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November 2024
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RTC -573
Responses to Comments
EXh IBIT D
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November 2024
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Responses to Comments
Transit Noise and Vibration Impact
Assessment Manual
FEDERAL TRANSIT ADMINISTRATION
0 U.S.Oopartmerit of Transportation
fedora] kunsir Administration
SEP I EMBER 2018
FTA Report No, Q 123
Federal Transit A rr Inlstritl'rr
PREPARED BY
JoInn A- Volpe'NarIcinal Transporrarinn Systenm% Center 01-28
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Cont.
COVER PHOTO
Courtesy a, ddain Adisan itodriiruez Federal TratsitAtnn,atrtrl+mt
DI SC LA& ER
This document is Inseminated under the si,orsorship or the 1J: S. Department of Tronsportairon rn the interest of Information exchange The Linked Stares Gotrerrtreeru assumes no tlatudity for as emnter is of u thereof The tinned Stnr•F Celefernemott does rat endorse products or manufacturers. Trade or manui'acturets' nacres appear herein soiehe because they ore canside.nrd egFeriFICO to the *ate. of dies report it
Ritz -Carlton Rancho Mirage MND 11942
November 2024
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RTC -576
Responses to Comments
Transit Noise and
Vibration Impact
Assessment Manual
SEPTEMBER 2018
F fA J#epQrt Na, DM
PREPARED BY
Amoinette Quagliata
Federal Transit Administration
Office of Planning and Environment
Meghan Ahearn
Eric Boeker
Christopher Roof
John A. Volpe N tional Transportation
Systems Center
Cambridge_ MA 02142
lane Meister
Herat Singleton
Cross Spectrum Acoustics
East Longmeadow, MA 01026
Utah: Sort Lake City. UT 84102
SPONSORED BY
Pederzl Transit Administration
Office of Planning and Environment
LI_S_ Department of Transportation
1200 New Jere Avenue.. SE
Washington, DC 20S9tk
01-28
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Responses to Comments
Metric Conversion Table
WHEN YOU kNOW MULI1PLY Br To HMO SYMBOL
LEEKTH
mthes
29,4 millimeter"
tt beet
0,3'05 meters
rd yams 0,471
ml
onllez 1.61
VtthME
flax
Oluid eurrcee 29.57
mlllahers mL
Feleitls 3.7119
airs
it rsldic reel
0.01/3 eubsc mel cts
cubkMrerft 0,1'6 gut* meters rn
NOTE "creme" greater man 1000 I. 441 be shown In m
MASS
ounces
25 35 drams
Kowa 0.494 Ioficermn ME
slscrt tons [201X,1b1 0,903
me rams
•lar'n.etric tnr
Mg WY)
TEMPERMUIVE Pawl clegesetil
'F fa5renheit
5 tT-3211°
rr iF-3Z11LR
te4sws
Iv
01-28
Cant..
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2407
RTC -578
Responses to Comments
rum revedO.6111 No
The nags re>Dnnay tiedmfa• his collection of I -f rn ins Is estlrnaued lo mirror i Marc per emponse. *Wag the oleic far roae+ ress`dota, Marhing easing don inures gtMvirg end ,einntalrins the deb seeded. and completing all nute eng the as M1rtlm o1 kfcrnstito Sad oaemal6 saga' Ho t•rdm Macrae a. Into other 61PM d iii oteasmn d Iairroxkn Fended os?e Ian i enta i the bnflr. to Pelati ^r:'t td CYIt'st. W oalk'etca baton .heir $ ,-let rt-saau. kr biennia*, Opel -lyre and RSParts ;O1Q 4'ij TJ. 111 S Merton Detn Ilitttrr. SAW Me Arington. VA 1271F14XUY Respondent, shack !v tame dirt ristYltlyttrifra air offs' prvaeon often rrc [xenon slat Rc sa wecttre nP pederlar fai so cupsy rlin a coin Mon orhnfarnatoni It does net dsplar n along mkt OM ccuirl rumba PLEASE DO NOT PITf7iRN YOUR POW TO THE ABOVE ADDRESS
I. REPORT DATE
Sepmernber'ii716
2. REPORT TYPE
Rio]
3. DATES COVERED
i TITLE AND SUBTITLE
Trarreh No mad Vibratem Impart Ass:le mina Manual
5i CONTRACT NUMBER
511 GRANT NUMBER.
Sc. PROGRAM ELEMENT
NUMBER
d, AUTHOR(t)
Qinghai'. Alitc Yrette (FTA)
Ahaarrc m.o. (VOLPE)
Bdeker, Erk NOM
Root Christopher .IYOLPq
Master, Lams ('OAli
Singleton. Herbert,ICSA)
1PRO1ELT NUMBER
TFLJ9AI
Se TASK NUMBER
N�58
51". WORK UNIT NUMBER
7. PERFORMING ORGANIZATION NAME(S) ANO ADDRi S[E'S)
11,S Department dl Transportativa
Volpe tauten! Transportation Systems Center
3S Bra }water
Cambridge. h1A A2I el
& PERFORMING
ORGANIZATION REPORT
NUMBER
FTA Repoli. No, 0123
9. SPQNSORlNGIMONITORWNG AGENCY NAME(S) AND ADDRESS(ES) D.S, Department of Transpe rtatxsn
Federal' Transit Adtirtinbti atbr7
°ke PI Planning and Earn r'•onnment
1200 New Parley Avenue S.E.
V4lashiriyton, DC M490
10. SPONSORMONITOFi'S
ACRf7NYMtS}
ITA
I. SPC7Pd5c7Rlt4C]IY TOR'S
REPORT NUMBER(S)
FTA Meow t No. 0123
17. r.)I1 05ttrIONiAVAILASILITY STATEMeriti
This dottdrteat is arailadle di rough the FTA vitiate Ilttgad!w w.katiotgavt, 11 SUPPLEMENTARY NOTES
I4. ABSTRACT
This report Is the third edluon of a guidance manual orignalbj issued in 1945. h Includes ciarfkatlanc to existing policy and updates to outdated references where applicable. Topics presented re this manual Include procedures. For predicting and anattling noise .end rlbratean impacts of proposed transit projects hardtfiererIIR stages of proyast darghopinent and different Weis d Rrtalyt n, Additional topics Include descriptions of nose and vibration mitigation tnaaairres, Construction noise and vibration, and Sow to present these analyses In the Federal Transit AdmkrtrstratIon's enwanuntnentaldocuments. This guidance a for techltkat specialists who conduct die analyses. as wed as project sponsor seat Fedend agency reviewers. and members, l the gersel-al pteblt who may he affected by the pncrpects.
I S. 5LII RECT TERMS
Trans* unite and vibration analysis, noise and eibeatron impart trite ra nose and eibrato,n m-itigation memwr as arnaitt3narental impact assessanent, Nation Ewrtnommantal Pbkry art compliancy_ It, SECURITY CLASSIFICATION OR
U_
LIMITATION
OF
ABSTRACT
le_
NUMBER
OF PAGES
3$y_
P. NAME t]FRESfyONSIBLEPERSON
. REPORT
Untlassrfied
b. ABSTRACT
llnchs>:ilied
c. TM'S
PACE
Unrlasb3lad
I% TELEPHONE NUMBER
VrxAede area rude)
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Table of Cont.. nts
SECTION I: INTRODLICTION ................. ....... ....... .. .......... .W....... ....v........... ...........1
1.2 .ORGANIZATION OF THE MANUAL 2
SECTION 2 PROJECT CLASS OF ACTION AND PLANNING..,......,....... .. .»..»... ..»..»3
2.2 PROJECT PLANNING AND DEVELOPMENT 4
2.3 MinGATION POLIO CONSIDERATIONS,....... m.. — 5
SECTION 3: TRANSIT NOISE,..»,,...._ »»..».................. ...............» ,...»,.,..9
3.1 NotsE METRICS _, _....... . 10
3.3 PATHS of TR„4$SrT N415E FR* SOURCE TO RECEI++ER. ,....,..m, m. .. . 14
3.4 RECE1`v'ER RESPONSE TO TRANSIT 16
SECTION 4: NOISE IMPACT ANALYSIS .......... ..... ....... ................ ........ ..................... ........a.. 14 Stepd:'den% Proje,tt Type. . .............e._, ._...:... .,._._ ._...... ..,....:,, ._. ..,. ..,.,,.� .,,_. .... ..,._..2 Step 2: Choose t,rmd Use Ccrtegnty far FT4 Criteria._ ..,,. __.......... _ _ . .....23 Step 3: Determine Appropriate FTA Criteria ..,.
4.2 DETRmiNENoisE AN,M11.YS1S LEVEL ,.,.,.,,, 31
4.3 EVALUATE I11PACT; NORSE ScRRISiU G PROCEDURE 33
Step r: identify Project Type ,33
Step 2: Deicer -nine the Screening Distance 33
Step 3: Identify Study Area ..34
Step 4: Locale e Sensitive Lund Uses.._,_, ._.............. _._._._...,..........,..,. -_ 34 4A EVALUATE IMPACT: GENERAL NOISE ASSESSMENT------ — 37 Step tdcnrify Noise -Sensitive Receivers.__.___,..._..._.. r_ W_ ..e,..,__ __._x,_......38 Step 2: Determine Project Noise Sotrrte Rell_terk2LeVei3. �.__ �_, .._..39 Step 3.: Estimate Project Noise Exposure by Dimino., ..,.:. ._. -. ._.... ...._....W_- WW_. _.,... 48 Step4; Combine Noise Errposarre from M Sources .................._,_,_._..:_,.....,......._:_,.:,.., __._.........,,.. 49 Step 9: Estmaote Existrrrg Noise Exposure.. _�_ ._... _.. _,_ _ 30 Step b: irivettitory Nolte Impacts..__.._.._.._._ ---._.._ ._._.____ _.__._._:._...52
4.5 EVALUATE IMPACT: DETAILED NOME ANAL IS m... ..,m .., ..:... _m .. . ....... ... ...... ......64 Step d Wealth, Noise-Sensit toe v 66
Step 2: Determine Project Norse Souvte Reference
Step 31 Determine Propagation Ciwraaeritti s__......._.._.._._..,._..__:_._._._...._e__:. .-.-..-_._.._._:_._.:...8'1; Step4: Combine Norse Exposure from AY Sources .................._,.., ,..,.,,.,..,..,,_......, ,.,,..,.....,...., ,.....,......,.., 41 Step5: Determine Existing Noise Exposure__,_ .... ...:..:..._. _: _,...:..:....,:.,,__ ..,.:..,......,,....._,_...,......,-.. 92 Step b: Attests Noise Impact....__............._._._.__._._.,_._._.� _._._._.....__._ _._._....._..__.�� - 93 Step 7: Determine :were Mit►guGan Mealrres._..._._.._.._._____._.e._. ..._a__._.;...___.__.___.._.....__ 47 SECTION 5: TRANSIT VIBRATION 109
5.1 Gat[O104D-BORNEVIBRATION AND NOISE METRICS .... . ...... ...... .. . _,.... , _., I IC
5.2 SOURCES OF TRANSIT GROUND -BORNE VIBRATION AND NOISE- .....« 112 13 PATHS Of TRANSIT GROUN rRNE VIBRATION AND NOISE.....:. ... .. _,:... ..... 116 vi
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5.4 RECEIVER FACTORS THAT INFLUENCE GROUND -BORNE VIBRATION AND NOISE ..:w._ I I7 5,5 HUMAN RE5P0t456 TO TRANSIT GROUND -BORNE VIBRATION AND NOISE .......:... ..... . ..._ ,,..,..,. I 17 SECTION 6. VIBRATION IMPACT ANALYSIS ..... 121
6.I DETERMINE VIBRATION ANALYS:;S LE'+EL...._,,..._
6.2 DETERMINE VIBRATION IMPACT CRITERIA. ._.. . .............: ,._ . . ... 123 Option k Grnerof VihrationAssessrlrent CFae:pa,,.,..,,,,,:,:.,:.....®:...
Step d: Livid Use Categories..... ....::....:....._......... .
Step WendEvert frequeney J 25
Step 3: Appil+ impact Criteria day Lurid Use and Event Frequency_._...._._...._._._._.._._ ................_.._._. d 25 Option i5; Vibrcvan dm,{ act Criteria for a Detcrikd Vibration Analysis., ,:,,:,,:.,_,..:_,..:_,.,,. d 30 Stepd. + rrit-J orrie Vibratian,....::................... ...................,_ .._......:,...,...,_ .._..........., .:.,__. ,_:.,_...:..:. d30 StepZ. Grotintkpirre Noise-..........:...........,._: :.,:..,._...... ._ .me,..,....,.._,.,_;_._,_,....,. ,__, ,_ ._..,.....:..:.: r32
6.3 EVALUATE IMPACT: VIBRATION SCREENING PROCEDURE_ 132 Step d: Clossihr prajeti vehcfes_._........_:_.---,_.__._._._._.__.__.._.._._._.-_—..._........_._._.�_._._._....._ r33 Step 2: Determine Prefect Type J34
Step3: Determine Screening Dstance........,:_:_:_,.....,:...._. ...._: :..:...,:_.. ..,_ . ..,.:.. d35 Step 4; identify Vibrattion-Sensitive Loom/ IJsrs_.,..,.._............ ..„ _,.,,....:..,_,.__.----....._..,,. d36
6.4 EVALUATE IMPACT: GENERAL VIBRATION ASSESSMENT ...... ... _. I 36 Step d: Select lost Curve for Gratind Surface Vibration Level ...... d36 Step2: Apply Adjustments .. .. . ...:.:....._.... ..: . :... ,,:.,...,. _._..,...:.._,..,..._:___.....,. . ._. ,_: ._:.......,.,.,- d39 Step 3: inventory o Yrpu?ian
6.5 EVALUATE IMPACT: DETAILED VIIIRATIOtJ ANALYSIS I 49 Step d: Charucterrze Existing Vibration Conditions .... 149 Step 2. Estimate Vibration impact J 52
Star 3: ASSCSS YJbrcrtiart impart ... .. .. . .... . .......:_: ......: .-..-...-_. _.._.:-.....,..,. : , . . . ,m : , .._m. , .... d E 5 $tep ¢: DCPC,ITIMTC Vibrutrart Mitigation Mcucaeres 65
SECTION 7: NOISE AND VIBRATION DURING CONSTRUCTION 172
7 I CONSTR.OCTION NOISE ASSESSMENT 72
Step d. Determine :Lewd a Cnns1rvtdiar+ Noise Assessmertl _ ... . _„, -- _ _ -.. - _ _ _-- d 73 Step 2: Use a QuaUtarsit Cans[rrrctton .Noise Assessment ra Estimate Cortstrtrfrtioqt Nolte ............ .74 Step 3: Use a QUentdtative Con zrtrction Noise Assessment to Estimate Construction Norse J 74 Step 4: Assess Construction Noise fmpact._.....:_.. .......::.... .,._:_: _........_... . ................_._. .... .......: d 78 Step 5, DEivrrnrne CnnsgtoMonr NO Mrigorr n r eciscrrrs __._. . ...,.- ,�_ d 79
7.2 CONSTRUCTION VIBRATION P SE,SMENT._.._._..._ ._..._ .--.--•- -...._ ._ _ I B2 Step d: 7eterminc Level of Gmtstructito Vihrorron Assessment__._._._._._•„_._._.._._._..-....._.._.._._._. d 82 Step 2: Use a Qrobtotive Construction Vibration Assessment ._ : W W, ,.., ._ , _ , ....... ,.:, , ,: d 93 Step 3: Use aQraraitcrtive Construction VtiSrxrtirrn Assessment .:.............:..... .____ . ..,. ...,_,___.... J83 Str•p 4_ As:tes_s d anstreartmn VJhrtltmn I mp L ..----. ;_._ d85 Step 5: Determine Ca astrurzkon Vibration Artitdgcitlorr Measures__.._......... d86 SECTION 8; DOCUMENTATION OF NOISE AND VIBRATION ASSESSMENT,._. I86 B. I ENVIRON4ENTA,L DOCUMENT .....,,...,,. _..,_. .:..,... .., ,.. _.., m :..,... _.., .:. ....: f.r , Step d: Choose the information to inrlrrdr, ,_...... 189 Step 2 Organize Jerfisinatiar ;Al tire Environment&Dontenertr._._...._..,....._._._._._._._....._.._..___. 190 8,2 TECNNICAi. DEPORT
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APPENDIX A GLOSSARY OF TERMS 195
APPENDIX B FUNDAMENTALS OF NOISE,, .200
B.I AMPLITUDE.,. . .. 200
B.1.1DEc1B®L 201
B,1.2 FREQUENCY. _ -2I}3
B.1.4 NO E METRICS.........:.................................... ................................m ,.. . . .. . , ,.. . . ...,. .,,.. 206 B. L A. I A -WEIGHTED SOUND LEVEL THE BASIC NOISE UNIT._ ... 206 B. L _4,2 MAXIMUM SouND LEVEL C]Uw4G A SINGLE NoiSE EVENT ... . .,..a.,W . w .107
8.1.4.3 SOUND EXPOSURE LEVEL {SEL): EXPOSURE FROM A SINGLE NOSE EVENT ,, e.....,.., .,.. . 206 8 1,4.5 DAY-NICfT SOUND LEVEL (L..), 24 -HOUR EXPOSURE PROM ALL EVENTS------. 214 APPENDIX C BACKGROUND FOR TRANSIT NOISE IMPACT CRITERIA 2I7 C.I RELEVANT LITERATURE................._,..,,...,.,.,.,..,. .,....,. ., .,....,....,.,..,. .,,...,.W.. ......,....,. . .. . . .. ......, , 217 C.2 BASIS FOR NOISE INtPACT CRITERIA CURVES__ .... .... ............,.,,.... . ........ .,..,... _, 218 C.3 EQUATIONS FOR N+ dsE IMPACT CRITERIA CURVFs 219
APPENDIX I7 CLUSTERING RECEIVERS OF INTEREST...... .. ........ ...a.... ... ,............ ,., ,. 221 APPEND IX E DETERMINING EXISTING NOISE -.-.„,,....»..»q,,. ,......... » . ,., »....__ .._ 225 APPENDIX F COMPUTING SOURCE LEVELS FROM MEASUREMENTS............—.. ..... 229 F. I H7CeHwAT AND JML VE}HGLE Pas BY .,......,.„..,.....w.,.,....,.� ..... ..........r.,........� ....,..,...,.....u., ....,..,., 229 F.2 STATIONARY SOURCES 233
APPENDIX G NON-STANDARD MODEUNG PROCEDURES
AND METHODOLOGY _.. .. .... .. .................237
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List of Figures
Figure Xi Source -Path -Receiver Framework eee...... ..... ...... .....m e...._ .......9 Figure 3-2 Sound Level Dependence on Speed 12
Figure 3-3 Attenuation Due to Distance (Divergence) --_,R _.._,._____._ T -_._ ., IS Figure 3-4 Attenuation due to Soft Ground..._.,..-__..._ __.,-_ _._...._.._... 15 Figure 3-5 Noise Barrier Geometry 16
Figure 3.6 Coantriunity Reaction to New Noise, Relative to Emoting Noise in a Residential Urban Environment le
Figure 3-7
Figure 4- I Noise Impact Criteria Flow Chart by Project Figure 4.2 Noise Impact Criteria for Transit Projects 27 Figure 4-3 Increase in Cumulative Noise Levels Allowed by Criteria (Land Use Cat. 1 & 2) 30 Figure 4-4 Increase in Cumulative Noise Levels Allowed by Criteria (Land Use Cat Figure 4-5 Procedure for General Norse Assessment ....
Figure 4 -di Criris for Estimating Exposure vs_ Distance in General NoiseAssessrrient.,_ ... ..,__._., _..,48 Figure 4.7 Noise Impacts of Hypothetical Commuter Rail 57 Figure 4-8 Example of Project far General Noise Assessment: Siting of Transit Center in Mired Figure 4-9
Figure 4-J0 Guide to Selecting. Noise -Sensitive Receivers of Interest.
Figure 4-1 i Flow diagram for Determining Project Noise at 50 ft..,.,, r.,.h .,..,. .. , ..,w,., .w. ,.,,70 Figure 442 Flan C,raurrd......... .....A A. ....,..,.m.,,.,,,-,,._„ . ....,. 86 Figure 4-13 Source in Shallow Cut_________._.__..____._....__._.__..__.._______..__.____..__.______.._.._ ._.----._.._86 Figure 4-14 Eitew�at d Receiv r_ R6
Figure 4-15 Source in Sloped Cut.
Figure 4-'16 Source and Receiver Separated by
Figure 4-17
Figure 4-18 Nc lse Barrier Pararricter"P'....._._._.._,.................. ............ _ ..._.._.,... .,._.. .. __ _..d _. d..._....;59 Figurer 4.19 Recoriimerided Micr ophorie Locations for Existing Noise Measurements ........ ............._.93 Figure 5-1 Propagation of Ground -Bonne Vibration into ..... ... m I CI9 Figure 5-2 Vibration Signal in Absolute I I I
Figure S3 Vibration Signal in RMS Velocity C]etlbels...._.... _........., I 12 Figure 5.4 Typical Lards of Ground-Uorr Vlbratlawt.... .... ......... .... . w....... .........., I I3 Figure 5-S Response to Transit -Induced Residential' Vlbratiori .... ,. H. . .,w, ,.�_.„.... 119 Figure 6-I Existing Vibration Criteria Flow Chart .,..... .,.,.w. w. ,. mm . 129 Figure 6-2 Criteria for Detailed Vibration Analysis ..._ „ .. 131 Figure 6.3 Flow Chart of Vibration Scrc*rrr Pro€ess..._.... ...... .. .,,.. ..,. ........W.. .,,.. .....W ., 133 Figure 6.4 C. eralizei Ground Surface Vibration Curves ........... ............ I37 Figure Cry Ground -B me Vibration and Noise Model ....,,, n..., .. I54 Figure 6-6 Typical Force Densities for Rail Transit Vehicles. 40 mph „R ,mA.,- 157 Figure 6-7 Typical Force Densities for LRT Vehicle. 40 mph 157 Figure 6.B Test Configuration for Measuring Transfer- [Mobility ......... .....,........ ........ ... . „. ... 15$ Figure 6-9 Example of Point -Source Transfer- Mobility 159 Figure 610 Equipment Required for Field Testing and Laboratory rnalysis..,,...................,,..,--.n,,-,. 160 Figure b- I I Analysis of Transfer Mobility .._._._._..____________.__.__.____._.__.__________.___w_______.__ _. 161 Figure 6-J2 Schematic al Transfer Mobility Measurements Using a Line of Impacts ..„. .... . ... 162 Figure 6.13 Example of Llnesorrce Transfer Mobility ..................... ......... ...,.......,... .. .. ..... 163 Figure 6.14 Foundation Response for Various. Types of Buildings ,,.,. .,.,,...m o. .,.,. ._.,. ... ...n o. .,. I64 Figure R -I ISMS Pressure Illustration _ 20D
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Figure B-2 Gra*, for Approximate Decibel Addition . ,, . 202 Figure B-3 Noise Spectrum of Transit Train on Curve and Elevated Structure . ., .. ,, ,a...m .....,., 2O4 Figure B-4 A -Weighting Curve
Figure B•5 Typical A -weighted Sound Lis ... ........... .....,_., ... ., . ..,.. ,,,, ....,., 207 Figure B-6 Typical Ti- a it -Vehicle 3+assby 208
Figure B-7 Typical Fixed -Fad lrty Nokce Event . .. .. .......................... 208 Figure B•6 An Energy Vice of Noise Events , ,.. ......... ,....... A..�n.,.. . n . 210 Figure .9 Typical Hourly L ir�i s ,.,..,............... ,.....,.m,.....,... ... . n ,... .... . n ,.... . .....,..,....,. 21 Figure I b Example A-weIgirtad SoundLevel Time Histories 212 Figure D -I Example of Receiver Map Showing Cluster Boundaries 224 O1-28
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List of Tables
Table3-I Nose Metric .................. .. . Y....,......;. .. .... .. . .........,.;._.. ...._.._WY....,....,.;._.. . . .._...Y...., 10 Table 3-2 Sources of Transit felolse 13
Table 4-I Multlmodal Project Noise Factors
Table 4-2 Multlmodal Project Assessment Methods..____._.._._.._ ..._.__.,._ ..._._- __..__-_-.-___-_.___-_ _.._ 22 Table 4-3 Land Use Categories and Metrics for Transit Noise Impact Criteria ..... . ..... .. .. ....W., 23 Table 4.4 Levels of Impact 26
Table 4.5 Norse Levels Defining impact for Transit Projects 29 Table 4-b Noise Impact Criteria: Effect on Cureuilative Noise Exposure _ 31 Table 4-7 Screening Distance for Noise Assessments _. _ . _...35 Table 4 -fl Assumptions for Screening Distances for Noise Assessments ...... _.......„...... .............. ................ 36 Table 4.9 Reference SEC's 50 ft from Track and at 50 mph, One Vehicle...................................................40 Table 4-I0 Computation of Noise Exposure et 50 ft for Fined -Guideway General Noise Assessment 42 Table 4-I I Source Reference Levels at 50 ft from Roadway, 50 mph -._--_....._—____.._..-__.,-.--•------•---....43 Table 4-12 Computation of LsgiIv) and La, at 50 ft for Highwayfiransit General Notre Assessment __,44 Table 4- 13 Source Reference Levels at 56 It From the Center of Site. Stationary Sources 45 Table 444 Conrptiatien of Leine, and Le, at SO ft for Stationary Source General Noise Assessreent47 Table 4-I 5 Distance Correction Fatter Equations for General Noise Assessment_... ....... .,__.- 49
Table 4-I& Computing Total Noise Expoeure........ _...... ._............... .._--.-__.... .._........ ____e__..__.____-,_ -49 Table 4-I 7 Estimating Existing Noise Exposure for General Noise Assessment .......... ........ ....... _.:o......., 52
Table 4-10 Land Uses of Interest 69
Table 4- I9 Sources of Transit Noise 71
Table 4-26 Source Reference SELs et 50 ft Footed -Guideway Sources at SO mph ..,...-......._._...___. -_....-.73 Table 4-21 Computation of Lelere and L,, at 50 ft: Fixed-Guldeway So+urces..-_.
Table 4-22 Source Reference SELs at 50 ft: HighwaytTrarasit Sources at 50 mph ..._. . ,. . ... .. 78 Table 4-23 Computation of 'Lew, and La, at 50 Ft: Highway/Trattsit Sources 90 Tattle 4-24 Source Ref race SELs at SO ft Stationary Sours.-,.., d.,.•._-__.-.. ,.... d._ . d -. :B2 Table 425 Computation of Le t i i. , and L e at 50 It: Stationary Sources. _._ B3 Table 4-2& Ground Factor G, for Ground.Atterruatlort..... ........._....W. .W. ..... ..._..._....._._.....W. . B6 Table 4-27 Distance Correction Factor Equations for Detailed Noise Analysis 97 Table 428 Barrier Insertion Loss..,-, .,....,m.,m. .,... ... .
Table 4-29 Attenuation due to Buildings „.r_ .. _ . ._ B9 Table 4.30 Anal due to Trees
Table 4-3I talcnote L or le iar}....... .... ..........,........_:_:....,_......._:_....... ,..... .. ... . ... _... 91 Table 4-32 Computing Total Noise Exposure„ ....... ................. ........ ..:. .:,.. ..,: ...., - ;. .:,.. ,..:n...,-,.91 Table 433 Transit Noise Mitigation flexures - Source Treatments _ ...,.., 97 Table 434 Transit Noise Mltigatio+r MMasur s - Path Treatments 104 Table 4-3S Transit Noise Mitigation M asures - Receiver Treatrneeits.............,.. ...... .. ...............d....... I f)6 Table 5-I Ground -Fume Vibration and Noise Metrics...._ .................. 110 Table S-2 Factors that Influence Levels of Greend-borne Vibration and Nolse at the Source...., . 114 Table 5-3 Factors that Influeree Levels of Ground -borne Vibration and Noise along -the Path ._._..._. 117 Table 5-4 Factors that Influence Levels of Ground -Borne Vibration and Noise at the Receiver 117 Table 5.5 Human Response to Different Leek of Ground -Borne Vibration and Nose......,............ 120 Table 6-I Land Ilse Categories for General Vibration Assessment Impact Criteria_ -,..,, .,.,, _. I24 Table 6-2 Event Frequency Definitions..__-.-....__..._ ..- k 25 Table 6.3 Indoor Ground -Borne Vibration (CRY) and Ground -Borne Noose (GBISI) Impact Criteria for General Vibration Assessment C26
Table 6-4 Indoor Ground -Borne Vibration and Noise Impact Criteria for Special Buildings l26 xi
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Table 6-S Impact Criteria Consrdenri Existing Conditions ..............: ., Table 6-6 Interpretation of Vibration Criteria for Detailed Vibration Analysis . ., . . ., ,a...m ....., . 131 Table 6-7 Pr+nlect Types for Vibration Screening Procedure ..... ..., 135 Table 643 Screening Distances for Vibration Assessments_ ....... ....,...,..,..,.............. ............ .........,......... 136 Table 6-9 Ground Surface Vibration Level Base Curve Descriptions 137 Table 6-lO Generalized Ground Surface Vibration Equations �r.............._..... 43B Table 6-I I Source Adjustment Factors for Generalized Predictions 4f GB Vibration and Noise --- 440 Table 6.12 Path A hustmenat. Factors for Generalized Precktions of GB Vibration and Noise._.,_,... 143 Table 6-l3 Receiolar Aellustment Factors far Generalized Predictor& of GB Vibration and Noise._ 145 Table 6i -I4
Table 7-I Construction Equipment Noise Emission Levels .,...,.,..m .., .n mm ..... ,..m .,, .., m ., 176 Table 7-2 General Assessment Construction Noise Criteria_ . .... . . . .... .....:,.............. ........ 17' Table 7-3 Detailed Analysis Construction Noise Criteria ._. 179 Table 7-4 Vibration Source Levels for Construction Equipment:,_.:.. IBA Table 7-S Construction Vibraton C enage I B6
Table C-1 Threshold of Moderate and Severe Impacts .,. .. ., d .,. , u... .. 220 Table F-1 Conversion to Source Reference Levels at 50 It —Highway and Rail Sources 231 Table F-2 Ganver5ion to Source Reference Levels at S0 ft — Stati9nary Sources --------------------- ------ 234 Table F-3 Conversion to L at die Receiver, for a Slagle Train Pas -shy ,....,......_..................... ........ 235 41-28
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List oil Examples
Example 4- I General Noise Assessment - Commuter f I ................... . ... . ....... ........d....... ...,. ..,...... ,.,.54 Example 42. General Noise AssKsment - HIgF way ransit --•--._...______....59 Example 4-3
Example 4-4 General Noise Assessment - Transit Center _............_.................62 Example 4-S Detailed Noise Analysis - F ed Guideway Noise Sources ..77 Example 4-6 Detailed Noise Analysis - Highway Transit Noise Sources..., w... . . ,,A..,... R,,,,..DO Example 4-7 Detailed Nome Analysis - Stationary Noise Sour _._.
Example 4-8 Detailed Noise Analysis - Exposure Vs. Distance Cuive... ............ .................. ...................87 Example 4-9 Detailed Noise Analysis 5h eldir 69
Example 4- ID Detailed Noise Analysis - Combine Sources;. ................. ..........•.. 1 Example 6- I
Example- B- I Decibel Addition - identical Buses__,...____ Example B-2 Decibel Addition - Two Source _201
ExampleD- I Clustering Receivers ,, .. , ....,m..... . .,,.,. ,. .........,..... .., .,,.,. ,. .,,...,.m..... .., ..,,A,._.a .,, 223 Example F- I Calculate Sel,r - Locomotiwes;. A . .. .... ............. . .. 2.32 Example F-2 Calculate Set,' - Roll Cars.. .._._..__._�.__ J . __..�._ __ .�._� 232 Example F-3 Calculate Sel,r - Rus_...._,....__.... .,.... .. ..... ........ ._ .,. ... ..,.. . ..._ ._ 233 Example F-4 Calculate Selre - Signal Crossing 234
Example F-5 Calculate -Train Passbyr 238
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Abstract
This report is the third edition of a guidance manual originally issued in 1995. It includes clarifications to existing policy and updates to outdated references where applicable- Topics pr eroted in this manual Include procediuurps for predicting and ass sing noise and vibration impacts or proposed trarislt projects for different stages of caroled devel,opnenr and different levels of analysis. Additional topics intrude descriptions of noise and vibration mitigation measures, construction noise and vibration, and how to present these analyses in the Federal Transit Administration's environmental documents. Thisvide-ice k for technical specialists who conduct the analyses, as well as project sponsor stall, Federal agency reviewers, and members al the general public who may be affected by the prrofeets.
Acknow'iedgrnetits
The original 1945 version of this manual was developed by the film Harris Miller Miller & Hanson Inc. (HMMH) and peer -reviewed by a group al specialists in the lleids of acoustics and anvil orirnerrtal planting and analysis. HMMH updated the original manual In 2006.
The updates for' this current Version were provided by the John A. Volpe National. Transportation Systems Center, Cross Spectrum Acoustics, and FTA and it was peer -reviewed by a panel of experts.
The U.S. Department of Transportation FTA Office of Planning and Environment woes to thank the following for their participation in the peer review cl this rnancral:
■
a
Scott Edwards
Aritha3rry Evans
Ti mathy Johnson
Shannon McKenna
Lance Meister
James Nelson
Anthony Joseph Ossi
• Shankar Ragaram
• Judith RQchat
• Jason Ross
• Hugh Saairanrran
• Herbert Singleton
• David Towers
xiu
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SECTION introduction
i
I Purpose
The Council on Environmental Quality (CE(;) regulations for implementing the procedural provisions of the National Environmental Policy Act ci 1969 {NEFAr t> require that a federally -funded project be assessed for Its impact en the human and natural environment prior to implementation. The Federal Transit Administration (FTA), in conjunction with the Federal Highway Administration (FHWA), Fee Issued detailed regulations implementing NEPA for transit and highway projects. TIE regulations are codified in part 771 of title 23.
Code of Federal Regutaticrs, and are titled "Environmental Impact and Related Procedures."' (23 CFR pint 771 ).is!
The Federal Transit Administration (FTA) provldm financial assistance for a range of public transportation projects from 'raw rail rapid transit (RRT) syst+arre to bus maintenance facilities and vehicle purchases. As required by NEPA and its implementing regulations, each project must undergo environmental review.
Noise and vibration are sometimes among the major a ncerne regarding the effects of a transit project on the surrounding community and are key elements of the environmental impact assessment process for public transportation projects, A transit system is often placed near perptdation centers by necessity omit may cause noise and vibration at nearby residences and other sensitive types of land use.
This manual provides technical guidance for conducting noise and vibration arnaiysi for transit projects. as well as direction regarding preparation of tfie information for ETA's eminonmental documents. Same situates may not be explicitly covered in this manual, the exercise of professional judgment may be required to extend the basic methods in these cases and frequent cc nsntltateon with FTAstaff Is important to ensure the methods used meet the requrernenLs for environmental reviews. See Appendix G for information on using non• standard modeling procedures.
In general, tile noise and vibration impart assessment princess for proleets indudes the following steps:
e Determine appropriate impact criteria (Section 4.1),
2 Coridret screening and dote mine appropriate level of wise analysis, analyze project noise impacts, and evaluate mitigation options if appropriate (Sectiers
3. Determine appropriate level of vibration analysis, analyze praiect vibration impacts, and evaluate mitigation options if appropriate {Sections 6.1-65).
4. Analyze construction noise and vibrai on. impacts {Section 7).
5. Document findings (Section 6).
FERAL TUArrSIT AtrtilNC;irRATION I
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TRAPIFiIT NOIRE AND l§BRATiON IA'1PACT ASSESSMENT r1ANUAL I.2 Organization of the Manual
This guidance manual is organized by the following recommended analysis woricflkw. A glossary of terms used throughout this manual is available in ,appendix A. Detailed information on the fundamentals of noise„ noise impact criteria, clustering receivers, determining existing noise, computing source levels from measurements: and using non-standard methodology Is available in the appendices.
Section 2: Project Mass of Action and Planning - This section describes the first. step In the arxalysls process that is applicable to bath noise and vibration alralyses.
Section 3: Transit Noise - This section provides the reader with background information specific to transit noise,
Section 4: Noise impact Analysis — This section provides a general outline of the entire noise Impact analysis process:,gtiiddines on determining noise impact criteria, methods for choosing the appropriate level of noise analysis ("Screening," "General." or "Detailed"), steps for evaluating noise impacts with the Noise Screening Procedure fa simplified method of evaluating the potential for noise impart from transit projects), steps for evaluating noise impact with the General Noise Asses'ment procedure (a simplified assessment method to estimate noise impact and compare alter-rratives for transit projects), and steps for evaluating noise impact with the Detailed Noise Analysis procedure (a comprehensive assessment method to produce the roost accialrte intimates of noise impact intended for certain major public transportation prolectsi, Section $: Transit Vlbratiori — This section contains background information specific to transit vibration -
Section 6: Vibration Impact Analysis — This section provides a general outline of the entire vibration impact analysis process: guidelines on determining vibration Impact criteria, methods for choosing the rt prior, to level of vibration analysis ('"Screening," "General." or 'Detailed"), steps for evaluating vibration impact with the vibration screening procedure (a simplified method of evaluating the potential for vibration impact from transit projects), steps for evlluatirrg vibration Impact with the general vibration assesment procedure (a simpiifir3d assessment method to estimate vibration impact and compare aitemative for transit projects), arid steps for evaluating vibration Impact with the detailed vibration analysis procedure (a comprehensive assessment method to produce the most accurate estimates of vibratioo impact intended for certain major public transportation projects).
Section 7: Noise and Vibration During Construction — This section presents the process of assessing noise and vihration impact during construction, including determination of level. of assessment, source levels, impact criteria, and mitigation_
Section g: Documentation of Noise and Vibration Assessment — This section includes guidance for documenting the noise and vibration assessment in technical reports aitd environmental documents.
PET) FLALTuANA—r ADMINNIKATION 2
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SECTION Project Class of Action and planning
2 The level of environmental analysis and review depends on the s4gnPFlcance of any potential associated environmental imparts. which in turn depends in part on the scope and comple.ty of the proposed project. The goals of a transit noise and vibration impact assessment are to:
I. Determine exiai nig noise and vibration levels.
2. oAssess project none and vibration far potential impact,
3. Evaluate the effect of mitigati=on options on impacts, The class of action determination will inform the required level of analysts. The FTA Regdortal office.' determines the class of action wed on project information provided by the project sponsor. The follow ng types of information can assist the FTA Rr iorral office in an initial class of action determination for a project:
• Project description
• Project-we:if-lc graphics. including
o Propel locationlsazes
n Known land use arid environmental features
■ Additional information, as appropriate;
o Summary of prior planning
• Draft purpose and need statement
Project classes of action are described to Section 11
2. FTA`s environmental regulations classify projects by level of environmental analysis. The class of action will determine the appropriate level of analysis and documentation fora project Details of each class are described in the following sections. For more Information, review PTA's envirPr.nental impact and related prvicedur€ at B CFR part 17 I
environmental 'drnoact Statements
Environmental impact staterneIrts (EIS's)) apply to projects that are expected to muse significant environmental effects in the NEPA conten. Typical examples include new or extensions of fixed -guideway projects, such as heavy rail, light rail, commuter rail, and automated guideway transit AGT) systems that are not located within existing transportation right-of-way (ROW). It is likely that for major infrastructure projects requiring an E3S, the rrrost detailed treaatmem. of noise and vibration impacts will often be required.
Categoria exclusions (CEO cover actions that are excluded from requiring an EIS or errvlronmentai assessment (EA) because FTA Gras determined that they do 'http'liwrww,ita kcgned1242G.htnsl_
FETAFLAL IRAN l' IT .aCStllhIC TRATIoN
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not rautdnely cause significant environmental Impacts. FTA's CEs are located at 23 CFR §§ 771_ I I8(c7 and (d), :commonly referred to as the t -list and d -list, respe€tively, Examples of projects that would normally be CEs include vehicle purchases„ maintenance of equipment vehicles, or facilities. and ROW acquisition,
In general. CEs for transit capital CUristriJCtion projects after, require at least a screening of noise impact
Environmental Assessments
When a proposed project is presented to FTA and It rs uncertain whether the project requIres an ELS Tar qualifies tor a CE. FTA Twill normally direct the project sponsor to prepare an envirarirriental assessment (EA) to assist in making the determination_ An EA many be prepared foe- any typv of project if uncertainty exists about the magnitude or extent of the impacts. Generally, an EA Is selected over a CE it FTA determines that several types of potential impacts require further investigation, for exantple, air quality, noise, wetlands, historic sites„ andior traffic, but PTA's environmental regulation does not list typical projects that require EAa.
Experience shows Mat most of the EA" prepared for transit projects require at least ageneral assessment of noise Impacts.
22 Project Planning and Development
Capital vault projects are ordinarily developed initially from a comprehensive transportation planniri,g process conducted in metropolitan areas (see 23 CFR § 450.3040i The metropolitan planning; process often incli ides some early consideration of social, economic, and +envirorrnental effects of praised maw infrastructure Improvements. At this stage, environmental effects are usually considered on a broad scale —for example ov@rran development patterns, impacts on green space, arid regional air quality. Noise and vibration assessments are not typically performed at this staff because the proposed infiastrutture improvements lack the necessary detail.
Once the need for a capital transit project in a corridor is established in the metropolitan transports ran plain, the transit mode and general aliment best sifted for the corridor are identified. The Screerning and General noise assessment procedures and the vlbratlan screening procedure di cribed in this. manual may be used to compare noise and vibration effects among different transit modes and alignments at an early stage of the project planniirrg. The analysis that results is documented through the environmental review process.
NEPA establishes a broad policy regarding mitigation as a means of accomplishing its environmental obiectivies. Other Federal laws, such as Section 4(1) (44 1.1-S.C.. 303). and Section 404 (33 U.S.C, 1344), have explicit mitigation requirements for certain iresourcea. The decision to include noise Cr vibration mitigation for a project is made by FTA arid the project sponsor after public review of the environarienel document, as appropriate. If mitigation measures are deemed necessary to protect the environment or to satisfy statutory requirements. they will be incorporated as an integral part of the project and subsequent grant documents will reference these mamma -44 as contractual obligations on the part of the project sponsor. Through that proces. FTA FETAKAL'r0.AN'AT AD IINNTRATIQN
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ensures that the ix -alert sponsor toreplia. with all design arid mitigation cammltmenrs contained in the environmental record.
Once the project enters constriction, noise or vibration may need to be reassessed in some circurnstanees, Some large construction projects in densely populated readennal areas may require noise monitoring to erast,-e agreed -upon noise limits are riot exceeded_ Vibration testing may be needed in the final stages of construction to determine whether vibration control measures have the predicted effect,
Considering that transit projects must be located amid or very dose to concentrations of people, horse and vibration Impacts tan be a concern throughout the environmental review process, design. and construction phases - This manual offers the Nall:arty to address noise and vibration at different stages In the development of a prefect and lri different levels of detail.
2.3 Mitigation Policy Considerations
Because none. is frequently among the greatest environmental cohcerns of planned transit projects, FTA and the project sponsor should make reasonable efforts to reduce predicted noise to levels considered acceptable for affected noiseensitive land uses, The need for noise mitigation is determined based on the magnitude of impact and consideration of factors specifically related to the proposed project and affected land uses.
The ,goal of providing noise mitigation is to gain subs[antial noise reduction, not simply to reduce the Freckled levels to just below the "severe" impact threshold, For FTA to determine whether the mitigation is reasonable, the evaluation of specific mitigation measures should include the noise reduction potential, the cost. the effect on transit operations and rrraittenance, and any other relevant factors, such as any new txlviromnental impacts that may be caused by the implementation of a noise reduction measure, A thorough evaluation enables FTA to snake the findings required by NEPA erld other statutes, such as Section4m or Section I4b requirements arid thriir implementing regulations_
Severe imparts have the greafi t adverse impact on the comrnuruty, and mitigation should be strongly considered. Ar+ rs with 'moderate" impacts atso have potential for €Huts on the community and therefore should also include consideration and possible adoption of mitigation meastres when considered reasonable,
Since reasrnnab eness is not strictly defined, FTA recommends that project sponsors work with the affected public .and FTA staff during the environmental review proviAs to decide appropriate mitigation strategies. A project sponsor may 2184 consider developing and Formally adopting a mitigation policy to aid in the &termination of appropriate and applit ble mitigation measures for current arid proposed projects and anticipated impacts. Hwang such a policy in place can aid in the project planning up front and help to expedite mitigation decisions, FE17iRAL Tur,N';IT .ataMiNtsTRATici
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TRAPISIT NOIRE AND V RAT)ON IA'1PACT ASSE SMENT 31ANUAL The following considerations can assist in determining circurnstanciia that trigger the need for mitigation and include examples of how they can be applied in a nose mitigation policy.
• Number of Noise -Sensitive Sites Affected
A row or chaster of residences adjacaent to a rail transit fine establishes a greater need for mitigation than one or soieral isolated residences in a rUlxed-use area_ Single ri ldene may not be ahle to meet a cost- effectiveness criterion for' mltigatiadt.
Example Mrgigtsticait Polity Consideration: Set a minimum number oaf noise -sensitive it as a threshold. combined with a reference to a oost- effectiveness criterion.
• increase caret Existing Noise Levels
Since the noise impact criteria are delineated as bands or ranges.. project noise can vary S to l decibels (dB) within the band of moderate impact at any specific ambient noise level. If the project and ambient r Oise plot falls just below the severe range, the need for mitigation is strongest for a moderate impact. Similarly, if the plot faifs within the moderate range just above the no impact threshold• the impacts are expected to be less, so the justification for mitigation would not be as strong.
Example Mltigutrori Policy Consideration: Set a strong need for mitigation when a moderate impact is 2 dB (For example) over the no impact threshold.
• Noise Sensitivity of the Property
Section 4. I includes a comprehensive list of noise -sensitive land it , yet there can be differences in noise sensitJvity depending on individual ci rcumstanoes. For example, parks and recreational areas vary in their sensitivity depending on the type of use they experience (active vs. passive recreation) Arid the settings in wfrirh they are !waked.
Example Mitigation Policy Consideration: Ctte the tee of the pt ufer ty as a determination of :sensiti+rity for parks and recreational areas.. • Effectiveness of die Mitigation Kam ure(s)
Determine the magnitude of the noise reduction that can be achieved and consider whether there are conditions that limit effectiveness, such its noise barrier effectiveness for a multi -story apartment building.
Exarnpe Mitigation Policy Consideration: Seta minimum reduction in noise level to be considered effecLlve. A S -dB reduction Is typically considered oat effective reduction from mitigation.
• Feasibility of the Mitigation Measure(s)
Determine if the mitigation measure is feasible from an engineering, operations or safety perspective. In some cases, it may not be possible to construct mitigation (noise barriers) due to physical or structural limitations Feel AL Tn>nNirr AceluNNTRATi it. a
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or of safety concerns. especially related to s hit lines for pedestrians and vehacles-
Example Mitigation Policy Consideration State that the engi veering design of the mitigation must be feasible. that it must be implementable in light of operations, and that mitigation must not compromise safety. ■ Fairness and Equity of the Mitigation Measure(s)
Ensure that mitig Lion measures are applied in a fair and equitable manner.
In many cam small dl€ferences ier distances or operations can result in small differences in projected noise levels. For cmple. all the residences in a row could have a projected moderate impact except for one residence at the end of the row that falls Must Linder the moderate criteria due to bang set slightly further back from the. alignment. Ina cage like this, mitigation should be applied for rho entire row of rgsrderrces wl passilafe.
Example Mitigation Policy Consideration: State that mitigation should be applied equitably.
• Existing Transportation Noise
Neighboi hoods with ambient noise levels already heavily influenced by transportation noise especially the same type of noise source as the project, should be considered, Often adding a new similar MAP'. SCANCe will not add to the ambient noise levels or only slightly Increase k to within acceptatk levels.'V'Vhereas, Impacts would be nIw.rre likely, if the new noise was added to a neighborhood with minimal transportation noise, However, it is irnportatnt to note that per (Section 4-1, Step 3) the higher the existing noise., the lower the allowable noise imrease from new sources- A new cumulative noise environment may be very objectionable because people will not be compartmentalizing the existing noise versus the new noise and reacting only to the new noise, In this circumstance, impacts predicted in the moderate range cvudd be treated as if they were severe.
Example Mitigation Policy Considmratlorx Set a policy that moderate impacts under these cltcaimstances be treated as severe and cite the potential for reducing noise from existing transportation noise, as well as from pr oject nojse-
■ Community Views
This manual provides the methodology to make an objective assessment of the need far Hulse mlogation_ However, the views of the communrity should be considered where there are potential noise Impacts predicted through this manual. The NEPA compliance process provides the framework for hearing the commtmir/s concerns about a proposed project and then making a good -faith effort to address those concerns. Many projects can be arjw.ed to have projected noise levels within the moderate impact range and, where pcA tik. decisions regarding mitigation should be made after considering input from the affected public, relevant government agencies, and community organizations. There have been cases where the solution to the noise problem, a noise barrier, was not preferable to community members because of pertelved adverse visual effects-
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TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SM'tENT I1ANUAL Example Mltlyation Polly Consideration: State that community Infest in determining the need for ntiitsgation will be included whenever possible. • Implemetltation Cost
Cost Is an important consideration lri reaching decisions about noise mitigation riweaLwres. One guideline for gaughg the reaerrnatylen is of the cost of mitigation is the state DOTs procedures on the subject. Marry states here established their own cost threshold per benefited residence for determining whether installation of noise barriers for noise reduction is a reasonable expNnditure_ Several airport autlxsrk Irs EVVY placed limits an the casts they will Incur for sound insulation per residence for homes, and FTA assesses cost in a similar manner by benefited residence. Higher rrts may be I&[stified depending on the specific set of circumstances of a project.
Example Alleipatian Polley Constdaratiant State the adopted cost threshold per benefited reeeNerfor typical circumstances.
FEDERAE TURN aIT Aix lPliltST ATION e
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TRANSIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT I1ANUAL SECTION Transit Noise
3 This section prees2nas the basic concepts of transit noise as background for computation methods and transit noise assessment procedures presented in Section 4. ,+1n overview of fundamental noise topics, including amplitude, frequency, time pattern, and decibel addition, is presented in ,Appendix B.
The Source -Path -Receiver framework for noise illustrated in Figure 3- I Is central to all environmental noise studies. Each transit source generates noise that depends upon the type of source and its operating characteristics- /Gong the propagation path, between all our and recovers, noise levels can be reduced (attenuated) by distance depending on ground type, Intervening ob tacl , and other factors_ Finally, noise comhrn,g from multiple sources at each receiver and potentially interferes with activities at that location.
Figure 3-i Source -Path -Receiver Prannework
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This section contains the resIk wing:
• Section 3. I presents the noise metrics used In this manual • Section 12 providas an overview of trams,, rtOM sources, including a listing of moor sources and a discussion of noise -generator' mech imams.
• Section 3.3 pi ovlden oi overview of noise paths, including a discussion of the various attenuating mechanisms on the path between source and receiver.
• Section 3.4 provides an overview of recur response to transit noises including a discussion of the technical background for transit noise criteria and the +distinction between absolute and relative noise impact_ FE kRAL TU/ N IT at lNCSTRATIQN v
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3.I: Noise Metrics
This marital 'aim the noise metrics outlined In Table 3- I for transit noise measurements, comput?tions, and assessment- The terminology is consistent with common usage in the United States. All of chase noise metrics are expressed In units of A -weighted decibels (dgA}, A -weighted sound levels represent the overall noise at a receiver that Is aeiu ted in frequency to apprrnamate typical human hearing sensitivity. This is the basic noise unit for transit Relic analyses.
Table 3-I Noise Metrics
Metrk
Abbreviation
Definition
A -weighted Sound Level
dBA
A -weighted sound levels represent the overall noise at a receiver that is adjusted in frequency to approximate typical human hearing sensitivity. This Is expressed as A. -weighted decibels {dBA).. the basic noise unit for transit noise analyses.
Sound Exposure Level
SE
SEL is the cumulative noise expotuce from a single noise event, normaftted to one second, SEL contains the earns overall sound energy as the actual marring sound energy during the event k is the primary metric far the measnrmoent of transit vehicle noise emlralon& and is an Intermediate metric in the ineitsurennant and calculation of both Li,. and Lai
Egt.iim1ent Sound Laval
L,Wt,
The egrivalent sound Issml Li* describes a receiver's cumulative, noise exposure from all events normalized to a speriGed period of time "t", L,,,rt, represents a hypothetical, constant sound ltevesl and contains the same overall sound energy as the actual varying sound energy during the time period "t"". Far transit noise impact assessments the equivalent sound level metric is A.weigli ed and all events are normalized over a one -hour time period, La,,r,: For transit noise assessments. this metric is appropriate for nornresidenria1 land uses and iscomputed for the loudest hour of project related activity during balls of Parts sensitivity,
Day. flight Scuod tmue.i
La„
4 describes a receiver's cumulative noise exposure from Al events over 24 hour. Events between ID p.m. and 7 a.m. are increased by IC dB to account far humans' greater nighttime sensitivity to noise. La. is used to assess transit noise for resideaneal land uses.
Maximum Sound Level
1,,Y
The maximum level describes the maximum noise level reached during a single noise event For transit noise impact assessments, it is appimprlate to consider the A.weighted id ni rn level (1„,, ) to understand the full context of the scenario. It is not appropriate to use this metric far transit noise impact assemxments_ This Avetric Is commonly used in vehicle noise specifications and commonly measured for individual vehicles.
The noise metrics, inducing their application to transit noise and vibration impact assessment_ are described in more detail in Appendix B. I.4. Mathematical definitions and graphic illustrations are presented to facilitate understarnding and the interrelationships arrRg metrics.
32 Sources of Transit Vehicle Noise
This section discusses mar chttratterISLit of the sources of transit noise Transit noise can be generated by transit ioahrcles In rnotlorr stationery transit FEDERAL tNA asst MINi1 ovaior'+I I {
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vehwI , and fixed -transit d'adllties. Procedures for computing nearby noise levels for maker sources as a function of operating parameters such as vehicle speed are given in Sections 4.4 and 4.5.
Transit Vehicles in Motion
Transit vehicles most noticeably cream noise when in motiorn. Noise from transit vehicles in matron can came from multiple sources, including the propulsion unit (i R.. the engine and engine components). the interaction of the wheels and/or tires and the running surfaces and warning bells and horns.
Vehicle propulsion trots generate..
• Whine frerru electric control systems and traction motors that propel rapid transit cars
• Ditnel-engine exhaust noise from both diesel-electric locomotives and transit buses
• Air -turbulence noise generated by cooling fans
• Gear noise
Noise is also generated by the inter -action of wheels and/or tires with their running surfaces. lire noise from rubber -tired vehiclim is generated at normal operating speeds. The fate -action of steel wheels and rails generate_ • Rolling noise due to continuous rolling contact
• Impact noise when a wheel encounters a discontinuity in the running surface such as a. rail joint turnout or crossover (where the wain or rail vehicle switches off one track and onto aroth€
▪ Impact noise from the wheel and i tinning surface if the wheel is not completely round (wheel flat) or if the r un;ring swiace is riot completely diet
• Squeal generated by friction between wheels and rail on tight curves Transit vehicles are equipped with horns and bells ?or use fn emergency sinaations and as a general autlble warning to track workers and trespassers within the ROW, pedestrians. and motor .ehicies at highway grade crossings.
Horns and bells on the moving transit vehicle combined with stationary bells at - grade crossings can generate high noise Ievek for nearby residents and are often sources of complaints.
For many noise sources, such as transit vehicles, the sound level is dependent on the speed of the noise source In other cases, such as for stationary slated or horns mounted on vehicle, the sound level is not dependent on speed.
Figure 3-2 it I ustrat,es sound level dependence on speed for a diesel -powered commuter rail train and an 4ectric-powered transit train assuming all other parameters, such as weight are equal. Plotted vertically in this figure is a notional irxllration of the maximum sound level during a passby. Speed dependence Is strong for electric -powered transit trains because wheal/rail noise is the dominant noise source and anise from this type of source Increases strongly with speed. Diesel -powered commuter rail train noise is dominated by the loconnotfre exhaust noise at slower spews. As speed increases, wheel -rail EC EFIAR Tel l f AOMesleil itATFON I I
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TRMSIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT I1ANUAL
noise heceane+s the dominant noise source and diesel- and electric -powered trains generate similar noise revels- Similarly, speed dependence is also strong for automobiles, city buses (two -axles, and non -accelerating, highway buses (three -axle). because tire/pavement noise is the dominant noise source for these vehicles.. Accelerating highway bus noise is dominated by exhaust noise.
There spree -..-
Figure 3-2 Sound Level Dependence on Speed
Sound levels close to the -source are also dependent an vehicle acceleration, vehicle length, running surface type, and running surface condition. For high- speed vehicles (vehicles with an operating speed of 90-250 mph are typically byyor d the scope of this rnarrual), air turbulence can also be a source of noise..
In addition, for an elevated stnxture the guideway can radiate noise as it vibrates in response to the dynamic loading of the moving vehicle Stakiolwrx Transit Vehi�s
Noise can be generated by transit vehicles even when they are stationary, For example, auttilary equipment 50th as ti ling fans on motors, radiator fairs, plus hydraulic, pneumatic. ark air-conditioning pumps, often continue to run when vehicIes are stationary. Transit buses are also often lett idling rn stations or storage yards,
Fisted -transit Facilities
Noise can also be generated by sources at fined -transit facilities. Such sources include ventilation fans in transit stations, subway tunnels, and electric power substations, as well as equipment in chiller plants. and many activities within maintenance facilities and shops,
Common Noise Sources
Table 3.2 summarizes common sources of transit noise by vehicle and facility type.
FEDERAL 1-PIANSIT .4UMINI TMTrLN r:
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TRMSIT NOISE AND tidBRATION IA'1PACT ASSE SMENT 31ANUAL Table 3.2 Sourest of Transit Noise
Vehicle or Fatality.* Dominant Comperes is Cornrnents
MT or light Rail Transit Poopulsian
(LRT) ern exclusive ROW
Wheellrail inteoacdcwo and
guideway smog-smear Depends on condition of wheels and rails system
When accelerating and at higher speeds
Brakes
When stopping
.Auxiliary equ prnent
When stopped
Wheel squeal
On tight curres
frtgeneral
Noise increases with speed and train length
LitT in Mixed italic
Wheel squeal
Dn tight curves
,Auxiliary equipment
When stopped
Horns and trussing bells
At -grade crossings and stations
Jnyenerd
Traveling at lower speeds in mixed traffic
produces less noise than when travegng at
higher speech in exclusive ROW
Cc muter Rail
fiend exhaust
can dbesel.hattled trains
On both diesel and ele[rrlc•powered tragn9
Cunhng fans
Wheel+real interaction
C ep'nck on condemn of wheels and rails
Horns and crossing gate be111
Atli ode co ussrngs allot ctat ens
general
Nuke is usnslly rinminati.d by locomotivesandIn
horns:bells az-grade CfCiliFlgE
Law and Intermediate
Capacity Transit
'ropulsian systems. Inclining
speed codtrudlers
At sow speeds
Ventia,tion systems
At low s
Tirefguidewwray interaction
For rubber -tired *elides. Iududidg.manarags
Wheellrail interaction
Depends on condition of wheels and rails
Jre"nisei-di
V ije range el vehicles: monorail, rubber-
tare+L steel-whaded. linear Induction, lylois*
characteristics depend upon type
Bisset
Diesel Tire'roaadway
Cooling fans
Whi a idling
Engine easing
While idling
Diesel exbautit
Ineerattion
ASIrsw.tipee≤dsrenalwhile acceleratladk
At moderate and high speeds
lrr r
Includes dty buses (generally Iwo -axle) and
commuter buses (generally three=axfe)
dettric &uses and
Trackless Trolleys
Tirelroadway interaction
At moderate speeds
Electric traction rooters
At moderate speeds
inkrenerd
Much goiter than diesel buses
Bus Storage Yards
Buses starting up
Usually most disruptive In the early horning
wally near entrances/exits aledllw locations
that require buses to accelerate (tight turns)
E$[ISM accelerating ;
Buses idling
Warm-up areas
In general
Site spedilic often peak periods with
consideraiifes noire
Rail Transit Storage Yards
Wheel squeal
On tight curves
Wheel Impacts
On points and swltcher
Wheel roiling; noise
On tangent track
Auxiliary equipment
Throughout day and night; Includes air -break
release noise
CoeipIiri uncoupling
On storage tracks
Signal horses
noouglvnur yard site
inferrer -nil
Site specific often early merttirdg and peak
periods with considerable noise
PEIDElIAt TRANSIT AO MINFSI`ItATFIDN 13
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Maintenance Fadides
Stu : rrs
Subways
Signal horns
Intercoms
Impact tools
Car/hes waslsers driers
Vehicle activity
in general
Automobiles
Throughout facility
Throughout facility
Shop huilthrigs
Wash facility
Througho=ut facility
Site specific r»nsIdeaande activity throughout
dap and night some outside
Patron arriv IMeparture, especiallyin early
morning
Ben loading none
Pfatfarm area
At Irimimitar rail rrcrrn naf stations
At terminal stations and layover facilities
As scacioals. if appieable
ate specific. with peak activity periods
Noise through vest shaftststructuros
Noise through vent ahaftvfsvuttures
Noise is not a problem except in the
mrirneadiatr, VICI4I445, of wens shaftslstrwcturm
Buses kdllng_
Intercoms
Lnrornati .ailing
Auxiliary systems
Horns
in general
Faro
Busmittains In tUnlads
ie geneo al
4 Refer ro: Aptrendlx Afar avJdrrinitel lefrnmakinn
3.3 Paths of Transit Noise from Source to
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Theis section contains a qualitative overview of noise -path characteristics from source to receiver, including attenuation along these paths- Equations for specific raise -level attenuations along source -receiver paths are Ii duded in Sections 4.d and 45.
Sound paths from scree to receiver are predominantly through the air. Along these paths, sound reduces with distance due to divergence, abaorptionldlffuslon, acid shielding. These rrlechanlsms of sound attenuation are discussed below,
Divergence
Sound levels naturally attenuate with distance, as shown In Figure 3.3. The plot skwws atteniratlon at the rer:eivet relative to the sound ICI 56 ft from the source. This type of atterwation is called divergence and is dependent upon source cotltguration (line or point source) or other source -emission dharecterktice- Localized soirees (point sources) grouped ciasely together attenuate greatly with €dmtan€e at a rate of appro rnately 6 dB pei doubling of distance, Examples of point sources Include highway grade -crossing signals along rail eotridcrs, intercoms in maintenance yards and other closely grouped scoria of nt7iee Vehicles passrrg along a track or roadway farming a Iune are raJled Ilse sues, Line sources attenuate hms titan point sources with distarteee.
Rate of attenuation for line sources varies depancing on the noise metric. Lear rr and LL, noise levels attenuate at a rate of 3 dB per douhlq of distance and L,n, noise levels attenuate at a rate of 3 to 6 dBs per doubling of distance_ Figure 3-3 illustrates approximate at erection with clizante between the source and receiver for point and line soar -€es. The line scarce cave for the noise EGEMl. TRANSIT ADMIN N I+r
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TRAPIFiIT NOIRE AND li8RAT)ON It'1PACT ASSE SMENT 31ANUAL metric separates into three curves because It is dRpn.ndent on the length of the line source Equations for the curves en Flgure 3-3 are Included in Section 4.5_ ai
DUI
MCI Y 060
.r3iiien.recii,w ltn tw'. . in fart
Figure 3-3 Attenuation Due to Dirdance (Divergence)
Absopptlon!DIffi+.rslon
In addition to distance, sound levels can be attenuated depending on the type of grouse] between the source and receiver. A poitior, of the sound energy is absorbed by the ground and only the remitting energy travels to the source.
How much enemy the ground absorbs is dependent on the ground type (characterized as acoustically "hard" or "soft') and geometry. Example absorptive ground types include freshly -plowed or vegetation -covered ground.
Figure 3-4 illustrates approximate attenuation due to ground type by source to receiver path distance and height, Ground attenuation can be as large as 5 dB over a path distance of several his f ed iL At very large distances, wind and temperature gradients could modify the expected ground attenuation. However. these variable atmospheric effects are not included in this manual because they generally occur beyond the range of typical transit -Hulse lmpact. Equations for the curves in this figure are incl uded in Section 4.5. a
100
Sa/e. iaaehw tliwance. r feet
Figure 3-4 Attenuation due to Soft Ground
5hiekJing
Sound paths are sorne imes interrupted by terrain. human -col ti noted noise barriers, raves oil buildings, or ether **errs. Noise barriers are one of the most effective means of mitigating raise (Section 4_S, Step 7). A noise barrier reduces sound levels at a i' ceiver by breaking die direct line -of -sight between pounce and receiver with a solid wall (in contrast to vegetation which hides the source from view but does not reduce sciund levels substantially over short distances).
Sound energy reaches the receiver only by bending (dlffiracting) over the top tit i E@EFIAR Tel IT AOr11NrsTRATN N I
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TRANSIT NOISE AND ITERATION It1PACT ASSE SMENT I1ANUAL
the barrier, as shown In Figure 3-5. This diffraction over the harrier reduces the spurd bevel that reachi the receiver. One important consideration in using noise barriers to mitigate noise impacts is safety. Noise barriers. if not designed and sited carefully, can reduce visibility of trains for pedestrians and motorists, leading to less safe conditions. It is impor urrt to consult with safety experts when choosing and siting a noise her- ler.
Noise barriers for transportation systems are typicailly used to attenuate noise at the receiver. potentially reducing received sound levels by 5 to 95 dB, depending upon terrier height. length, and distance from both source and receiver. Barriers on structures close to the transportation noise source may provide less attenuation than barriers located farther frarn the source due to reverberation (multiple reflections) between the barrier and the body of the vehide or noise source, This reverberation can be offset by increased barrier height andlor acoustical absorption on the source side of the barnar-. Further discussion and equations on acoustical absorption and barrier attenuation R provided in Section 4.5.
Source -to -receive- sound paths may net always travel thrus h the air. but rather through the ground or tiv Burgh structural components of the receiver's buikliryg. Discussion of such ground -bonne and structure -borne pi pagation is induded in Section 5.
Rail car
Barrier
L
r.•II n,.,l r.h ,,rplion
Sound
Shadcvr
L Owner
*itn NixA: 11*n
Figure 3-5 Noise Barrier Geometry
3.4 .Receiver Response to Transit Nose
This section contains an overview of human raCe$ver response to noise It serves as background information for the noise impact criteria in Section 4:I.
Noise can interrupt nrrgollrg activities causing community arlrrolrance, espQtially in residential areas.. In general, most residents become highly annoyed when noise interferes considerably with activities such as sleeping„ talking, noise - sensitive work, and audIo entertainment In addition, some land toe. such as outdoor tnncert pavilions, are inherently incompatible with high noise love s_ FEDERAL raArsIT AOMINI TMTrL N I fi
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TIWISIT NOIRE AND tirBRATION IMPACT ASSE SMENT I1ANUAL
Annoyance irom noise has been investigated and approximate dose -response reF trotrshrps. have been quantified by the U S_ Environmental Protection Agency ncy
(EPA).usl The selection Of noise rnetri�cs in this manual is largely based upon this EPA work. Beginning in the 197O, the EPA undertook a number of research and synthesis studies relating to community noise of all types. Results of these studies have been widely published, discussed, and refereed by many professJcrraals Fn acoustics_ Basic conclusions of these studies have been adopted by the Federal Interagency Committee on Noise (FICON),,r1° the U.S.
Department of Housing and Urban Development (HUD). die American National Standards institute, and even Interrratiorrallyi rT1CArv'r Conclusions from this seminal EPA work remain scientifically relevant today, Figure 3-6 contains a synthesis of actual case studies of community reaction to newly introduced sources of noise in a residential urban neighbork od.r"a Plotted horizontally In the figure is the increase in noise from new siouroes above mating noise levels eacprised as flay -Night Sound Levels, L. discussed in Appeladlat B, I.4,5. Plotted vettleally is the community reaction to this newly introduced noise- As shown in the figure. community reaction varies from no reaction to vigorous action for newly introduced noises averaging from 14 dB below existing to 75 dB above existing. Note the assumptions Included in the graphic are associated with the specific data points from the study. These assumptions are generally appropriate to glove coined to most transit projects, but community reaction may differ fear conditions specific to each project, In many community attitudinal surveys, eta tspertatlon noise has been ranked among the greatest causes of community dissatisfaction. A. synthesis of many such surveys on annoyance is shown in figure 3-7.ti roll} Noise exposure levels are plotted against the percentage of people who are hvghly arrzoyed kry the particular level nd neighborhood noise. As shown in the figure, the percentage cot high annoyance is approximately B percent at 45 dB. ID percent around 60 dB. and irterreases quite rapidly to approximately 70 percent around 85 dB. The scatter about the synthesis line is due to community variation and wording differences in die surveys. M update of the original research containing additional railroad, transit and street traffic noise surveys generally ((allows the shape of the original response curie shown in Figure 3-7,ira)(r 11 As indicated by Figure 3-r and Figure 3-7. introduction of certain levels of trarslt nrlist Into a community may have two undesirable effects. FLrst, it may sub tantially increase noise levels above existing noise levels in a community..
This effect is called a relative noise impact. Evaluation of this effect compares new noise levels to the sKisting levels. Criteria for a relative noise impact evaluation are erased upon noise increases eve existing levels.. Second newly introduced transit noise inay interfere with community activities Independent of existing noise levees. For example. it may be too laird to converse or sleep. This effect is called absolute noise impact and is expressed as a fixed level threshold that Is not to be exceeded. The fixed level theeghold Is determined independently of existing noise levels. Relative and absolute noise impacts are discussed in terms of transit noise criteria In Section 4. I, Steia 3.
The federal Prweaagenry Committee 441 Mawr!. Noin. (RCM) is thii clamant version of 66 gawp.
FEDERAL TRANSIT ADMINI;TRATI N I a
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TRANSIT NOISE AhJD VIBRATION IMPACT ASSE SMENT MANUAL
Community naacrian
Vlgerbul !a_Uan
SQvnrke Ihrcn
n F 14¢,11 acllou
Or Vro.ox arreaat
ro Fx.a1 ot1i Is
to stop maiee
`Y!hdespread trano einrs
or ale tlreal
O r iEgal adios
Sporadic aornpitunrs
No veers n
aitNauyli rrrnEa se
generally rcticDttle
a [ f a■■
a U
f ■
■■■■■■■■
OR ■ ■
a
II■■I Sim II
■ ■ I I
a
■ II a
a
■
■ • 7
a$$urilolions
SOME aucr e?rtxsure
WIndowa pm -hay wpm
N7 wa Pones i31 IrNjiuIr o
-1{7 P i9 20
Inmate I 4s*Ro tI new mcwma! save Ialsari i noise Ienii. WO Figure 3-6 Community Reaction to New Nolte, Relative to editing Noise it s Residential llrblr Environment
aaya.Nighr, Srntrm7 Level, Ldn
Fagure 3-7 Community Annoyance Due to Noise
32 rEQERAR T�lantSIT ADMINtilltATFIDN IS
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TRANSIT NOIRE AND VIBRATION IA'IPACT ASSESSMENT flANUAL SECTION Noise Impact Analysis
4 The FTA noise impact analysis process is a multi -step process used to evaluate the project for potential noise impacts for FTA NEPA approvals. li impact k determined, measures necessary to mitigate adverse impacts mast be considered for incorporation Onto the project.K. It is recommended that protect sponsors develop and formally adopt a policy for determining the need dor mJtegar on for situations that are loosely covered by the Impact criteria Considerations for mitigation policies. are included in Section 2.3. The FTA noise impact analysis steps are summariz€4d as follows and are described in the StbSeCILI t subsections:
4. I : Determine noise Impact criteria.
Step 1: Identify the type of projectidominant noise soiree {transit or m uftfmadal).
Step I Choose laird use category for FTA criteria.
4.2: Determine the highest appropriate level of noise analysis for the current stage of project planning or development.
43: Evaluate for the potential of Impact according to the Noise Screening Procedure,
Step 1: Identify project type.
Step 2: Determine the screening distance.
Step 3: Identify the study area.
Step 4: Locate noise -sensitive land uses..
4.4: Evaluate impact aectardng to the Gareral Noise /lsses5rnent and evaluate preliminary mitigation options if impact es found.
Step 1: Identify noise -sensitive receivers.
Step 2 Determine the project noise cawsotirce reference InvEls.
Step 3: Estimate prtgett noise exposure by tfrstarnte.
Step 4: Combine noise exposure from all sources.
Step 5: Measure existing noise exposure -
Step 6: Inventory noise nrrfpacts.
Step 7: Determine noise mitigation needs.
4.5: Evaluate for impart according to the Detailed Noise Analysis and evaluate mitigation options if impact is found.
Step 1: Identify noise -sensitive rivers.
Step 2: Determine noise source levels for detailed analysis.
Step 3: Calculate protect noise exposure by distance
Step 4: Combine noise exposure from all solo cam..
Step 5: Determine existing noise exprisure.
Step 6: Assess noise impact.
Step 7: Determine noise mitigation measures.
In addition to analyzing for potential rnrsfse Impacts, analyze the project Icr potential vibration impacts according to the process preserited in Section 6.
After both the noise and vibration analyses have been completed, assess 'FEDERAL mama M!NI TR4TN N I v
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TRMSIT NOIRE AND l§BRATION II'1PACT ASSE SMENT MANUAL
cons[rtiction noose and vibration according to Section 1 and document findings according th Settian 8.
I . Determine Noise Impact Criteria
This section describes the procedure for determining the appropriate criteria for assessing, prsa ct noise impact based on the type of protect and project noise source Propect noise Is the new noise or change in noise introduced by the project. Noise impact criteria may vary for different segments of the project Project segments can be portions of a project with similar characteristics.
The procedure to determine the appropriate impact criteria is described in this section and shown more simply as a flow chart in Figure 4-I . If there is uncertainty in how to determine the appropriate criteria, contact the FTA Regional office.
The selected criteria are used in the analysis prooedtre>s discussed in Sections 43, 4.4, arid 4S to identify potential impacts and the level of impact_ Stirt
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Yes
Transit
F'rejert
F -A trdevie
&methadl
Tien t
only}
•
1 Multi -modal)
Protect
—47
Terra* -..
NO scones dominate Yr�?
.at AilEfrnmb7,
FTil rrttella
at all ,imams
Fid$ FH-rWA FNWA rnierle
ride A m,rhad5 S rnah©dr
Figure 4-I Noise Impact Criteria Flaw Chart by Pr'oiect Segment r-ELJEAI. iPANSIT AOMINr5Th' TFON :0
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TRAPIFi1T NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL Step I: identify Project Type
Identify the type of project us transit rrurltimaarkal ('transit atad highway), ar other ainaiirrmdol according to the dominant noise source.
Option A Transit Project (Transit Noise Only) — The transit protect category includes all transit proje is where the project noise is eXCIUSIVely due to new transit sources, na changes are made to the highway or to existing highway noise barriers, and the existing noise levels generated by roadway scurries will not charge because of the project Fei there transit projects, FTA is the lead agency corvduc ing the environrriental review iew Pn cooperation with the transit agency.
Typical examples of transit projects Include
■ p.F&T, LRT, commuter rail, and ACT
■ Rail projects built within an existing highway or railroad corridor that do not alter the existing noise levels generated by roadway sotaces ■ Bus facility projects with operations on local streets and highways used to access the facility, wftere the project does not include roadway construction or modificrtinn that changes roadway capacity substantially • Fixed facilitiesincluding: storage. and maintenance yards, passenger stations and terminals. parking facilitie-s, and substations • Portions of transit projects not adjacent to highway corridors FTA impact feria are appropriate for- transit prapects„ proceed to Step 2.
Option II: Huitimodal Project (Transit and Highway Noise)— In this manual, "mnultimoodai" refers to projects that include changes to both transit and highway components, resrilting in project noise comprised of both highway aril transit noise sources_
Typical e~,amples of inultirnodal projects include:
■ New highway construction providing general-purpose lanes as well as dedicated bus and high occupancy vehicle (NOV) lanes
• bail transit projects that involve changes to the highway travel lanes or existing highway noise barriers
Evaluate mtrltimodal projects lur impact according to the project noise source by project segment FHWA's noise assessment methods are used to inform FTAs NEPA e+aluatian ardy for segments where highway noise levels change due to the transit project. These projects are not necessarily subject to FHWA`s procedures at 23 CFR part 772 (see cot out box bait). For segments of the project ctiaiside the highway corridor, use FTA's criteria and methods. Use Table 4-I to determine multimodal project noise.
Once the project noise souree(s) Is identified, determine the appropriate assessment method according to Table 42.
PELIERAL tRANSIT AOMINtST ' TFON 11
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TRANSIT NOISE AND VTBRAT1ON IMPACT ASSE SMENT MANUAL
Nate that a aeparece noise analysis may be required far FHWA approval of a multimodal prorject pursuant to 23 CFR part 772. For these proleott it Is important to work with FHWA early in the environmental review process to determine how a noise assessment will be completed where laH WA approval is needed for the project_
The denial -toe -lawn of whether a product is suhjeca to FHWA procedures at 23 CM part 772 depends upon the specific edncnmsran{Vi of a projeer_ A propsased rraasit project' MAE w stdd share an existing (highway ROW is not necessarily a Fl-IWA-defined rr Jbmodal project A transit pialeet that meets uA three of tae following criteria is not COn6d6iNbd a nM Itimndal prrrieet subject to 23 CFR part 772:
• FTA is the load agency In the NEPA process and FHWA's limited participation is as a cooperating agency.
• The main transp:wanttan purpose ad the project an sated in the purpose and nerd statement of the environmental document is transit -related and not highway -related • No Federal add highway kinds are being used to fund the project Table 4- MuI modal Project Nolte Factors
Factor
Deecrir ion
Vo unse of
Tral6c
Najaf freeways and uuerstate highways often carry bilge volumes of was throughout the day and night such that the highway muse dominates at all rimes. Transit noise in this case may unimportant by comparison, but must. still be evaluated using FTA's noise criteria ksr a potential impact.
Traffic Patterns
Some highways and arterials serve primarily as commuter routes such that Ihlghttlrtte Li Abe dirnlr41t9haA consldei ably, while tr₹nYlt. systems continue :a operate well into the late hours. Here the dominant noise source at tares of maximum sensitiaity rimy be transit
Type of Traffic
Some highways and arterlats tray stove conmuterx during the daytime hours. but provide access to business centers by trucks at night. In this case the roadway noisy would likely continue to dominate.
Alignment
Configuration
Elevation of the transit mode to the median or beside a busy highway may result in transit noise cantrilw©ng more noise to nearby neighborhoods than a highway that may he partially shielded by COWS al bildings adjacent to the ROW In this, case, bath transit and highway noise may be considered dominant
Table 1-2 Muftirnodal Project Assessment Methods
Dominant
Noise Source
Assesssmont Method
Transit at
All Times
U$r FTA criteria and methods Proaerd to Step 7
Hi y, at
All Timm FHA%
Use FHWA criteria and methods to inform FTA's NEPA evaluation. Carrico drettfy (or bsmtdnce using FFiWA mot endlysis indices and kl4WA rimer import criteria
Transit and
highway at
Different Times
Use both the RelWA and PTA metbads to t &ermine rr one, both. or nether method determines Impact due to the project .seise tar those segments Noire that the project noise includes both highway and transit Sources associated with the project. Both methods are used because the FTA methods consider nighttime sensitivity whie the FHWA niethuds r orislder the peak traffic hors, Proceed to Step 2 for FTA criteria Contact fi±WA drrec j for oaslstmsce easing FF°PW noise mess methods. and FlfWA rune irlmcf c iter
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TI 4SIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT f1ANUAL Option C: Other Multlmcrdail Protect& — For protects with components irons rather modes; contact the FTA Regional office Additional information on hi r-speed rail vibration and noise can be found in the Federal Railroad Administration (FRA) "Hog .Speed Ground Transportation Noise and Vibration Impact Assessment" guidance manual."
Step 2: Choose Land Use Category for FTA Criteria
Determine the appropriate rtoise•sensitlre lard use category for the profeet segment using Tnbfe 4-3 and the descriptions below then, proceed to Step .1 FTA criteria are presented by kind use,
Table 4-3 Land Use Categories and Metric for Transit Noise Impact Criteria Land Use
Cntego y
Land Use
Type
Noise
Metrk, dBA
. description of Laud Ilse Catenary
High
Sensitivity
Outdoor
L.y,.,iry"
Land where quiet is an essential element of its intended pm pose. Ek.....mpie land usrs in dude preserved Land lot serenity and quiet, outdoor amphitheaters and concert
pavilions. and national historic landmarks with
considerable outdoor ma Recording studios and concert
halls art also Included in thus category,
2 Residential
Outdoor L.
This category is.appicable all residential land use and buildings where peas* Normally sleep,. such as hotels and hospitals.
3 Onstitutpttirtal
Outdoor
Li,r,.v*
Thlt tamed is appEcabla to institutional land use with
primarily daytime and evening use. Example land uses.
indude schools libraries, theaters, and churches where it io iinpurrant to AVOId anerierence with such aetr+iides 15. speech meditation. and concentration on reading
material_ Peaces for meditation of study associated with cemeteries. monuments. museums. campgrounds, and
tQttcailoaaal (acllit.es arc also included in this category „p,.. art lorde,.t hour ad praieet•rrlated mainly tf,tt ,l; hours of none, lensdrytty.
Noise -sensitive land use categories are described In in order of sensitivity. Most commercial or industrial uses are not considered noise -sensitive because activities within these buildings are generally compatible with higher noise levels.
Business can be considered noise -sensitive if law noise levels are an Important part of operations. such as soured and motion picture recording studios..
For residential laird use (category 2), apply the noise criteria at the nearest facade of the occupied portion of the building, e.g.. not at a garage or porch, The residential criteria should be applied a locations with nighttime ;sensitivity.
For major noise-sen$Ihe outdoor use at horrrimi dentral locations, apply the noise criteria at the paint of noist-sensiuve use t ear y the noise source.
Land use categories are evaluated using noise metrics that refit the noise- serasidve time of day:
Categories I and 3 - The noise metric, L. , ., is used for all category I anti 3 land uses why nighttime sensitivity is not a factor. Category 3 land usQs are considered less noise -sensitive than category I land uses.
For transit analyses, f „a, Is computed for the noisiest hour of transit - FEDERAL 1Tlwr5IT ADMINI,TRATICIN
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TRMSIT NOIRE AND lrBRATiON It'1PACT ASSE SMENT I1ANUAL
related activity during which human activities occur at the noise - sensitive location_ SAP Appendix S. I.4.4 for more information on this metric.
• Category 2— The seise metric La, is a used for all category 2 land uses where rughttirrree sensitivity is a factor. This noise metric Intlud a 10- dR penalty for nighttime noise. See Appendix 6.1.4.5 for more irik r matioo Oft this metric.
Land Use Categories: Special Cases
Historic sites, parks; Itideor-only land use and tirtdeveloptx't lard require special consideration. In addition to NEPA, noise impacts may need to be cor><seleved under other envirorrmental laws such as Section I06rusl or Sect oi14(f),I1rr Indoor -only use and undeveloped land should be evaluated on a case -by -case basis to determine noise sensitivity tad on how each facility is used or the reason it is protected under the applicable requires it.
Historic Sites - Section I06 requires Federal agencies to evaluate potential effects from projects on historic properties. Per the regulations at 36 CFR part 800,0 historic properties are defined as any prehistoric or historic district, site. building, structure, or object included In. creligible for the Natiorral Register of -istoric Places {NRHP)_ An adverse effect determination under Section 106 is made when a project may alter, directly or indirectly, any of the characteristics of a historic property that qualify the property for inclusion in the National Registry in a mane& that would diminish the Integrity of the property's location, d ig 4 setting. materials, workmanship, feeling, or association, Under FTA enviroomenrtaf reviews, some structures may be evaluated as noise - sensitive sensitive resources per this noise manual and evatrrated as historic, properties Larder Section 106. However, ..et ease this manual and Section I06 mutations have different criteria for effect, identifying a severe noise impact for a structure under this manual does not necessarily man there would be an adverse effect under Section 106. It k important to thoroughly document the characteristics of historic properties that qualify for inclusion in the NRHP for mediation ref effect under Section 106.
If a prieperty, for example, is listed on the ft.itHP under criterion C because the structure possesses high artistic values, but iacirs integrity of setting, feeling, or association, it is i nliketythat a change in the noise environment would affect the features that qualify the property for listing or eligibility for it elesien In the NRHP.
In the assessment of effects on historic properties. consideration should be given to not lust the proposed transit project, but airy associated mitigation measures with the transit project- Fur Pxanrple, if a ti anslt project would involve noise vtalls or terms as mitIgetiote the effect of those structutes on the visual setting may creed to be considered in a Section l06 analysis_ Parks — Most parks used ;primarily for active recreation such as sports ctnrpiee and bike or running paths are not considered noise -sensitive, FEL ERAr. rPonsIT ADMINI;TRATION 14
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TRNPISIT NOISE AND VTBRATION It'1PACT ASSESSMENT f1ANUAL However, ;Diane parks (even sorrre 6n dense urban areas) are primarily used for passive recreation such as reading, conversation, or meditation_ These plate, which may be valued as havens from the noise and rapid pace of everyday city life, are treated as noise sensitive. and are included in land use category 3 Consult the state or Racal agency with fisisdi€tion over the park on questions e eeit how the park is used, and visit he park to observe its use, kf pessiI e Indoor -Only Use - The land use categories described in this section correspond with raise impact criteria that provide protection for both outdoor and Indoor land uses. Fir locations where noise impact will be evaluated but there Is no outdoor land Loeb such as apartment buildings, hotels it upper hayveis of multi-sttey buildings. Moor criteria can be used In these rtes., the criterion for indoor noise levels from profit sources is a Lei of 45 dEA,''$ This criterion is COnSistent with the Federal Aviation Administration (FAA), See Section 4,5 for more irdnrmaiIon on how it dear criteria apply to noise n Itigat:irx7 consideration,
Undeveloped Land -Undeveloped land may also need to be considered for noise impact asse€srrr xrt and nitigetion if plans awe under way to devekp the land for noise -sensitive use. The policy for careidering such land 1ijr assessment and mitigation should be determined on a project -specific basis by the jet of tact sponsor- in consultation with the FTA Regional office.
Step 3: Determine Appropriate FTA Criteria Presentation FTA criteria for nose impact were developed specifically for transit none sources operating on fixed -guideways nr at fixed tacrlitiee in urban amiss- These criteria are bad on well -doe umented r eeearch on human tesponse to community noise and represent a meltable balance between community benefit and proiect €asts, These criteria do not rei1ect specific community attitudl nrol faeters. See Appendix C for acketiinal background information in the dev'elopmerlt of FTA noise criteria
The criteria specify a comperieon of future proiect noise with existing nose.
Note that projections of Future anise exposure without the priiert. (no -build scenaHo) are not Induded In this analysis. The criteria also consider land use which is an important factor that reflects noise sensitivity based on activity and time period of €oncern, The criteria are defined with the er, tation that communities already exposed to high levels of noise can only tolerate a small inoreeee_ In contrast if the existing noise levels are low. it is reasonable to allow a greater chime in the ccrurnuriity noise,
The levels of impact are described in Table 44, The criteria at which the levels or impact occur are presented in two ways dulling orr the relationship of project and eietting riorse sources.
if the project noise source is a Crew source alrtronsit rime era the community, seer; as a new project in an area currently without v malt, use the criteria es presented in Option A If the project noise ode's to or cheers existing transit noise in the anemone); use The alltmla its presmie:I in Option &
FEDE IAr, IMMO" MINI MTN N ]'S
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TRJSPISIT NOIRE AND l§BRATION IMPACT ASSESSMENT MANUAL
Table 4-4 Levels or Impact
Level of ImJ act
Donoriprtion
No Impact
Project -generated noise is not likely to cause community annoyance_ Wilde projections in ibis range are considered acceptable by FTA and mitigation r not required_
Moderate Impact
Project-getietated atodte in the mile it considered toe muse Impact at sire threshold of measurabte annoyance_ Moderates imparts serve as an alert to project planners for potential adverse impacts and ewtipIalnes From the community. Mitigation should be considered at this level of impact based on project specifics and details concerning the affected properties, Severe Impact
ProDer.ltnerard noise in this range -s likely to cause a high keel of ownmunity annoyance. The project sponsor should rirst evaluate alternative locyrtlonslnllgnntents to deterttinG whethet it is leeslhle to a+eoid SA ere Intpatis altogether. in densely populated urban areas evaluation of alternative locations ina y reveal a trade-off of affected groups. particularly for surface rail aignments. Projects that are characterized as pair& sources rather than line sources Oftrn preterit greater wporttmIty for 3rrslesting alternative Sues. This ,guidance mantel and FTA's environmental impact regulations both encourage project titren which are compatible with surrounding development when possible. Hit is not praetleal to :weld severe impacts by dialoging the Iouriorr s. the project mitigation measures must be considered.
Option A Project Noise Impact Criteria Presentation —The impact criterira presarrtation for evaluating existing noise Independently to project noise is presented in this eeption.
The noise levels at which impacts occur are presented in Figure 4-2 and Table 4-5. Equations ear the impact criteria are presented In Appendix C. If Impact is deterrnitred„ measures necessary to mitigate impacts are to be considered for incorporation into the projeetai
Figured -2 presents the costing tloiVe exposure on the horeontal axis and project noiseon the vertical axis Cat cry I and gland uses have the same criteria Ian project idea and are an the primary vertical axis. Category 3 land use criteria are presented on the secondary vertical is. Note that project noise for category l and 3 land uses i5 dressed as Levee whereas project noise for cet+egary 2 land use is expressed as Lee Also, note that project noise criteria are 5 dB higher fat- category 3 laird uses in Figure 4-2 sine these types of land tee are less rtolseesensitive than those i9i categories I and 2.
Note that far projects fn locations with existing noise levels below 55 dBA the project noise exposure is allowed some Increase over the esdsting noise exposure before It is considered to cause Impact For category I and 2lznd uses. the maximum project noise level to be considered to cause rer impact is 65 d6A (Leone or L.+) regardless of the existing noise. Note that no impact at fry dBA aligns with ether Federal agerrciee in that a Lo, of 65 dBA, es a standard limit for an acceptable living errvironrnerit arrxang some Federal agericlese ti im, Project noise teeth above the top calve are considered to cause severe impact The tapper limit of the severe impact range is 75 dBA far categoryr I and gland uses. The upper limit c4 75 dgA is sociated with an urtacrepaable l ire- eaivironment. Project noise but +_ n the tWO curves h coirsid i ed to have moderate Impact on the community.
EDERAJ. TRANSIT ADMINI TAATIL N a
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TRANSIT NOISE AND VTBRATION IMPACT ASSE SMENT MANUAL
the crIteraa are also tabulated It Table 4-5 Figure 4-2 and the equatkant that correspond with this figure in Appendix C are the precise definition of the criteria The values In Table 4-5 can be used for illustrative purposes and should only be used if all numbers are rounded up to the nearest decibel, 60 75
50 A
a0
Sereselmpacl
1410645155
impact
No Impmtt
40 45 50 55 50 65 70
Exdetlnp Noise Exposure 14614)
tt5
55 50
45 75 50
Figure 4-x Noise !impact Criteria for Transit Projects
ECERAR T�lr 1T AOMINIST ' THDN )7
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TRANSIT NOISE AND VBRATION IMPACT ASSESSMENT 1'ANUAL
Table 4-5 Noise Levels Defln Ing'i rn pact for Transit Projects Existing
Noise
Exposure,
dBa4
Project Noise impact Expos l re dbA
Category 1. (L.r,is+s} or 2 (i_,p) Sites
Category 3 Sites (I—owiw))
La u.p or L.
No
Impact
Nod esacte
impact
Soren
Impact
No Moderxrtr
Impact Impact ct
Severe
Impact
s43
Antbk�t+Ia
Amhe�m +115va 15
Amb t+I5
Arabkae+l5
Amh:ecrt+lS u 7t}
Ambient+20
43 42
s2 -se
335
.E,7
57-63
.-T5)--
44 61
CIS
.42
5230
�5t -
—47
57 i
4t1.64 I
b3
6 3 5§
5 {34
>64
4T
59 69
54 ---S71-04
>SO
49 i-64
>64
41 60
65 52
69 65'
s3
60 46a
40-55 >6
54 6r
s6a
60.45 >66
SS
>55
5161
>61
66 56
- 62
41 >67
57 57.62
>62
61 6p
59 63 _
66 6t1
63 453
43414
>68
ii1-
34 594
>64
44 >69
62 49
55-64
>64
65 64
66 66
X74
>70
65 66
71 66
-462
42-57-
>67
>67
467
ift
47.72 >'42
61 68
QM— '
>
69 - 69
1 651,74
>74
7t}
>66
-_ -
6-5-65
—64-70
>69
-74
TI
-41
40 c7I
71.7'5
474'
71 .66 -
646 -711 — Ali
iat I
7 -76
>75
7`#
-
r-
>'i
41 7.76
>'16
—74
72 77
75 74
77 466
66.75 >75
> 90
Option B: Cumulative Noise Impact Criteria Presentation' The impact criteria presentation for eraiuut .g exfstlrng noise to project t noise curnakrtiret7 is presented is thEs option.
In certain cases, the cumulative farm of the noise criteria shown In fig. a 4-3 Ian be used: These cases involve proms where changes are proposed to an existing transit system. as opposed to a new project in an area pi e' usiy without transit. Such changes might include Operations of a new type of vehicle. mcdilications of track alignments within existing transit corridors. or changes in facilities that dominate eadstuig (wise levels. In these cases, the existing noise FEICERAR Ti+An61T AoMINi5Tt ArioN :8
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TRANSIT NOISE AND VIBRATION It'1PACT ASSESSMENT t1ANUAL Sources change because of the project, and so It is not possible to define project noise separately from existing noise_ An example would be a commuter rail corridor where the eacistirg noise along the alignment is dominated by diesel locomotive -hauled trains,and where the project involves electrification with the resulting replacement of some of the diesel -powered locomotives with electric trains operating at Increased [requerucy of service and higher speeds on the same tracksin tiros case, the existing 'lake. ran be determined and a new future noise can be calculated, but it is not possible to describe what constitutes the "project noise" For example, if the existing noise dominated by trains was measured to be an L , or 63 dBA at a particular location, and the new combination of diesel and electric trains rs projected to be an Ld,, of ES dpA, the change in the noise exposure due to the poi ect weukf be 2 dB. Referring to Figure 4-3. a 2 -dB incrrase with an existing [toile exposure of 63 drA wound be rated as a moderate impact. Normally the project noise is added to the existing noise to come up with a new cuanulatiwe noise, but in this case the existing trope was dominated by a source that charged due to the prraject, se It would be incorrect to add the project noise to the edsting noise, Consegtiently, the existing noise determined by measurement is compared with a new calculated future noise- but a description ctf TO art constitutes the actual prrc ect is compliex, Another example would be a rail corridor where a track is added and grade crossings are dosed, potentially resulting In a change in train location and horn operation. Here the "project noise" results 6 -urn moving some trains closer to some receivers, away from others,and elimination of horns. In this case, the change in noise level is more readily determined than the noise from the actual project elemeaits. In all cases, Figures 4-3 and 4-4 Ior changes Ina transit system restim m the same assessment of impact, as Figure 4-2 for development r transit facilities in a trey area_
The noise impact criteria in Figure 4-3 and Figure 4-4 are presented as an in ease in cumulative noise level between the existing and project conditiorrs.
The horizontal axis represeirts the existing noise exp sure and the vertical axis is the increase In cumulative noise level due to the transit project, Note that noise a ept'ysure is expremed as Lep., for category I and 3 land uses and Le, for category 2 land use. Since L,w,.;,and L are rrre ures of total acoustic energy, any new noise sources in a community will cause an increase, even if the new source level Is the same or lest than the existing noise level (refer to decibel addition In Appendix B}. As shown In Figure 4-3, the criterion tor mode -ate impact is a noise exposure increase of I0 dB for an existing noise exposure level of 42 d8A or less, but only a I -de Increase when the existing noise exposure is 70 dBA
As the existing level of ambient noise increases. the allowable level of transit noise increases, but the total amount that community noise exposure is allowed to increase is reduced. This accounts for the unerpected result that a project exposure which is hpss than the existing noise i piosure can still Case impact This d dearer frona the examples listed In Table 4-6 which Fndicate the level of transit nowise allowed for different existing levels of exposure Any increase greater than shown in the table will cause moderate impact. i+EIDERA TRANSIT AOMINrsTRA7raN zt
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45 50 55 50 55 70
Existing Ms[se Exposure (ABA)
rtaQLly I[ki
75 Figure 4-3 Increase in Curnulative Noise Levels. Allowed by Criteria (Land Use Cat 18 2)
44(
w�.+ 2C
CLI
So dorm to
Impact
Z :s
ve
sI
9 Z
era Impact
Impact
01-2
Cont_
s� Si '14 5.. Ctl o.
Existing Noise Exposure (d8A)
Mrrnr:.,irrnEr. ..i
17 Figure 4-4 Increase in Cumulative Noise Levels Allowed by Criteria (Land Use Cat 3j
This table shows that as the existing noise exposure increa s. from 45 d A to 75 t1BA. the allowed project noise exposure increases from 51 4RA to 65 &IA, However, the allowed increase in the cumulative noise level decreases from 7 dB Lc 0 dB (rDundad to the nearest who c;lecibei). The jaustil'ication for this Is that people already exposed to hid, levels of noise shc7uld be expected to tolerate only a small increase in the amount of noise in their community. In contrast if the existing noise levels are quite low, it is reasonable to allow a gr star change in the community noise for the equivalent difference in asvrayea x_$
.PECIE AI. TRANSIT MINEiTIRA K)I-I ,.
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TRRP45IT NOISE AND BRATKIN IMPACT ASSESSMENT MANUAL
No that Table 4-b was developed for illustrative iauras and the official criteriaare included in Figure 4-3 and Figure 4-4 and the associated equations.
Table 4-G Noise Impact Crlterla: Effect orr Cumulaatfxe Noise Exposure L. or L,.r..rrin dBA i(rounded to nearest whole decibel) Existing
Noise
Exposure
Allowable Project
N.tii1G1=tSp ore
Before Moderate
Impact
Allowable
Combined Total
Noise Exposure
AllowableNoise
Exposure
lncre.rse Before
Moderate impact
45 5I S7
7 50
51 55
5 S5
3s
-
S8
3 60
5 67
2 is5
60 6,6
70 64
71 • r
75 fe
75 tr
4.1 Determine Noise Analysis Level
There are three levels of analysis to evaluate noise on a transit project biased on the type and scale of the project, stage of prcpiect develeprnent, and environmental setting. These hods. destribed below. are the Noise Screening Procedure, the Gerieral Noise Assesment and the Detailed Noise Analysis.
The Noise Screening Procedure, coated first, defines the study area of any subsequent noise Impact assessment. Where there is potential far noise Impact, the General Noise Assessment and. Detailed Noise Analysis procedures are used to determine the extent and severity of impact. M some mss, a General Noise Assessment may be all that is needed, However, if the proposed project is near noise -sensitive land uses, and .t appears at the maser ser that he impact would be subetanbal, it is prudent to conduct a Detailed No Analysis.
Conductthe nose screening procedure end then detersive the appropriate wise catalyses option
Noise Screening Procedure - The Noise Screening Procedure is a simplified method of identifying study area receivers or locations where a project may have the potential for noise impacts from transit profits, This procedure accounts for impact criteria, the type of project, and noise sensitive land uses, 1f no praise -sensitive land LIAM er receivers are present in the analysis area, then no firther noise assessment is needed, If noise -sensitive receivers are identified, then proceed to conduct a General Assessment andtor a Detailed Assessment.
The Nraise Screening Procedure steps are provided m Salon 4,3.
General Noise Assessment - The General Noise Assessment is used to examine potentially impacted areas identified in the screening step by examining the location and estimated severity of noise impacts_ Tits preeedure considers noise source and land Lae I fetrrnatian likely to be Available at art early stage the protect development process. Estimates are made of project noise levels card o!f ea.isting noise conditions to model the location of a noise impact ct contanr <EDERAn TRANSIT MINtsTR,4TN N 31
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that defines the outer limit of an Impact corridor or area. Thi$ modeling method uses transit -specific noise and adjustment data (In tabular and graphical foam) for the noise computations.
For many smaller projects, this assessment may be sufficient to define impacts and determine whether rinse mitigation is necessary. The procedure can be used in conjunction with established highway noise prediction procedures to compare highway, transit. and nn ultinnolal alternatives. If an assessment is needed to inform the decision on transit mode and general alignment in a corridor, the General Noise Assessment procedures should be used, and not the Detailed Norse Analyies, which reyuIrraw more derailed Information_ The G€ner-al Noise Assessment procedure is provided hi Section 4.4. FTA has also developed an Excel spreadsheet to mttre simply conduct the General) Noise Assessment It is on FTA"s website at httpJl www.Ftaddatgovi 12347_2233 entl.
Detailed Noise Analysis — The Detailed Noise Analysis procedure is a comprehensive Assessment method that produces the most accurate estimates of noise impacts fora proposed project, It is important to recognize that use of the Detailed Noise Analysis methods will not provide more accurate ri ults than the General Noise Assessment unless more detailed and caserspedlk input data are used,
The project must be defined to the extent that location, alignment, transit mode_ hourly operational schedules during day and right, speed profiles, plan and profiles of guideways_ locations of access roads, and Iandform topography by
(including terrain and building features) are determined, A detailed Noise Analysis is often accomplished at the development of the final environmental impact statement (FfIS), record of decision (ROD), or combirled FfISIROD ir9 the NEPA process, when the preferred alternative Is undergoing refinements to mitigate its adverse impacts- However, these project details may not be available until the final design phase, requiring that the detail nisi analysis be conducted after the NEPA process is Qompiete_ However, it is recommended that the detailed analysis be conducted earPer for controversial projects or projects with highly noiseserisitrve sites close to tracks"
A Detailed Nolse Analysis may be warranted as part of the development of an environmental assessment (EA) if there_ are potentially severe impacts due to the proximity of noise -sensitive land uses,
In some cases, decisions on appropriate noise mitigation rneasures can be made based on the results of the General Noise Assi Sinerpt, But if Lindy measures may be needed it is generally recommended that a Detailed Noise ,final yells be conducted to verify the need and design of the noise rnitigati on. The Detailed Norse Analysis is always appropriate under two sets of circumstan€es, • For a major transit project with Iikely noise impacts after the preferred alternative has been selected,
• For any Litho transit project where potentially severe imparts are identified at an early std.
r+EIaERAL T1eAINISIT AOt'IINLMAT CtiN t:
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TRANSIT NOIRE AND l§BRATION It'1PACT ASSESSMENT I1ANUAL NDise Impacts may occur for relatively mdnor transit prof ects when the project ds firer noise-sarsltive sites, particularly residences. In this case, ccarnploting a Detailed Noise Artalysis is recommended. Some examples Include:
■ A terminal or station sited adjacent to a residential neighborhood • A maintenance facility located near a school
• A storage yard adjacent to residertres
• An electric substation located adjacent to a hospital The Detailed Noise Analysis procedure is provided in Section 4,5.
4.3 Evaluate impact: Noise Screening Procedure
Identify the aoteruld frrt krona aging tJhe Mdse. ScreerrrrtgPeceerlune desu^liaed below.
Step I: Identify Project Type
Identify the project type using Table 4-7 gild concern the assumptions in Title 4-5 are approprdate for the preyed
The noise screening procedure Is intended to be conservative to broadly capture the potential for- impact with minimal cleat. To make the procedure conservative, the project system must be assumeri to be operating under relatively high-capadty conditions, which would produce mere noise than mensal operating corldttons. In addition, the assi mptIarrs in Table 4-8 were made using the lowest threshold of impact (SO dB/6411-0m the criteria •curves In Figure 41 Clarification can be obtained from FTA on special cases that are not represented In this section_
If the assumptions In Table 4-8 are not appropriate for the project, make adjustments to the screening distances. in Table 4-6 according to the methvdelvgy in Section 4,4 or the FTA spreadsheet model - Step 2: Determine the Screening Distance
Determine the opprop,rkrtc screening distance considering the type ofprojeil acrd slrieeding Porn rtervcnJng but/dings,.
2a. D a mine the appropriate screening distance column in Table 4.7.
Option A: Buildings En the Sound Paths — Use the screaming dstaeces In: the'Intervening Buildings" ctlumn,
Option B: Buildings Not in the Sound Paths — Use the distances in the " Urkobstr acted" column,
2b. Adjust these distances according to the arethodofogyr ii Section 4,4, or the FTA spreadsheet: model, if the assumptions in Table 4-8 are not appropriate for the project. The appropriate screening distance is where the project noise reaches SO dRA for the appropriate metric. If the assumption in Table 4-8 are not appropriate fora commuter ail grade crossing project where horns and PEIDEFIAl. IT ADMINFST ' 1FON i
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TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL
warning bells are used, use the FRA horn noise model available from the FRA website w develop the screening distance distance X49 CFR §222).')" Step 3: Identify Study Area
4piy the screening dastances as loliows to ldentd fr the study anew The study urea as intended to be sufficiently large to encompass an potentradiy impacted laccatiufts.
Option A; Fixed Guideway Tiransit Souirci — Apply the screening distance from the guideway centerline.
Option & Highwayrrransit Sources (e.g., Bus) Apply the screening distance from the reearest ROW line on both sides of a highway or access road.
Option C: Small Stationary Facilities — Apply the screening distance from the center of the noise -generating activity.
Option D: Stationary Facility Spread Over a Large Area — Apply the screening distance from the outer boundary of the proposed project sate_ Step 4: Locate NoIse-Sensitive Land Uses
Locate ail mist-:sensrvve fond uses within the study area wring Table 4.3 See Section 4, I for more infornratron on noise -sensitive land1,4e5. Include all categories of noise-sensItive land uses to this step.
if no noise -sensitive fond arses are ldentJJle4 no further noise analysis is needed. gone or mare of the noise-sensftrve fond uses are to the study area, proceed to Section 44 and complete a General Noise Assessment.
FEDERAL 1 PonsIT MINI TRATN N 34
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2451
RTC -622
Responses to Comments
TRMSIT NOISE AND l§BRATION IMPACT ASSE SMENT 31ANUAL
Table 4-7 Screening Distance for Nnlse Assessments
Project Systems Stromoaths;
Disianett ft,
thatthstructedl Intervening Buildings
F3xced Galloway systerim
Commuter Rai Mat, Lill
754
375
Cattamvtar Rz l Station
With HOPI] Blowing i
1;840
1.204
Without Hann Blowing 1 2543
200
Coanmuter Rail Road Crossing
RRT
with Horns and Bells
1.600
f_204
700
354
RR,T Station 200
1114
LRT
350
175
Streetcar _
200
1104
Access Roads to Stations
100
50 Low and Iirterrnesdlue
Capacity Transit
Steel el
125
54 Rubber Tire
94 44
Mono ail
175
70 Yards and 5lsops 1000
650
Ranting Facilities 125
75 Acs Rua& to Parking
100
54 Ancillary Faalities: Ventilation Shafts
200
100
Ancillary Facilities Power Substations.
2t0
12S
Bus Syrtrrits
Busway
SOD
25.4 Bess Rspld Transit (8_ RT) on excicture roadway
200
100
Bus Facilities
Acmes Roads
1413
A4
Trant+t Ma3I
27.5 _
CO
Transit Cnntrr
225
154
Storage , Maintenance 354
225
Pat4 d, Ride Lots wteme£ Ni
I50
Ferry Rees Torun els 304
Il54
Memirs d frWTI centerNne eroy saurre,t, lrhm the RC3'W on bet Jn itdes A ₹Me rorstwsy for highway tratsi't sees, from. the center of noise -generical: M.1.hqyIrar surionsiy sautcea, 00 [run' 1J.E tlrtekF Lxauudaty td Thu psnpoaud pmjsn situ for fixaad Iirihdes spraad nut acv a tarp irxa EOERAI. 1"M IT ADMINISTRATION 3S
01-28
Cant_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2452
RTC -623
Responses to Comments
TRANSIT Nfl15£ AND VIBRATION IMPACT ASSE SMENT MANUAL
Table 4.8 Assumptions for Screening Distances for Noise Assessments Type of Project Operat3arts Speed si' Metric*►
Fiaterk-Guicie or Systems
Commuter RAJ ilainine
Commuter Rail
Sotian
66 day 12 nighu I Iota, b cars
55 mpi
14[{i
La
With Horn Blowing
Widhput Hearn Blowing
22 day 04 right
Lin
22 day f 4 rrigln
MUA
l
Commuter Rail-hlIghway Crossing wish Horns
and Bells
22 sAy{4 right
55 mph
Le
RRT 220 day f 24 night; 6 -car trans 54 mph
M -b,
RRT Station 220 day 1'24 night 20 mph
La,
LRT ISO day/ IR night 2 attic vela 1 3S m rte
k
Su eerear ISO day 1 18 night
IS mph
Metes Roads to Stations
Law and
Intermediate
Capacity Transit
S[eeL Wheel
1000 Gars. 12 buses
35 mph
- L ua
227 day /24 nlpht
.< 31) met'
L.
Rubbet Tlie 220 day 124 night ' 34 mph
Monorail 220 day 124 night 30 mph
Yards and Shops 20 train movements WA
Lauuer
Peeking halting i000 tars WA
L.urrr s
AccnSI Road& in Parking 1000 cars Y 35 mph
Lades
Ancillary Fadlltlias Ventilation Shafts Rapid Transit in Subway i 5# mph La
Ancillary Facilities:- Power Su6staamons Sealed Shre3 air aontNtioned N f A Le,
Bus Systems
Bus vrgy 30 buses, 130 automaht1 50 mph
Lin. y
FART on exclusive roadway 30 buses 35 mph
Lir.y
Bus Facilities Transit
Access Roads 1000 cars D 35 mph
II-.9.r�.ri
Transit Mate 20 bins WA
Lows
Center buses 1'1.x,
L.,
Stoioge & Maintenance 30 buses WA
Drys
Park $ Ride Lots
wrBuses
ION cars. I2 tnistu
WA
e5
Ferry Bede Terminals
a boars with horns used in
normal detkIng eyda
N/A
= not as dle
"L.q.i.rr = the leaden hour of propsce related artfuity during hours of none semsltivi y EOOERAR T MNSIT AOMINI3TIkATR l
01-28
Cent.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2453
RTC -624
Responses to Comments
TRMSIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT I1ANUAL
4.4 Evaluate Impact: General Noise Assessment
The General Noise Assessment should be completed after the Noise Screening Procedure ('Section 4_3), through which noise -sensitive receivers have begin identified. This can be completed either by tying the Genera] Noise Assessment Procedure described below of using the FTA Cerreval Noise Assessment Spreadsheet found on the following FTA website:
httpk www.fta.dotgovi 11347_2233. html
Ass mptions are t,d throttgbeut the General Noise Assessment. If the listed assumptions are not appropriate fur the project and good errgineerirtg judgement cannot be used by following the General Noise Assessment procedure. proceed to a Detailed Noise Analysis or consult with the FTA Regional office.
Major steps in the General Noise Assreament procedure acid recommended workflow are shown in Figure 4-5 and listed below. Four examples of General Noise Assam —smarms are given at the end of this section. Many of these concepts are explained in greater detail in the context of a Detailed Noise Analysis in Section 43.
Step I: identify Nanse-Sensrtivle Receivers —Identify noise -sensitive receivers ('Section 4.3) and their proximity tci the project and maker noise sources.
Step 2: Determine Project Noise Source Reference Levels — Determine the project noise sources and reference levels. Them. estimate the project noise exposure at the reference distance of 50 ft considering operational characteristics with prelirntnaryr estimatIons of the effect of mitigation, Step 3: Estimate Project Noise Exposure by Distance — Estimate project noise exposure at distances beyond 54 ft considering propagation characteristics using a simplified procedure_
Step 4: Combine Noise Exposure from All Sources — Combine all sources, associated with the project to predict the total project noise at the receivers.
Step 5: Measure Existing (Noise Exposure — Measure the existing noise or estimate the existing noise esprosure using a simplified procedure_ Step 6: Inventory Impacts
Option A: Tabulate the change in noise (escistirg vs. estimated project noise) at each noise -sensitive receiver or cluster, identifying all moderate and severe impacts.
Option B: Take inventoay of noise•sensitive receivers that fall within the moderate and severe noise contours.
t+EGERAL TRAIT A0r1!Netilit, 1X N 37
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Cont
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2454
RTC -625
Responses to Comments
TRAP T NOIRE AND ltt RATION IA'1PACT ASSE SMENT t'ANUAL Step 7: Determine Noise Mitigation Needs — Evraluate the need for mitigation and repeat the General Noise Asse irni?nt with proposed mitigation Pryui cperaaonai
Sources Characteristics
Prcpaoatnn
Chars-tenshcs
Rgure 4-S Procedure 1Or General Noise Aaststmcnt
Nome Impact
Cate a
Lccatron at
ttome-e'nnritwe
Shag
Naive mpa2J
hweejrxi
Stude Arta
haracteria s
C''�11y-2
C}lit_
Step I; Identity Noise -Sensitive Reeeiverrs
Determine the proximity of masse-sensp'ure kmd eases Idelirrroccf in Season 43 to the project and to the nearest rncajov raodwioys and reririsad fames. a, Mien necessary, use windshield surveys or detailed laird use maps to confirm the location of noise -sensitive land use.
b. or land eases more than I SOO ft from maor roadways or railroad mainlines, obtain an estimate of the population density in the immediate areaexpressed In people per square mile_ Distances to roadways or railroads, oa pnpralation deteirty, will be used later to estimate the eydeLIng Eat RAR iflA aSIT AOMINernAA1X N aid
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2455
RTC -626
Responses to Comments
TRP,NSIT NOIRE AND LTERATION It'1PACT ASSESSMENT 31ANUAL noise level. Coordinate with. the Metropolitan Planning Orbranlzatiom (MPO) for population densities at an appropriate levet of detail.
Step 2: Determine Project Noise Source Reference Levels Determine the general source reference revel fur each paler! no satirte.
ClassifyaII project noise sources as fixed-uideway transit, highwayItransit, or stationary facility and determine the source reference levels. Note meat a major fixed -guideway system will have stationary facilities associated with it and that a stati-onary facility may have hfghwayrtiTnsit elements associated with it.
Option A Fixed -guideway Transit Sources — For this manual, fixed - guideway transit sources include commuter rail. RRT. LRT, streetcar, AGT, monorail, and rnagrtetically levitated vv-lticies (rriaglev), for eoFHmuter- railroads and LRT systems, the crossing of streets and highways at -grade is likely, and 'n that case, warning devices should be included in the assessment. At an early project stage, the Initxrwratlort available fora General Noise Assessment includes:
• Candidate transit mode
• Guideway options
• Time of operation
• Operational headways
• Design speed
• Alternative alignments
This information Is not sufficient to predict noise levels at all locators along the ROW. Ther>efa e, use conservative estimates (e.g... maximum (expected) design speeds and operatiorrs design capacities) to estimate worst -ease noise levels.
First choose the appropriate fixed guideway transit sQurce refesrerIa level and then predict the noise exposure at 5O ft In terms of Littrn and La,_ A.l Chaps the reference arcane noise levels 50 ft from the trackfor one vehnr:fe in terms ref Sound Exposure Level (SEL) rising Table 4-9. See Appendix for a detailed explanation of SEL Note that the 5E[ ref p- r e speed is 50 mph, unless otherwise rioted,
FEDERAL r ANsft AUMINIMATN N ]v
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2456
RTC -627
Responses to Comments
TRAP T NOISE AND VIBRATION It'1PACT ASSE SMENT MANUAL
Table 4-9 Reference S0.'; SO ft from T rack and at S6 mph, One Vehicle Source
Type
Reference Conditions
Reference
SEL (SEL,a),
dBA
Commuter
J ocnm®Grp
Ckend-electric. 3000 hp. rhroMe S 92
Electric 90
Rod! A4Gadd
D esel Muhiple ilnif (OMW!)
Diesel -powered I M0 hp 85
Hems
Within 'A mile of grade crossing. I I O
Czars
Ballast, welded rail 82
Rail Transit and Streetcars at 50 mph
At -grade. ballast welded roll 82
Rail Transit and Streetcars at 25 mph
At -grade. ballast welded rail _ 74
Transit whistles ' warning devices
Within llgEI mile of grade crossing 93
AGT
Sleet Wree0
Aerial. concrete, welded rail BO
Robber Toe
Aerial. concrete juidecray 78
Motaorall
Aerial straddle beam 82
Meer
Aerial open guideway 72
AIL Collect the fallowingtlata:
• Number of train passbys during the day {7 a.m. to 10 p.m) and night (IC) p.m, to 7 a.rn.} for category 2 land uses
• Maximum number of train passbys during hours that category I or category 3 land uses are normally in use (typic-ally the peak hour train volume)
• Number of vehicles per train for each time period for category gland uses {if this number varies during the day or night take the average) • Maximum number of vehicles per train during hours that category For category 3 land uses are normally in use (typically the peak hoar train volume)
• Train speed in mph (maxImurro expected)
• Guideway configuration
• Location of highway and sweet grade crossings, if any • If this process Is repeated to estimate the effect of proposed noise mitigation, Include the noise barrier location
A.11l. Cahcu4ate the era se exposure at 5Q ft in terms of L_oho:
• Calculate L lir,, for each source using the appropriate equations in Table 4-I4,
• Compute 4y ihmtc.b. using Eq. 4-6. It may be necessary to compute the combined totals with and without warning horns. Some raefglttlorhoods along the corridor may be Wised to horn noise but some many not.
A.iv, Cal€udate the noise exposure at 5O ft in term
• If the project noise will affect any residential receivers. €al€ulate the L.4,, using the •combined Lay i,ra for both the daytime and nighttime periods separately, using the appropriate equations in Table 4-10. • It may be necessary tcj cadcuiate Ls,with and without warning horns, as in the previous step.
Note that the eg bozos in Table 4- I 0 include terms to account far a difference In speed Pram the 50 mph reference speed and a numerical adjustment to account for the one -hour time period for this metric. For PEIDEI AL 17 AOMINta rlkATIO G +_
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2457
RTC -628
Responses to Comments
TRMSIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT I1ANUAL
rnore information on the numerical adjustment to represerst the time period of interest see Appendix 8-1.4.4.
Table 4-10 presentsan estimate of the noise reduction potentially provided by wayside noise barriers that can be used when assessing mitigation options in a General Noise Assessment- II impart is determined durirtg the General {dnlse Assessment repeat the procedure and include prc poled mingatIon according to.
Section 4,4. Step 7. See Section 4.5. Step 7 for a complete description of the benefits resulting from various noise mitigation measures that can be evaluated with a Detailed Noise Analysis.
01-28
Gent.
FEDERAJ. 174ANSIT MINI TAATN N 41
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2458
RTC -629
Responses to Comments
TRAPIF,IT NOISE AND VTBRATION IMPACT ASSE SMENT MANUAL
Table 4-I4 Computation or Noise Exposure at SO ft for Fixed-Guldeway General Nolte Assessment Locomotives.
L,,,,,st So ft
S
f+dglcrhiit,, = Shiro + 10 frlg{iV,.eca.) + N,.l'ca ( �) + 141a CV) — 35.6 Eq. 4-I Locoriobvc
Warning
Horns**
L.-4 etas 54 Ft
iyhyl.eernr{id, l = S ;Lrd/ + IU I1 1(V) — 35.6 Eq. 4-2 RaII Yehirlles;
L,,,,pt Sc. h
S
F ,,,,,,,,rndidrri = SEL,,,,, + 14Ic (t1'c,rr) + 20log(s) + tO rarg(V) - 35,t,: + Ad,f,, ee,Y Eq. 4-3 Streetcars
msim h or
rgsci(iai�I-SRL,.ri.+10dtt9{Ndrlr)+2bg( -) F1rat78(f)"35:ti+a4df,.,, Eq. 4-4 Transit
WarmhX Horns
f',,,,,n asw6lrup = 51''Lraf: — 10 i0j1(54) + 1l1 ir3 (V) — '%n,t. Eq. 4-5 Combined
ronothresnd
sraneis;°('
L21,11150 ft
nrr l.,rv;t4n, r..t InS lhn, .t SLsr. Lk.,L
Lve•,,ertrrtihri= 14104,(14 'T,�}+146 'too+1F� ',a}
✓•..tur ;,h,.5; t•+rrar �,sr,; Eq. 4-
+ 10'1 ttiJ + 1.11i ra}
1 airtime
L; ac 5a ft
La = keepu ] where Y a V. NL = Na Ilvco events), and Nc.., = Nr (car events) Eq . 4.7
L- at SO
L. at So ?t
bayiNight
t, st 50 SE
L = Z where V = V., Nl,.a " Na (laic events and Ne., = Na tar events d (1iW) .�� � ) Eq. +4 -♦1
t, r, = 10O9(15 x 1n166/10 +xl x 10' "'N.') - 13.8 Eq. 4.3 iii.,,,,,,,,, =average iiarti}er of locomotives per Iran K = commis
-I O for pass1Illger diesel
O for OMUs
*MGfos electric
S = train speed mph
V = average hourly eohlme a train traffic, tram per hour N'rasx = average member n1 ram per stain
Adirn,e, =cwestaetr
+S For pirtte•d track ssr kr a crvesnrer within 3114 h
41 ksr aerial structure wide slab tratk (except ACT and manor I +3 for embedded crack on gads
.5 If a siol4r_+ barriear blocs the Lie of sight
Va = average hourly claytioe Yalunse of tl'a1n traffic V. = average hourly nighttime volume cf trait traffic, Wens per hour trans per hour
r etti 7wof rraiatt4,7d.TN. TO 111 p. nt ror.'her rr,f rmrns, 11}p r .t„7u. na.
In J
Na = aa-fir Ii iit ly ewrtshet of eversta that ace la N,= average hourly number i events that occur derma during daytina (7 a.rtl. to IC ion) ) nryVIEW,F ( le p.m. to 7 asst) _ trittnetr n f #v i rs !mown 7 ,t to. r.1 14 p. it . Nu -realer r1,}' eN *its. ltKiwAPii In. FY.7tt. r� 7n. to } 5 e
• Ai6WFflea a diesel kcwnalWe power calm at approximately 3,303 I gr "Based on EPA's horn noise model (httpslienn.fradr3cgnleLltu'Desailsa7.0449II, Includes all committer Yall Earl. transit cars, streetEass aLore 2S mph. AST and monorail. j ', Only Inclwiv. .iivr.ttptrkAstz terms.
FEDERAL TRANSIT AUMINI, rRATN N 4.
01-28
Ccnt.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2459
RTC -630
Responses to Comments
TRAPIfiIT NOISE AND VTBRATION IMPACT ASSESSMENT MANUAL
Option B: H IghwwalrfTransft Sources — The higlmrayhranst type sraurtes include most transit rriodes that do not require a fixed -guideway. Examples are high -occupancy vehicles, such a bins, commuter vanpoals and carpools. Use the instructions below to estimate source noise levels far projects that involve these types of vehicles and are using FTA's environmental review procedures..
At an early project stage, the Information available for a Gerseral Noise Assessment includes_
■ Vehicle type
* Traresltway design options
• Time of operation
• Typitmi headways
• I +eslgFi speed
• Alternative alignments
This informatory Is not sufficient to predict hovels at all locations along the ROW: therefore, use of conservative estirrratet (eg., mawmuri (expected) design speeds and operations at design capacities) to estimate worst -rasp noise impact levels fs recommended- The procedure is consistent with Fl-HWA's highway noise prediction method. The reference SEL levels in Table 4-I I tcarrytspond to R-lWA's source emission levels and speed coefficients for buses and au torrrabilesJ2l
B.I. Using Table 4-I 1. choose the appropriate reference source noise levels 50 ft from the roadway in terms of SEL, Note that the SEL reference speed is 5Q mph, unless otherwise trued.
Table 4-11 Source Reference Levels at SO ft from Roadway. SO mph Sourcr:*
Reference SEL, MA
Automobiles and Vans
74 13. uses.IifiesellwreredI
82 Basses (electric)
so
flosses -(hlrbrnd)
O3"*
Assames ntrnmil roadway awrfaee eo i.Jni x
" Far hybrid bums, determine Rvkrcnte SEL or, a
cam -Dr -case basis because Ow and data are
$401.2.
B.rr. Collect the following data:
• Number of vehrde passbys during the day (7 am, to I4 p.m.) and night ( ID pm. to 7 a.m.) for each vehicle type In Table 4- I I. DI a category 2. land use is present
rt Number of will ck pas t's during hours that category I or category 3 land +rips are normally in use, each vehicle type in Table 4-I • Spied (rnaximarn expected)
■ Tratrsltway configuration (with ar without rxnlsre harrier) BIN. Calculate the noise exposure at S4 ft in terms of LMltir. Calculate 1,4%1 for each source rising the appropriate equations in Table 4- I 2.
ECtRAL rior45IT rstsic itA1X N 43
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2460
RTC -631
Responses to Comments
TRAPISIT NOIRE AND Vt&RATION IMPACT ASSESSMENT r1ANUAL
B.Iv, Calculate the noise exposure al SO ft in tears of Imo- IF the project noise. will affect any residential receives'calculate the I r. using the combined for both the daytime and nighttime periods separately, using the appropriate equations in Table 4.12.
Nate that the equations in Table 442 Include terms to account for aspeed other than the SD inph reference std and a numerical adjustment to account for the one -hour time penod for this metri€. For more information ern the nilmerical a+dj•ristment to represent the time period of interest, see Appendix B.
Table 4-12 presents an stfmate of noise reduction potentially provided by wayside noise barriers. This is considered illtntrarive ,given that barriers are the most common noise mitigation measure- See Section 4,5, Step 7 fora complete description of the benefits resulting from noise mitigation. If Impact k determined during the General Noise Assessment without mitigitlion, repeat the procedtre and include proposed mitigation.
Tables 4-I2 ^4.rrmputation of I.,rmm.r and I.. at SO It for I-lighway1Transit General Noise Assessment I-.06-1, at SAD ft
Limbs] SELm,r + 1i Iog(V) + Csda�g(54) — 35,.6
Eq. 4-I O
Daytime
Li ar SO It.
La — &tactful where V a Vr
4 -II
Nighttime
I-0 at 50 fa
L L whet = V.
A = �4f rhr)
�' 4-I2
I_er, at SO ft
, Lif►L Elicig(Ts < 104 `{tof + 9 X iort.c„+tul f10a —13.8 E 4-I3
Barrier
Adjustment
.-.5 for uai+a Lorries
V
,
S
V4
V
= hourly Velume of a,ehicles, vehicles per hour
` Speed constant
I5 for diese[ bow
22 for electric buses
21 for hybrid bunesw±
10 for automobile and van pools
= average vehicle speed, mph
= average Itriurly daytime volrrrnrr of vPArtlsier. vehider par horir — tarotinoriber4ftwo occ.7u.m.int0p.m.
is
= average hourly nighttime volume tal eel -rides, vehicles per hour twat ,naimarer rr f vchfc 1es, lO p. err, to 7 n, tn.
Option C Stationary Sources — Stationary sources include fixed transit system tacilities. New transit facilities undergo a site review for best location that considers th rxsrse sensitivity of surrounding I uses. Although many facilities such as bus maintenance garages are usually located in industrial and commercial areas, some facilities such as bus terminals, ferry terminals, train stations, and perk-ard-ride lots mart be placed near residential neighborhoods where noise impart may occur. Atcess roads to same of these faclllties may also E@EFIAL ThothISIT Mitsl 5TthA PON +l
O1-28
font.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2461
RTC -632
Responses to Comments
TRANSIT NOISE AND VTBRATION It'1PACT ASSESSMENT I1ANUAL pass through noise -sensitive areas. Nulse Irorn access roads is treated according to the priaCcAdlifeS described in the Highway Transit Sources category_ In a General Noise Assessment, only the prominent features of each fixed facility are considered in the noise analysis,
C I. For small faculties, using Table l3, determine the reference source noise levels 5Q ft from the cuter of the site in terms of SEL. The source reference levels given i'I! the table are based on measurernents for the peak hour of operation of a typical stationary source of the noted type and size.
A lard facility, such as a rail yard, k spread out over considerable area with various noise saurc with different no levels depending ten the layout of the facility. Specifying a single reference SEL for the facility at 50 ft from the center of the sitecould be misleading if all of these different noise sources are not represented. Therefore, the reference distance should be the equivalent distance of SO ft,. which Js determhred by estimating the noose levels from the center of the site at a distance far enough to capture all noise sources and projecting back to 50 ft from the center of the site. This approach allows for a conservative estimate of noise for all surrounding areas and the equivalent noise can be considered as concentrated at the center of the site. If the location of noise sources k known, their the distance should be takers from the. point of the noisiest activity on the site (e.g„ the dock in the ease of ferry boat operations) instead of the center of the site.
Table 4-I 3 Source Reference Levels at SO ft from Center of Site. Stationary Sources Source
Terence
SM., dl3A
Reference Ciatadltiotn.
Rail Syiieen
'tarns and shops
I 8
20 train movements in pea{ actrvrty hour
Layover tracks (ronomuter rail)
103
I train with diesel locomotive idling for I hour
gassing 3ignM
103
36100 Second dud irrt}ri
filer Syst4nn
Sul Age saki
11 I
IQU buses Accessing trdlity in peak activity hour
x]peiatirrg facility
C14
I00 buses westing tacky. 30 lanes set -need acid
loaned in peak activir, hour
Transit center
f ai
20 leases In peak actirtite hour
ferry Terminal
Ferry boat Hp fug horn sounded)
e?1
'i ferry boat landings in I hour
Ferry boat (fog horn sounded)
lob
Parking GIBITIO
92 I OUC-car cap at ie prate intuits hour
Park dl Aide Lox
I41
12 buses. IWO car* in peek aniline', hour
.fl. Collect the following data;
■ Number of layover tracks and hours of use
• Number of busies, if different from assumed reference conditions (if this number varies during he flay or night, take the average) • Number of ferry boat landings, if different from assumed reference conditions (if this number varies during the day or right, take the average)
■ Actual capacity of barking garage or lot
FEDERAI. rPonsiT ADMINI TRATION Jr,
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2462
RTC -633
Responses to Comments
TRMSIT NOIRE NJD l§BRATION It'1PACT ASSESSMENT I1ANUAL
CAN. Calculate L„ rhr at SO It. Caalculale L 6p for each scarce using the appropriate equations In Table 4-14_
Chic Calculate L n at 50 ft. If the project noise wilt affect anyresidential L receivers. calculate the Lrn using the combined li. for both the daytime and nett; me periods separately, using the appropriate equations in Table 4-14, The equations in Table 4-14 include a numerical adtustment to account for the one -hour time period for this metric. See Appendix B. 1.4.4 for more information on the narn ical adjustment,
Table 4-14 presents an estimate of noise reduction potentially provided by noise barriers at the property line. Only approximate locations and lengths for barrier or other noise mitigation measures we developed during a General Noise Assessment to provide a preliminary indication oEthe costs and benefits of mitigation_ A Detailed Noise Analysis of the preferred alternative Is usually warranted following the General Noise Assessment (if it predicts any impacts) to verify impacts and design the mitigation.
FEDERAJ. 1-PANSIT AUMINr,TRATN IN a6
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2463
RTC -634
Responses to Comments
TRP,N5 T NOIRE AND VERATION II'1PACT ASSE SMENT f1ANUAL Table 4.14 Computation of L.,rtrti) and Len at 50 fc for Stationary Source General Nolte A,aesarrrent* Darken€ 50 ft
L,el1ti) >m 41,,,,w ¢ CA, - 35.6 Eq, 4-14
Playtime
L. as 50 it
Le = lflksg((— ) Z 1p(r,"r9(aar'l,1in1� Eq, 4 -IS
15 -ern—lute,'
Nighttime
lr, = lob„((i ) 1 1n(',wur''"-}/luF} Etc 4-16E„u58fr 4
16yvn-Your
". 'at 54ft
Lan =IOlugt15x1,0I-t'rs&+9xlfijl'a+lap(1 )-132 Eq. 4-17 Barrier
Adluiternent
=-5r for noise barrier at propel line
Volume
Adjuatanent
= Ch.
= 10log(' u) Pal yards and shop
= 10llagfb'T) Layowwa tracks
= 1°"(1) Bus storage yard
e. lflfug( +) Bus operating facility
=10lIn ( ) Bus transit center
=1UIQ -) Ferry terminsl
= 1Ulagil n) Perking garage
= 1 fFlu;(sorru + 7) Park & pile got
='1U9n1(anca) Ctoserng.signala
NT = average number of trains per hour during tire. day (7AM to I0r'ti pr might (fISPh1wi7ANl)
Ns = average number of hoses per hour during the day or night 04, = average number of Percy boat lmrdinga per hour during the day of light Ns = average number el buses serviced and cleaned per hour during the day or nighr Pi, = average number of aawtv+noblkna per hour during the day or night E = average howl r duration of = errna, s -et during the da r' Or night any of thvas WW1 r$ wf zero. omit than rerm.
FEIDEF.AL IPAINSIT AOMINISTIkATFCrN +?
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2464
RTC -635
Responses to Comments
TRANSIT NOISE AND lrBRATION It'1PACT ASSESSMENT 31ANUAL Step 3: Estimate Project Noise Exposure by Distance
Estimate the project noise exposure for iocotiorrs beyond tire reference etstrnrce, such as for noise -sunset ve land uses.
In the previous step, noise e<posure at the reference distance of 50 ft was iiiioulated for the various noise sources. This st9p describes how to estimate the project noise exposure beyond (nr. if needed. closer than) the reference disance, such as at noise -sensitive land use I xaporrs. Thin procedure estimates the source's noise a xponure as a function of dtstanee Adtustfn nts are provided to account for shield IN attenuation (corn rows of buildings. 3a. Select the appropriate distance correction curve (Fixed -Guideway Highway or Stationary) fr vary Figured -6, The F€xed-Guideway St Highway curve refers to line sources while the Stationary curv+d is refers to point sources, Tire distance correction factor is Ode at SO ft.
at] "
es
J
75 co
o
X m
P
� m
50 3b. Choose a distance other than SO ft, such as the distance to a receiver.
Determine the correction factor using Figure 4-6 or calculate using the equations in Table A- IS.'ISA For distances beyond 1,000 ft the equations in Table 4-.I5 can be used; however, ground effects have an upper limit and atmos,plaerlc conditions may affect propagation characteristics_ flare detailed cafcufation methods may be required to account for those effects beyond 1,000 ft. �
stationary
-
Fixed -guideway
Lk Highway
.
r.
I
I .,.. ...........�.,_........k an
r
E
f
I
&
I
i
i
3 200 ]50 306
Distance, ft
506 600
B00 1000
Figure 4-6 Curves for Estimating Exposure vs. Discsnce in General Morse Assessment * Norm that the curies and uation% assume acayscitall7 soft ;paaund beyottsl a distant® d SO E See Table 4.27 for rncre detailed sakulatbn of g annd attenuation
FEDERAr. rPonsIT AOMINI,TRAThL N ae
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2465
RTC -636
Responses to Comments
TRP,NSIT NOIRE AND VTBRATION It•1PACT ASSESSMENT I1ANUAL Table 4-I5 Distance Correction Factor Equations for Gr*rai Noise Assessment Source Equation
Stationary Sources
_ 1J
€dlsrrinu: -2SIv44FF0)
Eq. 4- I B
Fixodtuldoway and Highway J� Y �laramue=-1SFtsgC5ll3
= dntanc.. ft
Eq. 4-R9
3c. Apply the distance correction to the proleet noise exposure at 54 ft (Section 4.4, Step 2) using the following equation:
Let -14.. v � LSD + Calf arm,
whore:
L,hisnQrtrss = Lac or L,.4[y hry at the new distance in levet Lso = Lodi, or Leo{tar? at 5I-,1 It
Eq. 4.20
3d. Repeat Step 3c for each source -receiver distance from the project. A noise exposure vs. distance curve can be created, if desired, by calculating the noise exposure for all distances of Intoner and plotting a curve. This curve can be used to assist Jn deterrrmkreng the noise impact contourfor the first row of unobstructed building. This plot can be used tot splay noise from both unmitigated and mitigated conditions to assess the potentraf benefits from mitigation measures.
For seco d row receivers and beyond, it is Accessary to account for shielding attenuation from raves of Irrterv+arrirtg buildings. Without -Accounting far shielding, Impacts may be substantiality overestirimind. Use the following general ideas to account for the effect of shielding from intervening rows of buildings:
• Assign 4.5 d6 of shielding attenuation for the first row of intervening building only.
■ Assign I.5 dB of shielding attenuation for each subsequ?snt row. up ep maximum total attenuation of IO d8_
Step 4: Combine Noise Exposure from All Sources
Combine aff sources to predict the tnw$ pupa noise at the receivers using the egtrauions Jn Table 4-16, once promotion adjustments hove been mode for the noise exposure from each source separately (Ned -guideway, highway/MIA oral statoneri+).
Table 4-I6 Computing Total Noire Exposure
Total L,,4 from all sources
for the hour of irrterest a. raarfltiic1 = lUhcgf tx� vices 1��T{io}� Eq. 4-21
Total Li, from all sources
4,6,1 LNWT L+ = 1°IagtEar0 Pita NIP Ta toY
Eq„ 4.31
PECrERAR T1+rtit SIT AAf7r1INei tlitATioN ao
01-28
Ccnt
Ritz -Carlton Rancho Mirage MND
November 2024
2466
11942
RTC -637
Responses to Comments
TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL
Step 5: Estimate Existing Noise Exposure
Measure the existing noise or estinarrte the existing noise exposure Wing o shoplifted p ixedure.
Existing noise in the project vicinity must be quantified and compared to the project noise to determine the potential noise Impact. It is generally recommended to measure existing noise, especially at locations known to be noise -sensitive, bit if measurement results are not available then they must be estimated In the Detailed Nose Analysts, the existing noise exposure is usually based on noise measurements at representative locations in the community.
It is not necessary or recommended that
existing noise exposure be determined by
measuring at every isokse"sertsitive
location in the project area Rather, the
recommended approach is to
characterize the noise errvironmerrt for
'clusters" of sites Erased on measurements
or estimates at representative locations in
the commis -Or Because of the sensitivity
of the noise criteria to the exesti ng noise
exposure, careful characterization of pre-
projectambientnoise is irnpottant.
Guideliis for selecting representative
receiver 'o nions and determining
ambient noise are provided In Appendix D and Appendix E, respectively.
Changes to Existing Transit
For projectsthat propose
changes to an existing transit
system. such as a rehabilitation
project, the project noise can
include changes to the, xlsting
noise because of the protect,
and so it is not possible to
define project noise separately.
For these projects. refer to
Section 4.1, Step 3 - Option B,
on using the cumulative
noise rofteria.
This section describes how to estimate the eadsting riDifie in the project study area from general data available early in project planning. The procedure uses Table 4- 17, where a neighborhood's existing noise exposure is based en proximity to nearby major roadways or railroads. or on population density. For areas near major airports, pubtished aircraft noise contours can also be used to estimate the erdsting noise e',Ttosure. The process is as follows:
5a. Obtain scaled mapputg and aerial photographs showing the project location and alternatives. A scale oil Inch = 200 or 400 k fs convenient for the acctracy needed in the noise assessment, The size of the base map should be sufficient to show distances of at least IOC* ft from the center of the alignment or property center, depending on whether the project is a litre source (fixed guideway/ roadway) or a stationary facility. These data are commonly avaibble from local transit agencies and a number of publicly available online tools. 5b. Estimate the existing noise exposure by estimating the noise from major toads and railroad lines or by population density. First evaluate the site's proximity to major roads and railroad Lines Indudirig those that are included in the project, If these noise sources are far enough away that ambient noise is dominated by local streets and omminity activities, estimate the existing noise based on population density. To choose the appropriate existing noise exposure, compare noise levels from each of the three categories -Roadways, Railroads, and Population Density —and select the lowest kve1. In case of a rECtRAR ilasaistart AOrtrieiTrhATfoN Se
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Cant_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2467
RTC -638
Responses to Comments
TRMSIT NOIRE AND Vf&RAT1ON It'1PACT ASSESSMENT f1ANUAL
lightly used railroad one train per day or less) select the Population Density category_ Existing noise levels are presented in Table 4- 17_ Refer to Section 4. r.
Step 3 — Option B, on using the ainulative noise criteria for projects that propose changes to are existing transit system, such as a rehabilitation project, Option A: Bradman — Major roadways are separated into two tategories for a genrerai noise assessment Roadways that cannot be described by these two categories are not considered major roadways and would use the Population Density method described below. The roadway rategcries are as follows:
Interstate highway —roadways with 4 or more lanes that allow trunks Other- roadway—parkv ays without trucks and city streets with the equlstalent of 75 or more heavy trucks per hour or A00 or more medium trucks per hour
The e!stirtted roadway noise levels in Table 4- 17 are based €rn data for light to moderate traffic on typical highways and parkways using FHWA highway noise prediction procedures_ Mere a range of distan€es is given, die noise exposure estimates are givers at the larger distance (note that the traffic noise at the smaller distance is underestimated). For highway noise, distances are measured from the centerline of the near lame for roadways with two lanes while for roadways with more than two farces the distance is miaowed scorn the geometric mean of the roadway, Thls distance is computed as follows.
Dsnr = (E1n)413F? Eq. 4-23
whore:
�dsat = distance to the geometric= mean In feet
= distance to the nearest lane centerline in feet
= distance to the farthest lane centerline in feet
Option B: Railroad Lines — For railroads, the estimated noise levels are based on an average train traffic volume of !—Ii3 trains per day at 30-40 mph for main lire railroad corridors and the noise levels are provided In terms of L,, only. Distances are referenced to the track centerline, or in the case of multiple tra€ks, to the centerline of the rail corridor. Because of the intermittent nature of train operations, train noise will affect the f -,midi only during certain hours of the day, and these hours may vary from day to day. Therefore, to avoid anderIntimating noise impact when ming L,p„v, , it is reeommerufed that sites near call lines are estimated based on nearby roadway or papurat on density unless very specific train information is available.
Option G: Population Density —1n areas away from rnajor roadway, noise from local streets or in neighbor hoods Is estimated using a relationship deter mined during a res>trch program by EPA ' EPA determined that ambient noise can be reined to population density in locations away from trans{>orthtion corridors. such as airports, major roads and railroad tracks, according to the following relation:
L,or, = 22 * lokig(p)
Eq. 4-24
ECERAR TRANSIT AOMINLiTIkATFI N 5I
01-28
Cent.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2468
RTC -639
Responses to Comments
TRN45IT NOISE AND l§BRATION II'1PACT ASSE SMENT 31ANUAL wherr:
La, = 9n d6A
F = papularion density In people per square mile
In areas near major airports, published noise contours can be used to estimate the existing noise exposure. The La, from such contours should be applied if greater than the esttrnati of existing noise from rather our sat a wren location,
Table 4-17 Estimating Existing Noise Exposure lerGieneral Noise Assessment Dominant
Existing Noise
Source
D@stari a tram Major
Noise Sources ft. perm',
Population
penalty. people
mf,
l�G+rY
L..,
Pay
75 70
65 60
55 50
E pasurc
1..,
ESening
70 65
60 55
5p
45 rYrm4nc
1c,
Night
65 60
i5
5Q
45 40
J "
75 70
65 60
55 50
Intnntatn
Highway**
16-50
50-104
I00-200
200-400
40D -B00
J3o0 and up
'
16-54
70 65.
_
60 70
51-106
65 60
55 65
Other Roadway j
(00-200
60 55
50 60
300-00
SS
54 45
55 404 and up
50 4S
40 50
10 30
-
75 34-40
-
-
-
To
4O920
--
--
65 itailwayj^]
I20-240
—.
—
--
60 14D-500
--
-
-
55 509800
-
-
-
50 804 ai_d pp
—
—
—
45 I— 00
35 30
25 35
I04-300
40 35
30 40
300-1000
45 40
35 45
Population
100 3400
50 45
40 50
3000-10004
55 50
45 55
16000-30640
6D
55 50
60 3.0004 and up,
65 60
55 65
oDhtarees do not include shielding Nom intrrrrem eg raves or buildings. Generally, forestlrsaring slrieldlrg attenuation n populated areas, assume I row of buildings every roo It. 45 dB for eke firm row, and I,5 d6 Far every sub6equeM row rap to a maximum of 14d13 attaltlatico — Roadways with 4 or more lanes that permit trucks. with traflk at 60 mph Parkways with traffic at 55 mpb, but without trucks. and city vrwas with the ogiira4nt of 75 tar mare "may), tr, rk liar hour and 300 pr iron noniron trucks pin. hods' at Sri mph j iI Main blue ra6aad corridors typical? carrying 5.I 0 trains per day at speeds of 30-40 rspli Step 6: Inventory Noise Impacts
inventory the potential noise Jmpicts ethe- by comporting the project and existing noise of each rose -sensitive hind use rar by developing noise impact contours.
Ilse land use Information and assumptions for shlseldirrg attern,fatisrn from rows of tatildirigs. lrr starve cases. it may be necessary to supplement die land use information or determine the number of dwelling units within a multi -family building with a visual survey. If the objective is to compare major alignment options, it may not he necessary to identify every different type of noise` ECERAR TM1^bIT A0MINISTIkAT I N 57
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RTC -640
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TRMSIT NOIRE AND VTBRATION IMPACT ASSE SMENT t1ANUAL
sensitive land use. The lovaitnry may Include a subset vF land uses, Including resideutlal and public rnsutuuonal uses
Option A is the preferred method as it quantifes the noise impect at each noise -sensitive land use indicting the severity of the impact. Option B may be useful for comparing and narrowing down major align:warn options with nurnerrws noise -sensitive land uses
Option A: Compare existing noise to project noise at each noise - sensitive land use.
At. Tabulate each Individual noise-serisktIve land use building aisd site within the identified srreenrng distance (Section 4.3).
AZ. Determine for each noise-ser,stdve land use the existing noise (section 4.4.
Step 5}, the protect noise (Seetien 4.4, Step 3) and the resulting change in noise, A3. Designate each noise -sensitive land use with either a no. moderate, or severe noise impact based on the criteria in Section 4.I I.
A4. Identify all moderate and severe Impacts on a project map..
Option Bt Develop noise impactcontours.
Bi. feterminne the noise level thresholds at which the project noise woudd cause moderate and severe impacts using the estimated existing noise exposure from Section 4.4. Step S and the noise impact criteria in Figure 42.
B2. l €ternvite the distances from the project boundary to the two impact levels using the noise exposure vs. distance cures or equations in Sectiori 4,4, Step 3.
B3. Plat points Qn a project land use map that correspond to the distance determined in Section 4.4, Step 3. Continue this process for all areas surrounding the project. Connect the plotted points to represent the noise impact contours.
B4. Tabulate all noise -sensitive land use bulldogs and sites that tie between the impact contours and the protect boundary. For residential buildings. an estimate of the number of dwelling units is satisfactory.
B5. Prepare summary tables showing the number of buildings (and estimated dwelling units, if available) within both impart categories.
Specific decibel level noise contours, for example, 65 (BA, can also be plotted if desired_ The distances. can be determined using the ,procedure in Section 4.4, Step 3 by substliutJri the desired decibel level for the Impact threshold_ Locations of points will change with respect to the project boundary as the existing ambient etrpb5une changes, the project source levels change, and as shielding effects clmngg It as recommended to plot points dose tither to FEDERAR titANSIT MINI, lIATIL N 53
01-28
Game
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2470
RTC -641
Responses to Comments
TRMSIT NOIRE AND ltBRATiON It'1PACT ASSE SMENT I1ANUAL
draw a smooth curve. Far a General Noise Assinsnient, the coon:airs may be drawn through buildings and terrain features as if they were not present This practice is acceptable considering the level of detail associated with a project in its early stages of development. Example 4-1 and Example 44 describe the development of noise contours with illustrations.
Step 7 Determine Noise Mitigation Needs
Apply estrnacrteas of the noise reduction from proposed mitigation rneclstrrei< (Section
44. Step 2). where the assessment shows either severe ae moderate lJtapnct, and repeat the tabulation of -noise impacts.
Note that noise barriers are the only form of mitigation available in a general Noise Assessment The raiser mitigation itl astr@s au a available for a Detailed Noise Analysis, The approximate noise barrier lengths and locations developed in a General Noise Assessment provide a prdliniriar-y basis for evaluatIng the costs and benefits of impact mitigation. This evahAaiun will provide a cenzervatiivia estimate of the effect of the mitigation on the Identified impacts.
In general. it is re ommerded to complete a Detailed Noise Anatysis for final mitigation inuesures- However, if impact is identified through a General Noise Assessment and can be mitigated to a level of nn Impact Ming the noise reduction esuinates included in the Genital Noise Assessment. a Detailed Noise Analysis may not be needed. Mitigation assumed in the assessment used for the NEPA evaluation mum be included in the project as a commitment.
Consult with he FTA Regional QFfice to determine If a Detailed Noise Analysis is required for fatal mitigation mesures-
The following examples illustrate how to complete general noise assessments far varying project types including wrnmuter rail, hrghw ayttrarnsit, BRT system, and a transit center..
Example 4-I General Noise Ass essmen t — Com mu ter Rail General Noise Assessment for a Commuter Raft System m an Existing Abandoned Railroad Right -of -Way
The following example illustrates the General Noise ,Assessment procedure for a new fixed -guideway project The hypothetical! project is a arxittrnatat tai system to hi !slit within the abandoned ROW of t nIlroad. The example covers a segment a the corridor that passes through a densely developed area with population density of 25,tlO4 peu}tle per square penile kn mined 4Ingie• and resldendel laird uses as shown In Egute 4=7.
The example is presented in two parts- first a segment where the rail line is grade -separated and a horn is not sounded; and second an at -grade street -rail crossing where- the horn is sounded Assumptions
▪ Project Corridor
Exdsting population density is 23O00 people per squarer mile • Commuter Rail S lItem
Caaytuneutxv t. I,, With OnE three -tar consist an x double-cr nel at -grade system with welded rail, Trains operate with 20 —minute headways dunng peak hours and I -hour headways during off-peak. Speeds am approaarna[rsily 40 mph along the corridor FEDERAL rioNsiT MINISTR,4TpL I I sa
01-28
Cbnt_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2471
RTC -642
Responses to Comments
TRIV45IT NOISE AND l§BRATION IA'1PACT ASSE SMENT 31ANUAL O perata rrg Schedule
Perlad
Headway
Inbound .
011M utet)
Outbound
TrtetRn
Inbound
per bon r
Outbound '
Tatar
Period
Total
7 a.an,-13 a.m.
20 20
3 3
6 Ei
f]ayecme Sam. -4 on.
64 60
1 I
2 16
4 p.m - 6 p.m.
20 20
3 3
6 12
6-1.m.-10 p.rn.
a
6d1
1 I
2 8
HI p,m - I p, m
617 -
8 1
-
2 Nighttime I I p.m - 5 am
`
�•
S a.m. - 6 a.m.
60 60
I
I
2 2
6 a.m. - 7 irh.
20 20
I
I
2 2
Port I: Geerde Septn tied Street Crostini
Determine Pr€lect Source Reference Levels at SO ft
Classify the none source; Fixed -Guideway Transit
Determine noise source reference lives] from Table 4-9:
Lecometi rsr. 92 dE.A
Cars: 82 dBA
Estimate Proiect No Exposure at SO ft
Determine aV sage hourly daytime and nighttime ww3lume of train traflk Daytime ,i7 a-nt - l µm.1
42 train
= - 2.8 trains/floor
Kf
15 ban rs
Nighttime (I0 pet — 7 a, m,)
6 trains
1" — [I.7 truins/ffour
9 hours
Use Eq. 4-I and Eq. 4-3 to calculate the daytime L,ei„,, at 50 ft far the locomotives and Tall cars. 5 La.,.,,,, =5E'Lrot + 10ttrugfd114,,,,J +htu.t 1 + 1tquti(Ve) --dab 44 92 + I Plug( 1) — 1Mafff 5 1 + 10,4“2.8) — 35,6
= Lill_ dnAatSOft
5 1-410anFa =.SH.T1+1(Hog (Ne„.a)+2lidngt 6)+1dtr9(V)-35,6 =132+101ofif3)+206...1;7f,4441+101ocg(2,I)-35.6
= 533(111,4 al 5O it
Calculate the ccwal $.tyttmtae Li Ix the Iateunet1ve and rail ears wing Eq. 4.7 e. llbdsa 19 Ree + 1t1 rta
d"sT;ftrealPr[� Jit )
= 1040,O1Qnt46D + 10113,;/1o)
=62.4 'IRA at 50 ft
FEDERAL rkroasIT AUfiINI TAArioN 55
0128
Coont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2472
RTC -643
Responses to Comments
TRANSIT NOISE AND V RAT)ON IMPACT ASSESSMENT MANUAL
Caktilaue the n'ightUme L.t.ury at SO ft tor the irfroseraralves and rail CAM S
u drxtia> _ .SE'L.,.i 10. (lritc«cAs l * !h' lugl,sdl ^F 1p krg(l;,) — 35 -fa 4a
= +)2 + 19 Fog(1) —10 khg(54) + 10 log(9,7) — 35.1J
= 55.0 d2A at SO ft
Lr, Rt ar..
5 =SCLrrd+1p?g(Nderr}+20ktg(5.0)-h]4IogfVr,1-3`i,fa
a 82 + 19 log(21 + 2f! log( 5040 + 19 log{ L7) — 3S-6
=47.7 ddii,h at Soft
Calculate the tonal nighttime It, far the Iocoanoti.e and rail Cirs using 1=q_ 4.8_ LII.x.vTCalx trilara
lntomtx lOlc r{Lfl + �lup
= 10&7�flll"afhi + Etla �h)
5G.7 dBA at #9 ft
Caltulate L. as 50 ft for the protect using Eq. 4-9.
LdnJ'..nn�r. = I010.,. r �c 1171c,rrnuinrfapi }9:n 1i.](tin,rissies+n0)4o1') — 13„R Estimate Existing Noise Exposures
l st;mare existing amuse at nolte•sensinive sites. SInte dim existing a4lgrrnent Is on an abandoned railroad. the dominant existing noise source can be described by a generalized noise level to characterize a large area Use. Table 4-17 and population density of 25.909 people per square mrle to determine the existing noise levd3 Unobstructed residences range from IUr:I to 200 ft horn the rail line_ Ac£orring to Table 4-17: Lm = d0 dBA
Determine Noise Level and Distance ltsr the Onset 01 Impact Determine the noise level for ilia onset of moderate and atv. re Impact uairg Figure 4-2 and tips 6sdrung noise level of 60 dBA. Note that this project Is land use riatrgory 2 and the drpprbpriate metric fz fa., Existing
14ahe
La.
Onsast of Moderate
i Myna
L.
Onset of Severe Impact
La,
60 dBA
58 deli.
M Dba
Determine the distance from die protect noise sources to die noise impact contours using the fixed - guideway curre k figure 4-d. for the equations In Table 4. IS) and the project impact thresholds obtained above. The: project noise re el at 50 ft Is approienntely 64 dMSA.
Moderate impact (58 d8A )
5fi — = tiff
According to Figure 45. the distance correctJon is approuimateip 45 dB at I 2 IL Stns re Impact (64 dBA)
t4 —falr = 9 dfl
PEL'ER,AA- rlxfdP ITA,:>I1ard.5TRATFIDN 56
01-28
Cant_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2473
RTC -644
Responses to Comments
TRIV4SIT NOISE AND V RAT)ON II'1PACT PSSESMENT MANUAL
According to Figure 4-6, the distance correction h less than 0 dB at approximately 51 ft.
Project Level
Onset al Moderate
Impact
Distance
Onset of Severe
Impact
Distance
61 deA 120 It 51 ft
Develop Noise I m pact Contours
Draw contours for each affectedland use based on the above table and itsdistance from the rail line (Figure 4.7), Nate that the Impact distances Cued are In [es ms rut distance to the centetiirsE al'the Commuter Rail corridor.
Inventory or Noise Impact
There are sixresidential bteldings while the toreour.s de. -fining moderate hrtp ct (shaded In Figure 4-7) Noise Mitigation
The procedure is repeated assuming a noise barrier to be placed at the railroad ROW line. The barrier serves to reduce project noise from the commuter rail by at least 5 dB. Note that the harrier does runt affect the project alteria to he used ht deter Iwpmcr, and are same eKietlrrg tuesne levels IM the use without a harrier} are used to determine these thresholds.
In ties ts>°aamldie the noise bamar decreases the distance to moderate impact from 120 to 69 ft and efininates as residential 1110lISE. impact for this s,egtnent oil the project area_ -=,--------;1
.itivaiim
_
*OSP
MD OI
CI' 4;4
'. . i.
1,.1....) N.
+•-..
, l.slr.ai,Trrnj
FEMar
W.l.'-.I CIs.T
N41..
_-n Ntvl
Um.. knal
Figure 4-7 Noise Impacts of Hypothetical Commuter flail kart 2: At irvda Cromirrg with Horn Wowing
Now consider the case or an eve street crossing of the commuter railroad tracks_ The General Noise Assessment method includes source reference levels for hams an moving trains and warning bells (crossing signals) at the street crossing. Accordng to The d -$ the horn noise applies to track segments within V. mile of the grade u:rassing.
Estimate Project Noise Exposure at SO ft
Using the train volumes from Part I and ehe InForman on in Table 4-9 and Talde l- I. determine the day and nighttime Loyhn room sounding the horn at SO it.
ivlL4urna
= SELrrf + 10Ing(V,s1 — $S.r;
= 110 + 10ltrg ( r i+j — 35.6
= 70,9 dffA
:EDERAi. tiwasIT MINimAirL N 51
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TRA 4SIT NOISE AND VTBRATION IA'1PACT ASSESSMENT fiANUAL + 10 Iog(V,.) — 35.6
11(1 + lt1 log(0.7) — 35,ti
= ?2.9 LIRA
Calolarr sh6 La, at 50 It from train horns using 5q, 4.9 Lin 1.1-1 ,11,'
= IMogiI5x I01'rtiri,”•%,,i0)+9x 1Ertlrr.r.no-sm+1n'41
= [MA
Attiade street ocean -Ts will have wu ning bells, typically sounding for 20 seconds for every train passlsy.
The total daytime and nighttime durations are as follows:
EA = average daytime hourly duration
=20 s ok% X 2.8 trainxr'hour = S6 secanas'hatir
= average nighttime hourly duration
=2O seconds X 4.7 u-ainst1rour = I4 seeandafhaur
From 'ratio 4-I4.
d.,r.sulr.n = SEI ,i. + :l 0 log( 6r1 al6O) - 35
sty
= 109 + 10 log (3600
= 55,3 rd#lA
karas+iaan
8q
$EL„, +10 log( 360.0) — 3'S,6
14 =109+lelog(3{a0Q1-35.6
= 4g,3 d 8A
Calculate L. at 50 ft from the warning hells using Eq. 4- 17; = 101(44(f 5 x 10Ltd.warn'iul + 4 x 1011e"wa.ar+in)jrul ). I3.8 =5.73dF?oll
trtri WPM
01-28
Cont
Compared to learn blousing the crossing sigma& warning bell noise is mcgSig6le, bee still must be included ue the evaluation.
Estimate Existing Noise Exposure
From Pare I, she existing noise level k b0 dgA..
De Lermine Noise Level and Distance for the Onset Of Impact As i n Part I. the wising noise level fbQ dBA) is used to determine the onset of moderate and severe impacts,
Existini
Noise
L.,
Onset of Moderate
Impact
La,.
{}reef of Severe Impact
La
60 sIBA
38 RA
64 df:, ,
FEDE IAt 1"wasiT AUfiINimAri N 58
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Responses to Comments
TRA 45IT NOISE AND l§BRATION If 1PACT AS5f5SMENT MANUAL Determine the distance from the protect noise sources to the impact contours using the foxed -guideway eurve In Figure 4•fi {or the rquauorh In Tafsle 4-15) and the project impact thresholds 61)( 444.4 above. The project noise at 54 ft is appraxtrnately S I However, there are at least two intervening rows. al buildings, which will proecka b d6 (4 S dB for the him row and LS- d$ for the second row) of shielding.
Moderate imoact f5l# cBAI
59—{l#I—b)= —d7dn
AooerclIng to Figure 4.6. the 4Iatance corcecdon is appris4rusely •I7 dB AL 715 it Severe Impact f64 allA1
r,4—I.Er1—fit= —11 all
Ateordltrg tip Flgnre Oda, the distance correction is approximately •I I dE at 265 ft Project Level-
Onset of Moderate
impact
Distance
Onset of Severe
impact
Distance
BI dISA
l IS do
265 fs
Draw Noise Impact Contours
Gornto uric can be dravrn as In Part I for 'A
either stlde ease grade °assl ng-
Example 4.2 General Noise Assessment - Hlg#1wayfTralnslt General Noire Assessment Example of HighwaydTrltnslt Corridor Projects This racaunpie illustrates t Inghway'tranot project where rho highway noise dominates and the FHWA assessment methods should be used to inform the FTA process accorchnl ED the impact criteria in Section 4-9.
Case It Hdet way Dominates
A DEW LRT system k planned for the median of a major highway that carries heavy traffic both day and night The noise levels at the first row of houses along the highway were measured during peak hour, mid -clay and nighttime with hourly readings of 65 dBA. 62 dBA„ and 69 dBA, rr_.,prctiveiy, The LRT tracks v++11 be 125 ft from the first row of houses. The LRT operations during peak hour will he 4 -car trains at 45 mph, with 5 - minus.] headwaya do hush directions.. Nighttime service decreases to 2 -car trains and 20 minute headwaya.
FTA 15 providing a suave rr the funding for the LIST pioje+cr. bur the State DOT and the FHWA are to -lead agencies because the median requires consideratde preparation ler the tucks, including replacing bridge piers of street o-ossIngs and moving some highway lanes
AV. umpklorts
5F.Lr =R2 dBA
Nd =4 cars pet train
Nn s 2 cars per train
S =45 mph
Vt = 24 trains per hour
= d trains per hour
Estimate Project Noise Exposure at 50 it
Use Talk 4-9 and Tabie 4-dO to determine the peak hour I,Npi.> for the tail vehicles, 41se Eq. 4.3 to calculate the LRT peak -hour nowise level, r•.i:Ri:urrfh1 aSELrpt14idirM“,„Yt24lugtsr1+14 fugal —3r-fr 45 = 92 + 14 log(4) + 29kag ( 50) + 1 O log(24) — 35.(
65 dBA iit 50 ft
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TRIV4SIT Nfl15£ AND l§BRATION II'1PACT ASSE SMENT I1ANUAL Use Eci,. -3 to cal.: n ate the LRT late evening hourly noise level. = — Itliogi,h,rma?t2010CL1+1Otogfi)
r
62 + Ell)Jog(?) + 2fkng(50) + 10 Joj{h) — 35L
=56dBAat50it
Estimate Protect Noise Exposure at 125 ft
Since tie LRT [ricks will be 125 It rrbm dim frst row of houses. use figure id tb aCLermIrre Ole Itvd At 125 ft
At 121 IL the diistarrce corrratioii ia, 5 dB.
Pi hour,
bs — -i = ts4 does at 1'45 ft
Nigh hour*
5b-5=57dBAnt125 ft
le this case, the highway dominates the noise ensirorrment in the area both day and night, by b dR during peak hurls and 9 dB at night, According to Section 7 I and Table 42. use tia FFrWA assessment methods.
Example 4-3 General Nedse A55essment — BRT System
General Noise Assessment fora EAT System in an Existing Railroad Right-of-Wapr This example fora simple SRI proiect eliustrates using the FTA procedures fora new BRT corridor planned in al existing yhandened railroad ROW.
Assumptions
SEP.r„r = B2 for buses
S = 25 mph
= (344 buses) l (15 Hews) =22.9 buses per hour
= 116 buses)/ (Si hold' t1= 129 hisses per hewn
Estimate Protect Noise Exposure
Use the information and equations in Table 4-12 to calculate the daytime and nighttime L.,i,. , at 50 ft ('s = IS'for buses
ktaas
= SEL.,„f + 10laN(V,il + C,Flue5 I — 35.6
= 02 + 1() hig(22!I) + t5lurg(50) — 35,6
=55 dBA as 54 ft
5 = .541 4,1 + l4 fa,y(Ian) + (;y16g(.501 —35.6
25 =R1+ t)ioA112.I)+151?lg{ }-35.6
50 -53dEAat50ft
Calculate L. at 5C It fn. due project using Eq.4 I3.
t•en Rrcn = If log(15 x 10;ta_o-,u6O + rJ x 10( BJ°+fv)40)) =ii[Id9Aat50It
PEGE:RAR TAANSIT AO MINISTILATFC)hI Fa
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TI APISIT NOISE AND l§BRATI0N II'1PACT ASSE Sh1ENT I1ANUAL Estimate Existing Noise Exposure
The surrpunding area is residential with 2.500 people per sit ntlle shutting apptorromatedy [Dill ft away ileum the proposed alignment Deeerniine the existing noises using Table 4- I7 La„ = SO dBA
Determine No Level and distance for the Onset of Impact Detertnhre the nol srg level ler tine onset of moderate Arid severe impact lasing Figure 44 and the existing aheisc k'wel of so d84. No that this prelims Is land ease category i and the appropriate mmtse Is L,.• Existing
Naha
Le
O met of Moderate Impact
Onset of 5evero
Impact
ti„
50d9A
54 dBA
39d13A
Date' mine the disunite tts Lige rhraise impact fortiori using the fixed -guideway & i ewsy curse in Figure
4.6 for the equations in Table 4.15j and the pro e t impact thresholds obtained above. The project noise level at 511 It is approximately fro dBA
moderate trntsa(t 54 cBA1
54 — f,Ig = —r, all
According to Figure 4-6, the distance correction is approximately -b dB at 125 It Severe lnmact (5? dBAI
59-60- —1 dB
According to Figure 4=6, the distance correction is It than -I d8 a maps axlnutely 60 It Project Level
64 dBA
Onset or Moderate
impact
binante
125 It ISO ft
Onset of Severe Impact
Inventory of Noise Impact
Since tlrorc are resI4vntfal land ustx approximately 100 Ft away from the proposed alignment and the onset al moderate impact is at 125 ft, there are possible moderate impacts to the residences..
N+ Ate Mitigation
A barrier is proposed for mitigation between the B6.7 system and the residences. The analysis is repeated ynd results Ina predicted new project level of 55 d8,4 and the fallowing impact distao res:
Mitigated Project
Level
Lt
Onset of r1i-derato
impact
m lew
Onset of Severe Impact
Distance
55 d6,4 60 ft N/A
rtlh a litme fharria In place f>emwee.s the BRT system and the residence=4, Ire k prodltted OW the Owlet of moderate impact would -occur approximately 60 Ft away from the ART system. Since the residential area begins apprordmangy I 00 k away fresh tale BRT systarn, which rs b.e and the distance of moderate Impact 00 ft), a noise barrier would provide the appropriate noise mitigation for the predicted moderate impact The arhsei of seve9-e hnpaatIs listed as htilA because wish a noise battier, the sire Impact csiterion it not exceeded by the project
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TIW45IT NOIRE AND VIBRATION IMPACT ASSE SM'iENT 31ANUAL Example 4-4 General Noise Assessmerit - Transit Center
General Noise Assessment for ai Transit Center
The following example illustrates the procedure kr performing a General Noise Assessment far a stationary source The eyrarrtple represents a typatal FTA.aurited project hi an urban area, the siting vi s busy transit center in a mixed commercial and residential area as shrnxn in Figure A$.
Assume that the Noise Screening Procedure has already been done for this project and the nearest residence has been identified approrumatefy f40 ft frtrm the center of the proposed transit center . Recall that If any residentidl IN other noise -sensitive land use is identlfi ed within ISO ft of a transit Dente' during the Noise Screening Procedure• adrtinortal an I)s..s is required, Assumptions
• Main Street Traffic
Peak hour traffic of 120D autos, 20 heavy trucks • 300 medians trucks. • Population Density
11 homes per block, single lanJly Hamm., 3 people per unap.
Black area 7B_730 square k
Population density = 4..750 peopleTsguare mils
Sus Traffic
Period
Hours
Buses per
Hour
Peak Morning
7 a.m.-9 a.m,
30 Peak Afternoon
4 p_nc.-6 part
30 Nid-day
9 oath -4 pm
13 Evening
6 p,na a P O p,rrt
12 Early Morning jMghi
f3 a_rn -7 am,
f5
Late Night,
PO ip.ns-1 a.m.
Estimate Project Noise Exposure at SO ft
Determhu the hourly vdume of buses during day and night.
Daytona {7 a.tn — I 0 p rm
273 haws
prt = 15 haura — . rkrtsesfutur
Nighttime (ID pm —7 a.m.)
27 buses
V' 9 Fwtrr& —'l Buse/tiour
Calculate the daytime and nighttime L.,0.5 at SO ft for the burr transit center using the reference levels in Table+. I3 and the equations in Table
f ^d.RITenter
= STT err + r'v —'5.,6
l B_2
10 i 4- 1 Ologi ) -- 35.6
20 =s 65 tJBr1 at SO ft
�r�ertcnrrr 3 SEL,,r + Ca = 35.6
EGEFIAL IPANSITADMIN1.5TillA nor,' f€;
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Responses to Comments
TRAPJfiIT NOISE AND tirBRATION IMPACT ASSESM'IENT f1ANUAL 3 = T01 M• 141ug( ) — 35.6
=57‘Pi AitSOft
Calculat® L,,, at 30 ft for the project using Eq. 4-17. �d .art5.ira = i I0gr15 X 1CIdc nrrn �tni+�d lL}r(l.eru F.,ati}�inJl f3.8 = hit d1}A al 5[F it
Ettimatie Existing Noise Exposure
Estimate existing noise at noise -sensitive sites from the dominant noise source, and either major roadways ix local sweets (population density).
Roadway Noise Estimate — The rralfic on Main Street qualifies this street for the Ctther Roadway category in Table 4-17. According to the map, the nearest residence is. 273 ft from the edge of Main Stet The table shows exl.drig l.a = s3 d6A 4t elks distarsoe for repteseiwacrve bury oty sweet traffic - Population Density Noise Estimate — Noise from lout streets is estimated from the population density of 9'.756 peopielsgra.re mile, Table 4.17 condense that the La, is appioxineately 55 df3A.
In this eara+nle the existing noise level by both the roadway and population density estimates ate the same. but that is not always the rase Id the levels are different use the lower noise level, The misting noise level assorrated with the residential neighborhood i i this example is Li, $3 d&A.
Determine Noise Level and Distance for the Onset or Impact Determine the noise level for the onset of moderate and severe impact using Figure 4-2 and the existing Hass level of 55 d6A. Nate that this project Is land use category 2 and the appropriate 'nevi; I Existing Noise Onset
L.
of Moderate
Impact
Onset of Severe
Impact
55 ABA 56 d&A
52 d6A
Depeteetliee the distances barn the certtei of the pr open, ty to the noise impart contours using the stydonary curve in Figure 46. The pw }ject noise Jewel at SO It is 66 dhA. 1j derate irnoactd56 ON
56 — 66 rz —10 dB
,hccording to Figure 4-6, the distance correction is approximate). -l0 dE at 125 ft igvere impact f62 dl3Aj
62 -- 66 a -4 dB
According to Figure 4-b. the disunce correction is -4 df"i at approximately 7{} k Project Noise
L.
° meet of Moderate
impact
pirt•nr f
Onset of Severe
impact
pi uarue
f6 d6A
QS ft
70ft
Draw Noise Impart Contours
Draw lines at 7rl) ft aced 125 ft from the center cif th+ prapart.y or the proposed transit ccntGr. These line represent the noise impart contours. {dote that in Figure 4-g the severe impact contour is not drawn for Clarity, The contdtr is just',nail., the dashed Itne representing the moderate Impact cemtcux afar mioagauon�.
PECIEPAP.1 517 ADMIN,STP A Fital f f
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TRANSIT NOISE AND lrBRATION If'1PACT ASSESSMENT 41ANUAL Inventory of Noise Impact
Widen or touching the (contour defining moderate rnrp cf re three residancli buildings (shaded in Figure 4-8). Mo res denees are within rise severe impact contour, Noise Mitigation
The prnsess k repeated with a hypotheti t nowise harrier al the prrtperty line on the residenrial Ude al the transit center_ This, world consist of a wail approximately 15 k high partialiy endosing the transit center. siirfident to screen the residences but not the camnnerml block facing Mon Street,. According to Table
4.14, the apprcNirriate noise barrier effect k •5 d8. Repeating the procedure above. the noise barrier will reduce the moderate impact contour to 6l1 it and the severe impact contour to 4S ft lnote that at 34 k the distance co rreceee i Is ti}, which in firs example eiintirou all potential iinpartts on the residenoei .
Figure, 4-a Exam pie of Project for General Norse Assessment Siting of Transit Center In Mixed ComrnexciatIlleaidential Area 01-28
Cont.
43 Evaluate Impact: Detailed Nose AnaGysis
Evaluate for impact using the Detailed Noise Analysis procedure in this section, if appropriate. For guidelines on when the Detailed Noise Analysis is appropriate, review Section 4.2.
The steps in the Detailed Noise Analysis (Figure 4-9) parallel the steps in the General Noise Assessment, though the Detailed NOISE Analysis employs e.quations ior computations rather than graphs or tabs. Each seep In the Detailed Noise Analysis is MOM refined in the prediction of project noise and subsequertt evaluation of mitigation measures. Noise projections from the project .must be determined for each receiver.
w Step I; Identify Nye -Sensitive Receivers
Identify the noise -sensitive receives of interest in the impact analysis study,. including clustering raorS sen4sitiv+e areas, This identification is usually based FEDERAL TRANSIT ADMINIrTRAT14N 4a
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TRMSIT NOIRE NJD l§BRATION It'1PACT ASSE SMENT I1ANUAL
❑n be Sccrearrrtg Procedar-e and General Noise Assessmentpreviously conducted_
• Step 2: Determine Project Noise Source Reference Levels Determine the project noise sources and reference levels. Thera, estimate the praiiect noise exposure at the reference distance of 50 ft, considering operational characteristics_ When appropriate, measurements may bE used to determine none source reference levels.
• Step 3: Determine Propagation Characteriatiies
Estimate pi -ilea noise exposure as a function of distance, attourning for shielding and propagation along the path.
• Step 4: Combine Nose Exposure from All Sources
Combine aJI sources to predictthe total project noise at receivers. ▪ Step 5: Determine Existing Noise Exposure
Determine the existing noise excposure. Measurements are used to determine the existing noise exposure. Wlrcai measurement€ are unavailable, asimplifIed procedure to estirrrate existing noise .axpesuria may be used with a clear justification to aid approval by the FTA Regional office, • Step 6: Assess Noise Impact
Assess the noise impact at each receiver of intent using separate procedures for transit only and multlrruadal transportation projects cts.
• Step 7; Determine Eloise Mitigation Measures
Evaluate the need for reitivocal arid repeat the Detailed Noise Anaiysrs with proposed mitigation.
When situations arise that are not explicitly covered in the Detailed Noise Arwtlys. professional judgment, in consultation with the FTA Regional office, may be used to extend these methods to cover these unique uses when appropriate. Appendix G provides information on developing and using non- standard modeling procedures.
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TRAPIFiIT NOIRE AND l§BRATION IMPACT ASSE SMENT MANUAL
Figure 44 Procedure for detailed Noise Analysis
O1-28
Cc t -
Step I: Identify Eloise -Sensitive Receiver
Selkct the noise -sensitive rescuers of interest the minter of which Of depend srpan the fond Lisa in the vicinity of the Achp?sedproject pied the extent of the study prep defined by the Noise Streaming Procerkrre in Section d_3 and the results of the General lrfoiae Assessment in Section 4.4.
The steps in identifying the noise -sensitive receivers of Interest, berth the number of receivers needed and their locations, shown in Figure 4- IO, Include:
la. Identify all noise -sensitive land uses.
tb Select individual receivers of interest
1c. Cluster residential reighborhoods and other large noise -sensitive areas. t:EOERAL TNANSIT AUMINr57pATrL N 611
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klerifted ramie
'YeprCleil S(dY
TRIV4SIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT MANUAL LAM Liyi IW etIA MYI
B,wrops
I QU try Prfitu[
Witted
Setel
C,4ry 9le
Fllsslore&
iimghh?O"..,VP
Saban,ire
Chanel
l
o']e 5!9
M Fad
Clot&
Figure 4-14 Guide to Selecting Noise -Sensitive Receivers of Interest I a. Identify all noise -sensitive land uses where impact is identified by the General Noise. Pssessmont in Section 4.4. If a General Noise Assessment has not been done, include all noise -sensitive sites according; to the Noise Screening Procedure in Section 4.3. In areas where ambient noise is low, include land uses that are farther from the proposed project than for areas with higher ambient levels_
Recommended materials and methods that can assist in locating noise -sensitive land wises near thc: proposed project include;
■ Land use maps pi epared by regional or local pilanne% agencies or by the protect staff. Area -wide reaps often do not have sufficient detail to be c much 115e. But they can pride broad guidance and may suggest residential pockets hidden within otherwise commercial zdtri+≥5_ O4 more use are project -specific romps that provide bullring -by -building detail on the !land near the proposed protect.
• Road and town maps can supplement other reaps, are i rrer,Jly more up- to-date, and may be of larger scale-
• Aerial photagwaphs, when current, especially those of 4W -ft scale or better, are valuable in locating all potential noise -sensitive land tomes close to the proposed project- In addition, they can be useful in determining the distances between receivers and the protect.
• Windshield survey, in which the corridor is driven and land uses are annotated on base maps, may be used kw definitive identification of noise - sensitive sites, The windshield survey, supplemented by footwork whale needed, is especially useful in Identilyirlg newly -constructed sites and In confirming land uses very dose to the proposed project. In addition, heaps and aerial photos typically reveal only horizontal distances„ not vertical distances. Houses on a hill overlooking the project may need a barrier of unacceptable height Ior Its attenuation to be effective, awl the greater vmrlcal dilstarxe between source and receiver may ellminate the impact entirely. The windshield survey would reveal where vertical contour maps ECiEMl. Taman' AO MINtrTatATFC1rI sa
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TRAP T NOIRE AND lrBRATION IA'1PACT ASSE SMENT f1ANUAL
or other- means may be needed so &rat vertItat ellstarroes can be determined,
• Geographic Information Systems (GIS) provides eiectranie mapping needed for Identifying noise -sensitise land uses. GIS data may include land parcels, building structures, aerial photography, and prrrct specific Information. These data may he obtained during the pralect study or from local or regional agencies that store and maintain GIS data. Using electronic GIS data has ad+Fntages aver paper mappingwitli respect to automating the process of identifying noise -sensitive land uses and accurately being able to determine their elk -faeces ro the project alignment
Table 4-16 contains three types of kaki 045C5 of interest and provides guidelines as to when reds should be analyzed individually and when they can be clustered.
Table a lil Land Uses of Interest
Land Lies Specific Use
Selecting Receivers
P,,rirlr.nrrs
Isolated single family residences
Neighborhoods (single and
huukJ-Ernrily residences,
apartment buildings, duplexes,
etc,)
Select each isolated residence as a receiver Of interest.
For renide ntial areas, duster by proximity to project
sources, proximity to ambient-no our .:rnd location
along proles line Choose one recwser dioceses
(do+sertt to the project Misr• source and at an
snow mediate ditomoe horn she predominant sources or
existing noise) in each duster (i.e.. Balance the disance between the receiver and the new rrtaise source and the receiver and the existing noise source). Multiple dusters in r]hM location may be needed to hilly characterise the area.
Indoor noise-
senddve sites
Plate of worship
Schools Hospitals/nursing
homes Ubranas
Public meeting halls
Concert
hallslautitor iumsfdreaters
Recording/broadcast studiets
Museums acid c -rraln historic
build ngs
Hotels and motels
Other public buildings with
obese- aenihrea Ir.darar Use
Select noise -sensitive btirrdingsas separate receivers of interest
Outdoor mare-
sensitive areas
Certain parks
Historic sites used for
Interpretation
Amphitheaters
Passhve recreation arenas
Cernetetles-
Other outdoor noise-sevsidse
areas
For rrditively enroll hlX,iSeiseMrtivo5 arrasse cd, mkt - sensitive sites as separate receivers of interest
For relatively large arse= (t .g. a cemetery. CAC), duster by proximity to project noise sources, proximity to ambient- noise sources. and location along project lino. Choose one receiver of Inc vest {closest to the project noise source and at an intermediates distance from the predominant
sources of existing noise} In each cluster.
FEDERAr. rPonsI f A0tiINIr7RATlL t -I 64
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TRANSIT NOIRE AND l§BRATION It'1PACT ASSESSMENT I1ANUAL I b. Select the following types of noise-sensIthe receivers within the noise study area, per Table 4- Ig, to be evaluated as individual receivers:
• Every major noise -sensitive public building
• Every isolated residence
• Every relatively small outdoor noise -sensitive area
Use judgmerrt to avoid analyzing noise where such analysts Is obviously not needed. Areas that are considered particularly noise -sensitive by the community. but do not meet the criteria in Table 4-3, should be considered on a case -by -case basis as discussed din Section 4. I .
I c. Residential neighborhoods and relatively large outdoor noise -sensitive areas can often be clustered, simplifying the analysis that is required without compro i s rig the accuracy of the analysis. Subdivide all such neighborhoodsfaireas Into clusters of approximately uniform nose each containing a collection of noise-sEriSii ire sites_ strive to obtain uniformity of both project noise and ambient noise usirtgthe following guideline :
• In general, project noise reduces (drops off) with distance fmm the project - For this reason, project noise urdfontriity requIri equal distances between the project wise source and all sites within the cluster . Clusters are typically shaped as king narrow strips parallel to the transit corridor ardfrar circling project paint sa+,rrces such as maintenance faidlit:ies. It is suggested to cluster cats where the project noise varies over a range of S dB of less,
• Note that noise drops off approximately 3 dB pro- doubling of distance for line sources and apprcoarnately 6c33 per doubling of distance for paint sources over open terrain, This reduction in raise will oocur over a shorter distance in areas contaaniteg obstacles b4olsing the path of sound propagation_ such as rows a( buildings.
• Ambient noise usually rtro,pp v0 from non -project sources in the same manner as noise Iran project source. For this reason, clustering for uniform ambient noise will usually result in long narrow strips parallel to major roadways or circling, major point sources of ambient noise such as rnanufachwing facilities. Ir is suggested to cluster sites where the ambient =rise varies over a raw of S ciR air lass.. Ambient noise levels may be difficult to judge without measurements. In areas without predominant sources of noise, like highways. ambient noise can be considered to wary with population density, which rs often uniform along the corridor. In situations where ambient noise tends to be uniform, the dusters tan encompass relatively large areas.
Aber defining clusters. select one representative receiver in each cluster. It is r@comrnerided to choose the r ecelver closest to the project noise source and at an intermediate distance from the predominant sources of !misting noise. See Appendix D for additional guidance and er mples on clustering receivers, as well as an example,
FEDERAL tRAP61T ADMINt,TRAtiON 6v
01-28
ant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2486
RTC -657
Responses to Comments
TRIV4SIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT I1ANUAL Assess each Identified cluster representative and Individual males-sen_dteve receiver of interest users the Detaiked Noise Analysis as presented in the following steps.
Step 2: Deterrolne Project Noise Source Reference Levels tdentifjr The major pfcyer_t rya-` sources near the noise -sensitive recewers of interest group Them by searrce type. said determine reference,lerels ea compute profeo noise et Sri ft us shown. re Figure 4-dJ.
RWA 4er4 IN
rmeretl
Pr(O IWPre
swrcaa
5atuarm. Sawa.
F.xrd. Wa.razy
30W4:AA
Hlghwayr rrarxll
Slaticnorg
scsnon
Oesldlelg
Psilavneotri
Figure 4.! I Flow Diagram for Determining Project Noise at SO ft 2a. Identify the major project wise sakes rirsar receivers of interest according to Table 4.19. The right-hand column of the table indicates if each source is considered as a major contributor to the overall noise impact_ Note that some noise sources can create high noise levels but are not indicated as major contributors. Although such sources are loud, they rarely stay in a neighborhood for more sham a thy or two; therefore the overall noise exposure is relatively minor- Computations are required for all major noise sources in this table.
a+EGERAR Thansrt AOMINtMAATPON
01 :5
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2487
RTC -658
Responses to Comments
TRANSIT NOISE AND ltBRATION IFIPACT ASSE SMENT MANUAL
Table 4.19 sources or Trawl/tit Nol,e
Project Tye
Source Tree
Actual Source
elapse
Corm limber Rail
Lght Rail $treetca€s
P.RT
rxed uidc�ral
lncnenotiae and ral ear passbys
Home and whistles
Crossing signals
CroasoveraFuwrtChce
Squeal on tight nerves
Track.mannierumte equipment
Yes
Yes
Yes
Yea
Yes
No
Stationary
Substations
Chiller plants
Yes
No
Buswaya
Bus Transit Malls
FIdghw yfTransit
Bus passbys
Dints parking
Yes
No
Stationary
Buses idling
Yea
AGT
Monorail
Foted-Guideway
Vehicle assta
Yes
Miscellaneous
Line equipment
No
Terminals
Stations.
Transit Centers
Rived -Guideway
Locomotive and rag car passbys
Crossoversiswitches
Squeal on tight curses
Yes
Yes
Yes
FIdghwayfTroo.sit
Bus passbys
Buser parking
AutottioblletasPbr
Yes
No
No
Stationary
Locomotikts. Idling
Buses Iding
Ferry bons l nding alt. and departing at dock
HVAC equipment
Cooling towers
PIA systems
Yea
Yes
Yen
No
No
No
Park.aettF.R de Lots
I- ghwayfTranait
Bus passbys
Buses idling
Automobile passbys _
Yes
Yes
No
Stadonary
NA systems
No
" Ye Diversion Projects
Highwayr transit
Highway vehicle passisys
Yes
Stun age Fordlities
Maintenance Facilities
uldervay
Locomotive and rail car passbys
Locamobves idling
Squeal on tight curves
Horns, warning signals, couplingl uncoupling,
ansallary equipment cnossosersf switches. brake
veal, and air release
Yes
Yea
Yes
Yes
Highway/Transit
Buns . >- bys
Yes
Stationary
Buses idling
Yardashop activities
Car washes
HVAC Equipment
P!A Systems
Yes
No
No
No
No
FEDERAL, mama IT AUfiINtrTRAThQN 11
01-28
Cont.
Ritz -Carlton Rancho Mirage MND
November 2024
2488
11942
RTC -659
Responses to Comments
TRMSIT NOISE AND lrBRATiON It'1PACT ASSESSMENT I1ANUAL
2b. Separate the mAlor noise sources by source type fixed -guideway transit, highway/transit or stationary facility_ Note that a major fixed -guideway system will usually have stationary facilities associated with it and that a stationary facility may have highwayftransit elements associated with it Then use the instructions in the following source type options below to:
2c. Determine the source reference levels for the all project noise sources.
Each source reference level pertains to reference operating conditions for stationary sources or one vehicle pet under reference operating conditions.
These reference haves should incorporate source -noise mitigation only If such mitigation will be considered for Incorporation into the system specifications.
The source levels used in this manual are typical of systems designed ac€crd;rig to current engineering practice. but they do not include special noise control features that could be incorporated In the specifications at extra cast If special features that result ih noise reductions tie included In any of the predletIons, the Federal environmental documents must include: a commitment by the project sponsor to adopt such treatments before the project is approved for constrracti€an, For example, if the specifications include vehicle noise limits that may not be exceeded, these limits should be used to determine the reference level and this level should be used lit the analysis rather than the standard. tabulated reference level,
2d. Convert the source reference level to i7olse eocposure in terms of L1ii,,For L. under protect operating conditions using the appropriate equations depending upon the type of source. The noise tzxparure Is determined at the reference distance of SO ft,
Option A. Fixed -guideway Sources = Compute project noise at 5O ft for fixed -guideway sourctas as identified in the second column of Table 449.
Al Reference SEL Levels
Determine the reference SEE. at SO ft for each major fixed -guideway tneis,z sourcie, either by iriearsurernent according to Appendix For by referencing Table 4-20. The table provides guidance on which method is preferred for each source type- The 'NO' designation implies that the source levels given in the tattle are appropriate to use in the analysis, and the "YES" designation implies that measurements are preferred ever the data given in the table- In general, measurements are preferred for source types that vary considerably from project to project, including any emerging technology sources. The data in the table are adequate for source types that do oat Vary consider k Iy from project to project_
for sources where measurements are preferred. refer to Appendix F for guidance on measurement procedures and methods for conversion of these measurements to the reference cvnditior,a of Table 4-20. For projects where source -noise speofications have been defined (e. g_ noise limits are usually included in the specifications for purchase of new transit vehiclesl, these specifications may be used instead of measurements after conversion to reference conditions using the equations in Appendix F. This is only appropriate when there is a roan commitment to adopt the noise specifications in the vehicle ECEFIAt rikANZIT AOt' INFS7iGATFIDN T2
01-28
Cant_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2489
RTC -660
Responses to Comments
TRAPIfiT Nfl15£ AND lcBRATION It1PACT ASSESSMENT I1ANUAL procurement dbcurnents during the engineering phase and to adhere to the specifications tfrriughc+ut the procthrerrithet, delivery. and testy d the vehicles.
Approximate L values are provided in the table for general user information.
As discussed in Appendix B.I.4,2. L,x, is not used directly in the evaltiation of noise impact
Table 4-20 Source Reference SELL at 54 ft Ffrfed-Guldew ly Sources at 50 rnph i+ur€
—Reference
SEL, dBA
Approximate
L,r.., dBA
Pr4afer
Mena urementil
Rail tarn
B2
®O No
StreaGGIIrS'M"
76 74 No
Locomodxes - diesel
92 9B
No
Locomot res - electric
94 96
No
Diesel msddple omit (DI1U)
@S
si
Yes.
Agt - steel wheel
ff
7$
Yes
AgL - rubber the
78 S
i
Yes
llarwcrrall
92 B0
Yes
IIVEw
72 70
Yes
Trxosx ear horns (errtergenc
�93
Nn
Tiaieet Lin whistles
in
No
Locomotive horns
At -grade crossing
I3
I I O
Na
From ctnasaht,gto Ifs mile
1 114
From Ifl3 rave io II4 mile ID
I I0
"NO" nnplles that the source levelsglen In the uildeare appropriate to use n she atrxlrrsis mid "Yes- Irtrplles that measurements are preferred over the Imagine In the salfr ;*The reference speed for streetcars is 25 emit Ref stveetrar speeds aaine 25 rnplt, use the "-Rail Cars' refer -awe level and 341 mph far the retaraace speed t the the loUurreel erlleatItsn lot locoreoure 11 orris from trots.* to 1 rd mt� = 113 — a (I)
where:
or,. lance from grade acesirr3 punter lo rradi%
A.ii. Estimate Noise Exposure At SO ft - Use the reference SELs In Table 4-20. operating conditions, and the equations in Table 4.21 to predict the noise exposure at 54 it exixe sed in terms of L,q.iPO and L*. Follow the steps below I , Identify operating conditions — Trains with different numbers of cars or operating conditions produce different noise exposure levels and should lee converted from SE_ to La separately. Use the following guidelines to determine If sources should be converted separately, These differences rn operating conditions will produce an apprcoxilmate 2-dedbel change in noise expos 411-
• ■ 40 percesit change in number of locomotives or cars per train. • 40 percent tt_hartge In number of trains per hour.
• 4{l perc=ent dump In number of trains per day. or per night floc computation of La),
• 15 percent change in train speed:
• Change of one notch in diesel locomotive throttle setting (e.g., from notch 5 to llcotc-h 6),
EIaERA.t TRAIT AOMINt57ltATFL fl rl
01-28
ant_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2490
RTC -661
Responses to Comments
TRMSIT NOIRE AND l§BRATION Ik'1PACT ASSE SMENT I1ANUAL
2. Establish relevant time parleds — For each of these Snurce types and ror>ditaons, determihe the releuarat time periods for all receivers that rrrly he affected by this -source.
• For residential receivers, the time periods of interest for computation of Lt are: daytime (7 a,m. to 10 pan.) and nighttime ( I 0 pm. to 7 am.).
• I l the source will affect nereresiderinal recd,er^s, the time period of interest is the loudest hour of project -related activity during hours of noise sensitivity, Several different hairs may be of interest for non-residential receivers depending on the hours the facility is used.
3. Collect iipait data
• Source reference SELs for locomotives. rail cars. and warning horns. • Number of rail cars in the train (if this number varie during the day, take the average for the daytime and nighttime periods separately for categrsry g land uses, and use die maximum number during the period of interest for category I or 3 land tom). • Number of loromcitives in the train, if ally.
• Train speed. in riles per hour (maximum eaaFecked),
• Average tf n ttie setting of the train's roc motfve(s) tor diesel- powered locomotives and DHU's only.{r'I If this Input Is not available, assume a throttle setting of 8 for locations where the vehicle would accelerate and 5 for ail otfrer Icr+ ki ris+ � w For residential r>eceiw 's of interest
• Average hourly train volume during daytime his (the total number of train passbys between 7 am. and 10 p.m.. divided by I5 hours):
• Average halrly train volume during nighttime hours (the total number of train passim between 10 p.m, and 7 a-tn._ divided by 9 Flours);
• For non-residential receivers of interest, number of events that o ccur during each taraur of interest in trains per hnur, and • Track type (continuously welded or jointed) and profile (at -grade or elevated),
4. Calculate L..axtrarl at 5O ft
■ Calculate LimIN.}using the appropriate equalforrs in Table ¢71 for each hcnir of interest.
• Compute the combined Le,rrTi, It may be necessary to compute the combined totals with and without the waning horns: some neighborhoods along the .corridor may be exposed to the horn noise grad some may not
5. Calculate L.i at S0 ft
• If the project noise will affect any residential receivers, calculate the L using the combined day L.;inry and rho combined night t4iim. • I r may be necessary to eideidate Ldiwith arid without the warner g horns, as above
Ornk 0114 t4.m i Trot rappicable learn the egmnorr En Table -1-2 I far astlrxr rehIrle wpm PE1:111Ai. reer'asIT AOMINISTthATioN 14
01-28
Cc nit.
Ritz -Carlton Rancho Mirage MND 11942
November 2O24
2491
RTC -662
Responses to Comments
TRMSIT NOIRE NJD l§BRATION IA'1PACT ASSE SMENT I1ANUAL
Nnte that the equati¢ n$ in Table 4-21 Include tui.urs to account for a difference in sperm frcern the referertee speed of 50 mph and a numerical adiustment tp account for the one -hour time period for this metric. For more information on the numerical adjustment to represent the time period of interest, see Appendix D. I ,4.4.
01-28
cant_
FEDERAL 1"RAn sit AUMINtrTM1X'N >S
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2492
RTC -663
Responses to Comments
TRAPJSIT NOISE AND lc8RAT)ON I1'IPACT ASSESSMENT PIANUAL Table 4-7I Colmputastlois of Lgflry and L. at 5D ft Faxed-Guldeway Sources Locomotives*
L..to.;at50ft
I.R.ocvl;ler)# 5Lt,./+1fYJ'Rig!i' „)+Cr+HIc ( HIVE—) gIV1-35,6 Eq. 4-2S 50 L-ocomotive
Warning
Horns+"
L,,,, , a: 50 fr
1',7 1,k,rnrfterrl = SEL,�f + 10 WOO — 35.6 4 6
Flab[ aL,0 klos r
,. �c 5 54 ft
L... uc.,„oh,,, = 5CL,,,+ + 14J'eag{hoc r,} + 241OR( l+ iolaR(V) — 35.0L., SD" Eq. 447
+ Mil -rack
Streetcar
(as Millar dow..)
L„„ .-a� 5o h
f Yqsz,,.„L tr] . SSL,.. f + 101 iair(Neerr) + :log(23} - 10lag(V} — 35.5 -FAdlr*'aca Eq. 440 Transit
Warning
Horns
= +. . F.L 16 is S iO fn
+rlfmni(iM 1 ,/ g(5D) + g(V) — 35.6 Eq- 4-24
Combined
Leromotlre and
warmill-t
1.-,, . ac 50 is
1.rtiem.ar,; tWarntr..lal•i/
f.,can,Jw4ihri. = IDklg(1Di 'I& +loo 'toe
LrgSe err; r.Bri, V[NsYll raw 4'T"'"''''''' . _ 4-30
+104 sc>+1QI trot I lOS ,.,ti.
Daytime f.,f = I. where V = } q.
L at 5D F Pgitfir7 FL., = 11r (lam events . and Ne.. = N (ear Brenta E 4=31 Nighttime
l•„ = !., it+rri where V = V., and Nu... = Kellam events), and Nc.. >= Nt(car Eq. 4.32 events)
DayFNlght L d
L, . at 50 ft I.,,, = LDlug{i s x 1 Ol +f1.O + 9 X LO{1t.,,+I a1 'ld 1 - 1: .13 Eq. 4-33 pd, = a+w.q® nurnivar of locemenves par train
Car =hfor1'- f,
2(T -5i) for T h
where
T = avnerane throttle analog for di=el-powered 1xomotires and DHLk only 1{t =.I0 kr passorrear diesel
a for c*IV a
+I3)1or electric
Niue, = nowt number al ern par train
FT =adei .e hourly 'volume al train tracktrain per hoer S = train weed mph
ActrrarS = constant
4-5 fix [anted track or fora rrcasscw er within 340 ft
-4 far aerial stputture wall slab ai Alt k (except AGT and rnnerarail), .3 for embedded track an grade
V. = aYertfe 1=1114 dayrlrne volume of trait trait, V„ = average hourly relglrtrrrne volume el clan l0 dllir. trains per 3roier WAN per hour
Nn1niJ. i cif trains. 7 r. N1. In 14114. iii' nNathor of trains 10alp.rm. de 7a. m.
lr. _ _ .
ii
N4. aVvrne houribr number of Baines AU occur 11, a av+ira r Iravrly rvonbor a int.nks. dm 9ccur during dtrin daytime (7 ins to 1f} p.m;} nighttime (19 p.m. to 7 a.m.} ionilicv of F' ttl betwtli 7 a. nit to 11},is. '= tniL rirf ell,lJ] 11t Weer 1014b et. t07 G. nt IS th
.Pas,rnes a del locemoine power stunt x apprommxc4y ?110.7 hp "" &ved on EMIL born nomemwdd iwnw.fra.sior..seVEihleDoarnentatia I f Irtdudm ccrmmrra rad ors, tz,sit cars trxecrrars above 25 mph. ACT and matornl, 11 Only maiadc appreprrn1 turret 'Because of the aide id - e of vehicle tip's that gr..alrfy as. a 17MI1 rrrcat-imam.a arc pr ekrred for the r-daxrce leret and speed mefEamt If rIc mcnrw ra a-etond c4oA UKthe refverv.4 keel In Talato4-10 and speed •socA4s a of 0, pEfJERAL T M'•a1T ADMIN1rTMTI N 7b
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2493
RTC -664
Responses to Comments
TRANSIT NOISE AND tir8RAT)ON I1IPACT ASSESSMENT 31ANUAL Example 4-5 Detailed Noise Analysis — Fixed Guideway Noise Sources Computation of L,a,r.r and La, tat SO ft for Fixed -Guideway Source A commuter n-ain with I diesel locortrotive and 6 cars wiII pass dose to a residential area at a gradle crossing The creek is Fainted.
Assumptions
Can
s
Va
Vr
92 ler diesel locomotives
82 for roll cars
= 113 for locomotive warning barns at -grade crossing
=1
{3 mph
=8
40 /15 h iu brrs = 2.667 t rams per honer
=2 fru IIIS P4 hours = 0222 bairnsper huur
Vse the equadosns Iro Table 4_21 to deter nitric the daynme Miikil for each source wad the a3ombleed day!tdoaoe 1,0,0 at SO it
"r1.'"'"Cyhri = 5€Lr.1 + 10Iosi{ Nom) + Cr + ff I ig(5B) + ID J4.160,1) — :3"r.yi 43 r 92+1Olog( 1I+6+(-10)fcrg(76)+it) tuy(2.&67)-35_6
67.3 td♦3rl at 50 ft
L-CRCarr[18r 6
}�
= 5151,,r + 10 hog + Mug. (5'
5 + 14tug X j, — 35.6 1- /ltljtrwr
= Ill+ IMlit6) + 20iog lSdMl + 1010,{1,667) — _15.6-+5
= 62.1 dBii at 50 k
I•did im-a(lhr) _. SEL!,,,r+ 1D1rrg{V0). — 35.6
= 113+16Irflli(2.6 7) —35.6
= 81.7 MA at 50 ft
Littrvnballhr6
With horn:
'4Yite ut horn_ j [ru a,kfu!i9 + '.L¢iarr.fr8 r4 1
= 1610 14i {auJ
6B.4 rd8A in neighborhoods where the barn is not sounded Use the same equations
Lw.dwxvxd ikei -
1 ttri#C+rkalkr'J
Ln r,Ffiiyi{, itr)
L=Cank15.OJrr)
rP a .A ee rtftill J.e!!ciars[rari �d1Nw#t�� A
1C6tcrgf14 ui r- 113' !,t!l+14{ /1.0
€31.9 c2 FfVA in neighborhoods where the horn is sounded as above to determine the nighttime J-w.Yo„l at SO It Use v„ instead of V4. 3-6,5 Iua Iocomotivos
I.3 for cans
70,9 for horns
71. I in neighborhoods where the horn is sounded
57.6 In ne lgl* rhoads where the horn Is not sounded
Calculate the L. with and without boron.
j'ac"4oi1 real
�rrw.rnnuo-r = lilttrg I IS x 1C1I se +9 x Y4(lu."corn"'{ ftoI — 13.0
,+EOEI AL IPAN5IT AOMINtMAAT6I N 77
O1-
Pap 377 of 548 in Comment Letter 01
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2494
RTC -665
Responses to Comments
TRAPIFiIT NOISE AND ViERATION IMPACT ASSESSMENT MANUAL
Agrh horn; = 01.6 at SO ft in neighborbooda where horns are aounded Without horn; - 68.1 at SO ft in neighborhoods where horns are not sounded Nor c: CamputaiJon results shrsuld Always be rounded lb the neraest decibel st the end of the computation, hi all examples of this section, however, the first decimal place is retained for readers to precisehy match their own eolmptrtarione *AMR the example computarJorts.
Option B. H1glwwayfrTrattsit Sources —C impute project noise at 50 ft for highwayltransit noise sources as identified in the second column of Table 4-I9.
Use the instructions below to estimate source noise levels for p °leas following FTA's procedures that involve highway vehicles.
This method is based on the original FFIWA highway noise prediction model, with updated noise emission levels :N The vehicle equations are applicable to sped typical of freely -Rowing traffic car city streets and access roads.
B.i, Reference SEL Levels - Determine the reference 5£L at 50 ft for each major highway/transit source. either by measurement according to Appendix F or by using Table 4-22,rrm The table provides guidance on which method is preferred for each source type. "NO° implies that the source levels given in the table are appropriate to use in the analysis, and 'YES" implies that measurements are preferred over the data given in the table. For sources where measure -nests are preferred, rimer to Appendix F for guidance cn measurement procedures and methods for conversion of measurement data to the r-eiererwce co,id tions in Table 4.20.
Approximate values are provided in the table for general user information As discussed In Appendix 13.1.4.2 L, , is Alt used directly in the evaluation of noise impact
Tattle 4-22 Source Reference SELs at St} ft Highwayrrransit Sour at SO mph Source
Automobiles
Buses- (diesel)
Buses (electric irolleybus)
Buses (hybrid)
Refetence
SEL, dBA
Approximate
Lmr, dBA
74 70
Prefer
Measurements?*
f!2
ft0
74 77
No
No
No
fl3 eo
Yes
N
leee
o irnpllet t source is green In r table areappropriate rr, ,A5.4 in the analysis and 'Yet' Irnohra that measurements are p rimed ever the alma given iu the LIE'� I'rpbrid AIg with feistimsd?di'o'I Pnfir& and elec'trk drry6 mntor * Wllrrg hisses are considered stationary som-ree
FEDERAL. mama
f AUritNI RA N'N f8
01-28
ant
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2495
RTC -666
hat the
Ire
Responses to Comments
TRMSIT NOIRE AND V RATION IA'1PACT ASSE SMENT I1ANUAL
B.I&. Noise Exposure at 58 ft — Use the reference SELs In Table 4-27, operating conditions_ and the equations in Table 4-7_3 to predict the noise exposure at 50 f -t expressed In terms of L.s;iwand L,,. Follow the steps below:
I. Identify operating conditions — Noise emission from most transit buses Is not dependent won n whether the buses are accelerating or cruising However, accelerating suburban buses: are substantially louder than cruising suburban limes, For this reason, suburban buses require separate calculation alb roadway stretches where they are accelerating. Separate calculation is also needed for all highwayhransit vehicles at diffsreht speeds. since speed affects noise enrssrarts_ Use the following guidelines to determine If sources should be calculated separately. These differences In operating co onions will produce an approximate 2 -decibel change In noise e xsure
• 40 percent change In number of vehicles per hour;
■ 40 percent grange in number of vehicles per day, or per night (far computation of Lai): or
■ 15 percent change in vehicle speed.
2. Establish relevant tine periods — For each of these source typrss and conditions, determine the relevant time periods for all receivers that may be affected by this source.
■ For residential receivers, the time periods of interest for computation of Lrr,arel daytime (7 a_rre. to ICI pm,) acrd rmIghttirue (16 pm. to 7 a.rn,).
• If the source will affect norrresiderrtlal receivers, the time period of irrtr t is the loudest hour of project related activity during hours of noise sensitivity- Sew,. al different boars may he of interest for non-nr idential receivers depending on the hours the facility is used.
3. Collect input data
• Source reference SELs for the vehicle types of cormce'rn • Average running speed in miles per hour
• For residential r•eoeivav-s of interest
• Average hourly vehicle volume during daytime hours (total number of vehicle passbys between 7 a.m. and I4 p.m., divided by I5)
rc Average hourly vehicle volume during nighttime hours (total number of vehicle passbys between It] parr. and 7 a.m.. divided by 9).
• For non-residential receivers of Interact,number of events that occur during each our of Interest, In veltides per horn
4. Calculate L rr,ry at 511 ft— Calculate L.Qyiir.) using the appropriate eqtritions in Table 4-23 for each hour of inter ust.
S. Calculate Li. at 5O ft — if the p eel hdase v ill affect any residential receivers. calculate the La, using the clay 69, u„ and right Lq,w,.
Note that the equations in Table 4-13 include terms to account fora difference m speed from the refertxx:e speed of 50 mph and a numerical adjustment to EIaERAL 174ANSIT AOMINtSTRAINDN
01-28
Cant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2496
RTC -667
Responses to Comments
TRN4SIT NOISE AND VTBRATION IA'IPACT ASSE SMENT MANUAL
account for the one -hour time period for rhi5 meitrE Far more Information on the rxarraerlcal adIustrnenl to represent the tome period of after t, see f+1,pendk B. I.4.4.
Table 4.z:3 Computation of 1... 1,,,e and L. at Se ft I- ighwarTransit Sources rM6 it SO
it
La4tiArj = S L1 + 10 itrar r) + Corms. r »ai — ZOIogi( ) — 35.6 Eq 4.34
f?aydlxtte
Li in SC ft
La = LL Elf IPm) where V = V.
Eq. 41.35
Mighttinle
1.. u 50 ft
Lr = Levi here V = V.
l atrrJ
Eq, 4-3 g
L d, at 50 ft
Ld,r = Belo (15 x 11)(1'940 + 9 x 1f7((l`"+ta)!1oJ) — 13.9 Eq. 4-37
Ady"ustrnen3
= - for automobiles, open -graded asphalt
_ +1 far SUL46411Cabliti, grooved pavement
V
Comasslnns
S
Va
V.
= average hourly VOIum4 4f Vtilidie3, Whides per hour
= 10g(q�) for bases
31 fng(�aj foe hybrid buses 1'
l.tt For ascelerati g 3.4-44 commuter Imes
4@lag(SuJ far autonralale4
= amrage vehlde speed. mph (cll.-twice dlwdeti by than, excluding stop time at red lights)
= arvetage hourly daytime volume or vehicles of this typo. vehicles por hour _ M441 Much' txilnene,„ 7 a. PA, CO IQ p, dN ,
15 = average hourly rnghtt me volume of vehicles, vehicles per hour _ total a Male l'.' iuins,1.(7 ia.m. to. 7 0 -an
1 Example 4-6 Detailed Noise Analysis — Highway Transit Noise Sources Computation of L..,1 and L..„ at 50 ft for I4iahway/TransIt Source A lvas route with city leases 44 pass dale to a school that es In sgts4ctn from S snf, toe 4 p,an an vweale4.1 .
Within this time period the hour el greatevt activity for dis bus route es 8 Lm, to 9 am Assumptions
b'EL„r
V
82 ais
= 4Q mph
= 30'buses per hour
Use the equa tens In Tstl e 4.13 to determine the hourly S.O k L ro
sELr,r + 10 iaayly) + C'.mu�ious — ltilrrg(50) — 35-6
44 4{I
82 + 10 fog(3O) - 6 -h z3 x lug (50 1011i41. ) _ 35-6
59.7 af64A at 5(l ft
✓+EGIaROtt TRANSIT AOMINeTMTF'N 90
O1-28
Cent.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2497
RTC -668
Responses to Comments
TRANSIT NOISE AND lrBRATION It1PACT ASSE SMENT I1ANUAL
This same bus also passes close to a residential area with the foillowing operating conditions:
trs
tp
= 200 'buses/15 Ienrrr4 = t33i cruises per hour
2l} bu ses f 4 .hu11ra = 222 buses per h uur
Calculate the daytime and nighttime at SO Et
40 40
f•re.a,.,h = 1i2+10feug(I333)+r, +25xdb7,r(5�l)-1Ulug(j®) 3S:6 dHA Ai 50 ft
40 40
= B2 4 14 log(222) + 6 + 2 x duGr( ) s 1QbgV — 35.6
40.4t1BAatSOft
Calculate La, At SO ft
£,. = 101441(15 K Ie"1k)+4x 1pl,4tnmu*i1elfie}1—t3fi2
=572dflA.at50it
Note: Camputart)on results should always be rounded to tha ne®raa decibel at the end of the cam@utatlon, In all exannples e4 this section, however, the first decimal place is retained for readers to precisely match their own cumps rions against the nxamp a computrtaans.
Option C. Stationary Sources — Compute project noise at SO ft for stark:may Sources as identified In the weaned column of Table 4-19.
C.I. Determine Reference SEL Levels — Determine the reference ML at 50 ft for each major stationary sourc+3 either by measurement according to Appendix F by using Table 4.24. The table provides guidance on which teethed is preferred for each source type. `NO implies that the source levels given in the table are appropriate to use in the analysis, and "YES" implies that reeesurements .are preferred over the data gveta in the table. In general, reeasurereent;s are preferred for source epee that vary censide-ably from project to project For example. curve squeal r. highly variable depending oe weather conditions, tune radius, and train std- The data in the table are adequate for source types that do not vary considerably from project to project (crossing signals for examples_. For sound where measuemerits are pref re_d, refer to Appendix F for guidance err meestrernent procedures and met ode for conversion of these rime irements to the reference conditions of Table 4-24.
Layover fea tries and transit centers can be the sources of low -frequency noise from idling these engines_ Seends with considerable low -frequency components can cause greater annoyance than would be expected based cat their weighted levels, Law•frequency sounds often cause windows and walls to vibrate resulting in secondary effects in beildings such as raiding of dishes in cupboards and wall -mounted pictures. The reference levels in Table 4-24 are adjusted to take increased annoyance into account For a Detailed Noise Analysis at locations where such idling takes plaice for an wended period, use the method described in MISII Standard Si 1,9 -Part 4, Annex 0.127:; Approximate tee VA ues are provided in the table for general user enrerm.rteo .
As discussed in Appendix E. L4.2, tee is net used ,directly in the evra luatien d noise impact,
FEDERAR rF APZIT ADMINI,TAATrL N 91
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2498
RTC -669
Responses to Comments
TRANSIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT 31ANUAL Table 4.24 Source Reference SELL at 5t fro Stationary Sources Source
Reference
SEL, dEIA
Approximate
1-,,,.,. dE8A
Prdat
Measurements?*
Alorika ry Equipment
ICI
§3
Yes
1.41(VMOCVII Idling
109
73'
Na
Rail Transit Idling
10 70
Na
Bides ldren
I I I
75 Na
Fern, Boat Landing"*, Ilrng,
Departing
F
78 Ida
Ferry Boat Fog Morn
40 84
No
Track Curve Squeal
13d
1130
Yes
Car Was'ites
_j
I I I
75 Yes
CrossAifruall
109
73 No
Substadens
99 63
No
r'ily° implies that the warty fb ak siren In the table ant aj rvlpnatq to we In rho ana andf ireprina -Out m®asaratiitrret era prwlerred Over the data grvn M the twig. "Ferry boat E *fangs are included ei the sodomy). source category becalm* the node kern the landing rernaJm In orbs area even though the boat, move b. mild am_
C.ii. Estimate Noise Exposure at SO ft - Use the reference SELs In Table 4-24. operating Cariditiorrs, and the equations in Table 4-15 to predict the noise exposure at 50 ft expressed In terms od Ltyirr, and Lac Follow the step below:
I. Identify operating conditions - Identify actual source durations and numbers of events, Sources with different operating conditions should be converted from SEL to La separately. Use the following guideiirses to determine If sources should be convened separately. These differences In operating conditions will produce an approximate F -d13 change In noise exposure.
• 40 percent change in event duration {e g.. iroxn 30 to 42 minutes). or
• 40 percent change In number of events per hour (e.g, from I 0 to I4 events per hour).
2. Establish relevant time periods - For each of these source types and conditions, determine the relevant time periods for ail rem rivers that may he affected by this source,
■ For residential receivers, the time ,periods of interest for computation of Lt, are daytime (7 a.m. to IO p.m.) and nighttime (I O pin. to 7 arm).
• II the source will affect noat-nsidentyal receivers, the time period of Interest is the loudest hour of protect related activity during hours cif noise sensitivity. Several different hours may be of interest for non-residential receivers depending on the hours the facility is used.
3. Collect input d'atai
■ Source reference SELs for each relevant source
• Average duration of one event, in sends
• For residential receivers of inters
b Average number of events pet hour that occur during the daytime (the total number of events between 7 a.m. and 10 p.m., divided by I.
'FEDERAL TRANISIT ADMINI,TR}IThL'N 97
41-28
CCnt_
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2499
RTC -670
Responses to Comments
TRANSIT NOISE AND VTBRATION IA'IPACT ASSE SMENT 31ANUAL • Aver agt humher of events per hour that occur during the nighttime (the Loral number of events between ID p.m. and 7 a.m.. divided by 9).
• For non•resrdential receavers of interest number of events that occur during each hour of interest in events per hour
4_ Calculate 1..,,ph,1 at 50 It - Cakulate 1,4 Iwo using the appropriate equatiorn in Table 1-25 for each hour of interest,
S. Calculate La at 5O ft - Er the p elect nodsa will affect. any re irlerrtlal receivers, elvers, copulate the La, rising the day L.q,,,y and night I om_ Note that the equations Ito Table 423 include a IA9neriLc adjustment to account for the one -hour time peaiod for this metric. Far more information on the rrtmerital adjustment to nepe sent the time :period of interest, see Appewilet B.1.4.4.
01-28
Table 4-25 Computation of L and Li at SO ft St atlottary Source rr,yaYSIF ft
Loo:sno= 5ELe,.i+10
'S'q-4=3ff
og(N)+10In 3$tl0)-35.5
Daytime
14 at5dP,fG
� L = Lootr} where N = Nei
Eq_ 4-39
it SO ftte
l,,,aYS#1IL
l,„
L = L where N = N.
� eipfY�4rl
Eq. 4-4a
Le.at SO ft
y ++,,
Lem = 1Olug(15 7f, 10 {30 + 9 X 10((1.4+ialft4J) — 13,8 Eq 1-d I
N
Ey
Na
N.
= number or events of this type that Door d-rIng one -hour = duration of one event Sec
= average hourly number Qr ewrnts that orrur during daytime (7 ash. to i0 p.m.)
_ number u f events between 7 a.m.fu 10p. rn
15 = xverzge hourly number or events that occur during nrghtdom (IC ptirn.tola.m)
number of events between ICI rn. rn 7 n rn
a
4 term cantarnirr far {wry boat. and tog horn mole sources. :EDERAJ. TRANSIT AUMINr,TRATIVN 93
Cant.
lt.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2500
RTC -671
Responses to Comments
TRANSIT NOIRE AND VIBRATION II'1PACT ASSE SMENT TIANUAL Example 4-7 Detailed Noise Analysis — Stationary Noise Sources Computation of L.x,r,land L.r, at SO ft for Stationary Sources A signal crossing lies dose to a school that rs in session from S a.m. to 4 p.m. on weekdays Within this time period due flour of greatest actluity for flirt signal crossing ,s B a.m. is S eats Assumptions
SELrer =I Q9 dSA
E = 25 seconds f,countlrtg both cycles of the signe4
N =
Use the equations in Table 4-25 to determine the hourly L.os . at 5 J k J- .r:rnaz = SE1.xcP + I ttiogiN) + 101aq .4400? 35,r,
t5
= 1fIrJ + 1 f3Jag(22) + liblrrgi,if�011' —::5.4
65.2 sl rhA at 50 ft
This soma signal crossing lies close to a residential area with the lellawing operating conditions:
Nei =290 /15 hours 13.3actnt€per hour
ll =12 /9 hours = 1.33 e1vt atis per hour
Calculate the daytime and righttime at So k
L.I.Cresr
L n.e, a -u
Calculate L. as 50 ft.
25 = fl + 39Ing(133)+I. LIMN (3600)-3:h,
63.1dill atSOft
25 = 1i$J+ 1li$ogl:1.33') + 1111gg(3806) —35,6
53.tdBA iitSI3 ft
Lori = LW -091,15 K IWt.h�:rn,r71af+9.x IfJlts^, m.+ralf — 13.33 e.63.1 d,3A at SO ft
Note: Computation results should always be rounded to the nearest decibel at the end of the computation. In awl a snples of this widen, however, the first decimal place Is retained for re2,4era to p+ adsc y moat their own computations against the example computations.
Step 3: Determine Propagation !Characteristics
'Determine the coimbinrd propdgdtioil ehdrd[terrStr[s between each source acid receiver orinteiest.
3a. Calcurate project noise exposure as a function ordinance- Cnkufpfe The prolocl anise exposure at drsMums other than 50 ft such as at receiver kscflUans, as cr tooth its of distance- dceou eng for shrtld►Fg and ground effects along err path. See Example 4-8 below,
r'EIDEFIAL 170145IT AOMINtMAATFON d1
O1-28
Ce rIt-
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2501
RTC -672
Responses to Comments
TRMSIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT 11ANUAL
1, Determine the topography of the ground within the transit corridor using the figures in Table 4-26 as a guider It is not necessary to represent the transit corridor with an ex1rin1E number of ehang In topography. Often, several zyplal sections will suffice throughout the transit corridor,
2. Use the equations in Table 4.26 to determine ground factor (C) based on the effective path height (Heft} for each identified terrain feature. Standard source heights are included at the bottom oaf the table. Assume re eiver heights of 5 it for both outdoor receivers and fIrst-f[oar receivers. Note that larger ground factors correspond to farther amounts of ground attenuation with increasing distance horn the source. For acoustically "hard` e.g non -absorptive) ground conditions. G should be taken to be zero.
2. Determine the distance correction factor using the ground factor and another distance. such as the distance to a receiver, and the equations In Table 427.
4, Apply the distance correction Cm . ti to the project noise exposure at 5O ft i(Se tion 4-5. Step 2) using the following equation:
Labibutre
L50,O
Ltrlstwerea = L3nrt F �rx!:src rice !Eq d -d2
where
Lim or LAe;rohl.) u Cite new ;bum*. It
= L� or LAt4(rhr) ac Sd ft
S. Piot noise exposure as a function of distance if desired.
PEC!ERAL MANSIT AOMINeSTIhATioN €rq
0 1-2 8
Ccnt.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2502
RTC -673
Responses to Comments
TRANSIT NOISE AND VTBRATION IA'IPACT ASSE SMENT 31ANUAL Table 4.26 Ground Factor G, For Ground Attenuation
Prevost EaOm
Sisk Grouted
G=
Hard Groawnd-
Booms
•ik1
F 5(1.— Ie ),
U,
Eq 4-43
FCMr = sum vfexaraga - h 014-1 ran wither side a1 test barrier, see issiow.
Roomer
l
0. Figure 4-1:1 Flat Ground
1F,rf a 11, + 214 +Fir
Eq. 444
Figure, 4413 Sduser In Shallow Cut
[4+. 2,14 + U + 14,,
fF.rf =
the Eq. 4.44
1 a61t h
wA� n;
w
t t
rkgurs 1-14 Els-sated Fleccwcr
Figurtt 4-i S 5oures= in SI 'mod Cut
fi, + fir +1f,
Hsi f = ,
i,+2Fii„—H,+Fir
2 Use Eq. 4-44
for8<
for8}2
for 14
frrr14,
forAS2
14+214+14+IL, i{
11,01 = 2 for s
. III
A
MOWN"4-I4 Sawrcwr and Esscsiser Soparatod by Trench
_ $ 4t for trains with dFssQI-olectrfc locamotwss
= 2 ft 1,r eramms wIthonr diesel -stet -Irk locomotives ='p ft for ar:itom®Eikes
WOK Fseadoes for He mots valid when
Ffr+fir
Haf
Heir
N,+?II, fir
2 = lit far z-apAn city buses
= 8 it for 3 -ask commuter Niset
FEfaERAL 134MI^bIT AOMINtST ' TFI N Ew
01-28
Gent.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2503
RTC -674
Responses to Comments
TRAPIFiIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT I1ANUAL Table 4.27 Distance Correction Factor Equations for Detailed Noise Analynls Source
Equatiena
Stationer -p Sources
Cetfstatacs = —28[67,, ) — 10Gdo,q( - `)
5O
gq #-4E
Fix{-d'guiddway rail 47r ptrS5�13
((SO
Ceffaronce——10ilig-)— 1DGErkg( )
50 42
Eq. 4-46
Fixed-y:uldew y locomotivean4 rubber-
dreti sand vehicle bys. highway vehicle
passby
C+1w'•atunce = —1O g(-)—10Gtyy )
Eq. 4-47
0 = disrarrce h
C = ground factor, fee Table 4.26
o aq+stinns aasuma t ■ estance roman t saurae a reseiner i$ apgrraxiosataly 300 ft of lass. At lour distaneaa, Around affects haw an appar limit and atmospheric conditioner mar affari paopa%ation daractarisein. Tharafara, more detaied caltalatiaa methods may be required to account for those 'alter's.
Example 4-& Recalled Noise Analysis — Exposure vs. Distance Curve Exposure vs. Distance Curve for lxied-GuidewaySource
Plot an exposure vs. dstance curve lac a diesel-electric commueer train that does oat eaund the horn in this area.
Assumptions
The terrain is lin grassland without a noise bat-riei.
(S'-tktni) =72URA atSOit
rat,._E+x-n = 68 df3A Al. 5f} It
H, = 5
Fix = 0It (k - a "no twit' barrier"' casts)
H, = 81tii4or a diesel-electric commuter train)
Calcedatie H,s using the equations in Taiiie 4-216.
ttelf - H, -i- 2Ffr, + H,
2 +04.5
G
61st
Determine the ground factor using Eq_ 4-43_
r� = - —1
42 0.63
Use Eq. 4-43 to determine noise vs. exposure equations for Lu,,,and U 414,0 =72-1 og(E) ( l)
L,tulc car = 6R — 1 D1 ig( �) — fi_fJ ( ' )
not she tww eq+atJ n (see example In FI ure 4-i7). From these cirrverr, the noise iereia dare to EN& train operation can be de1P-Milled fora receiver of interest at aril distance without al -welting. pECERAL T14Arb17 AOMINl51 k' T N $7
01-28
Cont.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2504
RTC -675
Responses to Comments
TRANSIT NOIRE AhJD l§BRATION IMPACT ASSl3SMENT MANUAL
3b. Cakulate the attenuation due to shielding far each distance of interest from Step 3a, using the fallowing equation and Tables 4-36 through 4.30 and as illustrated in Erarnple 4-9, lithe conditions described Fn the tables are not met the attenuation due to shielding is considered sera. Shielding can he dire to intervening noise barriers, terrain features. roves of lwllding}, and dense tree F4lnP5,
Asitteraing a maxtiL,yurrrrr or Ainditirnsrs tar A,„,,] where
t,UVTrror
Albvidltl OD,
At, err
= barrier Insertion loss. see Table 4.2$
= aueneation dum tb beildings. see Table 4.'29
attenuation due to trees. see Table 4-30
Table 4-28 Barrier I roertlen Leo
Eq.. 4-411
Barrier
Inman
19 JJJ
ILlinrrrr = max{ LI or (!AI'aorTreir — I [r{C, Na' — GH) log( 5,�)) } Eq. 4-49
if de
inn{U ar [5.3lag( P) + &.7]
ntlnf l5 ar (53 bg(P) + 9.71}
2 films
mini l5cir(2a 1a4(tatIt{4,460 + 5)
For non -absorptive transit barriers within S ft of the fall Far absorpes's u mstl 4Arrlet^s w1d i' 5 h co the mil
Far all other barriers, and gar protrusion al terrain
abort the kw tai stet
P = path length difference. It (see figure 4- 19)44
f1 = deraest distance between the receiver aid the source. lc = ground factor G computed without harder (see Table 4-26) Ge = ground factor G computed with harrier (see Table 4-2e 1 source he4ght (exhaust nutlet) For diesel-erectrk tscomotlyea n rocs available assume l5 It aEaERr4t iltANSIT AOMINeiTMTFuN dd
01-28
Cant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2505
RTC -676
Responses to Comments
TRA 4SIT Nfl15£ AND le8RAT)ON IMPACT ASSESSMENT MANUAL
Barrhse Paramalet P
P= A+BC
Figure 4 -le Noise Barrier Parameter "P"
Table 4-24 Attenuation due to Buildings
Condition Equation
Gaps in the row of buldinge tnnstrttrSt+ less
than 35' of the length of the row
Gaps in the row of buildings constitute 35 to
0% of die length of the row
1;„„ rw'manila ur11,.5(R—I)l511
Eq. A-`0
I Akatvi,v, = telnll0 or 11.5 ii1 — 1) -- 311
Eq. a_
Gape in the raw of buildings constitute more
than 45% of Else length orthe row
A p,dr4aemr =
g = Rambo- of rows of hoaxer that Internee between the receiver Tnbie 4-36 Attenuation due to Trees
Condition Equation
At least IOU it of trees intervene between the
SPurte and receiver with no clear line -of -sight
between 'source and recover, and the trees
extend 15 ft or more above the Sine -of -sight
/1r,„ = ,fin k0 err 1U 1 where W
= Cl wirers W 1110 jt
iiiii,ft
Eq. 4-52.
4V = width of tree zone tieing the kn - 4-eite !heirrean the tource and receiver In feet Example 4-9: detailed Noise Analysis — Shielding
Computation of Shielding
The follriwlug feature -tart between the rail corridor end t reoelµer of interest. Calculate the astenu*ton dire ildialding. 1, A 15doct (high nixie barrier is 40 It ham the truest track and I3t'1 Ft front the receiver I. A dense uee zone I DO h thick that emends 15 It allow!, the Ilne-ol.ilght.
Assumptions
H, =Elt
Hr =5 ft
Barrier rfinwrsslonr
A =46,dI ft
B = 130,36 h
C =170.03k
Barrier
Calculate H."r with and without the harrier using the equations hi Tabe 4-2(k era rrb + rir
Her .r'biMrrier
FEDERAL tioNsit AUMINI TRATN'N Ff
01-28
Cc nt,
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2506
RTC -677
Responses to Comments
TRANSIT NOIRE AND VIBRATION IMPACT ASSE SMENT 31ANUAL
hie!fR" tTh P
i+Vlt5
= 6.5 ft
If, t iffy,+lf,
=
8t 15 t5
2 = 21,5 ft
I-ar•s..orrriinr• the ground factor with and without the hornet rising Eq. 4-43.
Ff°Ji
n Burrecr = 13-7 5( '1
= 9.6
f+8arrier = A-75(1 ' 47r 7
= 9.37
Calculate the barrier insertion loss using Table 4.28 and Figure 4• I f#.
P
=4-96ft
Afiarrier
251 VP
• mlar.15ar(26Low )+5)f
tan hi(�1.4ire11)
= 12.130
=ming I!Ur12,ECI
= I77BdB
01-28
Cont.
d7
otax10 er CAN -rigor — 14'(GNnAarr[«r —'fAprrt,ry teiRf 50)) I 1717
= 12.1{— 10(Gb3 - 037) lop( so l
▪ I I.4 dB
Trees
Determine the atrenuoilion due to trees using Table
At,„ =n§htllflrrr_9I
-5dB
Total Shielding
The total shielding is the maximum of the barrier and tree zone shielding, l I-4 d0. +l rhirtrOxiv,
• LtlaxtlGearrtrr orAeuirantx. orAtrrra1
= ma411.4 or f] 04-
I 1_4 cl3
Nate: Coriyiuraition results should always be rounded tts die nearest decibel at the end of the csnputatinn. In all examples arf chi -s section, however. the first decimal place k retained for readers to precisely match their own arrnputations agalaist the example computations.
ECEMl. TV4ANSIT AOMINeiTMTFL2I I rr
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2507
RTC -678
Responses to Comments
TRANSIT NCs15£ AhJD VTBRAT)ON IMPACT ASSE SMENT MANUAL
1c.. Combine the two propagation charatteristdqm_
Combine the results from Steps 3a and 3b to determine the noise at the receiver considering the propagation characteristics of distance and shielding by applying the distance correction and attenuation due to shielding to the project noise exposure level at 54ft.
The equations in Table 4-3 I rombin the equations In Steps 3a and 3b_ Table4-31 Calculate Laaor L,:atlr.h
Source
: Equation*.
Stationary ScsurceA
L ti
lr•;isrSlilearJ = f. — 2€F bg�, PFl) — 19d;1'atp�[50 — ifrrrri�IdaRrr E . A -S3
R
Fixed -guideway rail car
passbys
D D
Ltwresnwu = L — 10 tog($—.) -- raCtrrg (4-) --A,,,,, terey Eq. 4-54
Axed -guideway lacnneptive,
and rubber -tired vehicle
pissrrys, hF Ii way stg1iide
passbys area horns
ii f3
1.,w,rseci.id = f. — LIMOrg(E ) — triGtrre9) —Am ailit9 Eq. 4-S5
L = La,, or L,,i
13 = distance, ft
6 = grourxf factor, set Section 4-5. Step 3a,
A,hor,",r = attenuation due to shedding_ see Section 4,3, Step 3h. `These egwttons assumethe dWarrior between the source and receiver Is aprrenxsriate 00f-tor less. At bnet distinte, ar>sur,d effem Flare an upper limit bad aunospherk conditions way affect p :rat n:In eharattermmric Thointort, camera detaae+d caleu9atiorr rlmthodt may be raquird n.+s uraurvt far those AYerRs+a m, Step 4: Combine Noise Exposure from All Sources
Combine cl sources to predict the PsstaJ fuorect novae at the re carvers using the equations Jn Table 4-32 after propagation aeflustnrents have been mode Mini the noise expnswe from etrd Source 3eporareJy.
Table 4-32 Computing Topll I4c, se Exposure
Total L.,,,r„from all sources
For the hour al interest;
Lherriea.I
�+ey.tettrr(1Ar) E 1.4ltig!(Eirt sources Y� f 1°)
Eq. #,36
Total L. from all sources
L Sblr,e' f 1QLum t )
coil = g(E,ar eutirCe
l q. 4_37
Exam pie 4-10 Detailed Noise Analysis — Combine Sources Computation of Total Exposure from Combined Sources
Combine the noise exposure from the commuter train and fight rat system to estimate the coal newt r_reposrare at the rare:mar.
Assumptions
A commuter teal h Opel -40n produces the following bevels at a i'eeeive3' of interest:
Lnq_calm:arLacr 72 dBA
�'ala:[am�.m,irtar = 68 dBA
A Itglrr rail srstem produces the following leVek at the same re<etver, •� fi,UirfFrr�fl
= 69 dBA
FEIDMAP. TRANSIT AOMINISTlaATFcrN si
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2508
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TIt ISIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL to t.ioNrtnu = F[i dBA
No other prmjeet sources affect this leceiver.
Calculate the total noise exposure at the taxtIver using tho egtiareuns I n Tattle 4-32, .N.rrrnl
= 732 dies
dattotut = Lobgrlfl+esfrat+lit(;u?so)
= 72.1 d6A
= ldlc 10 2t ) to{"tOi).)
Note: Computation reinits should alwary he rounded an the nearest decibel at the end of the conptatation, In aEl eacamples of this section, however. the first decimal place is retained for readers to precisely match their own cnmptatations againrt the example computations
Step5: Determine Existing Noise Exposure
Choose the oppropriote method for characterizing nose sand then determine the existing noise oa emit identtfird noise-seri-A a receiver. The existing noise Is needed to detterrnisre the noise Impart according to the criteria de -scribed in Section 4, I.
Step 2. Recall that impact k assessed based an a comparison of the existing ambient noise exposure and the additional noise expoare that will be caused by the project The existing noise exposure must be estimated for all receivers of inter s -t identified in Section 43, Step I.
Fora Detailed Noise Analysis. it is recommended to measure existing noise at each receiver of interest identified in Section 4.5, Step I. for the most prise assmsrnertt of existing noise and conclusions concerning noise Impact. However-, measurements are expensive, often thwarted by weather, and take considerable time in the field. If taking measurements at each identified receiver is not possible, other Iess precise methods are mailable. Different methods :may be used at different receivers along rho protect However, it Is Important to recognize the correlation between the precision of measurements and the rranfiderrce in the impact assessment, Especially in a Detailed Noise Analysis, avid rising less prise methods of measuring existing noise just for the sake of convenience or expedaer y. The use of less precise methods must be clearly justified,
Option A. Norse Exposure Measurements — Full one -hour measurements are the most appropriate way to determine ambient noise exposure for non-residential receivers with the level of precision expected Ina Detailed Noise Analysis. For residential receivers, full 24 -hour measurements are more appropriate. These full -duration measurements are preferred ever other methods of characterizing existing noise where time and study funds allow, Follow the procedures hainw for these full -duration ambient noise e;tposure measurerniatts:
AI Noi1-r°es kdennal land ups — Measure a hill hoar L qiu,-s at the receiver of interest on at IF,ast two non -successive weekdays (generally between noon on Monday and ciao i on Friday'). Select the hour of the day when the masaitnuui project activity is expected to occtjr.
EGEFIAR T-PANSIT AOt1INt� I` ADON v:
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2509
RTC -680
Responses to Comments
TRIV4SIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT I1ANUAL A.ii. Residential land uses — Measure a full x4 -hour I at the receiver of interest for a single weekday netally between croon On Monday and croon on Friday).
A.lii. Microphone position — The location of the microphone at the river depends upon the proposed laration of the transit noise source, so use good technical judgment in positioning the measurement microphone. it for example, a new rail line will be in front of the house, do not Dire the microphone in the backyard behind the house where the line of seg TL b LWeeh the noise source and receiver k obstructed. Figure' -119 Illustrates recommended measurement positions for various locations of the protect. with respect to the horse and the existing source of ambient noise.
A.iv. Measurement guidelines — Undertake all measurements in rdance with good coil neerIng practice following guidelines given In ASTN and ANSI standards.) a.:al
1. ,a... I.
i
{)FoilRrilan
Flakari 0PR.
•
r •a
• --
Mum
f
hlalahnr Nu.
f wq.ki *swot
o -_..a
ea.i ex rob
On lie
- - - - Aba.h Hug.
ou Pr,. ,..rear
�,r'
IL
rr
lama. Mme1 .r
..1 hhilnn
• Oomph:ma Lc-cshm
Figure 4-I9 Recommended Microphone Locations
for Existing Noise Measurements
FEOERA. mama ADMINI, rMTION 93
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Ritz -Carlton Rancho Mirage MND 11942
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TRMSIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT I1ANUAL
Option B. Noise Exposure Computations irons Partial Measurements — {liter; measurements can be made at some of the receivers of Interest and used to estimate noise exposure at nearby receivers. In other situations, several Levee measurements can be taken at a reserver and their the La., computed from these, Both options require experience and knowledge of acoustics to select representative measurement sites If using this method to compute an Ldn_ a minimum time period of one flour should be used for each measurement period. It is unacceptable to extrapolate a one hour measurement from a shorter measurement period.
Meeeurmtrents at one netewer can be used to represent the noise environment at other sites, but only when proximity to major noise sources is similar among the sites, Residential neighborhoods with otherwise similar homes may hew greatly varying noise environments.. For example, one area of the neighborhood may be located where the ambient noise Is clearly due to highway traffic. A second area trsward the Interior of the neighborhood [nay have iwghway noise as a factor, but also include other noise sources from the community. A third area located deep into the residential area could have local street traffic and other community activities dominate the ambient noise, In thiset-ample, three Qr mere measurement situ would be required to represent the varying ambient noise conditions in a single neighborhood.
Typical sitrrttions where representative measur erirent sites can be used to estimate no se levels at other sites occur when both share the following characteristics:
✓ Proximity to the same major transportation noise sources, such as highways, rail Ii roes and aircraft flight patterns
• Proximity to the same major stationary noise sources, such as power plants, industrial facilities, rail yards and airports
• Similar type and deneity of housing. -such as single-family homes on quarter -acre lots and multi -family housing in apartment complexes Acoustical ,professionals are often adept at such computations Irani partial data and are encouraged to use their experience and judgment In fully utilizing the measurements in their computations. This does necessitate a conservative estimate (underestimate) of existing noise to account for reduced precision from partial data as compared to full Waite measurements, Those without a badgroued In acoustics He encouraged to use the procedures in Appendix E to compute existing noise from partial meastrereents. These methods Include a factor to conservatively estimate (underestimate) exieursg noise to account for reduced precision from partial darn as compared to foul noise rrrr urements.
Option C Estimating Existing Noise Exposure — The least precise way to determine noise exposure Is to reurrrate It from a table. This method is often used for the General Noise A.ssesment, but It Is not recommended for a Detailed Norse ,Analysis, It can be used, however, to the absence of better data for local one where rcxadways or railroads are the predominant ambient noise source_ Table 4- 17 presents these existing levels. The levels in Table 4-17 are eeLiEitee Therese- 14Oreteta rtkATFON 4
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Cant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2511
RTC -682
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TRMSIT NOIRE AND l§BRATFON It'1PACT ASSE SMENT I1ANUAL
conservative and uriderestirnate existing noise to account for reduced precision compared to full noose measurements. fI a 5impliiied procedure to estimate existing noise exposure is chosen it must be clearly justified and receive approval by the ftTA Regional office.
While measurements are considered the most precise d, there is one sarratlon where It may be more accurate to estimate rather than measure the existing noise exposure. which is in areas near major airports where aircraft noise is dominant. Because airport noise is highly variable based on weather conditions and corn ponding runway usage It k preferable in such cases to base the existing noise exposure on published aircraft noise contours in rams of Annual Average Lam,
Step 6: Assess Noise Impact
Acsess noise impact at each receiver of Interest identified In Section 4.5, Step I irsirkg the noise impact criteria in Section 4. I and the procedures in this step.
Choose the appropriate noise impact assessment procedure for a transit project or muhlmadal project,
Option A. Transit Protects — For transit projects. noise impact is assessed at each receiver of interest using the criteria for transit projects described in Section Ai. The noise impact assessment procedure k as follows.
Al Tabulate Ming ambient r+oise e -x strre (rounded to the nearest whole decibel) at all receivers identified Section 4-S, Step 1. In rases where large residential buildings are exposed to noise on one side only, the receivers on that side are Included in the analysis.
AM. Tabulate project noise exposure at time receivers from Section 4.5, Step 4.
A.fil. Determine the level of noise impact Cho Impact moderate Impact or severe impact) according to Section 4. l ,
A.isr. fEpctuner-t the results in anise -assessment inventor/ tables. include the following information:
▪ Receiver identification and location
■ Land use description
• Number of noise -serf Ive site represented (number of dwelling units in r itjenres or acres of outdoor noise -sensitive land) ■ Closest distance to the project
• Existing noise exposure
■ Project noise exposure
• Leafier of noise impact (no impart. moderate impact or severe impact) • A sum of the total "number of receivers and "numbers of dwelling units predicted to experience moderate impact or severe impact A.v. Illustrate the arras of moderate impart Rod severe Impact. Two methods of displaying impact are labeling and contouring.
EIDERAsiilkANSIT AOMINgilltATFIDN gS
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Ritz -Carlton Rancho Mirage MND 11942
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TRMSIT NOIRE AND l§BRATION IA'1PACT ASSE SMENT I1ANUAL
• Ina Derailed Noise Analysis, the most accurate Indiction at Impact Is to label each Impacted 6uildlr or cluster identified In the inventory table.
■ A less precise Illustration of impacted areas is a plot of protect noise contours on the maps or aerial photographs, along with shaded impact areas, Use the procedures in Section 4.4, Step 6 rind the levels from .Section +_5, Step 2 to develop these contours.
Note that It Is difficult to position noise contours in urban amt clue to shielding, terrain feat -tires, and other propagation anomalies, If noise contours are used. they Should be considered illustrative rather than definitive. If desired to conform to the practices of another agency, the contouring may perhaps include several contour lines of constant protect nooise, such as Lim 65, L� 71k and Li, 75 ;IBA.
A.vI. including information on the magnrcude of the impacts is an essential part of the assessment The magnitude al noise impact Is de1Ined by the two thi eshold curves delineating onset of r nxierate impact and severe Impact, Option Et, Multlmodal Projects — Fta+r multimodal projects, project noise comprised cf both highway and transit noise sources that are assessed according to the FTA noise Impact criteria (see -Table 4-2). use the procedure in Option A above, For anultirnodal projects that requite FHWA's none assessment methods w inform FTA's evaluation (see won 4, I, Step I - Optican 6), fsx be+. the FHWAguidance.i b In general, the appropriate calculation method is to the the current version of FHWA's Traffic Noise Model (TIVI t)J21) TNM Is a state -c1 -the -art conilputet program used for predicting nekse impacts near fughwarys.
TNM allows for a detailed assessment at each receiver of interest by seperatedy calculating the noise contribution of each roadway segment For cad r roadway segment the noise from each vehicle type is computed from reference noise levels, adIusted for
■ Vehicle volume
• Vehicle speed
■ Grade
• Rcadway segment length
• Source -to -receiver distance
Further adiustrruents needed to acturateI model the sound propagation from scarce to receiver include
• Shielding provided by rows of buildings,
• Effects of different, ground types,
• Source and receiver elevations. and
• Effect of any intervening noise barriers.
TNM Burns the noise contribution of each vehicle type for a given roadway segrnerst at the receiver, TNM then repeats this process for all roadway segments, summing their contributions to gener-ate the predicted noise level at each receiver.
EI:LERAP.tM IT AOMINtSTIkATFI N gc
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Cant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2513
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Responses to Comments
TRMSIT NOIRE AND l§BRATiON Ii'1PACT ASSESSMENT I1ANUAL
Step 7: Determine Noise Mitigation Measures
Evaluate alternative mitigation meacarres where the Detailed Noise Analysis shows either severe or moderate impact, and it is not feasible to change the alignment ee location of the project to avoid impact. Project noise that is found to cause no impact does nor generally r {uine any mitigation.
Mitigation of noise irripaot from trareit projects may irr olve treatments at the three fundamental components of the ruse problem: at the noise source, along flee sau•ce-tcs receleer propagation path, or at the receiver. Genet -41y. the transit property has authority to treat the source and some elements of the prcipagation path, bet may eve little or no authority to modify anything at the receiver_ After mitigation captions base been determined, repeat the project make computations Including the adopted mitigation and reassess the remaining no impact,
Approximate costs for noise control measures are documeirt+ . in a repent frarn the Transit .Cooperative Research Program ITC [PJisai and are also presented in this section. These costs reflect the noise mitigation costs available in 1997 (unless otherwise noted», which are the most recent data available as of this publication and should only be used as representative estimates when considerirrg noise mittgatlan options. Cut -rent noise mitigation costs should be researched before decisions on noise mitigedion options are finalized, and then they should be documented according to Section 8.
la. Evaluate Source Treatments — The mot effective noise mitigation treatments are applied at the noise source_ This k the preferred approach to mitigation when possible Common source treatments and their estimated acoustical effectiveness are included in Table 4-33 and described below, It is irriporiarit to tote that di values below are estimates and should be applied with good engineering Judgement_ It also important to note that these mitigation measures should not be applied as a reduction in the relereree 5EI- values for a vcdiicle that already incorporates that measure as a feaiture, such as vehicle skirts. Measurements to determine the reference SEL source level are required in those Jnsrances.
Tabun 4-33 Transit Mono Mitigation MeAstitdia—Source Treatments Mtitleatiee Measure
Eifeetivenees
Stringent Vehicle & bquIpmeet Noise SPeelEc_tidoi><a
asrlr. d
Operatic/sal Rastrnctioarst
Varied
Resilient Damped 1Nhed9s Per reline noise as tuigent track 2 dB
or
For wheel m ' incur track:
i0.20 dP
Vehicle Slartrt =
teie de
Undercar Absorption"
S dB
flout rain Deft and Fan Placement*
Varied
Preventative Flaintennica on Kail Systems*
Var. m
Resurranng Res -ad -714"
i0 de
Guideway SarppgrTfor eases**
I0 J
turn Radii Greaterthan 1 is {`t*
Avoids Squeal
Rail Ltrbrl anion on Sharp Curves*
Reduces Squr. l
hlrnabla _Bairn Frm s (tedium _raE gaps at crossoversa
Retitled -3 Impact Nome
Fume Compartment Treatments
b-10 dB
quit 2ianes4
Reducesoccurrence d horei IDoise
t Adam not narrtdrx atle pt omo-atiad real ti¢re a u Mist rriti in aerwe sec. Edon.
Apple=to rat prge
}° Applies to Ina Irate= ordy.
PilDERAt ilke tea AlerM!sirilIt 1X N Y'r
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2514
RTC -685
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TRMSIT NOIRE AND l§BRATiON It'1PACT ASSESSMENT t1ANUAL
• Stringent Vehicle and Equipment Noise Specifications
✓ Vehicles — Among the most effective noise mitigation treatnrerrts r5 noise control during the specification and design of the transit vehicle.
Such source treatments apply to all transit modes. By developing and enforcing stringent but achievarble noise specifications, the transit property takes a major step in controlling riniti. everywhere on the system. It is important to ensure that the noise levels quoted In the specilicaticins are achievable with the application of best wailable technology during the deve bprnent of the vehicle and reasonable considering the rouse reduction berets aril cOSts:
Effective enforcement Includes penalties for non-compliance with the specifications. The noise mitigation achieved by source treatment is dependent on the quality of installation arid maintenance- Vehicles failing to meet the noise specification could result in complaints from the public and require additional raise mitigation measures applied along he path or at receivers•
▪ Static:Mary Sources — Stringent but achievable worse spedfi ativrrs fix stationary sources are also an effective apprnimdi for mitigating noise impacts. Typical equipment includes hated plat it equipment such as transformers and mechanical equipment. as well as grade -crossing signals. For Wimple, it may be possible to reduce noise impact front graete-crossing signals In some areas by specifying equipment that sets the level of the warring signal lower in locat,ons where ambient noise is lower to minimize die signal noise In the direction of rise -sensitive receivers,
• Operational Restrictions - Changes in oper-atli5ns that can mitigate noise Include the ioweiting of speed, the reduction al' nighttime (14 p.m. to 7 a,m,) operations, aril reduction of warning horns and signals. ▪ speed redirctlolt - Because noise from most transit vehicles is dependent on speed., a reduction of speed results In lower noise levels.
The elect can be considerable. For eximple, the speed dependency of steel-wlteelfsterl-rail systems for L,,,oim and L (Table 4.11) results in a 6 -dB reduction when reducing the speed to half of the original speed_ Although there are tangible benefits from speed reductions during the most noise -sensitive time periods. FTA does not ordinarily accept speed reduction as a noise mitigation measure for two Important reasons speed reduenon is unenforceable and negated if vehicle operators do not adhere to established policies, and it u contrary to the purpose the transit investment by FTA, which is to move as marry people as possible as effiientfy and safely as possible,
▪ Reduction of nIghttfrne operations - Complete elimination of nighttime aperatiore hes a strong e e t on reducing the L0-, because nighttime noose is increased by 14 dB when calculating Lai, But restrictions on operations are usually pot feasible because of service demands_ FTA generally does cat pursue restrietlnns on operations as r EGEFIAR MAW- A0MINeil'YtA1FIN
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2515
RTC -686
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TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL
noise reduction measure_ However, if early moll -dog idling can he curtailed to the minimum necessary, however; this ran have a measurable effect on Le,
While there are tangible benefits from limits on operations during the most ro.ise-tensitive time periods. FTA. does not recornmerid limits on Operations a way to reduce noise imparts because It k contrary to the purpose of the transit iowestment by FTA which is to move as many people as poesible es efficiently and sanely as possible. • Deduction of warning horns and signals — Minimizing or eliminating home grid other warning signals at gate ct Desloge can reckice noise impact for light rail and commuter rail systernx. Although these mitigation optionsare limited by safety considerations, they can be effective in the right circtemtanom.. For examples, see quiet zones below aml wayside hems Ire Step 76,
• Wheel Treatments (Kali) — A maior source of noise from steel -wheel and ste..e1-laii syssterns is the whedirail interaction that can produce three disertctive sounde roar, impact and squeal (as discussed In Section 3.2).
Roar Es the roiling noise caused by srrtall-s€ale roughness on the wheel tread and rail running surface. Impacts are caused by discontinuities in the running ng
surface of the rail or by a flat spot an the wheels, Squeal occurs when a steel -wheel tread or its Range rubs across the rail, resulting in rescwttastt vibrations in the wheel that creates a screeching sound, Various wheel designs and other mitigation measures exist to reduce the noise Irorrt each of these three mechanisms.
n Resilient wheels - Resilient wheels are effective in eliminating wheal squeal on tight tturm with reductions of Ira to 20.clB In the high - frequency range ire sgL?al Heise: occurs, Roiling noises also slietay reduced with resilient wheels aril typically achieves a 2-d6 reduction vn tangent track_ The cove for resilient wheels are appreximat y $2.800 to $3000 per wheel, as compared to about VIM to $700 br- standard steel wheels.ot
▪ Q2IIiipLhd wheels - Damped wheelk like resilient whieels, are effective ui eliminating wheel squeal on tight turns with reductions of 5 to IS re in the highdrequertcy range where squeal occurs, Rolling noise is also slightly reduced by approximately 2 dB on tangent track, This treatment involves attaching vibration ahsearbers to standard steel wheels The costs for clamped wheels add approximately $500 to $ I000 to the normal $700 kw each steel vileeel.
e Ammer $ whack per whirls
I EDERAL rPonsIT AUMINioltA ioN 74
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Ccnt.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2516
RTC -687
Responses to Comments
TRANSIT NOIRE AND l§BRATION II'1PACT ASSESSMENT r1ANUAL • Vehicle Treatments —Vehicle noise mitigation measures are applied to the various mechanical systems associated with propulsion,, ventllaton, and passenger comfort. Propulsion systems of transit vehicles include diesel engines, electric moto=rs, and diesel•electrie combinations. Noise from the propulsion system depends on the type of unit and how much noise mitigation k built into tike design. Mufflers on diesel-rgines are generally required to meet noire specifications; however, mufflers are generally practical only on buses, not on locomotives. Control of noise from engine casings may require shielding the engine by body panels without lowers, dictating 'Other means of cooling, and ventilation..
Ventilation requirements for vehicle systems are related to the noise ,generated by a vehicle. Fan noise often remains a major noise source after other mitigation measures have been instituted because of the need to have direct aces to coding air. Thus applies.. to heat exchangers for electric traction motors, diesel engines, and air-eonditi©ning systems. T1ve mitigation options for these systems include:
▪ Quiet ran design aid pi —arm —met — Fan rx;rtse. corn be reduced by installation of quiet, 'Allele -it fans. Forced -air coaling on electric traction motors can be quieter than self -cooled motors at operating speeds.
Placement of fairs oir the vehicle can make a considerable differ e. in the noise radiated to the wayside or to patrons on the station platforms_
• Vehicle skirts and underc r absorption = The vehicle body design can provide shielding and absorption of the noise generated by the vehicle components- Acoustical absorption under the tar has been d€monstrated to provide up to 5 d8 of mitigation for wheels ak1 noise and propulsion-systern noise on rapid transit trains. Similarly, vehicle skirts over the wheels can provide more than 5 dB of mitigation, By carrying their own noise barriers, vehicles with these features can provide cost-effective noise reduction, The cost FCC vehicle skirts will add approximately $5000 to SI0000 per vehicle Undercar° absorption will add approximately $3500 per vehicle, awning that 5!l of the underside of the flour is treated.
▪ l ventative Maintenance (trail) - Preventative maintenance is the best strategy to minimize rail and wheel deterioration. While these are not mitigation measures in the traditional sense and should not be included as mitigation In an erwironrniantal clocurnent, they can help to keep both noise and vibration levels at a "like -new" level or reduce bath noise and vibration in systems with deferred maintenance, This can be accompanied by considerable life cost benefits for the transit system. o Spin -slide control systems - Simikar to anti -locking brake systems (Af;S) on autorrrrthrl.m spin -slide 'central systems reclute the incidence of wheel flats, a major contributor of impact noise. Trains with smooth wheel treads can be up to 20 dB quieter than those with wheel flats, To he effective, the ant -locking feature should be In operation during all braking phases. including emergency braking, Wheel flats are more likely FEDERAL TRANSIT ADMiNIST 1ATrr3hl ID0
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Ritz -Carlton Rancho Mirage MND 11942
November 2024
2517
RTC -688
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TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL
to occur during emergency braking than during dynamic braking. The cost of slIp-slide control may be incorporated In the new vehicle costs, but may be between $5,000 and $10,030 per vehicle with a maintenance aost of $200 per year.
Wheel truing — Maintenance of wheels by truing eliminates wheel. flats from the treads and restores the wheel profile As discussed above, wheel pats are a mayor source of impact noise. Asa guideline, it is recommended that wheel sets match within approximately taw inch and all wheels on the same truck should match within ±0.02 inches to minimize damage and wear to wheels and rails .54 A wheel tracing machine costs approximately $ I million, including associated maintenance materials and labor costs, The TCRP report estimates a system with 700 vehicles would incur a. yearly cost of $300,000 to $41,00X0 for a wheel truing program.
It Is recommended to install wheel -pat detector systems to Identify vehicles that are most in reed of wheel truing, These :systems are becoming more common on railroads and intercity passenger systems, but are relatively rare on transit systems.
Rail grinding - The smoothness of the runny surface is critical In the mitigation of noise from a ITIOving vehicle, KIP scale g hiding before cermnienoernent of pre -revenue service train operations k critical_ Eypenence shows that grinding new rails alter approximately 3 months of train operations and scheduling routine grinding at approximate intervals of 2 years in the problem areas would minimize noise problems ra4ated to corrugation in most case. Grinding with small machines when the corrugation depth is still small is a reasonable approach. As a,guideline, it is recommended to spot -grind at locations where corrugation occurs before corruption grows to 0:42 inches (32).
Periodic rail grinding can result in a net savings per year- nn wheel and rail wear, Most transit systems contract out rail grinding, although some of the larger- systems make the investment of approximately $I million far the equipment and do their own grinding. Contractors typit�lly charge a fixed amount per day for the entrapment on site, plus an amount per pass -mile (one pass of the grinding machine for one mile).
Typical rail grinding cost would be approximately $7.000 to $ I0,000 per pass -mile.
Wheel and rail profile matching - It Is important to consider the wheel and rail profile compatibility when truing wheels and grinding rails, If the profiles do not match, the benefits of thus kind of preventative maintenance will not be achieved,
It is equally important to consider initial wheel and rail profile compatibility. Work with track designers and vehicle suppliers early In the design process to ensure wheel and rail profile compatibility.
Profiles should be defined during the design phase and should be in FEDERAL TRANSIT ADMiNtST1ATION IQI
41-28
Cant.
Ritz -Carlton Rancho Mirage MND 11942
November 2024
2518
RTC -689
Responses to Comments
TRMSIT NOISE AND tiiBRATION It'1PACT ASSESSMENT 31ANUAL puce when system opens.?T The cost o4 wheel and rail profile matching may be incorporated in the new vehicle and new rail costs.
Profile grinding of the ail head in combination with a wheel truing program may be the most practical approach to controlling and reducing nose and vibration where such practices are not normally conducted.
• Maintenance program - Clearly defined maintenance sperkfications should be developed diirlrtg design phase of the project- The specifications should define rail and wheel pinllles, include detailed guidance for pre -revenue mill scale grinding, address issues related to healthy rail -wheel interface, and include a mechanism for periodic monitoring of wheal and rail condition and verification for cornpllarrceJ r A diligent maintenance program can often resolve or reduce rail noise issues before they occur, Vehicle reconditioning programs should also be developed partkulai.I y for cerrnpoilents such as suspension system, brakes, wheels, and slip -slide detectors. • Guideway Support (Bus) - The smoothness of the running surface is tr iticai iii the mitigation of noise from a moving vehicle. • Resurfacing roads - Roughness on the guideway cart be eliminated by resurfacing roads, thereby reducing noise levels by up to IC dB. ra Bridges expansion joint angles and design - Bridge e.,tpantion jo ints are also a source of noise !or rater -lire vehicles. This source of rouse can be reduced by placing expansion joints on an angle or by specifying the serrated type rather than joints with night -angle edges ▪ Turn Radii and Rail Lubrication = For steel-wheeVstall-call systems with non-stee e trucks and sharp turns. squeal cart typically be eliminated by designing all turn radii to be greater than WOO ft, or ICC tines the truck wheelbase, whichever is less. If this is not possible, squeal can he mitigated by installation of lubricators (though the potential environmental impacts of lubricant application should be factored into this decisionj.Rail lubricators cost approximately $10,030 - $40.0t3Q per cttrve-
✓ Movable -point and Spring -rail Frogs -- Frogs with spring -loaded mechanisms and frogs with movable points can reduce Impact noise near crossovers. According to the TCRP report, a spring frog costs approximately $.lx,000, twice the cost Of a standard frog.. A movable point lrag* involves eiat r ee 5igrYal and control circuitry resulting in higher costs of approximately $FOO,OOO.
• Use of Locomotive Horns at -grade Crossings and Quiet Zones - In cases where commuter rail operations share tracks or ROW with freight or intercity passenger trams that are part of the general railroad system_ the safety rides of the FRA, including the Train I-orn Raffle applyPc, The Train I-Iorn Rule requires that locomotive horns be sounded at public highway grade crossings. although same exceptions m -e ,allowed in carefully defined circumstances. Loccmutive horns are often a major contributor in FEDERAL TRANSIT ADN NIST1ATi13N I
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Ritz -Carlton Rancho Mirage MND 11942
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RTC -690
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TRMSIT NOIRE AND l§BRATION It'1PACT ASSE SMENT I1ANUAL
projections a Adverse noise impact, ih the community Pram proposed commuter rail protects. Since noise barriers are not feasible at highway -rail grade crossings, the establishment of quiet zones could be considered.
Quiet zones can be established in which supplemental safety measures (SSMs) are used in place of the locomotive horn to provide an equivalent level of safety at -grade trossrrigs:1. ,&y adapting an approved SSM at each public grade crossing, a quiet zone of at least a half -mile long can be established, These measures are in addition to the standard safety devices required at most public grade crossings (e.g., stop signs, rellectodzed crosslxicks, flashing lights with gates that do not corrrpdetely block craves over the tracks). Below are four SSMs that have been predetermined by the FRA to fully compensate for the lack of a k comotave holm:
O Temporary closure of a public highway-rali grade crossing - This measure requires closure of the grade crossing fort one period each 24 hours, and the closure must occur at the salve time each day_ • Four -quadrant gate system - This measure involves the installation of atleast one gate for each direction of traffic to fti ly block vehicles from entering the crossing.
b Gates with medians or chorine -fixation devices - This measure keeps traffic ih the proper travel lanes as it approaches the crossing.
This denies the dr iver the option of circumventing the gates by traveling in the opposing lane -
• One -way street with gates - This measure consists of one-way streets with gates iiestalled, so that all approaehIng travel lanes are completely blocked.
In addition to the pre -approved SSMs., the FRA rub also identifies a rarge of outer measures that may be used in establishi rg a quiet zone. Thee could Include modified SSMs or non -engineering types of measures, such as increased monitoring by law enforcement for grade crassirg violations or instituting public education and awareness programs that emphasize the risks associated with grade crossings and applicable requirements.. These alternative safety measures (AWE) require approval by fRA based oft a demonstration that public safety would riot be compromised by eliminating horn usage -
The lead agency for designating a quiet zone is the local public authority responsible for traffic control and law enforcement on the roads crossing the tracks. To satisfy the FRA regulatory requirements-. the public transit agency must work closely with this agency while also coordinating with any freight or passenger railroad operator sharing the ROW, The final environmental document should discuss the main considel-atiore in adopting the quiet zone including the engineering feasibility, receptiveness of the local public authority, consultation with the railroad, preliminr y cost estirnaties.. and evidenced the planning and interagency coordination that has tic -turret' t� date_ If a gthet xrxie will be relied oh as a mitiga tor' measure, the final environmental document should provide reasonable Far more Infvrmnoon on quintzar,es. 'nut Iistas-Awwre.tradot.govrPagcli 013&I, ;LIDERA). TRAMIT ADNONt5TRATrfyN 103
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Ritz -Carlton Rancho Mirage MND 11942
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TRA 4SIT NOISE AND V RATION IA'1PACT ASSE SKENT MANUAL
assurance that any remaining Issues can and will be resolved. For mare Information on documentation ri requirements see Section B_ The cost ofestablishing a quiet zone varies considerably, depending on the number of intersections that must be treated and the specific SSMs. ASMis, or combination of measures that are used_ The FRA,gr,res a cast estimate of $15„0O0 per crossing for Installing twro I00-faot-fang. noretraversahI medians that prevent motorists from driving arotmd closed gates, A typical installation a a four -quadrant gate system is in the mrigeof $175,000- $300,000 per crossing.tttif Vito part for the Installation of modifications can become a molar consideration on a decision to pursue a quiet zone de: natktrn. especially in uses where ionise frail preexisting railroad c perartions controversial in the ccrrmnunity. In many cases where a quiet zone would mitigate a severe impact caused by the proposed transit projectt, the casts are covered by the proIect sponsor and PTA in the same proportion as the overall cost -sharing for the proleet. lb, Evaluate Path Treatments — When noise mitigation treatments cannot be applied at the noise :source or additional mitigation is required after treating the source, the next preferred placer nt of noise mitigation is along the rxr+se propagation path between the source and receiver. Gammon path treatrrnai7ts and their estimated actws.tical effectiveness are included in Table 4-34 and described bepw.
Table -34 Transit Noise Mitigation Measurer Path Treatments Mltigatian Measure
Effectiveness
Noise barriers close to re hider
6-115 3
Noise barriers at row Brie
3 -IS ddb°'r
Alteration of horizontal & vertical atigninenrs
Varied
Wd 9Bde horns
Vaned
Acquisition of beer VIDES
Nailed
Ballast on at -race giir{erral1
3 &Mast on aerial guideway*
5 clI3
Resilient track suppoi z on aerial guldeweay
'Varied
NiePgetagprt trill trcasi
vArtad sit Table 4 -
Apples to rail ptelects mirk
▪ Noise Barriers — Noise barriers are effective in mitigating noise when i hey break the line -of -sight betweex sQurce and receiver, The mechardsn of sound shielding is described In Section 3.3. The necessary height of a barrier leper ids on the source F.pight and the distance from the source to this barrier, see Table 4-28 and Figure 4.11B.
▪ Noise barriers close to vehicles —Barriers located veiry dose to a rapid transit train, for example=, may only need to be approximately 3 to 4 ft above the top of rail to be effective_ Standard barriers close to vd'.hideS can provide noise reductions of 6 to 10 dB.
▪ Noise barriers at ROW line - Barriers on the RO'W lure or for trains or site far trail, the height must be. increased to provide equivalent effectiveness to barriers located close to the vehicle_ Otherwise, the effectiveness can drop to 3 dB or less, even if the barrier- breaks the line -of -sight.
FEDERAL TRANSIT ADNUNISTRATrO'N IQ
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Ritz -Carlton Rancho Mirage MND 11942
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Responses to Comments
TRMSIT NOIRE AND l§BRATION IA'1PACT ASSESSMENT I1ANUAL
All barrier elfectiven�s can lie increased by as me ch as 5 dB by applying sound -absorbing maternal to the inner surface of the barrier_ The length,, of the barrier wall k also important to its efffectivertess. The barrier must be long enough to block noise from a mowing train along most of its visible path. This is necessary so that train noise from beyond the ends of the harrier will not 5evereiy compromise noise-barrler performance at noise - sensitive locations_ The barrier length can be refined In the engineering phase. closely examining -the preacted soured level exceedan€es at specific rereh.'ers, site geometries, and the contribution oa barrier flanking noise. then adjusting the length as appropriate.
Norse barriers can be made of any outdoor weather -resistant solid material that meets the minimum sound transmission loss required by the protect.
Materials that are commonly used for noise barriers include 16-gruge steel, I -Inch thick plywood, And any reasonable thickness of concrete: Typically, a striate density of 4 pounds per square foot Is required. Areas with strong winds may require more stringent structural requirements. It is critical to seal any gaps between barrier panels and between the barrier- and the ground pr elevated guideway deck kw maximum performance.
Casts for noise barriers (teased on highway installations) range from $20 to $25 per square foot of installed noise barrier at -grade with additional cost for design and inspectional Installation on aerial strictures could be twice the amount of Installation at -grade, especially If the structure has to 6e strengthened to accommodate the added weight aril wind load. ,4s described in Section 3.3, noise barriers. if not designed and sited carefully, an reduce visibility of trains for pedestrians and motorists, which causes safety concerns- It is important to consultwith safety experts in choosing and siting, a noise barrier,
• Alteration of Horizontal and Vertical Alignments- Transit alignment in a cut as hart ❑f grade separation can accomplish the same result an Installation of a noise barrier at -grade or on aerial structure. The walls of the cut sen-ve the same function asbarrier walls in breaking the line•of-sight between source and remover.
▪ !Wayside thorns - The sounding of a locomotive horn as the train approaches an at -grade intersection produces a very wide noise footprint In the community. Using wayside horns at these intersections instead of the locomotive horn can substantially reduce the noise footprint without compromising safety a the grade crossing.
A wayside horn does not need to be as loud as a locomotive horn. and the wand rg sound i5 focused only on the area where it is needed. These are pale -moulted horns used In conjunction with flashing lights and at at the InterSeition, with a separate horn orienrad toward each d.retiuon tut oncoming vehicle traffic. Noise levels In nearby residential and bisuness areas can be reduced substantially with wayside horns, depending on the location with respect to the grade crossing_
FEDERAL TRANSITADN NrSTRATIt3N IQ;
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