period From: 7:00:00 10:00:00 To:

Morning Peak Diagram Municipality: Site #: Intersection: TFR File #: Count date:

Weather conditions:

City of Windsor 0817300029

Person(s) who counted:

Huron Church Rd & College Ave 9 5-Jun-08

** Signalized Intersection ** North Leg Total: 1811

Heavys 0

North Entering: 580

Trucks 1

North Peds:

One Hour Peak From: 8:00:00 9:00:00 To:

16

Peds Cross:

Major Road: Huron Church Rd runs N/S 1

0

1

Heavys 0

East Leg Total: 391

200

1

202

Trucks 329

Cars 15

352

10

377

Cars 902

Totals 16

553

11

Totals 1231

East Entering:

163

East Peds:

1

Peds Cross:

Huron Church Rd Heavys Trucks Cars

Totals

Cars

Trucks Heavys Totals

0

183

21

5

0

26

85

5

0

90

42

5

0

47

148

15

0

17

166

N College Ave W Heavys Trucks Cars

Totals

0

3

66

69

0

6

108

114

0

4

53

57

0

13

227

Peds Cross: West Peds:

4

West Entering:

240

West Leg Total: 423

E College Ave S

Huron Church Rd

Cars


211

17

0

228

Cars 447

Cars 66

815

93

974

Peds Cross:

Trucks 209

Trucks 11

321

10

342

South Peds:

0

0

0

South Entering: 1316

1136

103

Heavys 1 Totals 657

Heavys 0 Totals 77

Comments

4

South Leg Total: 1973


Mid-day Peak Diagram Municipality: Site #: Intersection: TFR File #: Count date:

Weather conditions:





Heavys 0

North Entering: 834

Trucks 3

North Peds:


20

Peds Cross:


0

0

Heavys 2

East Leg Total: 393

325

3

331

Trucks 323

Cars 13

470

20

503

Cars 517

Totals 16

795

23

Totals 842

East Entering:

188

East Peds:

2

Peds Cross:


Totals

Cars


0

172

26

5

0

31

92

5

0

97

55

5

0

60

173

15

0

8

164


Totals

0

2

39

41

0

1

113

114

0

1

28

29

0

4

180

Peds Cross:

College Ave S

Huron Church Rd Cars 553

West Peds:

5

West Entering:

184

West Leg Total: 356

E

Trucks 331 Heavys 0 Totals 884

Cars 59 Trucks 0 Heavys 0 Totals 59

Comments

Cars


190

15

0

205

452

57

568

Peds Cross:

316

11

327

South Peds:

2

0

2

South Entering: 897

770

68

8



Afternoon Peak Diagram Municipality: Site #: Intersection: TFR File #: Count date:

Weather conditions:





Heavys 0

North Entering: 1464

Trucks 0

North Peds:


34

Peds Cross:


0

1

Heavys 1

304

8

312

Cars 37

1065

49

1151

Totals 37

1370

57

East Leg Total: 431

Trucks 327 Cars 501 Totals 829

East Entering:

219

East Peds:

5

Peds Cross:


Totals

Cars


0

202

11

2

0

13

107

3

0

110

91

5

0

96

209

10

0

7

195


Totals

0

0

49

49

0

3

88

91

0

0

30

30

0

3

167

Peds Cross:

College Ave S


West Peds:

2

West Entering:

170

West Leg Total: 372

E



Comments

Cars


194

18

0

212

441

57

549

Peds Cross:

325

7

336

South Peds:

1

0

1

South Entering: 886

767

64

8


Ontario Traffic Inc Total Count Diagram Municipality: Site #: Intersection: TFR File #: Count date:

Weather conditions:





Heavys 0

North Entering: 8012 North Peds:

Trucks 16

157

Peds Cross:


0

10

Heavys 4

East Leg Total: 3250

2653

32

2701

Trucks 2694

Cars 168

4936

197

5301

Cars 5434

Totals 184

7599

229

Totals 8132

East Entering:

1576

East Peds:

24

Peds Cross:


Totals

Cars


0

1487

137

29

0

166

739

31

0

770

569

71

0

640

1445

131

0

79

1408


Totals

0

19

424

443

1

30

840

871

0

13

296

309

1

62

1560

Peds Cross:

College Ave S


West Peds:

64

West Entering:

1623

West Leg Total: 3110

E



Comments

Cars


1545

128

1

1674

4873

508

5882

Peds Cross:

2646

66

2744

South Peds:

4

0

4

South Entering: 8630

7523

574

81


Ontario Traffic Inc Traffic Count Summary Intersection:

Huron Church Rd & College Ave

Count Date:

5-Jun-08

Municipality:

North Approach Totals Hour Ending

7:00:00 8:00:00 9:00:00 10:00:00 11:00:00 12:00:00 13:00:00 14:00:00 15:00:00 16:00:00 17:00:00 18:00:00

Totals: Hour Ending

South Approach Totals

Includes Cars, Trucks, & Heavys Grand Left Thru Right Total

0 13 11 17 0 19 22 28 0 40 22 57

5 496 553 605 12 739 777 685 6 1074 1249 1370

0 26 16 12 0 20 16 17 0 19 21 37

North/South Total Approaches

Total Peds

5 535 580 634 12 778 815 730 6 1133 1292 1464

0 8 16 6 0 11 17 11 1 37 16 34

24 1691 1896 1643 25 1631 1696 1569 10 1960 2108 2350

229 7571 184 7984 East Approach Totals

157

16603


7:00:00 8:00:00 9:00:00 10:00:00 11:00:00 12:00:00 13:00:00 14:00:00 15:00:00 16:00:00 17:00:00 18:00:00

0 39 47 34 4 60 66 65 0 118 111 96

0 58 90 42 1 81 92 84 0 100 112 110

Totals:

640

770

Hours Ending: Crossing Values:

8:00 190

0 24 26 10 0 23 29 11 0 11 19 13

City of Windsor

0 121 163 86 5 164 187 160 0 229 242 219

East/West Total Approaches

Total Peds

0 1 1 6 0 4 2 2 0 0 3 5

0 288 403 261 5 323 379 302 0 437 412 389

Hour Ending

7:00:00 8:00:00 9:00:00 10:00:00 11:00:00 12:00:00 13:00:00 14:00:00 15:00:00 16:00:00 17:00:00 18:00:00

Hour Ending

7:00:00 8:00:00 9:00:00 10:00:00 11:00:00 12:00:00 13:00:00 14:00:00 15:00:00 16:00:00 17:00:00 18:00:00


0 49 77 60 4 56 59 62 0 50 60 55

18 1067 1136 870 9 737 759 724 4 714 708 767

1 40 103 79 0 60 63 53 0 63 48 64

Total Peds

19 1156 1316 1009 13 853 881 839 4 827 816 886

0 8 4 2 4 10 10 4 0 20 11 8

532 7513 574 8619 West Approach Totals

81


0 77 69 48 0 38 47 41 0 38 36 49

Total Peds

0 58 114 93 0 93 112 76 0 139 95 91

0 32 57 34 0 28 33 25 0 31 39 30

0 167 240 175 0 159 192 142 0 208 170 170

0 6 4 10 0 27 5 2 0 4 4 2

166 1576 24 3199 443 871 Calculated Values for Traffic Crossing Major Street 9:00 10:00 12:00 13:00 16:00 17:00 250 183 212 252 352 286

309

1623

64

18:00 297

Year 2030 2029 2028 2027 2026 2025 2024 2023 2022 2021 2020 2019 2018 2017 2016 2015

To USA Average Daytime (7:00 to 23:00) Traffic Volumes Medium Auto Total Truck Truck Heavy Truck 10,875 8,287 1,243 7,044 10,657 8,236 1,235 7,001 10,444 8,185 1,228 6,958 10,235 8,135 1,220 6,915 10,030 8,085 1,213 6,872 9,830 8,035 1,205 6,830 9,584 7,974 1,196 6,778 9,344 7,914 1,187 6,727 9,111 7,854 1,178 6,676 8,883 7,794 1,169 6,625 8,661 7,736 1,160 6,575 8,444 7,677 1,152 6,525 8,233 7,619 1,143 6,476 8,027 7,561 1,134 6,427 7,827 7,504 1,126 6,379 7,631 7,447 1,117 6,330

Year 2030 2029 2028 2027 2026 2025 2024 2023 2022 2021 2020 2019 2018 2017 2016 2015

To Canada Average Daytime (7:00 to 23:00) Traffic Volumes Medium Auto Total Truck Truck Heavy Truck 11,157 8,193 1,229 6964 10,934 8,142 1,221 6921 10,715 8,092 1,214 6878 10,501 8,042 1,206 6836 10,291 7,992 1,199 6793 10,085 7,943 1,191 6751 9,833 7,883 1,182 6700 9,587 7,823 1,173 6650 9,347 7,764 1,165 6599 9,113 7,705 1,156 6550 8,886 7,647 1,147 6500 8,664 7,589 1,138 6451 8,447 7,532 1,130 6402 8,236 7,475 1,121 6354 8,030 7,418 1,113 6306 6258 7,829 7,362 1,104

2025-2035 truck growth rate 2015-2025 truck growth rate 2025-2035 car growth rate 2015-2025 car growth rate

2.00% 2.50% 0.62% 0.76%

Medium Trucks Heavy Trucks

15.00% 85.00%

DRIC average daily volumes were converted to Daytime Hour volumes using the 2010 traffic profile US Bound Cars 43.5% US Bound Trucks 40.0% Canada Bound Cars 44.6% Canada Bound Trucks 39.5%

Year 2030 2029 2028 2027 2026 2025 2024 2023 2022 2021 2020 2019 2018 2017 2016 2015

To USA Average Nighttime (23:00 to 7:00) Traffic Volumes Medium Auto Total Truck Truck Heavy Truck 2,024 2,159 324 1,836 1,984 2,146 322 1,824 1,944 2,133 320 1,813 1,905 2,120 318 1,802 1,867 2,107 316 1,791 1,830 2,094 314 1,780 1,784 2,078 312 1,766 1,740 2,062 309 1,753 1,696 2,046 307 1,740 1,654 2,031 305 1,726 1,612 2,016 302 1,713 1,572 2,000 300 1,700 1,533 1,985 298 1,687 1,494 1,970 296 1,675 1,457 1,955 293 1,662 1,421 1,941 291 1,650

Year 2030 2029 2028 2027 2026 2025 2024 2023 2022 2021 2020 2019 2018 2017 2016 2015

To Canada Average Nighttime (23:00 to 7:00) Traffic Volumes Medium Auto Total Truck Truck Heavy Truck 937 2,104 316 1789 918 2,091 314 1778 900 2,078 312 1767 882 2,065 310 1756 864 2,053 308 1745 847 2,040 306 1734 826 2,025 304 1721 805 2,009 301 1708 785 1,994 299 1695 765 1,979 297 1682 746 1,964 295 1669 728 1,949 292 1657 709 1,934 290 1644 692 1,920 288 1632 674 1,905 286 1620 658 1,891 284 1607

2025-2035 truck growth rate 2015-2025 truck growth rate 2025-2035 car growth rate 2015-2025 car growth rate

2.00% 2.50% 0.62% 0.76%

Medium Trucks Heavy Trucks

15.00% 85.00%

DRIC average daily volumes were converted to Daytime Hour volumes using the 2010 traffic profile US Bound Cars 8.1% US Bound Trucks 10.4% Canada Bound Cars 3.7% Canada Bound Trucks 10.1%

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

00:00 Lane 1 (East) Lane 2 (West) All Lanes 01:00 Lane 1 (East) Lane 2 (West) All Lanes 02:00 Lane 1 (East) Lane 2 (West) All Lanes 03:00 Lane 1 (East) Lane 2 (West) All Lanes 04:00 Lane 1 (East) Lane 2 (West) All Lanes 05:00 Lane 1 (East) Lane 2 (West) All Lanes 06:00 Lane 1 (East) Lane 2 (West) All Lanes 07:00 Lane 1 (East) Lane 2 (West) All Lanes 08:00 Lane 1 (East) Lane 2 (West) All Lanes 09:00 Lane 1 (East) Lane 2 (West) All Lanes 10:00 Lane 1 (East) Lane 2 (West) All Lanes 11:00 Lane 1 (East) Lane 2 (West) All Lanes 12:00 Lane 1 (East) Lane 2 (West) All Lanes 13:00 Lane 1 (East) Lane 2 (West) All Lanes 14:00 Lane 1 (East) Lane 2 (West) All Lanes 15:00 Lane 1 (East) Lane 2 (West) All Lanes 16:00 Lane 1 (East) Lane 2 (West) All Lanes 17:00 Lane 1 (East) Lane 2 (West) All Lanes 18:00 Lane 1 (East) Lane 2 (West) All Lanes 19:00 Lane 1 (East) Lane 2 (West) All Lanes 20:00 Lane 1 (East) Lane 2 (West) All Lanes 21:00 Lane 1 (East) Lane 2 (West) All Lanes 22:00 Lane 1 (East) Lane 2 (West) All Lanes 23:00 Lane 1 (East) Lane 2 (West) All Lanes Total

B

C

D E F G H Station Name:College E of Huron Church Site ID:000000COL030 Station Num:000000000003 Description: City:Windsor County: Start Date/Time:10/01/06 00:00 End Date/Time:10/07/06 23:59

I

J

K

L

1- Sun 2- Mon 3- Tue 4- Wed 5- Thu 6- Fri 7- Sat Total Daily- Avg Wkday- AvWkend- Avg. 89 42 36 49 50 47 92 405 58 45 91 68 42 35 45 43 62 44 339 48 45 56 157 84 71 94 93 109 136 744 106 90 147 57 25 21 23 21 26 46 219 31 23 52 51 26 13 20 43 25 27 205 29 25 39 108 51 34 43 64 51 73 424 61 49 91 51 12 18 19 27 37 44 208 30 23 48 40 13 21 29 37 39 34 213 30 28 37 91 25 39 48 64 76 78 421 60 50 85 22 16 16 16 18 19 42 149 21 17 32 26 27 19 15 21 31 31 170 24 23 29 48 43 35 31 39 50 73 319 46 40 61 24 17 18 12 12 10 29 122 17 14 27 30 25 21 34 34 22 31 197 28 27 31 54 42 39 46 46 32 60 319 46 41 57 23 31 30 21 27 26 29 187 27 27 26 17 25 32 24 27 39 27 191 27 29 22 40 56 62 45 54 65 56 378 54 56 48 21 68 65 76 53 67 49 399 57 66 35 26 80 56 88 68 69 28 415 59 72 27 47 148 121 164 121 136 77 814 116 138 62 64 140 163 154 141 156 73 891 127 151 69 38 135 139 143 160 171 62 848 121 150 50 102 275 302 297 301 327 135 1739 248 300 119 132 323 382 332 387 283 158 1997 285 341 145 56 212 224 194 210 241 90 1227 175 216 73 188 535 606 526 597 524 248 3224 461 558 218 211 256 271 230 245 191 154 1558 223 239 183 118 203 204 156 183 188 107 1159 166 187 113 329 459 475 386 428 379 261 2717 388 425 295 259 174 212 157 192 223 137 1354 193 192 198 123 174 204 155 189 211 155 1211 173 187 139 382 348 416 312 381 434 292 2565 366 378 337 192 251 251 191 251 241 204 1581 226 237 198 129 312 278 245 284 228 127 1603 229 269 128 321 563 529 436 535 469 331 3184 455 506 326 240 237 269 246 266 205 274 1737 248 245 257 186 233 257 214 292 227 192 1601 229 245 189 426 470 526 460 558 432 466 3338 477 489 446 254 200 241 225 245 252 248 1665 238 233 251 196 226 201 231 235 274 191 1554 222 233 194 450 426 442 456 480 526 439 3219 460 466 445 256 269 237 233 277 277 248 1797 257 259 252 191 265 295 283 293 332 165 1824 261 294 178 447 534 532 516 570 609 413 3621 517 552 430 206 254 290 278 327 335 245 1935 276 297 226 194 296 328 274 367 248 240 1947 278 303 217 400 550 618 552 694 583 485 3882 555 599 443 271 255 278 295 368 338 293 2098 300 307 282 228 288 345 302 334 311 196 2004 286 316 212 499 543 623 597 702 649 489 4102 586 623 494 239 283 199 319 316 341 242 1939 277 292 241 188 292 324 354 334 243 159 1894 271 309 174 427 575 523 673 650 584 401 3833 548 601 414 208 265 254 257 334 285 327 1930 276 279 268 163 235 269 291 330 261 173 1722 246 277 168 371 500 523 548 664 546 500 3652 522 556 436 183 199 218 201 235 238 252 1526 218 218 218 170 230 222 191 253 194 182 1442 206 218 176 353 429 440 392 488 432 434 2968 424 436 394 164 162 191 159 190 200 234 1300 186 180 199 126 175 183 200 217 148 140 1189 170 185 133 290 337 374 359 407 348 374 2489 356 365 332 130 147 153 131 161 179 166 1067 152 154 148 101 195 189 208 206 137 142 1178 168 187 122 231 342 342 339 367 316 308 2245 321 341 270 83 98 103 105 149 158 232 928 133 123 158 79 133 130 113 141 117 183 896 128 127 131 162 231 233 218 290 275 415 1824 261 249 289 54 72 80 76 92 145 138 657 94 93 96 71 60 97 77 100 85 101 591 84 84 86 125 132 177 153 192 230 239 1248 178 177 182 6048

7698

8082

7691

8785

8182

6783

53269

7610

8088

6416

M

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H Station Name:College W of Huron Church Site ID:000000COL020 Station Num:000000000002 Description: City:Windsor County: Start Date/Time:10/01/06 00:00 End Date/Time:10/07/06 23:59

I

J

K

L


5646

6036

5698

6447

6076

5184

39690

5670

5981

4894

M

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

B

C

D E F G H Station Name:Huron Church S of Riverside Site ID:000000HUR010 Station Num:000000000004 Description: City:Windsor County: Start Date/Time:11/28/04 00:00 End Date/Time:12/04/04 23:59

I

J

28- Sun 29- Mon30- Tue 1- Wed 2- Thu 3- Fri 4- Sat Total Wkday- Avg. 00:00 Lane 1 (South) 51 57 82 190 54 Lane 2 (North) 36 28 45 109 32 All Lanes 87 85 127 299 86 01:00 Lane 1 (South) 26 32 54 112 29 Lane 2 (North) 18 18 22 58 18 All Lanes 44 50 76 170 47 02:00 Lane 1 (South) 33 35 77 145 34 Lane 2 (North) 13 13 29 55 13 All Lanes 46 48 106 200 47 03:00 Lane 1 (South) 12 26 37 75 19 Lane 2 (North) 12 7 6 25 10 All Lanes 24 33 43 100 29 04:00 Lane 1 (South) 12 19 28 59 16 Lane 2 (North) 10 5 8 23 8 All Lanes 22 24 36 82 23 05:00 Lane 1 (South) 22 17 24 63 20 Lane 2 (North) 10 10 7 27 10 All Lanes 32 27 31 90 30 06:00 Lane 1 (South) 50 55 36 141 53 Lane 2 (North) 27 22 14 63 25 All Lanes 77 77 50 204 77 07:00 Lane 1 (South) 93 99 38 230 96 Lane 2 (North) 37 48 23 108 43 All Lanes 130 147 61 338 139 08:00 Lane 1 (South) 151 149 52 352 150 Lane 2 (North) 78 74 27 179 76 All Lanes 229 223 79 531 226 09:00 Lane 1 (South) 125 86 70 281 106 Lane 2 (North) 89 69 53 211 79 All Lanes 214 155 123 492 185 10:00 Lane 1 (South) 89 112 78 279 101 Lane 2 (North) 72 82 66 220 77 All Lanes 161 194 144 499 178 11:00 Lane 1 (South) 100 112 94 306 106 Lane 2 (North) 98 103 65 266 101 All Lanes 198 215 159 572 207 12:00 Lane 1 (South) 96 121 104 321 109 Lane 2 (North) 100 122 102 324 111 All Lanes 196 243 206 645 220 13:00 Lane 1 (South) 119 128 114 361 124 Lane 2 (North) 92 115 110 317 104 All Lanes 211 243 224 678 227 14:00 Lane 1 (South) 121 118 146 385 120 Lane 2 (North) 127 122 97 346 125 All Lanes 248 240 243 731 244 15:00 Lane 1 (South) 173 151 113 437 162 Lane 2 (North) 168 164 104 436 166 All Lanes 341 315 217 873 328 16:00 Lane 1 (South) 163 157 115 435 160 Lane 2 (North) 212 194 123 529 203 All Lanes 375 351 238 964 363 17:00 Lane 1 (South) 144 134 127 405 139 Lane 2 (North) 201 120 87 408 161 All Lanes 345 254 214 813 300 18:00 Lane 1 (South) 117 87 131 335 102 Lane 2 (North) 129 163 116 408 146 All Lanes 246 250 247 743 248 19:00 Lane 1 (South) 75 93 148 316 84 Lane 2 (North) 98 124 106 328 111 All Lanes 173 217 254 644 195 20:00 Lane 1 (South) 91 80 90 261 86 Lane 2 (North) 63 80 73 216 72 All Lanes 154 160 163 477 157 21:00 Lane 1 (South) 78 64 88 230 71 Lane 2 (North) 78 73 99 250 76 All Lanes 156 137 187 480 147 22:00 Lane 1 (South) 74 89 141 304 82 Lane 2 (North) 60 72 87 219 66 All Lanes 134 161 228 523 148 23:00 Lane 1 (South) 76 88 115 279 82 Lane 2 (North) 33 52 76 161 43 All Lanes 109 140 191 440 125 Total

3952

3989

3647

11588

3971

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

00:00 Lane 1 (South) Lane 2 (North) All Lanes 01:00 Lane 1 (South) Lane 2 (North) All Lanes 02:00 Lane 1 (South) Lane 2 (North) All Lanes 03:00 Lane 1 (South) Lane 2 (North) All Lanes 04:00 Lane 1 (South) Lane 2 (North) All Lanes 05:00 Lane 1 (South) Lane 2 (North) All Lanes 06:00 Lane 1 (South) Lane 2 (North) All Lanes 07:00 Lane 1 (South) Lane 2 (North) All Lanes 08:00 Lane 1 (South) Lane 2 (North) All Lanes 09:00 Lane 1 (South) Lane 2 (North) All Lanes 10:00 Lane 1 (South) Lane 2 (North) All Lanes 11:00 Lane 1 (South) Lane 2 (North) All Lanes 12:00 Lane 1 (South) Lane 2 (North) All Lanes 13:00 Lane 1 (South) Lane 2 (North) All Lanes 14:00 Lane 1 (South) Lane 2 (North) All Lanes 15:00 Lane 1 (South) Lane 2 (North) All Lanes 16:00 Lane 1 (South) Lane 2 (North) All Lanes 17:00 Lane 1 (South) Lane 2 (North) All Lanes 18:00 Lane 1 (South) Lane 2 (North) All Lanes 19:00 Lane 1 (South) Lane 2 (North) All Lanes 20:00 Lane 1 (South) Lane 2 (North) All Lanes 21:00 Lane 1 (South) Lane 2 (North) All Lanes 22:00 Lane 1 (South) Lane 2 (North) All Lanes 23:00 Lane 1 (South) Lane 2 (North) All Lanes Total

B

C

D E F G H Station Name:Huron Church S of Riverside Site ID:000000HUR010 Station Num:000000000004 Description: City:Windsor County: Start Date/Time:12/05/04 00:00 End Date/Time:12/11/04 23:59

I

J

5- Sun 6- Mon 7- Tue 8- Wed 9- Thu 10- Fri 11- Sat Total Wkday- Avg. 95 38 133 38 60 21 81 21 155 59 214 59 67 22 89 22 20 12 32 12 87 34 121 34 99 24 123 24 19 4 23 4 118 28 146 28 47 15 62 15 16 4 20 4 63 19 82 19 28 15 43 15 8 3 11 3 36 18 54 18 17 21 38 21 11 7 18 7 28 28 56 28 23 60 83 60 11 25 36 25 34 85 119 85 23 82 105 82 17 35 52 35 40 117 157 117 41 139 180 139 24 93 117 93 65 232 297 232 56 115 171 115 39 74 113 74 95 189 284 189 120 89 209 89 71 102 173 102 191 191 382 191 182 99 281 99 84 95 179 95 266 194 460 194 141 106 247 106 94 103 197 103 235 209 444 209 130 93 223 93 87 111 198 111 217 204 421 204 146 150 296 150 94 117 211 117 240 267 507 267 105 130 235 130 95 157 252 157 200 287 487 287 137 182 319 182 117 180 297 180 254 362 616 362 123 136 259 136 135 169 304 169 258 305 563 305 106 104 210 104 95 122 217 122 201 226 427 226 86 65 151 65 71 91 162 91 157 156 313 156 89 71 160 71 71 69 140 69 160 140 300 140 70 57 127 57 54 66 120 66 124 123 247 123 67 45 112 45 50 48 98 48 117 93 210 93 55 44 99 44 38 35 73 35 93 79 172 79 3434

3645

7079

3645

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

00:00 Lane 1 (North) Lane 2 (South) All Lanes 01:00 Lane 1 (North) Lane 2 (South) All Lanes 02:00 Lane 1 (North) Lane 2 (South) All Lanes 03:00 Lane 1 (North) Lane 2 (South) All Lanes 04:00 Lane 1 (North) Lane 2 (South) All Lanes 05:00 Lane 1 (North) Lane 2 (South) All Lanes 06:00 Lane 1 (North) Lane 2 (South) All Lanes 07:00 Lane 1 (North) Lane 2 (South) All Lanes 08:00 Lane 1 (North) Lane 2 (South) All Lanes 09:00 Lane 1 (North) Lane 2 (South) All Lanes 10:00 Lane 1 (North) Lane 2 (South) All Lanes 11:00 Lane 1 (North) Lane 2 (South) All Lanes 12:00 Lane 1 (North) Lane 2 (South) All Lanes 13:00 Lane 1 (North) Lane 2 (South) All Lanes 14:00 Lane 1 (North) Lane 2 (South) All Lanes 15:00 Lane 1 (North) Lane 2 (South) All Lanes 16:00 Lane 1 (North) Lane 2 (South) All Lanes 17:00 Lane 1 (North) Lane 2 (South) All Lanes 18:00 Lane 1 (North) Lane 2 (South) All Lanes 19:00 Lane 1 (North) Lane 2 (South) All Lanes 20:00 Lane 1 (North) Lane 2 (South) All Lanes 21:00 Lane 1 (North) Lane 2 (South) All Lanes 22:00 Lane 1 (North) Lane 2 (South) All Lanes 23:00 Lane 1 (North) Lane 2 (South) All Lanes Total

B

C

D E F G H I Station Name:Huron Church S of University Site ID:000000HUR020 Station Num:000000000005 Description: City:Windsor County: Start Date/Time:09/25/05 00:00 End Date/Time:10/01/05 23:59

J

25- Sun 26- Mon27- Tue 28- Wed29- Thu 30- Fri 1- Sat Total Wkday- Avg. 185 97 104 118 128 176 808 112 98 51 63 62 73 129 476 62 283 148 167 180 201 305 1284 174 146 62 76 53 95 139 571 72 73 48 43 31 52 73 320 44 219 110 119 84 147 212 891 115 138 48 37 54 73 139 489 53 48 24 29 28 42 63 234 31 186 72 66 82 115 202 723 84 98 26 20 31 46 82 303 31 43 10 20 19 31 46 169 20 141 36 40 50 77 128 472 51 63 17 20 18 24 43 185 20 25 14 14 9 16 24 102 13 88 31 34 27 40 67 287 33 35 28 27 34 47 36 207 34 15 28 46 41 39 14 183 39 50 56 73 75 86 50 390 73 45 102 102 87 96 53 485 97 23 45 49 52 46 26 241 48 68 147 151 139 142 79 726 145 40 187 172 203 177 90 869 185 64 106 123 125 95 67 580 112 104 293 295 328 272 157 1449 297 91 271 264 298 251 134 1309 271 49 277 300 326 262 71 1285 291 140 548 564 624 513 205 2594 562 125 255 269 295 223 166 1333 261 70 238 281 269 204 87 1149 248 195 493 550 564 427 253 2482 509 185 235 273 257 244 184 1378 252 157 188 212 188 188 108 1041 194 342 423 485 445 432 292 2419 446 293 330 373 384 366 226 1972 363 156 235 274 239 274 161 1339 256 449 565 647 623 640 387 3311 619 291 314 361 368 343 270 1947 347 177 255 266 265 225 175 1363 253 468 569 627 633 568 445 3310 599 252 325 281 345 400 277 1880 338 196 247 215 244 258 149 1309 241 448 572 496 589 658 426 3189 579 319 408 403 436 461 285 2312 427 192 298 296 281 287 185 1539 291 511 706 699 717 748 470 3851 718 262 368 468 417 438 268 2221 423 198 270 330 302 314 202 1616 304 460 638 798 719 752 470 3837 727 291 440 441 467 457 278 2374 451 277 299 293 291 305 254 1719 297 568 739 734 758 762 532 4093 748 254 435 418 460 357 285 2209 418 239 292 268 297 282 249 1627 285 493 727 686 757 639 534 3836 702 311 359 323 379 295 248 1915 339 270 354 326 395 326 305 1976 350 581 713 649 774 621 553 3891 689 294 278 294 278 239 280 1663 272 272 245 257 258 280 259 1571 260 566 523 551 536 519 539 3234 532 328 278 238 262 241 210 1557 255 208 221 197 235 220 239 1320 218 536 499 435 497 461 449 2877 473 192 254 291 287 198 228 1450 258 169 194 183 180 204 199 1129 190 361 448 474 467 402 427 2579 448 159 204 198 229 241 237 1268 218 99 154 124 140 172 182 871 148 258 358 322 369 413 419 2139 366 154 132 165 196 201 192 1040 174 84 83 102 117 175 154 715 119 238 215 267 313 376 346 1755 293 7753

9629

9929

10350

10011

7947

55619

9980

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

00:00 Lane 1 (South) Lane 2 (North) All Lanes 01:00 Lane 1 (South) Lane 2 (North) All Lanes 02:00 Lane 1 (South) Lane 2 (North) All Lanes 03:00 Lane 1 (South) Lane 2 (North) All Lanes 04:00 Lane 1 (South) Lane 2 (North) All Lanes 05:00 Lane 1 (South) Lane 2 (North) All Lanes 06:00 Lane 1 (South) Lane 2 (North) All Lanes 07:00 Lane 1 (South) Lane 2 (North) All Lanes 08:00 Lane 1 (South) Lane 2 (North) All Lanes 09:00 Lane 1 (South) Lane 2 (North) All Lanes 10:00 Lane 1 (South) Lane 2 (North) All Lanes 11:00 Lane 1 (South) Lane 2 (North) All Lanes 12:00 Lane 1 (South) Lane 2 (North) All Lanes 13:00 Lane 1 (South) Lane 2 (North) All Lanes 14:00 Lane 1 (South) Lane 2 (North) All Lanes 15:00 Lane 1 (South) Lane 2 (North) All Lanes 16:00 Lane 1 (South) Lane 2 (North) All Lanes 17:00 Lane 1 (South) Lane 2 (North) All Lanes 18:00 Lane 1 (South) Lane 2 (North) All Lanes 19:00 Lane 1 (South) Lane 2 (North) All Lanes 20:00 Lane 1 (South) Lane 2 (North) All Lanes 21:00 Lane 1 (South) Lane 2 (North) All Lanes 22:00 Lane 1 (South) Lane 2 (North) All Lanes 23:00 Lane 1 (South) Lane 2 (North) All Lanes Total

B

C

D E F G H I Station Name: Huron Church S of Wyandotte Site ID:000000HUR030 Station Num:000000000001 Description: City: County: Start Date/Time:10/09/05 00:00 End Date/Time:10/15/05 23:59

J

9- Sun 10- Mon11- Tue 12- Wed13- Thu 14- Fri 15- Sat Total Wkday- Avg. 117 126 130 179 552 124 30 23 31 95 179 28 147 149 161 274 731 152 72 84 97 139 392 84 16 21 40 41 118 26 88 105 137 180 510 110 48 61 82 152 343 64 18 26 22 36 102 22 66 87 104 188 445 86 21 37 67 94 219 42 16 6 13 10 45 12 37 43 80 104 264 53 23 27 37 63 150 29 6 28 18 17 69 17 29 55 55 80 219 46 39 47 52 49 187 46 24 22 31 4 81 26 63 69 83 53 268 72 126 119 132 134 511 126 21 36 20 27 104 26 147 155 152 161 615 151 248 263 290 156 957 267 36 46 50 35 167 44 284 309 340 191 1124 311 306 310 299 229 1144 305 48 65 67 56 236 60 354 375 366 285 1380 365 259 261 283 299 1102 268 96 99 77 71 343 91 355 360 360 370 1445 358 258 258 319 303 1138 278 85 82 79 69 315 82 343 340 398 372 1453 360 397 399 439 332 1567 412 98 94 112 94 398 101 495 493 551 426 1965 513 386 414 466 522 1788 422 89 103 83 117 392 92 475 517 549 639 2180 514 399 372 503 483 1757 425 100 108 117 137 462 108 499 480 620 620 2219 533 470 531 613 430 2044 538 126 124 162 132 544 137 596 655 775 562 2588 675 505 591 533 432 2061 543 156 145 162 136 599 154 661 736 695 568 2660 697 572 687 626 382 2267 628 173 174 267 159 773 205 745 861 893 541 3040 833 578 553 538 514 2183 556 235 224 220 193 872 226 813 777 758 707 3055 783 421 515 457 404 1797 464 196 205 237 177 815 213 617 720 694 581 2612 677 334 442 360 331 1467 379 167 179 174 182 702 173 501 621 534 513 2169 552 369 392 289 268 1318 350 95 92 168 169 524 118 464 484 457 437 1842 468 381 351 265 229 1226 332 82 91 151 160 484 108 463 442 416 389 1710 440 237 258 243 267 1005 246 72 101 140 163 476 104 309 359 383 430 1481 350 146 182 210 225 763 179 55 49 113 110 327 72 201 231 323 335 1090 252 8752

9423

9884

9006

37065

9353

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84

00:00 Lane 1 (West) Lane 2 (East) All Lanes 01:00 Lane 1 (West) Lane 2 (East) All Lanes 02:00 Lane 1 (West) Lane 2 (East) All Lanes 03:00 Lane 1 (West) Lane 2 (East) All Lanes 04:00 Lane 1 (West) Lane 2 (East) All Lanes 05:00 Lane 1 (West) Lane 2 (East) All Lanes 06:00 Lane 1 (West) Lane 2 (East) All Lanes 07:00 Lane 1 (West) Lane 2 (East) All Lanes 08:00 Lane 1 (West) Lane 2 (East) All Lanes 09:00 Lane 1 (West) Lane 2 (East) All Lanes 10:00 Lane 1 (West) Lane 2 (East) All Lanes 11:00 Lane 1 (West) Lane 2 (East) All Lanes 12:00 Lane 1 (West) Lane 2 (East) All Lanes 13:00 Lane 1 (West) Lane 2 (East) All Lanes 14:00 Lane 1 (West) Lane 2 (East) All Lanes 15:00 Lane 1 (West) Lane 2 (East) All Lanes 16:00 Lane 1 (West) Lane 2 (East) All Lanes 17:00 Lane 1 (West) Lane 2 (East) All Lanes 18:00 Lane 1 (West) Lane 2 (East) All Lanes 19:00 Lane 1 (West) Lane 2 (East) All Lanes 20:00 Lane 1 (West) Lane 2 (East) All Lanes 21:00 Lane 1 (West) Lane 2 (East) All Lanes 22:00 Lane 1 (West) Lane 2 (East) All Lanes 23:00 Lane 1 (West) Lane 2 (East) All Lanes Total

B

C

D E F G H Station Name:Riverside E of Huron Church Site ID:000000RIS020 Station Num:000000000010 Description: City:Windsor County: Start Date/Time:11/28/04 00:00 End Date/Time:12/04/04 23:59

I

J

28- Sun 29- Mon30- Tue 1- Wed 2- Thu 3- Fri 4- Sat Total Wkday- Avg. 136 149 242 527 143 99 87 111 297 93 235 236 353 824 236 64 101 138 303 83 62 57 99 218 60 126 158 237 521 142 66 83 150 299 75 43 40 80 163 42 109 123 230 462 116 40 63 92 195 52 44 37 46 127 41 84 100 138 322 92 38 49 61 148 44 34 26 33 93 30 72 75 94 241 74 92 94 68 254 93 76 93 51 220 85 168 187 119 474 178 236 233 131 600 235 278 253 136 667 266 514 486 267 1267 500 304 301 130 735 303 365 361 123 849 363 669 662 253 1584 666 344 340 167 851 342 451 399 133 983 425 795 739 300 1834 767 313 272 197 782 293 267 236 164 667 252 580 508 361 1449 544 258 282 223 763 270 245 225 186 656 235 503 507 409 1419 505 299 341 282 922 320 269 270 203 742 270 568 611 485 1664 590 312 350 326 988 331 259 274 269 802 267 571 624 595 1790 598 370 412 333 1115 391 280 299 265 844 290 650 711 598 1959 681 440 442 378 1260 441 359 337 299 995 348 799 779 677 2255 789 599 574 389 1562 587 407 354 303 1064 381 1006 928 692 2626 967 658 627 376 1661 643 393 379 279 1051 386 1051 1006 655 2712 1029 521 508 299 1328 515 376 299 332 1007 338 897 807 631 2335 852 331 334 336 1001 333 327 338 278 943 333 658 672 614 1944 665 261 284 378 923 273 254 273 235 762 264 515 557 613 1685 536 265 242 287 794 254 195 194 202 591 195 460 436 489 1385 448 269 236 269 774 253 242 255 243 740 249 511 491 512 1514 501 323 325 379 1027 324 226 249 259 734 238 549 574 638 1761 562 258 264 281 803 261 170 201 235 606 186 428 465 516 1409 447 12518

12442

10476

35436

12480

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H I Station Name:Riverside W of Huron Church Site ID:000000RIS010 Station Num:000000000011 Description: City:Windsor County: Start Date/Time:12/05/04 00:00 End Date/Time:12/11/04 23:59

J

5- Sun 6- Mon 7- Tue 8- Wed 9- Thu 10- Fri 11- Sat Total Wkday- Avg. 115 67 75 82 71 103 513 74 216 82 98 102 112 187 797 99 331 149 173 184 183 290 1310 172 99 28 39 56 47 90 359 43 132 46 49 46 71 98 442 53 231 74 88 102 118 188 801 96 86 33 29 39 38 79 304 35 113 42 32 48 57 92 384 45 199 75 61 87 95 171 688 80 55 22 35 37 36 41 226 33 71 27 33 34 43 55 263 34 126 49 68 71 79 96 489 67 28 28 21 28 23 30 158 25 38 27 26 29 32 37 189 29 66 55 47 57 55 67 347 54 30 78 63 64 79 46 360 71 29 75 72 66 75 48 365 72 59 153 135 130 154 94 725 143 82 253 272 268 253 128 1256 262 72 200 174 182 171 95 894 182 154 453 446 450 424 223 2150 443 90 380 376 363 369 114 1692 372 75 216 245 232 228 109 1105 230 165 596 621 595 597 223 2797 602 80 427 477 449 388 129 1950 435 100 228 232 237 232 132 1161 232 180 655 709 686 620 261 3111 668 129 248 234 239 219 145 1214 235 117 184 207 241 210 152 1111 211 246 432 441 480 429 297 2325 446 167 193 181 209 209 143 1102 198 160 211 177 182 232 169 1131 201 327 404 358 391 441 312 2233 399 198 195 196 216 230 187 1222 209 233 255 228 246 259 212 1433 247 431 450 424 462 489 399 2655 456 190 227 244 226 228 218 1333 231 241 291 279 262 297 248 1618 282 431 518 523 488 525 466 2951 514 277 241 243 251 255 201 1468 248 264 309 274 300 320 263 1730 301 541 550 517 551 575 464 3198 548 217 283 310 291 294 257 1652 295 274 377 380 367 375 264 2037 375 491 660 690 658 669 521 3689 669 245 357 394 347 317 238 1898 354 261 503 560 490 509 313 2636 516 506 860 954 837 826 551 4534 869 227 335 293 311 295 213 1674 309 361 549 591 595 537 295 2928 568 588 884 884 906 832 508 4602 877 198 219 256 277 264 289 1503 254 259 459 490 467 443 204 2322 465 457 678 746 744 707 493 3825 719 195 202 231 241 252 199 1320 232 233 282 263 257 302 249 1586 276 428 484 494 498 554 448 2906 508 193 171 137 206 205 181 1093 180 177 209 215 221 224 256 1302 217 370 380 352 427 429 437 2395 397 138 147 140 163 160 159 907 153 170 190 182 196 195 226 1159 191 308 337 322 359 355 385 2066 343 139 123 131 205 197 177 972 164 143 188 178 222 201 198 1130 197 282 311 309 427 398 375 2102 361 178 158 147 205 216 215 1119 182 142 147 180 285 250 258 1262 216 320 305 327 490 466 473 2381 397 147 129 144 171 178 208 977 156 114 148 154 198 213 203 1030 178 261 277 298 369 391 411 2007 334 7498

9789

9987

10449

10411

8153

56287

10159

K

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H I Station Name:University E of Huron Church Site ID:000000UNI020 Station Num:000000000004 Description: City:Windsor County: Start Date/Time:10/01/06 00:00 End Date/Time:10/07/06 23:59

J

K

L


8717

9283

9419

9148

8421

6051

57552

8222

8998

6282

M

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H I Station Name:University W of Huron Church Site ID:000000UNI010 Station Num:000000000010 Description: City:Windsor County: Start Date/Time:10/01/06 00:00 End Date/Time:10/07/06 23:59

J

K

L


5068

5397

5495

5625

5113

3884

34479

4926

5340

3891

M

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H I Station Name:Wyandotte East of Huron Church Site ID:000000WYA030 Station Num:000000000002 Description: City:Windsor County: Start Date/Time:10/15/06 00:00 End Date/Time:10/21/06 23:59

J

K

L

22- Sun 23- Mon24- Tue 25- Wed19- Thu 20- Fri 21- Sat Total Daily- Avg Wkday- AvWkend- Avg. 203 145 157 166 129 175 203 1178 168 154 203 148 87 95 81 93 106 175 785 112 92 162 351 232 252 247 222 281 378 1963 280 247 365 169 91 92 89 99 110 162 812 116 96 166 124 50 56 59 77 69 127 562 80 62 126 293 141 148 148 176 179 289 1374 196 158 291 210 77 64 65 91 139 182 828 118 87 196 116 38 42 43 47 62 102 450 64 46 109 326 115 106 108 138 201 284 1278 183 134 305 134 60 36 41 51 65 119 506 72 51 127 75 41 25 38 39 46 72 336 48 38 74 209 101 61 79 90 111 191 842 120 88 200 102 43 29 26 33 42 93 368 53 35 98 47 31 34 41 29 29 45 256 37 33 46 149 74 63 67 62 71 138 624 89 67 144 47 64 68 65 68 63 57 432 62 66 52 42 64 64 54 65 69 62 420 60 63 52 89 128 132 119 133 132 119 852 122 129 104 47 131 128 127 142 131 78 784 112 132 63 52 152 159 168 167 147 79 924 132 159 66 99 283 287 295 309 278 157 1708 244 290 128 86 267 270 243 280 222 118 1486 212 256 102 43 222 209 203 226 216 91 1210 173 215 67 129 489 479 446 506 438 209 2696 385 472 169 90 493 487 440 508 395 142 2555 365 465 116 69 266 295 303 311 293 122 1659 237 294 96 159 759 782 743 819 688 264 4214 602 758 212 137 422 442 419 429 347 190 2386 341 412 164 140 232 267 244 245 210 168 1506 215 240 154 277 654 709 663 674 557 358 3892 556 651 318 231 354 415 327 337 352 232 2248 321 357 232 155 201 232 215 221 216 187 1427 204 217 171 386 555 647 542 558 568 419 3675 525 574 403 249 497 560 436 516 426 276 2960 423 487 263 200 266 213 229 274 262 212 1656 237 249 206 449 763 773 665 790 688 488 4616 659 736 469 312 495 560 479 519 474 320 3159 451 505 316 216 279 291 245 245 250 249 1775 254 262 233 528 774 851 724 764 724 569 4934 705 767 549 370 506 465 496 430 498 396 3161 452 479 383 267 240 247 238 251 248 230 1721 246 245 249 637 746 712 734 681 746 626 4882 697 724 632 375 605 569 588 586 522 420 3665 524 574 398 230 298 257 301 284 302 270 1942 277 288 250 605 903 826 889 870 824 690 5607 801 862 648 401 559 678 553 664 533 386 3774 539 597 394 234 319 314 254 323 342 252 2038 291 310 243 635 878 992 807 987 875 638 5812 830 908 637 398 584 701 634 631 544 423 3915 559 619 411 234 328 299 314 304 338 211 2028 290 317 223 632 912 1000 948 935 882 634 5943 849 935 633 408 551 610 569 625 464 407 3634 519 564 408 251 307 311 318 326 331 283 2127 304 319 267 659 858 921 887 951 795 690 5761 823 882 675 419 575 553 561 591 478 393 3570 510 552 406 198 301 277 313 293 288 250 1920 274 294 224 617 876 830 874 884 766 643 5490 784 846 630 352 416 404 461 418 332 361 2744 392 406 357 195 226 209 223 227 226 263 1569 224 222 229 547 642 613 684 645 558 624 4313 616 628 586 351 413 387 432 385 492 315 2775 396 422 333 179 193 185 168 229 285 185 1424 203 212 182 530 606 572 600 614 777 500 4199 600 634 515 270 347 438 444 436 349 274 2558 365 403 272 158 180 196 195 196 216 200 1341 192 197 179 428 527 634 639 632 565 474 3899 557 599 451 227 293 277 323 310 315 281 2026 289 304 254 127 149 172 192 169 227 181 1217 174 182 154 354 442 449 515 479 542 462 3243 463 485 408 199 207 224 215 241 262 279 1627 232 230 239 124 124 117 132 148 213 222 1080 154 147 173 323 331 341 347 389 475 501 2707 387 377 412 9411

12789

13180

12770

13308

12721

10345

84524

12075

12954

9878

M

A 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84


B

C

D E F G H I Station Name:Wyandotte W of Huron Church Site ID:000000WYA020 Station Num:000000000008 Description: City:Windsor County: Start Date/Time:09/25/05 00:00 End Date/Time:10/01/05 23:59

J

25- Sun 26- Mon27- Tue 28- Wed29- Thu 30- Fri 1- Sat Total Wkday- Avg. 109 75 73 53 81 77 125 593 72 88 57 54 59 78 70 91 497 64 197 132 127 112 159 147 216 1090 135 97 45 59 35 67 56 120 479 52 54 37 38 34 32 40 79 314 36 151 82 97 69 99 96 199 793 89 92 25 42 43 63 59 107 431 46 74 23 22 26 39 43 74 301 31 166 48 64 69 102 102 181 732 77 63 23 14 24 38 39 63 264 28 43 15 13 13 32 21 54 191 19 106 38 27 37 70 60 117 455 46 72 22 20 21 21 41 43 240 25 33 23 14 17 20 30 25 162 21 105 45 34 38 41 71 68 402 46 37 19 26 34 21 38 20 195 28 25 45 35 46 51 44 29 275 44 62 64 61 80 72 82 49 470 72 23 63 63 56 61 62 40 368 61 37 108 106 124 142 134 54 705 123 60 171 169 180 203 196 94 1073 184 51 82 75 73 72 89 50 492 78 43 161 157 162 167 146 67 903 159 94 243 232 235 239 235 117 1395 237 45 128 126 120 123 130 59 731 125 47 208 206 195 201 196 88 1141 201 92 336 332 315 324 326 147 1872 327 61 100 116 100 109 96 88 670 104 87 140 135 151 133 142 102 890 140 148 240 251 251 242 238 190 1560 244 85 112 110 129 130 130 104 800 122 101 110 125 123 117 130 150 856 121 186 222 235 252 247 260 254 1656 243 116 128 143 148 141 139 138 953 140 120 148 137 145 147 161 132 990 148 236 276 280 293 288 300 270 1943 287 131 140 165 172 176 163 145 1092 163 158 144 152 148 167 180 161 1110 158 289 284 317 320 343 343 306 2202 321 156 152 160 127 172 175 177 1119 157 152 142 139 146 177 177 160 1093 156 308 294 299 273 349 352 337 2212 313 146 176 165 176 211 214 174 1262 188 140 172 185 166 184 184 179 1210 178 286 348 350 342 395 398 353 2472 367 166 175 203 198 204 227 156 1329 201 141 173 208 201 200 196 171 1290 196 307 348 411 399 404 423 327 2619 397 164 228 220 234 230 252 197 1525 233 132 179 180 172 191 177 170 1201 180 296 407 400 406 421 429 367 2726 413 203 243 257 237 236 244 167 1587 243 133 173 145 181 193 194 169 1188 177 336 416 402 418 429 438 336 2775 421 180 183 205 238 214 201 201 1422 208 149 170 204 215 194 197 145 1274 196 329 353 409 453 408 398 346 2696 404 160 172 195 197 180 184 196 1284 186 152 139 171 151 150 182 164 1109 159 312 311 366 348 330 366 360 2393 344 162 165 154 181 164 194 155 1175 172 136 131 125 130 127 154 127 930 133 298 296 279 311 291 348 282 2105 305 125 166 187 161 145 176 147 1107 167 94 105 135 138 122 146 126 866 129 219 271 322 299 267 322 273 1973 296 103 142 149 156 146 178 161 1035 154 87 116 88 111 112 156 137 807 117 190 258 237 267 258 334 298 1842 271 119 95 112 114 109 148 161 858 116 85 80 73 109 98 109 110 664 94 204 175 185 223 207 257 271 1522 209 4977

5658

5886

5990

6188

6521

5758

40978

6049

K

Appendix E Environmental Effects Interaction Matrix

Table E1 Residual Environmental Summary Matrix for Noise and Vibration

Residual Environmental Effects Summary Matrix Valued Environmental Component: NOISE AND VIBRATION Likelihood

Residual Environmental Effects Rating, Including Cumulative Environments Effects*

Level of Confidence

Construction

NS

Operation

Phase

Probability of Occurrence

Scientific Certainty

3

2

3

NS

3

1

3

Maintenance

NS

3

1

3

Accidents, Malfunctions and Unplanned Events

NS

3

1

3

Project Overall

NS

3

1

3

Key

Level of Confidence

Residual Environmental Effect Rating

1. Low Level of Confidence 2. Medium Level of Confidence 3. High Level of Confidence

S Significant Adverse Environmental Effect

Probability of Occurrence: based on professional judgement

NS Not-significant Adverse Environmental Effect

1. Low Probability of Occurrence 2. Medium Probability of Occurrence 3. High Probability of Occurrence

P Positive Environmental Effect

Scientific Certainty: based on scientific information and statistical analysis or professional judgement 1. Low Level of Confidence 2. Medium Level of Confidence 3. High Level of Confidence N / A Not Applicable * As determined in consideration of established residual environmental effects rating criteria

ENVIRONMENTAL NOISE AND VIBRATION ASSESSMENT AMBASSADOR

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