Rancho Mirage City Council
December 18, 2025

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Table 6-5 Impact Criteria Cansidenng Existing Conditions. _ i 28 Table 6-6 Interpretation of Vibration Criteria for Detailed Vibration Analysis . 131 Table 6-7 Project Types kr Vibration Screening Procedure .,.., .,..,„,,., 135 Table 6•f# Screening Distances for Vibration ........ -., . ..m .., ... 136 Table 6.9 Ground Surface Vibration Level Base Curve 137 Table 6-10 Generalized Ground Surface Vibration Equations r. d........._.. . ., 136 Table 61 l Source Adjustment Factors for Generalized Predrexa?rrs of GB Vibration and Noise,....,. 144 Table {,-12 Path AcAtistrnent. Factors for Generalized Preactions of GB Vibration and Noise 143 Table 6-13 Receiver Adiustrrtrnt Factors for Centralized Predictions of GB Vibration and Noise.__. 145 Table 6-I4 Ganve►si$ri to GrcwruLlx3rne Nr sew .... .. W .,.. .. 146 Table 7-I Construction Equipment Noise Emission Levels .,..,,,..,m .., . m .,, .., m .,., 176 Table 7-2 General Assessrnent Construction Noise Criteria 179 Table 7-3 Detailed Analysis Construction Noise Criteria 179 Table 7-4 Vibration Source Levels for Construction Equipment I54 Table 7-5 Construction Vtbradon Damage
Table C- I Threshold of Moderate and Severe Impacts ., W. .,... ...... W......r., 220 Table F- I Conversion to Source Refea-ence Levels ar 50 ft — I-Iig-Tway and RaiI Sources. , .., , 331 Table F-2 Conversion to Source Reference Leek at 50 ft —Stationary Sources ------ ---------------- 234 Table F-3 Conversion to L at Ilse Receiver, fa- a Slime Train Passby ,.., .,...,...,.. ....,....,......,....., 235 04-28
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List of Examples
Example 4• l General Noise Assessment — Commuter Rail„ ..... ...... ...... ....... ..... ,......... 54 Example 4-Z G r ral Noise Assessment — HighwraylTrartsit.__...,._..T___...,._______.........,_.._.._...______ 59 Example 4-3
Example 4.4 General Noise Assessment — Transit Center 62 Example 4-S Detailed Noise Anil is — fixed Guideway Noise Sources 77 Example 4-6 Detailed Noise Analysis — Highway Transit Noise Example 4-7 DetailedNose Analysis — Stationary Noise Sources ... ,---..--___ Example 4-B Detailed Noise Analysis — Exposure Vs. Distance Curve 87 Example 4-9 Detailed Noise Analysis — Shieldir . 89
Example 4- PO Detailed Noise Analysis — Combine Sources ,, 9I Example 6- I
Example B- I Decibel Addition — identical Busft 103
Example R-2
ExampleD- l Clustering Receivers ,. ...,,,.....,m..,.. .w.,..,.,.A.. . ............ . ......A.. . ......,..,.. .., .,,. .. . .,.,, 223 Example F- I Calculate Sel, i — Lv€ amcrtives ,. 232
Example F-2 Calculate Sal, - Rail Cars.___. .... ..__.. .__� . - _ .._..__.. . .. .. _ .�._ 332 Brample F-3 Calculate Sol, - Rus_..._,...._..........,.... 233 Example F-4 Calculate Sol - Signal Crossing., .. 234
Example F-5 Calculate L -Train PassRrir,...a .,..,.n.R.w........A..... ....,.n.R.w.........,..... ........ ,... . 236 04-28
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Ab51_fac_t
This report is the third edition of a guidance manual originally issued in I99S.1t includes clarifications to existing policy and updates to outdated references where applicable,. Topics pr eroted in this manual Include procedures for predicting and assising noise and vibration impacts of proposed transit projects:
for different stages of protect developn,errr and different levels of analysis. Additional topics intrude descriptions of noise and vibration mitigation treasures, construction noise and vibration. and how to present these analyses in the Federt+l Transit Administration's err iro imental documents. This guidance is for technical specialists who conduct the analyses, as well as project sponsor stall, Federal agency reviewers, and members of the general public who may be affected by the projects_ Acknowledgments
The original l995 version of this martial was developed by the firm Harris Miller Miller & Hanson Iru. (HMMH) and pee -reviewed by agroup of specialists in the fields of acoustics and anvilorirrrernal planning and analysis. HMMH updated this original manual In 2006, The updates for this current version were provided by the JeFr r A. Volpe National. Transportation Systems Center, Cross Spectrum Acousties, and FTA and it was peer -reviewed by a panel of experts, The U.S. Department of Transportation FTA Office of Planning and Environment wishes to thank the follawIng for their participation In the peer review of this manual:. • Scott Edwards
■ AirLlrunyEvans
• Timothy Johnson
• Shannon McKenna
■ Lance Meister
• James Neilson
• Anthony Joseph O5,5i
• Shankar Raiaram
• Judith Rorhat
▪ Jason Ras
• Hugh Saurenman
• Herbert Singleton
• David Towers
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT MANUAL
SECTION Introduction
I. Purpose
The Council on Environmental Quality (CEQ ) regulations for implementing the procedural provisions of the National Environmental Policy Act of 1969 {NEPAY' sf require tfirat a federally -(funded project be assessed for its impact on the human and natural environment prior to implementation. The Federal Transit Administration (FT,A.), in conjunction with the Federal Highway Administration (FI4WA), has Issued detailed regulations impteinenting Nil PA for transit and highway projects. The regulations are codified In part 771 of title 23, Code of Federal Regulations, and are titled "Envirtininental Impact and ReFated Procedures." (23 CFR part 771
The Federal Transit Administration {PTA} provIdes frnanclal assistance for a range of public transportation projects from mew rail rapid transit (RRT) systems to bug 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 concerns 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 trarisft system is often placed near population centers by necessity and may cause noise and vibration at nearby residences and other sensitive types of land use.

Ms manual provides technical guidance for conducting noise and vibration analyses for transit projects. as well as direction regarding preparation cf the information for FTA's erwirornmental documents, Some situations may not be explicitly covered in this manual, the exercise of professional judgement maybe required to extend the basic methods era these rases and frequent constitution with FTA. staff Is important to ensure the methods used meet the requirements for environmental reviews. See Appendix G for information on using nom standard modeling procedures.

In general, the noise and vibration impact assessment prrwn*s for projects includes the following steps:

Determine appropriate Impact criteria (Section 4.I ),

2. Conduct screening and determine appropriate lewd of noise aiwlysis, analyze project noise impacts, and evaluate mitigation options if app-apriate (Sections 4-2 ,S),
3, Determine appropriate level of vibration analysis, analyze project vibration unpacks, and evaluate mitigation options if appropriate (keens 6.1-65).
4, Analyze construction noise and vibration impacts {Section T}. 5- Document findings (Section 6}.
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
I, Organization of the Manuar
This guidance manual es organized by the following recommended analysis workflow. A glossary of terms used throughout this manual is aaaiiable 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 Class of Action and Planning — This section descrl es the first step In the arralysls process that is applicable to both noise and vibration analyses.

Section 3: Transit Noise a This section provide the reader with background information specific to Itaostt noise,
Section ♦: Noise impact Analysis — Thls section provides a general outline of the entire noise Impact analysis process: guiddin s on determining noise impact criteria, methods for choosing the appropriate level of noise analysis ("Screening" "General," or "Detailed), VOIDS for evaluating noise impacts with the Noise. Screening Procedure (a simplified method of evaluating the potential for noise impact from transit projects), steps for evaluating noise impact with the General Noise Assessment procedure (a simplified assessment method to estimate raise impact and compare alternatives for transit projects), and steps for evaluating noise impact with the Detailed Noise Analysis procedure (a comprehensive assessment method to produce the racist accurate estimates of noise impact intended for certain major public transportation protects).

Section S: Transit Vibration - 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, method for choosing the appropriate level of vibration analysis ("Screening" "General." or 'Detailed"), steps for vibration Impact with the vibration screening procedure (a simplified method of evaluating the potential for vibration impact from transit prolects), steps for evaltutirig vibration Impact with the general vibration assessment procedure (a simplified assessment method to estimate vibration impact and crsmpare alternatives for transit projects). and steps for evalvatittg vibration Impact with the detailed vibration ana9ysfs procedure (a comprehensive assessment method to produce the mot accurate estimates of vibration impact intended for certain major public trarr£porration projects).

Section 7: Noise and Vibration During Construction —This section presents the process of assessing noise and vibration impact during constructions, including determination of level of assessment source levels, impact criter la, and mitigation,_
Section B: Documentation of Noise and Vlbradon Assessment —This section includes guidance for documenting the noise and vibration assessment in technical reports and environmental documents.

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TRANSIT NOISE F.ND VIBRATION IMPACT ASSE3s tENT MANUAL

SECTION
2 Project Class of Action and Planning
The level of environmental analysis and review depends on the slgnifi=nce of any potential associated environmental impacts. which In tarn depends In part on the scope and complexity of the proposed project. The goals of a transit noise and vibration impact assessment are to:

I _ Determine existing noise and vibration levels.

2. Assess project noise and vibration for potential impact,

3. Evaluate the effect of mitigation options on impacts.

The class of action determination will inform the required level of analysis. The ETA Regional ofltzQ' determines the class of action based on project information provided by the project sponsor. The follow rg types of information can assist the FTA Rr ;ioraal office h an initial class of action determination for a project:
• Project description
• Project -specific graphics, including
• Pried location/seizes
a Known land use and environmental feratures
■ Additional information, as appropriate:
• Sum rniary of prior planning
• Draft purpose and need statement
Project classes of action are descrIbed in Section 11_ Project planning and development guidelines are presented In Section 21

2. G Project Class of Action
FTA's environmental regulations classify projects try level of rsnYlronrriental analysis. The class of action will determine the appropriate level of analysis and documentation fora project Details or each class are described In the following sections. For more irdarmainin, review ETA`s environmental Impact and related procedures at 23 CFR part 771.
environmental knuact Statements
Environmental impact statements (EIS's) apply to projects that are expected to cause slg+nifIcant eltviroromentaJ effects in the NEPA conte>ct. Typical examples include nevi or extensions of fixed -guideway projects, such as heavy rail, light rail, commuter rail, and automated guideway transit (AGT) systems that are mat located within misting transportation aigfit eaf-way (ROW). It is likely that for major Infrastructure projects requiring an EIS, the most detailed treatment of noise and vibration impacts will often be required.

Categorical Exclusions
Categericil exclusions (CEO arm actions that are excluded from requiring art EIS or environmental assessment (EA) because FTA has determined that they do ha?pJi www.Iridatiovi 12926. hLrnL
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TRANSIT NOISE AND VIBRATION IMPACT AS565htENT !MANUAL
not routinely cause significant environmental[impacts. FTA's CEs are located at 23 CFR §§ 771.118(c) and (a), crxnrnonly referred to as the c -lit anti d -list, respectively. Examples of projects that would normally be CEs include vehicle purchases„ maintenance of equipment velticles, or facilities. and ROW acquisition.

In general. CEs for transit capital construction projects often rewire at least a screening of noise Impacts_
Environ men tat Assessments
When a proposed project h presented to FTA and It is uncertain whether the project requires ari ELS air qualifies for a CE. FTA will normally direct the project spsxrsor to prepare an enviiotrmental assessment (EA) to assist in making the determination- An EA may be prepared for any type of protect if uncertainty exists about the magnitude or extent of the impacts. Generally, an EA Is selected over a CE if FTA .iar.rmines that several types of potential impacts require further- investigation, for example, air quality, noise, wetlands, historic sites„ ardor traffic, but PTA's environmental regulation does not list typical projects that requre I:As.

Experience shows that most of the EAs prepared for transit projects require at least ageneral assessment of noise Impacts.
22 Project Planning and Develnpmene
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Capital transit projects are ordinarily developed initially from a comprehensive transportation planning process conducted in metropolitan areas (see 23 CFR § 450,300).ell The metropolitan planning process often includes some early consideration of social, economic, and environmental effects of proposed mayor infrastructure improvements. At this stage, environmental effects are usually cc nsldeied on a bread scale —IN examplea, overall dent opment patterns, impacts on green space, and regional air rurality. (Noise and vibration ass sments are not ty)aically performed at this stage because the proposed infrastructure~ improvements lack the necessary detalL
Once the need for a capital tlonsit project in a corridor is estabfdshed in the metropolitan transportation plan, the transit mode and general alignment best suited for the corridor are identified The Screening and General noise assessment procedures and the vibration screening procedure desalted in this manual may he used to compare noise and vibration effects among different transit modes and alignments at an early stage of the project planning. The analysis that results is documented through the environmental review prores- NEPA establishes a broad policy regarding mitlgation-ars a means of accomplishing its environmental objectives. Other 'Federal laws: such as Section 4(f) (49 IIS.G. 303) and Section 4104 (33 U.S-C, 1344). have explicit mitigation requirements for certain resources- The decision to include none or vibration mitigation for a project is made by FTA and the project sponsor after public review of the envlrc iimettal document, as appropriate. If mitigation meaauim are deemed necessary to protect the environment or to satisfy statutory requirements. they will be incorporated as an integral part of the primer and subsequent grant documents will reference these measures as contractual obligations on the part of the project sponsor. Through that process, FTA Fe05F AI. TuAN'.IT ADMIINW—BATIoN a
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
ensures that the project sponsor complies with all design and mitigation commitments contairnnd in the envirortmental record.

Once the project enters construction, noise or vibration may need to be reassessed in some circurnrstanc+es, Some large constnr€tion projects in densely populated residential areas may require noise monitoring to erasure 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 tof concentrations of people, noise and vibration Impacts emn be a concerti throughout the environmental review process, design and construction phases - This manual offers the flexibility to address noise and vibration at different stages in the development of a project and in different levels of detail_ 1,3 Mitigation Policy Considerations
lgecaus>e rinks. is frequently among the greatest environmental concerns of planned transit projects, FTA and the project sponsor should make reasonable efforts to reduce predicted noise o levels considered acceptable for affected noise sensitive land uses, The need for noise mitigation is determined based on the magnitude of impact and consideration of factors specifically related to the proposal project and affected land uses,
The goal of providing noise mitigation is to gain substantial noise reduction, riot 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 ion transit operations and maintenance, and any other relevant factors, such as any new environmental impacts that may be caused by the implementation of a noise reduction measure. A thorough evaluation enables FTA to make the findings required by NEPA and other statutes, such as Section 4(f) or Section I06 requirements and t ei' implementing r€sgulataons_
Severe impar=ts have the greatest adverse impact on the community, and mitigation should be stntangly considered_ Areas with 'moderate" impacts also have potential for efle€ts cn the community and therefore should also include consideration and possible adoption of mitigation measures when considered r amble,
Since reasorGableress is not strictly defined, FTA recommends that project sponsors work with the affected public and FTA staff during the environmental review process to decide appropriate mitigation strategies. A project sponsor may aka consider developing and formally adapting a mitigation policy to aid in the &termination of appropriate and applioaEle mitigation meosorrs for current and proposed projects and anticipated impacts. Hawing such a policy in place can aid in the project planning up front and help to expedite mitigation decisiorrs, FEDEMI. Tu. N .IT Ap71rNrStRATIOrd S
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TRANSIT NOISE AND VIBRATION IMPACT CT ASSE3,ihtENT MANUAL The following considerations can assist in determining cir[umstarc that trigger the need for mitigation arid Include examples of how they cn be applied in a noise mitigation pnllicy
■ Number of Noise -Sensitive Sites Affected
A row or cluster residences adjacent to a rail transit fine establishes a greater need for mitigation than one or several isolated residences In a mixed -use area_ Single residences may not be aisle to meet a cost- effectiveness criterion for mitigation.

Example Mitigation Policy Consideration: Set a minimum number of noise -sensitive sites as a threshold, combined with a reference to a cost- effectivertess criterion.
• Increase over Existing Noise Levels
Since the noise impact criteria are delineated as bands or ranges.. project manse can vary S to 7 decibels (dB) within the band of moderate impact at any specific ambient noise level. If the project and ambient noise plot falls just below the severe range. the need fort mitigation is strongest for a moderate impact- Similarly: of the plot falls within the moderate range iust above the no impact threshold, the impacts are expected two be less. so the justification lot mitigation would not be as strung.

Example Mitigation Polley Cunsifdertticror Seta strong need for mitigation when a moderate impact is 2 dl3 (For eicnple) over the no impact threshold.
■ Noise Sensitivity of the Property
Section 4. I includes a comprehensive list of noise -sensitive land tree, yet there can be dilfererrces in noise sensitivity depending on individual circumstances. For eample, parks and recreational areas vary in their sensitivity depending on the type of use they experience (active vs. passive recreation) and the settings in which they are located, Example Mitigation Polley Consideration: Cite the use of the property as a t termination of sensitivity for parks and recreational areas, ■ Eifect3+neness o. f the Mitigation Measures)
Deter -Fill re the magnitude of the noise reduction that can be achieved, and consider whether there are conditions that limit effectiveness, such as noise barrier effectiveness for a multi -story apartment building.

Example Mitigation Palley Censfdetatlbn: Seta minimum reduction in noise level to be considered effective. A 5 -dB reduction Is typically considered air effective reduction from mitigation.
• Feasibility or the Mitigation Me ure(s)
Determine II the mitigation mere 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 FECI5F AL TPAN eft ADMINriliikATIQN r,
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TRANSIT NOISE AND VIBRATION IMPACT A4565htENT MANUAL
❑r b.2cat of safety concert espe iaI related to sight limas for pedestrians and veh li _
Example Mitdpatlan Poky f ortsiderat em: State that the engi veering design of the mitigation must be feasible, that it must be implementable in light of operations, aril that rnitigarlon must not compromise safety. • Fairness and Equity of the Mitigation Measure(s)
Ensure that reitigrtion measures are applied in a lair and equitable manner.

In many cam small differentia in distances or operations can resuir IN small differences In protected noise levels. For example, all the residences in a row could have a protected moderate impact except for one residence at the end of the row that falls just under the moderate criteria due to bung suet slightly further back from the alignment. Ina case like this, mitigation should be applied for the entire row of r23idenom it possible.

Example Mittgatlon Poky Conslderotfow State that mitigation should be applied equitably,
• Existing Transportation Noise
Neighbor 'weds witli ambient noise levels all heavily influenced by transportation noise, especially the same type of noise source as the profit, should be considered. Often adding a new similar noise source will not add to the ambient rise levels or only slightly Increase It to within acceptable levels_ Whereas, Impacts would be more likely, if the new eoise was added to a neighborhood with minimal transportation noise. However, rt k important to note that per (Section 4-1, Step 3) the higher the existing noise, the lower the allowable noise increase from new sources- A new cumulative nose enviroimrent may be very objectionable became people will not be compartmentalizing the existing noise versus the new noise and reacting only to the new noise. In this cirrumstarice, impacts predicted in the moderate range could be treated as if they were severe.. (Example Mitigation Policy Ccnsldcraticax Seta policy that moderate impacts under- these clrcaimstances be treated as severe and cite the potential for reducing noise from existing tramcspartation noise, as well as from pnoject rrriiSe_
• Community Views
This manual probes the methodology to make an objective assessment of the need far nvi€e mhpgat an However, the views of the community should be rarrsidered where there are potential noise Impacts predicted through igh
this manual. The NEPA compliance process provides the framework for hearing the community's concerns about a proposed project and then making a good -faith effort to address those concerns. Many projects can be exiaecied to have projected noise levels within the moderate impact range and, where possrbk, decisions regarding reitrgatrbn should be made after considering input from the affected public, relevant governmem 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 perceived adverse visual effects_
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TRANSIT T NOISE AND VIBRATION IMPACT A4565htIENT MANUAL Example Ion Palley Consideration: State that tornrnur1Ity Input in determining the reed for mitigation will be included whenever possible. • Implementation Cast
Cast Is an Important consideration in rearhIng decisions about noise mitigation One guideline far gaugtntig the reasianablen s of the cot of mitigation is the state DOT s procedures of the subject. Many states have established their own coat threshold per benefited residence for determining whether instaliatlon of noire barriers for noise reduction is a r asonande exp ,diture_ Several airport autharkklr s heave placed limits on the cats they will Incur for sound insulation per residence for homes. and FTA assesses cost in a similar manner by hem:flied residence. Higher casts may be justified depending on the specific set 0i circumstances of a project Example 1H1#lgation Polley CansidtratIan: State the adeipted east threshold per benefited receiver for typical circumstances.

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TRANSIT NOSE AND V BRAT1ON IMPACT ASSESSMENT 'MANUAL
SECTION Transit Noise
3 Figure 3-I Source -Path -Receiver Fran -work
This section presents the basic tanners of transit noise as background for computation methods and transit noise assessment procedures presented in Section 4. An overview of fundamental noise topics, including amplitude, frequency, time pattern, and decibel addition, k presented in Appendix B.

The Sourc -lath-Receiver framework for noise ilhustrated 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, I orrg the propagation path between ail sources and receivers, noise levels can be reduced (attenuated) by distance depending on ground type, Intervening cshsrac[es, arid outer factors_ Finally, noise co ibirts from multiple sources at each receiver and potentially interferes with activities at that location.

This section contains the ro-liuwing:
■ Section 3. I presents the noise metrics used in this manual. • Section 12 provides an overview of transit noise 5ourct s. including a listing of maim sources and a discussion of noise-ganeratlon mechanisms.
• Section 3.3 provides an overviews of noise paths, inuring a discussu0at of the various attenuating mechanisms on the path between so,Irce and' receiver.
• Section 3.4 provides an overview of receiver response to tray it noise. including a discussion of the technical background for transit noise criteria and the distinction between absolute and relative noise impact.

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TRANSIT NO1Sf AND VIERAT1ON IMPACT ASSE3,ihtENT IMANUAL

3. n Noise Metrics
This manual (isle the noise metrics outlined In Table 3.6 for transit noise measurements, comrprttations, and assessment. The terminology is consistent with common usage in the United States. All of these noise metrics are expressed In units of A -weighted decibels OdRr+4). A -weighted sound levels represent the overall noise at a receiv€'r that Is g usted in frequency to atppi uximate typical human hearing sensitivity, This is the basic noise emit for transit noise analyses.

Table S -I Noise Metrics
Fetch•
Ap�brervewlatfon
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 serrsanvtty. This Is expressed as A-vreaglued *otitis NBA) the basic noise unit for transit noise analyses.

Sound Exposure Level
SE_
SEL is the cumulative noose exposure from a single remise ewrent, herrnAted to one second, SEL contains the :same overall sound energy as the actual varying sound energy daring the event it is the primary metric Ior the measurement of transit vehicle noise emissions, and is Arr hrterreediat,e metric in the measurement and ealearlatlon of both Lea,,, and Let
Equivalent Sound Level
Lee
The equivalent sound lewd Lee ₹ describes a receiver's cumulative no exposure from all events normalised to a speti1ed periiod of time '.t' , LArt, rapreventa a hypothetical, constant sound level and contains the same everall mound energy as the actual varying sound energy during the time period "t". For transit noise impact assessments the equivalent sound Iew131 mettle is A-wvelghted And all events are normal'aed over a one -hour time period. Lwim. For transit noise assessments this metric is ApproprIate feu non•readeneial land uses and is computed for the loudest hour of proiect related activity duct% hours elf rstNstr sActrsiafvity,
D..yNiel. Sound Level
Lie
Liiii describes a receiver's cumulative noise exposure from all events over 24 hours. Events between II? p.m. and 7 a.m. are increased by ILI dB to account for humans' greater nighttime sensitivity to noise. L. Is used to assess transit noise For resldeit iat land uses.

Maximum Sound Level
f .

The maximum level describes the anaximum noise level reached during a single noise event for transit noise impact assessments, it is appropriate to consider the A -weighted inexinwrn level (4.,r. ) to understand the full context of the scenario. It Is not appropriate to use this inane far transit noise impact assessments_ This metric is commonly used in vehide noise specification and commonly measured for individual vehicles.

The noise metrics, inducing their application to transit noise and vibration impact assessment, one described in more detail In Appendix R. I.4. Mathematical definitions and graphic illustrations are presented to facilitate understanding and the interrelationships among metrics.
32 Sources of Transit Vehicle Noise
This section discusses rnalrx characterlstic5 ❑f the seurces NJ transit noise..

Transit moose can be generated by transit vehicles In motion,, stationary transit FELDERAL i .A IT ADMINISTRATiDni I
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
vducl , and faxed -transit dadlities. Procedures for computing nearby noise levels for rroaiIar sources as a funetiun of operating parameters such as rehicle speed are given in Sections d,4 and 45.

Transit Vehicles In Motley(
Transit vehicles most noticeably r tiate noise when in motion_ Noise from transit vefvcies in rnotpon ran corns from multiple sound, including the propulsion unit (i,e.. the engine and engine components). the interaction of the wheels andfor tires and the purring surface. and warning bells and horns.

Vehicle pr8pulsion units generate..
• Whine from electric ecintrol systerns traction motors that propel rapid transit ears
• IDlinel-engine estate( noise from both diesel-electric locomotives and transit buses
• Air -turbulence noise generated by cooling farts
• Gear noise
Noise is also generated by the interaction of wheels arrll'or tires with their running surfaces, line noise from rubber -tired vehicles is generated at normal operating speeds. The interaction of steel wheels and rails generate= • Rolling noise dire to continuous miffing contact
• Impact noise when a wheel encounters a discontinuity in the running surface such as i rail joint turnout or crossover (where the train or rail vehicle switches off one track and onto another)
• Impact fir3154 from the wheel and runnlntg surface if the wheel k rut completely round (wheel flat) or If the running surface is not completely flat
• Squeal generated by friction between wheels and rail on tight ctwves Transit vehicles are equipped with horns ?And bells far- use in emergency situations and as a general audible warning to track workers and trespassers within the ROW, pedestriars. and motor vehicles at highway grade crossings.

Horne and bells on the moving tnnslt vehicle combined with stationary bells at - grade crossings can generate high noise levels for nearby residents and are often sources of complaints.

For many noise sources, such .as transit vehicles, the sound level is deperxlent on the spud of the noise source. In other Gases, such as dnr stationary so1.11.0 or horns mounted on vehicle, the sound level is met dependent on speed.

Figure 3-2 ilIustrates sound level dependence on speed for a diesel -powered commuter rail train and an electric -powered transit train assuming all other parameters, such as weight are equal. Plotted vertically in this figure is a notional indir tion fl the m-aximum sound level during a passby. Speed dependence Is strong for electric -powered tr=ansit trains because wheelFrail noise is the dominant noise source and noise from this type of source Incenses strceigly with speed. Diesel -powered commuter rail train noise is dominated by the locomotive exhaust noise at slower speeds. As speed increases, wheel -rail EOERaL TAANSIT ADMINISTRATIL N I I
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
noise beconn4 the dominant noise source and diesel- and eectrc-powered trains generate similar noise fevers_ Similarly, speed drprndence is also strong for automobiles, city buses (two -axle), and non -accelerating highway buses (three -axle). because tireipavemerrt noise is the dominant noise source for these vehicles.. Acceleratirrpg highway buts noise is dominated by exhaust noise. iNelp Spoof
Figure 3-2 Sound Level Dependence on Speed
Sound levels close to the source are also dependent on vehicle acceleration, vehicle length, riming surface type, and running soilage condition. For high- speed rail vehicles (vehicles with an operating speed of 90--250 mph are typically beyond the scope of this manual), air turbulence can also be a soiree of noise.

In addition, for an elevated stnacture, till; guideway can radiate noise as it vibrates in response to the dynainie loading of the moving vehiclie. ,l can Tlrautsit sibi s
Noise can be generated by transit )rehides even when they are stationary, For erwmple. aitrciliary equipment sour as coding fans on motors. radiator fans, pits hydraulic, pneumatic,. and air-conditioning, pumps, often continue to run when vehicles are stationary. Transit bum are also often left idling in stations or stogy yards,
Fish -transit Fatties
Noise can also be generated by sources at fixed -transit facilities. Such sources include ventilation fans in transit stations, subway tunnels, and electric power substations, as well es equipment in chiller plants, and many astivitl+es within maintenance facilities and shops.

Common Noise Sources
Table 3.2 summarizes common sources of transit noise by vehicle and facility type.
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Tf4J5F+f5fT NOISE AND VIBRATION IMPACT ASSE35I-tENT !MANUAL Table }-2 Sources of Transit Noise
Vehide or Facility t Dominant CtxreFrorients nun onrs
RRT or Light Rail Transit
(LRT) on esdusa'e ROW
Wlteeirrail interaction and
guidetvay arnplificatior
Depends on ccindruen of wheels srad calla
Propulsion system Whcwt accderadng and at higher speeds Brakes
When etoppirsg
Atodliary equipment
When stopped
Wheel squeal
On tight curves
in general
Noise increases with speed and train Ien th
rJ4T in Mixed Tra16c
Wheel squeal
Can tight curves
Aurdliary equipment
When stopped
Hai ns and crossing, bells
At -grade crossings and stations
inyerrerd
Traveling at lower spetda. In illiXEld tral6
produces less noise than when traveling at
lather speeds in exdiriiµe ROW
arnnr to Rail
Herr,] exhaust
Can diesel -hauled trains
On bath diesel and electric -powered uaii
Cooking inns
Wheel+rani interaction
Deg -rick on condition of wheels and rails
Horns and crossing gate bells
Atli tde C.i csszrrigs and star.ions
in lemma
Nni.en it iaaially dominates. by ibrc,mr;,tree: .ir.
horns'btslis a trade crossings
Low and intermediate
Capacity Transit
'ropulsian systems. lnduttng
speed controllers
At low speeds
Ventilation systems
At lees xpeeds
Tit et/guideway interaction
For rubber -tired vehicles ndu3rg rtionorais
WheeVrail interaction
Depends on condition of wheels and rails.
ht genera
Wide range of vehicles: monorail, rubber -
tared, steal -wheeled linear Induction, Nola*
characteristics depend upon type
Diesel Basset
Coo ing`ans
W leasing
Engine casing
While idling
Diesel,=sbauac
Tirelroadway interaCtinn
Atinw.apeeds and 'Mille acctelei,ttlirg
At moderate and high speeds
lrigtvsrrrd
lasdudes city banes (gehaerdly two -axle) and
commuter buses (generally three -314e}
Electric Buses and
Trackless Trolleys
Tirelroadway interaction
At moderate speeds
Electric traction raptors
At moderate speeds
ingeneral
Muchnesterthan diesel buses
Sus Storm Yards
asses starting up
Usually most risrutptive In die early morning
Casually near entrancedexits andkor locations
that require buses to accelerate (tight turns)
Buses accelerating;
Buses idling
Warm-up areas.
ingerherd
Sate specific alien peak periods with
considerakfe noise
Rail Trarh, towage Yards
d€'S
Wheel squeal
On eight curets
Wheel Inputs
On faints and smitcires
Wheel roI big note
On tangent track
Auedliaryequipment
Throughout day and nIgKt Includes air -break
release noise
Coapling+uncoupling
Can storage tracks
Signal hosts
Tiltougliout yard site
er el
I periods
Site specific often early mewling and peak
with considerable noise
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MaintenaDee Facifiriet
Subways
Sisal halos
Intercoms
Imp= tools
arllrus washersidriers
Vehicle activity
frr general
Throughout faciity
Throughout facility
Shop Policing&
Wash ladlity
Throughout facility
Site specific onnslderad,e activity throughout
day and night some outside
Patron arrivalideparture, especially in early
morning
Bins fouling gone-
Pfettarm ariaa
At Mn rr uiNr rail termins I staiicini
At terminal stations and layover faolitios
At &cations_ it appfir le
.cite specific. With peak activity periods
Aucomobiles
Buie&idIng
Intercoms
Locomotive ring
Auxiliary systems
Horns
In general
Pans Noise through vent shaftsfstructures
liuseotrains In tunnels Noise through vent shaft9fstructures Noise is not a problem. except in the
Inn -innate vicinity of vent ilrafcslitructurr-s
In Vgeneacl
fke
@e to Appendix 1'afrr 4dutrrrnal Infnrmatirn
33 Paths of Transit Noise from Source to
Receiver
This section contains a qualitative overview of noise -path chearacteristics from source to receiver, including attenuation along these paths. Equations kw specific noise -level attenuations along source -receiver paths are included in Sections 4:4 an .1
Cant_
Sound paths from source to receiver are predominantly thmiugh the air_ Along these path, sound reduces with distance due to divergence, alisorptitrrddlfdusion, and shielding. These mechanisms of sound attenuation art discussed below,
Divergence
Sound levels naturally attenuate with distance, as shown in Figure 3.3_ The plot shows attenuation at the receiver relative to the sound level 5'O ft born ti le source_ This type of attenuation is called divergence and is dependent upon source cunikuration (line or point source) or other source -emission characteristics. Localized sources (point sources) grouped classy together attenuate greatly with distance at a rate of approximately 6 dB per doubling of distance, Examples of point sources include highway grade -crossing signals ahofkg rail corridors, intercoms in maintenance yards and other closely grouped souro a+s+r of n Vehicles passing along a track or roadway farming a line are, ialfed Ilne scurrte Line accents ate -Mate I iFi o OraS9urc with distarrm& Rate of attenuation for line sources varies depending on the noise metric. i.azpthrl. and L., noise levels attenuate at a rate of 3 dB per doubling of distance and 1 �, txaise levels atterruaite at a rate of 3 to 6 dBs per doubling of distance.

Figure 3-3 ilizistrat, vivo--nate atteralration with distance betweten the source:
and receiver for point and line soaijrcee, The litre source ctr ve for the L,,... noise kElDERAL T -R NaSIT ADMINISTRATFLN
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metrcc separates fntb three curves because It is dependent on the length of the Ilse sources Equations for the curves en Figure 3-3 are included in Section 4S Figure 3-1 Attenuation Due to Distance (Divergence)
.bsorptlonf DIffusioni
In addepvn to distance, sound levels can be attenuated depending an the type of ground between the source arid receiver. A portion n of the sound energy is sorbed by the ground and only the remaining energy travels to the source.

How much energy the ground absorbs is dependent on the ground type (characterized as acnustir lly "'hard" or "soft' ) and geometry. Example absorptive ground types incliyde freshly -plowed or vegetation -covered ground.

Figure 3-4 illustrates approximate attenuation due to ground type by source to receiver path distance and height Grcx.end attenuation can be as large as 5 dB over a path distance of several [naafi ed ft, At very large distances, wind and temperature gradients could modify the expected ground iatterxaiion. However. these variable atmospheric effects are not included in this manual because thy generally occur beyond the range of typical transit -noise impact. Equations for the curves in this figure are included in Section 43.

Zia
Ksu
t!A
so
lawiramatirsionsa
Figure 3-4 Attr≤nuAtien clue to Soft Ground
'Melding
Sound paths are sornitimes interrupted by terrain. human -constructed noise barriers. raves of buildings. or rather objects. No barriers are one of the most effective means of mitigating raise (Section 43, Step 7). A noise barrier reduces sow id levels at a receiver by Ixeaking the direct line•of-sight between source and receiver with a soitd wall (in contrast to vegetation which hides the source from view but does not reduce sound levels substantially over short distances).

Smartt energy reaches the receiver only by bending (diffracting) over the top of EI7ERdL Tri ai+$IT ADMINI;TR&T L N I
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TRANSIT NOISE AND VIBRATION IMPACT AS565NtENT !MANUAL
the harrier, as shown in Figure 3-5. This diffraction over the barrier reduces thie sound level that reachi the receiver. One important consideration in using noise barriers to mitigate noise impacts is safety. Noise barriers, if riot designed and sited carefully, can reduce visibility of trains for pedestrians and motorists, leading to less safe conditions. It is important to consult with safety experts when choosing and siting a raise harrier.

Noise barriers for transportation systems are typiically used to attenuate noise at the receiver. potentially reducing received sound levels by S to IS dB. depenciing upon barrier height. length, and distance from both source and receiver. Harriers on structures close to the transportation noise source rrvay provide less attenuation than barriers located farther from the source due to reverberation (multiple reflections) between the barrier and tbe body of the vehicie or noise source, This reverberation can be offset by increased banner bight and/or acoustical absorption ari the source side of the farmer. Further discussion and agitation on acoustical absorption and barrier attenuation R provided in Section 4.5.

Source -to -receiver sound paths may not always travel through the air, hurt rather through the ground or through structural components of the i btikltg. Discussion of such ground -borne and structure -borne propagat,, ri t. included in Section 5.

Cia
L mar.
mesa. ansoseen
Figure 3-5 Noise Barrier Geometry

3.4 Receiver- Response to Transit Noise
This section contains an overview of hurnan receiver response to nois'e It serves as background information for the noise impact criteria in Section 4.I.

Noise can interrupt ongoing act ++fties causing community annoyance, especially in residential areas, In general, most residents become highly annoyers when noise interferes considerably with activities such as sleeping, talking, noise - sensitive work, and audio enteriatnmat In addition, some land 1.15E5, such as outdoor concert pavilions, are inherently incompatible with high noise levels_ EUERaL TRnr+$IT AOMINIrTFA
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Annoyance from mdse has bean investigated and approximate dose-reparise relationships have been quantiliiad by the Ld_S. Environmental Protection Agency (EPA)0I The selection of noise metrics in this manual is largely based upon this EPA work, Beginning in the 1970, the EPA undertook a number of research and synthesis studies relating to community noise of all types. Results of these st,udiiN have been widely published, discussed, and refereed by many professionals in acoustics_ Basic conclusions of these studies have been adopted by the Federal Interagency Committee on Noise (FICON 9 the U.S.

Department of Housing and Urban Development (HUD), the American National Standards institute, and even Interrratioraallyr olive Conclusions from this seminal EPA work remain scientifically relevant today.

Figure 3-6 contains a synthesis of actual ruse studies of community reaction to newly introduced sources of noise in a residential urban neaghborhood.r'm Plotted horizontally In the figure is the increase in noise Worn new source above mdsfing noise levels mcpreesed as Day -Night Scold Levels. Lin, discussed in Appendix B, I A.5. Matted vetticaally is die c;ommunity reaction, to this newly introduces Dole,- As shown in the figure. community reaction varies from no reaction to vigorous action for newly introduced noises averaging from I fl dB below existing to 75 dB above existing. Note the assumptions included m the graphic ar$ associated with the specific data poi] its from the study. These assumptions are generally appropriate to give context to most transit projects, but community reaction may differ kw conditions specific to each project, In many community attitudinal surveys transportation noise has been ranked among the greatest causes of community dissatisfaction. A. synthesis of many such surveys nn army yance iJiotwn in Figure 3-7,;I IurI1 Noise exposure levels are plotted against the percentage of people who are highly annoyed by Ilre particular level of neighborhood noise. As shown in the Figure, the percer1t ge c:f high annoyance is approximately 0 p€s-cent at 45 dB. lO percent around 60 dB. and increases quite rapidly to approximately 70 percent around B5 dB. The scatter about the synthesis line is due to community variation and wording differences in the surveys. An update el the original rpsparch containing additional railroad, transit and street traffic noise surveys generally follows the shape of the original response curve shown in Figure 3-7,fi0rai As indicated by Figure 3-6 and Figure 3-7. introduction al certain levels of trai- ]t rase into a community may have two undesirable effects. First, it may substantially increase noise levels above existing noise levels in a community.

This effect is called a relative noise impact. Evaluation of this effect carripares new noise levels to the eadsting levels. Criteria for a relative nckse impact evaluation are based upon raise increases above exlstliig levels.. Second. newly introduced transit noise may Interfere with cornrriunity activities independent of existing anise levels. For example, it may be too loud to converse or sleep. This effect is called absolute noise impact and is expressedas a fixed level threshold that Is not to be exceeded_ The fixed level threshold Is determined independently of existing noise levels, Relative and absolute noise impacts are discussed in terms of transit noise criteria In Section 4. I. Step 3. v The FederA Prwera,3en y Committee an *dawn Noiie (RC N) it the cw*ewt xer$Ion of 66 gxvup. kE�ERA. TPA? IT AOMINI;TRATiL N 17
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O U- WWI
latr or Iii
1IIi•I.I.DIA ----
17 I.IOa wwI
Opmeset 0000044
MII w91IV
Doom* Parole,
In
I I n III
s n
I
•as
OD i I
a
•r•II Ii ee
i e
•
• II I
I
•
a. • .r■wrI
• U •
esomilkoe
•�1000000ono.
rMnileni orr-M
�t v 10 �a
horses in noir Ono nor motes d..i r leop NEW realm La
Figure 3-6 Community. Roactlon to New Nolio, Relative to Existing Nolte in a Resident i,l Uri:An Etrnronment
Fig. ure 3-7 Community Annoyance Due to noise
x
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
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 kr FTA NEPA approvals. li impact k determined, measures necessary to mitigate adverse impacts must be considered for incorporation into the praject.il'+ It is recomrnended that protect sponsors develop and formally adopt a policy for determining the need for mitigation for situations that are loosely covered by the Impact criteria.

Considerations for mitigation policies are included) in Section 2.3. The PTA noise impact analysis steps are summarized as follows and are described in the subsequent subsections:

4.1: Determine noise Impact erlterla.

Step I: Identify the type of project/dominant noise source fustiest or mltltimodal).

Step 2: Choose land use category for FTA criterrau

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 No Screening Procedure.

Step I: Identify project type.

Step 21 Determine the screening distance,
Step 3: Identify the study area.

Step 4: Locate noise -sensitive land uses..

4.4: Evaluate impact according to the General Noise Assessment and evaluate preliminary mitigation options if impact is found,
Step I: Identify noise -sensitive receivers.

Step 2 Determine the ?roped noise source reference levels.

Step 3: Estimate project noise exposure by b to me.

Step 4: Combine noise exposure from all sources.

Step 5: Measure existing noise exposure -
Step 6: Inventory noise impacts.

Step 1: Determine noise mitigation nos,
43: Evaluate for impact according to the Detailed Noise Analysis and evaluate mitigation options if impact is found.

Step I: Identify noise -sensitive receivers.

Step 2: Determine noise sauce levels for detailed analysis.

Step 3: Calculate protect noise exposure by distance -
Step 4: Combine noise exppsure from all sourtca-
Step 3: Determine existing noise exposits.

Step 6: Assess noise impact.

Step 7: Determine n41"ie mitigation measures.

In addition to analyzing for potential rntslse impacts. analyze the protect for potential vibration impacts according to the process presented in Section 6.

After both the noise and vibration analyses have been completed. assess t:EDERA1. TRANSIT AOMINI;TRATIL N i 9
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TRANSIT NOISE AND VIBRATION IMPACT AS5651tNT !MANUAL
construction noose and vibration according to Section 7 and docunent findings according to Section B_

4.11 Determine Noise Impact Criteria
This section describes the procedure for determining the appropriate criteria far assessing, project noise impact based on the type of projiect and project noise source, Proiect vase 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 an 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 uricertaenty in how to determine the appropriate criteria, contact the FTA Regional office.

The selected ciitena are used in tbe analysis procedures discussed in Sections 43, 4.4, and 43 to identify potential impacts and the level of impact 5tet
Transit
orry}
lo
1 r.rwrt
�'► ararsof —.
* tY *mom
(AM
fan. ia�.als
er •
rill a W,Na
,.,r.. a stab
7Eao
MW*.4 a•rs a
Figure 4-1 Noise Impact Criteria Flow Chart Isy Proiect Segment FEDERAL 11RANSIT ADMINISTRATILIN I+,
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Step I: identify project Type
identify the type of project us transit nr+rr tirnodel (Irani* and highway}, err other inintJrn dot acrordng to the dominant noise source.

Option acv Transit Project (Transit Noise Only) -. The transit project category includes At transit proj+ is where the project noise is eXCliniVely due to new transit sources, no changes are made to the highway or to existing highway noise barriers, and the existing noise levels generated by roadway souirroes will not change because of the project For thine transit projects, FTA is the lead agency currductlrrg the environmental review in cc+operatiou with the transit agency.

Typical examples of transit p ojects Include:
• Kitt LRT, commuter rail, 2M AGT
■ Rail projects built within an existing; highway or railroad corridor that do not It the existing noise levels generated by roadway Sotaces ■ Bus facility jwojeetts with operations on local streets and highways used to access the facility, where tree project does not include roadway construction or rrrodification that changes roadway capacity substantially • Fixed fa€ilities.ircluding storage and maintenance yards,. passenger stations and terminals. parking facilities, and substations • Portions of transit projects not adjacent to highway conzdrars ETA rrnpact criterocr are uppreiunate fix transit prefects„ proceed to Step 2.

Option B: Multirncrtlal Project (Transit and Highway Noise)— In this manual, "rrrultimrxfar refers to projects that include changes to both transit and hi hway crampvrierits, resulting in project noise comprised of both highway and 'transit fir,r54. Sot$rce5,
Typical samples of multirnodal projects include:
■ New highway construction providing general-purpose lanes: as well as dedicated bus and high occupancy vejricle (NOV) lanes
• Rail transit projects that involve changes to the trighway travel lanes ar existing highway noise barriers
Evaluate mtrltimodal projects ler impact according to the project noise source by project segment FNWA's noise assessrnart methods are used to inform FTA's NEPA evaluation only fdr segments where highway riui:se levels change due to the transit project, These projects are not necessatiiy subject to FHWA`s procedures at 23 CFR part 772 (see cull out box below) For segments of the project outside the highway corridor, use FTA's criteria and methods. Use Table 4-I to determine multimodall project noise.

Once the project noise scaurc s) Is idemllred, determine the appropriate assessment method according to Table 42.

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TRANSIT NO1Sf AND VIBRATION IMPACT ASSl3SFtf:NT !MANUAL Note: that a aeparata noise analysis may be required for FHWA approval of a multimodal project pursuant m 23 CFR part 772. For these project& it k important to work with FHWA early in the environmental rn tiew process to determine. how a no assessment will la* completed where PH WA approval is needed for the project.

The decal -titillation r t witerher a project is suljett to FHWA procedures at 23 CFR parr 772 d�{,es, is rpon the Spdclllt rarsumsttnte# , a project A proposed traupit project that waWd share in existing Itihway:ROW k not rrecassarily a FHWA-deiced multimodal project A transit project die meets di trace of the following crlteiia is non consicinted a mulrrimodal project subject to 73 CFR parr 772:
• FTA ,s the lead agency In the NEPA process and FHWA'. Finated participation k as cooperating agency,
• The, main transportation purpose of the project es stated in the purpose and need statement ai the emvirenmental document is transit -related and not highway -related • No Fr>3eral•ard Nghway funds ors being used to fund the prolecr Table 4- I Multimodal Project Nolte Facstrri
Factor
Description
Volume of
Traffic
Major freeways and interstate highways often carry large volumes of traffic throughout the day and night such that the highway mouse dominates at all rimes. TIUnitnoise in this case may be unimportant by comparison, but {Dust. still be evaluated using PTA's noise criteria fora potential impact.

Traffic Patterns
Some highways and arterials serve primarily as commuter routes such that nightshift LI affie diminishes conslderaF>ty, while transit systems ccontlaue to E,per .te well into the late hours. Here the dominant noise saurte at times of maxi mitrn taansitenty may he transit
Type of Trafic
Some highways and arterle9s may serve con...mute's &meg the daytime hours. but provide access to business centers fay trucks at night. In this case the roadway noise would likely continue to dominate.

Alignment
Configuration
Elevation of the transit made in the rktdkIn tar beside a troy highway may result in transit noise contributing more noise to nearby neighborhoods than a highway that may be partially shielded by rows al braidings adjacent to the ROW. In this, case. both transit and highway noise May be considered dominant
Table 1-T Muitimadal Project Assessment Methods
Dominant
Noise Source
Assessment Method
Transit at
All Times
Use FTA criteria and methods Proceed la Step 2
Highway, at
All Times
Use FHWA criteria and methods to inform FTA's NEPA evaluation. Cneitext FHWA *reify Pr ussistanse aasJrrg FHWA nose drudiLlt WO** OM'F1114/4 nut impact criteria
Transit and
Highway at
Different Times
Use both the FHWA and PTA methods to &amine if one; both, or neither method determines Impact due to the project noise for these segment*. Note that the project noise indudes both highway and transit sources associated with the project Both methods are used because the FTA methods consider nighttime sertii¢viey while the FHWA methods consider the peak traffic haw-.

Proceed to Step 2 for FTA criteria Contort FHWA director for assistance using FlaWA noise marsh erethoth and FNWil nabs impact criteria
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TRANSIT NOISE AND VIBRATION IMPACT ASSI3SMENT !MANUAL
Option C. Other MultImodaJ Projects — For protects with components from other modes, contact die FTA Regional offIce Additional information on high-speed rail vibration and noise can be found in the Federal Railroad Administration CFRA) "HO -Speed Ground Transportation Noise and Vibration Impact Assessment" guidance manual.lui
Step 2: Choose Land Use Category for FTA Criteria
'Determine the appropriate rtase-sensitive land use category for the Drollest segment using Table 4-3 and the descriptions behxvr then, proceed to Step 3: FTA criteria are presented by imrd use,
Table 4-3 Land Use Categories and Metrics rot Transit Noise Impact CrioxPa Lend Use
Category
Land Use
Type
Noise
Metrk, dBA
Descrlptlon of Laud Use Category
High
3ensirsaty
Outdoor
L.,,,,,..'
Land where quiet is an essential element of its intended fiur pose. Example laird uses in dude- prlenred Land Law serenity and quiet_ outdoor amphitheaters and concert
patihons. and national historic landmarks with
consideridale outdoor use Recording studios and concert legs arm also Included in this category.
2 Residential
Ourdner L4,
This category is appIoble all residential land use and
buildings wlutre people normally sleep. such as hotels and hospitals.

Prtstituti vial
O r
L,yir,.•it
This Wit' is applicable to Intdtusionsi land uses wish
primariy daytime and evening use. Example Sand uses
indude sehook, libraries, theatersand churches where it is urpnrtawtt all avoid interference with soar i ilvides as speech, mectations and concentration on reading
nareriaL_ Places for nseditadon ur study assacfated With cemeteries. monuments, museums, campgrounds. and
rertcatiorad facilities are also i ndtrded in this category trtrxrcr the Iwadest hour df project -re lattlrd manly thrring bows aF noun aerartnnty.

Noise -sensitive land use categories are descrebed In in order of sensi Nulty. Most cemrnerceal or industrial uses are not considered noise -sensitive because activities within these buildings are generally compatible with higher noise levels.

Business can be consPdered noise -sensitive if law noise levels are an Important part of operations. such as sound and motion picture recording studios_ For residential land use (cat€gory 2), apply the noise criteria at the nearest facade of the occupied portion of the building, e.g.. not at a game or porch.

The residential criteria should be applied at locations with nighttime sensitivity.

For major noise -sensitive outdoor use at non-residential locations, apply the noise criteria at the point of noise serrsluve use isearimt the noise source.

Land use categories are evaluated using noise metrics that reflect the noise - sensitive rime of day:
■ Categories I and 3 - The noise metric. Lo., is used for ail category I and 3 land a where nighttime sensitivity i€ not a fact r. Category 3 land uses are considered no t3-serrsirive than Category I land uses.

For transit analyses, L.„a, Is computed for the noisiest hour of transit.

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related activity during which human activities occur at the I udae- sertsi[Ive location_ S Appendix S. I.44 for mare mforrnatlon on this metric.
• Category 2- The noise metric Lt, is a used for all category 2 land uses where nighttime sensitivity is a factor. Tick noise metric Includes a 14- dli penalty for nighttime parse. Sri Appendix 6. I, 4_S for more information or this metric.

Land Use Categories: Special Cases
I-list:irk sites, parks. Indoor -only land use and rtndeveioped lard require special consideration. In addition to N PA, noise impacts may need to be considered under other environmental laws such as Section I1Den' or Section 4(0.i',i Indoor -only use and undeveloped land should be eteltiated on a case -by -case basis to determine noise sensitivity based on how each facility is used or the reason it is protected under the applicable require s.

Historic Sites - Secunn l06 requires Federal agencies to evaluate potential effects from projects on historic properties. Per the regulations at 36 CFR part 000,l'71 historic properties are defined as any prehistoric or historic district, site.. building, structure, or object included in, creligible for the National Register of -istoric Places (NRHP)_ An adverse effect determination under Section 106 is made when a project may alts, directly or indirectly, any of the characteristics of a historic property that quality the property for inclusion In the National Register in a manner that would diminish the integrity of the property's Location, Igo setting. materials, workmanship, feeling or asscciatldn, Under FTA environmental reviews, some structures may be evaluated as noise - sensitive resources per this noise manual and evaluated as historic properties under Section 106. However, because this manual and Section 1106 regulations have different criteria for effect, identifying a severe noise impact for a structure under this manual does not necessarily mean there would be an adverse effect under Section 106. It k important to thoroughly document the char xteristics of historic properties that 9ualify for incursion in the N HP for evaluation of effect wider Section 106.

If a property, for example, is listed on the NtHP under criterion C because the structure possesses high artistic values, but lacks integrity of setting, feeling or association, it is unlikely that a change in the noise environment would affect the features tJtat qualify the property for listing or eligibility for inclusion In the NRFIP.

In the assessment of effects on historic properties. consideration should be given to not just the proposed transit project. but any associated mitigation measures with the trwelt pcoJect. For example, d a ti arslt project would involve noise wails or berms as mitigation the effect of those structures an the visual setting may creed to be considered in a Section 106 analysis_ Parks — Most parks used primarily for active recreation such as sports corr,pfexs and bike or running pants are not considered nctilse-sensitive.

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However, some parks (even Spate Ih dense urban areas) are primarily used far passive recreation such as reading, con sation, or meditation_ These plate, which may be valued as havens from the noise and rpid pace of everyday city life. are treated as noise sensitive, and are included in land use category 3.

Consult the state or local agency with Purisdiction over the park on questions ab it how the park es rsed. and visit the park to observe its use, if possible 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 use. For locations where riolse impact will be evaluated but there Is no outdoor laird use such as apartment bindings. gs, hotels or upper levels of rxtltesta ry buildings, Moor criteria can be used In these eases., the criterion for indoor noise levels from project sources is a Le of 45 dBA., r$ This criterion is consistent with the Federal Aviation Administration (FAA). See Section 4,5 for more information on how indoor criteria apply to mdse mitigation consideration,
Undeveloped Land —Undeveloped land may also need to be considered for noise impact ase sment and mitigation if plans are under way to develop the land toe noise-sersktive use. The policy far considering such land for assessment and mitigation should be determined on a project -specific basis by the project sponsor in consultation with the FTA Regional office.

Step 3: Determine Appropriate FTA Criteria Presentation FTA criteria for noise impact were developed specifeaily for transit noise svurce5 raper sting on fixed -guideways or at fixed facilities in urban areas_ These criteria are based on well-dtxurreetted research on human response to community noise and represent a sortable balance between community benefit and project costs. These criteria do not reflect specific community attitudl nil faietors. See Appendix C For additional background Irdormadon air the development of FTA noise criteria
The criteria specify a comparison of future project noise with existing noise= Note that projections of future noise exposure without the project (no -build scenario) are not Included In this analysis. The criteria also consider land use which is an important factor than reflects noise sensitivity based on activity and time period of concern. The criteria are defined with the expectation that communities already exposed to high levels of noise can only tolerate a small intrease_ In contrast ii the existing noise levels are law. it is reasonable to allow a griaater change in the commie -arty noise,.

The levels of impact are described in Table 4-4. The criteria at which the levels of impact occur are presented in two ways depending on the relationship of protect and existing noise sources.
if the project noise source is o new ygjra of transit nem in the community, such ,as a new project in an area curtenlfy minions transit, use the criteria us presented in Optievi A if the project maize adds to or changes existing transit noise in the ccrnrnuely rise the onettid rte prrstieed in 0pl*n &
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Table 4-4 Level& or impact
Level of I njpact
Description
No Impact
Prnjec€-genen.eL d uruise ;: nor likely ca cause Lonirnir nity annoyance Niche projections in this range are considered acceptable by FTA and mitigation 4 not required_
Moderate Impact
Project -generated atolse in this range is considered to cause Impact at the Ihreshvld of measurable annoyance. toderate impacts serve as an ale-rt to project planners for potential adueise Inspatra and complaints from the community. Mitigation should be considered at this level of impact leased on project specifics and details concerning the affected properties, Severe Impact
Projeet•gertewated noise in this range is likely to vitae a high keel of community annoyance- The project sponsor should first evaluate alternative looaclonrPallgnnients to determine whetitei it is leas]hie to avoid revere Impacts afttrgetherin densely populated urban areas, evaluation of alternative locations ma,y reveal a trail - fr of affected groups. particularly for surface rail aignments. Projects that are characterized as point sources rather than line sources often priment greater cpporttmlty for selecting alternative sites, This guidance manual and FTA`s environmental impact regulations both encourage prtajecr ones which arc compatlHe with surrounding de.olopment when possible. Kit is not parries] ter avoid severe Impacts by changing the location of the project mitigation measures must be considered.

Option A: Project Noise Impact Criteria Presentation — The impact criteria peseritatioti for avaivating existing noise Independently to project noise is presented in this option.

The noise levels at which impacts occur are presented in Rgdre 4-2 arid Table 4-5. Equations far the Impact criteria are presented In Appendbt C. If Impact is d, terrnlrred measures necessary to mitigate In pacts are to be considered for incorporation fate the project al
Figure 4-2 presents the existing Horse exposure on the horizontal axis and project noise on the vertical ashy Category I and gland uses have the same criteria for project Rouse and are on the primary vertical assts. Category 3 land we criteria are presented on the secondary vertical axis. Note that project noise for category 1 and 3 land use is expressed as feele,twhereas project noise for =Legate 2 land use id exptrmsed as Le. Also, note that project noise criteria are 5 dB higher for category 3 laird uses in Figure 4-2 since these types of land use are less nalse•sensitive than those In Canal yes I and 2.

Note that far prtiects in Iocatian5 with existing Reefer levels below 55 dBA. the protect noise exposure is allowed some Increase over the existing noise exposure before It is considered to cause Impact For category I and 2laid rises. the maximum project noise level to be considered to carte nn impart is 65 dBA (Lin." or Lee) regardless of the existing noise.. Note that no impact at 65 dBA aligns with ether Federal ageruies in that a L. or 65 dBA is a standard limit for an acceptable living errvirriernent among some Federal ago -Kesel' l i Project noise leeeis above the top drive ere considered to cause severe impact.

The tipper limit or the severe impact range is 75 dBA for category I and gland uses. The upper limit of 75 dBA is associated with an unacceptable Jiving environment. Project noise between the two curs is coirsideied to leave moderate Impact on the community.

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The criteria are also tabulated In Table 4-5. Figure 4-2 and the equatlant that correspond with this figure Fn 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 At numbers are rounded up to the nearest decibel, t,tlwr Moire Commie .au
Figure 4.] Noise Impact Criteria for Transit Projects
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Table 4.5 Noise Levels Dan log 'i rn pact for Transit Projects Eatisting
Noise
Exposure,
dBA
Project Noise km3act
Exposure, d6A
Category 1 ( ,ir,p) or 2 ii.,,,;) Sites
Category 3 Sites (I~xuwr)
L..,H.)orL„
bib 114ederate Svrere
Impact Impact impact
No hied
impact Impact
Severe
Impact
513
IS0
59 54.
46 §44
>64
49 59
64 5.6
60 45
59-65
>65
52 60
65 53
65 54
5541 >6r
66 55
61 66
56 62
41 61-67
>67
47 57.62 >62
67 -51
52 63 -
- 68
65 63
X63
-34
44 8.5-68
g69
Ef
64 p65
>rg-
66-69
>69
62 7f1
64 65
-
79 65
66 7k
66 67
67 68°72
6$
68 72
69 69
74 7tI
69 - -
1x3 76-74
—71•x`5
>74
71 .4 44-"rr0 >1i1
>7I
45 71
I 6ti-7'i- 7F
=1 7174
,-7+6
>74-
72 a71

71.77 "71
75 78
15 74
79 71

7"7
e66 66-75 >75
<71

71.969
x®p
Option B: Cumulative Noise Impact Criteria Presentation The Impact criteria presentatfiarn for evaluating existing noise to pct raise cvrrviativellr is presented in this option.

In certain eases, the rtrntialtive farm of the noise criteria shown In Flgure 4-3 can he used. These cases Involve projects where changes are proposed to an existing transit system. as opposed to a new project in an area piously without transit. Such changes might include operations of .a new type of vehicle. modifications of track alignments within existing transit corridors, or changes in facilities- thatdorninate existing noise levels. In these cases, the existing noise :EOERAL TIWNSIT AOMIN STPATIL N ;8
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT MANUAL
Sources change becarrae of the project, and so It is not possible to define project noise separately from existing noise_ An exrrnple woad be a commuter rail corridor where the existing noise along the alignment is dominated by diesel locomotive -hauled traits, :and where the project involves electrification with the resuttirkg replacement of some of the diesel -powered locomotives with electric trains operating at Increased frequency of seavete arrd highar speeds on the same tracksin this case. the existing noise can 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 testing noise dominated by trains was measured to 6e an La, or E3 dBA at a particular location, and the new combination of diesel arcl electric Trains rs projected to be an Lm, of 65 df3A, the &rangee In the noise escpc+sure due to the project would be 2 d6. Referring, to Figure 4-3, a 2-d$ incrust with an fliciFtIllg noise exposure of 63 dBA would be rated as a moderate impact, Normally the project noise is added to the existing noise to carne up with a new cumulative noise, but in this ram the existing noise was dominated by a source that changed due to the project, t., so It would be incorrect to add the project noise to the eAisting noise. Consequently, the existing noise dete-mined by measurement is compared with a new calculated future noise, but a description of what constitutes the actual project is complex, Another exarrripie 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 rxai5e results from moving some trains closer to some receivers, away from others, and elimination €tf horns. In this case, the change in i oise level is more readily determined than the noise from the actual proje€t. elements, In all cases, Figures 4-3 and 44 for changes in a transit system awaits in the same asesesmenit of impact, as Figure 4-2 for development of tr-ar it facilities ina new area_
The noise impact criteria in Figure 43 and Figure 4-4 are presented as an increase in cumulative noise level between the existing and project conditions.

The horizontal axis represents the existing noise exposure and the vertical aacis its the increase In cumulative noise level due to the transit project. Note that noise exposure is expressed as I —v.4 for category I and 3 land uses and La„ for category 2 land use. Since L ,,, „acrd Lan are treasures of total acoustic energy, any new noise sources [n a community will cause an increase; even it the new source level Is the same or less than the existing noise level (refer fa decibel addition In Appendix B). As shown In Figure 4-3, the criterion for moderate impact is a noise exposure increase of 10 dB for an existing noise a posure level of 42 c BA or less, but only a I -d6 increase when the existing noise exposure is 70 dBA.

As the existing level of ambient noise Lr creases, the allowable level of transit noise increases, but the total amount that community noise exposure is allowed to in€rease is reduced. This accounts for the u cheated result that a project exposure which is le#s than the existing noise exposure can still cause impact This rs clearer from the examples listed In Tahte 4-6 which indicate the level of transit noise allowed for different existing levels oP exposure Any increase greater than shown in the table will cause moderate impact.

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TRl5F+T5fT Nois6 AND VIBRATION IMPACT A55E3,5htENT !MANUAL Ea.Mery loan!fa Ma
Frgure4-3lncrcasc in Cvrmurative Noise Levels Allowed by Criteria (Land Use Cast I & 2)
Errl••tkM Newly Exp.iisita 4 )
Figure a-4 Increase in Cumulative Noise Levels Allowed by Criteria (Land Use Cat 3)
This table shows that as the existing iao se e.vossite increases from 45 dRA to 75 ERA, the allowed project noise exposure increases from 5i dRA to 6'S However, the allowed increase in the cumulative nose level decreases from 7 d8 to O dB (rounded to the nearest whole decd l). The justification for the is that people already exposed to high levels of noise should he expected t tolerate only a small increase in the amount of noise in their community. In contrast, if the existing nose levels are quite low, ft is reasonable to allow a greater change in the community noise for the equvalerut difference in amayarke
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TRANSIT NOSE AND LsBRATTON IMPACT ASSESSMENT 'MANUAL
Note that Table 4-b was developed for illustrative purpose and the alflcial criteriaare included in Figure 4-3 and Figure 4-4 and the associated equations.

Table 4-6 Nolte Impact Criteria: Effect on Cunw attxe Noise Exposure or lo.iiiwstn (MA •(rounded to nearest Whole decibel)
Existing
Noise
Exposure
Allowable Project
Noise Exposure
8efOre Mode rate
Impact
Allowable Allowable
Combined Total
Heist Exposure
None
Ertpalrrrc
increase Before
Moderate Impact
45 5I 52 7
50 53 35 S
S,5
55 58
3 Gii
17 67
2 65
69 fob
I
70 64
7I
I
73 fry
75 42 Determine Noise Analysis Level
There are three levels of analysis to evaluate noise on a transit protect based on the type and scale of the project, stage of project development, and environmental setting. These levels. described below, art= the Noise Screening Procedure, the General Noise Ass msment and the Detailed Noise Analysis.

The Noise Screening Procedure, conducted first, defines the study area of any subsequent noise Impact assessment. Where there is potential for noise Impact, the General Noise. Assessment and. Detailed No Analysis procedures are used to determine the extent and severity of impact. In some cases, a General Noise Assessment may be all that is neede€f, However, if the proposed project is near noise -sensitive land iis,i , and it appears at the outset that he impact would be substantial, it is prudent to conduct a Detailed Noise Analysis_ Conduct the noise screening procedure rind then determine the appropriate noise analysis option.

Noise kr+eenii 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 protects. This procedure accounts for impact criteria, the type al project, and noise sensitive land LEES. It rro noise -sensitive land uses or receivers arm pomeht in the analysis area, then no further noise assessment is needed. If noise-sersitive receivers are identified, then proceed to conduct a General Assessment andFor a Detailed Assessment.

The Noise Screening Procedure steps ate provided in Sectior General Noise Assessment - The Generat Noise Assessment is used to examine potentially impacted areas identified in the screening step by eriamining the irv-alien and istlrrnated seventy of noise impacts_ This procedure considers noise source and land use Lhformation likely to be available at an early stage in the project development process. Estimates are made of project noise levels and of existing noise conditions to model the location of a noise impact contour EOERak T144NSIT ADMINI,TRATrL N TI
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that defines the outer limit of an Impact corridor or area. This modeling method uses transit -specific noise and adIustment data (in tabular and graphical farm) for the noise computations.

For many smaller projects, this assessment may be sufficient to define impacts and determine whether noise mitigation is necessary. The procedure can be used in conjunction with established highway noise prediction procedures to compare higl'rway, transit, and inultimodil alternatives. ld an assessment is needed w inform the decision on transit mode and general alignment in a corridor, the General Norse ,assessment procedures should be used, and not the Detailed Norse Analysis, which requires more detailed Information_ The General Noise Assessrnenr procedure is provided in Section 4.4, FTA has also developed an Excel spreadsheet to more simply conduct the General Noise Assessment It is on FTA"s websrte at httpilwww,Fta_dot,govi 123d7_2233'html.

Detailed Noise Analysis — The Detailed Eloise Analysis procedure is a comprehensive assessment method that produces the most accurate estimates of noise impacts far a proposed project. It is important to recognize that use of the Detailed Noise Analysis methods will not provide mare accurate results than the General Norse Assessment unless more detailed and case-specifk input data are used.

The pr olect must be defined to the extent that location, alignment, transit made- hourly operational schedules during day send right, speed profile, plan and profiles of guideways_ locators of access roads, and larrdforni topography (inchading terrain and building features) are determined. A detailed Noise Analysis is odten accomplished at the development of the final environmental impact statement (FE•IS), record of decision (ROD), or combined FEISIROD rn the NEPA process, wFeen the preferred alternative Is undergoing refinements to mitigate its adverse impacts- Howewer, these project details may not be available until the final design phase, requiring that the detail noise analysis be conducted after the WA process is Wmp1ete_ However, it is recommended that the detailed analysis be conducted Heartier for controversial protects or projects with highly noise -sensitive sites dose to tracks.

A Detailed Noise 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 an appropriate noise mitigation measures can be made based on the results of the General Noise Assn srpie t, But if costly measures may be needed it is generally recommended that a Detailed Noise Analysis be conducted to verify the need artd design of the noise miti tion, The Detailed Norse Analysis is always appropriate under two sets at circumstan€es:
• Fora major transit project with Iikely noise impa€ts after the preferred alternative has been selected,
• For any other transit project where potentially severe imparts are identified at an early stage.

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TRANSIT NOISE AND VIBRATION A5565MENT MANUAL
Noise Impacts may occur for relativey minor transit projects when the project is near noise-sensitrive sites, particularly r odeixes. In this case, completing a Detailed Noise Analysis 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 adiacent to residences
• An electric substation looted adjacent to a hospital
The Detailed Noise Analysis procedure is provided in auction 4.5.

4.3 Evaluate Impact: Noise Screening Procedure
identify the pate -midi fro Impact using the Noise. Screening Ptoeeelute described below.

Step I: Identify Prnlect Type
Identify the project rype wising Tale 4-7 rtrrd confirm the aesumptiari rrr Tribe 4-8 awl' cipprapATtefar the f relfect
The horse screening procedure Is interided to be conservative to broadly capture the potential for irrrpact with minimal ellorL To make the procedure corirervative, the projectsystern mart be a -same l to be operating under relatively high -capacity conditions, which would prcpd e hmmre noise than normal operating eoratt'tarrs. Ii additioit the assumptions Iro Table 4-8 were made using the lowest threshold of impact (50 dBA)1a-orn the criteria curves In Figure 4-Z Clarification can be obtained from FTA on specialcases that are nest 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-B according to the methodology in Sectibro 4.4 or the fTA spreadsheet model - Step 2; Determine the Screening Distance
Determine the opprofrriatescreCning distance considering the type c7fprojectand shielding feral rntervening brrtldings.
2a. Determine the appropriate screening distance column in Table 47.

Option A Buildings in the Sound Paths — Use the screening distances In the "Intervening column,
Option B: Buiidingf Not in the Sound Paths — Use the distances in the "Unobstruct€d" ctilurnn.
2b. Adjust these distances according is the methodology In Section 4.4, or the FTA spreadsheet model, if the essurptions in Table 4-8 are not appropriate for the project. The appropriate sue -erring distance is where the project noise reaches 50 AA for the appropriate metric. It the assumptions in Table 4-B are not appropriate fora cemrrtuter rail grade crossing project where horns and FEDERAL TAANSIT ADMINISTRATION 33
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TRANSIT NOISE F.ND VIBRATION IMPACT AS565htENT !MANUAL
warning bells are used, use the FRA horn noise model available from the FRA websit.e to develop the sc, eesting distantdistance (49 CFR § 222}» Step 3: Identify Study Area
Apply the screening distances as follows to Identify the study area The s tucJy area its intended to be sufficiently barge Co encompass riff piatentiolly impacted kcatiorls.

Option A Fixed Guideway Transit Sottrio — Apply the screening distance from the guideway centerline.

Option & H ighwayrrransit Sources (e.g., Bus) Apply the screening distance franc the rarest ROW line on both sides of a highvray or access road.

Option CI Small Stationary Facilities Apply the screening distance from the center of the nesse-generating activity.

Option D: Stationary Facility Spread ester a Large Area — Apply the screening distance from the outer boundary of the proposed project site.

Step 4: Locate Noise -Sensitive Land Uses
Locate all noise -sensitive kind uses with the study area rising Table 4.3.

See Section 4. I for more information on noise -sensitive lamb aces. Inv -hide all categories of noose-samitfve land uses in this step.
if no noise -sensitive fond uses are identified, no further noise aznalysls is needed. If one or more of the neise-sens/tive fond uses are in the study area, proceed to Section 4.4 and complete a Genera( Noise Assessment. ;-ELIERA1. i .A IT ADMINI;TnATIL N N
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Table 4-7 Screen log Distance for Nor Assessments
pradect Spawns Screening
distance ft+
Lim atrviceed-7 Intervening Bulldinge
Mined -Gm stems
Commut Rail hlainfene
750
375
Commucaa Rul Statinn
;
With Horn Blowing
1;600

1.200
Without Horn Blowing
1 2543
I.O00
204
Commuter Rail Road Crossing
RRT
with Horns. and Bells
I_200
700
350
RiRT Station 200
1171b
LRT
350
I75
Streetcar
200
100
Access Dada to 5tatiorns
100
50 Low and IrstermeeTare
Capataty Transit
Steel Wheel'
I5
50 Rubber Tire
40 Monorail
175
74 Yards and Shops
1000
650
Farldng Facilities
I2.5
75 Access Roads to Parking
IOd
54 Anrlary Farilitits: Ventilation Mutts
200
IOD
Ancillary Facilities Power Substairons.
250
15 sus s items
&away
500
250
Bent Rapid Transit (MT) otr exclusive roadway
200
VO4
Baia Facilities
Amer Roads
104
54 Trantat Mail
275 _
150
Transit Cantrr
275
d50
Storage a Ilenrentatice 350
n5
Park & Rude Labs "Amos. 225
15 a
Ferry Bout Terminals 300
15C
at'1exeired from aenterilne away #c+reve d guddeway mirren. pr' m teie RCA" Vf one both z.klas cd the roadway 1t r ii hwayltrmert cancer al nolseleherathis activity lur suck:eaty sources, an from the muter boundary cif thee prnposad prnjact sits or fixed Iirikies spssad sot *Iry a large area, pELERAL tNniv51T AOMINI TP'--+
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TRRP¢5IT NOISE AND VIBRATION IMPACT ASSE- 1-tENT !MANUAL Table 44 Assumptions for Screening Distances For Nate Assessments Type of Project Operations Speeds* Metrieo
FetlrA-C uidle ny Sinter"
Commuter RAI Mainline
Commuter Rail
Saban
$8 day 112 night; I loco, 0. cars

5.5 mpi
1 f41A
Ly
Wi tie HOa n Blow' ng
I Without Huth Blowing
22 day 7 4 elm
Li+
22 dsy14 night
NM
Lie
Commuter Rail -Highway+ Cocain% with Hroenc
and Sells
2₹ day {4 raigte
SS mph
RRT 23o day 124 night; 6 -car a rains 50 mph
II.d,
RRT Station 220 day 124 might 20 mph
Le
LRT ISO day i 1a night 2 arc rah 33 mph
L
Su eeccat 150 day? I B might = . 25 ni:ph
Lin
A{xts$ Rco-ads tO Undone
10040 sets, t2 butte
220 day 124 n{gltt
35 mph
no
Low and
Intermediate
Capacity Transit
Sceet Yalieel
30 mriph
Lilo
Rubber The 220 d 124 night 30 mph
Ls,
Monorail 220 day 1'24 night 30 mph
La,
Yards and Shops j 20 train mcrennents N/A
Lax sr3
Pat-hitt Facilities i I000 cars NA
Lett l
Access Roads m Pe- i vg [ 1000 cars 3S mph
L,nya�
Ancillary Fadlhlrs Vesadlaidon Shafts Rapid Transit in Subway 513 mph La,
Ancillary Facilities; Power Substations Sealed she air cnndltioned j N 1A La,
Bross Systems
Busrray 30 buses. 120 autornobi 50 mph
L yi,
6RT on exdusbre rndwa 30 btu
35 map
Lath
Bus Facilities Transist
Access Roads 1000 cars
V 3'5 mph
I. n.,
_
Transit Hall 20 buses
NM
Loin
Cancer $L7 buses
{5717
I..WM
Ssoiage a Maintenance 30 buses
Nip,
L„.ty+
Park $ Ride Lots
wr&uses
1000 cars. 12 bctsea
NlA
F Beef Terminals
B Waits with horns wed iI
narlrtal decking<ytie
NfA
L�(tM
= nee s
= the tendest hour of proact related actrrny dorm hares 9I noose sensitivity FEDERAL i .AN5IT AOMINIrTRATILtN :5
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL

4.4 Evaluate Impact: General Noise Assessment
The General Noise Assessment should be completed alter the Noise Screening Procedure (Section 4_3), through which noise -sensitive receivers have ben g identified. This can be completed either by using the General Noise .Assessment Procedure described below na using the FTAGerietal No Assessment Spreadsheet found on the following FTA website:
http ll www.fta.dotgav/ 12347 2233.html.

Assumptions are used throughout the General Noise Assessrnerrt. IF the listed assumptions are abet appi opiate for the project and good engineering 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 ,Ass meet procedure and recommended workflow are shown in Figure 4-3 and listed below. Four examples of General Noise Assessrnertts are giver 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 4.5.

Step I: identify Nvise•SensiLave R€:ceivers— Identify noise -sensitive receivers (Section 4.3) and their proximity tci the project and railer noise sources_
Step 2: Determine Project Noise Source Reference Levels — Determine the project noise sources and reference levels. Then. estimate the project noise exposure at the reference distance of 50 ft considering operational characteristics with preliminary estirnatloes of the effect of midgarion.

Step 3: Estimate Project Noise Exposure by Distance — Estimate project noise exposure at distances beyond 50 ft corasadertirrg promation characteristiae using a simplified procedure.

Step 4: Combine Noise Exposure from AU Sources — Combine air scri,arsre asscr'ciated with the presj>ert to predict the total project noise at the receivers.

Step 5: Measure Existing Noise Exposure — Measure the existing noise or estimate the exiistirrg noise exposure using a simplified procedure.

Step 6: inventory Impacts
Option A: Tabulate the change in noise (twisting vs. estimated project noise) at each noise -sensitive receiver or cluster, identifying all model -ate and severe impacts.

Optics] B: Take inventoay of noise•sensitive receivers that hall within the moderate and severe noise contours..
✓:EoE Ti44NSIT ADMINI5TRATIVN 37
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TRANSIT NOiSE AND VIBRATION IMPACT ASSI3,ihtENT !MANUAL Step 7: Determine Nol5e ?litigation Keed —Evaluate the need far mitigation and repeat the General Noise Assessment with proposed mitigation. •••i-air 1
Sat lea
Figure 4-S Procedure farGene rai tJdisc Asasssrncnt
C*amsz.arit-A: I.%14 IFiX4,
Step I; Identify Noise -Sensitive Receivers
Determine the proximity of rw#se-srnsitre kind uses Identi€ie,d in Section 4.3 to the proliect and to the nearest major reodways and reikood Mes. g. VVlhen necessary, use windshield surveys or detailed land ease maps to confirm the location of noise-s tsitive land use.
b. For land uses more than 1,400 ft from major roadways or railroad mainlines, obtain an estimate of the population density in the immediate area. expressed In people per square rnile_ Distances to roadways or railroads, or pespulation dereity, will be used later to estimate the e:,dsting FEDERAL 1714Ar SIT ADMINI rnATIL N
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TRANSIT NOISE AND VIBRATION IMPACT AS565htENT MANUAL
horse IeveL Coordinate with the Metropolitan Flaming Organization (MPO) for population densities at an appropriate level oF detail.

Step 2t Determine Project Noise Source Reference Levels be erminc the genera source rtreterltc feud For each project nodr sdt rce.

Classify all project noise sources as fixed -guideway transit highway/transit, or stationary facility and determine the source reference levels_ Note that a major fixed -guideway system will have stationary facilities associated with It and that a stationary facility may have higjrwayhransit elements associated with it.

Option A: Fixed -guideway Transit Sources — For this manual, fixed - guideway transit sources include commuter rail, RRT. LRT, streetcar, ACT, monorail and magatetically levitated vef:lcles (magfev), For commuter railroads and LRT systems. the crossing of sweets and highways at -grade is likely, and in that case, warring devices should he included in the assessment, At an early project stage, the 'Horn -ration available for a General Noise Assessment includes:
• Candidate transit mode
• Guideway options
• Trine al operation
• Operational headways
• I s'ign spud
• Alternative alignments
This information Is not sufficient to predict no levels at all locations along the ROW. Therefore, use conservative estimates (e.g. maximum (expected). design speeds and operatiorrsat design capacities) to estimate worst -case noise levels.

First choose the appropriate faxed -guideway transit source reference level and then predict the Noise exposure at 50 ft In terms of LFgrir0 arid La,- A.i, Choose the reference source noise fevefs SO ft from the track far one veb r? in terms of Sound Exposure Level (5EL) using Table 4-9. See Appendix $ tar a detailed explanation of SEL._ Note that the SFT reference wed is 50 mph, unless otherwise rioted.
r:E0ERaL ritA aslt AOMINei rnATtLN sv
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TRAMIT NOJSS AND VIBRATION IMPACT A55E35htENT !MANUAL
Table 4-9 Reference S0.'; 54 ft from 'Trick and at 50 mph, One Vehicle Source
Type
Reference Conditions
Reference
SEL (SEL,41.
dBA
Diesel-electric. 300O hp. throttle S 92
Ca
Locomotives
Electric 90
s,mu4er
R.1,1 Ar=Gr Sc
Diesel mirage Lich (OMU
Diesel -powered 1200 hp 85
t
Hotm
Within 'A+ aide rsl grade cresting 119
- . .

Curs
8allasL welded rail 82
RI.II Tr►rn,s and Streetcars at 50 mph
A€ -grade, balm welded rail 82
Rail T■an t and Streetnrs at 25 mph
At=grade, balm. welded call 78
Transit whistles ' warning devices
Within lie mile of grade crossing 93
AST
Steal Wheel
Aerial concrete, welded rail 80
Rubber °five
Aerial concrete juideway 78
Monorail
Aerial straddle bean 82
Min'
Aerial open guideway 72
A.il. coilect the following data_
• Number of train passbys during the day {7 a.m. to [ 0 p.m.) and night (lG p.m. to 7 a.m.} for category 2 land uses
• Maximum number of train pessbys during hams that category I or category 3 land uses are normally in use (typically the peak hoar train volume)
• Number of vehleli per train for each time period for category 2 laid uses of this number varies during the day or night, take the average) ■ Maximum number or vehicles per train during hours that tategJiry f or category 3 land twos are normally in use (typically the peak hour train volume)
• Train speed in rnph (maxlrnwrr expected)
■ Guideway configuration
• LcscatiQn of highway and sweet grade crossings, if any • If this process Is repeated to estimate the effect of praiaosect noise mitigation, Include the rick harrier lo'cat10
Cale Mate the noise eeptasurP at 5O ft in terms cf L,q,inri. • Calculate Liar, far each scarce using the appropriate equations in Table 4- l0,
■ Compute Lc . ring Eq_ 4.6. It may be necessary to compute the combined totals with and without warning horns. Some neighborhoods along the corridor may be eripeased to horn noise_ but some may not.

A.iv. Calculate the noise exposure at 5O ft in terms of • If the project noise will affect any residential receivers. calculate the La, using she combined Lay my for both the daytime and nighttime periods separately, using the appropriate equations in Table 4-10. • It may be necessary to calculate l., with and without warning horns, as in the previous step.

Note that the equations in Table 4I 0 include terms to atto.nt for a difference In speed [rare the 5O mph refer ee speed and a numterical adjustment to amount far the one -hour time period for tots metric. For FEf7ERaL IiikAt SIT ADMINI;TJATIL::r ;
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TRANSIT NOM AND VIBRATION IMPACT ASSI3SMENT MANUAL
rnotre lnrvrrnation on the ru nlerial adjtatrnent to represent the time period of intere*t, see Apipendlx 8,_1.4.4.

Table 4- I O presents an estimate of the noise reduction potentially provided by wayside noise barriers that can be used when assessing mitigation options in a General Noise Assessment If irnfratt Is determined during the General Noise Assessment repeat the procedtnre and Include proposed mitigation according to Section 4,4. Step 7. See Section 4.5. Step 7 for a complete description of the benefits resulting from vmiiotl;S noise mitigation mevsrires that can be evaluated with a Doulled N'olse Analysis.
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FEDERAL 1.14,Ar sli ADMINI;TRATIL N 41

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TRANSIT NOM AND VIBRATION IMPACT AS565NtENT !MANUAL
Table 4-I# Computation at Noise Exposure at SO ft for Pissed -Guideway Genera' Nolte Assessment Lncmativeso
1-.I.-t5(ift
S
4,J., r jikri = S'Lrrr + 10 i,11 I{N,I.oce.) + Vol? ( 50 Eq. + 141rtI (V) — :15-6 Eq. 4-i Leeernoth
Warning
Hyr.ayss
L.y ',rya 34 ft
La.puxert.r.EikrJ -. S'E1.raf + 10 tog(V) — 35.6 Eq. 4-2 Rail Vehicles;
L-. n.pt SO ft
5 1zu:etarmtihr1= SE'Lr.a + 14 fuj(Nfarrr)+ 2010,6( ) +1i1 Ets$(V)-35,0 + Adlnurra Eq. 4-3 Streetterx
OS tnpth dome) or
L.ao.1at50ft
Latratmatiarl = SELart. + 1.0110.0(Ntarr) +2krg( ] + 1DLrag{V) — 3.+:ti+AdI r Eq. 4-4 Transit
Warning Hwaa
R., I.rPt 51 fs
5 l..y.rarcn,.0,,,1 - 5,EL ey — 10 tog(54) + 10 hail(V) — 35,$ Eq 4-5 Combined
Locomotive lord
trarbsic�)'
L,- I+.141 501 ft,
L = 0 4ft"�u...ttm,,1& +l0tt er u�ltu}+1_.�rr '`acta
+W+t'AntdvClhrt 141 Y�+,/(1 441�i'
+ 1.044"rrA K.'''' t&} Eq. 4-
+ 1(MlA�ur n.. On,
DaytimeL;ac 50 ft
t Z Wham V c V. NIL..., = Na (iota events), and Nc., - Na car events Eq, 4-7 NacSOf.

L. ac SO
L =L ] where V•-V„Nu..."Nonom erent3),andNoes 'Ne(tarevet1aJ EI.48 a4'.4iru'
DayINight
L. at rt
Id 44.#101
/,,e,,= 100,9(15 x 1Il1 +r1o1+"i x tai, fro?) — 13,8 Eq. A•9 N.y,rn = average limber of loco4r twat per tram
It = tormath
-10 for passorgjur Masai
0 For DML9s
. IC for eletttit
5 = train speed_ mph
1l. = avtragc hourly rolurat of train Lone, train. per hour 14f,Slx = average menthe -A of tars per oaks
Aall,,,t =resortant
+5 For 'dread track or fora crossover within 300 h
.4 for aerial atructurr with slat freak (except AGT and moomal0 .3 for emtesidad 0 -ark m g ads
=5 f a ewisa barrier blodss the rue of sea
V. = averaLg��-e-�hourly afaytime rolatne of vela traffic, V. = storage hourly n zketane volume of trait traffic, trams psi lever train par lager
_niatbi Uf trattrtg,7 rr.1MtTO tf p, tit RirrnbRr n,f mum, rII y pr. tin 7.3,r 15 NA= eyerage Ibourly number of ereite that occur N.I = arerl urdire+afitx1ecw .+aIIkplm.rt7a.m. l5 9
Aziaurr.ea a diesel locolS10.115,e power fafIr1E at approximately 3510) lyr. "Based orl EPA's hose nave model (Maps(Aeww.faa.dotgardeLlb±[JetalI 11W49i5.

I I rucIurks all commuter rail Earl. transit cars, mints -tons shore 25 mph. ACT and monorail. i ; Only InwSrde apprraptalase terms.
rE kfl41 TRANSIT ADMINI TM ICrN is
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TRl5 SIT NOISE AND VIBRATION IMPACT ASSESShtE3VT !MANUAL Option B: H Igriway'Trans it Sources — The IiIgh'wayItransit type svuric% include roost teansrt rnodes that, do nit requore a fixed -guideway_ Examples are high -occupancy vehicles, such as buses, commuter vanpaols and carpools. Use the instructions below to estimate source noise levels for projects that involve these types of vehicles and are usirrg'FTA's moire rwnental review procedures..

At an early project stage the Information available for a General Noise Assessment includes;
• Vehicle type
• Trrareltway design options
• Time of operation
• Typid headwal+s
• I Ig1 speed
• Alternative alignments
This information Is not sufficient to predict rose levels at all locations along the ROVV: theretore use or conservative estimates (e_g., maximum (expected) design speeds and operations at design capacities) to estimate. worst -case noise impact levels is recommended- The procedure is consistent with. F4-IWA's highway noise prediction method -The reference SEL levels' in Tabled -I I correspond tco FHWVA's source emission levels and speed coefficients for lees and eutorrwbilesPI
ILL. Using Table 4-I 1, choose the appropriate reference source nose levels 50 ft from the roadway in terms of SEL. Note that the SEL reference speed is SO mph, unless otherwise noted.

Table 4-I I Source Reference Levels at SO fit from Roadway, SO mph Source*
Reference SEL, dBA,
Automobiles and Vans
74 @.uses .(dieselupow.red}
82 Ruses (electric)
90 Busts (hylird)
o33'it
Assumes normal roadway surface candn arcs
For hybrid bums, determine Rat -m.1 e: SEL an s
can -by -cam bRsii !waist tfieywy, Rod data are
$4RR4t
Collect the following data:
• Number of vehicle passbys during the day (7 sin., to ID p.m.) and night ha p.m. to 7 a.m.) for each vehicle type In Table 41 I. a category 2 lan e es present
• Number of vehl efe passbys during hours that category I or category 3 land irises are normally in use, each vehicle type in Table 4-I • Speed (maximum effected)
• Trairsltway configuration (with or without noise barrier) B;liie Calculate the noise exposure at 50 ft in terms of L,gltii. Calculate Lea Rr! for each source using the appropriate equations in Table 412.

FEDERAL i .AMIT ADMINIrTRAThL N 43
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Tf4Af+151T NOiSE AND VIBRATION IMPACT A45E3,ihtENT !MANUAL f;.lv, Calculate the noise exposure at SO It in terms flI ]..n- If the project noose will affect any residential receivers_ cicrdate the Ld„ using, L combined I -44I .F for both the daytime and nighttime periods separately, using the appropriate equations in Table 4-12,
Note that the equations In Table 4-i2 Include terms to account for a speed other than the 50 mph reference speed and a numerical adjristnrent to account for the one -hour time period for this metric. For more information on the numerical adjustment to represent the time period of intermit. see Appendix B. L4.A _
Table 4-I2 presents an estimate of noise reduction potentially provided by wayside noise bottlers. This is considered illustrative given that bxriers 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 mitigation, repeat the procedure and include proposed mitigation,
Table 4-I2 Cornputation of L,yrIr.r and L. at SO it for Higbway1Transit General Noise Assetsmsnit LOW at SO ft
Lrrrrlhrl SEL r + 10 iog[N) + Csdr7'g((7) — 35;.r}
Eq. 4-I O
Daytime
La at l+ll f.

L„io — LAN(Lnrr where Y = Yd
ISq. 4.1 I
Nighttime
l�at5Oft
L — L whereV=Y
�+— re4lthr)
4-I2
Le„ et 50 1t
hoar 1QL09(1S is 10( 4%01+ 9 x lOfrc„+rua'tu} —13.8
Eq. 4-13
Barrier
Adaurttiresnt
=-5 for moose Igmers
y
C
$
Yi
Y.
= hcruriy volume of vehicles, vehicles per hour
Speed consmnt
IS for diesel but,es
20 for electric buses
?I for hybrid buscs°'
30 for autornobile and van pooh
= average vehicle speed, 'mph
= overage hourly daytime volume clr vishi los ...chides per taut — tiara( nice[ 'r of rirtitriet,7 a, in. ro 7.0 /4 m,
15 = average h uriy nighttime volume dal vehicles, vehicles per hanr Lund number trf vehrr: les,'i0 p.err, I 7 n. Ill.

Option C Stationary Sources — Siatkcmary sources include fixed transit system facilities. New transit facilities undergo a site review I©r best location that considers he noise senertivIty of surround&ng larxi uses. Although many faclllues suelr as bus maintenance garages are usually located In Industrial and commercial areas, some facilities such as bus terminals, ferry terminals, train gtatk ns, and park -and -ride lots may be placed near residential neighborhoods where noise impart may occur. Access roads to some of these faclllties may assn EUEtiIdL i AANSIT ADMINIrTRATFL N +H
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WNW tT NOISE AND VIBRATION IMPACT ASSE3,ihtENT MANUAL
pass through noise-serzsitive areas. Noise item access roads is treated according to the procedures rlecrrIbed in the HighwayJTrarsit 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 facdllties, using Table 4- 43, determine the i 'a erte source noise levels 5Q It from the center of the site in terms of SFL. The source reference levels given in the table are based on measurements for the peak hour of operation of a typical stationary source of the noted type and size, A large facility, such as a rail yard, Is spread out over considerable area with various noise sources with diff&ent noise levels depending on the layout of the facility, Specifying a single reference SEL for the facility at SO ft from the center of the sitecould be misleading if all of these different noise sources are not repri ,tinted. Therefore, the reference distance should be the equivalent distance of SO ft, which is deterrntrred by estimating the noise levels from the center of the site at a distance far enougkr to capture all noise sources and projecting back to SO ft from the center of the site. This approach ahl'ows kw a conservative estimate of noise for all surrounding areas and the equivalent noise can he considered as concentrated at the center of the site, If the location of noise sources Is known, then the distance should be taken from the point of the noisiest activity on the site (e.g., the dock in the case of ferry boat operations) instead it the center of the site,
Table •1-13 Source Reference Levels at SO ft from Center of Site, Stationary Sources Source
l rYnct
SEL, dE4A
Reference Conditions
Rail System
Yards and shops 1 18
2l3 train movements in pea activity hour
Layover tracks (commuter ra l) 1
04 I train with diesel locomotive idlingfnr I hour
Ci asfino sigiells
I Q4
3600 second duiaritrn
Bus Sy+Seem
Suxragarage
Operating facility
to
i CO husei .4Csessm&fiudiryInpea acuvstyour
114,
Ito buses writing facility.30 buses serviced and
cleaned in peak acdviier hour
Transit center
[DI
20 buses In peak achety hour
Ferry Terminal
Ferry haat (no fog horn sounded)
41 4 leery boat Iandnrga in hour
Ferry boat on horn saur� R
I0{I
Parking Garage
32 I(00 -car capacity le peak activity heair
Pugh tit Ride Lot
17I
I2 Moses, IMO cue in peak activity hour
C.ii. Collect the following data;
a Number of layover tracks and hours of use
• Number of btrsem, if different from assumed reference conditions (if this number varies during the day or night, take the aS/r-ag) • Number of ferry boat landings, if different from assumed reference conditions Iii this number varies during the day oar night, take die average)
• Acura capacity of picking garage or lot
EUERAL T1WnrSIT AOMINIstn&TFDN 45
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
Calculate L,43hd, at SO It. Caladaz,e L rr;.i fear each source using the appropriate equations In Tattle 4-14_
Chic Calculate I.a at 5C ft. If the protect noise will affect any residential receivers. calculate the Lan using the combined 1,11w for both the daytime and nighttime periods separately, using the appropriate equations in Table 4-14, The equations in Table 4-14 include a numerical adltsstment to account for the one -hour time period for this metric. See Appendix a 1.4.4 for more information on the rwrnetical adjustment.

Table 4.14 presents an estivate of noise reduction potentially provided by noise barriers at the property line. Only approximate locations and lengths for banier or other noise mitigation measures are developed during a General Noise Assessment to provide a preliminary indication of the costs and benefits of mitigation. A Detailed Noise Analysis of the preferred alternative Is usually warranted following the General Noise Assessment Of it predicts any impacts) to verify impacts and design the mitigation.
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ElDEIRAL Ti44NSIT ADMINI I rnATroN 4

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November 2024
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TRANSIT NOISE AND VIBRATION IMPACT ASSE Sh11:NT MANUAL
Table 4.14 Computation of I... Do and L an at SO ft for Stationary Source General Noise Assessment* Itaslrat54ft
r itrJ nSLL,,,r+c —35.6 Eq.4-14
Daytime
@,atSOit L.,,t 10ltsg((15)
l , w^,,oh 1
lO( 4,1) Eq. 4 -IS
Tian -7. UTm
NIgMoClrnre
!„ al SO ft
� = 10bI((i ) 1O[r„t,..µfv.rrjtal) Eq 4 -ii
$ loan -lam
" at '
Lan a IOlDTA 15 x 10("Isni + 4 x 10f °+1ai1lrxl') — 13,13 Eq. 4-17 Barrier
Acipstrnent
= -5 for noise harder at property line
Volume
Adjustment
= CN
= 1Oltlg(2) Rai yards and shops
=1 OI0ig(NT) Layover tracks
= 1 Olrtgf,1 ) Bus storm yard
iOlbg("a + ts) Bun operating facility
aG oa
=1OIog(?) Bus aranwlt center
=1O1ug( 7 Ferry terminal
= 1Oiogl,14a) Puking garage
= I Olrlg(20ea +. } Park & Hire I�t
=1Oirig(TnCa) Crowung.wignale
NT = average number of oralns per hour darn% the day (7AM to IQRt1) or night (h0PM to 7At1)
N, = average number of buses per hour daring the day or night pi, = average number of ferry boat larding% per hour during the day nr tight N1 = average number cf buses neraiced and cleaned per hour during the day or niglic jr', =average number vi autcri obilna per hoer during the day or nlght E = average hourly duration of eeer%1a sae doing the the or night ' IEany of rheeeeei berg rs7pra. %unit that term.

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TRANSIT NOM AND VIBRATION IMPACT A4565htENT !MANUAL
Step 3: Estimate Project Noise Exposure by Distance
Estimate The project noise exposure for locutions beyond ilre reference distcrece, such as for trcti?e-serrsFuve kind uses.

In the previous step, noise exposure at the reference distance of 54 R was calculated for the various wise sources. This step describes how to estimate the project noise exposure beyond (or. if needed. darer than) the reference distance, sucl, as at voice -sensitive land uses location. This procedure estimates the source's noise exposure as a luaction of distarxc Adfustments are pi ovided to account for shleldiirtg attenuation It orn rows of buildings, ,3a. Select the appropriate distance correction curve (Fixed -Guideway a Highway or Stationary) from Figure 4.6, The Fixed -Guideway & Hletway curve refers to line sources while the Stationary curve is refers to point sources, The distance currectkan factor (Cos,,.,) is 0 de at SO ft.
3b. Choose a distance other than 50 ft, such as the distance to a receiver.

Determine the correction factor using Figure X4.6 or calculate using the equations in Table 4- IS.* Fen" distances beyond 1,000 It the equations in Table 4-15 can be used; I4wever, g-ound effects have an upper Iirnit and atmospheric concirtions may affect propagation characteristics. More detailed calculation methods may be required to account for those effects beyond 1,000 ft.

Figure 4-6 Curves for Estimating Exposure vs-. Distance in General Morse Assessment s Nor: that the antes and equatroma aaaeme acc,vsckall7 soft ,$round be7ond'. a distance d SO E See Table 4.27 for ore detailed cakulallon ',mind at?erraat on
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TRANSIT NOiSE AND VIBRATION IMPACT ASST ShtENT !MANUAL
Table 4.15 Distance Correction Factor Equations for Cleaserxl N olre Assessment Bourne E3uation
Stationary Sources
_ L]
€distowx 2SIvg4T6j
Eq, 4- I.6
IFixad auldr*ay and highway f,drar 15In
annr = — Rl�s]
!J = Cie tU1c . it
Eq. 4-f9
3c. Ably the distance correction (C„ , Q to the protect noise exposure at 50 ft (Section 4.4, Step 2) using the following equation:
1-elr t®cw = t•5@ distance
where
Ldisrunrn -La„orL,.gCrrJ.iatthe new distance rnInn
L50 _ LaIt or Le{tray} At SO ft
Eq. 4 -YO
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 disxances of interest and plotting a curve. This curve can 6e used to assist Jn determining the noise impact eontour for the first row of unobstructed buildings. This plot can be used to dsplay noise from bath unmitigated and mitigated conditions to assess the potential benefits from mitigation measures.

For secwrid row receivers and beyond, it is necessary to account for shielding attenuation from rows of Intervening buildings. Without accounting for shielding, Impacts may be substantially over-es-tlsirateal. Use the loll -owls -is general rules to account for the effect of shtekdirrg from intervening rows of buildings. • Assign 4.5 dE of shlekiing attenuation for the first row of intervening buildings only.
■ Assign I .S tiE of shielding attenuation for each suhsegraesit row. up to a maximum total attentratian cif I{] d8_
Step 4: Combine Noise Exposure from All Sources
Combine ail sources to predict the total pro ect rye at the receivers using the equations an Table 4-16, once propagation adprstments here been made for the noise exposure from eadi source sepo-olefy (fixed -guideway, JSigfrrvapiircrnsit and .stritionery).

Table 1-I6 Computing Total Noire Exposure
Total LK4 from ail sources
for the hour of interest
f..,w.aataldlico= L[ll�igf: t.,,mvccs lU��ifi�l.

Eq. 4.31
Total La, from all sources LRn r t:tt = LOIug [� err one rr+aTa 4, '110) Eq, 4-Il
FEt�ERdy IttANsIT AOMINISTRATfoN lq
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Ritz -Carlton Rancho Mirage MND
November 2024
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RTC -1267

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT !MANUAL
Step 3: Estirna.te Existing Noise Exposure
Meoswre the existing noise Or estireure the exiting noise exposure using o sirrapfifred perxedure.

Existing noise in the project vicinity must be quantified and compared to the project noise to determine the potential noise impact. It Fs generally recommended to measure exieting noise, especially at locations known to be noise -sensitive, but if measurement results are rust available then they must be estimated. In the Detailed No Analysis, the existing noise exposure is usually based on noise :neasurema1ts at rrepresentative Ioxalioris in the community.

It is not necessary or recommended that
existing raise exposure be determined by
measuring at every robe -sell rsitive
location in the project area. Rather, the
recommended approach is to
characterize the noise environment for
-.dusters" of sites based on measurements
or estimates at representative locations iii
the community- Because of the sensitivity
of the noise criteria to the existing noise
exposure, careful characterzzation of pre -
project ambient noise is important
Guidelines for selecting rr_preserrtative
recelv'er IQcations and determining
ambient noise are provided In Appendix D and Appendix E, respectively.

Changes to Existing Tt. nsit
For projects that pr opose
changes to an existing trensrit
system. such as a rehabilitation
project, the project noise can
Include changes to the existing.
noise because of the protect,
and so it is not possible to
define project nose separately.

For these protects, refer to
Sectnon 41, Step 3 - Option B,
on using the cunantlative
ni]is€ ceiterias.

This section describes how to estimate the existing noise in the project study area from general data .available early in project planning. The procedure uses Table 4-17, where a neighberinood's existing noise exposure is based on proximity to nearby major roadways or railroads. or tin population dam, city. For aces near major airports, published aircraft noise contours can also be used to estimate the eiristirrg noise exposure. The process: is as follows:
5a. Obtain seeded rnappartg and aerial ,photographs showing the project location aril alternatives. A scale of I .inch = ZOOiar 40D ft is convenient for the acct icy needed rri the noise assessment. The size of the base map should be sufficreret to show distances of at least 1000 ft from the center of the alignment or property center, depending on whether the project is a dune source (fixed guideway/ roadway) or a stationary facility. Th slate are commonly available from local transit agencies and a 'ember of publicly available online tools. 5b. Estimate the existing noise exposure by estimating the noise from major road and railroad lines er by population density. First evaluate the stile's proximity to major roads and railroad lines Including those that are included in the project, II these noise sources are far enough away that ambient rxsise is dominated by local streets and commie-Oy activities,, estimate the misting noisee based on population density. To choose the appropriate existing noise exposure, compare noise levels from each of the three satiageries—Roadways, Railroads. and Population Density —arid select the lowest level. In case of a a:EDERaL nilANSIT ADMINISTRATIL N S©
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Responses to Comments
TRANSIT NOISE AND VIBRATfON IMPACT ASSESMENT MANUAL
lightly used railroad one train per day or less) select the Population Density category. Existing noise levels are presented in Tale 4- 17. Refer to Section 4. E.

Step 3 — Option fi, on using the aanulative noise criteria for projects that propose €hanges to an existing transit system, such as a rehabilitation project Option ►l: Roadways — Major roadways are separated into two categories for a general rxjise assessrtterat. Roadways that came:a he desrrltsed by these two categories are not considered makor roadways and would use the Population Density method described below. The roadway ctegrxies are as follows:
■ Interstate highway —roadways with 4 or more In that allow trucks ▪ Other roadway —parkways without trucks and city streets with the equivalent of 75 er more heavy trucks per hour or 300 or more medium trucks per hour
The estimated roadway noise levels in Table 4-17 are based on data for light to moderate traffic on typical highways and parkways using FHWA highway noise prediction procedures. Where a range of distances is givers the noise exposure estimates are given at the lamer distance (note that the traffic noise at the smaller distance is underestimate -d). For highway noise. distances are measured from the centerline of the near lane for roadways with two lanes, while for roadways with more than two Fames the distance is woolied from the geometric mean of the roadway. This distance 1s computed as follows:

DC Eq.4-23
where:

Dan = ristanee to the geometric mean In Feet
Day = distance to the nearest lane centerline in fee
OF = &stance to the farthest lane centerline in feet
Option B: Railroad Lines — For railroads, the estimated noise levels are based on an average train tr -sffic volume of !—I0 trains per thy at 30-40 mph for malri lire railroad corridors and the were levels are provided In terms of L,w, artly. Distances are referenced to the trek centerline, or in the rase of multiple tracks, w the centerline of the rail corridor. Because of the intermittent nature of train operations, train noise will affect the LsAi rl only during certain hours of the day, and these hours may vary from day to day. Therefore, to avoid underestimatlrig mike impact when using L, i , V[ fs recommended that tItes near rail limes are estimated based nearby roadways or population density unless very specific train irrlonnation is available.

Option Ci Population Density — In areas away frown rrt*r roadways, noise from local streets or in neighborhoods Is estimated using a relationship determined dieing a research program by EPAtxar EPA determined that ambient noise can be related to population density in locations away from transportation corridors. such as airports, major roads and railroad tracks, aiding to the lollowwing relation:

Lair = 22 f 10log(p)
Eq, 4-24
EOERIrt tiM+4r+aSlT ADMINI,TRATrL N 5
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Ritz -Carlton Rancho Mirage MND
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Responses to Comments
TRANSIT NOOSE AND VIBRATION IMPACT ASSES,ShtENT MANUAL
where:
�du =In&SA
p = population density In people per square mile
In areas near major airports, published noise contours can be used to estimate the existing noise ensure, The La, from such contours should be applied if greater than the esl:rrrrases of existing noise from other wales at a given location.

Table 4- I 7 Estimating Existing Noise Exposure for General Noise Assessment Dominant
Existing Pietist I'starrce
9aume
from Major
Noise source, ft'
f ap elation
D nil y, people
per per tq, ,
Noise

1..

D y
75 70
65 a0
SS
50 Fxgortrro
L.

Even�ng
70 65
64 55
5o
45 Ea -Omuta;
L.,
Nlpht
65 60
55 50
45 411
L "
75 TO
ray
b0
55 54
Intentarte
Flighway++
If -50
34-100
I00-700
204} X40
400-13b0
BOO and u
14!-50
70 65
60 70
30-IGO
65 60
55 6S
Other Roadway-
100-2X
60 5S
SO
60 200-400 S5
SO
45 35
400 and up
SO
4$
49 50
10-30
-
--
73 30-60
-
-
70 60-120
--
65 ft 1Iwaytt•
1 240
-.
•-
-
60 341 540
--
-
-
53 304-8160
-
-
-
54 800 and up
-
-
-
45 —MO
33 30
25 35
I00-300
40 35
34 40
304-1000
45 4O
35 45
Population
1000 3000
54 45
4q
54 3940-10040
$5
50 45
55 I0O04-30044
60 Si
SO
60 3.0000 and
65 60
55 65
•Distatiees do net feelede shiegling ham inteseemstg rows of buildings. Generally, forestlmuieg shielding ettenuat➢on m populated areas, assume I row of buildings every rOO it 43 dB for the Rot row, end I.5 dB 6.4 every subsequent POW Up to a maxksruim tit IOdB attemuattort " Roadways 'sods 4 of more lanes that permit trucks. with traffic et 60 repfi PdtirwAya with trains At 35 rnp6, but without trnrks. And sky streets with the ogiin4nt of 7S or more Nov), tracks per hoar And 300 or more msduo trucks per hour at 30 mph j rr Main line raittoad eon Mors typically tarrying 5.I 0 trains per day at speeds of 30.40 mink Step 6: Inventory Noise Impacts
Inventory tine potential noise impacts either- by (=paging the pro and existing noise at each not -sensitive land use or by developing noise impact contours.

Use land use Irrlarmati•en and assumptions far shielding 313'1211421j WI from rows c buildings. Vet some cases. it may be necessary to supplement the land use infanmation or determine the number of dwelling units within a multi -family wilding with a visual sure r, If the objective is to compare major alignment options, ft may not tie accessary to identify every different type of revise` PEt7ERAL TiltANSIT ADMINIrTRATkL N 57

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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
sensitive land use. The Irwentary may Include a subset of land use Including residential and public rnsuturlonal uses.

Option A is the preferred method as it quantifies the noise impact at each noise -sensitive land use indicting the severity of the impact. Option B may be useful fur COMPAringand narrowing down major alignment options with numerous noise -sensitive laird uses_
Option A: Compare existing noose to project noise at each noise - sensitive land use.

Ai,, Tabulate each Ittdivtdual noise-sertsbdve land use building and site within the identified screening distance (S€xtton 4,3).

A2. Determine (Or each noise -sensitive land use the existing noise (Section 4.4, Step 5), die prefect noise (Smcticxi 44, Step 3) and the resulting change in noise.

A3, Designate each noise -sensitive land tie with either a no. moderate, or severe noise impact based on the criteria in Section 4.I A4. Identify all moderate and severe Impacts on a project map.

Option Bt Develop noise impact contours.

B t . Deterrtwhe the noise level thresholds at which the protect noise would cause moderate and severe impacts using the estimated existing noise exposure from Section 4.4. Step 5 and the noise impact criteria Er Figure 4-2..

B2. Determine the distances from the pro € boundary to the two Impact levels using the noise exposure vs. distance curs or equations in Section 4A.

Step 3.

B3. Plat points on a project land use map that carrespand to the distal��s determined in Section 4,4, Step 3, Continue this process for all area surrounding the project. Connect the platted points to represent the noise impact contours.

B4. Tabulate all noise -sensitive land use buildings atnd sites that be between the impact contours and the prole€[ boundary. For residential buildings, an estimate of the number of dwelling units is satisfactory.

US. Prepare summary tables showing the number of buildings (and estimated clwelfinrg units. if available) within both impact categories.

Specific decibel level noise contours, for example, 65 clIBA can also be plotted if desired_ The distances can be determined using the procedure in Section 4.4, Step 3 by substituting the desired decibel level for the Impact threshold_ Locations of points will change with respect to the project boundary as the eAsting ambient ex sure dharrges, the project source levels orange and as shielding effects change It is recommended to plat paints dose tether to FEotwu TRANSIT ADMiNis rnATivrl sa
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Ritz -Carlton Rancho Mirage MND
November 2024
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11942
RTC -1271

Responses to Comments
TRANSIT NoisE AND VIBRATION IMPACT AS5651 LENT l4ANUAL
draw a smooth cure For a General Noise Assausmenk the contours may be drawn through buildings and terrain featurt as if they were not present This practice is acceptable ocnsidering the level of detail arsriated with a project in its early stages of development. Example 4- l and Example 4-4 describe the development of noise contours with illustrations.

Step 7: Determine Noise Mitigation Needs
Air estimates af the noise reduction from fwopvsed mitigation rneus2rres (Section

44. Step 2). where lie assessment shows either severe ar moderate impact and reel the zabuicrtion aj'noise impacts.

Note that noise harriers are the only form of mitigation available in a General Noise Assessment_ The other mitigation measures are awallahln fora Detailed No Analysis. The approximate noise barrier lengths and locations developed in a General Noise Assessment provide a pi ellralftary basis for evaluating the costs and benef is of impact mtigatiort. This evaluation will provide a tonserwative estimate of the effect of the mitigation oti the identified impacts.

III general, it is recommended to complete a Detailed Noise Analysis for final mitigation meal-sures. Hoverer. if impact is identified through a General Noise .Assessment and can be mitigated to a level of no impact using the noise reduction estimates included in the Gerte al Noise Asses-arnerit a Detailed Noise Analysis may not be needed. Mitigation assumed in the assessruent used far the NEPA evaluation must be included in the project as a commitment.

Consult with the FTA Regional office to determine d a Detailed Noise Analysis is required for final mitigation measures_
The following examples illustrate how to complete general noise assessments far varying project types including commuter rail, highwaylt4ansit, BRT system. and a tramt center,
Example 4-I General Noise Assessment -_ Commuter Rail
General Noise Assessnentfor a Commuter Rail System in an Existing Abandoned Railroad Right -of -Way
The ioilose rig example illustrates the General Noise Assessment procedure fora new fixed -guideway project The hypothetical priories rs a coeinurter rat system to he hulk within [he absrtds}reed }ROW oft railroad. The example covers a segment a the crsrridar that passes through a densely developed area with popukatiom density of Z5,000 people per square viola in mixed Ole. and +mrdu-fatelly residential land uses to anown in Fgure 4-7.

The example is presentedintwo parts first a segment where the rail line is grade -separated and a horn is not hounded; and secondan ai-grade street -rail crossing where the horn is sounded, Assumptions
• Project Corridor
Edging pcapnlatiean density n23,040 people per square raile. • Commuter Rail System
Ceknrmeurler wide owe Ilocom Klve teed a three -car consist on x dvutsle-ei uc',k ac•grtde system with. welded rail. Trains operate with 20-inimite headways during peak hours and I -hour headnvays during off. -}peak. Speeds are approximately 40 mph along the corridor FEDERAL TRANSIT IT ADMINI TRATlL 11 54

04.28 Cont-

Ritz -Carlton Rancho Mirage MND
November 2024
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11942
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Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT ASSE35htENT !MANUAL
Operating Schedule
Period
Headway
Inbound
(minutes)
Outbound
Trainsper hour
Inbound Outbound
Total
Period
Total
7 a.m. — 9 aim.
20 20
3 3
6 5
9 am. - 4 p.m.

Daytime
60 60
I
I
2 I a
4 p.m. — 6 p.m,
20 20
3 3
S
12 6s.m.—IO m
6-0
60 I
I
2 9
I0p.m- Ip,tn
60 8I
I
2 2
Night
I I pie.- 3 t'tt
tirrla
3 a.m. - ham.
50 60
I
I
2 2
6 a. Ilk. — 7 im,
20 20
I
I
2 3
Part Ir Grsrde-Separ ted Street Croning
Determine Pralect Source Reference Levels at SO ft
Classify the 'tease source: Fixed•Guideway Transit
Determine noise source reisreaace level Iran Table 4-9, I.orornotivr: 92 d6A
Cars: $2 d:BA
Estimate Pr -alert Norse Exposure at SO ft
Determine aws:ragn hourly daytime And nighttime volumes of ti -alt traffic Daytime i7 am, - IOp.m,)
42 train%
VK = - 2,8 Mans/hour
Ir heurs
Nighn3rne (19 put — 7 am.)
6 trains
= — 0.7 trainsihour
W
9 hours
Use, Eq. 4-I and Eq, 4-3 to calculate the daytime L.,0„, at 50 ft tar tie locomotives and rail cars. ,.k
La.b.,,,,, =51fLret + luduug(Nav,:y:1 +films{rte} * 10ltrgl(Vu) — JS,fs 443
92 + leisig(i) — 10to;q(6 ) + 1Ollrq(2:0) —35,6
r61.8LIRA at50fit
5 IA' i e1., =SEir..rl+IOlegPicm.,)+ 4 )+10tnp(Va)-35,6 = 82 + 1 0143,g(31 + "2tMd+.ayr(4q) + 101eg(2,0) - 35.6 50 = 53,7 dMA art 50 it
Cakulare tie Eda.3i daytime I-1 for the lotxumtive and rail cars using Eq. 4.7 10du 1t3Edj'''In + 104"`", fie,)
= 1040gi 10h1ljv + 10Aa''ille)
=62.4al-TA at$Oft
FEDERAL 1AANSIT A0MINISTRATIL 11 55
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Ritz -Carlton Rancho Mirage MND
November 2024
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11942
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Responses to Comments
TRANSIT NCHSE F.ND VIBRATION IMPACT ASSE35htENT MANUAL
Cafnslate the nighttime L„t,re at S0 ft for the I nwnJves and rail cart.

Lu.senio = SLL.,.wi + 10Iual(Newt„r,1 `F lh' Iugl;.Sal + LO l0 (1;, ) — 35.6 ^Iff
= +12 + 10 log(1:1-10 log(54) + 10 Ingt0,7) —35,6
= 55.0 (LOA at Soft
Ln.hrnr.r
SGLrri + 10 + 20 log( 550) -I- ] 9 ltagf1 I — 35.6
= :Ef2 + 10 1t3e31 + 20 kg( 5040 + 10 bogt0.7) — 35.6
= 47.7 dilA at 50 ft
Calculate the total nighttime 1„ for the locomotive and nail cars using Eq. 48.

LACoan;6o
= 101w4rf1 OL` ..nefi'} } 1Dtri1l aea,yiltl
= 10&7 I117ssa�+ra + 10ar Via)
=56,4 dEAat50ft
Candace La at 50 ftfor the project using Eq. 4-!,
= '010 .4 r Chi x 1Ait.,lra„r��aJani+9 1[III r ce+na74o)) — 13.1 Estimators Existing Moist Exposure
Estimate existing reosseat nolle•sen$10n, sates. Since due existing allgmuene It on an abandoned railroad, the dominant existing noise source can be described by a generalized noise level to characterize a larvae area Usux Table 4-17 and population density of 25.0X people per square ale to determine the existing ratase level. Unobstructed residences range from I04 to 200 ft from the raH line_ Accoreing Eo Table 4-17: L.m = dO d0A
Determine Noise Level and Distance for the Onset Of Impact Determine the noise level far the Onset of mOderats and severe Impact uOrig Figure 4.2 and the AA song e}dse level of 64 dBp. NOT that this project k land use. category 7 and the appropriate metric a Li..

Existing
Nolse
Lk.

Onset of Moderate
Ntnpact
Onset of Severe Impact
60 dBA
58 (IBA
d4 Dta
Determine the distance born the protect noise aouriec to the noise impact contours using the fixed- gukleway carve in f,gune 4-6 (or the equations In Table 4. I3 and the project impact thresholds ob i ned above. The project noise level at 50 ft Is approaamatrsly 64 NA Moderate Irrlpact (SO dBA )
51i — nh = ae tin
According to Figure 4 -it the distance correction is approximate). -d dB at I Z@ It Severe Impact (64 dBA4
rl.— =i)LIP
FEDER,fx. rl?hl`VIl a:?I1sP•1= TEAfI' N i5
04-28
Cent.

Ritz -Carlton Rancho Mirage MND
November 2024
3103
11942
RTC -1274

Responses to Comments
TRANSIT NOSE AND LrBRATION IMPACT AS5ES -ENT MANUAL
According to Figure 4-6, the distance correction h less than 0 dB at approf imately S I ft Project Level
Onset col Moderate
Impact
Distance
Onset of Severe
Impact
Distance
61dBA I20ft 51 ft
Develop Noise Impact Contours
Draw contours for each affected land use, chased on the above table and its distance from the rail line (Figure 4.7}. Ntxt this the Impact distastres hated are In Lewis of r`tkscartee to the cerrtt liaee of the Commuter Rail corridor,
Inventory of Noise Impact
There are six residential buildings within the contours defining moderate impact (shaded In Figure 4-7) Noise MltlgatIon
The procedure is repeated assuming a noise barrier to be placed at the railroad ROW line. The barrier serves to reduce proiect noise horn the commuter rail by at least 5 dB. Note that the harrier does Wort affect the pi'ert criteria to be used iu deter lulling Impact, and the same Em3sting erase levels fat the case without a barrier} are used to determine these thresholds.

In this example. the noise barrier decreases the distance to moderate impact from 129 to 69 k and terminates as residential noise Impact for this segment of the project area i<
sill Nil
•iIP
Tp
Figure 4-7 Nolte Impacts of Hypothetical Commuter Rail
Port 2: At-rreda Crossing With MUM Blowing
Now consider the case of an .active street crossing of the commuter railroad tracks The Genera Noise Assessment method includes source reference levels for horns on moving trains and warning bells, (crossing signals) at the street crossing. According to Table d -$ the horn noise applies to track segments within rf. mile of the grade grassing.

Estimate Project Noise Exposure at SO ft
tiring the train volumes from Part I and the Informat on in Table 4-9 and "fable l- I°. determine the day anel nigh me L.eil,0 from sounding the barns at 50 R
J�rt Llurn.n
= SELrrf + 10It+g(Vd) — 35,6
= 110 + 10log(2.t) — 35.6
=70.9dBAt
FEDERAL TAANSIT ADMINI,TRATI N 57
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Ritz -Carlton Rancho Mirage MND
November 2024
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RTC -1275

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT ASSESKENT !MANUAL
Zn tHirrni
= saLr,y + 10 log(1f 7 — 35.6
= 110 +10 tug(t1.7) — 35.6

72.9 d6A
Cal wive she L.. at 50 ft from uraln horns using , 4-9
LeiLLH, r ii.t
Ifl ] (I5 x 10tItarrmw"iin). 9 x 101 cua ,+�n'yjnl'I.G3'8 =Bidi4A
At -fade street o:wings will have war [ling bells, typically sounding tor seconds for every U aln passby.

The total daytime and nighttime durations are as follows:

EA = average date hourly duration
=20 sttomis X 2.8 tramsl'haur = 56 secona hoerr
En = average nightiame hourly duration
=,70 Winds X 4.7 tra nsiliour = I4 secotida+haur
from, Table 4-I4:
1qt4uuati = 0,0 +:10h (3ir011)-35
56 109 + f01Vg(. 3600) — 3a,6
=55.3rfE4
L n 6VBGr1
S L„, + 111 log( moo) — 35x1
14 I0g + 10 iog(3Fi(l4) — 35.6
=4.3dHA
Calculate L. at 50 ft from the warning hells using Eq. A- IT:
= Iifbk{1.; x 1f11,11"j rito1+9x1p4lt"wady+"li1e1) B.f. =573dI,1
Compared 14 born blowing, cite crrndng signal warming bell noise is negfi bte hex stilt mint be included In cite evaliaatirm
Estimate Existing Norge Exposure
From Pare I. to oslsring noise level k1,0 deA.

Determine Noise Level and Distance for the Onset Of Impact As in Part I. the esjsiing noise level dBA) is used to determine the on of moderate and severe i mpact.�,
Existing
Nolte
L.

Onset of Moderate
Impact Onset
Lin I"d
of Severe Impact
60 dEA
58 di5A
fib dEe
PELEIRA. 1'i ANSIT ADMINIrTRATi N Sr1
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Ritz -Carlton Rancho Mirage MND
November 2024
3105
11942
RTC -1276

Responses to Comments
TRANSIT NOSE AND LsBRATTON IMPACT ASSESSMENT 'MANUAL
Determine the distance from the protect noise sources to the impact contours using the fixed -guideway curve In Figure 4.6 {or floe: equations In Table 4-15) And rite piOject impact thresholds obtained above. The project noise at 50 ft k approximately SI db,A, However. there are at least two intervening rowsof buildings which will provide 6 dB (4 S dB for the first rctw and I.S dB for the second row) of shielding, J1oderate impart i58 cBAY
519—fB1—bI=—Iitift
Ascotding TO Figure 4.6, the distance correction is appro>tlnlately •I7 dB at 715 ft.

Severe Impact d64 tBAY
b4—fEt1-61=—IIail
According to Hgure 4-6, the distance correction is approximately • I I dB at 265 It Project Level
Le
Onset of Moderato
Impact
D b tan
Onset of Severe
Impact
Distance
BI dBA
715 tL
265 ft
Draw Noise Impact Contours
Contours CX11 be drawn as in Part I Ior 4 taile rya tidier of the grade classing
Example 4.2 General Noise Assessment - HighwayiTr ansit General No Assessment Example or HighwayiTransit Corridor Projects Thin moresple illustrates t highwayrtransit project where the highway noise dominates And the FHWA assessment methods should be used to inform the ETA process according, to the impact craten.a in Section 4.9.

Case It Highway Dominates
A new LRT system Is planned for the median of a major trlghway that terries heavy traffic both day and night.

The raise levels at the first row of houses along the highway were mersuaed during peak hour, mid -clay and nighttime with hourly ftr•w readings of 65 dBA. Via dBA, and 60 dBA, respectively, The LRT tracks wilt be 125 ft from the first row of hordes: The L T operations daring peak hour will be 4 -car trains at 45 mph, with S - minute headways on bmb directions Nighttime service decreases to 2 -ow halm and 20 minter headways.

ETA is providing a. tare of the funding for the LRT project but the State DOT and the FHWA are co -lead agencies because the median requires considerable preparation for the tracks, including replacing bridge piers o street crossings and moving some highway lanes.

AsstimptIorts
SFI.r = R2 dl3A
Nei =4 cars pet train
Nn i 2 cars per train
S =45 rnph
t = 24 :dint per hour
= 6 trains per hour
Estimate Project Noise Exposure at 5(I ft
Use Table 4-9 and Table 9-I4 to determine the peal: hour Lwao for the rail vehicles, Use Eq. 4.3 to cake ate the LRT peak -hour noise leases, f,,r:arv(h) 5'6'i rri 1 14iag(Nr„ ) t 2i3hog{f'd + [Wog (fr] -- 35.6 45 = S32 + iii io (4) + 20ht (S ) + 10 lag(24) — 35.6
= si5 dBA alt 50 ft
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TRANSIT NOISE AND 1 BRAT1ON IMPACT ASSESSMENT MANUAL
We E.. =1-3 to Gait ace Lhe LR7llate evening hourly nose IeveL ^ .,naffs, = I[Iioq(t'-rv,}t2tgogisti+lida,gf1')-35.6
=82+IOJo 4Pj+2llag(50)+1{1dn$jf —35,6
= 5r rillAat50It
Estimate Protect No Exposure at 125 ft
Shiro the LRT tricks will he 125 k trorn the first row of houses, use Fyre 4•6 to &Lori -nine the IeVd hS 125 ft
At l2S it the distance cnrrpctian is 5 dB.

Peak hour„
65—.w=ds(Fd.ii,4 at125ft
Nuglit hourly
S[r— 5= S1uflfiut 125 ,ft
In this cue, the highway dominates die noise environment in the areahoth day and night by 5 dB during peak hour and 9 dB at ought, According to Scctron 4 I and Table 4.2. uiwr thn FHWA assessment niethodx.

Example 4-3 General Noise Assessment — BRT System
General Nose Assersmsntfor a BAT System in an Existing Railroad Right -of -Way Tiffs example fora simple BR T project rllustrates using the FTA, procedures for a new ERT corridor planned in an **Suing abandoned rkilrasd ROW.

Assumptions
SELr„ p = B2 for hoes
5 =25 mph
_ (344 buses)/ (15 hours) = 22,9 buses per hour
buses) I (9 Itr3utO = 112,9 Gusea per hour
Estimate Prolect Noise Exposure
Use the information and equatfons in Table 4-12 to calculate the daytime and nighttime l_,.,,„„ at SO fir_ Ci = IS for h etet
1 � 4'
&vCBat - 5L•£rnj + 1O lu#i,V,t) + Grlul;{$n) — 35.6
"
132+tOtow (22"i)+1S1u, (20)-35,f:
= 55 dBA at 53 ft
S
= ,SiffLr,X+ illda,g(V,,)+G'slt>Rf5gI —35.6
= t11 + 10ingi 12,9) + 15(ugi 25SO'l — 35.6
534:18A at SO ft
Calculstic 14. xt SO It for the project using Eq. 4.13. trrn R re = 101og(15 x 7fl{ .rr IinJ +rf K 10642.'+to7f1,e)) — BLit ='rfi rfB4 at 59 ft
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TRANSIT NOSE MD V BRAT1ON IMPACT ASSESSMENT -MANUAL
Estimate Existing Noise Exposure
The surrae.n41.1 area is re idential with 25U0 people per square mile *Uplift appro rnately !U9 it away franc the proposed alignment_ Determine the eexlsu ng noise usl rig Table L.= SO dBA
Determine Noise Level and distance for the Onset of Impact Determine the noiseN level for the onset of moderate Arai tthettee impact lasing Figure 4.2 and the t xfsting tacvsc k've! o 5 dhA. Note that this project Is laud aim category 2 Arid the appropriate metric Existing
Noise
LA,
DnsetofModerate lrnpact
Onset Severe
Impact
L.,
SO dBA
54 dRA
39 d8A
Determine the distance to the Mite impact contours using the Iixed1uliteway & highway elLiVe in Figure

4.6 (or the equations in Table 4-I5.i and the protect impact thresholds obtained above. The project noise level at 511 It is ippe °ahemdy 6O dB&
Moderate mpaci154 tBAY
,q—f,U= —btW
}s,ccerdieeg to Figure l-5, the distance correction is approximately -6 dB at 125 It Severe lnmact (59 dBA1
59-60 = —1 dB
According to Figure i-ti, the distance correction is less i than -I dB is approxdniarely 60 ft project Level
L.

O met or Moderate
Impact
bow
Onset of Serena impact
G H.stanrn.
60dEA
1 123 it
60 it
Inventory of Noise Impact
Since there are residential land uses apprtaidmately P 40 ft away from the proposed alignment and the *met of mcceraie impact is at 125 ft, there are passible moderate imparts to the residences...

Noho Mitigation
A barrier is proposed for mitigation between the err system and the residences. The arnairis Sxrepeated and results In a predicted new proje€tJevel of 55 MA and the following impact distances:

Mitigated Project
Levert
L.-
Onset of r'iodt:rato
impart
Oisoanrm
Onset of Severe Impact
CrlytatttCre
55 dBA 60 ft WA
W ith a none iconic=r fn placer between the BRT system and the reodorttA. It k pradlcted that chic onaor, nl muderats impact wotdd-occur approximately 60 ft away from the fiRT system Since the residential area begins approkrnately 1 k away from the JRT ayatern. which is beyond the dIstante of moderate Impart. f5 ftp_ a noise barrier would provide the appropriate noise neitigation for the predicted moderate impact The onset of severe It misses_ is fisted as NA because wsdt x nnl:te barrier, the sewere 'impact criterion it ethic exceeded by the protect
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TRRF¢51T NOISE AND VIBRATION IMPACT ASSESS LENT !MANUAL Example 4-4 General Noise Assessment - Transit Center
General Noise Assessment fora Transit Center
The following example illustrates the procedure for performing a General Noise Assessment for a stationary tout re_ The example represenss a typical FTA,assiated project Ir, an Lillian al ea the siring of a busy transit center in a mixed comnwrdal and residential area as shower in Figure 4-R.

Assume that the Noise Screening Procedure has already been done for this project and the nearest residence has been identified approximately I40 ft from she center of the proposed i ramie center. Recall that If any residential a other noise-sensi i a land use is idendfi ed within ISO ft of a transit tenter during the Noise Screening Procedure, additional analysis is required.

Asaurnptlons
✓ Main Street Traffic
Peak hour traffic of 1300 autos, 34 heavy trucks, 340 medium srucks. • Population Density
I2 houetes per biotic single lankly hau tut, 3 people per fatniy.

Black area 78750 square ft
Population density = 9.75f1 peoplekquare mlle_
!Us Traffic
Period
Hours
BuseA per
Hour
Peak Morning
7 a_m.-9 am,
30 Peak Afternoon
i p_m-6 pate
30 Mid -day
9aatL-4p.rn
IS
Evening
filarri.-FOprirk
12 Early Morning (Might)
h a_rrt-7 a.m.,
15 Late Night..
10 piti.-1 ah'i.
4 Estimate Project Noise Exposure at SO ft
Determine the hi -Italy vglutne ref Dusts during day and night Daytime (7 am — It) pm.i
273 buses
Vr = — Ca2 lenses/hour
15 lionn
Nighttime i I0 pot — 7 t, mil
27 buses-
= 9 dte1C[ra' —3 f7tL5'¢3{fid7 ilP
Calculate the daytime and nighttime L.,iy, it SO ft Ivr the bill transit tenter using the reference Ie s in Table 4.13 and the equations in Table 4,l4.
= S&L., + f',v — 35,h
l B_2
= 101 iY 10Ing( ) -- 35.6
du
65 dHA a SO ft
rL6re¢rtter SEL,,.r + L = 35.6
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TRANSIT NO1SS AND VIBRATION IMPACT ASSESSMENT !MANUAL
3 101+1olig{ J 35.6
=57till Aat541t
Calculate Lr„ at SO ft for the project using Eq. 4-17.

L,th.prtrnra, = ltalog(15 x lClic'trrrcmrr.r, Inl+9 x 114Owerceim.+r+l614,91)-13.8 = Irh dJM as 5O ft
Estimate Existing Noise Exposure
Estimate existing noise at noise -sensitive sites from the dominant noise source, and either maKar roadways in floc sonets (population r1errslty).

Roadway Norse Estimate — The traffic on Main Street gitififies this street for the Cutler Roadway category in Table 4-17. According co the map, the nearest residence is 273 ft from the edge of Main 5trret The table Oraws existing L. = 55 dI5A. at au., distarsoe for representative busy sty street t*afrit PopuIation Density Noii:a Estdrrtate — Noise from loud streets is estimated from the population density of 9.750 peopledstrone mile, Table 4.17 conllrms that the L. is apps nxiuwacely 55 dBA.

In due example the existing noise level by bath the roadway anti ,pbpulatian density estimates are the same. but that k not always the case if the levels are different use the Iower noise level. The resting noise level associated with the residential neighborhood in this trample sir Lu = 55 dl3A, Determine Noise Level and Distance for Me Onset of Impact Determine the noise level for the onset of moderate and severe impact using Figure 4-2 and the existing noise level of 55 d&A. NOW that thh prgett k land roar category 2 and 'the. apprs,prrats metric is Lr., Existing Noise Ottsat
of Moderate
Unpack
la,
Octet or Severe
I mpact
L.
55 dl3A
56 d&A 51 4112A
rJeteukite the distances from the center of the pi opeu ty to the noise Impact contours using the stationary curve in Free 46. The pi"t:Oct noise revel at 50 it is 66 d BA ,I_1Ader3te impact f56 tlhA}
56-60 -10 LIT
According to Figure 4-6, the distance correction is approximately -.10 dB at 125 ft Saver'e impact l62 d&Aj
62-66s —4dE
According to Figure 4-6. the distance correction is -4 dB at approximately 70 k Project Nolte
l-..
9nset or Moderate
Impact
Diseirxo
Onset of Severe
Impact
DI name
fib df3A
I75 ft
70 h
Draw Noise Impact Centaurs
Draw lines ai 70 ft acrd 125 ft From the tenter of the property or tare peals se J trursli center. These Mee. represent the noise impact contours. {Note that in Nur 4$ the severe impact contour is not drawn for darlty, The (custom is just vnthnt the liaised Item rep,reaenting the moderate impact contour alter mi®ga®oral.

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TRANSIT NOSE AND LsBRATlON IMPACT ASSESSMENT 'MANUAL
Inventory of Noise Impact
Widths or touching. the contisur drllrr.n tna4eratt imp cf are three residential buildings (shaded in Figure

4.8)_ No residencies are wirlJn the severe Impact contour, Noise Mitigation
The process k repeated with a hypothetactf noise harrier atthe property line nn till, residential 'tldn of the transit center. This world consist of a wail approximately IS k high partially enclosing the transit center. surricient to Semen the residences but not the commis -mil Meek facing Mean Street, According to Table

4.14. the appetn ornate noise harrier effect k Repeating the procedure above, the noise harrier will reduce the moderate impact contour to 6ff k and the severe impact contour Co 45 it I note that at S4 it the distance eel'reetoDI1 is i1), which at this example eYriwrr+t s 1 Ja0re11W impacts est the residences Figure Atli Example or Project for General Noise.mssessment Siting of Transit Center in Mixed Camrnercial Residential Area 04-28
Ccnt.

4.5 E=valuate Impact: Dulled Nose AnaFysis
Evaluate for impact using the Detailed Noise Analysis procedure in this section, if appropriate. Frx guidelines sari where the petalled Noise Analysis rs appropriate, review Section <4.2.

The steps in the Detailed Noise Analysis (Figure's -9) parallel the steps in the General Noise Assa sment, though the Detailed Noise Analysis employs equations or computations tathhr than g'apps or tables. Each step In site Detailed Noise Analyxis is mare refined in the prediction of project noise and subsequent evaluation of mitigation measures. Noise projections from the project must be determined for each receiver.
e Step l: Identify Nose -Sensitive Receivers
Identify the noise -sensitive receivers of nterest in the impact analysis study,. including clustering noise -sensitive areas, This identifi€� tian Is usually based EOERA1. TRANSIT ADMINISTRATu I I ha

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T;f4 4F T51T NOISE AND VIBRATION IMPACT ASSE SK NT MANUAL on the Screerrhg h- cedum and General Neese Assessment previously conducted_
• Step 2: Determine Proiect Noise Source Reference Levels Det€rminP the project raise sources and reference levels. Then estimate the pnopecct noise exposure at the reference distance of 5d dtt, considering operational taraoteristics_ When appropriate, rneasurerrIOrrts may he used to determine noise source reference levels..
• Step 3: Determine Propagation Characteristics
Estimate prr eet noise exposue as a function of dIsrance, aceour¢ing for shielding and propagation along the path.
• Step 4: Combine Noise Exposure from All Sources
Combine all sources to predict the total project noise at receivers. • Step S: Determine Existing Noise Exposure
Det mane the existing noise exposlrr a Measurements are used tai determine the existing noise exposure. When measurements are uiravallatle, asirnplified procedure to esttrreate existing noise exposure may be used with a clear Itrstlticatiot to and approval by the FTA iRegional dike, • Step b: Assess Noise Impact
Assess the noise Impact at each receives of interest using separate procedures dot transit only aril nrulthrxndal transports -Um projets. • Step 7; Determine Noise Mitigation Measures
Evalmite the need for mitigation and repeat the Deviled Noise Analysis with proposed mitigation.

When situations arise that are not explicitly covered in the Detailed Noise Arwrlys s, prpfas.5ieria! pudgrtaent, in consultatlQrr with the FTA Regional office, may be used to extend those methods tip cover these unique cases, when appropriate. Appendix C provides Information on dereloping and using non- standard modeling procedures[
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TRANSIT NOISE AND VIBRATION IMPACT AS565htENT !MANUAL
Figure 4-4 Procedure for Detailed Noise Analysis
Step I: Identify Noise-SensitI►re Receivers
Select the noise -sensitive reservers of interest, the number of InhiCh wilts depend upan the hand use in he rnernrtyy of the ,proposed project €>rrd the extent of the stud, Ire defined by the Noise Screening Procedure ill Section 4.3 and he results of the General Noise Assessment in Section 4.4.

The steps in identifying the noise -sensitive receivers of interest, both tare number of receivers needed and their locations, shown in Figure 4- IO, Include:
la. Identify all iloise-sensitive land uses,
lb. Select individual receivers of frrterest,
1c. Cluster residential neighborhoods and other large noise -sensitive areas.

Eotwu 1-71FANsit AOMINIIITRATION tfi
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TRANSIT NOSE AND VUIRAT1ON IMPACT ASSESSMENT 'MANUAL
*reef %cw
SWIM iF
Wig Ulm POWsIsm
uwawnwi
Figure 4-I0 Guide to Selecting I4olse-Sensitive Receivers of Interest I a. Identify all noise -sensitive land uses where impact is identified by the General Noise Assessment m Section 4.4. If a General Noise ,Assessrr1t fras 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 lad 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 u ei near the proposed project include;
▪ Land use maps prepares by regional or local planning agencies or by the project staff. Aree-wide maps often do not have sufficient detail to be of much use. 'bait they can provide broad guidance and may suggest residential pockets hidden within otherwise commercial zones_ Cad more use are project-specI.fie maps that provide building -by -building detail on the land near the proposed project.
• Road and town maps can supplement other reaps, are generally more na-Sate, and may be of larger scale_
• Aerial photographs, when current, especially those of 4CO-ft scale or better, are valuable in locating all potential noise -sensitive lard uses close to the proposed project- In addition, they can be useful in determining the distances between receivers and the project.
• Windshield surrey, in which the corridor is driven and land uses are annotated on base neaps, may be used for definitive Identification of noise - sensitive sites. The windshield survey, supplemented by footwork where needed, is especially useful in Identifying newly -constructed sites and In confirming bibd uses very close to the proposed project. In addition, maps 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 for Its attenuation to be effective, and the greater vertical distance between source and receiver may eliminate the impact entirely. The windshield survey would reveal where vertical contour maps FEDERAL TRANSIT ADMINisTRATFL I 61
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TRANSIT NOME AND VIBRATION IMPACT ASSE35htENT MANUAL
or other means may be needed so that viertltal eflskarmes can be determined.
• Gt ognaphic Information Systems (GIS) provides electronic trapping needed for identifying noise -sensitive land uses. GIS data may include land parcels, building structures, axial priotography, and project spec {Ic information. These data may be obtained during the project study or from local or regional agencies that store and maintain GIS data, LIsirrg electronic GIS data has advantages rover paper mapping with rnpect to atatomatirtg she process of identifying not sensitive land uses and accurately being able to determine their distances to the pr6Ject alignment
Table 4- la contains three types of kind arses of interest and provides guidelines as to when receivers should be analyzed individually and when they can be clusterd.

Table 4 -Id Land Uses of Interest
Land Uses Specific Use
Selecting Receivers
Rtsidencns
Isolated single family + osidemces
Neighborhoods (single and
mum -wilily residences,
apartment buildings, duplexes,
etc.)
Select oath irreslated residence as a receiver of interwat, For residential areas„ duster by proximity m project
sources, priority to amhiemmotse stamens :rrrd Iocatlkn along Profi t line Choose York l'eCeiVer otlrrtratst
(doses* to the project i»lsc source and at an
in mediate destine horn the predominant sources or
exisd ng noise) in each duster (ie.. Balance the disoince between the receiver and the new tiCil2E s+surce and the receiver and the existing noise source). Multiple dusters in arm location may be needed to fully rharaaterite this area.

Indoor noise-
sensitive sites
Places of worship
Schoch Hospitals/nursing
homes Libraries
Public meeting hails
Concert
h al l sl a n di t on u m ale th ea tors
Recording/broadcast studios
Museums and certain historic
build] ngs
Hotels and motels
Other public buildings with
Hesse- senyiave Indoor use
Sect noise -sensitive biiirdietgs as separate receivers of linterest
Outdoor noun-
sensitive areas
Certain parks
Historic sites used for
lntcrproutlan
.Amphitheaters
PassIve recreation areas
Cerueterles-
Other outdoor noise-senaive
areas
For relativr:ly imal noiSe.serrtative al-C4-i. sctact ren5S. sensitive sites as separate receivers of interest
For rrIattively large areas it .g. a ctmetcry. etc}. cluster by proximity to project noise sources, proximity to ambient- noise sources, and I oration along project lino. Choose one receive.. n4liaterest (closest to the project noise source and at an intermediate distance from the predominant
sources of erasatrg noise) 1n each cluster.

FEDORA. TRANSIT ADMINIiTR&TFLI J 6p
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT MANUAL
I b. Select the idlowiriig type d noise -se„ sItfve receivers within the noise study area, per Table 4- IOE to be evaluated as individual receivers:
• Every major noise -sensitive public building
• Every isolated residence
• Every relatively small outdoor nose-serwsa hive area
Use judgment 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 -rase bads as discussed in Section 4. I .

I e. Residential neighborhoods and relatively large outdoor noise -sensitive areas can often be clustered, simplifying the analysis that is required without compromising the accuracy of the analysis. Subdivide all such nerghborhoodsfaneas Into clusters of approximately uniform noise eadt containing a calleetion of noise-sefrsitbvie sites. Strive to obtain uniformity of both project noise and ambient noise using the fallowing guidelines:
• In general, project noise reduces (drop€ off) with distance from the project, For this reason, project noise uniformity requires nearly equal distances between the project noise saw°ce and all sites withlri the cluster. Closters are typically shaped as Ior9g narrow strips parallel to the transit corridor andlvr circling project point sources Rich as maintenance facilities. It Is suggested to cluster sits where the project noise varies over a range of 5 d6 ar I.
• Note that noise drops ofd approximately 3 4B per doubling of distance for line sources and approximately 6 dfl per *Riding of distance for paint sources Over open terrain. This reduction in r+nise will raccur over a shorter distance in areas containing obstacles blocking the path cal sound propagation. such as rows of buildings.
• Ambient noise usually drops on from norm -project sources in the same manner as noise from project sour•ees. For this moon clustering for uniform arnbient nose will usually result in long narrow strips parallel to major roadways or circling major point sources of ambient noise, such as manufacturing facilities. It is suggested to cluster sites where the ambient noise varies over a raw of 5 dB or less. Ancient noise levels may be difficult to lodge without rneasureanents, In areas without predominant sources of noise, like highways. ambient noise can be considered to vary with population density. which r5 Often uniform along the corridor. In situations wtpere Ambient the tends to be uriibrrn, the dusters can encompass relatively large areas.

Aber defining dusters. select one representative receiver in each cluster. k is recommended to choose the r activer ek>smt to the project noise source and at an intermediate distance horn the predominant sources d existing noise. See Appendix D for additional guidance and exarrrples on clustering receivers, a5 welt as ors example,
FEOERIwL t1MAMSIT ADMINI,TnATi N ry
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TRANSIT NOSE AND VCSRAT1ON IMPACT ASSESSMENT 'MANUAL
Assess each Identified cluster repr sentatrve and Individual nte-serstrve receiver of intent using the Delailed Noise Analysis as presented in the following steps.

Step 2: Determine Project Noise Source Reference levels fdenti r The major prcyec_r rxrtre sources item- the neise seirsirive receivers ofinterest group them by source Type, otrd delerrnirre reference kvefs itin compute proieci iodise of SO ft as shown re Figure 4-I
AO
itt.l...e.
truer.
cowal
uw wP LAO
it*
Figure .4-I I Flow Diagram for D erninnittg Proiact None at SO tt 2a. Warmly the major project rouse sources near receivers of intereet according to Table 4-I9. 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 hat are riot indicated as mayor contributors. Although such sources are loud, they rarely stay in a neighborhood for 11104 V. than a day or two; therefore, the ovreral!I noise evosure is relatively minor- Computations are required for all major noise sources in this table.

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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT !MANUAL
Table 4.19 Sources of Transit Noise
Prole=T es Source Type
Actual Source
Majort
Consn-nuter Rail
ught Rail Streetcars
RRT
FixedCiuideara�r
LOCUmoriVe and rail ear passbys
Horns and whistles
Crossing signals
Crossovers/switches
Squeal an right curves
Ti-ack-mairsustuuct equipment
Yes
Yes
Yes
Yes
Yes
No
Sta ionary
Substations
Chiller Monts
Yes
Afo
Busways
PaisPais Highway/Transit
s Transit Malls

Sun passbys
Bastes harking
Yes
No
Stationary
Bases idling
Yes
AGT
Monorail
Fixed -Guideway
Vehicle passb u
Yes
Miscellaneous
Line equipment
No
Terminals
Stations.

Transit Centers
Frxied-Guideway
Locomotive and rat car passbys
Crossrsversfswitches
Squeal on tight curves
Yes
Yes
Yes
HIhwayTtransit
Ego passbys
Buses parking
Automobile paasbys
Yes
No
No
5istionary
Locomotives Idling
Buses Idling
Ferry boats landing oiling. and departing at dock
HVAC equipment
Cooling towers
PIA systems
Yea
Yes
Yes
No
No
No
P.iii,..uiebilicle Lots
HighwayPTransit
Bus passbys
Buses Airrg
Automobile passbys _
Yes
Yes
No
Stationary
PiA systems
No
Traffic Diversion Progects
I•fighwayfTransit
Highway vehicle passbys
Yes
Storage Facilities
Mainteusure Facilities
A md-Pruldeway
Locomotive and rail car passbys
Locomotives idling
Squeal on ©ht curves
Horne, warning signals, couling+ uncoupling,
essollary •equipment esossosersi switches. brake
veal. and air release
Yes
Yes
Yes
Yes
HighwayfTransit
Bur . bys
Yes
Stationary
Buses idling
Yardfshop 2ctivines
Car washes
HVAC Equipment
FiA Systems
Yes
No
No
Na
No
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Pegs 371 of 548 in Comment Letter 04
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
2b. Separate the major noise sraairce5 by source type fixed -g sideway transit, highway/transit. or etatirsnary fadiriry_ Note that a major fixed -guideway system will usually have stationary facilities associated with it and that a stationary facility may have highwayltrdnsit elements assocaated with it. Then use the instructions in the Following source type options Flaw to:
2c. Ciet,erinirie the source reference Fels For the all project noise sources_ Each source reference level pertains to reference operating conditions for stationary sources or one vehide passby under reference operating conditions.

These refer ee levels should incorporate source-nuese mltlgatinn only If such migration will be considered for Incorporation into the system specifications.

The source levels used in this manual are typical of systems designed attar -rag to current engineering practice. but they do not incited special noise control features that crated he incoeperwted in the specifitatiorrs at extra toast If special features that result ih Heise reductions ale included in wryest the predictions, the Federal errvironrmental do€uments must include a commitment by the project sponsor to adopt such treatments before the project is approved for umstrtrctiwn, Far e rnp1e, if t VeGific4ti4,115incliide vehicle noise limits that may net be exceeded, these limits should be used to determine the reference level. and this level should be used in the analysis rather tlrani the standard, eibulated reference level,
2d. Convert the source reference level to noise exposure In terms of L.tii rior lee under protect operating conditions using the appeorprlate equations depending upon the type of source- The noise exposure Is determined at the reference distance of 50 ft,
Option A. Fixed -guideway Sources — Compute project noise at 50 ft for fixed-guid€way emu cis as identified re the second column of Table 4- l9.

Reference SEL Levels
Determine the reference SE. at SO ft for each major fixed -guideway moire source?, either by measurement according to Appeendix F or 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 table are appropriate to use in the analysis, and the "YES" designation implies that measurements are preferred ever the data given le the table- In general, rreasur-emerts are preferred tor- source types that vary considerably from project to project including any merging technology sour€es. The data in the table are adequate for source types that de not vary considerably from project to projer.t
For sources where measurements are preferred, refer to App€ndix F for guidance on measurement procedures and methods for conversion of these measurements to the reference conditions of Table 4-20- For praiaCks where source -noise speafieatioarrs have been defined (e _ noise limits are esually included in the specifl€ations for purchase of new transit vehicles), these specifi€atioris may be used instead of measurements after conversion to reference conditions using the equations in Appendix F. The is only appropriate when there is a firm commitment to adopt the noise specifications in the vehicle FEDERAL i .Ar$IT AOMINrrTRATiON
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TRANSIT NO15f AND VIBRATION IMPACT A5513SM1:NT !MANUAL
procurement documents during the egg -Li -leering phase and to adhere to the specifications throughout the proctrement, delivery, and testJrrg of the vehicles.

Approximate I.—, values are provided in the table for general user information, As discussed in Appendix B. I.4, L L., is not used directly in the evaluation of noise impact_
Table 420 Source Reference SELA at 30 ft Fixed -Guideway Souroet at SO mph Somme
—Rs/enema
SEL, dBA
Approcornate
L,„., dBA
Prefer
Mtrasurernentar •
Rail cars
e2
Bo No
Strr3etcarel
76 74 No
Locomotives — detail
92 E03
No
Locomotives — electric
911
e4i
No
Ctiesel ni iki to uric (DM Ul
[LS
al
Yea
Agt — steer wheel
9 7g
Tea
Age: — lubber the
78 75
Yea
Fiaiorali
DO
Yes
ilagtov
72 70
Yes
Transit car horns (emergency)
-93
04 Na
Ti airctic tsar whist a
f!1
78'
No
Locomotive horns
At -grade crossing
I3
III)
No
From crossing toIRJ mhe
t
h10
From lie rrirle to II4 mile
I I0
I I9
"Nu" rmplles tha the source teselslime M ribs m are approprlace to use a i the arsalrsn mad -Tes- Implies that measurements are prefereml ever the data given in the tat The ',de -net -lee speeed Ior swettars is 25 mph Fore streetcar speeds 56ore 25 mph, use the "-Rail Cars" refernors easel and Sr1mph for the ',stet -ewe speed t Use the hallwndg equation 1pr tracarnetree herds from crossing te 1f [ask = Ili — 3 [ Nl
misem
flea distance i,nm grade ca-nning paralse to irrslcs
A.ii. E3#1 mate Noise Exposure at SO ft — Use the reference SELs FP Table 420, operating conditions, and the equations in Table 4.21 to predict the noise exposure. 3t 50 ft expressed iri terms of L.q.irvtartd l4* Follow the steps below.

Identifyr operating conditions — Trains with different numbers of cars Of operating conditions produce different noise exposure levels and should be converted from SEL to Lo, separately. Use the following guldellrres to determine If sources shatdd be converted separately. These differences in operating conditions will produce an approximate 2 -decibel change in noise exposure:
• 40 percxrt change in number. of Locomotives cIr cars per train, • 40 pert barge In number of traders per borer.
• 40 percent gigs In number of trains per day, or per night (tar computation of La,).
• 15 percent change in train speed
• Change of one Itotdt in diesel locomotive throttle setting (e.g., from notch 5 to notch b),
EIJERA1. litANSIT ADMINISTRATION rI
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TI4RF+I!5tT NOISE AND VIBRATION IMPACT AS565htENT !MANUAL Z. Establish relevant time periods — For each of these source types and onditiorrs, determine [he referent time periods for all receivers that may lie affected by this source.
• For residential receivers, the time periods of interest for computation of La, are; daytime (7 a.m. to ICI pm.) and nighttime ( I 0 p_m. to 7 aln.).
■ If the source will affect narrresn,ienual receivers, the time period of interest is the loudest hour of project -related activity during hours of noise sensitivity, Several different hours may be of interest for noon-r�esidentral retorters depending on the hours the facility k used.

3. Collect itput data
• Source reference SELs for bcomotives. rail cars. and warning horns. ■ Number of rail cars in the tr7in (if this number value during the day. take the oven for the daytime and rightdrne periods separately for category l land uses, and use the maximum number during the period of interest for category I or 3 laird uses). • Number of locomotives in the train, if ally.
• Traian speed, in miles per hour (maximum expected),
• Average throttle setting of the train's loccanotive(s) far dieseI- powered locomotives and DMU's only,(r•i If this Input Is not available, assume a throttle setting on S for locations where the vehicle walald accelerTte and 5 for ail other Iraiatiorts 1 1 ▪ For residential receivers of interest.
• Average hourly train volume during daytime hours (the total number of train passbys between 7 arn. and 14 pin., divided by 15 hours):
▪ Average hourly train volume during nighttime hours {the total number of train passfays between Ira p.m, and 7 a_m- divided by 9 flours);
■ For non-residential revers of interest, number of events that occur during each heir of interest in trains per hour, and • Track type (continuously welded or jointed) and profile (at -grade or elevated),

4. Calculate L rnr1 art 50 ft
• Calculate Irgri•y using the appropriate Esquatiaris in Table 471 for each hour of interest.
• Compute the combined log, rte, Jt may be necessary to compute the combined totals with and without the warning horns; some neighborhoods along the corridor may be exposed to the harry noise and some may not

5. Calculate Le„ at 5O ft
• If the project noise will affect any residential neclei s, calculate the La using the combined day L.4rr,y and the combined night tiogiiio. • It may be necessary to oxleiiet;e L,,,iwith and without the warning horns: as abowc
e Omit dr1 tans g a« xppicaible Irony the Q4141 411011 ill Tabke 1-2 I far tither vehicle ryas.

FEDERAL TRANSIT ADMINISTRATION Fa
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TRANSIT NOISE AND VIBRATION IMPACT AS565htENT MANUAL
Note that the equations an Table 42l Include [arms to account for x difference in speed from the reference speed of 5O mph and a numerical adjustment Lc, account for the one -hour time period for this metric. For more information on the numerf al adjustment to represent the time period of interest. see nd"nc B. I ,4.4.
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FEOERaL T ANsIt ADMINIlliTIKATQN 7S

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TRANSIT NOISE AND VIBRATION IMPACT AS565htfNT !MANUAL
Table 4-2I Computation m1 Lgttry and L at 50 ft Flxed-Guldewray Sources L-ocomotives'
L.u..'�rcS4h
E 4 S
P,nylstsitil•};SELc,rf+IDtagl(r1h )+Cr+7{IC ( 4)+10logO/1—i5,b E.

Locomotive
Warning
Horns's
i..,nrac 50 fr
1C,.e.ttornr[tsrl = SEL,ty + 10l ig(1O -35.6 Eq. 428
Flail Vdrlideit
L.nrar50Il
S
L•rurarrttn>r}ss SEL,,,1 + ill. fogiNe r.}+241oR( 41+Iding(V)-35.0 Eq. 447 + Adjtrur:t
Streetrsdr
(2S angle or duremr)
L.,,,. at S4 h
S ,f
L,,c.,sClarl —, Sl5 tr.f + 141ug( 'eara) + 210g(E) + ID log(V) — 35.15 + lrYarx Eq. 42e Transit
Horns"
L.n . eV 50 dr
f,,,,,,mr+rtls{1F l = SRELr8j1 — 14Iug(50) + 101ng(Ir) — 35.11 EIS- 4-24 Combined
amerlrcamd
Lsa
o-arndr
L.p�..ar 50 ft
.tu mlrh.ii IYU s.r:l tl'l
I'.V,.Zrn114rClhry= IDIng(101 lq)+10r '1a3
L g9fd K, 4lr); r°.µrJ9'rv.l rtry re.r al Ma. that .cm, 1'1., = zwaraye hourly rrumbur od avows titan[ rnxar durng, doing daytime (7 am, to 14 p.m.) nettlrne (10 pin. ter 7 art.) r4linik, Ili ewer i.etwe(W 7 a, rt r4 10 p. rn oovibr'r of c.i.ruts in'TweeN 10 Amu, 7 al, ere I5 aF
J-1as.+ncsa d& Iammo lave paws- taut,; x apprcwman* 3lt}5hp•"Bared on Mr horn mdse node {wwv.ra.sln.ynd6h[IDwrnerrlIda I f Includes aJ cm -rum -ear rad fast Irmalt cars xcreetroa alga a 25 mph. PCT and nnnnartl, 1-1 Or nntiade la.pr-apnate tmnt %rouse of the aide rarer of xhele type rint gwolify at.. a tIMU rrrearwarners are preferred for [ire reference Ferri and speed :0dtperm If ncmcmwamonta arc taad4croCeuscdxrtian xIrnnlInTafa{c-l-20andaIpead dlR0atcof0, sEfJIWtL nkANSIT ADMINI5TRATIL N Tn
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TRANSIT NOSE MD V BRAT1ON IMPACT ASSESSMENT 'MANUAL
Example 4-5 Detailed Noise Analysis — Fined Guideways Noise Sources Computation of Len., and Le, at SO ft for Flxed-Guldewx' Sourer A commuter train with I diesel locomotive and 6 cars will pass dose to a residential area at a grade crossing.

The mark Is Omer!.

Assumptions
92 h r diesel locomotives
82 far gall cars
= 113 for locomotive warning horns at -grade crossing
'IVCA11,1 ° It
AlGrxr =
= 43 mph
r =8
a 4O lratatts/15 It! i 14r$ = 2.0'37 ream pvr boor
V" =ZrYudrts}'9hours =0222dralnsper huur
Use rite equations In Tate 4-2I to deter .nine the dA 'brme I,,,„wm, for etch source cad {he .mtinhined daytime Lw•n,i at SO ft.
+•rt.r.rrss(l kt)
OWNCarr(lior
= 4€lr,p+101[x9{N )+Cr+li1o,g150)+110109(R;.t)-35.d,
43 92 + 1Q.lug( 1 J + 6 + (—fQ)lag(5Q) + lfl iosi(2..67) — 35.6 = 67,3 tl.dr4 at SO k
SELra1 + 10 irllyr(Ncers) +belill9 50)+ 101t19(Va)' — 35.6 t Atijrra.ek =lid+1Dlcky(6)+2Olog(91M +10la9(1,fib7)-35.4+5
=('2.1dhrrlat50fi
i•d.LHmmplu) ^--. S£Lr„r + 1 O1r{q{ VV ) — 35.6
= 113+10idg(2,667)—'35.6
= 141.7 (WA at 50 ft
1•rttr mbeilkrl
With horn:
'Onttrrout horn.

F aia eo-rshr7 d,G afs[r rY tAIRerwC3Ati 11 10,6gi1ti Jt at + 11)4 {tea + I O f1Ul� €31.9 aim in neighborhoods where he horn is sounded
i r•rt.feavrftAr}yy di1)4rtar..rrhr)f
1f1tagl 1Ol 17 R1 + 10( 7P1J

68.4 el BA in neighborhoods where the ham is not sounded lfsethe same equations as above to determine the nighttime: L,a:iaiat 5{1 it Use Vn instead oi VA 1•e.Lozsrxtlkr i ' 56.5 for locomotives
Litatwra{titr) ' S I.3 for cars
=7D.9 for horns
Lnt.+tnri{tr+]
.'•,a.co,wuo{sJv) = 71• I in neighborhoods where the horn is sounded = 57.6 In neIgliborhoods where ehe horn is trot sounded Calculate the L. with and without horns.
14crxon,, = 10lcrg 15 x 1O(L'ica,.4fse)+9 x 14('ttn.cnn,ho4rse)jto) — 13•Ei
FEdERItL TAANSIT AOMINI;TRATIL N t1
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMI NT !MANUAL
liNit t horn; 01,h at SO ft in ne4hborhoods where horns are sounded 'Mahout horn, = 52.1 at SO ft in neighborhoods where horns are not sounded Note: Computation results shot ld alwayx be rounded to hire nearest decibel at the end of the toanputauo e. In all examples of this section, howerrer, the first decimal place is retained for readers to precisely match their own tOmprrtarions against the exantiffeccmputations.

Option B. HIglweayfTra.nslt Sources -Compute project noise at SO ft for highwayltransit noise sources as identified in the second column of Table 4I9.

Use the instructions below to estimate source noise levels for pi oIeets following FTA's p ocedires that involve highway vehicles.

This method is based on the original FF IWA highway noise prediction model, with updated noise emiss=ion levels' i The vehicle equations are applicable to speeds typical of freely-ltow ling traffic on city streets aid access roads.

B.i, Reference SEL Levels - Determine the reference 5£I. at 50 ft for each major highwrayltransit source. either by measurement according to Appendix F or by using Table 4-22,rr' 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 measurements are preferred, rider to Appendix F for guidance cn measurement procedures and methods for conversion of measurement data to the reference conditions in Table 4.20.

Approximate L„, values are provided to the table for general user information.

As discussed In Appendix E.! Ai. L,o. Is not used directly Fn the evaluation of noise impact..

Table 4-22 Source Reference SELs at 3t} ft HighwayFTrans It Sources at 50 mph Source
Reference
SEL. dBA
Approximate
L.ne, dBA
Prefer
Measuremetvtal*
Automobiles
74 70
No
Buses (diesel)
92 74
Na
Buses (electric o oileybus )
BO 77
No
Buses (hybrid)"
t, KJ,. ,,....J4,..e... d..........

L... 16
d1 BG
e..,,- ,...r.., ..k6,
Yes
�.� ,e...z ..�z „y �.�,. , ....t ,..
'Yes" Ines the meuureereets are paefeatsd over the drw grren In the tstle "Hybrid Iws with felt -tine drawl angsme and shook drug modors.

Idling buses are cogsNered stationary sources
✓:B0ER L T ANaSIT AOMINI;7R&TIL N 713
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
Noise Exposure at SD ft —Use the rider race SELs In Table 4-21 operating conditions, and the equations in Table 4-1 to predict the noise exposure at 50 ft expressed in terms of L,,,lowand L. Follow the steps below:

Identify operating conditions — Noise emission from most transit buses is not dependent tcon whether the buses are atceleratIng or cruising kuwever, accelerating suburban bum are substantially louden than cruising suburban buses. For this reason, suburban buses require separate calculation along roadway stretches where they are accelerating. Separate calculation is also needed kr all highway/transit vehicles at different speeds since speed affects noise emissions_ Use the following guidelines to determine if scurees should be calculated separately. These differences in operating cnrrdltions will produce an approximate 2 -decibel change in noise exposurre;
• 40 percent change In number of vehicles per (tour;
■ 40 percent charge In number of vehicles pet day, or per night (for computation of La): or
■ 15 percent r.Frange in vehfcfe speed.

2. Establish relevant time periods — For each of these source types aril conditions, determine the relevant time periods for Al receivers that may be affected by this source.
• Far residential receriers, the time periods of interest for computation of I__,k,arel daytime (7a_nri. to RI pm.) and nighttime (16 pm. to 7 a.m.).
• If the source will affect non-residential receivers, the time period of interest is the loudest hour of project related activity during hours of noise sensitivity- Sew,. A different hors may be of interest for non-residential receivers dependiryg an the hours the facility is used_ 3, Collect input data
• Source reference SELs for the vehicle types cal concern • Average running speed in miles per hour
• For residential receivers of interest
° Average hourly vehicle volume during daytirne hours (total number of vehicle passbys between 7 a.m. and It, p.m., divided by I5),
a Average haarly vehicle volume during nighttime hours (total number of vehicle passbys between IC p.rn. and 7 a.m.. divided by 9).
• For non-residential receivers of -Moir number of events that occur during each hour of Interest, In v>#iicles per hour

4. Calculate L.yyrr,ry at 50 ft— Calculate L,y irrl using the appropriate equations in Table 4-23 for each hour of interest.

S. Calculate La., at SO ft -- If the project noise will affect any residential receivers, taiculate the L using time day 69;; or, and nighrt Note that the equations in Table 423 include tennis to aexount fora difference in speed from the reference speed of 50 mph and a nurraerrcal adjustment to :PEUERAL 1'ikANsiT AOMINIrTRATFDN ry
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TRANSIT NOISE AND VIBRATION IMPACT A55435 LENT !MANUAL
account #or the one -flour time period for this metric_ For more Information on the tn,merlcal adItistmenI to represent the time period of irtt,=_rest see Appendix B.I.4.4.

Table 1.13 Computation of and L,, at SG ft I-3 ighwaydTransrt Sourctss rtsi at S4ft
L 0 [tArJ = SELrer + lfl lrlyCV) -i— anissrora; — 1dlo (S{1) — 35.6 Eq. 4.34
DaytimeL. At50 ft
L— troll v+hero V = Vii
Eq. 4-35
Nlghtelr
L. at SO ft
Ln = LFq( ns) whore V =r Y,
Eq, 4-3$
l d, at 50 ft
rd„ = 10fat,g(15 x 1�14�ts+�tr�) + 9 x 1fJ1 +I{I [IID)) — 136 Eq. 4-31
AdjustratenfQ
= -3 for automobiles,open-graded asphalt
_ +3 far automobiles. grooved prvement
Y
re zres.thms
S
Va
V.
= average hourly roIumo Ql'rondos,, vehicles per hour
_ 2Slog(„ 41 for bnot%
31 ing( o) for hybrid buses n43

1.6 for weeleratlag 3-axie commuter blues
+4810 ( ui far automobile*
= average vehicle speed. mph (distance divided by time, excluding stop time et red tights)
= average hourly daytime volume of vehicles of this typo. 'athletes por hour _ Signs treho—c a t+alGmt'.7 a, rn, in 19 p. m,
15 = average hcurfy righttime volume of vehicles, vehicles per hour _ enrol' LOfa7�rle i'fume.1fl I!_m. to 7 u_lr,.
3 Example 4-6 Detailed Noise Analysis — Highway Transit Noise Sources Computation or L.L.,owanti Lw, at 50 ft for Hichwsy1Trsnik Source A bus route with city buses w18 peas dose tom t. hoot that is In swarm Frew Bum Lo 4 pot. po weekdays.

Within this time period the haur oI greatest activity for this bus rout is 8 a.m, to "'Lill Assumptions
Lr�
V
=tl2 d8,4
= 4a mph
= !6 buses per hour
Uar. tl,r. ,4uatians In Table 4-Z3 w determine the hourly l-FM3IVS at 50 ft 1 ca Hum
= Sit' .r,r + IFN lu#}kV) + L'cmu src,iu lflliag9"50' {5.6 44 �8
Ilz + 10 laa913o) + 6 + is x Lug( S i = l Olog(S0 ) — 35.6

59.7aILIAatS0ft
FEDERAL TAANSIT ADMINISTR .TFL N 90
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TRl5F+T5fT NO15f AND VIBRATION IMPACT A55E3,51-tE1VT !MANUAL This same bus also passes close to a residential area with the foilowing operating conditions:
try = 240 In es et j 7. a Irrneers = 1333 buses per hour tp = 24 buses/9 hours r 222 buses per h uur
Calculate the daytime and nighttime at S® Ec
4U 40
fn.au = e2+1Dlikaf1333)+6+25xkw( o)-104(571) — 35.6
=56.24&A at 50 ft
40 = 1324144+;yi2.22)+6+35xdo,i0.7)-1OIngS )-35.6
IBA tli3AatS0ft
Calculate L. at 50 IL
= 1011q(15 X IOtesn,u 1O) + X 1ti(tsnmuri111fiel) — 1313 E A.rLvc
= 572 dMA at 50 ft
Note: Computation results ahotdd always, be rounded to dte neeatnst decibel at the end of the computation in aII exatuples of this section, however, the first decimal place is retained for readers to precisely match their own cumputornons against tiro example computations.

Option C. Stationary Sources - Compute project noise at SO ft for stationary sources as identified In the second e«Eurnn Of Table 4-19.

C.I. Determine Reference SEL Levels — Determine the reference SEL at 50 ft for each maIor statronary source either by measurement according to Appendix F or by using Table 4,24. The table pravltfes guidance an which method is preferred lot 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 ever the data given In the table. In general, measurements are preferred for source dal vary ccartsideralbly fi rn project to project For example. curve squeal is highly variable depending on weather cottd-ttiorrs, curve radius, and train speed- The data in the table are adequate for source types that do not vary considerably from project to project (crossing signals, for exarnyale). For sources where measurements are preferred, t ele. to Appendix F for guidance on measurement procedures and methods for conversion of these measurements to the reference conditions of Table 4-24.

Layover fadFitiie€ and transit centers can be the sources of low -frequency noise from idl'drig diesel engines: Sounds with considerable low -frequency components can carte greater annoyance than would be expected based on chair rA- weighted levels. Low -frequency sounds often cause windows and walks to vibrate resulting in secondary effects in buildings such as rattling 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 place for an Wended ;period, use the method described in ANSI Standard Sl 1.9 -Part 4, Annex ❑,?'s ,Approximate L,, values are provided in the table toe general user information.

As discussed In Appendix 8,11_4.4 L._ is riot utttri ,dlr etly in the e+raluatirsn d noise impact,
ELEPhL TNANSIT AOMINr,TM1X N BI
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Tf ooNS1T NOM AND VIBRATION IMPACT A55E3,ShtENT !MANUAL Tab 4.74 Source Reference SEix at 50 ft Stationary Sources Source
Reference
SEL, d84
Approximate
L-,,,,,,, de.A
Prefer
Measurementsf•
Arndttary Equipment
101 65
Yes
Locomothse Idling
I09 73
Na
Roil Transit IigFng
104
70 No
Buses Idrrn
I II
73 No
Fes rJ Bait Le -dines, Itffng, Deporting
4 78
Far ny Boat Fog Harp
40 84
No
Track Curve 5'alueal
136
I0l3
Yes
Car Washes
I I
73 Yes
Ci ossingSeals
I -
73 No
Salutations 99
63 No
# "Ffs" =mp�ies that the seui�efbMeh given Fn the table am appvopreite to tee In lf,® alyck, And YE' implies that rmeaserarneasta ?FP preferred Over the doo Oren M the tzkle "Ferry boat LandoLintings are mckvded In theundone' y source category became the nnlse i* r t the landing strains In DM arra.&VIM thobuh the boats move In and cut.

C.ii. Estimate Noise Exposure at SO ft - Use the reference SELs in Table 4-24. operating conditions, and the equations in Table 4-15 to predict the noise exposure at 50 ft expressed In terms of 1..aan yand L „ Fo1Etrw the steps 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 guidelines to determine if sources should he converted separately. These differences in operating conditions will produce an approximate 2-d$ change In noise exposure:
■ 40 percent charge in event durticn (e g Iran 30 to 42 minutes), or
• 40 percent & arve In nrrrnber of events per hour (e_g, from I 0 to 14 events per hour).

2. Establish relevant time periods — For each of these source types arid 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 c4 Li-, are; daytime (7 a.m. to IO p.m.) and nighttime ( IC pm. to 7 a_rn.).
• I Ithe source will affect no -res -mai receivers, the time period of Interest is the loudest .hour of project related activity during hours of i#4,TiW sensitivity. Sev?t-al different hours may be of interest or non-residential receivers depending on the hours the facility is used. 3, Collect Input data
■ Source reference SELs for each relevant source
• Average duration of one event. in seconds
• For resider -Mal repenters of interest:
b Average number of events pet hour thrat occur during the daytime (the total mailbox- of events betvireen 7 a.m. and I4 p.m_ divided by 15).

FE0ERA1. Tlwar$IT A0MINIrTRATFRN F2
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Tl4a4F+T51T NOISE AND VIBRATION IMPACT A4565htENT MANUAL • Avra mgm hurnher of events per hour that occur during the nighttime (the total number of events between 10 p.m. and 7 a.m.. divided by 9).
• For nonresidential receivers of interest number of events that c• ur during each hour of interest in events per hour
4_ Calculate L-.trnrl at 50 ft — Calculate L„tirJi rising the appropriate equations in Table 4-25 for each how of interest,

5. Cak*alate L,a at 50 ft — IF the project noise will affect any r idential receivers, calculate the Ler, using the day L.q ihy and right L, ..g_ Note that the equations ftl Table 425 5 include a nrumericrl adjustment to account for the one -hour timeperiod for this metri€. For more information CPr the numerical adjustment to represent the time period Of interest, see Appendix B.1.4.4,
04-28
Table 4-25 Computation of I...atw,and L at SO ft Stationary Sources ft ,ho, at
0 j 5ELr,.T 10l
Sq.. 4=3&
yowl = + Gig (N) +1olog(36Oa )-35.€a
baptisers
La to 50. It
Ld = Loo h r} where N = M1la
Eq. 4-39
Nighttime
Q,,, at S(I.ft
. is vrhere N = N.
� �`4f t?zrY
Eq. 4-40
"at 543 ft
Lem = toiog(15 x 10(491 a) + 9 x 10(1(44+119)/O)) - 13.0 Eq. 4-41
N
E4
fN4
N.
= number or events of this type dot occur during one -hour = dtiradon of one event sec
' average lardy number of swamis) that urrur during daytime (7 a.nl, to f 0 p,m)
_ nierralr<r of ez' nos between 7 v. vii. fa 10 p. in_

1.5 = xvert$e hourly number or events that occur rfurlrog nrghtoline 00 0 p.m. to 7 a.m.)
number of events between 10p rn. Iri 7 n. FIR.
9 'Cin it the Term contalnihw f For ferry boat and Ins harm halm sources, l:EDERItL ttt,At$IT ADMINrrTRATFL N EU
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TI4Ar+T5rr NOl5f AND VIBRATION IMPACT A55E5,5htENT !MANUAL Example 4-7 Detailed Nohe Analysis — Stationary Noise Sources Computation of L.,rr,, atttd L,., at 3O ft for 5tatiOnary Sources A signal orossing lies dose to a school that is in session from S a.m. to 4 p.m. on weekdays Wtlrn this time p+_noel dtc hoer orgrea..it acuriey for tint signal errastIng is El am. to 9 ..m.

Ass umptions
SEZrer = 109 dBA
E = 25 seconds f,cauntIng both cycles Ed the sirup
N = 22
Use the equations in Tana 4-25 to determine the hourly Lam,„ }. at 50 it = SEL„ f + I Ct Ing iN) + 10!0,9 l.�.trU O 1 — 35.6
v5
= 1011+ 1 !!dreg (2i + ilptrrg{---- } — 35,4
=. 65.2 eJBA at 50 ft
This same signal crossing lies close to a residential area with the following operating conditions - N, = 200 /15 hours - 13.3 ecrrat:s per hour
PSI„, =12 /9 hours =133 et c nd per hour
Calculate the daytime and nighttime L.,;,rri at 50 ft
LsCrnss
LI.Crocs
Calculase L. at 50 ft.

Lan
25 = 1Ctri+ 1Oing(133)+1.03,8(3500)-35.F

63.1 d1]A at S0 ft
25 = 1(1N + 1 01,:g 133) + 1 Of rut) (3600) — 35rfr
= 53:1 d8A ALSO ft
JJ +
= toingo5 K lie :r.+.r/tai+7.%l'OI °cwt lSfFo)y-13.8
e13.1 d8A at SO ft
Note! Computation results should always be rounded to the nearest decibel at the end of the compute©on. In all rvarytples rsf suds sKsion. howeutr, sho km decimal Owe Is retalnutl for readers to pt edsoly meich their own computations against the example computations.

Step 3: Determine Propagation Characteristics
beterrrdne the combined pfdpdigatita chdruC"Eeristics betanerli cruse mute cuid reotiver of interest
3a. Calcurace project noise exposure as a Function of distance! Cakatate The parr: wise a rwpasure at &lances other than 50 ft such as at rerefver keco kins, as a Aiunami a(drsttrnce accr3ulirrng for shreidvtg andgrourul effeces doll the path. See Exarrple 48 below,
PEUERAL TAANsli ADMINt5TRATIL N pN
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TRANSIT NOISE AND VIBRATION IMPACT ASSESM NT MANUAL
1, Determine the topography of the ground within the transit rr dor using the figures in Table 426 as a guide It h not necessary to represent the transit eorridar with an extreme number of changes In topography. Often, several typical sections will suffice throughout the transit corridor,

2. Use the equations in Table 4.26 to deter merle ground factor (G) based on the effective path height (Neff) for each identified terrain feature: Standard source heights are induded at the bottom of the table. Assume receiver heights of Sit for both outdoor rivers and flat floor receivers. Note that larger ground factors correspond to larger arnoms of ground attenuation with increasing distance from 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 {Cam,, tl to the proiect noise exposure at 5O ft {Sect*on 4.5 Step 2) using the following equation,
Ldtdaitre
LW r
d istunre ' Lsarr C riLvt ante
M'lFEfR
=Lori pr L +I(1hi.) a the rew sllaulsc In
= L,� or LA,c(mr) at SO it
S. Plot noise exposure as a function of distance if desired.

EI7ERA1. TRnr+$IT ADMINn rR&T LsN Is
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Td oV,ISIT NOISE AND VIBRATION IMPACT ASSE35htENT !MANUAL Table 4.16 Ground Factor G. for Ground Attenuation
Ground bwagr
Sate Ground: 0,6tt, N r 42
Eti4-43
Ft.!' r sum vt Ri argge path hues an either side od the buriu, see lam Hard Ground- i, - q
Via:
s IN: Al I
N,
1107 ® d1, tFip + if,
Ell 4.44
i
Figure 4-I2 Flat Ground
h
.
• II
y
in Shallow
e
n
.
11, + 2214+ lii + 11,-
d1,
IL) c A.
2 fora›2
,
=
F 2
LFsw.Eq 444
Cut
Figure- 4-I'3Salome-
fI, + : + df,
d1rF1
for I4 if,.
for tib
re i-I i Flcvate4
a
=
R4Cvj*C4
i tgn:
+if 2
Use Eq.444
forA 2
f
in Sloped
•
Cut
Figure 4-I S Source

r(F —
d1vFF ' F%
11+m-tMr
far A — 2
8 for A}
—.r
Figure 4-I4 Saurca
1f, = 9 {t for trans
= 2 it fiat warms
='0 ft l r automobiles
E4a{!C Mans fur H:r
d` 1 /
by Trench
IacamoleiMS
locomotives
HI, O
rf r= 2
and Rccearer Separated
with dlesisi-alecLri
wlthuur diesel-elexarir
remain valid wham
= 1 is far z-axko city hies.
= 8 dr for 3-a+de commuter Nisei..

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TRANSIT NOISE AND VIBRATION IMPACT AS5E35htENT !MANUAL
Table 4.27 Distance Correction Factor Equations for Detailed Noise Analysis Source
Ettuation+
Stationary Sources
C = —2010u'[ O) - 10610fw(-) Ey. 4-4E
otf5tuleCe ti � 50,
FIxed-guideway rail car pwasbys
C —1UEQ l7GCct 44d
el far once — — fir(—) — 1 8(—)
Fiaeed-gulddw,ty locomotive anti ruhiatr-
tired vehicle patihys, highway vehicle
_rube and horns
Cilstence =—jotag( )—1DGIog{—'1 Eq. '5-47
50 f1 = distmnee, it
C = ground Clad*, see Table 4.26
Irma sections assume the distance buxom, the :aurce and receiver is aaarvxi matelv 30.0 ft or bss. At lamer distances. 4round affects have Will Lipper limit and atmospheric conditions may affect propagation characteristics Therefore, more detaled cakelatioe intrho II may be required to account for those effects.

Example 8-8: Detailed Noise Analysis — Exposure vs. Distance Curve Exposure vs. Distance Curve forRtxied-Guideway Source
Plotan exposure vs. &stance curare for a diesel-electric commuter train due does that sound the horn in this erns
Assumptions
t,a•rsln i r flit grassland without a noise lut-r6 r.
(8 —Sant) o72dBAa't5OIt
= 6B dBR+. aC 58 It
H. =5h
Hs s0'It(for a "ma mienbarrier- case)
H. = 8 I (kr a daesei-electric commuter train)
Calculate H. using the equations in Table 4-26.

I1eF f — F1, {r 2Ff 1,
2 13+0+5
L

6.5 ft
Deiemiirethe ground factor usin ER_ 4-43.
d; =C].75I1— 1
42 - 0.63
Use Eq 4-4S to- determine nosewa exposure equations for Lu,e,and L9 , -c^i'Fm-u = 1 Z _ in.iUli(Al �6.3fR7�1. Vii'
11 1-intirru = 68— IDtug(Td — 631oRi„,.).
not the two eguxalcu0$ (see example In Figure 4-17). From thstae curves, the Ladle levels thee to Os pain operation can ba detetirnned for a receiver of interest at any distance without shielding. .EDEIRALT14tANSIT ADMINISTRATION 97
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TRANSIT Nom AND VIBRATION IMPACT AS5135h4FNT MANUAL
AO
lib
1 A� FPI
Eft orsee 6. k
Figure 4-I 7 Example Exposure vs. distance Curves
MN
3b. Cakulate the attenuation due to shielding for each &stance of interest from Step 3a. using the following equation and Tables 4-26 through 4-3x3 and as illustrated in Example 4-9. If the ccrrxlitions de4cribed rn the tables are not met, the attenuation due to shielding is considered zero. Shielding can be due to interverrng noise barriers, terrain features. row of buildings, and dense true zones.

AsaterditLa = R I.f L&irrler or Athuflnrintl's tw Aimis l where
1Ltamer
Lrzllsri nos
Are„„
= barrier Insertion loss, see Table 4.2$
= actennioon due ter holdings, see Table 4.25
attenuation due to trees. see Table 4.39
Treble 4-211 barrier Insertion Loss
Eq. 41-413
Barrier
Insertion
Loss
D
Mbar -tar= Mat ICl(G,08— 6,e)log( 5U))}
Eq. 4-49
Abonier
41 the
fti
Gs
esin(1Z or [5.310g(P) 4.E.71)
mlu(15 of' (53log(P) } 9.7}}
= minllSrx(2Q1L ( }}511
tail li(4,sr., )
For non -absorptive transit barriers within 5 ft of tie rail For ahserpllwp transit bassists wash ii 5 ft pl the rail For all other barriers. acid or protrusion al terrain
above the Not of sight
path length difference. It (see figure 4-18}*
= dosest distance between the receiver and the source, k = ground factor G computed without harrier (see Table 4-26) = ground factor G computesd with barrier (see Table 4-26) source height (exhaust outlet) for diesel-eiectrk locomotives ts mot available: assume 15 It, FEOERA1. Ttr al$IT ADMINIrTI AflL I l BA
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TRANSIT NOISE AND VIBRATION IMPACT ASSr35htENT !MANUAL
fir* • Perwrese. P
V- Asac
Figure 4- la Noise Barrier Parameter "°P"
Table 4-29 Attenuation due to Buildings
Candlidwt Equation
Gaps oh the row of bindings Cpnstitatta leas
than 3S of the length of the row
Gaps in the row of buildings constitute 35 to
65% of the length of the row
�'launitrnys mint 10 far 11, 5 (R —1) + 511
-1-', n
Aaruli�arnp, = tnint10 ur 11.5 [if — 1) + 311
Bo. f_r .

Gaps in the row of buildhgs constitute more
than 451 of die length of the row
r,,,m,,,mr =
_
iR a member of rows of hosRes that Inttxvene lretswen the mare? and receirer Table 4-30 Attentaation due to Trees
Condition Equation
At least IOU ft of trees intertene between the
source and receiver with no clear line-of-asght
between source and recover, and the trees
extend 15 ft or mare above the line -of -sight
dr,. = spin tj Ill V--1 wii re W L-100ff
= r t loop
Ect a-9 7
W = width of tree zone along the fine -of -site between the warce and receirer In feat Example 4-9: Detailed Noise Analysis — Shielding
Computation of Shielding
The following features are between the rail corridor and a receiver of interest Calculate the attenuation titre to Skidding,
I , A 15-fcot high nooe harrier .% 40 ft from she do test track and I3f1 ft from the receiver

2. A dense tree tone r ilif h El k:k that emends IS ft above the Iine.Isight Assumptions
H. .=8I.

Mr =5- It
Barrier JirnensIons
A r400,61 it
B = 130,3E ft
r= = 170.03 it
Barrier
Calculate flw toll and without the hunker usiaag the equations in Tahfre 4-2.fx. +Mr
Hwy •a!Na}mrier 2
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TRANSIT NOSE AND'wt8RAT1ON IMPACT ASSESSMENT 'MANUAL
3+0+5
= b.5 It
Holt RArriar
4, 211M1+lf_
= 2
S 15+3
2 =21.51c
Detormrne the ground fatter with and without the barrier uaingEg. 4-43.

0.75(4— 42
U.VoRurrner
=0.63
617arrear = 0-75(4 — r21)
= 037
Calculate the isarrier Insertion Toss ruing Table 4.28 and Fgure 4- B.

P =A+N—L'
=0-96 ft
Artn'riot
1Lhpeaiei
= mitr(15ar( 1ugi 251 '
26 5)f
tnnhl(4.1-6,1 .,
= 12.8 dB
= mina 15 ar 12,'B I

12.Bd0
= maxir0 er (Anmrtnr — 10(Ganaw r[«r — +mm-rio LOR f 50))1 171]

12.R-100,63-037)fug(
. 50 ¢
=I I.4 dB
Tr s
Determine the attentndon due to trees using Table 4-30. jlt, =rilltl3(Irrt,01.
-5dB
Total Shlctiding
The total shielding is the rnaximurm of the harrier and tree zone shielding, 11.4 dE. enidd,b114 rIlaXIilrearrtrr or&Uri tctrsiapc lir.
= max[11.4or0or-5)
= 11.4 dB
Nate: Computation resits should always he rounded to die nearest decibel at the end of the comtputation. In all examples of this section, howe+rer. the First decimal place is retained for readers to precis* match their own mmpuoticrns against the example computations.

FEOERIrt T1tANSIT ADMINI;TR&TI N 90
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Tk4P451T NOISE AND VIBRATION IMPACT ASSE35l tENT MANUAL lc Combine the two propagation characteristJrm_
Combine the results kam Steps 3a and 3b to deterrntrre 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 noi:sa exposure level at 5Ott,
The equatiarrs in Table 4-3 I combine the equatlarrs In Stops 3a and 316_ Table 4-3I Calculate Li. or L,00
Source
Equation*
Stationary Sources
d.;r„rsr.a,1 = d. log(7O
) - lgTlrl [it ) -?t
!tl �4 r�0 rrL,,,,,,
Eq- A- 3
Fxl3d•guldaway rail car
push
D D
L,raxtsnuuu = L — I.0 tog—) — iOGEog(q ) — Jl:hrrLtcrry Eq, 4-54
Raced-gui4tway locnnrzrtive
acrd rubber -tired vehicle
pushy% highway oehicie
pasallaTa and horns
II ll
t•lrisr5hlrrrl = d. — 10100(5 ) - triGtogf 3) —'`� 1ixr 1tn j Eq. 4 -SS
L = Lei„ Ira L,,t
l] = distance, ft
G = ground Pastor, see 5ms n 4S. Step 3:x
A>nr,r0ra . attenuation due to shielding_ see Simon 4.5, Step 1b. 'These equations assumrnthe dtaut-ice between the source s.nd referrer Is appror maaeklr 300 ft or less. At rizer distances, ground effects lrjsne an upper Ilrvrrt arrd orremitherk cendltl®rro rev affect propar ldn t k& Thondore morn detaand calcination mathadt may ha squired w account for thciao AYectf l tro Step 4: Combine Noise Exposure from All Sources
Combine oN sources to predict the tried p rquct anise of the receivers using the evictions In Table 4-32 after propagator d4ustrnents have been merle Ifni the noise expostrre from each source seporttte4.

Table 4-32 Computing Tope Noise Exposure
Total Lam,,,,, from all sources
for the bear oh iratsrest
��+ r•+�r[an•
L+egtmtarclhr) " 1010g( efts soupees i0 f1°)
Et" 4-56
Total L liana all3oureea
Lrtrrrriarrl = 10lrag(Ee1nrrurr_esl0 rnrtCl
Eq. 4_5.7
Example 4- I 11 Detailed Ntrlse Analysis — Combine Sources Computation of Total Exposure from Combined Sources
Combine the noise exposure -from the commuter train and fight rail system to estimate the toad mime exposure at the However.

Ass umptIons
A confuter naJn operation produces, the following levels st s. receiver of interest Lnq_[uurm wrcr 72 dBA
Lrin;ihnunvrsr 68di3A
A light rail sysum pradutes the following levels at the aamn reserver l •v r.rur,rar,rl = 69 dBA
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TRANSIT NOISE AND VIBRATION IMPACT AS565htENT !MANUAL
1ri ,.,owrrn r�i+ =7D dBA
No other project sources affect this receiver.

Calculate the zeal noise exposure at she receFrer rang the equativvn In Table II -32, L.q.rrgai = lUlojti(lpi'21") + lllira;yu>)'i
= 73.1E1 dBA
+.1n.meut = 101op[h 0ics: roi �. Iflr7u:t4ij
= 72.1 dBA
Note Computation results should always he rounded to the nearest decibel at the end of the computation, In all examples of this section, however, the iIrst decimal place is retaiozd for readers to predsely match their own compotauons *aim the etomple compubmons..

Step 5i Determine Existing Noise Exposurre
CITOCSe the opprirpria a method for chatresc1eriz ig noire and alter *femme the existing noise oft oche ideate ped noise -sensitive reemver, The existing noise Is needed to determine the noise impart according to the criteria described in Section 4. I.

Step 2. Recall that impact k assessed based on a comparison of the existing ambient noise Essposure and the additional noise exposure that will becalmed by the project The existing noise exposure must be estimated for all receivers of interes-t identified in Section 4.5. Step 1.

For a Detailed Noise Analysis, it is recommended to measure casting noise at each receiver of interest rdentified in Sedum 4..5. Step I for the mast precise assessment of existing noise and conclusions concerning noise Impact. However, measurements are expensive, often thwarted by weather, and take considerable time in the fi€ld. If taking measurements at each identified receiver is not passible, other less precise ailediods are available. Different methods :may be used at different receivers along the project. However, a is hrnpertant to recognize the correlation between the pret sion of measurements and the confidence in the impact assessment Especially in a Detailed Noise Analysis, avid using less precise methods of measuring existing noise just for the sake of convenience or expedier y- The use of less precise methods must be clearly lustlried.

Option A. Noise Exposure (Measurements — Full one -hour measurements are the most appropriate wary to determine ambient raise exposure for non-residential receivers with the level of precision expected Ina Detailed Noise Analysis. For residential receivers. hill 24 -hour measurements are more appnapriate. These full -duration measurements are preferred over other methods of characterizing existing noise where time and study funds allow, Follow the procedures below for these full -duration ambient noise exposure measurements:.

Ai. Non-residential land uses — F1eas ire a full hour Leg's,-) at the receiver of interest on at least two non -successive weekdays Generally between noon on Monday and noon on Friday),. Select the hour of the day when the niardrriurn project activity is expected to occur.

EDERA1. TRAt+$IT AOMINrrTI ATIL N 7l
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TRAP,ISIT NOISE AND VIBRATION IMPACT AS565htENT !MANUAL Ail Residential land uses - Melts -tire a full 24 -hour La„ at the receiver of interest fora single weekday (generally between croon on Monday and 11OOn on Friday).

AM. Microphone position —The location of the microphone at the receiver depends upon the proposed location of the transit noise source, so use goad technical judgment in positioning the measurement microphone, if. for example, a new rail line will be in front of the house, do not locate the microphone in the badcyrard behind the house where the line of sight between the noise source And reserver N obstruct. Figure 4-119 Illustrate} recommended measurement positions for various locations of the protect with respect to the house and the existing ice of ambient noise.

A.iv. Measurement guidelines — Undertake ail measurements in aLc _ rdance with goad engl reeving practice following guidelines given In ASTM and ANSI standards.rc+, 7
-.,y,
ii • •
•
• - r'
l'
!:r •C. lir
corn. •It WI
el. ease
i h 1.
'm il ��
}`-...
•
►_•IOf=
•..."'
gars
Figure 4-I9 (Recommended Microphone Locations
for Existing Noise Measurements
FEI7ER.N. TRANSIT ADMINISTRA I IC;Il 7J
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TRANSIT NOISE AND VIBRATION IMPACT AS565htt NT MANUAL
Option B, Noise Exposure Computations irons Partial Measurements — Ten. tneasur,ements can be made at some of the receivers d Inter€st and used to estimate noise exposure at nearby reoesvers. In other situations, several Lei as -1 rneasurements can be taken et a receiver and then the La, computed from these, Both options require experience and knowledge of acoustics to select represerita tive measurement sites K using this method to compute an Ida a minimum thine period of oche hour should be used for each measrirEment period. It is unacceptable to extrapolate a one hour measurement from a shorter measurement period'.

Measurements at one receiver 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 have greatly varying noise environments. For example, one area of the neighborhood may be located where the ambient noise Is dearly due to highway traffic. A second area toward the Interior of the neighborhood may have highway 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 t ilk and other uammunity activities dominate the ambient noise. in this ewample, three. 41 - more measurement sites would tae required to repre ent the varying ambient noise conditions in a sire neighborhood.

Typical situations where representative measurement sites can be used to estimate tnttCSA Ievels at other sites occur whim both shiaie the following characteristics:
✓ Proximity to the same major transportation noise sources, such as highways. tail lines 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 density of housing, such as san famil'y homes on quarter -acre lots and multi -family housing in apartment complexes Acoustical professionals are Often adept at such ccmputatitrns from partial data and are esh€ouraged to use their experience and judgment In fully utilizing the measurements in their computations. This dues necessitate a conservative estimate (underestimate) of existing noise to account for reduced precision from partial data as compared tin full noise measurements.

These without a badcgr torrid In acoustics are encouraged to use the procedures in Appendix E to compute eeristing noise from partial measurements_ These methods Include a factor to conservatively estimate (underestimate) existing. noise to account for reduced precision from partial data as compared to fall IKA rneasuremenis.

Option C. Es dmating Exis cling Noise Exposure — The least precise way to determine noise exposure Is to,stuntrte It from a tattle. This method is often used for the General Noise Assinsrruent. but It Is not reconrimended for a Detailed Na.sa Analysis, It can be used, however, in the absence of batter data for locations where roadways or railroads are the predominant ambient noise source_ Table 4- 17 presents these existing levels. The levels in Table 4-17 are EOERaL i .A IT ADMINrstaAri4N vs
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT MANUAL
conservative and urrderestirnate existing anise to account tor reduced precision compared to full rroNSe measurements. Il a simplified procedure to estirttate existing noise exposure is chosen it must be clearly justified :and receive approval by the FTA Regional office.

While measurements are considered the most precise method, there is one situation where It may tie more accurate to tit rate rather than measure the exerting noise exposure, which is in areas near mayor airports where aircraft noise is dominant. Because airport noise is highly variable based on weather conditions and ccrr pondirig runway usage; It Is preferable in such rases to base the existing noise exposure i published aircraft ruse contours m terms t5f Auvittal Average
Step b: Assess Noise Impact
Assess noise impact at each receiver of interest identified in Section 4.5, Step t using the noise impact criteria in Section 4. I and the procedures in this step.

Choose tiw appropriate noise impact assessment procedure for a transit project or multlinodall prfect,
Option A Transit ProJects — For transit pro ects. noise impact is assessed at each receiver of interest using the criteria for transit pr ojerts described in Section 4.d. The noise impact assessment procedure Is as follows.

Al Tabulate existing ambient noise �e-rcpexsure [rounded to the nearest whole decibel) at all receivers identified Section 4.5, Step 1, In cases where large residential buildings are exposed to noise on ane side only, the receivers on that side are included in the anatris.

A.fl, Tabulate protect noise exposure at these receivers frorn Section 4.5, Step 4,
A.M. Determine the level of noise intact (no Impact, moderate impact or severe impact) according to Section 4.i.
• Pocrxne - t the results in clone -assessment inventory ratilr . include the following information:
w Receiver identification and location
• band use description
■ Number .of n ise-senAtive sitKs represented (number of dwelling units in residences or acri of outdoor noise -sensitive Iartd) ■ Closest distance to the protect
• Existing noise exposure
■ Project noise exposure
■ Level of noise impact (no impact moderate impact, or severe impact) • A sum of the total rrrirriber of receivers and numbers of dwrIling units predicted to experience moderate impact or severe impact A.Y. Illustrate the areas of moderate impact and severe Impact. Two methods of displaying impact are labeling and crwitouring.

EOEI i .A IT ADMINI TnATi iN 95
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Ritz -Carlton Rancho Mirage MND
November 2024
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11942
RTC -1313

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT ASSESM NT !MANUAL
• Ina Detailed Noise Analysis, the most accurate indratron of Impact IS to -label each Impacted buildings or duster Identified in the inventory table.
■ A less precise I Ilustr•anon of impacted arees is a plot cif project noise contours on the maps or aerial photographs, along with shaded impact areas. Use the procedures in Section 4.4, Step 6 and the levels from Seddon 4S, Step 2 to develop these eontaurs.

Note that It is difficult to position noise contours in urban areas due to shielding, terrain features, and other propagation anomalies. If Poise a oontaus are used, they should be considered illustrative rather than definitive. If desired to conform to the practices of another pricy, the contouring may perhaps include several contour lines of constant project ruse, such as L,,,, 65, L3, 7f and Lan 75 dPA.
lncfuding information on the magnitr.rde of the impacts is an essential part of the assessment The magnitude of ruaise impact is cid heed by the two threshold curves d'd'eeating r*rrset of moderate impact and severe Impact.

Option B, MuItimodal Projects — For multimos#al projects, project nose comprised of bath highway and transit noise svur4es that are assessed according to the FTA noise Impact criteria (see Table 4-2), use the procedure in Option A above. Foi multirtiodal projects drat require FHWA's wise assessment methods w inform FTA's evaluation (see Section 4. I. Step I - Optiorr fi), follow the FHWAguidance.13 i In general, the appropriate 1culation mettrrad is to use the curl ant version of FHWA's Traffic Noise MCI (TNM) TNM Is a state•ot-the•art rnmpxitet program used Ice predicting noise impacts near highways.

TNM allows for a detailed assessment at each receiver of ingest by separately calculating the noise contribution of each roadway segment FOf eatir roadway segment. the noise from each vehicle type is computed from reference noise levels, adiusted for
■ Vehicle volume
• Vehicle speed
■ Grade
• Roadway serrate length
• Source -to -receiver distance
Further acliustmerits needed to atturatel).. model tine sound propagatk n from source 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 ciarttlbutioris of each vehicle type for a given roadway segment at the receiver, TNM then repeats this process for all roadway segments, summing theircontributions to generate the predicted noise level at each r€ceiver..

FEOERIrL i AANSIT ADMINI TRATFL N 9g
04-28
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Ritz -Carlton Rancho Mirage MND
November 2024
3143
11942
RTC -1314

Responses to Comments
TI4AP+T51T NOiSE AND VIBRATION IMPACT A55t35htENT !MANUAL Step 7: Determine Noise Mitigation Measures
Evaluate attemative mitigation nI-luta-es where the Detailed Noise Analysis shows either severe or moderate impact, and it is not feasible to change the. alignment or location of the project to avoid impact. Project noise that is found to to gteno impct rfoQs not generally require any mitigation.

Mitigation or noise impact from transit projects may involve treatments at the three fundamental components of the noise problem: at the noise source, along the source-toreceiver propagation path, or at the receiver. Generally, the transit property has authority to treat the source and sound elements of the propagation path, but may have little or no authority to modify anything at the receiver- After mitigation options allie been deteffnined, repeat the project noise computations Including the adopted mitigation and reassess the retraining noise impact
Approximate costs fur noise control measures are documented in a report from the Transit Cooperative Research Program (TCRP)t33i and are aisc 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 repreentati'+e estimates when considering noise mitigation options. Current noise mitigation costs should be researchr d before decisions on noise mitigation options are finalized, and then they should be documented according to Section 8.
la. Evaluate Source Treatments — The most effective noise mitigation treatments are applied at the !ruse 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 imptsrlant to note that the value's below are estimates and should be applied with good engineering Judgement_ It also important to note that these mitigation measures slued,- not be applied as a reduction in the releremee 5EL values for a vt4aicle that already incorporates that measure as a feature, such as vehicle skirts, Measurements to determine the reference SEL source level are required in those instances.

Table d=3.3 Transit Nalse Mitigation Measures — Source Treatments Mitigation Measure
Efieceiverieis
Stringent vehicle & Fqulpmeet Mahe Spec! Flerldoas
Varied
Operarlenal Resviotfntrst
Varied
Resilient Damped Wheels% For raike noire on tutgrret trade 2 dB
or
Far wheal S,gusal on aimed track
!0.20 dB
',Abide Slartsl
6-lD dB
Undert ar Absorption*
5 dB
om Fan Deft and Fan Placemmnt"
Varied
Preventature Maintenance on Rail Syatenis
Varied
rResut F uiig Roads
I 0 adF
Giwd waryr. Sou en for Blues*
IG dB
turn Radii Grrarer t roan f •• v
Avoids Squeal
Raad Lubrication en Sharp Curves*
Reduces Squeal
Movable --Point Frog freducerallpps atcrosao+ters)a
Reduces Impact Noise,
Eng ne Compartment Treatments
6-10 dB
uiet 2nnear
Tieduces occurrence. at gorn noise
t Adam soot normalrr incept optsaboed rIEBth ME as a noise lerbwdzrn immure —see Lomas.

Applies: to rant prr rl DIY
'" fppller to boa pr.:leers Duly.

FEDERAL tAA 6IT ADMINI rn &TiVe v7
iO4 -2E
Ina ns

Ritz -Carlton Rancho Mirage MND
November 2024
3144
11942
RTC -1315

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT AS56SMENT MANUAL
• Stringent Vehicle arid Equipment Noise Specifications O Vehicles — Arnong the roost effective noise ntitagation treatirrerte is 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 achievable noise specifications, the transit property takes a maior step in tentrollieg nom everywhere on the system. It is important to ensure that the noise levels quoted in the specifications are achievable with the application of best available technology daring the dev<dapment of the vehicle and reasonable considering the noise reduction benefits and costs.

Effective ertforcerrient includes penalties for eon -compliance with the specification . The noise mitigation achieved by source treatmn1 is dependent on die qudiry of installation and maintenen e- Vehicles failing to meet the noise specification could resrdt In complaints from the puttee and require additional rise mitigation measures applied along the path or at receivers•
▪ Stationary sources— — Stringent but achievable noise epecifiGitiere far statloney sources are also an effective approach for mitigating noise impacts. Typical equipmetrt includes freed plant equipment sued as transformers and mechanical equipment, as well as grade -crossing signals, For example, it may be passible to redMe rtcaise impeet from grade -crossing signals In some areas by specifying equipment that sets the level of the warring signal lower in locations where ambient noise is lower to minimize the signal noise In the direction of noise -sensitive receivers..

Operational Restrictions e Changes in operations that call mitigate noise iirclude the dowering of speed.. the reduction of nighttime (I0 p.m. to lam.) operations, and reduction of warning horns and signals. • speed rerMlrcf6r,lt — Because noise from most transit vehicles is dependent on speed. a reduction of speed results In lower noise levels.

The effect can be considerable. For example, the speed dependency of steel-wheelfsteei-rail systems fear Lieehe and tee (Table4-21) results in a 6 -dB reduction what reducing the speed to half of the original speed_ Although there are tangible benefits from speed reductions durirtg the most noise -sensitive time periods. FTA does not ordinarily accept speed reduction as a noise mitigation measure for rwp Important reusorrs:
speed reduction is unenforceable and negated if vehicle nperawrs do not adhere to establathed policies, and it is contrary to the purpose of the transit investment by FTA, which is to move as many people as passible as efficiently and safely as possible,
▪ Reduction of nighttime operations — Complete elrminatir9ri of nighttime operations bras a strong effect on reducing the lee, because nighttime noise is increased by 19 dB when calculating Lai, But restrictions on operations are usually not feasible because of service clemerids_ FTAgenerally does not pursue restrietkflns on operations as a EOERAL 1 eANSIT ADMINIrTPATFL I I va
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Ritz -Carlton Rancho Mirage MND
November 2024
3145
11942
RTC -1316

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT AS565htENT MANUAL
noise reduction measure However, if early morning idlingart be curtailed to the minimum necessary, however. this ran have a measurable effect on L�
While there are tangible bere ts from limits an operations during the most noise -sensitive time ponds, FTA. does not recommend limits on operations as a way to reduce noise Impacts because it is anntarya ter the purpose of the transit investment by FTA which is to move as many people as possible as efficiently and noel), as ,possible. • Reduction a warning horns and signals — Minimizing or eliminating hams and other warnii sIgnls at gate crossings ran reduce noise impact for right rail and commuter rail systems- Although these mitigation options are limited by safety considerations, they can be effective In the right cir eurnstances. For tiramples, see .gullet zones below and wayside horns In Step ib.
• Wheel Treatments (Karl) — A manor source of noise from steel -wheel and steel-laii systems is the wheel/rail interaction that can produce three distinctive sourwik roar, impact, and squeal Os discussed In Section 3.2).

Roar- Es the rolling noise caused by small-scale roughness on the wheel tread and rail running surface. Impacts are caysed by discontinuities in the running surface of the rail or by a flat sprat on the wheels. Squeal occurs when a steel -wheel tread or its Range rubs across the rail, resulting in resonaiu vibrations in the wheel that creates a screeching sound. Various wheel designs and other mitigation measures mist to reduce the noise frown each of these three mechanisms.
ra Resilient wheels - Resilient wheels are effective in ell nitrating wheel squeal on tight turns with neductions of U tsa 20 dB In the high - frequency range ire squeal noise occurs, IRrallirrg noise is arse} slightly reduced with resilient wheels and typi fly achieves a 2 -dB reduction vn tangent track_ The costs for resilient wheels are approximately to $3000 per wheel, as compared to about SitOft to $700 Isar standard steel wheels,aw>
c Damped whams — Camped wheels, like resilient wheels, are effective in eliminating wheel squeal on tight turn with reductions o# 5 to I5 d$ in the high -frequency range where squeal occurs. Rolling noise is also slightly reduced by approximately 2 dB on tangent track. This treatment involves attaching vibration absorbers to standard steel wheels_ The costs for darnre.ii wheels add approximately $5O{1 to $ I000 to the normal $740 kw each steel wheel.
*psaumes$wI per vehicle
FEOERI� tt tr$IT ADMINI TRATit ti va
04-28
Cant,

Ritz -Carlton Rancho Mirage MND
November 2024
3146
11942
RTC -1317

Responses to Comments
TRANSIT NOM AND VIBRATION IMPACT ASS—W.04T !MANUAL
• Vehicle Treatments — Vehicle noise mitigation reasures are applied to the various mechanical systems associated with propulsion, ventilation, and passenger comfort. Propulsion systems of transit vehicles include diesel engines, electric motors, and diese.electric combinations. Noise from the propuhion system depends on the type of unit and how much noise mitigation k built Into the design_ Mufflers on diesel engines are generally required to meet noise 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 nose source after other mitigation measures have been instituted because of the need to have direct access to cooling air. This applies. to heat exchangers for electric traction mot€vrs, diesel engines, aid air-conditioning systems. Tii mitigation options for these systems include:
▪ Quiet fart design and plat me -rut — Fan noise can be redixed by installation of quiet, efficient fans, Fcrced•air curling on electric traction motors Calk be quieter than self -cooled motors at operating speeds.

Placement of fans ern the vehicle can make a considerable difference in the noise radiated to the wayside ckr to patrons on the station platforms_
• Vehicle skirts: and undercar absorption = The vehicle ixidy design can provide shielding and absorption of the noise generated by the vehicle exponents- ,Acoustical absorption under the car has been demonstrated to provide up to 5 dB of mitigation for- wheelfrail noise and propulsion -system noise on rapid transit trains. Simihariy. vehicle skirts ovef the wheels can provide more than 5 dB of mitigation, By carrying their own noise barriers, vehicles with these features can provide cost-elfective noise reduction_ The cost For vehicle skirts will add approximately $5000 to SI0000 per vehicl,e Underear absorption will add approximately $3500 per vehicle assuming that 50% of the underside of the floor is treated -
✓ Preventative Maintenance (Rail) •- Pr-ewentatne 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 environmental docornent, they can help to keep both noise and vibration levels at a"like-new' level or reduce both, noise and vibration in systems with deferred maintenance. This can beaccompanied by considerable fife cost benefits for the transit system. o Spin -slide control systems — Similar to anti -locking brake systems (ABS) en automrobil'es, spin -slide tamral systems reduce 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 Ibts. To be effective, the anti -locking feature shOufd be In operation dueling all braking pbas.es, including emergency braking. Wheel flats are roars likely aDERAL TRANSIT ADMINISTRATION Ipp
O4-28
Ccnt.

Ritz -Carlton Rancho Mirage MND
November 2024
3147
11942
RTC -1318

Responses to Comments
TRAMI T NOSE AND VIBRATION IMPACT AS565M NT !MANUAL
o occur durIng emergency braking than during dynamic braking The cost of slip -slide control may be Incorporated In the new vehicle costs, bit may be between $5.1700 and $14,004 per vehicle with a maintenance oast of $204 per year,
Wheel truing — MnMaintenance of wheels by truing eliminates wheal flats from the treads and restores the wheel protil As discussed above, wheel Matz are a manor source of impact noise. Asa guideline, it is recommended that wheel- sets match within approximately ta.O1 inch and all wheels on the same truck should match within #4.42 inches to minimize damage and wear cn whets and rails ..341AwFeel treeing 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 $340,040 to $400,044 for a wheel truing programs.

It Is recommended to install wheel-llat detector systems to Identify vehicles that are most in need of wheel truing, These :systems .are becoming more common on railroads and Intercity passenger systems, but are relatively tare nn trarisit systems.

Rail grinding - The smoothness of the running surface is critical In the mitigation of noise from a moving hide, MIiII scale gi ia'ding before commencement of pre -revenue service train operations k erltkat Experience shrews that grinding new rails after approximately 3 months of train operations aril scheduling routine grinding at approximate intervals of'2 years in the problem areas would minimize noise problems related to corrugation in most cases. Gnrding with small machines when the corrugation depth is still small is a remsonaatle approach. As a guideline. it is recommended to spot -grind d at locations where corrugation occurs before corrugation grows to 0-02 inches (32).

Periodic rail grinding can resit in a net savings per year on wtreel and rail wear. Most transit systems contract out rail grinding, although some of the larger systems make the investment of approximately $I million for the equipment and do their own grinding. Contractors typi,mlly charge a fixed amount per day for the egiaprrient on site, plus an amount per press -male (one pass of the grinding machine for one code).

Typical rail griming cost would be approximately $7.004 to $14,000 per pws-mile,
Wheel and rail profile matching - It Is important to consider the wheel and rail profile compatibility when truing whelks and grinding rails. If the profiles do not match, the benefits of this kind of preventative maintenance will not be achieved.

It is equally important to consider initial wheel and tall profile compatibility. Work with track designers and vehicle suppliers early in the desiir process to ensure wheel and rail profile compatibility.

Profiles should be dined during the design phase and should b in 'FEDERAL tRANISIT ADMINISTRATION lel
04-28
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Ritz -Carlton Rancho Mirage MND
November 2024
3148
11942
RTC -1319

Responses to Comments
TRANSIT NOSE AND VIBRATION IMPACT A3565MENT !MANUAL
place when system opens ni The cost of wheel and roll profile matching may be incorporated in the new vehicle and new rail costs_ Profile glinting of the rail head in combination with a wheel truing program may be the most practical approach to controlling and reducing noise and vibration where such practices are not normally conducted.
• Maintenance program - Clearly defined maintenance specifications shod be developed during design phase of the project The specifications should define rail and wheel profiles, include detailed guidance for pre-reveii a mill scale gr Inding, address Issues related to healthy nil -wheel interface, and Include a mechanism for periodic monitoring of wheel and rail condition and verification for compliance Ini A diligent maintenance program can often resolve or reduce rail noise issues before they occur Vehicle reconditioning pt ograttis should also be developed particular°I y for ccrtnponents such as suspension system, brakes. wheels, and slip slidi detectors. ■ Guideway Support (Bus) - The smoathrress of the running sirface is critical Iii the mitigation of noise from a rnovirlg vehicle. n Resurfacing roads ads - Roughness on the guideway can be eliminated by resurfacing roads, thereby reducing noise levels by up to ICI dB. • Bridge expansion Coint angles and design - Bridge alxirisrori joints are also a source of noise for rubber -ore vehicles. This source of noise can be reduced by placing expansion joints on an angle or by specifying the serrated type rather than joints with right-angle edges ▪ Turn Radii and Rail Lubrication = For steel-wheel/steel-tail systems with non-steerable true. ks and sharp turns, squeal can typically be eliminated by designing all turn radii to lie greater than 1000 ft, or 100 tithes the truck wheelbase, whichever is less. If this is not possible, squeal can be mitigated by installation of lubricators (though the potential environmental impacts of lubricant application should be factored into this deeisioni.Rail lubricators cast approximately $10,000 - $40,003 per curve_
✓ Mrnrable-paint and Spring -rail Frogs —Frogs with sp. brig -loaded mechanisms and frogs with movable points can reduce Impact noise near crossovers. According to the TCRP report, a spring frog costs approximately $.12,000, twice the cast of a standard frog. A movable paint frog involves elaborate egr®1 and control circuitry resulting in higher costs o f approxrmat ly $200,000.
• 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 trains that are part of the general t-ailroad system. the safety rules of the FRA, including the Train Horn Rule, apply.M. The Train Horn Rule requires that locomotive horns be sounded at public highway grade crossings, although some a ceptiorts are ,allowed in careitdly defined ctrcvmstartces, l_exennotive horns are often a motor centribr_rtor in ,FEpiMAL tRANTilt ADMINe ATI N
04-28
Cont.

Ritz -Carlton Rancho Mirage MND
November 2024
3149
11942
RTC -1320

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT A3565MENT !MANUAL
prol.ectlons of adverse noise impact_ in the community from 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 (5SMs) are used Ytr plate of the locomotive howl to provide an equivalent level of safety at grade crossings.a^"ir By adopting an approved SSM at each public grade crossing, a quiet zone ,of at least ahalf-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, rellectorized e resshutks, flashing lights with gates that do not completely block travel over the tracks). Below are four SSMs that have been predetermined by the FRA to fully compensate for the lack of a locomotive horn, ▪ Temporary dosure of a public highway -rail grade crossing - This measure reg ores closure of the grade crossing fur- one period each 24 hours, and the closure must occur at the same time each day_ • Four -quadrant gate system -This measure involves the installation of at least one grate for each direction of traffic to fully block vehicles from entering the crossing.
n Gates with medians or channelization devices - This measure kegs traffic in the proper travel laws as it approaches the crossing.

Tills denies the driver the option of circumventing the gates by traveling in the opposing lane -
n One.way street with gates - This measure consists .of ogre watt streets with gates installed. so that a1Y approaching travel lanes are completely blocked,
In addition to the pre -approved $SM . the FRA rule also identities a range of other measures that may be used in establishi ng a quiet zone_ There could Include rrrcidified SSMs or runt-engineer-lig types of measures, such as increased monitoring by law enforcement for grade crossing violations or instituting public education and awareness programs that emphasize the risks associated with grade crossings and applicable requirements. These alternative safety measures (ASMij require approval by FRA based on a demonstration that public safety would not be compromised by eliminating horn rage -
The lead agency or 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 ftOW,11e final environmental document should discuss the rrrain considerations in adopting the quiet zone including the engineering feasibility, receptiveness of the hoc I public authority, consultation with the railroad, preliminary estimates. and evidenced the planning and imp' agei icy coordination that has oct utred to date_ I f a giver gene will be relied on as a mitigation measure, the final envtr nrrtental document should provide reasonable Far roars Mfnrmg€wu on quiet zones "mot httos;l7www,fiadot.gv47PagevNee. ;EDiRAI tRANT,IT ADMINISTRATION I03
04-28
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Ritz -Carlton Rancho Mirage MND
November 2024
3150
11942
RTC -1321

Responses to Comments
TRANSIT NOISE AND VIBRATION IMPACT A4565htENT !MANUAL
assurance that any remaining Issues can and will be resolved. For more In{onnation on datumentatlon requirements see motion B_ The cost of establishing a quiet zone ovaries considerably, depending or the number of intersections that must be treated and the specific SSi°1s. ASMs, or combination of rrrwaaa rtes that are used_ The FRA gYvr a cost estimate of $15,000 per crossing for Installing two I04 -foot -ling, non-traversalrfe medians that prevent motorists from driving around closed gates, A typical installation rof a four -quadrant gate system is in the range of $ 175,000- $300,000 per crossirigge Who pays for the installation of modifltatiorrs err became a mart- consideration on a decision is pursue a quiet zone diEngtraltiom especially Yn eases where noise from preexisting railroad operations is controversial in the community. In many cases where a quiet zone would mitigate a severe impact rinsed by the proposers transit project, the costs are covered by the protect sponsor and ETA in the same proportion as the overall cost -sharing for the projieet. 7b., Evaluate Path Treatments — When noise mitigation treatments cannot be applied alt the noise source or additional miti don is required after treating the source, the neat preferred plaeernerit of noise mitigation is along the noise propagation path between the source and receiver. Common path treatments and their estimated actws.tical effectiveness are included in Table 4-34 and described below.

Table -3+t Transit Noise Mitigation Measures — Path Treatments Mitigation Measure
Effectiveas�nss
Noise barriers close to wshides
6-I5 8
Noise harriers at rnlvine
3-I# dB
Alteration al horfi ut l & vertical Axiom
Varied
Wayside horns
Varied
Aor♦visition of buffer zone
Varied
6alast on abrade gridewaa
I c h3
Banat on aerial guideway+
f di
Res lFent v,ack suppw t oit aerial Ideweap
Varied
V tti nand trcea
Varied srs TAN it -34)
*Applies re rail prele is onfy,.
▪ Noise Barriers — Noise barriers are effective in mitigating noise when they break the line -of -sight between s+Purce and receiver. The mechanism of sound shielding k describo3d in Section 3.3. The necessary height of a barrier depecids oil the source F.,-ight and the distance from the source to the barrier-, see Table 4-2B and Figure 4- IC.
▪ Noise barriers close to vehicles — Barriers located very close to a rapid irons t vain, for example, may only need to be appruximahaly 3 tp 4 ft above the trap of rail to be eff Cdve_ Standard barriers close vehicles can provide noise reductions of 6 to I0 dB.
▪ Noise harriers at ROW line m Barriers on the ROW line or for trams on tire far track the height must be increased to provide equivalent effectiveness to barriers located close to the vel-aCles_ Otherwise, the effectiveness can drop to 3 dB or less, even if the barrier breaks the line -of -sight.
(FEDERAL TRANSIT ADMINISTRATION lei
04-28
Cont

Ritz -Carlton Rancho Mirage MND
November 2024
3151
11942
RTC -1322

Responses to Comments

TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT MANUAL
All barrier eFfertiven s can be Increased by as much as S dB by applying sound -absorbing maternal to the inner surface of the hauler_ The length of the barrier wall is also important to its effectiveness. The harrier must be long enough to block noise from a moving train alorig most of its visible path. This is necessary so that train noise from beyond the ends of the barrier will not 5E,seevely cotnpt-ornise nerise-hauler perfurtnarnce at nalse- sensitive Iotatiarrs_ The barrier length can ha vetoed In the engineering phase. closely examining the predicted sound level exceeclances at specific reCeivers, site gem-netrfes, and the contribution of barrier flanking noise. then adjusting the length as appropriate.

Nape barriers can be made of any outdoor weather -resistant solid rrratcr al that meets the minimum sound tratsmiibsion loss required by the protect.

Materials that are commonly used for noise barriers include 16 -gauge steel, I -Inch thick plywood, and any reasonable thickness oI concrete. Typically, a surface derts.Ity 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 harrier panels and between the barrier and the ground nr elevated guideway deck kw maedmurn performance, Costs for noise barriers (teased oar highway Installations) range from ,$2Li to $25 per square foot of installed noise barrier at -grade with additional cost for sign and irespestion;+R installation on aerial structures ;u 1d be twice the amount of Installation at -grade especially If the structure has to Eie strengthened to accommodate the added weight and wind load.

As de5CrEbedin Section 33, noise harriers. if not 'designed and sited carefully, can reduce visibility of ITA1115 for pedieetriarti and motorists, which carries safety cvricerr _ I t if important to consult with safety experts in choosing and siting, a noise barrier,
• Alteration of Horizontal and Vrartical Alignments- Transit alignment in a rut as pat of grade separatem can accempliish the same result as Installation of a noise barrier at -grade or on aerial structure: The walls of the cut serve the same function astermer walls in breaking the line -of -sight between source and remover.
▪ Wayside Horns - 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 at the grade crassing.

A wayside horn does not need to be as loud as a locomotive horn. and the waning sound is focused only an the area where it is needed. These are pole -mounted horns used In conjunction with flashing lights and gat . at the Intersection, with a separate horn oriented toward each direction DI onric=otning vehicle traffic. Nike levels In nearby resideritial and business areas can be reduced substantially with wayside hors, depending on the location with respect to the grade crossing_
FEpiRAL 'fewer AI3MINe-neetI N ICi5
04-28
CCnt.

Ritz -Carlton Rancho Mirage MND
November 2024
3152
11942
RTC -1323

Responses to Comments
Ti4MSIT NOISE AND VIBRATION IMPACT AS565htENT MANUAL
A plan to use wayside horns in puce d the locomotive Iiorri at public grade crossings must be caardlroted with several public and private entities, notably the local agency having responsibility for traffic control and law enforcement on the road crossings, the state agency responsible for railroad safety. any railroads that share the ft -OW, and FRA Public notification must aka be given. rnary cast Informatiem from testIng programs Indicates a wayside horn system ai a raalraadfhigbway grade crossing costs approximately $50,000.
• Buffer Zones - Because mdse levels attenuate with distance, one noise mitigation ❑ptton Is to rtcr7ease the distance bee weer riaise sources and the closest raise-sensitivre receivers. This can be accomplished by locating alignments away from erase -sensitive sites. Acquisition of land or purchasing easements for noise buffer zones is an caption that may be considered if appropriate for the pro ect
• Ground Absorption - Bailout on Guideways - Propagation of noise over ground is affected by whether t ground surface is absorptive or reflective. Noise from vehicles on the surface is strongly affected by the character of the ground in the irctirredlat,e vicinity of the vehicle. Roads and streets ter buses are hard and reflective, but the ground at the side of a road hasa substantial effect on the propagation of noise to greater distance, Guideways for rail systerta;€ son be either reflective or absorptive, depending on whether they are concrete or ballast_ Ballast on a guid@way can reduce train noise 3 dB at -grade and up to 5 dB on an aerial structure. • Vegetation and Trees — In almost all cases, vegeation and trees are ineffective at providing noise mite atiari. Vegetation and Trees can provide some mitigation if at lust I CO ft of trees Intervene between the source and r€€e r, if no clear- Tine-ol-sight waists between the source and receiver. and if the trees Mend 15 ft or more above the line -of -sight as described in Section 4.5. Step 3b. This is generally not a recRImmended form of mitigation to pursue.

T[_ Evaluate Receiver Treatments - Consider treatments to the receivers when noise mitigation treatments cannot be applied at the source or along the propagation path, or if combinations of treatments are required_ Common receiver &E. -all -Dents and their estimated .COLSEi1C al effectiveness are Included in Table 435 and are described in this section.

Table 4-3S Transit Noise Mitigation Measures - Receiver Treatments Mitigation Measure Effectiveness
Acgee sittan of Property Rights for Construction of Noise Barrier® 5-14 dB
Building Noise Insiirbtiun. I
S-70 dB
• Moise Barriers - In certain cam, It may Pe possible to acquire limited property rights for the construction of nose barriers at the rec w r, As discussed above, barriers need to break the line -of -sight between the noise source and the receiver to be effective and are most effective when they are iFEDERA1 TRAMIT A.13N1 Nt5TAATION lac
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closest to either the sokiroe or the receiver. See Section 3.3 for more Information on noise barriers_
• Building Insulation — In cases where noise barriers are not feasible --such as multi -story buildings, buildings very dose to the ROW, or grade crossing; the only practical noise mitigation measure niay be to provide sound insulation for the buildings_ In these cases, the need far mitigation at locations where impact has been identified wilt depend on the use (outdoor vs. indoor), any existing outdoor to indoor reduction in noise levels, and the feasibility of constructing effective noise barriers for second stories and above
Depending on the quality of the original building facade, especially windows and doors, sound insulation treatments can improve the noise reductions from transit noise by 5 to 20 dB, To be considered cost-effective, a treatment should provide a mitrriiarrt reduction of 5 dB In the Interior of the building and meet the L,t, 4S dBA inter for criterion. For more information, see Section 41.

In marry eases, especially in locations with high ambient noise levels, the existing sound insulation of a building may already ineet the 45 df3A La, Interior noise criterion. It is recommended that sound insulation testing be conducted to determine if the existing sound insulation is sufficient or what additional measures would be required to meet the interior criterion.

Effective treatments include;
• Caulking and sealing gaps in the building facade; and ▪ Installation of new doors and windows that are spedally designed to meet ouStk 21 trarernissiorYioys requirements:

Exterior doors facing the noise source should be replaced with well-gasketed, solid -core wood doors and well-gaslceted storm doors,
Acae,isticalwindows are typically made of multiple layers of glass with air spaces laetween to provide noose reduction, Acoustical performance ce ratings are published in tar ms of Sound Transmission Class (STC) for these windows. It is recommended to use a minimum STC rating of 39 on arty window exposed to the noise source.

These treatments are beneficial for heat insulation as well askw sound insulation, but acoustical windows are typically non operable and central ventilation or air conditioning Is needed, lt, idarts' preferences should be cotrulered-
If needed. additional building sound insulation can be provided by seating vents and ventilation openings and relocating them to a side of the building away from the noise source_ In cases where the noise sources I5 frequency noise from diesel locomotives, itmay he necessary t� Increase the mass of the budding facade for woad -frame houses by adding a layer of sheathing to the exterior walls,
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TRANSIT NOSE AND LsBRATTON IMPACT ASSESSMENT 'MANUAL
E3cannpRes of resrdentral soured insulation for rail or highway projects are limited_ However, much practical experience with sound Insulation of buildings has been gained through grants for noise mitigation to local airport t
authorities by FAA,
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TRANSIT NOSE AND V BRATION IMPACT ASSESSMENT 'MANUAL
SECTION Transit Vibration
5 This section presents the basic concepts of transit ground -borne vibration also referred throughout this manual as simple "vibration," and low -frequency groundborne-noise that sometimes results from vibration. The stets for the screening and assessing of potential vibration impacts of transit projects for FTA NEPA approval are described in the fallowing sections.

The Source -path -Receiver framework for ground -borne vibration for a raid system illustrated in Figure 5- l is central to all environmental vibration studies.

The train wheelk rolling on the rails mate vibration energy that is transmitted through the ti-ack support system into the transit structure. The vibration of the transit structures the adjacent ground, creating vibration waves that propagate through the ground and into nearby buildings creating ground -borne vibration effects that potentially interfere with activities. The vibrating building components may radiate sound, which the manual refers to as ground -bore noise_ Airborne noise from transit sources is covered In Sections 134.5 of this manual. Grtrind-borne noise refers to the noise generated by ground -borne vibration,
Figure 5-I Propagation of Ground -Berne Vibration Into BulldIngt This section contains the following:
• Section 5, I The ground -borne vibration and' noise metrics used in this manual
• Section 5.2 An overview of transit vibration sources
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TRlNSIT NO1Sf AND VIBRATION IMPACT AS565M1:NT !MANUAL
• Section 5.3 An ave-view of transit vibration paths
• Section 5.4 An overview of receiver factors of transit vibration and a discussion of the technkal background lot ground -borne noise cr terse

5.1 Ground -Borne Vibration and Noise Metrics
Vibration is an oscillatory motion that can he described in terms of the (Es -placement, velocity, Dtacceleration. Because the motion Is oscillatory, there is no net movement of the vibration element and the average of any of the erection reetrics is zero. Displacement is the most intuitive metric. For a vibrating Roar, the displacement is simply the distance ihai a point an the floor moves away frog, its static position. The velocity ne}etesF2uts the instantaneous speed of the floor movement and acceleration Is the rate of change of the speed.

Although displacement Is easier to understand than velocity or acceleration, It Is rarely used k r describing ground -borne vibration. frost transducers used for measuring ground -borne vibration use either velocity or acceleration.

Furthermore, the response of humans, buildings, and equipment to vibration is more acoor tely deiaibed using velocity or acceleration.

This mantel uses the metrics outlined In Table 5- liar transit ground -borne vibration and noise m urement;, computations, and assessment. These r *irks are consistent with common Limp in the United Staten.

Table S-1 Ground -borne Vibration and Noise Metrics
Kook
Abbrcwfation
Definition
Vibration Decibels
VdB
The vibration velocity level in decibel scale
Particle Yectatity
PPPPV e
peak signal value of an oscillating vibration velocity waveform The or
_ Usually expressed in Incheafsctoud in the United Seines, Root Mean Square
ems
The square root of the ar1denetic avraaige of the squared amplitude al the signal.

A -weighted Sound Level
dBA
A -weighted sound leviis represent the overall noise at a receiver that is adjusted in frequency to approAreats typical human hearing sensitivity. This unit is used to characterize ground -borne noise.

The metrics in the table above are illustrated in figure 5-2. The components in the figure include:
• Raw signal - The turea shows the instantaneous vibration velocity. which fluctuates pasitIvely and negatively about the zero paint • Peak particle vek ity (PPV) - PPV is the,iraximurn instantaneous positive or negative peak of the vibration signal. PPV is often used In monitoring of canstr uctlon vibration (such as blasting) since it 1s related to the sti ceees that are experiencexi by bindings and is not used to evaluate human response_
• Root mean square (nms) velocity- Because the net average of a vibration slgiral is z i o, the rms amplitude Is used to describe smoothed vibration amplitude. The rms of a signal is the seinire root of the IFECJkRAI. TRAMT MINt5TRATI N 110
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average of the squared amplitude of the signal. The aver "8e Is typically calculated over a one-sec€snd period.. The r me ampIstude k always less than the PPVi'ri and is always positive. The r ns amplitude is used to oonvey the magnitude of the vibration signal felt by the human body, in inehes&secortd.

Figure 5.2 Vibration Signal In Absolute Units
The PPV and rYns velocity are described in inches per second In the United States and metes per second internationally(:with several different reference values). Although it is not universally accepted, vibration is commonly e-?cpressed in decibel natation_ The decibel scale compresses the range of numbers required to describe vibration.

The graph in Figure 5-3 shows the rims curve from Figure 5-1 expressed in decibels.

Vibration velocity bevel in decibels is defined as:
y k = 20 log (—
Wrpf
whew
L = srelmcIty Ietre. VdB
= rues veIncity amplitude
I as 14 `n+sec ii the USA
htr = I x I frtud u I Kee teatltntsaHy'
Eq. 5-I
'Because of the varbtroten In the releremre quarntreiett, It is Important to be that about what matron... quantity a bang used when spncff ing velocity rawnh All via ation hank in this manual are refei ced to I.xI9a Inches 4etond
ae The ratio a, PPP to maximum nuts amplitude b darned as the meat Factor For Ole signal Tlie rest factor a typically greater than 1.41. although a crest Factor 'AG or more is not unusual for Impulsive signals_ For gs4vid•home vll+saeion from trains, the crest factor k orinally +. to 5.
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Or'0 %POO cl ri•i stir Oaotfs
Tye
Figure 5,3 Vibration Signal in RMS Velocity Decibels
Ground -borne noise occurs when vibration radiates through a building interior and creates a low -frequency sound, often described as a rumble, as a train passes by. The annoyance potential of ground -biome noise is typically charat,tei iLed with the A-weightedsound level. Although the A -weighted soured level is typically used to characterize community noise characterizing low - frequency noise using A -weighting can be challenging because the rwn-linearity of hurrah hearingearuses sounds dominated by law -frequency components to seen louder than broadband sounds (sounds consisting of many frequency components. with no dominant frequencies) that have the same A -weighted The result is that ground -borne noise with a level of 40 dl3A sounds louder than 40 dPA broadband noise. Because ground -borne noise sounds louder? than broadband rinse at the same noise level, the limits for ground- borne noise are Tower (i-e., stricter) than would be the case for broadband noise -

5.2 Sources of Transit Ground -borne Vibration
and Noise
Ground -borne vilirraticn can be a concern for nearby neighbors of a transit system rauute or maintenance facility_ However, in contrast to airborne noise, ground -borne vibration is not a common environrrntal probletl7. It is unusual for vibration from sources such as buses and trucks to be perceptible, even in locations close to major roads- This section disciasss Gamrnen sours o{ ground -borne vibration and noise.

Most perceptible indoor vibration is caused by sources within buildings such as operation of mechanical equipment movement of people, or slamming of doors.

Typical outdoor sources of vibration waves that propagate though the ground and create perceptible ground -borne vibration in nearby holdings include construction equipment, steel -wheeled trains, and u-affic on rouge roads, If the roadway is fairly smooth, the vibration from rubber -tired traffic is rarely perceptible, Building damage due to vibration is also rare for typical transportation projects; but In extreme casts, such as during blasting or pile - driving during construction vibration could saute damage to buildings.

Figure 5-4 illustrates common vibration sources and the human and structural response to ground -borne vibration ranging from approximately 50 Yd6 {below MARA. TRANIIT ADMINISTRATION 113
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T:RAF+&T NOISE AND VIBRATION IMPACT ASSE35MENT !MANUAL
perceptibility} to I CO VdB {the threshold of potential damage). The background vibration velocity level In residential areas is usually 50 VdB nr lower ,,,, and the threshold of perception for humans is approximately 6S Vde. A vibration level of 85WS in a residence can result in strong annoyance.
1Jitry Meal &woks
r-,.rw, to no- rine- r -emir .
earner is tray. 4a O- ;4.
aaL. rr l Lao.* um.. ea
Vials)r tta►lhir 1:1•ATI
:agetrnlrrrtvrrart-t rNAq.srl - 4
frriirtal i'aw••ar tielrall
tipls;,► J rsird
VA 0a A •sion rA,va
r4.4g fW +Wei . thAN. dfa
n4i11Ple4C4 '}ar1 LPN,
•eels t~ =A r, '4.'0
ptmes iltOtti ittitui+Ptrwaat
otaiinglin mom,*
C'erslat raF y*M"f' F=
F atilt el& 4lt+r toile
C7rirlrri *IFS
10aa r' Ltta r. viler Ler.
•� 114t1 va•K ipcat
IllnswNo, l ti
Figure 5-a Typical Levels of Ground -Borne Vibration
Rapid transit or light rail systems typically generate vibration levels of 70 Vde. or more tear their tracks, while buses arbd trucks rarely create vibration that exceeds 70 Vde unless there are bumps due to frequent potholes in the road.

Heavy locomotives on ,desel commuter nil systems create vibration levels approximately 5 to I 0 dB higher than rail transit ve#i'cles.

Vibration from trains is strongly dependent on factors such as how smooth the wheels and ails are, as well as the resonance frequencies of the vehicle suspension system and the track support system. These systems, like all rr eithar'nical systems, have resoraarices that result in Increased vibration response at certain frequencies, coder) natural frequencies. Unusually rough road or track steel -wheel flats, geologic conditions that prornr to efficient propagation of vibration, or ventricles with very stiff suspension systems could increase typical Background vibration l typlca*Y wet below the tlirehold of Kirwan perception a a of coruern ody when theArmlets affects vary seeakive rnnrnlxueirrg cr reserrii equyancnt Marna tekraseepes and high-resuktien ihlrography exiiieneani are a angAes of egii erxaur that is inghly sensi[#e to vibratloat FECARAL YRAt IT At3MINCTIRATION 113
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TRANSIT NOM AND VIBRATION IMPACT ASSOSMIENT !MANUAL
vibration levels by approximately ID WS. Cottrngn (factors that contribute ro ground -borne vibration and noise at the source are presented in Table S - These factors arse discussed in more detail throughout this Section.

Table S-2 Factors that Influence Levels of Ground -Borne Vibration and Noise at the Source Category Facto —as
Influence
Operations
and
Vehla s
Speed
Higher speeds result In higher vibration levels_ Doubling speed results In a vibration level increase of apprcidmateJy 4 to 6 dB.

Vehicle
Srspeucion
Stiff suspension in the vertical direction can increase the effective vibration tortes. On transit cars the primary sueperrricn has doe largest affect on whettion levels.

Wheel Wheel
Condtion
and Type
flats and general wheel roughness are mafor sources of vibration from steel wheel/steel rail System& liesilient wheels on rail tranrlt systems can provide some vibration reduction over solid steel whew but are usually too stiff to provide substantial reduction. Fer more reformation, sec Section 6,s_, Step 2.

Guideway
TracttIRoadwap
Surface
Rough pack or rough roads are rniten stsucosa of excessive vibration. Hainttrl rang a smooth surface will reduce vibration level&
Track Support
System
On rill systrnrs, ant trick fupport systersi Is nor of the nvaligr c encintlenka lo determining the levels a4 vibration. The highest vibration keels are created by crack that is rigidly attached ua a Concrete trackbed Qe.g., track on wood halferes embedded in de concrete). The vibration levels are much lower when special sigration control track systems such as resilient Fasteners, balast mats, and floating slabs are used
Transit
Structure
Heavier transit structures typically result in the lower vibration leads, The ribs avian levels from i lightweight bored tunnel will usually be higher than from a poured concrete box subway.

Transit System
Elevation
A rail system guideway will be either underground (silibwah, at -grade tar elevated, with substantlei differences in the vibration characteristics at each elevation,
■ Underground: vibration Is typiially the most important environmental Factor of interest
■ Atgradez airborne noise k typically the dominant (actor, although vibration and noise can be a problem particularly at interior locations well belated from exterior noise
■ Elevated it is rare for vibration to be an issue with elevated railways except when guideway supports are located within SO it of buildings, Brief discussions of ground-hcame vibration and nrai$e svurves for different rnodes of transit :are Provided below_
fit Grade Heavy Raft and Light Rail
Ground -borne vibration end noise from urban heavy rail and LRT is comrnsrn when there is less than 50 ft between the track and building foundations_ Local geology and structural details orf the building determine it the source of complaints is due to perceptible vibration €+r auchble ground -borne noise.

Complaints about ground -borne vibration from surface track are more common than ground -borne noise complaints. A substantial percentage of complaints about both ground -borne vibration and noise correlate wrth proximity of special track work rough or corrugated track, or wheel flats. Light rail systems tend to generate fewer complains than heavy rail doe to lower operating speeds. (FEDERAL TRANSIT ADMINISTRATION I la
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Tf oV,ISIT NOISE AND VIBRATION IMPACT ASSE3,ihtENT !MANUAL Commuter and Intercity Passenger Trains
There k the potential for vibration -related issues when new commuter or intercity rail passenger service (including electric multiple units (EMUS) and diesel multiple units (DMU )) powered by either diesel or electric locomotives is 'introduced in an urban 'air suburban area. Commutes and intercity passenger trains have similar char°acheistire, but commuter tram typically operate on a more frequent schedule. 'S here passenger trains often share trod with freight trains. which have different vibration characteristics as discussed below.

Fright Trains
Local and lortg-dlstarice freight trans are similar In that they bath are dI el- powered and have the same types o1 ears. They differ in their overall length, number and size of Iocoinothres, and number of heavily loaded cars. However, because locomotive suspensrort ecated in an urban Qr suburban arree.4e Fee prejects that are speerficelly high-speed transportation refer to the FRA "High - Speed Ground Transportation Noise and Vibration Impact Assessment" guidance manual,Pt,
AGT Systems
AGT systems include a wide range of transpc r tatian vehicles that provide local circulation in downtown areas airports, and theatre parks, Because ACT systems normally operate at low speeds, have lightweight vehicles, run on elevated striicteres. and rarely operate In vileatlan-sensitive areas, gr urd- bonne Vibration problems are very rare_
5ub way and Art -grade Track
W 3i e r ,ii d -bonne vibration nrockeed from trains were -ring subway and at - grade track have very different Charrte-istic5, they have comparable overall vibration vetae ty levels. Completes about ground -bon ee vibration are olterr more common veer ruler ays Mara ricer at -grade tea& This Is not because • Amtrak train. (branded A>=elaat the tine d ion the Northeast Cerriidor between Boston and Washington, EC, which Ault'. rnoderww to I gh speeds jr, come sections with Improved track fit late thlc cat�wY.

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TRANSIT NOSE AND VIBRATION IMPACT AS565M NT !MANUAL
subways create higher vibration levels than at -grade systems, rather because subways are usually located in more densely developed areas in closer p -ox pity to building foundations, and the airborne noise is usually a more serious problem for at: grade systems than the ground -bonne vibration. Another difference between subway and at -grade track is that the ground -borne vibration ftutir subways tends to be higher frequent' than the vibration from, at - grade track, which makes the ground -borne noise more noticeable.

Complaints about ground -Lorne vibration from street cars are uncommon given that streetcars typically operate at very low speeds (lets than 25 rnphl.

Buts
Because the rubber tires and s pension systems of buses provide vibration isolation, It k tr usual for buses to cause ground -borne vibration or noise problems. For most issues with bus -related vibration, such as rattling of windows, the catne is almost always airborne noise and directly related to ninning surface conditions such as potholes, burrips. expansion joirss, or other discontinuities in the road surface (usually resolved by sm thing the discontinuities).

Buses operating inside buildings will likely cause vitiation concerns for other building inhabitants. An example of this situation is a bus transfer station in the same building as commercial office space. Sudden loading of a building slab by a heavy moving vefticie or by vehicles r nning over Iarre divider bumps can cause intrusive building vibration,

5.3 Paths of Transit Ground -Borne Vibration and
Noise
Vibration travels from the sxrurce through the transit structure and excites the adjacent ground. creating vibration waves that propagate through soil layers and rock strata to the Ioundailorts a Nearby buildings. The vibratitn then propagates from the foundation throughout the remainder of the building structure, The vibration of the building structure and room surfaces can radiate a low -frequency rumble called ground -borne noise (Figure S. l j, Soul and subsurface conditions are known to have a strong Influence on the levels of ground -borne vibration. Among the most important factors are the stiffness and internal damping of the soil and the depth to bedrock, Vibration propagation is more efficient in stiff day soils. Shallow rock may concentrate the vibration energy close to the surface, resulting in ground -borne vibration problems at large distances from the track. Factors such as sail layers and depth to water table can hove substantial effects on the prolxagatlan of ground -borne vibration. These factors are surnm i! J in Table .r3 -
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