Rancho Mirage City Council
December 18, 2025

Ritz -Carlton Rancho Mirage MND
November 2024
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TRANSIT NOiSE AND VIBRATION IMPACT AS5r35 LENT !MANUAL
Table 5.3 Factors that Influence Levels or Ground -borne Vibration and Noise along Path Geology Factors
Influence
Seal vice
Vibration levels are seiner -ally higher In stiff clay -type soli than In loose sandy soi _ Vibration levels are usually high near at -grade tract when the th to hedroclt is 3@ ft or I. Subways 'branded en rock will result In lower vibration amplitudes dose to the subway. Vii, talon levels do not attenuate as rarpltly In rock as in soil.

Rock layers
Sail' layering
Soo tapering cart have a substantial effect on the vibration 16veIs since each stratutrr cab have considerably different dynanec characteristics.

Depth to wager toile
The presence of the water table may have a substantial effect on vibrato= bay a definite rehulogshlp has not heen established,
S.4 Receiver Factors that Influence Ground -
Borne Vibration and Noise
Ground-bQrne vibration is a concern almost exclrrsivaily inside buildings- Train vibration may be perceptible to people who are flatfoots, but ft Is very rave for outdoor vibtatltm to rause complaints.

The vibration levels inside a building are dependent on the vabratiion energy that reaches the building foundation, coupling of the building foundation to the soli, and propfigatio i of the vibration through the building. In general, the heavier a buiidi g is, the lower the response ponse will be to the Incident vibration enrargy+, Common factors that contribute to ground -bowie vibration and noise at the receiver are presented in Table S -4 -
Table 5-A Factors that Influence Levels of Ground -Borne Vibration and Noise at the Receiver Receiver Building
Factors
Influence
Foundation type
The heavier the building fn,mriatiwt the greater the cooping loss a; this vibration propagates from the ground into the Wilding
Building
construction
Each building has different characteristics relative to stream! e-boatire vibration, but In general_ the heavier the building. the lower this levels of vibration. The maximum vibration amplitudes of the floors and walls of a building will often occur at the resonance frequencies of the components of the building,. ,Acoustical
abiorption
The Wore acoustically absorptive materials on the receiver mom, the lower the gre,rnd•bvrne noise level. Ne to that because grcund•borne noise usually €s a low. isrquericyplhenomenon.Itisaffectedbylow-requencyabsorption(eog_,below250 Hz).

5.5 Human Response to Transit Ground -borne
Vibration and Noise
This section contains an overview of human i ttteiv+er tesperrse to ground -borne vibration and nose. I t sus as background information for the vibration impact criteria in Section 6.2.

The +effecis:o ground -barite vibration care intrude perceptible movement of floors in buildings, rattling of windows, shaking of [terns on shelves or hanging on walls, and Iow•frequency noise (ground -borne noise). Building damage is not a IFEIDERAL TRAMIT itiDMINA57RATMUN 1 17
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TRANSIT NOISE AND VIBRATION IMPACT ASSESK NT !MANUAL
factor for typical transportaJan profefts, but in extreme cases, such as during blasting or pile-1riving during construction, vibration could cause damage to buildings. Although the pear ptibility threshold is approximately fa 5 VdEs human re tortse to vibration is not usually substantial unless the vibration exceeds 70 VdB (Figure 5-4). A vibration level that causes annorartoe is well below the damage risk threshold for typical buildings (I'00 Vcfg), Ground -borne vibration is almost never a problem outdoors. Although the motion of the ground may be perceived without the effects associated with the shaking ttf a building, the motion does not provoke the same adverse human reaction. Ground -bonne nose that accompanies the bulk rig vibration is usually perceptible only inside buildings and typically is only an issue at locations s with subway or tunnel operations were there is no airborne noise path or for buildings with suErstarntial sound insulation such as a recording studio.

One of the challenges in developing suitable criteria for gtmeiddyorrne vibration is that there has been relatively little research into human response to vibration and, specifically, human annoyance with buildng vibration. The American National Standards Institute (ANSI) developed criteria for evaluation of human exposure to vibration In buildings in I983,i t and the lnternatklnal Organization for Standardization (ISO) adopted similar criteria in I9€9r4l:' and revised them 2003.412i The 2003 version al ISO 2,63I-2. acknowledges drat "human response to vibration in build' cgs is very cornplex," It (uriher indicates that the degree of annoyance cannot always be e)spialned by the magnitude of the vibration alone.

In some cases, complaints are associated with rri stired vibration that 6 lower than the perception threshold. Other phenomena such as ground -borne noise. ratting, visual effects such as movement of hanging objects, and time of day (e -g,, Is at ni t Al play some role In the response of individuals. To understand and evaluate human response which is often measured by complaints, AI of these related effects reed to be considered.

Figure 5-5 illustrates the relationship between the vibration velocity level measured in 22 homes and the general response of the occupants to the vibration from measurements performed for several transit systems along with subjective ratings by researchers and residents. These data are published in the "State -of -the -Art Review of Ground -borne Noise and Vibration.'"" The figure also includes a curve representing the percent of people annoyed by vibration from high-speed trains from a Japanese study for compardsoi Both the occupai,ts and the people who performed the measurements agreed that floor vibration in the Distinctly Perceptible range is unacceptable for a residence, The data indicates that residential vibration exceeding 75 VdB is unacceptable fora repetitive vibiatiorx source ouch a3 rapid transit trains that pass Every 5 to 15 minutes. The r2sults from the Japanese study confirm the conclusion that at a vibration velocity IeVel. of 75 to Re VdB, many people will (find the vibration annoying, A Transportation Research Board (TfiB) study of human response to vibration from 2009 also supports this finding and indicates that incidence of complaints fall rapidly with a level decreasing below 112 VdRl+2lrsss
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Me�rrrrrr rt R.eftosr Imams Hiroo
qtr ti Ter>_a Tomos pw Now
tee
Slag*
"es ie
!were w Rape]
ranrat Trails
Rant+ arF Riepe aen ro
Rapid Tweet Train
empenielo High.

Spry tr.u,
V traleres Mtrenzte kora _ 4M n I -r-a ,. 1.c
Figure 5-S Response to Tratnitdnduted Reddendal Vibration Table 5-S presents the human response to dlftererit levels of ground -borne vibration and noise on which the criteria presented in Section 6.2 are based.

The vibration level (VdB) is presented with the corresponding frequency assuming that the vibration spectrum peaks at 30 Hz or .60 HY i The ground - borne noise levels (dl3•A) are estimated for the specified vibration velocity with a peak vibration specu-tarn I -la (Low Freq) and 60 Hz (Mid Freq}_ Note that the human response differs for vibration velocity level based on frequency. For e)ample, the noise died by vibrating structural components may cause annoyance even though the vibration cannot be felt_ Alternatimely, a low - frequency vibration can cause annoyance while the ground -borne noise level it generates does not.
'The A•welghted leyel r5l greoxl-home eofse Carr be estimated by applying A-welghtkrg so the vibration rekrcIty spectrum and by suhtrarrtrig an additional 5 dB for a room with average xoustkal aeorpclai Since 'die A weighting at 31.5 I -k Is -34.4 dS. Ir the vibraticeri specimen peaks at 30 He the A.weizhted swtld level wi be appnaxima[hir. 40 dB lower than the velocity ley I If the vibrartlan spec's-mt. peaks at 6R Ha. the A-weightedl ]wood level wi 1,e apprmdrnately 25 d6 lower Own the xelaritr leyet FElARAL IRAN I -t AC7MINISTfIATioil I I
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Table 5-5 Human Response to Different Levels of Ground -Borne Vibration and Noise Vibration Hoists Laval _
Velocity Level Law Mid
F
65 VdB
75 VdB
@5 VdB
35 IBA
Human Response
Appreaxinute threshold of perceptive fcrt manly hu+rulr. L*w- 44dBA frequency sound: usually inaudible. Mid-drequency sound: exec zi:• for qua sleeping AA
Approximate dividing IInC between barely perceptible and dnune:tly perceptible. Many people 'Ned transit vibration at this level annoying. 4raw.fr'equenyy noise tolerable for sI eplrig Ares$, Mld•irequency noise: excessive in most quill occupied areas.

Vibra>5on tolerable only ii there are an infrequent number of events 95 dBA pier clay Rowdreque icy noise excessive for sleeping Artit Med.

Frequency noise: excessive even for infrequent, events for some =Writes.
pro-eanses soIsa eve when r:.raoion spectrum Is near
MAppnxxenate noise level vvlsen vibration spectrum peak Is near 60 HL SO fA
60dBA
'FEDERAL YRANEIT ADMINISTRATION IZri

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TRANSIT r NOISE AND VIBRATION IMPACT ASSOSM1NT MANUAL
SECTION Vibration Impact Analysis
6 The FTA vibration impact analysis process isa multi -step poxes used r0 evaluate a project for potential vibration impacts. If impact is determined measures necessary to mitigate adverse impacts are to be considered (or incorporation into the project i
The FTA vibration Impart arrelytis steps ere summarized as follows and are described in the following sections,

6.i Determine vibration analysis level.

6.2 Determine vibration impact criteria.

Option A: General Vibration Assessment Criteria
Option B: Vibration Import Critr_rta for a Detailed Vibration Analysis

6.3 Evaluate Impact: Vibration Screening Procedure
Step I: Classify project vehicles.

Step 2; Determine project type,
Step 3. Determine sere ring distance.

Step 4: Identify vi ration-serusitive land uses.

6.4 Evaluate Impart General Vibrati€wn sessirient.

Step I: Select base curve for ground surface vibration level.

Step 2 Apply adjustments.

Step 3r Inventory vibration impact.
4-5 Evaluate Impact: Detailed Vibration Analysis
Step I: Characterize be ring Vibration
Step 2: Estimate Vibration impact
Step 3. Assess Vibration Impacts
Stet 4: Determine Vibration Mitigation Measures
A similar process for the noise impact . analysis Is presented in Section 4, After the noise and vibration analy st have teen completed, assess construction noise and vtbratioin according to Section 7 and document findings according to Section @.

6. G .Determine Vibration .Analysis Level
There are three levels of analysis to assess the potential ground -borne vibration one noise impacts resulting from a public transportation project. The appropriate level of analysis varies by project based on the type and stale of the project, the stage of project development and its eiwIrortmental setting. These three levels are. the Vibration Screening Procedure the General Vibration Assessment. and the Detailed Vibration Arralyss. These I ts of vibration analysis mirror the levels of noise analysis disused in Section 4.1 The Vibration Srrt-ening Procedure, performed first, defines the stuffy area of any subsequent vibration impact Assessment, Wher a there is potential (car IFEDiRAL TRAN5IT ADMINISTRATION 121
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT !MANUAL
impact, the General Vibration Assesssrierit and Detailed Vibration Analysis procedures are used to determine the extent and severity of impact In some rases, a General Vitiation Assessment may be all that is needed. However, if the proposed project is near noise -sensitive land uses and it appears at the outset that the impact would be substantial,it is prudent to conduct 3 Detailed Vibration Analysis,
The methods for analyzing transit vibration are consistent with those described in recognized handbooks and intonational standards,i06147' Conduct the vibration screening procedure and then determine the appropriate vibration analysis option -
Vibration Screening Procedure — The Vibration Screening Procedure is a simplified method of identifying the potential for vibration impact tram transit projects, The Vibration Scr eo ling Procedure is applicable to all types of transit projects and does not require any specific knowledge about the vibration characteristics of the systtsn or the geology of the area. This procedure uses simplified assumptions and considers the type of project and the presence or absence of vibration -sensitive land uses within a screening distance that has been developed to identify most potential vibration impacts. If no vibratiori-sensitive land uses are present withn the defined screening distance., thgi no further vibration assessment is necessary.

The Vibration Screening Procedure steps are provided fn Section 6.3. Step I.

General Vibration Ausessment — The General Vibration Assessment is used to examine potential impacts to vibration -sensitive land use areas Identified In the screening step more closely. it uses: generalized information likely to be available at an early stage in the project development process and during the development of most ervororrmental documents_
Vibration levels at receivers are determined by ,-tirnatirrg the overall vibration velocity level and A'weighted ground -borne noise levels as a function of distance from the track and applying adjustments to account for factors such as track support systcsns, vehicle speed type of building and track and wheel conditions.

A Gerr ral Vibration Assessment is sufficient for the envb orirneatal review of many pralecta, including projects that compare transit modal alternative or rekamtr a crossover or turnout. The General Vibration I5sessmrent may also be sufficient if it results In a commitment to mrtlgatioam that eliminates the vibration impacts, such as a change in u: anslt mode or alignment_ F- owever, if Impact is identified through the General Vibration Assessment procedures arid not mitigated, a Detailed Vibration Analysts of the selected alternative must be completed. Mast vibration mitigation measures can only be specified after a Detailed Vibration Analysis has been done,
The General Vibration Assessment procedure is provided in Section 6.3, Step 2.

Detailed Vibration Analysis. — The Detailed Vibration Analysis procedure is a eornprehensive assessment method that produces the most accurate estimates �kbl ttlil TRAM IT A.IMMINtSTRATICmN 122
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TRANSIT NOSE AND V BRAT1ON IMPACT ASSESSMENT 'MANUAL
of vibration impact for a proposed project and NS often accomplished during the engineering phase of a prtaject when there are sufhtient data identifying potential adverse vibration impacts from the project. However, a Detailed Vibration Analysis may be warranted earlier in the environmental review prrrcess if there are potentially severe impacts due to the proximity of vibration - sensitive land uses_ This type of assessment requires professionals with experleitce In perforrring and interpreting vibration propagator tests_ A Detailed Vibration Analysis may nor be necessary for all segments of a project Generalized prediction curves from the General Vibration Assessment procedures may be suffbclerrt for most of the alignment, and the Derailed Vibration Analysis procedure may only need to be applied to particularly sensitive receivers (Section 6.3). Note that a Detailed Vibration Analysis is typically required when designing spedaI track -support systems such as floating slabs ur ballast mats_ These and other costly vibration mitigatioir measures can only be specified after a Detailed Vibration Analysis has been done in the engineering phase of the project.

The Detailed Vibration Analysis procedure is presented in Section 6.3, Step 3.

6.2 Determine Vibration Impact Criteria
Use the FTA criteria presented in this section when conducting a General Vibration Assessment or a Derailed Vibration Assessment. Like noise. the sensitivity to vibration varies by land use type. and the criteria represent these sensitivities. These criteria are based on national and international standards.'" well as experience on human response to building vibration. See Section 5.5 for additional background information on the development of FTA. vibration criteria. The criteria for environmental impact from ground -borne vibration and noise are based on the maximum root - mean -square (runs) vibration velocity levels for repeated events of the same seaurce,
Determine the appropriate a nteraa leased on the level of analysis (Section 6.l ).

The impact criteria or the General Vibration Aasessmeu t are presented in Option A, and the impact criteria for the Detailed Vibration Analysis are presented in Option B.

Option A General Vibration Assessment Cnterri
Determine the land use according w Step I and the frequency of events according to Step 2- The impact criteria or the General Vibration Analysis are presented in Steep 3.

Step I: Land Use Categories
Determine the approprote load use category for the receiver of vtfbrata n imp.= of the project or protect segment, Sensitive land tffie categories for vibration assessment one presented in Table 6- I In order of sensitivity. Consider indoor use of the buildings when determining land use catovA for ground -born vibration and noise, since impact is experienced indoors. ;DARN. TRANSIT Ail3N1 Ng57pAT*ON I ::
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TRANSIT NOM AND VIBRATION IMPACT ASSESMI:NT MANUAL
Table 6-I Land Use Categories for General VIbratlon Assessment Impact C niteria Lsaxl Use
Category
Land Use
Type
Description of Laved Use Category
Sptudial
This category includes special=use facilities that are very sensitive to vibration and noise that are not included in the categories below and require special consideration However, var, it the cur ltbng will rarely bin occupied when the source of the vibration (e_g, the train} is operating. there is no need to evaluate for impact Examples of these facilities include concert halls TV and recording studios. and theaters.

I
High
Senudvity
This category includes buildings where vibration levels, including those bellow the threshold of human annoyance, would interfere with operations within the bulldog.

Examples include bui'I¢ngs where vibration -sensitive research and manufacturing* is conducted. hospitals with vibration-sestome equipment, and ut`versitfBS conducting physical research operations. The building`s degree of sensitivity to vibration is dependent on the specific equipment that will be affected by the vlbra[iran.

Equipment moderately sensitive to vibration. such as high resolution lithographic equipment. optical microscopes. and electron nticrose;opes with Khraaon molar -on' systems are Included in this category 44 For equipment that is more sensitive, a DetAed Vibration Analysis must be conducted.

R. -dental
This Category includes all residential la nd ltse and buildings where people normally sleep, such as hotels and hospices Transit -generated ground -borne vibration and raise Irons subways Of surface running trains are considered to have a similar affect on recei'vers."*
Institutional
This category includes institutions and offices that have ",sbration-sensitive equipment and have the potential for activity interference such as schools, churches, doctors" offices. Comrnercol or industrial locations including office buildings are not included in this category unless there is vibration -sensitive activity or equipment within the building_ As wl[h noise, the use of the building detsrnsinles the Vibration sensitivity. " l lamulataurierg of oorrrparer chips ib caul s rixample oI a tibraeiennensltiwo process. " Standard optical' mimoscopes can be impacted at vibration levels below the threshold of #srman annoyance 444 Even in noisy urban areas, the bedrooms mil often be in quiet buildings with eilbctie noise Mutilation. However, ground - bones vibration and sae are astuNienced Indooa5, and building weepsnd have peactiuslly no rrte5n9 to redute their exposure. Therefore,, occupants L noisy urhwe areas am pet as *illy to be exposed to ground -beans vibration and noise as those in quiet suburban areas,
• Ground -borne Vibration — Locations with equipment that iti #rghry- sensitive to vibration should be included in category I or ms+ssed tllrtgthe Detailed Vibration Analysis procedures (Section 6.3, Step 3) ard criteria (Section 6.2, Option B), or specific ertiterra of the equipment manufacturer, Most computer installation or telephone switching equipment is not considered sensitive to vibration. Although the owners of this typpe of equipment often are contented with the potential for ground -borne vibratioi, Interrupting smooth operation d them equipment, it is rate lion computer or other electronic equipment to he particularly sensitive to vibration, Ns type of equipment is typically designed to operate in common building envlranments where theequipment may experience occasional disturbances and corhtinuous background vibration caused by other equlpmexnt.
• Ground -borne Noise —Ground-borne noise is ty Rosily only assessed at locations with subway or tunnel operations where th e is no airborne noise path, or for buildings with substantial sound insulation such as a recording studio. For typical buildings with at -grade tar elevated transit operations, the interior airborne noise levels are often higher than the IsEDERAL TRAMIT ADMINISTRATION I
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T AP+T51T NOISE AND VIBRATION IMPACT ASSE3,ii LENT !MANUAL ground -borne noise levels. For interior rooms or other speoial Cages, ground -borne loise inay need to he assessed.

Step 2: Identify Event Frequency
i}e terrn>Inc the appropriate frequcnq of events far the profctt or project segment.

Community response to vibration correlates with the frequency of events and, rntuitively, more frequent events of low vibration Ieveks may evoke the same response as fewer high vibration level events. This effect k accounted for in the ground -borne vibration and noise impact criteria by characterizing projects by frequency of everts. Evert frequency definitions are presented in Table 6-2, Table b-2 Event Frequency Definitions
Category
Definition
Typical Project Type>E
Frequent Events
More than 70 events per day
Most rapid transit
°castanet Events
30-70 events per day
Mast commuter trunk Iines
infrequent Events
ewer than 30 events per day
Mnsicammuter rail branch lines
Step 3: Apply Impact Criteria by Land Use and Event
Frequency
Select the appropriate impact criteria for ground -borne vibration and noise based on the previously identified land use categories arid frequenEy of events, It is also important to consider the time of vibration sensitivity. If the building Is not typically occupied when the vibration source (e.g. wain) k operating, it Is not necessary to consider Impact..

The criteria in this section are appropriate for assieeieg human annorence or int+erfereree with Wbretlon-sensitive equipment for common projects. While not typical, existing cerrditioris, insight train opeations, and [milting damage may require consideration.
• Existing Conditions —The criteria in this section do not cerelder existing conditions_ In most cases, the existing environment does irot unlade a substantial number of perceptible ground -borne vibration or noise events, However, existing conditions roust be evaluated le some cases, such as for protects located in an existing rail carrid6r. For criteria considering existing conditions, see Step 3b.
✓ Freight Train Operations- The criteria are primarily based 00 experience with passenger train KiPenticOnE. Pa4senger train operations (rapid transit, comrnuter EA, and intercity passenger rail road create vibration events that last approxtrnately IC seconds or less while a typical line -haul freight train event lasts approximately two minutes. This manual Is dented to transit projects. However. situations will occur when freight train operations must be evaltrater4 such as when freigFit train L-acks are relocated Ice a transit project within a railrnar ROW. Guidelines en applying these criteria to freight train operations are presented in Step 3c. ;DARN. RN. tReteSIT AtimileisTRATICei I IS
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Tf4J5F+f5fT NOJSS AND VIBRATION IMPACT A35E5,5MENT !MANUAL • Building Damage — It k extrernely rare for vibration from train operations to cause ar even minor cosmetic betiding damage However, damage to fragile historic buildings located near the ROW may be of concern. Even in these caws, damage is unlikely except when the track is located very crone to the structure. Damage thresholds that apply to these vtructatres are discussed in Section 71 Step 4 on Cnrrstructiori Vibration.

Impacts.
3a. Choose the Impact criteria by Ind use category turd event frequency. The criteria for ground-taorrre vibration and noise land use categories I-3. are presented in Table 6-3_ The criteria are pt^eserired In rernirs of acceptable indoor grotrid-borne vibration end noise Iewels. Impact will occur If these levels are exceeded, Crfxerla for ground -borne vibration are expressed he turns of tans velocity leveks in Vdf3, and criteria for ground -borne noise are expressed in terra$ of A weIghted sound pressure levels in di3A. `able 6.3 Indoor Ground -Borne Vibration (GBV) and Ground -Borne Noise O81' i Impact Criteria far General Vibration Assessment
Land Use Category
GBV Impact Levels
(V48 re I micro -inch hies)
GBN
( es.-sed in terms of rani velocity levels in'V+l:, and crtterta for ground- borne noise are expressed ii terms of sound pressure levels in dBA.

Table 6-4 Indoor Ground -Borne Vibration and Noise Impact Criteria for Special Buildings Type or 8 uildIng or
Room
Ground -Borne Vibration Impact
Levels (Vrde re l micro-inchtsec)
Ground -Borne Naim Impact
Leven {dBA re 20 micro -Pascals)
Frvgieitit
Events
Oetaslanai or
InfrequentEviMa
Frequent
Events
Ctcasienal or
Infrequent Events
Concert halls
_
45 Vd8
65 VdE
25 dBA
25 dE.A
TV atudicat
65 Vd8
6S VA
25 dBA
25 dBA
Rewarding studios
45 Vide
65 VdE
25 dBA
25 d8A
Auditoriums
72 Vd8
80 VdE
30 dBA
38 dlIA
Theaters
72 Veil
fop VdE
35 dBA
43 dEA
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3b. Consider the presence of existing vibration •tonditJoes_ When the project will cause vibration inure than S dB above the exciting vibration. the existing source can be ignored, and the standard vibration criteria in Step 3a are appropriate, When the project will cause vibration less than 5 dB above the existing vibration level, use the instructions presented in this section to determine the appropriate impact crlterFa for the project For inforrnat an rxt characterizing existing vibration condition see Section 6_ Step 3.

Use Table 6-5 and Figure 6-i to determine the appropriate Impact criteria.

Sources of existing vlbranon are typically longer In duration than the events introduced into the erwlrortment due to the project. The frequency of use In the rail corridor is also a factor in characterizing the existing conditions. Both factors are considered in the process of determining appropriate impact criteria in Table 6-5 and Figure 6- I
E rnples of projects consldenng the existing vibratksn conditions In Table 6-S and Figure 6-I Include:
• An automated maple mover system planned fora corridor with an existing; rapid transit service with 220 trouts per day that did not have a signifrrant increase in events from the existing 220 trains per day and that Is not 3 dB above the existIng vibration Ieve1 would cause no additional impact
■ Where a stew commuter rail line .shares a heavily -used corridor with a rapid transit system, the project vibration exceeds the existing vibration level. there is not a significant increase in the number of events, and the project vibration exceeeb the existing vibration bevel by 3 d$ or more, the projected vibration levers must be evaluated using the standard impact criteria to determine impact
• If a new transit project will use An existing railroad ROW and the location of existing railroad tracks are shifted, existing vibration can be substantial. The track relocation and reconstruction can resultin lower vibration levelsthat would benefit the receivers and not introduce any adverse Impact However, If the track relocation csusi higher vibration levels at vibratlen-sensitnre receivers, there the projected vtbratJon levels must be evaluated using the standard impact criteria to determine impact.
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TRANSIT NOISE AND VIBRATION IMPACT ASSE5NtENT !MANUAL
Table ii -S Impact Criteria C011416 rig Existing Conditions Category
Numbered Operations
(At preterit — wishnur aroject j
Criteria
Heavily
Used
More than 12 trains per tier
Use the standard vibration criteria in Secdon 6,2. Step 3a Etsr the following scenarios:
• The esvivirig vibration does not exceed the standard
vibration criteria.
• The existing vibration exceeds the standard vibration criteria end there is a significant Inere4e in events
• The existing vibration exceeds the standard vibration ciiterla, and the project vlbraniin Is 3 tIB or more above the existing vibration.

The project has ago impact if die existing utilyarion exceeds the standard vibration criteria the number of vomits doesnot increase significantly. and the project vibration does not exceed the existing vibration by 3 dB or more.

Moderatelyr
Used
5 — 12 trains per day
Use the standard vibration criteria In Section 6.2 Step 3a for the following scenario
• The existing vibration does next exceed the standard
vibration rrlteria
• The existing vibration exceeds the standard vibration matins. and the project vibration k not 5 d.B or morn below the exhallha vibrati®it
The project has no impact if the existing vibration exceeds the standaa d vlbratlan criteria and Che project ',Abadan la in. least S dB below the existing vibration.
lnfrecluendy
Used
Fewer than 5 trains per day
The standard vibration criteria in Section 6.2, Step 3a apply. * Appi oxlnhu r skublingtlhe number of ever is Is recanted for a significant Increase:

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Figure 6-I Existing Vibration' Criteria Flow Chart
3c, Apply criteria to freight trains W part of the project.

Use the criteria pr eserite d Step 3a to assess the vie,i anon from height t ahn in shared ROW scenarios because no specific impact criteria exist for freight railroads. It is important to consider that freight operations occur over sultx*ttantially greater distances than passenger train operations and have different weight and axle lgeds.

Whop assessing vibration from freight train operation, consider the locomotive and rail car vibration separately. Since locomotive vibration lasts for a wry shah time, It can be characterized by the infrequent events category in Table 6-3- Rail car vibration from a typical line -haul fr=eight train te.trally lasts for several minutes and can be characterized by the frequent events category in Table 6.2. Note •aVibration IF abibrerl cad as `kb." In this 4nwrhart
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TRANSIT NOISE AND VIBRATION IMPACT ASSE35M NT MANUAL
that locomotives often create vibration levels that are 3 iv 8 dB hider than those created by call car,
Use good engineering judgment to confirm the approach is reasonable for each project, For example, some spur rail lines carryvery little rail traffic (sometimes only one train per week) or have short trains, in which oase it may not be acc@ssary to evaluate for impact- pI there is uneertalnty In how to determine the appropriate criteria, contact the FTA Regional office.

Decklor a to relocate freight tracks closer bo vacation -sensate sites should be made with the understanding that increased vibration due to freight rail may not be possible to mitigate. Freight rail vibration may not always be successfully mitigated by the same methods as rail transit systems.

Option B: Vibration Impact Criteria fora Detailed Vibration AndJysis
Determine the appropriate Impact criteria for ground --borne vibration and I 04-28 ground -borne noise for a Detailed Vibration Analysis,
Step I: Ground -borne Vibration
Otiose the appropriate criteria based on FJgttrt 6-2 and TnbJe 6-d.

Ground-biorne vibration criteria preened in this section are more detailed than in the General Vibration Assessment The criteria are based on interitatlorral standards for the effects of vibration on people related to annoyance and interference with activities in buildingsP9l as well as industry standards for vibration -sensitive equipmentf The criteria in this section are used to assess the potential for interference or annoyance from building vaporise and to determine performance of vibration reduction methods. Note that for highly -sensitive equipment, specific vibration criteria provided by the manufacturer supersede de the criteria in this section.

The criteria are presented by category in Figure 6 -land are defined by international and indusuy standards.07,140 These criteria define limIts for acceptable maximum tins vibatIon velocity level with a one second averaging time at the floor of the receiving building in terms of a one-t1tird octave band frequency spectrum, Band levels that exceed a particular criterion curve indicate impact; and therefore, mitigation options should be evaluated considering the specific frequency range in winch the treatment k roost effective. Interpretations of the criteria are presented in Table 6-6.
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ao
I
•
a t et r *i +ri ii a M Ma
-... se itiapl r kquroa Re
Figure fa -2 Criteria far Detailed Vibration Analysis
Table 6.6 Interpretation of Vibration Criteria for Detailed Vibration Analysis.

Criterion
Curve
Max Lv, . ©mcrlptlan or Use
VdB
Works SO)
{
90 `,haanon d7ar.ls dlssinetlyfelt, Appropoutekxrw rkshopsandelmilat u'eas not Al sensitive to vibration,
X150)
Mite sensitivo
Vibration that can be felt Appropriate for ofliiic�es and aimihr areas not as to vibration.

Residential Day
QSO)
Rea+denelal f;rrgirt
Operating Rooms
p0
Vibration that is barely felt Adequate for computer equipment and low - 78 bower optical nriuroscopes (up to Mi.

F2
Vu rattan IF F106.101% butgaaund-borne noise may be and bin made quiet rooms Suitable for medium -power optical microscopes ( 'OM) and other equipment 04 low sensitivity. _
VC -A
Adequate lar medium• to high•powrr optical microscopes (4130X). microbalanees, optikil balances, and similar cialized equipment V B
Adequate for ;hig -power optical microscopes tiXl and inspection anti lithography equipment to 3 -micron line widths
VC
i-0
_
Appropriate Far most lithography and Inspection egktiproent to I ruicran detail size.

VC -D
Suitable in most instances for; the mast demanding equipment including electron microscopes operating to the limits of heir capabilities.

VC -E
42 The most demanding craterionlor extremely vibration -sensitive eyulpment
measured in I f -octave ban4s of 11FRrrlency over the 4Wgutorr row to ;FEDERAL TRANSIT A13MINISTRAuTt1 N 131
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In addruon to the uses described in Table b-6, the detailed vibeatlan criteria can be applied to the three land use rateganes presented in Table f-3. ■ For residential land uses (category 3 , use the raildential night criterion curve in Table 6-6.
▪ For institutional uses (category 3), use the residential day criterion curve in Table 6-6.

II For category I. the specific use ral the building should be matched to the appropriate criterion curve in Table 6.6.
■ For special buildings, such as those found in Table 6-4, either the criteria in Table 6a-4 or specific criteria presented by the building operator should be used.

These criteria use a frequency spectrum because vibration -related problems generally occur due to resonances of the structural components c4 a building or vibration -sensitive equipment. Resonant response is frequency -dependent. A Petalled Vibration Analysis can provide an assessment that identifies potential problems resulting from resonance.

The detailed vibration criteria are based on generic cases when people are standing or equipment k mounted on the floor in a conventional manner.

Consequently, the criteria are less stringent at very low Irequencres below 8 Hz_ Where special vibration isolation has Sew provided in the form of pneumatic isolators, the resonant frequencyof the isolation system is very low.

Consequently, in this special case, the curves may be extended flat at lower frequencies.

Step 2: Ground -borne Noise
Ground-bx rite noise impacts are assessed bayed on criteria for human atrtomice and activity interference. The Detailed Vibration. Analysis procedure provides vibration spectra inside a building. To evaluate ground -hare noise, convert these vibration spy to sound pressure level sperm in the occupied space; using the method described In Section 6.5 and compare to the criteria as follows:
✓ For residential buildings. use the criteria printed in Table 6-3. ▪ For special budding% listed in Table 6-4, A -weighted noise may not he sufficient to assess activity interference for a Detailed Vibration Analysis, Each special building may have a unique specification for acceptable noise levels and criteria must be determined on a case —by -use basis - For ,example, a recording studio may have stringent requirements for alicwahle noise in each frequency hand.

6.3 Evaluate impact: Vibration Screening
Procedure
Determine the prueraial for Jrnpact using tier Vlhration Screert ng Procedure by identifying any vibration -sensitive land .uses (Table + i) within the appropriate screening distance.
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Figure 6-3 Flow Chart of vibration Screening Preceis
Step I: Classify Project Vehicles
Derertrrine the prt>ject type rrrad the next step bored on theft tines nelew Option 34 No Vehicles - Transit projects that do riot Irrmive vthichn do not have potential for vibration impact and do riot require further analysis (Box A in Figure 6-3).

Many smaller FTA fundet projects, such ar bus terminals, park -and -rode lots, and station rehabilitation are in this category, and do riot requir a further analysis of ground --borne vibration impact However. If track systems are modified (e.g., tracks moved Of switches modified), proceed to Slop 2.. 'FEDERAL TRAM IT ADMINISTRATION 13 tl
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Option B: Steel1wheeled1Steel-rani Vehicles -Transit projects with steel- whe2ledi'stsedi-rail vehid' es have potential for vibration Impact ( @tox 8 in Flo b-3); proceed to Step 2. These rail systems include urban rapid transit LRT, commuter rail. and steel -wheel intermediate capacity transit (ICT) systems., Option C: Rubber -tire Vehicles - For projects that involve rubber -tire whirl es and do root meet the following conditions, vibration Impact is unlikely, and no further analysis is needed. Proceed to Step 2 for projects that involve rubber -tire vehicles aaxd meet the following conditions.(Box Ain Figure 6.3); • Roadway irregularity - Expansion joints, speed bumps, nr other design leatur that result In unevennc s in the road surface can result in percr table ground -borne vibration at distances up to 7S ft away. • Operation dose to vibration -sensitive buildings - horses, trucks_ or odwr heavy vehicles operating dose to a vibration -sensitive building (within appr€+xfmately'00 ft from the property Vine) may impact vibration -sensitive activities. such as research that uses electron microscopes or manufacturing of. computer clips,
• Vehicles 'operating within buildings - Special considerations are often required for shared use facilities where vehicles operate Inside or directly underneath buildings such bus staiJons located inside an office building complex.

Step 2: Determine Project Type
Determine the project type according to Table 6.7
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Table 6.7 Project Types for Vibration Screening Procedure Project Type
Number
Project
Type
Description
I
Conventional Bath
Commuter
Railroad
locomotives and passenger vehicles create vibration. For commuter trains. the highest vibration levels are typically created by the locomotnem Electric committer rail vehicles create levels of grotrsd iba me vibration that are comparable to electric rapid transit vehicles,
2 RRT
Ground -borne vihradon impact from rapid transit trains is one of the major environmental issues for new systems_ Ground.bc ns vibration Is usually a major concern for subway operations_ It is less common for at -grade and elevated rapid transit limes to create intrusive paired -borne vibration and _ Hasa sinte air -borne noise typically dominates,
3 {!��L��RTattd
acv eetCWS
The ground -horns %%ration characteristicscatlightnil systems are very similar to those of rapid transit systems. Because the
I speeds of light full systems are
usually lower, typical yr braeon levels are usually lower. Steel-wrieelist££l-roll AGT is included in either din category or the ICT category depending on the level of service and train speeds_
Inttrrmedlata
Cap Transit'
Trsnslt
Beca w use of the low operating speeds of most [CT systems, vibration problems are not come n. However. steel -wheel ICT systems that operate dose toy wlbrado senrltive buildings have the pcuental or causing Itftrusive oblation, a still' suspension system. an ICT system could create intrusive vbration.

Bus and
Ratbber•Tlre
Transit
PA sets
This category encompasses most profeots that do not include steed -wheel trams a some type. Examples, Include tfresel bare eleerrie stoney buses, and rubber -tired people movers Moat projects that do not include steel -wheel fl atel. do riotcause vibration impacts,"
et s.iwriing dfstancas l r Mogory I lard uru :i Tahb b$, **Most complaints about vlbnarati caused by buses and otitis are related to rattling of windows GT Items hung on the walla.

These vibrations atifons are musk the result of airborne noise anti not ground -borne vrbratbn In the case where ground -borne vibration is the mores er the romipfaihf, the vibration can mtiaaly beaitrdrueed to irregularit n in the road.

Step 3: Determine Screening Distance
Determine the approprkalt screening distances based on fond use and pitied type octordmg ld Tillie 6-8.

The distances are based on the criteria presented in Section 6,3. the procedures in Section 6.4 assuming normal vibration propagation, and include ni S-43 factor of safety. Even so, areas with very efficient vibrator propagation can have substantially higher vibration levels.

Becauseof time S.decibel safety factor, the screening distances wvill identify most tsf the ptaterrtialfy impacted areas, even for areas with Efficient propagation However, when there rs evidence of afflt',ent propagation, such as previous complaints about existing transit facilities tar- a history of problems with construction vibration, increase the distances in Table 6443 try a factor of I,5 - 'FEDERAL TRANSIT 'ADMINISTRATION I3°
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Table 6-g Screening b7latames for YIbrattlon Assessment' Type aiPraglo
Critical Distance for Land Use Categories'
Distance from
Land Use
Cat I
ROW or Property
Land Use
Cat. 2
Line, ft
Land Use
Cat 3
Corrvenboril Commuter Railroad
O0
200
12 RRT
400
200
120
Streetcars
454
IS3
14®
ICT
20d
I00
50 Bus Projects Irr not 3revioartly screamed ou )
CUs@ 58
—
For the VlbrAlum 'SeaeenlrnProcedure, *yaluate special tilldlegi.as iolbwa: Calnay I - concert lard and 7Y studios. eau:Tory 2 - cheaters and auditaritsms
Step 4: Identify Vibration -Sensitive Land Uses
Identify all vibration -sensitive land tses (Table 6-1 } within the chosen screening distance, If no vibration -sensitive land uses arm identified, no further vibration analysis rs nep,ded_ if one or more of the 'vibration -sensitive land uses are in the screening distance. complete a General Vibration Assessment (Section 6..) or a Detailed Vibration Analysis (Section 6.5).

6.4 Evaluate Impact General Vibration
Assessment
Evaluate for impel ring the t rterral Vibration Assessment procedure if the Vibration Screening Procedure (Seaton 6.3) identified vibration -sensitive receivers within the screenSig distance 4 the transit vibration source.

For guiideiirres on when the General Vibration Assessment 15 appropriate% review Section 6-I,
The basic approach for the General Vibration Assessment N to define a curve or set of curve that predicts the overall d borne vibration as a function of distance from the source. then apply adluestrnents to these curves to account for factors such as vehicle speed, geologic conditions, building type. and receive - location within the building When the vehicle type is not covered by the ctr•res included in this section, it will be necessary to define an appropriate curve either by extrapolating from existing information or performing measurements at an existing facility,
Step I; Select Base Curve for Ground Surface Vibration
Level
Select a standard vibration curie to represent genera! Vdhratiarr characteristics for the Butte.

The curve presented in Figure 6-4 are based on measurements of ground - borne vibration at raapmentative North American transit systems and can be used to represent vibration characteristics for standard transportation systems in the General Vibration Assessment
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These curves assume typical ground -borne vibration levers, equipment In good condition, and speeds ci 50 mph for the rail systems and 30 mph for buses_ A4ustrnerrts to account for differences in speed and geologic conditions are included en Step 3.

Select a base curve from Figure 6-4 according to the gudelinm in Table 6-9_ Fgrsatiores for the curviN in Fhgut a 6-4 are included in Table 6- IU. Additional considerations far selecting a lase curve for systems not included in Table 6.9 are presented below by sr reit mnde,
Table 6-9 Ground Surface Vibration Level ease Curve Descriptions Curve
Description
Locomotive -Powered
Passenger or Freight Curve
Appropriate Inc vehicles powered ly dime or electric locomotives indudtnp intercity passe get trains and tommrwtcr rail trains..

Raped Tramltor Light Rail
Vehicles Curare
Appropriate for both heavy and Ilght.rail vehicles on at-gtade and aubveay track
Rubber -Tired Vehicles Curve
Appropriate for rubber -vie vehicles_ These types al vehicles rarely create ground -borne vibration prablemi uniem there ii a dlacentineiry or bump In the road that causes the vibration This curve represents the riibsaian level far a typical bus operating on smooth roadway.

Figure 6-4 Generalized Ground Surface Vibration Curves
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Table 6-1 d Generalised Ground Surface Vibration Equations Curve
E3uauon
L¢cnirioslve Powered
Passenger or Wight Cate va
d., ="32,28+ 14.111 Inv r);, — 1'1.171c iij'
+1.6.5392(D)3
Eq. 6- I
Rapid ti7sit or Light Rail
Yehklea Curve
L, = 85,88 — 1,861rag(D) — 2.32log (49
—017 .19.0))3
Eq. 6-7
Rubber.-nr ed veieriee curve
, ='66,O + 34,28CIiOM) — 30,25lotn.)
+5.411 lea (P )
Eq. 6-3
L., = Meelty level. Vd6:

T3=dstance,ft
Considerations for selecting a base curve for different tr nsit mode include:
■ Intercity passenger train — Although Intercity passenger trains can he an important source a emrironrnental vibration. it is rare that they are considered for PTA -funded projects unless a new transit mode uses an axisting rail alignment. When a new transit line uses an existing rail alignment, changes in the intercity passenger traffic can result in either positive or negative impacts. Use the loctrmotive-powered passenger or freight curve fot intercity passenger trains unless there ate specific data. available on the ground -borne vibration created by the new tran operations.
• Locomotixe-powered commuter rail - Use the locomotive - powered passenger- or fraght curve for all commuter rail system powered by either diesel or electric locomotives.
• Electric multiple unit (EMU) a Use the rapid transit or light rail vehicles curve for self -powered electric commuter rail trains, ■ DIes-gi multiple tint (DMU) — Self -powered DMA create iiibratinn levels somewhere between rapid trap&il +velxties and IocrOrTrotive- pnrar. d passenger train. A vib-ation curve for IDMUs 'min be estimated by lowering the locomotive -powered passenger or freight curve by 5 dB.
■ Subway heavy rail or light rail — Use the rapid transit or light call vehicles curve for subway heavy rail and subway light rail, Although vibrations from subway and at -grade tracks have very different characteristics, the overall vibration velocity levels are comparable.

VVIsen applied to 5uLwvay5, the rapid transit or light rall vehitles curve assumes a relatively lightweight bored concrete tunnel in sot The vibration levels will be lower for heavtier subway structures such as cut - and -cover box structures and stations.
■ At=grade heavy rail' or light rail — Use the rapid transit or light rail vehicles carve for at -grade dreary rail or bight tali. Heavy rail aril IRT vehicle have similar suspension systems and axle loads and create similar levels ,of ground -borne vibration.
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• Elevated guideways or aerial structures —Vibration Fram operations on an elevated structure k typocally not an Issas unless the guideway is supported by a building or located very close to buildings.

Apply the appropriate adjustment for the aerial structures (Section 6.4.

Step 2),
+ Streetcars - Use the rapid transit or tight rail vehicles curve for street cars.
• ICT - Use the rapid transit or light rail veliiti2s curve far ICT systems with steel wheels and the rubber -tired vehicles curve for ICT systems with rubber tires.
• Other vehicle types - For less common modes such as magnetically- levitated vehicles (maglev), monorail, or WGT, use good engineering 'judgment to choose a standard curve to best ht the mode cor d a new curve needs to be developed, as a function of distance from the track.

Examples include:
• Vibration franca rubber -tire monorail operating an aerial guideway can be approximated using the rubber -tired vehicles curve with the appropriate adjustment for the aerial structure (Section 6.4, Step 2).
▪ Most of the data available en the nh?lse and vibration characteristic rnaglev vehicles corner from hlghwspeed
systems inteided for inter -city service, Even thotvgh there k no direct contact between the vehicle and the guideway, the dynamic loads on the guideway can generate ground -borne vibration. Measurements on a German high-speed magfev
resulted h ground -borne vibrations at IS rnph which in comparable to the lease curve for rubber -tired vehicles at 30 mph.r+n
Step 2: Apply Adjustments
4P1y ,#rr -sPeufrc 'rtrtmerus tti the srruasfand vibretinn cum.

Once the base curve has been selected, use the adjustrrmailts in the fdI wing instructicros to develop e€t-spec➢fic vibration projections at each receiver, All adjustments are given as single numbers to add to, or subtract frvrn, the base lave_
Adjustments are separated by source,. path, and receiver and Include speed, wheel and rail type and condition, type of track support system. type of building foundatirrn, and number c4 floors above the basement level. Calculate the appropriate adjustments ta the base level, An example of the General Vibration Arse srnent is provided at the etld of this Section,
It should be recognized that many of these alus !wilts are strongly dependent on the frequency spectrum of the vibration source and the frequency dependence of the vibration propagation. The adjusunenrs In this section are suitable for generalized evaluation of the vibration impact and vibration IFEDERA1 TRANSIT ADMINISTRATION 13a
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TRRf451T NOISE AND VIBRATION IMPACT A55f35htENT MANUAL
mitigation measures because they are based on typical vibration spectra.

However, these adjustments one not adequate for derailed evaluations of Impact of vibration -sensitive buildings or for detailed specification of mitigation measures,
2a. Apply source Ajuso-twits to the base cur vs. using Table 6-1 I and the descriptions below to account For the proiect-epoch is source rharacteristi,=.

Table 6-I I Source Adjustrnent Factors for Generalized Predictions of GB Vibration and Noise Source
Factor
Adjustment to
Propagation Curve
Comment
Speed
Vehicle
Reference.
5t? arah
+I.d dB

0.0 dB
.1.9 dB
-II.4 dB
-a0 d9
Speed
34 mph
Vibration level is approximately peopartional so
2t4oglspeedrs,peed„ rJ see Eq. s.-4.
6E, mph
50 mph
49 it
39 mph
?At rnph
+b.O df3
+4.4 dB
+25 dB
t: 10 dB
=3.5 eia
Vehicle Parameters (riot addItive, apply greatest value only) Vehicle with
stir{ primary
suspension
-.4 dB shown
Transit vdalelei Wilt serif primary suspensions Have been to create high vibration levels. include this
adjustment VAMP the primary 5ra3penTrun has a vertical
rescinanct frequency greater than I5 Hz
Resiie=nt
Wheels
C d8
Resdlent wheels do not generally affect ground -borne
vibration except at frequencies ,greater than about eo
Hz.

Worn Wheels
or Wheels. with
fiats
+104B
Wheel flats or wfeeels that are unevenly worn tan cause high vibration levels.

Track Conditions (rot additive, apply greatest value truly) Warn or
Corrugated
Track
+l0 dB
Corrugated track is a common problem MB scale* on
new rail can cause higher vibration levels until the rail has been in use for some time If there are adjustments
for vehicle parameters and the track Is worn or
corrupted, only include Gate adpwto*ent,
Specie!
+I0 r (within I00 ft)
*5 dB (between I00 and 2(K) ft)
Wheel impacts at special irackworlt will greatly IIICFORS45 vibration levels. The increase will be less at greater
distances from the track, fro not include an adjustment for serial trackwork morn than 2011 ft away.

Tra+1 wurk
within X00 it
Jointed Track
5 dB
jointed track cur cause higher vfbradon levels than
welded track.

Uneven Road
Surfaces
I
+5 dB
Rough roads or expansion pints are sources of
increased vibration for rubber -tire transit
Track Treatmencf (not additive, apply veal:est trat1ue only) Boating Slab
T gibed
-! 5 d6
The reduction achieved with a dictating slab trackbed is strongly dependent on the frequency characteristics of
the vibration.

Ballast Matt
40dB
Actual reduction is Wail* dependent on frequency of
vibration.

Filglr.Resifieenee
Fasteners
-5 dB
Slab track track fas with track that ?re very compliant In the vertical dl:rectroe can reduce vibration at lrequenaes greater than 40 Ha.
*Mal scale on a new rail is a slickly corrugated condition oraed by €arum 'Mid evil tetlrniooei 'FEDERAL TRANSIT i`I3N1 Nf57RAYt rr
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In addrtion to the comments in Table b- I I, use the following guidellines to select the appropriate adr estrarent factors. Some adlustrnents in the same rttegory are not cumulative (additive) and only the greatest appli€able adjustment should be applied. The adjustments that are not additive are noted in Table 6- I I and ie the descriptions below, Note that some adjustments are not additive acrORS multiple categories and are ranted in the casements of Table t -I I_ For example, the adjustrxaere for a vehicle with stiff primary suspensor is 8 dB, and the adjustrtrefnt for wheel flats is 10 dB, If the vehicle has a stiff primary suspension and has wheel flats, the projected vibration levels should be increased by 10 dB, not lf3dB.

In addrtiorr, some vibration control messures are targeted for specific frequency ranges. The shape of the actual vibration spectra should be considered so that an appropriate vibration control measure may be selected, * Speed - The levels n! ground -borne vibration and noise vary. approximately, as 20 times the logarithm of speed. This means that. doubling train speed will increase the vibration levels approximately 6 df3,. and halving train spy wil I reduce the keels by 6 d13. The adjustments in Table 6- I I have Ian tabulated for reference vehicle speeds of 30 mph for rubber -tired vehicles and 50 mph for std -wheel vehicles. Use the following relationship to calculate the adjustments for other speeds -
speed
rtdlo„,,,, (de) = 201txft4
s d„r,
Variation with speed has been observed to be as low
pNArr
as 151oOa�n*d,pp), but unless specific speed data far Vibration for a vehicle h; been obtained, rue Eq. 6-4.

Eq. 64
• Vehicle Parameters - The most Important factors for the vehicles are the suspension system. wheel condition,and wheel type. Mee new heavy rail and light rail vehicles have relatively soft primary suspensions.

However, a stiff primary suspension (vertical resonance frequency greater than I S Fir) can result in higher levels of ground -bared, vibration throw soli primary suspensions. Vehicles, for which the primary suspension consists of rubber or neoprene around the axle bearing,, usually have a very stiff pnmary suspension with a vertical resonance frequency greater than 401 -la Qr more.

Deteriorated wheel condition Is anther factor that increases vibration levels, It can be assumed that a new system has vehicles with wheels in good conditprt. When older vehicles are used on n.v track. it is important to carslder the condition of the wheels, arid It nay be appropriate to include an a4ustmerit for the wheel dentition.

Resilient wheels will reduce vibration levels at fregd•rerrcies greater than the effective resonance frequency of the wheel -When this resonance ;FEDERAL. TRAM IT eilieeNisreeTteed la I

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(frequency rs relatrvely hgyhs, greaser than fad H4 resilient wheels may only have a marginal effect ❑n ground -borne vibration.

The adjustments in this category are not additive, apply the greatest applicable value only,
■ Track Conditions — This catrg5a-y includes the type a rail (welded, jointed, or special tracicwork). the track support system, and the condition of the rail, The base curves 35 -Sine welded rail in good condition. Jointed rail causes higher vibration lev is than welded rail and the increase depends an the condition of the Joints.

Wheel impacts at special trackwork. such as frogs at crossovers, create notch higher vibration forces than typical track conditions, Because of the (nigher vibration levels at special trackwork, crossovers are the principal areas c f vibration impact o new systems. Methods of mitfg;tting the vibration impact include modifying the track support system, imtalliri low -impact frogs, or relcicating the crossover_ special track. support systems such as ballast mats, high -resilience track fasters, resiliently ntly supported ciao, and floating slabs have all been shown to be effective in reducing vibration levels,
condition of the naming surface d the rails can strongly affect vibration levels- Factors such as exirrwgations, general wear, or mill scale on new track can cause Vibration levels 5 to I dB higher than normal.

MITI scale will typically wear array after some time In service, but the track trust he ground to remove corrugations or to reduce the rouglAress from wear -
Roadway -surfaces in the rubber -tired vehicle base curve are assumed to be smooth. Rough washboard surixes, bumps, or uneven expansion joints at -e the types of running surface defects that a increased vibration leers over the smooth road condition,
The adjustments In this category are not additive: apply the greatest applicable value only, If there are adjustments for vehicle parameters and the track k worn or corrugated, only include one adjust i it- 2b. Apply path adjustments to the base carve using Table 6l2 and the descriptions below to account for the project -specific path characteristics. 'FEDERAL TRAM IT ADMINTSMATrON I<'

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TI AING1T NOM AND VIBRATION IMPACT A45E3,ii LENT !MANUAL Table 6. it Path Adjustment Factors for Generalized Predictions of GB Vibration and Noise Path Factor
Adjustment to Fropa atdon Curve
Comment
Riedlently
Supported
Ties
flow-
Vibration low-hregnency
Track, LOT}
= 10 4-11 foun l
Re ilientl supported stems have been
x tiesystems
d ttt provide veil effective control of
vibration.

Track Structure (not additive, apply greatest value only, Type of
Transit
Striarttare
Relative to at -grade tie Ib ballast
Elevated structure
Open cut
- 16 dB
0 dei
hi general. the heavier the structure. the
'ewer the vibration levels. Putting the track
In cat may reduce the vibration leaes slightly.

Rot -ft -based subways generate higher -
freguenef ihratiaa
Relative to bored subway tunne3
Station
Cut and coves
Rtrdk•based
in sal
-5 dB
-3 dB
•I5 dB
Ground -borne Propagation Effeeu
Geologic
con lit cans that
promote
efficient
vibration
propagation
EfTsraent propagation In soli
* 10 dB
Ike" to the text for guidance on Identifying
areas where efficient propagation is possible
Pr $anon
al rpilr hyyps
2iSL
SO it
I00 ft
ISO ft
106 ft
didirid.t.,
+2 de
+4 dB
+6 dis
+9 dB
The posiove adjustment uonurrts for the
lower attenuation of vibration in rock
compared to soul, It is generally more difficult
to excite vibrations in rock than in sal at the
sauroe.

Coupling to
h,eiding
Ionmdation
Wood.name Houses '
t.2 Story Masonry
-4 stay Masonry
Largo Masonry on Files
Large 1'larsmnry on Spreed
Footings
Foundation in Rock
.5 dB
-7 dB
3 dB
I } dB
_ 13 dB
0 d$
in general. the heavier the buildng
construction, the greater the coupling lass
Ili addition to the comments In Table 6-12, use the following guidelines to select the appropriate adustment factors.
■ Track Sfr'ucturre — The weight anti size al a transit structure affects the vibration radiated by that structure_ In general, vibration levels are lower for heavier tt artsit structures. Therefore, the vibration levels from a cut -acid -cover concrete double -box subway can be assumed to be lower than the vibration from a lightweight cortcrete-fined hared tunnel_ The vibration from elevated structures is lower than from at•grade track because of the truss and damping of the structure acrd the extra distance that the vibration must travel before it readies the receiver.

Elated structures in AGT AppilICatiOUM are sometimes ti srgr d to bear on building elements, This is a special case and may require detailed design considerations.

The adjustments in this category are not additive; apply the greatest applhcalle value rimy.
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
• Ground -Borne Propagation Effects — Geologic Conditions — Althaugh it k krsown that! geologic conditions have a considerable effect on the vibration I evels it's rarely possible to develop more than a general understanding of the vibration propagation characteristics for a General Vibration Assessment, One of the chAlenges with identifyi r-rg the cause of efficient propagation Is the difficulty in determining whether higher than normal vitiation levels are due to geologic conditions or due to special source conditions i(e.g,, rail corrugations or wheel flats), Some geologic conditions are repeatedly associated with efficient probation. Shallow bedrock, ;less than 30 ft below the surface; is likely to have efficient. propagation. SoII type and stiffness are also Important factors in determining propagation characteristics. In particular, stiff, clayey soils, consolidated surd, gravel, and glacial tall can be associated with efficient vibration propagation_ Investigation of soil boring records can be used to estimate depth to bedrock and the presenee of problem soil conditions.

A conservative approach would be to use the r0 -dB adjustment for efficient propagation for .arms where efficient propagation Is likely However. this adjustment can greatly overstate the potential for vibration impact where efficient prorogation is not present and should be applied usingggod judgment- Review available geological data and any complaint history from existing tr-an≤sit lines and major construction sites near the transit corridor to identify areas where efficient propagation is possible. ll there Is reason to suspect 'Ancient propagation conditions, conduct a Detailed Vibration Analysis during the engineering* phase and include vibration prorogation tests at the areas with potential for efficient propagation-
■ Track Structure and Geologic Conditions - Examples
▪ Subway
f=or a subway, deter mined the subway will be founded in bedrock.

Bedrock is considered to be hard rock. It is usrtallyy appropriate to cattsirier soft siltstone and sandstone to be more like soil than hard rock- Whether a subway is founded in soil or ruck can make a 15 - dB difference In the vitiation Ievels-
When a subway structure is founded In rock. Include the fallowing Track Structure and Ground -borne Propagation Effects. Augments from Table 6-I 2:
- Type of Transit Structure adiustment: Rock -used - I5 dB - Geologic Conditions adjustment: Propagation in rock layer - for the appropriate distance.

This adjustment Increases with d istwwce bemuse vibration attenuates more slowly It, rank than in the sail used as a bases for the reference curve.
• At -grade - `r"+hen cor,sideringat-grade vibration wirers, dererrnine if the vibration propagation eharaeteriStkcs are typical or efficient_ Efficient IEDERA1 tRANIIT ADMINISTRATION 144
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vibration propagation results .In +nbrativn Levels approximately 1C dB higher than typicallevels_ This more than doubles the potential impact zone for ground -borne vibratioii-
• Ground -Borne Propagation E1fecb - Coupling to BuHding Foundation - SRnce annoyance from grotind-barrie vibration and noise is an indoor phenomenon, the effects of the builchng structure on the vibration must be considered. Wood -frame buildings, stub as typical resider d4 stnictures, are more easily excited by ground vibration than heavier buikdIngs. In contrast, large masonry buildings with spread footings have a low response to ground vibration.

When a building foundation is drectly on the rock layer, there is no coupling loss due to the weight and stiffness of the building. Use the standard coupling factors based on building type if there k at least a I0 - foot layer of soil between the bolding laundation and the rock layer, 2c. Apply receive - adjuarnenxs to the base curve using Table 6-'13 and the descriptions below to account for the project -specific receiver characteristics.

The data in Table 6- I3 k applicable when the building structural features are known.

Fvr snare generic cases that do not have detailed Information an individual buildings, use a conservative approach and apply the following adiustmerits to predict ins iraor vibration based on the outdoor vibration„ instead of using the adJirstrrtants in Table 6 -11,4 -iv."'
• Light -weight, wood-lrarne construction list floor: +3 d8 • Light -weight, wood -frame cttnstructiort 2nd and and floors: +6 dB • Large buildings: Q dB
• Small masonry buildings: +3 dg
Table Y6 -f 3 Receiver Adjustment Factors For Generalized Predictions of GE Vibration and Noise Receiver
Factor
Adjttattnenktxr
Propagation Curve
Comment
Floor-to-iloor
attenuation
I to 5 111@urs
absvre grade
S to 14 doors
above grade
.2 tl Rirl t,c i
- I &Viktor
This factor accounts for dispersion and attenuation
of the vibratioir energy as it propagates through a
ksildirig starting with the first suspended floor.

Amplification
due to
resaertnc*A. of
floors, walla
and r -chinas
+y df9
The actual Amplification will vary greatly depending
on the type of construction. The amplitllcatiori is
lower near the, walliilom and wall/ceiling
intersections.

FAoar-tallmar Rammraticn ad**mania fnr tt p fine gain assume a 4asmmont.

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In addition to the comments ih Table 6-13, use the following guldeJinss to select the appropriate adystirrent factors_ Note that receiver adpnatrnents are additive. • Vlbratton generally reduces in level as it propagates through a building As Indicated In Table b- l3, a l- to 2 -decibel attenuation per floor is typically appropriate,
■ Res+onane s of the budldirtg structure paeticutaI the floors, will cause some amplification of the vibration, Consequently. far a wood -frame structure, the building -related adjustments nearly cancel out. Example:

All adjustments for the hest floor assurntrig a basement arm -5 dS for the coupling loss: -2 dB for the pi op gatlon from the basement to the first floor, and +6 c for the floor arnphiircatlon. The total adjustment in this rase is • I.
2d. Apply adjustments to the final adjusted curve using Table 6- I4 and the descriptions below to convert grow -id -borne vibration levels to ground -borne noise levels.

Treble fi - 14 Conversion to around -borne N else
Convertrlon: to Ground -borne Nolte
Peal( 'frequency of graia,d vibration:

Use these adjustanents to estimate the A -
Low frequency P=30 Hz)
-SO dB
weighted sorim3 level given the akforAge
vtbianon velocity level of the rooms zuriaciu.

Noise Level in
See teat for guidelines for selecting low-.
dPiA
Mid Frequency (peak 30 to
dB
mid-. or hlgh-freslueocy charnuei°is Use
60 Ha}
-;S
the high -frequency adjistrntrnt for subway
tunnels In rock or if ells dam' rant
frequencies of the vibration spectrum are
known to br 60 Ht or greatar.

Nigh frequency ("40 Hz)
-20 dB
Estimate the levels of radiated ric4se using the average vibration amplitude of the room striates Moors, walls, and ceiling}, and the total acoustical absorption In the room.

The un-weighted sound pressure level is approximately 5 d6r2?t n less than the vibration velocity Ieveivvh,en the velocity level is referenced to lacil fneheslsec; but fear a better estimate, it Is necessary to consider general frequericy ranges. Since ground-bcrrne noise is .+ welght,ed. the adjustments vary by frequency range, ,as describer! below. See Appendix U. I.4. I for more information on A -weighting.

To select the appropriate adjustment. classify the frequency characteristics. wording to the guidelines below.
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• Low Frequency (c38 Hz) — Low -frequency vibration characterisd s can be assumed for the Followirig o'oncditior :
• Subways surrounded by cohesionless sandy soil
o Vibration isolation track support systems
• Most surface tack
• Mid Frequency (peak 30 to 60 1.l) — The mld-frequency vibration characteristic can be 3i3 wicked for the following conditions:
• Subways. unless other information indicates that cine of the other assumptions is appropriate,
• Surface track when the soil is very stiff with high clay content • High Frequent ('60 Hz) — High -frequency characteristics can be assumed far the following conditions:
o Subways with the transit structure founded In rock
• Subways, when there is very stiff, eLayey sail
Step 3t Inventory of'Vlbratinn Impact
Take inventory orvitrratioro-sensitive bid uses with impact and determine if ra fletctiierf Ytbrtatr�ri An ksis mg -liked.

Compare the projected vibration levels. including all appropriate adjustments in Section 6A, Step 2, to the criteria to determine if impact from ground -borne vibration or noise is likely. Note that for any transit mode, variation in vibration levels tinder apparently similar nxiditions is not uncommon. In the General Vibration AsseS5Meflt, it is preferable to make a conservative assessment of the impact and include buildings that may ultimately not be subject to impact The standard curves in Section 64, Step I, represent the upper range of vibration levels from well -maintained systems. Although actual levels fluctuate widdy. it is rare that ground -borne vibration will exceed the curves by more than I or 2 dB unless there are extenuating circumstances such as wheel- or running -surface detects. However, because actual levels of ,round -bonne vibration will sometimes differ substantially from the projections, use the following guidelines to interpret vibration Impact_
• Projected vibration :Is below the impact threshold -V ion impact is unlikely, and the environmental document should state this. • Projected ground -borne vibration is ii to 5 dB greater than the impact threshold — There Is a strong chance that actual ground borne vibration keveks will be below the impact threshok, The environmental document should report impact at these locations as exceeding the applirabke threshold. present possible mitigation measures and costs, and commit to conducting more detailed studies to refine the vibration impact analysis during the engErreering phase, During the Detailed Vibration Analysis, determine appropriate mitigation, if necessary. A site -specific Detailed Vibration Analysis may show that vibration impacts *II not occur and control measures are not needed.
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T;f44FT51T NOISE AND VIBRATION IMPACT ASSESSMENT !MANUAL • Pru ected ground -borne vibration k 5 dB or greater than the Impact threshold - Vibration impact is probable and Detailed Vebrataort Analysis must be conducted during the engineering phase to determine .appropriate vibration control measures. The environmental document should report impact at these locations as t2itceeding the applicable threshold, priest possible mitigation rneasui-es and costs. and commit to conducting more derailed studies to refine the vibration impact analysis. during the engineering phase, wring the Detailed Vibration Analysis, determine appropriate mitigation, if necessary. A site -specific, Detailed Vibration Analysis may show that very costly vibration mitigation must be Incorporated into tl prin t to eliminate the Impacts.

FTA recommends the reporting of a vibration level as a single value and not as a range, as ranges tend to confuse the interpretation of itnpact- Express the results of the General Vibration Ass srnerit In terms of an inventory with the following components=
▪ Include all vibration•sensitrve land uses as identified in the Vibration Screening Procedure,
• Crg nine the inventory according to the categories described in Table 6-9_
■ Include information on potentially feasible mitigation imeastwes to reduce vibration w acceptable levels based on the generalized reduction estimates provided in this section. To be considered feasible, the measure or combination of rtireasures mist provide at least a 5 -dB reduction of the vibration levels and be reasonable iri terms of oast:

Thine potential mitigation meastwes are considered preliminary. Final vibration mitigation measures can only Ere specified after a Detailed Vibration Analysis has been done; sea Section 6.5 for more infoirnation. Vibration contra@ Is frequency -dependent; therefore, specific recommendations of vibiatuxr control measures can only be made after evaluating the frequency characteristics of the vdbmion.

Example 6- I General Vibration Assessment ment — LRT
General Vibration ASsessrnent for an LRT project
The hypnthetirai prolett is a LRT system 'hat apnratm as 40 mph on at -grade.,, ballast anti tier trade with yr ided rail. The first floor at houses is at I15 It from the LkT tracks and there is efficient propagation through the soil.

Tier houses ire ronstrrrctrel weal wood francs. rho houses will bt sxposed to 260 train parsiaya par day.

Calculate the ground -borne vibration and assess for ititpa¢t Select Rase Curve for Ground Surface Vibration
Determine the appropriate base cures and the R.MS velocity level According tar Tattle 6-9, the Rapid Transit sr Light Rail Vehicles curve is apprxrpriate. vein at IBS k tar this curve at 50 'mph
Apply Adius Crnersts
Apply die appropriate source adlessutaenrx wing Table 6. I I.

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_
Source Speed 4dltistment = 20 log.,( -5044) .- —1.9 dg
I,. = li5 — I.rt = t,3,I VW
Apply the appropriate path adjustments using Table 6-I2 EffJcient proptrArtrtitin = N=111,rf
Coupling irubuilding ruundatiure.(Wood !rum: = —5 dB
L,.=631+I0-5=68.t V
Apply the appropriate receiver arlfustmeies using Table G-13.

Anvii)"dctJtian due td resonance ul j"hoar = •Fb dl}
First ,iota attenuation =-1 dit
is =60,1+h-2=72.1 Val
Assess for Impact
Because there are more than 70 events per day, this project is in the Frequent Events category (Table 6.2)•. For rategnty 2 land cart (residences} with fre.reeni events. the 'impart cirri is 72 Yd6 {Tabor 5-2}. Therefore. according to the fi.,enerall Vibration Assessment there is potential for impact and a'i}etailed Vibration Analysts ahnuld brr ssmplered,
Evaluate impact: Detailed Vibration Analysis
Evaluate for impact using the Detnited Vibration A 'rdysis pro -educe, (appropriate (Section d.1).

The goal of the Detailed Vibration Analysis is to use all arvailable took to drip accurate pno tioar of potential ground -borne vibration impact and when necessary, to design mitiptiort measures. A Detailed Vibration Analysis requires developing estImatm of the frequancy components of the vibration signal, usually In terms of 113. -octave -band spectra. The arelytkai techniques for solving vibration problem[ are complex, and the technology continually advances. Therefore, the approach presented in this section focuses on the key steps for these analyses. The key elements of the Detailed Vibration Analysis procedure and recommended steps are dmcribed below.

The methods in this section generally assurne a steel -v heel/rail system. The procedures could be adapted to bus systems. However, this is rarely necessary because vibration Impact is very Infrequent with rubber -tired transit, In general, when situations arise that are not explicitly covered In the Detailed Vibration Analysis professional pudg rent may be used to extend these methods to cover these unique caste, when appropriate_ Appendix G provides information on developing and using non-standard modeling procedure.

Step I: Characterize Existing Vibration Conditions
Conduct mcasuTentents to survey and document the existing valuation conditions.

In cpntra51 tin noise impact analyses, the existing ambient vibration is not required to assess vibration impact in most cases: bur, It Is important to $EJERAL tRAMT ADMINISTRATION ill
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document general background vibration In the protect. corridor.. Bemtse the existing environmental vibration is usually below human perception, a limited vibration sun+ey is sufficient even fora Detailed Vibration Analysis.

It is particularly valuable to survey vibration conditions at sensitive locations for the following reasons-:
• To obtain valuable information on the true sensitivity OF the activity to external vibration and obtain a reference condition trder which vibration Is not problematic.
• To document that existing vibration levels are above or below the normal threshold of hurnan perception for the existing condition. ▪ To document levels of vibration created by existing raid lines. If vibration from an existing rail line is higher than the proposed train, there may not be impact even if the 5tancard Impact criteria are exceeded. • To use existing vibration scnrrces to characterize propagation.: Existing vibration solaces such txs freight trains, Industrial pracroses, quarrying operations, 04 normal traffic can be used tocharacterize vibration propagation. Carefully designed and performed measurements may eliminate the reed for more complex propagation tests. See Appendix G for information on using non-standard modeling procedures. • To identify the potential for ficre it vibration propagation. If a measurement site has ekistirrg vibration apprea,clung the range of human perception (e.g., the maximum vibration velocity levels are greater than about 65 VdB), then this site should be carefully evaluated for the possibility of efficient vibration propagation.

Conduct measurements to characterize existing vibration conditions. The goal of most ambient vibration measurements is to characterize the rms vertical vibration velocity beret at the ground surface, In almost all ryes, it is sufficient to measure only vertic l vibration and ignore the transverse components of the vibration. Although transverse cornponer t ') can transmit vibration energy into bulldlrg, the vertical component typically dotrilnaeN.

I a. Choose Measurerrrent Locations - Conduct outdoor ardfor indoor measurements to characterize existing vibration conditions, as appropriate far the protect_ Although ground -borne vibration is almost exclusively a problem Irtsfde buildings, it k generally recommended to perform measurements outdoors because equipment inside the building may cause more vibratikon than exterior ur e , Additionally, the building structure and the resonances of the building can have strong effects on the vibration that are difficult to predict_ It can also be important to measure and document those 'Moos- sources of vibration. These indoor sources may cause vibration greater than that due to external sources like street traffic or aircraft overnights- When measuring r;indvor) floor vibration, take measurements, near the center of a floor span where the vibration amplitudes are the hightest.

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I b. Measurement Considerations
• Site selection — Selecting sites for an ambient vibration survey= requires good Fudgrnent. Sites selected to characterize a transit corridor shotdd be distributed .along the entire protect where potential for impacts have been identified and should be representative of the types of vibration environments found In the corridor. This would oarnirsonly include
o Measurements in quiet. residential areas removed from major traffic arterials to characterize low -ambient vibration areas; o Measurements along roam( traffic arterials and hlgiwvays or freeways to chatactenxe high —ambient vibration areas
▪ Measurements in any area with vibration -sensitive activities; arid • Measurements at any major eseisting source of vibration such as railroad linen.
▪ Transducer pfacenment — Puce the transducers near the building setback Tine, For ambient measurernerrts along railroad lines, it is recommended to in€hide;
▪ Muhiple vr r I distances tram the rail line at each site, and o 4 to l6 train patthyrsfor• each test
Because of the irregular schedule for freight trains and the low number of operations each day, it is often impractical to perform tests at more than two or three sites along the rail Ilne or to measure mare than two or three passlbyws at each site.

Rail type and candrtion strongly affect the vibration reeds.

Consequently, it is important to inspect the track to locate any savitches•, bad rail cvsrrugatirms, or other factors that could be responsible for higher than normal vibration levels. Locations with these kinds of irregularities should be represented In addition to. locations with rail in better condition.
• Transducer mounting methods - The Tray a transducer is mounted can affect the measured levels of ground -bone vibration. • Ssraightl{r,-wa, d methods of mounting transducers on the ground Surface or an pavement air.: adequate lot vertical vibration rnem'Iuements for the fnequencir of concern for ground -barns vibration (less than about 2001-1z
o Quick -drying epoxy, €layr. cc beeswax can be used to mount transducers to smooth paved surfaces or metal stakes driven into the ground.
• Rough concrete crr rock surfaces require special mountings. One approach is to use a liberal base cif epoxy to attach stroll aluminum blocks to the surface, and then mount the transducers on the aluminum .Ncxdr_
• When in dent review the specific transducer deeumesAatien and discuss additional mounting guidance with the transducer manufacturer,
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I c. Existing Vibration G raracter iratlon — The appropriate methods of characterizing ambient wlbrattan are dependent can the type of information required for the analysis. Consider the following when characterizing the existing vibration;
▪ Ambient vibration — Ambient vibration is usually characterized with a continuous I Q- to 30 -minute measurement of vibration, The rms velocity level of the vibration velocity level over the measurement period provides an indication of the average vibration enemy. The rots velocity level over the measurement period is typically equivalent to a long averaging time rms level.
• Specific events — Characterize specific events such as train passbys by the rms level over the time that the train passes by. If the locomotives produce vibration levels mire than 5 dP higher than the passenger or freight Cars, obtain a separate rrrrs bevel for the I000rmatives. The locomotives can usually be chatacterized by the Li. during the train passby. The rats averaging time or time constant should he 1 second when determining Lma.. In some cases, ft may be adequate to characterize the train passby using L, . whkh is simpler to obtain that the rms averaged ' the entire train passby.
• Spectral analysis — Perform a spectral analysis of vibration propagation data_ For rdxample, if vibration transmission of the ground Is suspected of having particular frequeneycharactenstics, use If3-cacrave band charts to describe vibration behavior, hfarrowband spectra also can be valuable, particularly for identifying discrete frequency components and designing specific mitigation measures..

Note that it is preferred to characterize existing vibration, In terms of the rms vebocity level instead of the peak PPV, which commonly used to molter cvnstructisri vibration- As discussed in Section 5.I, rms velocity is considered more appropriate than PPV for de5crtbing human response to building vibration,
Sep 2: Estimate Vibration Impact
£st mate ground borne vibration and mouse at sites where signficmtt impact is probaNe and rrfarvs for Ifillpact.

Predicting ground -borne vibrar tion asarclated with atr ns-poreirtlon prat continues to be a deveboptrig geld. gecause ground -borne vibe -glob is a complex phenomenon that is difficult to model and predict accurately, most projection procedures that have been used for transit projects rely on empirical data.

The procedure eleisrribed in this section is based on site -specific tests of vibration propagation. This procedure was developed under a FTA-funded research contract152r and is recommended for detailed evaluations of ground - borne vibration. Other approaches to a prediction procedure, such as finite element rtiethods• can be used. See Appendix C for information on using non- standard modeling procedures_
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Overview of Prediction Procedure — This procedure was developed to allow the use of data collected in one location to accurately predict vibration levels in another site where the geologic conditions may be completely different.

The procedure is based on transfer mobility. Transfer mobility is the compere velocity response produced by a point force as a lunation of frequency. it reps its the relationship between a vibration source that ¢xrltes the ground and the resulting vibration of the ground surface, It is a function of both frequency and distance from the source- The analyses in this manual focus on transfer mobility magnitude, which is the magnitude far the velocity relative to the force without reference to phase The transfer mobility level is the level in decibels relative to I E-4 Irr+lts s,
The transfer mobility measured at an existing transit system is used to normalize ground -borne vibration data and remove the effects of geology, The normalized vibration is referred to as the farce density. Forte deroity Is the force per root distance along the tracts in lbfitIr2. The force density can be combined with transfer mobility measurements at vibration -sensitive sites along a new project to develop projections of future groi f-bxame vibration, The transfer mobility between two points completely defuses the composite vibration propagation characteristics between the two points. In most practical cases receivers are dose enough to the train tracks t}rat the vibration cannot be considered as originating from a time point_ Theodore, the vibration source must be modeled as a fine-sour€e_ Consequently, the print transfer mobility roust be modified to account fora Ilne-source. The subsequent line -source transfer mobility is given in units of decibels relative to I e-6 inisllbisgrt(ft}_ The prediction prtIc ire consktars ground -borne vibration to be divided into several basic components described below and shown in figure 6-5. • Excitation Farce (Farce Density) — The vibration energy is created by osacil1atory and impulsive forces. Steel wheels rolling can smooth steel rails craate random oscillatory forces. When a wheel encounters a discontinuity such as a rail joint an impulsive force is created. The force excites the transit structure, suds as the subway tunnel tit- the ballast for at -grade track.

In the prediction method, the combination of the actual force generated at the wheel/rail interface and the vibration of the transit structure are usually combined into an equivalent fordo density level. The force density revel is the level In decibels of the force density relative to Ibfft' and describes the force that excites the soilfrock surrounding the transit structure.
• Vibration Propagation (Transfer Mobility) — The vibration of the transit structure oohs xibrahan waves In the soil that propagate away from the transit structure, The vibration energy taia propagate through the sail or rock in a variety of wave forms. NI ground vibration includes chew and cornpressien waves. Rayleigh waves rte are Also mated and propagate along the ground surface. These Rayleigh waves can be a ,FEDERAL YRA.NaIT AIDMINISTRATION I l)
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major carrier of vibration energy, The rnathemailiail prodding id vibration is complicated when there are sell strata with different elaitsc properties, which is common. As indicated in Figure 6-5, the propagation through the soillrock is modeled using the transfer mobility, which is usually determined experimentally,
The combination of the force density levet and the transfer mobility is used to predict the ground- surface vibration. This is the major difference from the General Vibration Assessment. which ganeralizes estimates of the grriund-borne vibration.
■ Building Vibration - When the ground vibration ircites a building foundation, it sets the building into vibratory notion and vibration waves propagate throughout the building structure, The interaction between the ground and the foundation cause some reduction in vibration levels_ The amount of reduction is dependent on tha mass and stiffness of the forandation. The more massive thefoundation, the lower the response to ground vibration_ As the vibration waves propagate through the building they sari wr ite vibration fiat can be felt and cause windows and household item to rattle.
• Audible Noise - In addition to vibration that can be felt. the vibration of roam surfaces radiates low -frequency sound that may be audible. The sound level k affected by the arnourit of acoustical absorption in the receiver roam.
nos slr.a.k.m
++art
iu�a�ur r
Figure d -S Ground -Barns Vibration and Noise Model
A fundaturarital assumption of the prediction approach outlined In this section Is that the force density, uar sfer mobility, and the building couplirt to he ground e all Independent factors. The following equations are the basis lob the sEiD RAI. tRAMIT itiDMINISTRATION I S4
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TRANSIT NOISE AND VIBRATION IMPACT AS565MENT !MANUAL
prediction procedure, where aIG of the qr rrtlties are one-third octave band spectral levels in decibels with consistent reference values:
i t, = FDL + LSTitf + CDtrlfet
tit = L. + greed + KA-wt
where
Lv
FDL
LSTAf
CbKted
Eq_ 6-5
Eq. 6=6
= rams vibration velocity level in VdB
= force density level in dB for a line vibration source such as a tral:n
Iine-.source transfer (nobility level in dB from the tracks to the sensitive site
adiustrnents to account For ground-binlda"rrg foundation Interacslon and atrenuatlon aP wb uon amplitudes a +ribta:io is propagates through buildings
A•wiethced sound) level
= adlrrst nerit ESP ic.pounr for ennverslon Pi eni vlbrsrlo;n LO sound pressures level inducing accounting for the amount 4l acoustical absorption inside the roam, A value oaf -5 dB teats he used felt K a for typical residenrial rooms when the decibel reference value for 1, is 1 micro intsec Funs'
= A -weight ng adjustment at the 113 -octave band renter frequency Alf o4 the quantities given above are functions of frequency, and the :€tandard approach is to develop projections aria 03 -octave hand basis using the average values for each If3-ctave bard. The card results of the analysis are the I13- mctave bared spectral of the ground -bonne vibration and the ground -borne noise_ The spectra are thencompared to the vibration criteria for the Detailed Vibration Analysis. The A -weighted ground -borne noise level can b eakuktell from the vibration spectrurn and compared to the criteria Tills more detailed approach differs from the General Vibration Assessment, where the overall vibration velocity level and A -weighted sound levvei are prericted without any consideration of the particular frequency characteristics of the propagation path - The key steps In obtaining quantities for Eq. 6-5 and Eq. 6.6 are presented la the following steps and include;
Step 2a. Estimate force density
Step 2io. Meastit a the point source transfer (nobility Step 2c. Estimate line -source transfer mobility
Step 2d, Project ground -borne vibration and ground -borne noise 2a. Estimate Corte Density = The estimate of force density can be based on previous measurements or a special test program can be designed to measure the force density at an existing facility.

If no suitable measurements are avaliable_ conduct testing at a transit facility with equipment similar to the planned vehicles.. A,d-lustanents for factors such as train speed. track support system, and vehicle suspension may be needed to match the force density to the conditions at a specific site. Review the report aDERAL TRANSIT ADMINISTRATION I SS
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSK NT MANUAL
-State-af- the -Art Review. Prediction and Caritrol of Ground -Borne Noise and Vibration from Rail Transit Trains" Pin for eieroples of appropriate adjustments.

Force density is not a quantity that can be measured directly; it must be inferred from measurements of transfer mobility and train vibration at the same site. T€+ derive forte density, the brit t- its are achieved by deriving line-ourer= transfer motility from a Iii a of impacts. The standard approach is to average the force density from measurements at three or more positions at one site. If feasible it is recommended to take measurements at more than one site and at multiple speeds.

If no suitable measurements are available see Steps 2b and 2c for gufdellner ,o i obtaining line -source transfer mobility.

The force density far each II3-€tctavo band :Is as Iallo irsi FDb = Ld — LSTM Eq. 8-7
where_
Foy = fare density level In elB
Li, = rrrcgsured train ground -borne vibration
level in vdB
LSTM =' limo --tourer transfer rnvbility trivet, in riB Figure 6-6 shows Wimple trackbed force densities In decibels relative to Ib1(ft3�'�. These force densities were developed faro measurements of vibration from heavy and LRT vehicles and represent an incoherent line of vibration force equal to the length of transit trains. This figure proved.= a comparison of the vlbratJcri force frotrr hinary commuter trains and LRT vehicles with different types of primary suspensions, illustrating the range of vibration forces commonly experienced in a transit system. A force density of a vehicle includes the characteristics of its track support system at the measurement site. Adjustments must be applied to the force density to account for differences between the facility where the farce density was measured and the new system being analyzed_
Figure 6-7 shows typical force densities for rail transit vehicles at 40 mph on ballast and tie tracks, which are approximately within the tolerances shown in Figure 6-6. The force densities should he applied very carefully for other tracts types and speeds. The embedded tracks, although considerably stiffer than ballast and tie tracks, are sepected to show similar force density fevels,634 The curter in Ptgure 6-7 should also be applied with caution for newer generations of light rail vehicles as well as vehicles cles that utilize direct fixation track:. The preferred approach for vibration predictions would be to perform force density measurements at a system with vehicles and operations that are similar to those of the future project-.
sEDERALtMN IT'ADMINISTRATION I 5•
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TRANSIT NOSE AND VBRATTON IMPACT ASSESSMENT NT 'MANUAL
•
C
a
r
i1+ 1.4
r�1
14 Lkbw &yo Comp Feeluiseet
Figure 6.6 Typtcar Force Deatsltiee for Ralf Tramit Vehicles, +I6 mph .41elarl Wine
is. het tunas
Urns
Fg+ 1,m!
4,04 rill Ilia Oa
I WAN,
t Qua re Bard IFragri ncy. Fix
Figure 6-7 Typical Force Densities for LRT Vehicles, 40 mph 2b. Measure Paint -Source Transfer Habflity - Using the appropriate instru nentation. measure point -source transfer mobility for sources with s tin t lengths. such as buses or single car vehicles or columns supporting elevated structures. For longer vehicles. see Section ;?c for a discussion of measuring line - source transfer mobilities.

The test procedure to measure point -source transfer mobility consists of impacting the ground by dropping a heavy weight and measuring the force into the ground and the response at several drstarrrces horn the Impact. Other excitation sources may Include swept sine, sine -dwell, random vibration, and maxirntrm ieng th sequence_ The goal of the test is to create vibration pulses that iFEC+iRAL tRAMSIT At3MINr T ATI N 157
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TRANSIT NOSE AND V BRAT1ON IMPACT ASSESSMENT NT 'MANUAL travel from the source to the receiver using the same path that will he taken by the transit system vibration.

Figure 6-9 illustrates the field procedure for measuring both at -grade and subway testing of transfer mobility. A weight is dropped from a height of 3 to 4 ft onto a force transducer_ The responses of the force and vibration transducers are recorded on a muItichrannel recorder for later analysis In the laboratory_ Ari altetrntive approach is to set up the analysis eqipment in the field and capture the signals directly, This complicates the held testing, but eliminates the laboratory analysis of recorded data
Figure 6.6 Test Configuration for Measuring Transfer Mobility When the procedure is applied to subways, the force must be located at the approximate depth of the subway. This k done by drilling a bore hole and locating the force transducei at, the bottom of the hole. The tests ai-e usually performed while the bore holes are drilled to allow for the use of the soil- sampling equipment on the drill rig for the transfer mobility testing. The fora transducer k attached to the bottom of the drill string and lowered to the bottom of the lisle, A standard soil sampling hammer is used to excite the ground; typically. a I44 -pound weight is dropped 18 inches onto a collar that is attached to the drill string. The force transducer must be capable of opertiting under water if the wain table is near the surface or a slurry drilling process is used.

Standard signal -processing techniques are used to determine the transfer function (frequency response function) between the exciting force and the resultant ground -borne vibration_ Numerical regression methods are used to combine a numTer stl two -paint transfer functlans Into a smooth point -source transfer mobility level that represents the average vibration propagation characteristics of a site as a kip flon of both distance from the source and iFEC+iMAI TRANSIT At3MINt5TpATION I Si
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TRANSIT NOSE AND V BRATION IMPACT ASSESSMENT 'MANUAL
frequency, The transfer mobility level is usually expres d In terms Ufa group of I R -octave hand transfer mobility Ierefs. Figure 6-9 Is an example of paint - source transfer mobility levels from a series of tests at the Transportation Technalagy Center in Pueblo,, Cclorado,Plotrispaysxi
ha
I o
3 �.....•.—
.-..—. ----
..0......
swr
v r. 1 i

1.3 V7rntr.,c limo coot* Pauftear,
Fish►e.6,01 Example of Point -Source Transfer Mobility
Ins trumarttal iailt
Performing a transfer mobility test requires Sptclailled equipment, which Is generally available from commercial sources. Typical iinstrrmrentation far field- testing and laboratory analysis of transfer mobility is shown in Figure 600, O.

A load cell can be used as the force transducer_ The farce transducer should be capable of impact loads GI 5.000 to 54,040 pounds defending on the hammer used for the impact. For borehole testing, the load cull must be hermetically sealed and capable of being used at the bottom of a 30. to I00 -foot -deer hrafe partially filled with water.

Either accelerometers or geophones can be used as the vibration transducers, Geopfevnes should be carefully mounted so that they are vertical. The requirement is that the transducers with the associated amplifiers be capable of accurately rrneasuring levels of 0.4O0I Indsec at 40 Fix and have a flat frequency response from 6 Hz to 400 I-fz. Data should be acquired with a digital acquisition system with a flat frequency re pone over the range of 6 to 400 Hz. ;DARN. TRAMIT ADMINISTRATION 139
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TRANSIT NOSE AND laBRATION IMPACT ASSESSMENT NT 'MANUAL Feu I[ra.ipwMN
0•0114,04100.1.0
42,
WWI 4,4PuilW
.*t,,.r.r
Dee thenveilee
• ati ' Expepinine
rrre.*rob
rc+arge
tw
r.g.►
�Lr
miaow
Wig
Figure 4-10 Equipment Required for Field T ez ti ng a nsl Lab-oratQry Anaryyit A itarrrowband speettum analyzer or signal -processing software e-ar be used tai calculate the transfer function nd colierertce between the ford and vibration data The analyzer must be capable of capturing impulses from at least two channels to ca[culate the frequency spectrum of the transfer function between the force and vibration channels- All transfer functions should include the average of at least 20 impulses. Time averaging of the impulses will provide substantial signal enhancemesnt, which Is usually required to a€cu:iately characterize the transffer function Sigrnal enhancement is particularly important when the vibration transducer is more than IOC ft from the irn Fact_ Alternative methods of determining transfer mobility may be used, provided that these technique have been demonstrated to provide the same results as the conventional weight -drop method over the frequency range of 6 Hz to 400 Hz_ See Appendix G for information on developing and resins non-standard procedures, Thee methods rnay include using other impulse-resp€nse measurement systems involving the use of shakers or electro-mechanical actLIAtrxs, stimuli such as sweets! or maximum length se9uence! l`1 $}, and various signal processing techniques_ A forthcoming ANSE Stallard will describe it detail the procedures, rnethodolotes, and reporting requirements for performing ground -borne vibration propagation measirements.

The transfer function can he c Ieufated with either A spectrum analyzer or signal -processing software. Net that transfer functions should Inelude the average of at least 20 Impulses. Specialised multi -channel spectrum analyzers have built-in capabilities for computing transfer functions and are computationally efficient, Howiever, signal -processing software ran coffer more FEOERAL TRAM? At3MINIFIRATrpN I6Q
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TRANSIT N0i5E F.ND VIBRATION IMPACT A3565MENT MANUAL
flexibility in analyzing data signals arsd allows the use of different drT lie] signal processing methods. Typk I measurement programs involve acquisition of data in the field and later processing of the information in a laboratory. Floweyer, recent advances in inrstrurneritatian and signal -processing software allow data to be collected and analyzed while in the field,
2r. Estimate Line -Source Transfer Potability — stlrriate liree-sa{rrce transfer mobilityfoor long sources such as multi -car trains. Line -source tianos-fer mobilities are used to normalize measured vibration velocity levels from train passbys and to obtain force density. Two different approaches can be used to Plop estimates of line -source transfer~ mobility_ The first consists of using lines or transducers and the second consists of a lure of Impact positions, Option A: Lines of Transducers — Develop line -source transfer :mobility €urves from tests using once tar mare lines of transducers as shovvri in Figure 6-I I and described below_
tier. setword bo nefrr tbtriMfr
,flatn. Band Warsaw tlWrq
NOV rPo..04 6 NIP 400likt. r .MD
Boui4Pi Comp eillermilif IMP*.
rr i tFyrtt lsirr W aler toy
. s+mo, wIR NNW WO
Umeol4tngeliaiall MIME
amindiet obamonl arm
_WO trrr+wrrittr r4
Ow* us
• s
4rrr��
Figure d -1 I Analysis or Transfer Mobility
AL Obtain the narrowband transfer runctlan between source and receiver at each measurement position_ There should be a minimum of four distances in any test line. Because of the possibility of local variations in propagation characteristics. two r r niore lines should be used to characterize a site if possible_ A total nt IO to 20 transducer posh -bans are often used to characterize a site.

Ail. Calculate the equivalent IJ3-octave band transfer functions, ei lly between 6 and 440 lit. This reduces each spectrum to 15 numbers_ As shown an Figure 6 -I I, the liA-octave band spectrum is much smoother• than the narrowband spectrum
Ails= Calculate a best -fit curve of transfer mobility as a function of distance for each 1/3-act;ave brand, When analysing a spenfi a site, the brut -Flt curve will be FEpiRAL YRAN'�It At3MINi5TF4aTociN IG I
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TRANSIT NOSE AND VCSRAT1ON IMPACT ASSESSMENT 'MANUAL
based or I0 to 20 points. 1Jp to several hundred points could be used to determine average best -fat curves for a number of sites, Apply the best -fit curve to the vibration sources, The I f3 -octave band best -fit curves can be directly applied to point vibration sources. Buses can usually be considered point-wurces, as can columns supporting elevated structures. However, for a line vibration source such as a train, numerical integration must be used to calculate the equivalent lime-sotr€e transfer mobility. The numeri€ai integration procedures are detailed in the TRB publltatlon: "A Prediction Procedure for Rail Transportarelon Ground -Borne Noose and VrbratJdn,',94
Option B Line of Impulses — This second procedure for estimating fine. source transfr mobility is beast for detailed assessment of specific, vibration, paths or specific buildings arid) Es a more direct approach..

Bi. Measure multiple point -source transfer mobilities according to the procedures in Step 2b above. The vibration transducers are placed at specific points of interest and a line of Jmpact is used. For example, a ISO -foot train might be represented by a line of I I impact positions along the track centerline at IS -foot it earls (Figure 6-12),
BB, Sure the point -source results using Simpson s ruler for numerical integration to calculate the line -source reinter mobility.

Figure Fi• 13 shores an example of line -source transfer- mobilities that were derived from the point-sotwrse transfer mobilities shown in Figure 6-9. 'Figure 6-I2 Schematic of Trans€er. Mobility Measurements Using a Line of Imps cis -'' Sfrnpwn rule Is. a method fur appm.lruatIn Irnegrals IFECJERAL tRAN*rIT A.13MINt5TRATION 162
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TRANSIT NOISE AND VIBRATION IMPACT AS565NtENT MANUAL
•
.......
�..
it
t • -
\.. !
lee \ •
4 4wt•-
n 1- s rs
Ifst' e1 flltrd- Comm f'*t .(Mtrirp q -
Figure G. ] Example of Line -mart* Trentfer Moblllty
2d. Project Ground -Borne Vibration and Noise - Combine force density and line -source transfer mobility to protect ground -borne vibration. Then. apply adjustment factors to estimate the building response to the ground -borne vibration and to estimate the A -weighted sound level Inside buildings, The propagation of vibration from the building foundation to the receiver room is very complex and dependent on the specific design of the building. Derailed evaluation of the vibration propagation would require extensive use of nturierical procedures such as the finite element method. Such a detailed evaluation is generally not practical far individual buildings considered in this manual. If the detailed features of the individual buildings are available, the recommended procedure i3 to rmtimate the propagation of vibration through a building and the radiation of sound by vibrating building surfaces using simple empirical or theoretical models. The recommended procedures are outlined in the Handbook of Urban Bail Noise and Vibration Cantrol,l4c The approach consists of adding the following adlustrreents to the I/3 -octave band spectrum of the protected grot,td-fxsrrde vibration:
• Building response or coupfmg loss - This ad ustinent represents the change In the incident ground -borne vibration due to the presence or the building foundation_ the adjustments deserIbed in the handbodlc r*+1 are shown In Nigur &-I#. Note that the correction fs zero when estimating basement floor vibration or vibration or atrgrade slabs.

Measured values may be used in place of these generic adjustments. • Transmission through the building - The 'vibration amplitude typically decreases as the vibrator energy propagates horn the fooindatian through the remainder of the building. The general assumption is that vibration attenuates by Ito L dB for each floor, ■ Floor resonances = Vibration amplitudes will be amplified because of resonances cif the flr orlceiling systems. Fora typical wood -frame IFECJERAL tMNIIT''+i3MINt5TAATx N 163
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TRANSIT NOSE AND V BRATION IMPACT ASSESSMENT 'MANUAL
residential structure, the furerlarnontal resonanKe rs usually In the 15. to 20 Hz rang* Rehrdarc'cc;-oonrreite scab Boors in rncsdlte n building will have fundamental resonance frequencies in the 20 to 3.0 Hz range. An amplification resulting in a gain of approximately 6 dB should be used in the frequency range of the fundamental resonance.
■ Floor vibration and ground -borne. noise — The protected doer vibration is used to estimate the levels of ground -borne noise. The primary factors affecting noise level are the av i sge vibration level of the roam surfaceaa and the amount of acoustical absorption within the roar r. The radiation adiustniernt is -5 d13 far typical I-CNNITS, to n tsri which gives,
were:

LA xLw+Kq_,.r-5
LR
n—wi
Eq. 6-5
A -weighted sound level in a I1 -octave band
= rrrs vibration velocity level is that band
= A -weighting adjustment at the 113.0c -rave sand center lrequency
The ,-weighted IevAs in the If3-octave bands are rcombined to produce the overall A -weighted soured le et
M
a-.lr ury..a .ep t►+ter •fir
�I.. .er,s s. :r-sfa
A
a tr q
r+.r awe AN" Mrrrrst ip`n�rd.t rrr
r
Figure 6-14 Foundation Raiponsc for- Various Typos of Buildings gs
Where detailed mil or-maticm on the structural lectures of individual buildings are unavailable and there are no Site -specific data on outdoor to indoor propagation that acteristirs. the preferred approach is to apply a combined factor for the foundation response and the gain from hoar resonances. Empirical data based on the TCRP i7i- I2 Project front 34 measurement sites across 5 cities In North rEDiRAL TRANSIT At3MINI IATI Wl I!4
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TI4AMIT NO15f AND VIBRATION IMPACT A45E3,ihtENT MANUAL
America and other studies suggest first the averalie change In vibration from outdmor to Indoor was 0 dB across all I /3 -octave bands with a standard deviation of approximately 5 to 6 dB in the 3 I ,5 to 63 Ha frequency,'•r1il Therefore, the recommended approach for predictirrg indoor vibration based on outdoor data is to use an adjt>stment of +3 to +b dB for light -weight wood - frame caristructlon and use an adjustrrierit of 6 dR for heavier buildings, However, for buildings with high -vibration sensitivity or where there is concern regarding interference with vibration -sensitive equipment, it is advisable to measure fate outdoor -Indoor response of the building using the pros described in Section 2b ar 2c, to determine the actual response of the foundation and building to vibration.

Step 3: Assess Vibration impact
Teske inventory of vibration -sensitive hind uses with impact.

Assess vibration impact at each iecelver of interest using the impact criteria in Section 5.3. Note that ground -borne vibration and noise levels that exceeded criteria in the G+erieral'Vibration Assessment may not cause Impact accordlrrgto the more detailed procedures of the Detailed Vibration Analysis; in which case, mitigation is not required_ But if projected levels still exceed the criteria, evaluate vibration mitigation measures using the spectra provided by the Detailed Vibration Analysts.

Step 4: Determine Vibration Mitigation Measures
Select practical vibration control measures that wits be effective of the do-nrinant vibrutiixn frequencies and compatible with the given transit structure and track seipport system
The purpose of vibration mitigation is to minimize the adverse effects that the project ground -borne vibration and groamd-borne noise will have on sensitive land fates. Because ground-lacrree vlbrati on is not ascommon a problem a5 environmental name the mitigation approaches have not been as well defined_ In some cases a may be necessary to develop Innovative approaches to control the impact, See Appendix G for information on using non-standard methods_ Standard vibration control measures for rail transitsyst>ems are discussed In this step, Note that vibration control measures for rail transit systems are root always effective for freight trains -Do Bus systems rarely cause vibration impact, but if impact occurs, roadway roughness or unevenrie caused by bumps.. pot boles, expansion joints, or driveway transitions are ustaliy the causes.

Smoothing the roadway surface Is typically the recommended course of actlon,im
The heavy aide loads estodama] with freight rail are outside the range of applicable design iarrie ers toi vlbratbn redutilon On Ilithter till transit systemic Pans to nuncios mining raatniad train user to 4Brr alith•atMcYMe sires in caviar ta,- arcemotodete a new rail twine lava in the ROW m>o:t b+ cafirIvllysansiderad ha:cease it may net IN passible to mitigate the Irxnessed vjratikro'Ynpaa Arnim Wet Lama.

In Calm Where anubber-tlrevf system rums Inside a bulldheg suslr as a e airport people mover. vibration control may involve additional communes. Loosing and unloading of guideway upport beams mar generate dynamic braes that tranacn L into the bwlldimgstructure, Spesdlgndeway support systems may be regcred. %:tiler to OW discussion Wow a aiding Boating shin, sEbERAL tRAMSI-t AbritNt3TRA1M3N Ib5
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TRANSIT NOISE AND VIBRATION IMPACT AS565MENT !MANUAL
Vibration reduction measures incur additional costs to a system_ Some of the same n-eatrments for noise mitigation can be considered for vibration mitigation.

Costs for noise control measures are documented in a report foam the Transit Cooperative Research Program (TCRP)my Where applicable tra vibration reduction, casts for noise abatement methods from that report are giver, le the following settiorrs, These costs reflect the noise mitigation costs as of 1997 (unless otherwise: noted), and should only be used as representative estimates when considering noise mitigation options. Current noise mitigation costs should be researched before decisions on noise mitigation options are tingled,. and rho they should be documented according to Section b.

Mitigation of vibration impacts may involve treatments at the sources, along the source-ta-receiver propagation path. oa-:tt the receiver. a. Evaluate SIMMER Treatments - The most effective vibration mitigation treatments are applied at the vibration source- This is the preferred approach to mitigation when possible PossiNe source treatments include:
• Preventative Maintenance •- Effective maintenance programs are essential for c€antr5IIlrrg ground -borne vibration. Key vibration points:
are dL cussed below; see Section 4,5Step 7 for more detailed information on the benefits of effective maintenance programs an controlling transit node aihd vibration. While these are not mitigation measures irh the traditions) sc*rtse, and should rot be included as mitigation in an environmental document, they Can help to keep both noise anti valxation levels at a "like -new" level or reduce both in systems with deferred maintenance_
4 Rail grinding is a particularly important practice for vibration mitigation for rail that develops corralgatioes. The TCRP report notes that periodic rail grinding results in a net savings per year an wheel and rail wear. Most transit systems cc ntract out rail grinding, although some of the larger systems make the investment and do their own grinding. As mentioned in Section 43. Step 7. the typical rail grinding cost would be $I MO to $7000 per grinding pass male, with an additional investment of approximately $ I million for the equipment fora larger transit system to do its own grinding. • Dramatic vibration reduction results can be achieved by removing wheel flats though wheel truing. As mentioned in Section, 4.5, Step 7, a wheel truirrg machine costs approximately $ I million, including associated reamtenance, materials, and labor costs.

The TCRP report figures a system with 700 vehicles would incur a yearly cost of $300,000 to $400,000 for a wheel truing program. • Profile grinding cif the rail head in combination with a wheel taring program may be the most practical approach to controlling and reducing vibration and noise where such practices are not normally conducted_ Profilesshould he defined during the design phase and should be In pi2Ce when system oppnas'321 The cost of aJERAL TRANSIT ADMINISTRATION I6b
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
wheel and rail profile matching may be Incorporated In the new vehicle and new tali cc6t3_
Rough wheels or rails can increase vibrations Ieveks by as much as 20 dB in extreme cases, negating the effects of evens the most effective vibration control measures. Yet, It is rare that Avenel(' control measures {such as those discussed below) will provide more then 15 to 20 dB attenuation, When there are ground -borne vibration impacts with existing transit equipment, the best vibration control measure often k to implement new or unproved maireeeence procedures_ Grinding rough nr corrugated rail and wheel truing to eliminate wheel fiats and restore the wheel ecsntr ur may provide considerable vibration reduction. Regular maintenance may rej1ace the need to modify the existing track system, such as through adding floating slabs.
• Planning and Design of Special Trackwrark — A large percentage of the vibration impact from a new transit locality is often caned by wheel Impacts at special tractmerk for turnouts and ssvvers. When feasible, the most effective vibration contra! rs;leasur@ R to relocate the special trackwork to a less vibration -sensitive area. This may require adjusting the location by several hundred feet provided it' will not have an adverse impact on the operation plan for the system, Careful review of crossover end turnout locations &kirtig the praject development plwYse is an important step to minimizing potectral for vibration impact_ Another approach ch is to use spinal device (drags) at turnouts and cressovers that incorporate mechanisms to close the gags between r unnitig rails. Frogs with spring -loaded mechanisms and frogs with movable points can substantially reduce vibration levels near eras —senders, According to the TCRP rrpport, a spring frog costs about $12,000 twice the cost of a standard free- A movable paint Frog involves elaborate signal and cererol circuitry resulting in higher costs at approximately $200',000,
• Vehicle SpecNlratlans—The ideal rails vehicle with respect to mlrnmfzing ground -brute vibration should have the fallowing characteristeeS
ra Low, unsprung weight
• Soft primary suspension
▪ A minimum of metal -to -metal wooer between moving parts of the truck
• Smooth wheels that are perfectly round
A limit for the vertical resonance frequency of the primary suspension should be included In the speclficatiortt for any new vehicle_ A vertical resonance fregtieeey of 12 ;Hz or IPAt is suffielerrt to eerrttrml the levels of ground•leortte vibration, although some have recommended the vertical resonance frequency be less than B Hz.
;FEDERAL TRANIIT ADMINISTRATION 167
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TRAPN[5fT NOISE AND VIBRATION IMPACT ASSE35M NT !MANUAL • Special Track Support Systems — When the vibration assessment 'indicates that vibration levels will be exrcessive, the track support system is typically modified to reduce the vibration Ieveks.

Floating slabs, resiliently supported ties, high -resilience fasteners, and ballast rri3ts can be used to reduce the levels of ground -borne vibration.

To be effective; all of these rreasu.res must be optimized for tfroe frequency spectrum of the vibration. Most of these relatively standard procedures have been successfully used on several subway projects.

Applieat+ons on at -grade and elevated track are less common. This is because vibration Impact Is less common for at -grade and elevated track, Note that the cost of dime types of vibration contrrxl measures is a hi t percentage of the a rall construction costs for at -grade and elevated track, and exposure to the elements can require substantial design moilfirattarta.

Each major vibration control measure for track support is discussed below. Costs for these treatments are not covered by the TCRP report, but are given as estimates based on transit agency experience. • Resilient fasteners — Resilient fasteners are used to fasten the rail to concrete track slabs. Standard resilient fasteners are very stiff In the vertical direction, usually in the range of 200.000 INin, and do provide some vibration reduction compared to the rigid fastening systems used on older systems (e.g„ wood half - ties embedded in concrete).

Spacial fasteriere with ver dcal stiffness in the range of 30,000 Ibfin may reduce vibration by as etudes 5 to ID dB at
frequencies above 30 to 40 H. These premium Fasteners vary in cast arid be priced r mpetitively when purchased in large quantities.
• Ballast mats - A ballast mat coasters of a rubber or other type of elastomer pad that is placed under the ballast. In general. the mat roust he placed on a concrete pad to be effective_ They will not be as effective if placed directly on the soil or the sub - ballast. Consequently, most ballast mat applications are in subway or elevated structures.

Ballast gnats can provide B to 12 dB attenuation at frequendes above 25 to 30 Fiz.rss. Ballast mats are often a good retrofit measure for existing tie and -ballast track where there is vibration impact, Installed ballast mats oast approximately $ IBC per track -Snot.
• Undertfe pads - Undertie path (resiliently supported
concrete ties) consist of a rubber pad mounted on the bottom of a concrete tie d+rectly on the ballast- The pads provide vlbtatlon'isolation at Irefuenetes above 25 He. arid are easy to FEDERAL TRAADIT'113MINTET AT*ON I&f
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMtENT MANUAL
install or retrofit. Installed undertle pads cast approximately $20 per trade -foot
• Resiliently supported ties - The resiliently supported tie system consists of concrete ties supported by rubber pads resting Ori top of a stab tragicor subway Invert. The rails are fastened directly to the con[rete ties using standard rail dips_ Resiliently supported ties provide vibration reduction in between IS to 40 Ha, which is particularly appropriate for transit system with vibration impact in the 20 to 30 H2 range.

A resiliently supported tie system casts approximately $400 per track -foot
• Floating slats - Floating slabs can be very effective at controlling groutid-borne vibration and noise and corislst of a concrete slab supported on reslllent elerneni s. such as rubber or a similar elastomer. Floating slabs are effective at frequencies greater than theirsingke-degree-4f-freedom vertical resonance frequency.

Floating slats ate among the Inast expensive vibration control treatments. A typical double -tie floating slag system cots approximately 4 times the cost of ballast and tie per track foot.

Fxai iples of floating slabs include:
- Floating slats used in Washington, DC Atlanta, CA: and Boston, MA were ail designed to have a vertical
resonance in the 14 to 17 Ha range -
- A special system referred to as the dvubde-tie system was first used in Toronto. It consists of 5 -foot -long slabs with lout or more rubber pads under each slab.

This system was designed with a resonance frequency in
the 12 to If Hz rang3.

Another special floating slate was used in San Francisco's Bay Area Rapid Transit (BART) system. It uses a
discontinuous precast concrete o i e -tie system with
a resonance frequency in the 5 to DO Hz, frequency
range -
• Tire -derived aggregate (TDA)- TDA (shredded tires) consists of a layer of tire shreds wrapped i+r geotech fabric placed underneath the ballast tan hard packed ground. This Is a new, low- cost. option that can provide reduction in vibration levers at frequencies above 23 Hz. This mitigation measure has proven to be effective for the CC)enver Regional Transportation District (RTD) light rail system as well as the Santa Clara Valley Transportation Authority (1JTA) Tight rail systern„,:5°l but the effective life of TDA has not .been determined. Installed TDA costs approximately $2bf per track -foot
• Other treatments - Changing any feature of the track support system ran change the levels of ground -borne vibration_ Approaches IFDARN. TRANSIT A13MINt5TRATION 16v
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TRANSIT NoisE AND VIBRATION IMPACT ASSI3SMENT MANUAL
such as using beanie- rail, thicker ballast, or heavier ties can be eiepected to reduce the vibration ieveIs_ There also is Borne Indication that vibration levels are lower with wood ties compared to concrete ties. But there is little confirmation that any of these approaches will make a substantial change in the vibration levels. • Operational Changes - The most effective 'operational el -range k in reduce the vehicle speed, Reducing the train speed by a factor of two will reduce vibration levels approximately 6 dB. Other ope-ational charms include;
• Use of 4Ntriprinerit that generates the lowest vb ravmtt levels during the nighttime hours when people are most sensitive to vibration and noise.
• Adittsting nighttime scl ules to minimize movements in the most sensitive hots s.

While there are tangible mitigation benefits from speed reductions and limits on operations Burring the most serxsitive three periods, 'FTA does not generally accept speed reduction as a vibration mitigation measure for two important reasons_ (I) speed reduction Is unerdbroealde and negated if vehicle operators do not adhere to established policies, and (2) it is contrary to the ptrrpose of the transit investment by FTA. which is to move as many people as possible as efficiently and safely as possible. FTA does not recommend limits on operations as a way to reduce vibration impacts.

I b. Evaluate Path Treatments ,Mern vibration mitigation u eatments cannot be applied at the vibration source or addit/nnai mitigation is required after treating the source, the nextpreferred placement of vibration mitigation is along the vibration propagation path between the source and receiver. Possible path treatments Irr_lud€.
• Trenches - Use of trenches to control grvurecl-borne vibiertikan is analogous to contrellrrig airborne noise with noise barriers- This approach has not received much attention in the United States, but trenches could be a practical method for controlling transit vibration from at -grade track. A roof -thumb given by Richert and Halloo is that if the trercoh is located close to the source, the trench button' must be at least 0.6 times the Rayleigh wavelength below the vibration source.

For most soils. Rayleigh waves travel at around 600 fusee. which means that the wavelength at 30 Hz is 20 ft requiring that a trench be approximately 15 ft deep to be effective at 30 Hz.

A trench can be dfective at a vibration barrier if It h either open or solid. The Toronto Transit Commission tested a trench filled with Styrofoam to keep it open and reported successful performance over a period of at least one year-. Solid barriers cab be constructed with street piling or concrete poured into a trench.
• Buffer 7_oues — Expanding the rail ROW can be the most economical method of reducing the vibration impact by simply increasing the distance between the source and receiver_ A similar approatb k to FEpiRAL tRANsIT At3MINt T ATrryN Ile
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TRANSIT NOiSS AND VIBRATION IMPACT AS565M1:NT !MANUAL
negotiate a +alb,-dt,on easement from the affected property owners (eg_ a row of sr{g a -family heroes adiatent to a proposed commuter rail line). There may he legal limitations, however, on the ability of funding agencies to acquire Imrad strictly for the purpose of mitigating vibration (or noise) impact.

Io. Evaluate Receiver Treatments— When vibration mitigation treatments cannot be applied at the source or along the propagation path, or If combinations of treatments are required, treatments to the receivers can be considered as described l ow.
• Hmliding Modifications — In some rirtumstano€ , It ks practical to modify the affected building to reduce the vibration level. Vibration isolation of buildings csoris is of supporting the Wilding foundation on elastomer pads, similar to bridge bearing pads. Vibration isolation of buildings in seldom an option for existing buildings and k typically only passible for new construction. Vibration impacts on sensitive laboratory instruments, such as electrcin microscopes, may be controlled with vibration isolation tables.

This approach k particularly important for shared -use facilities such as are office space above a transit station w. terminal. Mien vibratlon- sensitive equipment such as electron microscopes will be affected by transit vibration. specific modifications to the building structure may be the most cost-effective method of controlling the impact aside from modification cif equipment mounting systems. For @xample, the floor upon which the vibration -sensitive equipment is located could be stiffened and isolated from the remainder of the building to reduce the vibration_ Alternatively. the equipment mounting systems could be modified or the equipment could be relocated to a dliferent bulkllflg at fat less cost.
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TRANSIT NOSE AND VBRATION IMPACT ASSESSMENT 'MANUAL
SECTION Noise and Vibration during
Construction
Construction noise and vibration often gerrerati complaints from the community, even when construction is fora limited timefcame. Public cenicerns about construction Iroi a and vibration increase considerably with lengthy periods of heavy construction on major projects as well as prevalence of nighttime construction (often scheduled to avoid disrupting workday road and rail traffic). Noise and vibration complaints typically anise from Interference with people's activities, especially wt en the adjacent community has no clear understanding of the extent or duration of the construction, Misunderstandings can arise when the communrty thinks a contractor Is being insensitive, and the contractor believes it Is performing the work In compliance with local ordinances. This situation underscores the need for early identification and assessment of potential problem areas,
This Section audit -kin the procedures for assessing noise and vibration impacts during construction. The type of assessment (qualitative or quantitative) and the level of analysis are determined based on the scaled the project and surrounding land uses, In cases where a full gr intitative assessment is not warranted. a qualitative assessment of the construction noise and vibration environment can lead to greater understanding and tolerance in the community.

For major projects with extended periods of construction at specific boons. a quantitative assessment can aid contractors in making bids by allowing changes in construction approach and including mitigation costs before the construction plans are flnaked_
Generally, local noise ordirencm are not fiery useful for evaluating construction noise impact They usually relate to nuisance and hours of allowed activity, and sometimes specify limits in terms of masdmtrm levels, but are genorally not practical for assessing the impact of a construction proJecc Project construction noise criteria should take Into account the existing noise environment. the absolute noise levels during construction activities, the duration of the €.onstrurt on, and the ad cent land uses. While it is not the purpose of this manual to specify st irefardfaed criteria far construction noise impact, the following guidelines can be considered reasonable criteria for assessment. If these criteria are exceeded, there may be adverse community reaction.

Procedures far assessing construction noise are presented in Section 7. I I.

Procedures lot assessing construction vibration are presented in Section 72

7. [ Construction Noise Assessment
I poise Impacts frbrru construction may vary greatly depending on the duration and complexity of the project The key elements of the Construction Noise Assessment procedure and recommended workflow are as follows. 'FEDERAL. tR,A NSIT 'ADMINISTRATION In
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TRANSIT NOISE AND VIBRATION IMPACT AS565MENT MANUAL
Step I : Determine Level or Construction Noise Assessment Step 2: Use a @uaiitatihe Construction Noise Assessment to Estimate Construction Noise
Step 3: Use a Quantitative Coestruetion Noise Assessment to Estimate Construction Noise
Step 4: Assess Coti truceon Noise Impact
Step 5: Determine Construction Noise Mitigation Measures If there is uncertainty in how to determine the appropriate level of assessment, contact the PTA Regional Alice_
Step I: Determine Level of Construction NoiSQ
Assessrrient
DPternlin€ the app apaktte ferel of assessment based fan the scale and type of the {0, Nal and depending on the stage of enrironnientitl review Consider the following factors:
• Scale of the project
• Proximity of noise-sersitir.+e sites to the construction zones • Number of noise -sensitive receivers in the project area • Duration of censtructron activities near noiseesenseive receivers • Schedule, including the construction mays. hours, and time periods • Method (e.g., cut -and -cover vs. bored tunneling)
• Concrr-n about construction noise expressed in comments by the general public (e.g.. through scoping or public meetings) I a. Determine if an assessment k required Construction Noise Assessments are not required for marry small prerects including, • Installation of safety features like grade -crossing signals; • Track inprover-merits within the ROW: or
• Erecting small buildings and facilities which are single- in scale to the surrounding development.

For small protects like these include descriptions in the errelmenental document of the length of constiuction, the loudest equipment to be used, the expected truck access routes the avoidance of nighttime activity, and any other relevant planned ennstruian method.

I b. Determine whether a qualitative or quantitative assessment is required
• Qualitative Construction Noise Assessor It—Qualltetive Censtructien Noise Assessments may be required for prefects with less than a month of construction time in a noise -sensitive area_ See Step 2 for more information onQualitative Construction Noise Assessments.

IFEDBRAL TRANIIT ADMINISTRATION in
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TRANSIT NOISE AND VIBRATION IMPACT AS565M NT MANUAL
• Quantitative Construction Noise Assessments - Quant,taclve Construction Noise Assessments may be required for Frole€ts with a month or more of construction in noise•sensitive areas or if particularly nosy equipment will be involved, See Ste{ 3 for more information on Quantitative Construction Noise Assessments_
Step 2; Use a Qualitative Construction Noise Assessment to Estimate Constr'-ucti€rn Noise
Use a quarrtative construction moire assessment to estimate construction nckse for opproproate profecss per Section 7. I, Step d b.

Provide qualitative descriptions in the environmental dncanment of the following elements'
• Duration of construction (both overall and at -specific locations) • Equipment expected to be used te.g, nolsiset equipment) • Schedule with limits on tames of operation (eg, daytime use cosily] • Mantorvsg of noise
• Forum for communicating with the public
• Commitments to limit noise levels to certain levels, including any local ordinances that apply
• Cansideratksn of application of noise control treatments used successfully in other projects
Effective community outreach and rdartions are important for these projects.

Disseminate Information to the public early regarding the kinds of construction equipment, ekpecti d (wise levels: and durations to forewarn potentially affected neighbors about the temporary inconvenience. Including a ,general description of the vartatien of noise levels during a typical construction day may also be helpf ul.

Note that the constructions criteria in Step 4 do riot apply to qualitative .7i5essrtlents.

Step 3; Use a Quantitative Construction Noise Assessment to Estimate Construction Noise
rise n quantitative construction noise assessment to estimate construction muse for arpprepr♦ote prof as. per Seeker 7. I, Step d b.

For Quantitative Construction Noise , sse sments, follow the recommended procedure in this step and include a description of the planned construction methods and any basic measures that have been identified to reduce the potential impact, such as prohibiting the noisiest caaestruction activities during the nighttime. in the environmental document_ It may be prudent, however. to defer final decisions on noise control measures until the project and construction plans are defined in grater derail during the errgineerIng phase. • Nose Source Levels from Typical Construction Equipment and Operations —The noise levels generated by construction FE DARN. TRANSIT ADMINISTRATION 111
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T AMIT NOISE AND VIBRATION IMPACT AS565MIENT MANUAL
equipment vary greatly on factors stdi as the type of equipment, the equipment model, the operation ben perforrne t and the condition of the equipment. Type€ally, the dominant source of noise from most constriction equipment is the engine, often a diesel engirt. which usually does not have sufficient muffling, In other cases. such as impact pile -driving or pavement -breaking: noise generated by the pracasss dornit tes. Construction equipment can he considered to operate in the following two modes for Construction Noise Assessments:
° Stationary — Stationary equipment operates in one location for one or more days at a time, with either a fixed power operatoon (pumps, generators, compressors) or a variable noise operetroati (pile drivers, pavement breakers).

Mobile — Mobile equipment moves around the coratrurtion site with power applied in cyclic fashion (bulldozers, loaders). or to and from the site (trucks), Movement around the site k considered in the construction noise prediction procedure.

Variation in power impo m additional complexity in characterizing the noise sour a kneel from mobile equipment. Describe the noise at a reference dstance from the Equipment operating at full power and adjusting it Erased on the duty cycle of the activity to determine the Go of the operation.

Typical none levels from repr iaritative epaifxrrent are included in Table 7- I.

The levels are based on an EPA. Report,it'n measured data from railroad construction equipment taken ducting the 1976 Northeast Corridor Improver -rent Project the FHWA Roadway Constructor', Noise Model, and other m tured data.

For equipment that is not represented in Table 7-I, measure ti.e concise Ieve 5 according to the standard procedures for measuring the exterior noise levels for the certification of mobile and stationary constiuuctian equipment by the Society of Automotive Errgineers•rs210+
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TRl51+T5IT NOM AND VIBRATION IMPACT AA5E5,5MENT !MANUAL Treble 7-i Construction Equipment Nolte Emission Levels Equipment
Typicai Noise Level SO ft
from 5aur^ce, dElA
Air Compressor
Backieoe _ 80
Ballot Etuanaer 92
Ballast Tamper 83
Compactor 82
Concrete Fitter 85
_
Concrete Pump 82
Concrete Vibrator 76
Crane, Derrick 88
Craaee, Motile 83
Dryer 85
Generatoi 82
Grader
85 impact Wrench
8i
lack Hammer
88 Loader
a0
Paver
85 Pie -driver (Impact)
I01
Pie -driver (Sonic)
95 Pneumatic Taal
a5
Purnp
77 Pail Saw
90 Rack br;lII
- 95
&oiler
85 $ova
76 SCAfirier
83 Scraper
85 Shovel
82 Spike Drtsr
77 Tie Crater
8rl
Tie Randier
80 Tie Inserter 8S
Truck a4
3a. Use the metric to assess construction noise- This emit is appropriate because L.,s can be used to describe:
■ Noise level born operation of each piece of egtrprnent separately, and levels can be combined to represent the noise level from all equipment operating during a given period
■ Noise level dswig an entire phase
■ Average noise over all phases of the construction
3b. Use Eq. 7- I to predict construction noise impact for rnaJor transit projects. considering the noise generated by the equipment and noise propagation due to distance, Caktr1ate L m lip for all equipment individually, then use decibel addition to sum the LA„ rr rp for all equipment operating during the same time period, See Appendix B. I .I for information on decibel addition.

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Tf4J5F+I5fT NO1Sf AND VIBRATION IMPACT AA565M NT !MANUAL L d = L, - 1[110 4 ' 17 E 7-1
rr+.er utfi +rdvi+)K frG. fdrxnrre} — 20 log(—) —1fl�log(5a 4• where:
= da rlat a receiver Irom the operation of a single piece of equipment ever a spedied time period, dBA
= noise emission level a slit pA.rtlsuiar p"ete of equipmens is the reference distance of SO ft, dBA
= usage faetor to account for the fraction. of toile tfui the equipment is in use over the specified Chiba period
= distance from the receiver to the piece of equipment. ft = a constant that accounts for topography and ground effects Deeterrn;ine the quantities for Eq, 7- I based on the level of assessment described below_
• A gfxreral assessment of construction noise is warranted for projects in an early assessment stage when the equipment roster and schedule are undefined and only a rough estimate of construction noise levels is practical,
• A detailed analysis of construction noise is warranted when many noise - sensitive sites are adjacent to a construction project or where contractors are faced with stringent local ordinances or heightened public tnrxerns expressed in early outreach efforts.

Complete the appropriate assessment for each phase of construction. Major construction projects are accomplished in several different phase.. Each phase has a specific equipment mix, depending on the work to be accomplished during that phase. Asa result of the equipment mine, each phase has its own noise characteristics; same phases have higher continuous noise levels than others, and some have higher impact noise levels than others.

Option A: General Asslrssment — Determine the quarditifis for Eq. 7-I based on the following assumptions for a Generil Assessment of each phase of ccnstnar.°tion.
• Noise emission level (Lr„ tEgs.tha) — Determine the emission level at 50 ft according to noise from typical construction equipment described above and Table 7- l .
• Usage factor (Aril,„.,,) — Assume a usage factor of I. This assumes a time period of are -hour with full power operation. Most construction equipment operates carstltaaor:nly for periods of csrae-hour or more daring the construction period.

Therefore, lfllog(A4J ) = Oland can he omlttre4 from the equation. • Distance (D) - Assume that all equipment operates at the center oil the project. or centerline for guideway or highway construction project- fEOERAL TRANSIT At3MINisTKATI N I77
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TRANSIT NOISE AND VIBRATION IMPACT ASSOSMENT !MANUAL
• Ground effect (G) - G = {y assunirrtg free-fidd oanditicos Arad ignoring „ground effects_ Cf ground effects are of specific Importance to the assessment, consider using the Mailed Analysis pro€edure.

Only determine the L „r for the two noisiest pieces of equipment expected to be used in each phase of construction. Then, sum the levels for each phase of constnJction using decibel additfon-
Option Detailed Analysis — Determine the quaritities for Eq_ 7-I based cin the following assempuoris for a Detailed Analysis of each phase of construction, Alternatively, for detailed, Tong -term, and complex construction projects or pnajeets near a particularly sensitive site, the Fi fWA's Windows -based screening tool, "Roadway Corrtruction Noise Model (RCINM)," can be used for the prediction of construction nolse,mr
■ Noise emission level (Lrwrrstmr — Leasure or certify the noise emission level for each piece of equipment.
• Usage factor (A4Jara t) — Long-term construction project raise impact k based on a 3D -dory average Lm, the times of day of construction activity (nighttime noise is penalized by ID dE in residential areas)), and the percentage of time the equipment is used during a period of time that will affect Adir;salac,.

For- example, an 8 -hour LI,y is determined by making AdIv,w,othe percentage of time each individual piece of equipment operates under full power in that period. Similarly, the 30 -day average La„ is determined from the Alike", expressed by the percents of time the equipment is used duringthe daytime hours (7 a.m. to I4 p.m.) and nighttime ( I$ p.m. to 7 a.m-t. separately; over a 3(i -day period. To account for increased sensitivity to nighttime noise, the nighttime noise levelsare adjusted by lD dB in the Lm computation {see Appendix B. I.4.5). ■ Distance (D) - Determine the location of each piece of equipment dining operation and the distance to each receiver.
• Ground effect (G) - Use Table 4-26 in Section 4.5. Step 3 to calculate G to accottart for the site topography, natural and man-made barriers, and ground effects_
Compute the 8 -hour Lvii0 ( Lert.,,,!p(atrory ) and the 30 -day average La„ (Lo., mr,Ii.l3o.,,m,}) for all equipment expected to be used en each phase of construction separately_ Then, sun the levels for leach phase of enxistruction using, Eq_ 4-56 and Eq. 4-57 rri Table 4-32.

Step 4: Assess Canstructienro Nt i e Impact
Compare Me predicted noise levels from the Qtrerrtitmtiue Construction Noise Assessment with Impact criteria to assess impact from cons-itattann noise for each phase of corrstrudian.

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TRANSIT NOOSE AND VIBRATION IMPACT AS565NtENT !MANUAL
No standardized criteria have been developed for assessing cnnsiruet on noise impact. Consequently, criteria must be developed on a project -specific basis unless local ordioan es apply. As stated earlier in this section. local noise ordinances are typically not very useful in evaluating construction noise. They usually relate to rnn≥sc2 and hours of showed activity, and sornehmes specify limits in terms of maximum levels, but are generally not practical for assessing the impact of a construction project. Project construction noise criteria should account for the existing noise environment, the absolute noise levels daring construction activit#es_ the duration of the coif truetion, and the adjacent land arse_ While it is riot the purpose of this manual to specify standardized crteria for ertrnstrurtion moist irnrract. the G llowIrlg guldelms can be considered reasonable criteria for assessment, f these criteria are excee€ ed, there maybe adverse community reaction,
The construction impact guidelines art p esented based on the level of quantitative assessment.

Option k General Assessment — Compare the combined rood.,,, ,,;t,i thry for the two noisiest pieces of equipment for each phase oil construction determined in Section 7. I, Step 3 to the criteria below. Then, identify locations where the level exceeds the criteria.

Table 7-2 General Assessment Construction Heise Criteria Land Ute
Lv94,erdrtlruh dBA
Day Night
Residential
ID D
Commercial
IOQ
IOC
Industrial I
I4fO
I ao
Option f. Detailed Analysis — C. pmpare the combined tr{ag gilro rrl and the combined rr, err�ir[;n�,rRrl for all equipment for each phase of construction determined in Section 7.I, Step 3 to the criteria below. Thera identify locations where the level exceeds the criteria.

Table 7-3 Detailed Matysix Conatrucefon Noise Criteria
Lame rite
Lego „r,i„br,• dBA I
Day Night
La.,,,,„,,,,c,,,,447). de,A
30 -day Average
Residential
d0
70 75
Commercial
BS
as
so"
Industrial 9@
9e
eV
Ll t 24-Itour 4424,0 instead edLdxovini `A 4,e'.

Step S. Determine Constriction Noise Mitigation
Measures
&Wattle the need for mitigation and seed ilppropriare mrtigutioit rraecastrres sEDERA1 TRAM IT ADMINISTRATION 17
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TRANSIT NOISE F.ND VIBRATION IMPACT ASSOSKNT !MANUAL
Where potential imparts have been identified atcordIng to Section 7.1, Step 4, evaluate appropriate control measures. Include descriptions of how each affected location will be treated with one or more mitigation measures in the environmental document.
5a. Determine the appropriate approach for construction noise tonirol_ Categories of approaches include
• Design considerations aid project layout
o Construct noise barriers, such es temporary walls ca- piles of ewcavated material, between, noisy activities and noise -sensitive receivers.
• Re-route truck traffic away from reeldentaal tit, .its- Select streets with the fewest homes if nc> alten-autives are available, o Site equipment on the construction lot as far away Irorn noise - sensitive sites as pcssibl.
• Construct walled enclosures around especially noisy activities or clusters of noisy equipment_ For example, shields can be used around pavement breakers, and loaded vinyl curtains can be draped under elevated structures.
• Sequence eloper-46ans
o Combine noisy operations to occur in the same time period. The total noise level produced will riot be substantially greater than the level produced if the orperatlons were performed separately. o Avoid nighttime activities. Sensitivity to noise Increases during the nighttime hours in residential neighborhoods,
■ Alternative construction methods
4 Avoid impact pite-diiv r g where possible in noise -sensitive areas.

Drilled piles or the use of a soniiclwibratory pile driver or push pile driver are quieter alternatives where the geological conditions permit their use.
o Use specially -quieted equipment, such as quieted and enclosed air compressors and properly -working mufflers on all engines, o Select quieter demolition methods, For ie,,q1117191e, sawing bridge decks into sections that can be loaded onto truck rests In lower cumulative noise levels than impact demolition by pavement breakers.

Include descriptions of how eadt impacted location will be treated with me or more mitigation measures in the environmental Impact assessment when possible
Sb. Describe and commit to a mitigation plan that will be developed later when the information k available to make final decisions (net often available during the project development phase) on ail specific mitigation measures_ This may be the cue for large complex' prriects. The objective of the plan should be to minimize construction noise usingaIl reasonable je.g., cost vs. benefit) and feasible rag, pinssibre to construct) mean available_
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Components of a mitigation plan may include some or all of the following provisions, which should also be specified In construction contracts • Equipment noise emission limits - Equipment noise limits are absolute noise limits applied to generic classes of equipment at a r8forerice distance (typically 50 ft). The limits should be set no higher than what is reasonably achlevahlin for well-rnalntained equipment with effective mufflers, Lower limits that require source noise control may be appropriate for certain equipment when needed to minimize community noise impact. If reasonable and feasible. Provisions could also be included to require equipment noise certlficarton testing prior is use can -site,
• Lot -line construction noise limits - Lot -line construction noise II wilts are noise limits tksit apply at the lot -line d specific noise -sensitise properties. The limits are typically specified in trims d both noise exposure (usually L.11Lwover a 210.3f9 -minute period) and maximum noise level. They should be based on local noise ordinancim if applicable, as well as pre-consu-uction baseline noise levels (usually 3 to 5 dB above the baseline).
▪ Operational anttlor equipment res trktk ns a It may be necessary to prohibit or restrict certain construction equipment and activities neat r esidential 2InaAs dtritig nighttime hours. This is particularly true for activities that, generate tonal, impulsive, or repetitve sounds, such as. track -up alarms. hoe ram demolition, and pile -driving ■ Nerksp abatement requirements - fn same cases, specifications may he provided for particular noise control treatments based on the results of the design analysis attrlior prior commitments made to the pubtlr by civic authorities- An example would be the requirenteaat fora temporary none barrier to shield a particular community area from noisy construction activities.
■ Noise monitoring plan requirements - Plans can be developed for pre -project noise monitoring to establish baseline noise levels at sensitive locations, a5 well as for periodic equipment and lot -line noise monitoring during the consti uctian period. The plan should outline the measurement and r rting methods that will be used to demonstrate compliance with the project noise limits.
• Noise control plan requirements — For major construction projects. preparallon and submission of noise control plans on a periodic basis (e.g„ even+ six months) are generally required, These plans should predict the construction noise at noise -sensitive receiver locations used on the proposed construction equpment and methods.

If the analysts predicts that the specified noise limits will be exceeded; the plan should specify he mitigation measures &tat will be applied and should demonstrate the expected noise reductions these measures will achie+ie. The ohlective of dim proac=tive approadh is to minimize the rEOERAL YRAIwt IT ADMINISTRATION Intl
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IIkeElhood of cornrne dty noise complaints by ensuring that any necessary mitimiIon measLIr are Inciurirxi in the construction plans_ • Compliance enforcement program - If construction noise is an issue in the community. it is important that a program be implemented to monitor contractor COrnp11219O with the noise control specifications and mitigation plan_ k is recommended drat this function be performed by a construction management team oo behalf of the public agency, • Public Information and complaint response procedures — To maintain positive community relatiarel, rt is reeomrnerided to keep the public informed about the construction plans and efforts to minimize noise; and procedures should be established for prompt response and corrective action to noise complaints during construction.

Most of these provisions are appropriate for large -stale projects, where construction activity will continue for rrrariy months, if not years. The Finked references contain more information con construction noise for major transportation prvjects,i l )

7.2 Construction Vibration Assessment
Construction activity can result in varying degrees of ground vibration, depending on the equipment and methods employed. Operation of construction equipment causes ground vibrations that spread through the ground and diminish in strength with distance. Buildings founded on the soil near the construction site respond to these vibrations with varying results, ranging from n o perceptible effects at the lowest levels low rumbling sounds and perceptible vibrations at moderate levels, and slight damage at the highest levels.

While ground vibrations from construction activities do not often reach the levels that can damage structurties, fragile bidklings must receive special consideration. The constructionvibration criteria include consice ation of the building coriditlor_
The key elements of the Corxstrur'tioii Vibration assessment procedures and ✓ ecommended workc!Eow are as follows
Step I. Determine level of construction vibration assessment Step 3 Use a qualitative construction vibration assessment Step 3; Use a quantitative construction vibration assessment Step #t Assess construction vibration impact
Stag Sry Determine canonic -don vibration mitigation measures $EoiiRA1 TRANSIT A.13MINisTRATION I8.
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Step I: Determine Level of Construction Vibration
Assessment
Determine site appropriate feref orasscstrnent framed on the scale and type of the propect and the stage of crrvirnarnent[ review.

I a. Determine if an assessment is required,
Construction Vibration Assessments ate rot required far many small pralects ndwd r:
• Installation of safety features like grade-crosslri sIgi .aLh • Track imfnrrovernents within the ROW
• Erectmg small buildings and facilities, which are sitnalar insole to the surrounding development
I b. Determine whether a qualitative or quantitative assessment is required-
• Qualitative Construction Vibration Assessment - A qualitative constructtora vibration assessment k appropriate for protects where prolonged annoyance or damage from constriction vibration is not expected. For example„ equipment that generates little or no ground vibration —such as air compressors, light trucks, and hri 4ulic loaders — only require qualitative descriptions_ See Section 7.2, Step 2 for more information on qualitative construction vibration asssrssments. • Quantitative Construction Vibration Assessment -A
quantitative construction vibration analysis k appropriate for projects where construction vibration may result in building darnage or prolonged annoyance, For examples activities such as blasting, pile- drtvi.ng, vibratory compaction, demolition, and drilling or excavati•on near sensitive structures require a quantitative analysis, See Section 7.2, Step 3 fera more Information on quantitative construction vibration assessments.

If there Is uncertainty in how to determine the arpprqpriatee level of assessment, contact the FTA ft, gional affice,
Step 2: Use a Qualitative Construction Vibration
Assessment
Use a qualitative construction ebnirron assessment to estimate vibrntron for appropriate pre is per Session 7, 2, Step i h,
Provide qualitative descriptions in the environmental document of the following elements!
• Duration of construction (both Coverall and at speck locations), • Equipment expnried to be used
• Description of how ground -borne vibration viii be rnmintauned z an acceptable level
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No that the enters rn Section 7.2 Step 4 der not apply to qualitative assessments.

Step 3: Use a Quantitative Construction Vibration
Assessment
Use a qt antita ive construction on vibration assessment tv estimate vibration for appropriate pi -clads per Section 7,Z Step d b.

For quantitative construction vibration assessments, doilow the recommended procedure in this step. Vibration source levels from typical construction equipment and operations are provided below, and procedures on how to estimate carrstructlon vibration far damage and annoyance are provided In Steps 3a and 3b, respectively.
• Vibration Source Levels from Construction Equipment - Table 7-4 presents average source levels in terms of velocity far various types of caristructiom equipment measured under a wide Variety of construction actlnrI'h . The approximate runs vibration velocity levels were calculated from the PPV limits using a crest factor of 4, repri nting a PPV-ems difference of 12 dB. Pete that although the table gives one level for each piece of equipment, there is considerable variation in reported ground vibration levels from coostriection activitie .. The data in Tattle 7-4 provide: a reasonable estimate far a wide range of sail conditions!; Wrwxor
Table 7-4 Vibration Source Levels for Construction Equipment Equipment PPV at 23
it;; inJsec
Approximate
L'+ st 25 ft
Pile Drives (Impact)
upper tangs
I.5IS
112
typical
O.
101
Pile Driver Doric)
upper range
D.734
1115
typivl

0.17 9
Clam slrauel drop Worry wail)

0.202
94 HyrlroMII (slurry
insist
D.Me
5b
will)
in rcaelt

0.017
75 Vibratory Itolleer
oil
94 Hoe Rant

4.089
87 Large bulldozer

0.009
) 87
Caisson drilling

8.089
87 Lemiderl Loucks
RCM
136
jackhammer
t}.f133
19 Small bdlaioxer

0.003
se
" oeiryIr il4cihals Vd)S n+ I Incra-infsee
3a. Damage Assessment
,Assess for building damage far each piece of equipment individually.

Construction vibration is generally assessed in terms of peak particle velajty {PTV), as described in Section S, I,
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■ Determine the vibration siaurce level (PPV, ) for each piece of equipment at a reference distance of 75 ft as described alcove and In Table 7-4.
• Use Eq. 7-2 to apply the pr+ pagadon adjustment to the source reference level to account for the distance from the equipment to the retelver_ Note that the equation is based on point sources with normal propagation conditions_
PFVt,oft, = Pf�Vrer x(5)t-s
whorl
Eq. 7-2
pPV,iq„ip = The peak particle velocity of dte equiprnetit adiusted for distance, id -Use(
PPVrer = she source reference vibration Easel at 25 fe
inisec
D = distance from the aqupment to the toothier. ft
3b. Annoyance Assessment
Assess for annoyance for each piece of equipment individually. Ground -borne vibration related to human annoyance is related to rail velocity levels, expressed In WdEi as tfescrlbed in Section 5.1.
(Estimate the vibration level (Lv) using Eq. 7-3.
f3
Lv.dlsrnnee — "wet' — 3 °I°91(E)
where:

Lvxris[r:nre = the um wetoaty level acijusted for distance, 'kit! L R1 ' the soiree reference vibration level at 2S ft. +fdE = diniteee franc the equipment to the recover. ft
Eq. 7-3
Stop 4; Assess Construction Vibration (impact
Compare the predicted vibration kith ('torn the Quwntii:®flve t anstraction Ythtntiorr Assessment whir impact criteria to assess rorapctct from coinsKra:otr vibration. 5eu potential damage effects from construction vibration for each piece of equipment Individually_ N rte: that equipment Operating at the ramie time could increase vihratlrrn levels sul tantlally, but predicting any increase could be cEf icult, The criteria presented in this section should be used dtrtingthe environmental impact assessment phase to identify problem locations that must be addr sed during the engineering phase_
Compare the PPk+ and approximate L,, for each piece of equipment determined in Section 7.2, Step 3 to the vibration damage criteria in Table 7.5,, which is presented by build'rngistructural category, to assess impact .sOa7n The appnaxlmate rms vibration velocity levels were calculated front the PFV limits using a crest factor of 4,
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Table 7-S Construction Vibration damage Criteria
Buildings gvuctural Catego_q
PPV, inln+ec
Approximate f-,'
I. Reinfor€ed-concrete, steel or timber ino prlster )
{F.5
[0
II. EnRirseered concrete and masonry (nn plaster)
CO
98 III. Non -engineered timbre! .iid 1411§C.or , brilri1rrgt

0.7 94
IV. E. iiilnga exrrr ritly aussepotie to vibration dam

0.12 90
Tyr r decitlek. Vd8 re r mlerbo set
Compare the Lv determined in Section 7.2, Step 3 to the criteria for the General Vibration Assessment in Section 6.2 to assess annoyance or- interferenoe with vibration -sensitive activities due to construction vibration.

Step 5: Determine Construction Vibration Mitigation
Measures
Evaluate to need for mJt ganon and seka appropriate mitigation meanues where potential bunion impacts or building damage from construction vibration have been identified according to Section 7,2, Step 4
54a. Determine the appropriate approach for construction vibration mitigation considering equipment location and processes.
• Design considerations and project layout
• Route heavily -loaded trucla away from resedential streets. Select streets with the fewest homes if oo alternavvps are available_ • Operate earth -moving equipment on the construction lot as far away from vibration -sensitive sites as posUblve
• Sequence of operations
▪ Phase demolition. earth -moving and ground-impaceng operations so as not to occur inthe same time period. Unlike wise. the total vibration level produced could be substantially less when each vibration source operates separately.
a Avoid nighttime activities. Sensitivity to vibration increases due 'rig the nighttime hovers In residential neighbor hands.
• Alternative construction methods
• Carefully consider the use of impact Ole -driving versus dr-illed piles or the use of a sonic/Abratory pile driver of plash pile driver where those processes might create 'lower vibration levels if geological cronchtions permit their use.
- Pile driving is one of the greatest sources of vibration associated with equipment used during construction of a project, Th source levels In Table 7-4 indicate that sonic pile drivers rray provide substantial reduction of vibration levels compared to impact pile drivers. But, there are some additional vibration effects of sonic pile drivers that may limit their use In sensitive locations.
- A sonic pile driver operates by continuously shaking the pile at a fixed frequency, literally vibrating it into the ground- Continuous operation at a fixed frequency may, however, be more
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noticeable to nearby residents, even at lower vibration levels.

Furthermore, the steady-state excitation i i the ground may induce a growth in the resonant response of building
components. Resonant response may be aazacceptahle in cases of fragile buildings or vibration -sensitive manufacturing prncessies_ impact pile drivers, however, produce a high vibration level fora short time l0_2 set+ands} with sufficient time b€tween impacts to allow any resonant response to decay. - Select demolition methods involving little to no impact. where possible. For ecarrrple, sawing bridge decks into sections that can be loaded onto trucks resultss in lower vibration levels than Impart demolition by pavement breakers_ Milling generates lower vibmtion levels than excavation using clam shell or chisel drops.
- Amid vibratory rollers and part ors near sitistrive areas_ 5b- Describe and commit to a mitigation plan that will be developed and implemented during the engineering and construction phase when the information available during the project development phase will not be sufficient to define specific construction Whrmion mitigation measures_ The objective of the plan should be to minimize construction vibration damage using all reasonable and feasible means available, The plan should include the following w mpunents:
• A procedure for esrablishing th.rrhddd and limiting vibration Values for potentially affected structures, based on an assessment of each structure's ability to withstand the loads and displacements due to construction vibrations
• A commitment to develop a vibration monitoring plan dining the engineering phase and to implement a compliance monitoring program during construction
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SECTION Documentation of Noise and
Vibration Assessment
8 The level of required documentation is determined according to the project class of action. Section 2. I covers the appropriate doss of action (EIS, EA or CE) for different projects. If there is uncertainty in the appropriate level of documentation, contact the FTA Regional office.

The noise and vibration analysis must be articulated to the public In a clear. comprehensive manner for all levels of documentation. The technical data and information necessary to withstand scrutiny in the environmental review process must be documented in a way that remains Intelligible to the public.

Justification for all assumptions used in the analysis, such as seledirrn of representative measurement sites and all baseline conditions. must be presented for review.

A separate technical report or memorandum is often prepared as a supplement to the environmental document ,A technical report is appropriate In cases when including the data from the assessment would create an unreasonably long environmental document. The details of the analysis are important for establishing the basis for the assessment. Therefore, all details in the technical report should be contained In a well -organized format for easy access Ito, the information.

For large-scale projects, the environmental &xwn nt shoiid contain a summary of the essential analysis information to pnovidie subject matter context and the at-mi sis findings. For these projects, separate technical reports are usually prepared as supplements to the EIS or EA and ref red to In the environmental document. For smaller projects, or projects with minimal noise or vibration impact, all of the technical information may be presented in the environmental ctactbment itself or Ina technical memorandum. Other pr afects might Inv no potential for noise or vibration Impacts. For those pi rLjects, that errvironmerrtal documentation should explain that no noise or vibration impacts are expected.

This section provides guidance on presenting the necessary noise and Vibration information In the environmental document (Section B.I ) and the associated tedwuca report (Section $1).

8. G Environmental Document
In the environmental document provide a summary of the comprehensive noise and vibration information foam the technical report and emphasize the salient points of the analysis in a format and style that the public can understand- Snraller propr ct5 may have all of the technical information contained within the environmental document so take special care in summarizing the technical details to convey the information adequately,
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Step k Choose the Information to Include
Choose the appropriate anise arid vibrator; nnalftsis information to inch* flared on the lanes of cnveimmenrcrl review and the ossonoted documentation I a. Provide fall disclosure of noise and vibration Impacts in the environmental docerneht including identification of locations where impacts c,Irnctt be mitigated below the severe impact level. In general. an EIS describes significant impacts and plans to mitigate the impacts. For Elks, completion of the enaircrnnmental review with a find mg of no signifrcatat impact {FONSI) may depend on mitigation being considered for irrcurporatlan he the proposed project. The way mitigation is presented in the environtental document depends on the type ref impact Inoiee or vibretionl ar rl the stage of project development arid eneromeentat review. Projects that meet the criteria of a CE may also require the completion of a noise andlor vibration analysis, and the results of such an analysis should be documented in a noise memo or the CE diocumentatton.

I b. Document noise impacts — Typically, airborne noise impacts can be accurately predicted during the environmental review. Far projects that focus on a single alternative, noise impacts tan be accurate4y identified in the draft environmental document. if mitigation is anticipated, that mitigation options shotdd be explored in the EA or draft EIS; firm decisions on mitigation can be deferred to the heal document But far all projects. decisions on noise mitigation should be made before the final document is approved.

I c. Document vifbation Impacts — Predicting vibration impacts accurately is more complex because ground -borne vibratroir may be strongly influenced lay subsurface conditions. The geotechnical studies that reveal these conditions are normally undertaken during the engineering phase, after the environmental review process is complete. Therefore, the final environmental do€iment will usually not he able to state with certainty whether mitigation Is needed far ground -borne vi bratioru and noise.

It the ei,gr a ing piece is conductr!d at the same time as the final environmental document, report the results of the Debated Vibration Analysis in the final emvrranmentai document If the engineering please is conducted after the final environmental document report the results of the General Vibration Assessment in the final environmental document. If impact is determined, include a commitment in the final document to conduct a Derailed Vibration Analysis during the engineering phase to complete the impact assvmSrrrent_ M. include a discussion on various control measures that could be used and the likelihood that the criteria could be met threeigh the use of one or more of the measures. It may be possible to state a commitment in the final environmental document to adhere to the impact criteria for the Detailed Vibration Analysis. while deferring the sel tion of specific vibration control measures until the completion of detailed studies in the engineering phase. 'When workis conducted alter FTA sighs its final decision document (i.e.. ROD, combined FEISIROD. or FONSJ), additional documentation. such as a reevaluation of the previous decision, may be necessary. FTA recomrnerrds contacting the FTA Regional office directly in these situations.

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I d. Describe mitigation measures in the decision document - After the decision document is :approved, incorporate the mitigation measures by reference in the actual grant agreements signed by FTA and the project sponsor.

The mitigation measures then become contiectual conditions that must be adhered to by the proiecf spanner.

It is typically appropriate to include the fallowing noise and vibration information in the environmental document as described in Station 8.I :
■ The existing conditions (affected environment)
■ The direct impacts Irorn operation (environmental crsrisequeric ) ■ The construction impacts (envlrormentai consequences) Step 2: Organize Infonriatlon In the Environmental
Document
include in fwmcrtkan In the fedawirtg sections mf the environmental document sepamtuag out the noise and uhroilen reformation.
2a. Existing Conditions (Affected Err iranment) - Describe the existing conditions (conditions without the project) in terms of the existing noise and vibration conditions in this section al the document- The primary kinetic= of this section is to estaialeh the focus and baseline condrtierts for the discussion of environmental impacts. Include the Following basic information and separate the nose and vibration sections. • Description of noise/vibration cnetrits, effects and typical Levek - Include a targeted summary of relevant Information from Section 3 of this manual. This will serve as background for the discussion, of nois (vibration levels and characteristics that will follow in later sections. Provide Illustrative material to convey typical levels to the public.
• Inventory of ncietvibration-sensitive sites - Oescint a the apperaach for identifying noise- and vibration -sensitive sites as well as the identified sites and site descriptions. Use sufficient dull to dernortstrate completeness. Document these r€.iiIts on a map.
• Noiseivlbrattion measurements — Document the basis for selecting measurement sites, including tables of sites coordinated with maps showing locations of sites. Summarize the measurement approach and include the justification for the mess urerrmere procedures used, Present messurernent data in well -organized tables and figures with a summary and interpretation of measw d data. Measurements are after] included in the table of measurement sites described in the previous paragraph. In some cases, measurements may be supplemented or replaced by collected data relevant usi the noise and vibration characteristics of the aroma For example, soil information Far estimating ground -borne vibratitxt propagation chaeact€ristics may be available from other projects in the area.

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,A summary and .Interpretation of how the collected data define the prolett setting is fundamental to this section.
2b. Direct Impacts — Include the following in the discussion on direct impacts due to project operatrorc
• Overview of approach - Provide a targeted summary of relevant information on the assessment procedure for determining noise/vibration impacts as a framework for the following sections. • Estimated noise/vibration levels - Provide a general description of prediction models used to estimate project noise/vibration levels, Describe any distinguishing features unique to the project, such as source levels associated with various tethnologles.

Describe the results of the predictions in general terms first, followed by a detailed ar,colarting of predicted noise levels. Supplement this information with tabllea and illustrate by contours, cross -sections, or shaded mappirng. If e€hrrtaurs are included Ina technical report. It k rmt necessary to repeat them in this section.
• Criteria for nolsefvibrattion Impact— Describe the impact criteria for the project in detail and reference the appropriate section In thk manual. Include tables listing the criteria levels or the figures incItrrledl in this manual,
• Noiseivibralion Impact assessment — Present the impact assessment in its own section or combined with the section above.

Describe the locations, as identified in the screening procedure. where noise/vibi-aaion impact is expected to oxxur without implementation of mitigation measures, based on the screening results, predicted future levels, casting levels, and application of the impact criteria.

Include inventory sables of impacted noise- and vibration-s+ansrtive site6 to quantify the Impacts for all nolselvilaration-serisitive sites included in the Affected Environment (Existing Conditions) as described in the Existing Conditions section above.
• Noiselvlbrat;on mitigation Rheas urn — Perhaps the greatest difference between the technical report and the environmental document is with mitigation. The technical report discusses mitigation options and recommendations, while the environmental document provides the vehicle for reaching decisions on appropriate mitigation measures.

Begin this section with a summary of the nosselvibration mitigation measures considered for the impacted kxations. Describe the specific measures selected for ,impierrrentatinn In detail. Wso, include any iFEDiMAl. TRAN'iIT At3MINIFIRATII7N I9
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applicable, specific noise or vlbatkpn policies the praievt sponsor .may have In place_
In cases where it is not possible to commit to a specific mitigation measure in the final environmental document, it may be possible to commit to a certain noise/vibration level_ For example, the environmental. document could include a cor intirtnent to meet or exceed the impact criteria specked in Sections 4.l and 6,2. • Unavoidable adverse environmental effects - If It is projected that adverse norselvibration impacts will result aker all reasonable abatement measures have been Incorporated, Identify these impacts Ii this sfxtitrn.
�c Cmrstruedon Impacts - Discuss construction Impacts in the environmental document's section on construction Impacts, d present.

If, because of the scale of the project, the environmental document does not have a separate construction impacts seriatim then the construction impacts shcAid be discussed with the nest of the resource impacts.

When a steal section on construction noIseivibration Impacts is included in the document. it should be organized according to the comprehensive outline an long-term impacts described above- For protects with relatively minor effects, includes a brief summary of Impact_

8.2 Technical Report on Noise and Vibration
The technical re ort is intended to present complete technical data and:
descriptions in a manner that can be understood by the ,general public.but is more technical 'dun the inlcrrrnation found In the errvironmerrtal document. MI necessary background information should be present in the technical report, including tables, maps. charts, drawings. and references that may be too detailed for the envir onmental document, but which arse irepo'tarrt :iri helping to draw conclusions about the project's noise and vibration Impacts and routIgatiorr options.

Include the following molar subJet:t headings and key information described below. If both noise and vibration have been assessed, include separate sections for noise and vibration with subsections for key information as described below.

Additional details on documentation requirements for the technical report of non-standard procedures and methodologies are included in Appendix • Overview - Ircelude a brief description of the project and an overview at the naiseivibratiort concerns to highlight initial considerations in framing the scope pF the study.
• Inventory cd NniseFVlbraticn-Sensitive Sites - Describe the approach for identifying noise- and vibration -sensitive sites as well as the identihred sites and site descriptions. Use sufficient detail to demonstrate completeness- Document results on a map.
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✓ Measurements of fisting Noise;Vibration Conditions
• Drxument the basis for selecting measurement sites, including Gables of sites coordinated with maps showing locations of sites.

Summarize the measurement approach with Jus leatron for the measurement procedur¢s used
• If the measurement data are used to estimate existing conditions at other locations, include the rationale and the method of estimation.

Describe measur rnent procedures in detail,
• Include tables of measurement instruments dixaneritir g manufacturer, type, svrIa1 number, aurd date of most recent calibration by authorized testing laboratory,. Document measurement periods, including the time of day and length of time at each sine to demonstrate adequate representauon of ambient ccodltions_
• Present measurement data in well -organized tables and figures with a summary and interprelaition of measured data,
• JAdditionat Measurements Related to the Project-- Include detailed description of measurements and results for protects that require spedalized measurements m noise- and Abration-serssitive sites.

Examples include:
c Outdoor -to -Indoor noise level reduction of homes
▪ Transmissron of vibration into concert halls and recording studios a Special sour+ levd characterization
• Predictions of NoiselVibration from the Project
• Describe the prediction model used to estimate future protect conditions and specific data used as input to the models, Reference the appropriate section rn this manual. Document any change or extension to the models recommended fn this manual, so that the validity of the adlustments can be confirmed. See Appendix G for more information
• Describe in detail the modeled scenarios and why the scenarios were chosen.
• Tabulate computed W,45 and illustrate by contours, cross -sections, Of shaded mapping. Illustrate noise/Vibration impacts with ham maps at a sr -ale with enough detail to provide reference for the location. • Norkerfibratien Criteria
• Describe the impact criteria for the protect In detail and reference the appropriate section in this manual, Include tables specifying the criteria levels or the figures included in this manual. • If construction noise and/or vibration assessments were conducted, Include the construction criteria in a separate section with the construction assessment details_ See blow !or more information. 'FEDERAL TRANSIT ADMINISTRATION Iua.
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TRAPCT NOISE AND VIBRATION IMPACT AS565M1:NT !MANUAL
• NoiselVbratinn impact Assessment
▪ Dascrtbe the impact asses-rnerrt according to the appropriate noise andfor- vibration impact assessment sections in this manual. • If analternatives analysis was conducted, present a resulting impact inventory for each alternative mode or alignment in a format that allows comparison among alternatives.
• Tabulate the arrventory according to the different types of affected noise- and vibration -sensitive sites, Present the results of the assessment. both before and after mitigation.
• NoiseiVitrration Mitigation
• Begin this section with a summary of all treatments ccnslder~ed, including those not carried to final consideration.
▪ Consider- final canddate mitigation treatments separately and provide a description of the features of the treatment, Including costs, a ected benefit in red idrlg impacts, locations where the benefit would be realized. and a discussion cif the practicality of alternative treatments.
▪ I nclude envigh noise and vibration Impact information to allow the project sponsor and PTA to reach decisions on mitigation prior to Issuance of an eiwiromiterital decision document
• Construction NoisefVlbrart t Impacts
• C cribe criteria adopted for construction noise or vibration if construction noise andlorvibration assessments were conducted, • Describe the method used for predicting c ri traction nOIN or vibration and include inputs to the models such as equipment roster by construction phase, equipment source levels, assumed usage factors, and other assumed site characteristics,
▪ Present predicted levels for noise- and vibration -sensitive sites and idea0y short-term impacts.
▪ In ca -se where construstiaai impacts are identified dscuss feasible abatement methods using enough detail tm allow c+an€trvction contract documents to include mitigation treasures,
• References — Provide reference4 for all criteria, approaches, and data rrsed In the analyses, as well as oilier reports related rn he project that may be relied out for information, e.g.. geotechnical reports. irECJI;RAt. TRAM IT ADMINISTRATION I44
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Tf4J5F+f5fT NOISE AND VIBRATION IMPACT ASSILSMI NT !MANUAL Appendix A: Glossary of Terms
Terminology used throughi the manual is defined in this appendbi.(*alt'1 A -weighting
A standardized lifter used to alter die sensitivity ore. sound level meter with respect to frequency so that tine instrument iri 1E45 iemsitive at low and high frequencies where LINE human ear is less sensitive Abbreviated as dBA Absolute Noise
Impact
Noise that Interkres with aetivftiaa Independent of exiting noise levels and is; expressed as a fixed level threshold_
Acerlerosneter
A transducer that converts vibratory motion to an efectrital signal proportional to the aoteleradon of that motion.

Ambient
The pre -prop= background noise or vibration level which is Often net Interchangeably with "existing anise" in this manual.

Amplitude
Difference between the 4axtremes of an oscillating signal, Alignment
The horizontal location of a railroad or transit system as described by curved and tangent. track
At -grade
Tracks on the ground surface.

Automated Guideway
Transit (AGT)
Guided steel -wheel or rubber -tired transit passenger vehicles operating 3irrgty or in multi -car trains with a fully automated system on Ixed-guideways along an exclusive ROW AGT includes personal rapid transit group rapid transit and automated people mover systems
Auxiliaries
The terns applied ID a number of separately driven machines, Operated by power from the mall engine or efectrirgeneration. They include th mpre ar. radiator fantraction motor blower, and air conditioning equip...cm. ballast neat
A 2- to 3 -inch -thick elesttamer mat placed under The nos mil track ballast on top of a ri d slab or pasted stibIradee
Behest
Granular material placed on the trachbed fur the purpose of holding the track in line awl at surface
bus Rapid Transit
(CRT)
A type of limited -stop bass operation thatreifes ode tedNnology to help speed up the service. Buses can. operate on exclusive trensitways, high-eccupartcy-vehlele lanes, expressways. or ordinary streets.

Catenary On
electric radroadf and MT systems. the term describing the overhead conductor that Is contacted by thtpantograph or trolley, and its support structure Commuter rail
Conventional passenger railroad serving areacf surrounding anurban trntty, Merit commuter ralroark utilize locomotive -hauled coaches, often in push-pull twnaguration.

Consist
The total number and type of cars. locomotives or transit vehicles Ina trainset Contuiuouswelded
rail
A number of rails welded together to farm unbroken lengths al track without gape or joints.

Corrupted rail
A rough condition ttf' alternating ridges and ,grooves which develops on the railItead In service.

Crest factor
The ratio of peak particle velocity to maximum E.MS amplitude in an osdlabrrg a final..

Crlterla
plural form of "criterion,' the relationship between a measure of ereRasura (es. round or vibration level) and its corresponding effect
Cross lie
The transverse member oh the track structure to which the rails ara spiked or otherwise listened to provide proper gage and to cushion, distribute. and transmit the stresses dxf traffic through the ballast to the trackbedf, Crossover
Two humorist with the Vat* betwdan e the hogs arranged to form a Nnonuou passage between two nearby and generally parallel tracks Cumulative The
summation of individual sounds into a single total value related to the effect over tame -
Cut
A terrain feature typically created mallow for a tradbed to be at a lower level than the wrrouatlng gel+mind
IFEDERA1 TRAN IT ADMINISTRATION 195
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
See Decibel.
*A
See A -weighting.
deul6el
The standard unit of measurement for sound pressure fermi and vibration level, Tedinically. a deabel is the unit of level which denotes the ratio between two quantities that are proportional to power: the number of decibels is Id times the lagatitltrtt of this tale. Abbreviated as dB
CHILI
DimeJ-poweref mrleipJle uric See Multiple Unit
DNL
See Le,.

Elattri tiara
A term used to describe the Instatladars of aver head wire or till d rail power distribution facilities to- enable o ration of trains.

Embankment
A bark of earth, rock or other material constructed above the natursl ground aetrlace.

Equivalent level
The level of a steady sound. which, Ina stated time periodrid at a stated l ocadon. has the saute sound enema as the time-vartfizs sound. Also, written as L.T Event
A pasaby of a vehicle (e.g., train, bees, or car) of any sale consist FillilbOat of
A transit mode comprised of vessels to carry passengers andi'or vehicles over a body water.

Fired -Odeon),
A public transportation facility with a separate RCW for the exclusive use al public transportation and other high -occupancy vehicles,
Range
Tise vernal projection along the Inner rim of a' wheel thrptsetvee, together with the corresponding projection oldie mating wheel of a wheel set. to keep the wheel set on the track
Aaateng slab
A spetfa1 track support system for vibration Isolation. consisting of tonere a s1aSs supported on resilient siemens, usually rubber or similar elastonuer_ Force density
Force density Is the farce per root &stance along the track lib chit'"-. The lord density levet it the level In decibels of the farce dummy relative toI Ih!k e ' and describes the vehicle farce that excites the soil/rack surrounding the transit Structure.

Frequency
The number of times that a periodically occurring quantity repeats itself in a specified period. Whit reference to rtUite and vibration nark, the number of cycltn per second
Frequency apectrum
Distribution of frectuLency components of a noise or vibration signal.

Frog
A tract structure used at the intersection of two running rails to provide support for wheels and passageways for their -Rangers, thus permitting wheels an either rail to crass the other_
Gage (of track)
The distance between the ails on a track,
Grade crossing
The paint where a rail line and a motor vehicle road intersect at the same vertical edswadon
Guideway
Supporting structure to forma track far rolling or magnetital'llr-lemated vehicles, Head -End fkaw er
(l - Eli
A system of furnishing electric power for a complete railway train from a single generating plain in rho locomotive
Heavy rail
See hail Eloped Transit
Herb (Ht
The war of At*indc or Nba°atlon, frfiriuncy r 6retendn[ eyclat par second.

Hourly average: sound
level
The time -Rmr agwd A -weight i sound level, over tr I hoir period, usually calculated between inteJral hours. Abbreiiated as 1_,ii,,,_
Hybrid Bus
A rub r -tired vehicle that features a hybrid Teasel -electric prcip ion system -7 diesel engine runs an electric generator that powers the entire vehicle including electric drive mouses that deliver power to the wheels
id1
The speed at which an engine run when it is not under road_ lnMrmediatc Capacity
Transit OCT) than
L transit system with less eapadty than rail a gird transit (RRT),iiur more raparlty typical bus operations. Examples of lCT include bus rapid transit (BRT), automated guideway transit (AGT), monorails, and trolleys lnterm+odal facility
Puna ice. ct twao or more modes of Erausp.ortatluta wham transfers Kay occur Jointed rail
A system of loirirrg rails with steel numbers designed to unite the abutting ends a contiguous rails.
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TRANSIT NO1SE F.ND VIBRATION IMPACT ASSESMENT MANUAL
gem
See i-surly Average Sound Level.

La
Pay -Night SortedLevad. The sued exposure lewd for * 24 -hour day osinulaterl by adding tire sound exposure revel obtained during the daytime (7 ant to ICI p.m.) to I times the sound exposure level obtained during the nighttime (I0 p.m. to 7 a.m.).

This unit is used throughout the United States for ensironniental impact assessment Also, written as DNL
*ice
Equivalent Sound Level The metric hr cumulative noise exposure over a specific time Interval Is the equivalent sound levcl
Light Rai Transit
Amracleofpublic trencheikhrrarled.rTalc-c.n multiple wets np.,reting.n,a d xe
traffic can&etions on streets as we/ as sections of exclusive ROW. Vehicles are gesreralIy powered by electelctty from overhead lines.

Locomotive A
self-prrapeped, nt-revamue rail vehicle deigned to convert curare! or mechanical enery Into tractive effort to haul railway care. See also Power Unit, Ham Tine
The principal line or lire of a railvmy,
Hagler
agtretically-levitated vehicle; a vehicle or train of vehicles with guidance and propulsion provided by magnetic. fortes. Support ran be provided by either are electrodynamic system wherein a moving vehicle is lifted by magnetic forces induced In the guideway or an electromagnetic system wherein the magnetic 'Aim forms are ecelvely energized fir 1.11& guideway.

Maedmunt sound level
The higlreet el onential-t1rR1e imerage sound level, in dedbels... that occurs during A stated time period. Abbreviated as L... The standardized time periods are I second for Lai. slow, and 0, I25 second for Law, fast.

Maulc
Heasurement value ar ei queenGrovedescriptor used to identify a epeeite meesur t�f sound level.

Monorail
Guided transit vehicles oeeriting on or suspended from a simple tali, beam, or be.

Mrldmodal
In this inarrual, the term multiaxial project is used to describe a project dui Includes changes to both transit and highway components in segments of the project luldple Unit (Miii)
A term referring to the practice of corapfrng two or more d/esd-powered or elasvk- powered passenger cars together with provision ler controlling rice Erection motor's on all units from a single controller.

NO ese
Arty disagreeable ran undesired sound or other audible disturbance, t3r3tave hared
Astandardized division of a frequency spectrum in which the Interval between two civisions is a frequency redo if 2
One-Ylrird octave
band
A Standardized &Wish of a hcqueney sprctrum In which dui octave bands ere crrvided into thirds for more detailed information. The interval bettreee center frequencies le a ratio of 1.75:

Pantograph
A device far taltecring current from an overhead canductcr (catenary) censteeng cif a jointed frame held up by springs or Compressed air and having a current Deflector at the tap.

Park -and -ride lacilig
A Rating gau-age andlor lot used for parking passengers automobiles while they roe transit agency facilities acrd',eludes.

Peak factor
See Crest factor.

Pan -and -profile
Il ppiug used by traneportatlao planners that shows erecoecimensional plan Mews (ro and y axes) on the same pg as two-dimensional profiles (x- and z-axes) of a road or track
Peak Particle Velocity
fPPV)
The peak signal value of an cvs-EAl ing reflretierr velocity wav k . m, fiscally ex -peened in in€he~ second in the United State&
Peak-tn-Peals (P -Pi
Value
Of an oscillating quantity, the algebraic difference between the extreme valves of the quantity,
Power ink
A self-propelled vehicle running on rails and having Darr or mote electric r,...terrz slut drive the whetfs and thereby propel the locomotive and train. lire motors obtain electrical energy either from a rail laid near, ben instigated from, the track rails. or from a wire suspended above the trade. Contact with the overtlead wire es made by a pantograph nniiuntcd on top elf the unit
Project segment
portions of a project with similar characteristics,
'FEDERAL TRANSIT ADMINISTRATION IP7
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TRANSIT NOISE F.ND VIBRATION IMPACT ASS-MI.0Fl4T !MANUAL Pure trans
Sound nr a single frequency.
ltatiias of curvature
A measure I the severity of a tome lea track sox -Owe based en the length of the radius of a tilde that would he formed if the curve were 'minimised, 'tall
A rolled stet shape, commonly a T section, designed to be laid read to end in twa parallel lines on cross ties or other mutable to its to forma track for railway roling,ntaack.
(tail R#pfd Transit Often
{atRTj
called "Heavy Rail Tra9rsir" A mode of public transit with tracked ve1idesin nr lbpfe unitoperating in exclusive rights -of -way. Trains aregenera"Ily powered by elearlclty from a third rail alongtide the track.

Re e w-i
ed,
A suborner y fo •field position at which Roder or Abeadon levels are specified, Ref:dive Nrnae impact
No;r Inrrerasr at}c+or #,rlkt$ng ltv4h,
Resonance frequency
_
The phenomenon drat occurs in a ttrucwre under conditions of forced vibration such that any change In frequency of excitation results in a decrease in response.

Right -of -Way
Abbreviated as ROW. Lands or rights used or held for railroad or transit operation Rost Mean Square
{ems}
The square root of the mean -square value of err caicfJladng wavefdrnt where the mean square value is obtained by squaring the value of amplitudes at each Instant of time and then aver iNthese xalues over de sample tame
RMS Velocity Level
(Lir
See Vibration Velocity Level,
SEL
See Sound Exposure Laved,
Sound Exposure Lend
The level of sound accumulated over a given time interval ar evert. Technically, the sound exposure level is the level of the time -integrated mean square A -weighted sound for a stated time interval or event, with a reference time of curse second.

Abbreviated as SEL
Stain
A phyaicaf disturbance in a medium that is capable of being detected by the human ear,
Spectrum
See Frequency Spectrum
Sub -ballast
Any material of a superiorcharacter. which is spread on the hotbed subgradc al the roadbed and below the top -ballast, to provide better -drainage. prevent upheaval by Irrasc and hettret distribute the load over the roadbed_- Subgrade
The finished aortae, of the roadbed blow the ballast and track.

F. ,,urbafr l
A bur similar to an intercity bus with high-backed teats but no luggage compartment, often used in press mode to city centers from suburban locations.

Swarth
A trade structure used to divert rolling stock freer one track to another, Tarient trade
Tracks without curvature.

Track
4n 'assembly tsi rail, ales, earl Isatenings over which cars. locomotives, and trains tae mowed_
Traction mater
A specially designed -direct current series -wound motor onounted .an the trucks of locomotives and sell-pr-opulted cars to drive the axles Taal met
A grown of coupled cacti rwltIredl ng AT least name power unit, Transducer etc)
Device designed to ruscelve an Inpr+t signal of A given kind (motion, pressure,. heat and to provide an output signal of a different kind (electrical vrolta1 amperage, rte) in such A. manner that dewed chat cterlstics et the Input signal appear hi the output signal for measurement purposes.

Transfer motility
Transfer mobility is the complex velocity response produced by a point force as a tumorous of frequency and represents the relabtanrhip between a vibration source that Emotes the ground and the resulting vibration of the granted surface.

Transit center
A fixed location where passengers interchange from one route ar vehicle to another Trolley bus
A rubber -tired, electrically -powered bus operating on city-ittreete drawing power from overhead fines..

Truck
The complete assembly of parts including wheels, axles, bearings- side frames. baalste brake rigging, springs and ill associated connecting components, the function of which is to_provide support, mnbiii9,- and guidance to a rairoad car or locomotive.

Trunk line
See Mainline. The maintne of a tnmmn ter railroad where the branch fine vatic is combined,
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TRANSIT NOISE AND VIBRATION IMPACT ASSESKENT !MANUAL
Turnout
An arra..gcnnent of a Wwlach and a frog worth closure rails. by niaartr of which rolling stock my be diverted from one track to another.

VdB
See We soar. Vebdty Leval_
Vibration Vrlkdty
Level (LV)
_
Ten dines the common logarithm of the ratio of the square of the amplitude of the Pis nbrauioa velocity to she square of the amplitude of the refeserxa RAtS vibration veloolsy._ The reicnco velocity do the United Shoes Gs one micro -loth per Sewn L Abbreviated as VdB,
kehrr Irian
An osciilatian wherein the quantity Is a parameter that defines the motion of a moxhint al system
vVfreed list
A laxAired fiat Area on n steel wheel of a rail vehicle. ttsrtep -by skidding on steel rails, causing a discontinuity in the wheel radius..

Wheel squeal
The noise produced by wheel rail interaction. particularly on curves where the radius of rrrrrature .s smaller than allowed by the separation of the aides on a wiled sec AddAlenat re act aUowstfc rerrninabry and lei reel* air defeied In AN$ $3,t-- 9414 4491 'FEDERAL TRANSIT Ai3MINt5TRATI}CI
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMENT !MANUAL
Appendix B; Fundamentals of Nose
Bloke k generally considered to he urwwanted sound. Sound is what we hear when orr ears are exposed to small pressure fluctuations in the air. There are many ways in which pressure fluctuations are generated, but typically ttbey are caused by vibrating movement of a solid abjlect, This manual uses the terms noise and sound interchangeably because there if no physical difference between therrr. Noise can Ise described In terrors of three variables: amplitude (loud or soft); frequency (pitch); and time pattern (variability).

B.I Amplitude
The loudness of a sound is described by the sound wave's amplitude of pressure fluctuations above and below atmospheric pressure, Pressure is measured in Pascals. The mean value of the positive and negative pressure fluctuations is the static atmospheric pressure and is not a useful metric of sound, I-fcwever, the effective magnitude of the sound pressure In a wound wave can be expressed by the rms of the oscillating pressure. See Figure - I for an like tration of the rms pressure.

The rms pressure is calculated according to Eq. 8v I . The values of sound pressure are squared and time• averaged to smooth cut variations. The rms pressure is the square root of this tonne -averaged value_ 1 Prep, = IiV �!
r=t
where-
err s = found pressure
Pr = irtdiodUal sound press ui e
= number of samOne
= I = index olsummation
Eq. B-1
Figure B -I RMS Pressure Illristra ion
Most humans with typlal or average hearing can perceive sounds ranging from approximately W minroPascais to 40 million rmicroPas:cals or more. Because of the difficulty nn dealing with such an extreme range of numbers, acousticians use a logarithmic scale to describe sound levels., Acousticians use a cQrnpressed scale based on logarithms of the ratios of the sound energy contained in the wave related to the square of sound pock -sires instead of to sound pressures thernseives, resulting in the "sound pressure level°" in deciibels (dB), The 'B' in dB is always capitalized because the unit is named after Alexander Graham Bell, a leading I9th century innovator in commrxiieetion, IFEDERA1 YRAMIT ADMINISTpATIV4 141)
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TI AP,I51T NOISE AND VIBRATION IMPACT ASSESM NT !MANUAL Sound pressure level {L,) is defined as:
2 Lt r0fo8tu�z s'}:trr
Prer
L = 20dolJ,o(—
p"'rns) t1S'
prr�
= sound pressure level, dB
= RMS sound pressure
= 20 rnicroPasrale
Eq. B-2
Inserting the range of sound pressure values mentioned above into E. B-2 results in a typical quietest sound at 20 microPascals at 0 dB. A typical loudest sound of 20 million rricroPascafs Ls I24! dB.

B. i _ I Decibel Addition
The combination of ma or more sound pressure levels a a single Iomtian ragtdres decibel addition, which is the addition of logarithmic quantities of sound energy (N.).

To add sound energy from multiple, teuque sources, add the sound energy as shown Eq- B-3. pax * ph4}
Lr = 10loyta( Z
�ra1
where
Eq. B-3
, =mind pressure levet dB
pi,pa,pn _ individual source PPS sound pressures to add pro _ 2a,n croPas€ais
A doubting of identical sward sources results in a 3 in€cease, as shown mathematically below.

Lp = 1Ciingio(2 r r)
=Y6lry,n rz)4.1Cilr,r,rr(2)
�rrr�
2 p

1.010Atni r+as) + 3
�' ra
To add decibel levels (Instead of sound energy) use the following equation' where
au
lr; = 1(1ir)flsn( 1Our:;.Iru) )
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TRANSIT NO1SS AND VIBRATION IMPACT AS565M NT !MANUAL
sound pressure laird, dB
= number of samples
= index of summation
= individual sound pressure levels, dB
= sound pressure level, dB
= individual source sound pressure levels to add
The equation above can be rewritten as follows:

Moth 0(104+104+...+1OT )
where
= individual source sound pressure levels to add
Decibel addition can be quickly approximated using Figure B-2_ t2
a
{ ✓1 IC 1p 1♦
COMM* ri NOW.

Ileeneein Tool sus lb Flo i1rldbd
10 Figure B•2 Graph for Approximate Decibel Addition
Eq i3-1
ZC
FECJ�RA1 YRANIIT ADMINISTRATION 2r-
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TRPMI T NO1Sf AND VIBRATION IMPACT ASSESMEN T !MANUAL
Example B- I Decibel Addltk n — identical Buses
Decibel Addition
What is the combined sound pressure level of two identical buses the noise from one bus resulted in a sound pressure level of 70 dB?
Since a doubling of eloitluJ sound =won results In r 3•dE Increase; -73d1I
Example El -2 Decibel Addition Two 5olttTes
Decibel Addition
What is die combined sound pressure level of 84 dB. and 60 dB.? Using Eq. a-1:
= 1lblu,gre-flCYannnt 1CI"re+rnl
= ii55riti
Using Figure B-2:

The x-axis values represent the difference between the two sound levels. 64 and 60 dB. The difference between the snunrl levels, Iri this exampi'e Is 4. The pant are the curie a rrrespundug to 4 on the x• emu k IS. The yoxis values represent the increment that is added to 'the higher lervel.

P.N - b4+ 1.3
=tir5dt3
B, I -2 Frequency
Sound is a fluctuation of air pressure. The number of tames the fluctuation occurs in one serorid if caQled Its frequency. In acoustics. frequency Is quantified in cycles per second, or Hertz (Hz). The hawing far a typical human covers the frequency range from 20 Hz to 20,440142..

Some sounds, like whistles„ are associated with a single frequency; this type of sound is railed a purr toneHowever. most °Item noise is made up of many frequencdcs, called a spectrum. Analyzing a noise spectrum allows for identification of dominant frequery ranges and can assist In Identifying noise sources_ Often a frequency spectrum is divided into standardized irequericy bands, f obi arsilysls_ Most commonly. the frequency hands for transit analyses are octave bands (where the interval between two dMSionS is a frequency ratio of 2) and one-third octave band (where the Interval between center frequencies is a ratio of I.25pni
If the spectrum associated with a transit noise source is dominated by many low -frequency components, the noise will have a characteristic like the rumble of thunder. this is often associated with noise from a subway. Mid -range frequencies are often associated with wheel/mil noise, and high frequencics may be associated with wheal squeal due to sharp curwes on a tracdc, The spectrum in Figure Pi -3 illustrates the full range of acoustical frequencies that can occur near a transit system. In this example, the noise spectrum was measued near a train on an elevated steel structui e w Ith a sharp curve.

FE0ERAL TRANSIT At3MINt5TRATKH 1 11x7
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r
j
1 J
4 110
100
mo
TRANSIT NCHSE AND VIBRATION IMPACT AS565MrENT !MANUAL
30 Mr* ND WO X05 4cocc Kora
Otero* Sand Wilmot llrein on lam** Stn mm. ► z
Figure B-3 Noise Spectrum of Transit Tradn on Curve and Elevated Structure The human auditory system does not respond equally to all frequencies ct sow, for sounds normally heard In our environment, low frequencies below 250 Hz and frequencies above laf:1OO I-lr are generally considered less audible than the frequencies In between. This is because our ears are i s sensitive In those areas_ To better represent human hearing frequency response functions were developed to characterize the way people respond to different frequencies, These are referred to as A, B-, and C. weighted curves and represent human auditory response to normal_ very loud, and extremely laud sound levels, oe.pectively. Environmental noise Is generally considered to be in the normal soured level raing, and, therefore, the A -weighted sound level is considered best to represent thehuman remponse The A . weighting curve is shown in Figure B-4_ This curve illustrates that sounds at 50 Hz would have to be amplified by 30 dB to be perceived as loud as a sound at 1000 Hz at normal sound levels. ''FEDERAL TRANSIT ADMINISTRATION N 2IH
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TRANSIT NOSE AND VBRATTON IMPACT ASSESSMENT 'MANUAL
J
40 to i 100 t S Woo
Rsgooney tHil
Figure B-4 A -Weighting Curve
! S it On...

Low frequencies have longer- wavelengths of sound (cycles are Iess frequent) and, conversely. high irequerrcles have shorter wavelengths jtycls are more frequent}. The size of the wavelength in feet is dependent on frequency and speed of sound as follows:
where
1 = c
J = irequency in cycles per second. Hz
A = wavelength, It
L = speed of sound. ftrsec
Eq. B-5
The speed of sound in air varies with temperature; but at standard conditions. it Is approximately 1000 ft per second. Therefore, at standard conditions, a frequency of ICOO Hz has a wavelength of I foot and a frequency of 50 Hz has a wavelength of 20 ft. The scale of these waves explains, in part, the reason humans perceive sounds cif IO30 Hz better than those of SO Hz. A vravefength of I foot is similar to the site of a persons head; wlier'eas, a wavelength of 10 ft is similar to dimensions associated with a house, which is why tfsw-frequency sounds (such as those from an Idling locomotive) are sometimes not attenuated by walls and windows of a home. These sounds transmit indoors with relatively little reduction in strength.

B.I.3 Time Pattern
The third :Important characteristic of noise is its variation In time. Environmental noise is considered to be a combination of all outdoor noise sources. When combined. sources such as distant traffic, wind in trees, and distant irxlustrfal or farming activities often create Iow•level background noise In which w particular individual source is identifiable. Background noise is often relatively constant from moment to moment, but varies slowly over time as rratur l forces charge or as human activity follows its daily cycle.

In addition to this low-Iesel, slowly varying backgrourxf noise. a srtccession of identifiable noisy events of relatively brief duration may be added. Thew events may include single -vehicle passbys, aircraft Ifyovers, ifEDERAt. TRANSIT A NINtsTRATION 19§
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TI4RFr[5rf NOISE AND VIBRATION IMPACT ASSE35MENT !MANUAL screeching of bral<es, and other short-term events, which all cause the Name level to substaretEdly fiurtuate from moment to moment
It is passible to describe these fluctuating noises in the environment using single -number metrics to allow for manageable measurements, computations, and impact assessment. The search for adequate single -number noise rryetrlcs has encompassed hundreds of attitudinal surveys and bboratory rxpariments in addition to decades of practical experience with many alternative metrics.

B.1.4 Noise Metrics
The noise metrics referred to Iii this manual are described IIr the sections imlaw, B.'1.4. I A -weighted Sound Level: The Basic Noise Unit The basic Iroise unit for transit r otse is the A. weighted sound level and is described In ANSI S I.1-1994 (49) It describes the noise level at the receiver- at any moment in time and can be read directly from noise -monitoring equipment when frequency weighting is set to A-weightIng. Figure B -S shows examples of typicatl A -weighted sound levels for both transit and non -transit sources, ranging from approximately 30 dBA (very quiet) to 90 d3A{very In id)
The unit dBA denotes the decibel level is & weighted. The letter 'A' indicates that the sound has been filtered to reduce the strength of very low and very high -frequency sounds to emulate the human response to sound levels as described In Appendix B. 1.1 Thds allows for events that are out d the range of human heating such as hlgh-frequerncy dog whistles and law -frequency seismic disturbances, to be filtered out. On average. each A•weighted sound level increase of 14 dB corresponds to an approximate doublingnf sv.rkrfective loudness.

A1 -weighted sound levels are adopted as the basic noise unit fog- transit noise iri p ct assc�stnents because they
• Can be measured wily.
• Approximate the human ears sensitivity to sounds of different frequrencies, • Match a ttitudirral•survey trts of annoyance better then other basic units, • Have been in use since the early I930s. and
• Are endorsed as the proper bx1,5K emit far environmental noise by most agencies concerned with commulnity noise throughout the world.
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TI4AMIT NOISE AND VIBRATION IMPACT ASSE SMAENT !MANUAL
Trs,rall km
Ad %acme►¢/ 4t w
11� 6 INssAlta ttiM U6es
27�ilitr� —
tie141► w.ra
aftelkewit goo.

Mrs lnrras awttturwsQanwar
Meal Ilikellhailk
tiMtrattYA 06.1.

Os6rar7
- t wwt6�rn —
wa aus..+e.

RomFaw Wm.
arc carnwr
Loot tame
err
Figure l -s Typical A -weighted Sound Lerch
B.I.4.2 Maximum Sound Level (L.. } during a Single Noise Event Asa transit vehkck approach , passas by, and then recedes into the distance, the A -weighted sound level rises, rues a maximum. and that fades into the background noise. The maximum A -weighted sound level reached during this passby is called the maximum sound level, i441 abbreviated here as Lou:

L. is Illustrated in Figure B-6 where time is plotted horizontally, and A -weighted sound level Is potted rrerticaily,
Although t..va k commonly used in vehacte-noise spedAmitions,'"' it k not used far transit enwronmentzd noise impact assessment L„,„„, does not include the number and duration of transit events, which are important for assessing people's reactions to noise. It also cannot be normalized to a one -hoar or Z4-hrour ctmulatire measure of impact, and therefore, is nut cortdi,cive to 4ymparkQr. among different transportation modes. For Example, cumulative noise metric commonly used in highway noise assessments are t ,.,and Luc. the noise level exceeded for I4 percent of the peat hour.

For noise comphance tesu of train lent saurees. such as moving trid1601 vehicles under controlled cardnians with soicotii wheel wad rail cnnditwmr. L . h typically rrwe*satred with the soured level meter's time weightint set to "WC However for tents of tontmuous or statbrry traioit swum kit usuelil snore viola prkith to use the "claw" totting. When set to "slow sound level metersitt4ncne same ❑f the very-tsertsient fluctuations. which are negligible when arresvnigthe overall noire level �EC+ERAL TRAIT AC Hlhill TRATION 107
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t .fill
�
Figure 6 6 Typical Transit -Vehicle Passby
B.I.4.3 Sound Exposure Level (SEL): Exposure from a Single Noise Event
Sound exposure level. abbreviated here as SEL. is the cum ulati re noise exposure from a single noise event, normalized to one second 449). SEL contains the same overall sound energy as the actual varying sound energy during the event. It LS the primary metric for the measurement of transit veNcle noise emissions and an intermediate metric in the measurement and calculation of both L.,,FMfarrd L The SEL metric is A. weighted and is expressed in the unit dBA.

This concept is Illustrated In Figure B-6 and Figure B-7 where the shaded regions are the sound exposure during and event. The example in Figure B.6 is a transit -vehicles passby and Figure B-7 is an example of a fixed -transit facility as a transit bus is started, warmed up. and then driven away. For this event, the noise exposure is large due to duration of the event.

SEL is an A-wverghted cumulative measure that is referenced to one second. Louder events have greater SELs than quieter events. and events of longer duration have greater SELs than shorter events. This is generally consistent with community response to noise. Noise events of longer duration are considered mare disruptive than events of shorter duration with equal ma irnim A -weighted' sound levels. 1 {
a0
7p _
a
SEL . #94
Figure B-7 Typical FLNed-Facility Noise Event
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TRANSIT NOISE AND VIBRATION IMPACT ASSESMi:NT !MANUAL
Conceptually. the sound exposure level can be expressed as:

SEL = 101n to4Dotais ui rn d energy?
during the event
Matherdatica€ly. the sound exposure Ievef k computed as follows:
where
SEL = I010lrl(X jQkLiilu))
t
SEL = Sound exposure level, dBA
N = h.mbet of >a mpkt
= index of sulrtaut on
= indlwiduil A•weight.ed sound level, dBA
Eq. B-6
The events shown in Figure B-6 and Figure B.7 are compared graphically in Figure 8-B using a logarithmic vertical scale. The shaded zones in these figures indicate noise exposure over time. The actual event shows the noise exposure over the time of the event, and the equivalent SEL shows the total nose exposure normalized to one st and Note that everas I arid 2 in Figure B-8 have different time periods and raise Fev;ls throughout the event, but the same resulting SEL.

SEL is used In transit noise analyses because it
I _ AtCOLIV is for both the duration and amplitude of an event, 1 Allows a uniform ass�ssantant method for both transit -vehicle passbys and fixed -facility noise events, and

3. Can be teed to calculate the one -hour and 24 -Moir cumulative metrics far cotnpanson across different transportation modes.
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&qu i L,srar same rot
Snots Memel
Ewen a um*, tossoq aw 10.rs
to LWOW OutM01
Taw nies
r taK ,
1 Om
Figure f3-4 An Energy `AV*, of Noise Events
B.1.4,4 Equivalent Sound Level (L,„1,,,)
The metric for cwrulative rioise exposure over a specific time interval is the equivalent sound level (49).

It is a single decibel value that accounts for total sound energy from all sound levels over a specified time interval (or time period). The time period associated with the equivalent sound level metric can vary for different typeN of analyses, This metric is abbreviated as L.. where 't' is the duration of the time period L i represents a hypothetical constant sound level and contains the same Overall sound energy as the actual varying sound energy during the time period '"t". For most transit noise analyses, an A - weighted. hourly equivalent sound level is used, abbreviated here as L .,m.,. $.41.1 13 expressed in the unit dBA.

Figure B-9 shows examples of typical unmitigated hourly both for transit arid non -transit sources ranging ft orn 40 (quiet) to 80 dB (loud). Note that these Loin's ,;'s depend upon both the number of events during the hour as well as each event's duration, which is affected by vehicle speed- For example, doubling the number of events diving the hour- will increase the L , iw,by d decibels, as Will doubling the duration of each individual eyvcnt.
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iGommrrr "roam Wein
it immolate ale woo Oros
0•••••r mg Y +7i
• moo
IM iwrye iowr • C Nib
%Pimo y
No &moo lidos tom N
'IMP elle
Mom,*
Irk
o
- tilloient
a— SUP*
�— • gyp0 i/Mlrtrr elm
- :Ciro ttirari# Petal
Figure la -9 Typical Hourly Ib•l "s
An example of sound levels over time for a single mdse eat such as a train passing on nearby tracks is Illustrated in the top frame of FIgi a B-IU..As the train approaches, passes by, aiid then recedes Vito the distance, the A -weighted soured level rises, reaches a maximum. and then fades Into the background noise- The aquivaleret sound level is shown for three different time periods Figure B- la The area under the curve in this top fi is the noise that reaches the receiver (noise exposurel over this five-minute period The center frame of the figure shows sound levels over the one -hoer period, including the five- minute period from the top frame. The area under the curve repa-esems the noise sure for one hour. The bottom frame shows sound levels over a full 24 -hour period and is discussed in Appendix B.1.4.5.
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*
rd—
24 ► ows
w
ON
1 ry
Leg °3 rrrn, .66 tlak tli
•
Lrsc 11 fit'
_ Legit ietl
Ldp ■ G tElk
LM4'4Ili) •di*MA
I M q(1 m"'�1
i � fJ
0 I L i1Af1
ohlowijii4
*
Mr M• '. •r ,w aNs ..r r_7 ens .rw $
i A+warteo trxr+7 l ■!vr VarApn two I ?LAN* ' Rrl6C
Figure tt-i4) Example II weighted Sound Level' 'Tim e Wistorles Conceptually. the equivalent sound level can be expressed as:

TntM Sounil Energy
49 CI) 19fuyla( Time Period )
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TRANSIT NOISE AND VIBRATION IMPACT AS565M1:NT MANUAL
Mathernaircallythe equation is as follows:

Lcrf t+ /Io1
r lt)
r=l
where

4...4 = equia4ent sound level of time period "t", dBA
T time period. sec {3600 for an hourly Ltrgi, i)
N = number of samples, sec (3640 for an hourly Lanus)
f = index of summation
Li = individual A -weighted sound level. dllA
The equation above can be rewritten as follows lar a one -hour time period L� (1h) = To [Total Sound Energy in 1 hr] —35.6
where

35.6 = numerical adjustment for a time period of I hour I Clog 4(t») Eq. B-7
The sound energy is totaled over a full hour (3600 smconds) and is accumulated for all noise events during that hoer_ When computing the equivalent sound level for a time period other than cane hour, T Is modified in the equation to fie duration of the time period in seconds. The numerical adjustment (35.6) accounts for time period or interest, In this case, one hour.

An alternate way for computing 1...goilkrifor a series of transit -noise emits using sound a posrre levels can be expressed conceptually as follows
,Energy Sion of
Lou(10=lilduJdto uf!SELv )-35.6
Mathematically, the equation is as follows:
where
1 Ni
£rr:(C) a 10Io9tu(T 10(5ELiflej)
r=1
Lws,'
T
N
SEL
= equivalent sound levrI of rime period "t'. dl3A
time period. sec 13400 for an hourly Lwow))
= number of sample sec f 36tk0 for an hourly L.4,i.,,)
= index Qi summation
= individual soured evosure IeveL dBA
Eq. B-$
Hourly adapted as the measure a of cumulative anise impact for non -r sldentlaf land usr(those riot Involving sleep) because Lq„ems:
▪ Correlates well with speech Interference In e>anversation and on the tel hrane - as well as internaptian of TV, rnideo, and music enjoyment;
■ Increases with the duration of transit events;.
• Accounts for the number of transit events over the hour, which Is also Important to people's reactions; and
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* k used by die Federal Highway Administration In assessing highway -traffic anise irnp ct_(Thus. this noise metric can be used for directly comparing and contrastmg highway. transn_ and rnuktirnadal alternatives).

B. I.4.5 Day -Night Sound Level (L,in : 24 -Hour Exposure from .A11 Events.

The metric for cumulative=_ 24 -hour exposure is the Cray -Night Sound Level, +om abbreviated here as It is a single, A -weighted decibel value that acco&jri for total sound energy from all sound sources over 24 hours and is expressed in the unit. dgA. Events bete r 14 p.m. and 7 a,rn, are increased by PO dd to account for people's greater nighttime sensitivity to noise, Figure B- I I sho+ws examples of typical L i- s, both for transit and non -transit sources, rangiaig from 5#I' to BO dB. where 50 is considered a quiet 24 -hour period and 90 a laud 24-horir period, Note that these La's depend upon the number of events during day and night separately, including eachevent's duration, which is affected by vehicle speed.
anansuggiomps
trrrr. OOP fig O

WOW SNIP
Rai IlostArt:64
t+t4 frrr WSW—.
fARirlir vinningepas
Woo UA I= —.

VA um mist

LAD IINAINIVIN VOW
. _ m om.. Cif
NW, w4/ ri.r..rAMum
d». r r r i..
ts[ru.s r.00lliMALbin
Figure B- G I Typical Loa's
Siam Impaims. Aims
example of sound level variation over 24 hours is visualized in the bottorn frame of Figure B- Ifl. The area under the curve represents the receiver's noise exposure over the 24 hours, Note that same vehicle passbys occur at night, when the badcgro+nd noise 6 typically lower and the ID dB adjustment Is Applled_
Conceptually. the day -night level can be expressed as:

Toted Sound' Encryu`o❑i' Wrath,,, X Total Sound EnerN 'mwlrt Leh=1Ol)yicr(1'ln-iv Pet -kith )
Pet -kith," (seconds) + Time Pc.rxtett,vr�nr (seconds)
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Mathematically, the equator Is as follows;
av Air
Lr.r I = 14du,4ta{ra ti x 1b(.+,a.r/1i) + Trr
r=1
when!,
Ldu
rid
ti
Ld,t
r,r
M
ti
LAL1
Fli
ed
i rtj,rk
tf x 10RLr4N.I n)/to))
= Cumulative 24 -hour exposure (dayarlght tumid Ieuell tMA = tiiue period dining thedaytime, between 7 am. and 10 ip.im. sec (54,404) = number of samples during the daytime ,(54,04O)
= index of summation
= time intern( of measurements in seconds (I )
individual A -weighted sound level during the daytime, di§A = time period diming the nighttime, between 10 p.m. and 7 p.m. sec (11400) number o1 samples during the nighttime 02,400)
index Q,f summation
= time iaiteneal Ql measurements. vet ( I )
= indi idual A -weighted sound level during the nighttime, dEA = nighttime noise i dligtment ( IQ dB
The equation above can be rewritten as follows;
dyi ± 1OiergTai (15 • Turnd 5utcnri Energy.'"). + ('} . ra.r4r. u • Tv[ of Sound Enerayrn. }l — 4'9.4 €q. B-9
The sound energy is totaled over a full 24 hors, and the sound energy is accumulated from all noise events daring that time period. The numerical adjustment (49.4) accounts far dime period of Interest fir this case, 24 halos.

An alternative way of computing La. from twenty -for hourly L.ai ms's can be expressed conceptually as follows;
FoergY start of Energy sum of
dnytdrri#, ilotrriy Letts + (nda1,", " rlighttilrie, hourly Legs) Ld„ — 10iatltq( )
Mite period (seconds)
)
The equation above t2811 be rewrItttsi5 as;
Energy strm o f Energy swn of
daytime, hourly Lugs+ (nr dp,n ` nighttime, bourne Legs} Loin - 14108td( fi409
3590 )
The equation abo+re can be reduced further and rewritten as:
< 11]!tt ( EittBy btifrd rr f + }t Energy senor r} f — 13.ii Lam. 91D aydjmr, hetttrty Legs ( r"2p,n ni, httime, hm riy Legs' Eq. v-I�'
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La due to a series of transit -noise events can also be computed in terms of SEL The equation below assumes that transit noise dominates the 14 -Four noise environment, where nighttime SELs are increased by ID dB before totaling:

L lttf n Energy stun u f rt Energy stun of , _ 44.4
nn � 3tar iiif duytimv SELS ad.I trti nitOttime SEI„5-01 Eq. B -I I
L.A., Is adapted as the measure of cumulative noise Impact for residential land urses (those Involving sleep), Faecaus it:
• Correlates well with the results of attitudinal surveys of residential noise imp a • Increases with the duration of transit events
• Accounts for the number of transit events over the full twenty-four hours • Aecorrnts for the Increaser) sensitivity to noise at night, when most people are asleep • Allows composite measurements to capture all sources of coin' raty noise combined • Allow quantitative comparison of transit noise with other community noises • Is the designated r netric of choice 4F athtr Federal agencies (e.g., HUD, FAAand El'A) and has wide international acceptance
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Appendix C: Background for Transit Noise Impact
Criteria
The noise criteria presented In S+actioeb 4. I of this manual have been devekaped based an well. documented criteria and research on human response to community noise, The primary ;gals in developing the noise criteria'were to ensure that the impact limits are firmly Founded In scientific studies, rwlistically based an noise levels associated with new transit prefects, and represent a reasonable balance between corrvriunity benefit acrd protect casts. This appendix provides background information an the development of these criteria.

C. I Relevant Literature
The following is an annotated list of the documents that are particularly relevant to the noise impact criteria:

U.S. EPA's "Levels Doutmrent"74:,
This report identifies noise levels censisterit with the protetthon of puhlle health and welfar Realest hearing loss,. annoyance, and a€tivity interference, It has been used as the basis of numerous community noise standards and ordinances.

Committee on Hearing, Bio coustics and $iamechanies (CHABA) Worldng Group 69, "Guidelines for Preparing Environmental Impact Statements on Noise"+'s+ This report was the result of deliberations by a group of leading acoustical scientists with the goal of developing a uniform riati4fral method ivy noise impact assessment although the CI ARA's far°oposed approach leas not been adopted. the report serves as an excellent resource documenting research in noise diects. It provides a strong scientific basis for quantifying Impacts in terms of L„,
3_ American Public Transportation Association (APTA) Guidelines for Design of Rapid Transit Facilities' rsr
The noise and vibration sections of the APTA Guidelines have been used successfully in the past for the design of rail transit facilities. The APTA Guidelines include criteria kw acceptable crarnrnunity raise and vibration, Experience has shown that meeting the APTA Guidelines will usually result In acceptable noise levels; bat tie metric used In the APTA Guidelines is not appropriate for envfrorrriental assessment purposes,
The APTA Guidelines criteria are in terms of L „, far conventional RRT vehicles, and they cannot be used to compare among different rrtoeles a transit Since the AFTA Guidelinees are expressed in terms of maximum passby raise, they are not sensitive to the frequency or duration of noise events for transit mod other than conventional RRT operations with S to 14 minute headways. Therefore, the /PTA criteria are questionable for assessing the noise impact of other transit rriocdees that differ from conventional rapid transit with respect to saurtice emission levels and operating character's -tics (e.g commuter rail, AGT, acid a variety of ban projects).

4. Synthesis of Sodal Surveys on Noise Annoyance& 7"
In 1978, Tl dare J_ Schultz, err Internationally known acoustical scientist, synthesized the results of a large number of stab] surveys concerning ai°rrooyance due to transportation noise. A group of these surveys were rernarkably cotrsistent, and the author proposed that their average FEDERAL TRAMIT'113N1NTSTRATMON 317
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results be taken as the hest aeailaE4e predlcuo r of trarispertatiron noise annoyance. This synthesis has received essentially unanimous acceptance by acoustial scientists and engineers, The "universal" transpnrtatioe reeponse eur+de developed by Schultz (Figure 3-7) sfrows that the percent of the per, nation highly annoyed by trarrportatJon noise Inereeeres from rare at an Le, of approximately 50 dBA to f 00,t when La, Is approximately 94 dBA host importantly. this curve Indicates that for the same increase In L. there is a greater increase in the numb- of people highly annoyed at high noise levels than at low noise levels- For- example; a 5 dB increase at hw ambient levels f4O - 50 dB) has less impact than at higher ambient lei (65 - 75 dB), A recent update of the original research containing several rallroed, transit_ aed street traffk noise surveys, confirming the shape of the original Schultz curve aia, 5: HUD's Staindeedsoyl
HUD has developed noise standards, criteria, and guidefinre to ensure that housing projects supported by HUD achieve the goal of a suitable living environment. The HUD acte3ptalsility standards define 65 dB (Le) as the threshold for a normally unacceptable living environment (moderate Impact for FTA) and 75 dB (Lie) as the threshold fear an unacceptable Iiving envir meat (severe impact for FTA).

C.2 Basis for Noise Impact Criteria Curves
The lower curve in Figs 4-2 represents the onset of moderate impact and is based on the following considerations:
■ The EPA finding that a community noise level of La, less than or equal to 55 dElA is "requisite to protect public health and welfare with an adequate margin of safety "rte • The conclusien by EPA and others that a 5 dB increase In Lm, or 4rerrr Is the minimum required for a change In community reaction.
* The research concludes that them are very kw people highly annoyed when the Lek 50 dBA_ and that an increase in Le, from 54 dBA to 55 dBA results in an average of 2% more people highly annoyed (Figure 3-7),
The increase in noise lermf from an existing ambient level of 50 dBA to a,cumulative level of 55 dRA because of a project is found to cause mini mai impact, with 2% of people burly annoyed, as deecnbed in the bullets above. This is considered the lowest threshold where impact starts to occur. Therefore, for an existing ambient noise level of 50 dBA the curve representing the onset of moderate imperil is at 53 dam, rise combination of which yields a cumulative level of. 55 dBA by decibel addition, The remainder of tine lower curve in Figure 4-2 was determlrned filen the annoyance curve (Figure 3-7) by allowing a fixed 21 increase in annoyance at other levels of existing ambient noise As rtrmulati+ee noise increases, the increment to attain the same 2% increase In highly annoyed people is smaller, While it tames a 5-d8 noise increase to cause a 2 Increase in highly annoyed people at an existing ambient noise level of SO dB, an increase of eniy I dB causes a 2% lnaease of highly aresoyed .people at as isdstIng ambient noise level of 70 dl3A.

The upper curie in Figure4-2 represents the onset of severe Impacts based nn a total noise levet corresponding to a higher degree of impact. The severe noise Impact curve rs based out the following considerations:
• HUD defines an Li of 65 as the onset of a normally unacceptable noise zone (moderate impact for FTA) in its envirenreental noise stand ids +'n. FAA considers that residential land uses are rot compatible with noise environments where La, Is greater than 65 &E+, f 20).

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■ An Increase of 5 dB In L„ or L.,y is commonly assumed as the minimum required Increase for a change in community reaction.
■ The research concludes that an increase of 5 de in La, or represents a 6.5% increase in the number of people highly annoyed (Figure
The increase in noise level from an existing ambient level of 60 dBA to a cumulative level of 65 dBA caused by a proje-a represents a change from an acceptable noise environment to the threshold of an unacceptable noise environment, This rs considered the level at which severe impact starts to occur with a 6..5% increase in the number of people highly annoyed as d@serIbed rn the hullers abinod Therefore, for arc existing ambient noise level of 60 rfBA, the came representing theonset of severe Impact is at 63 dBA the combination of which yields a cumulative level of 65 dBA by decibel addition.

The remainder of the upper curve in Figure 4-2 was determined from the annoyance curve (Figure 3..7) by allowing a fixed increase of the 6,5% increase in annoyance at alI existing ambient noise levels.

Both curves incorporate a maximum limit for the transit project noise in noise -serial rive areas.

Independent of existing noise levels: moderate Impact for land use €ategories I and 2 is considered to occur whenever the transit La,,. equals or exceeds 65 dBA and severe impact occurs whenever the transit L,r egress or exceeds 75 dBA- Tae abwrIt to limits are Intended to restrictactivity interference caused by the transit project alone.

Both curves also incorporate a IriaKirnwn limit for cumulative noise increase at low e>asting nape levels (below approximately 45 *A). This is a conservative Iirnit that reflects the lack of social survey data oil people's reactions to rim.. at such low ambient levels. Like the FHWA approach in assessing the relative Impxt of a highway project., the transit noise criteria include limits on noise increase of I0 dB and 15 dB for moderate Impact and severe impact, respectively, relative to the existing noise level.

Note that due to the types of land use included In category 3, the criteria allow the propezt noise for category 3 sites to be 5 dB greater than lot category I and category 2 sites. This difference is reflected by the offset in the vertical scale on the right side of Fide 4-1 'Aside from active pack, which are clearly less sensitive to noise than category 1 :and 2 sites. category 3 sites include primarily indoor activities- Therefore, the criteria account for some noise reduction from the bullring structure C.3 Equations for Noise Impact Criteria Curves
The eiltntivna for the noise impact criteria curves shown in Figure 4-2 are included in this section, These equations may be useful when performing the noise assessment methodology using spreadsheets, computer programs. or other arralysis tools. Otherwise, such mathematical detail is generally not necessary to implement the criteria, and direct use of Figure 4-2 is adequate and less time-consuming, A total of four continuous curves are Included h the criteria_ creating two threshold curs for mute and severe impact far category I and 2, and two €xrl'ves kw category 3 (See Table C- l). Note that for each level of Impact, the over-all curves for categories J acrd 2 are offset by 5 dB from category

3. While each curve is graphically continuous, each one is defined itty a set of three discrete equations:,, These equations are approximately continuous at the transition points -The following is a description of the three equations:
■ The first equation in each set is a linear relationship. representing the portion of the curve in which the existing noise exposure is low, and the allowable increase is limited to IU dB ;and I5 dB for moderate impact and severe impact, respectively, FEIARAL TRAArSIT At3MINt5TF4aTe1>N ] I v
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• The second equation in each set represents the impact threshold raver the range of existing noise exposure for which i f"n 71
16450 + 0.953LE. LE 71
Eq. C- 12
Eq. C- 13
nitiEiblat-CtiAMErdnlatla
Category r and 2

17.322+0.94OL5, 4 77
Category 3

22.322 + 0.9404, LF 77
Eq. C- 14
Eq. C- 15
d.r = the gmIFIIIIS nonce cc amore In reruns +rr La, or twice = she prolea navwe ensure which dercwellras Irilpa[L la toms of l.n or LLTi rrli 'FEDERAL TRAM IT ADMINISTRATION +7`
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Appendix D: Clustering Receivers of Interest
This appendix supplements the informatk ri in Section 4.5 on clustering receivers of Interest.

The general approach to selecting noise -sensitive receivers m the study area as included in Section 4.5., Step I. General guidelines are as folloe/s:
• Select the following types of receives to evaluate individually:
▪ Every major noise -sensitive public building
o Every isolated residence
o Every relatively mall outdoor noise -sensitive area
it Residential neighborhoods and relatively large outdoor noise -sensitive areas call often be clustered and represented by a single receiver..

Clustering similar receivers reduces the number of computations needed later, especially for large-scale projects where a greater number of noise -sensitive sites array be affected. For this approach to be effective, it is essential that the representative receiver accurately represents the noise environment of the cluster.

The mapor steps in clustering receivers irxlu l
I _ First, cluster receivers according to approximately equal exposure to the primary project noise source_ These area..* typically rut parallel to a linear project or circle major stationary sources relative Lc the proposed project..

2. Next, cluster receivers according to major sources of ambient noise. These areas typically run par Ilel to or encircle major sources of ambient noise, 3_ Then, cluster receivers according to changes in the project layout or operations along the corridor.
4 Finally. select a representative receiver for each cluster.

The major steps are expanded below arks include instructions on how to draw cluster boundaries on a map.

I. Boundaries along the proposed project— Draw duster boundaries along the proposed project as described below to separate clusters based on distance from the project. Draw these cluster boundaries far the project sources listed as (major in Table 414.

Within (loth residential and noise -sensitive outdoor areas:
■ Prlrnaryr project source
Draw cluster bomdane_s at the following distances frwn the near edge of the primary protect source: 0 ft, SO ft. 100 ft 200 ft 4#0 ft. and B00 ft For linear socr°ces_ such as a mill line draw these txrundarlcs as lines parallel to the proposed ROW line. Far sratiortar~y sources, draw these boundaries as approximate circles around the source, starting at the property line_
Do not extend boundaries beyond the noise study area, identified in the Wise Screening, acedure in Section4.3 or the General Noise Assessment of Section 4.4. 'FEDERAL TRANSIT ADMINISTRATION I
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• Remaining protest soups — Repeat the process for the primary project source far all other project listed as major in Table 4- I9, such as sutaistaticros and crossing s9gna!€. If several project sources are located app-o»dmatety together, only consider one srwrra, sInoe the others would produce approximately the same boundary.

It is good practice to optimize the number of clusters for a project to simplify the procedure Where rows of buildings parallel the transit corridor:
• Ensure that cluster boundaries fall between the following rows of build'ang& counting back away from the proposed project;
• Between rows I and 2
• Between rows 2 and 3
n Between lows 3 and 4
• Add cluster boundaries bet+wee i these rows it clot already Included.

2. Boundaries along source of ambient noise — Draw cluster boundaries along all major sources !,f ambient wise bas€r1 upoii distance from the sources, as described below. • Draw cluster boundaries along all interstates and map i oadway arterials at the Iollowing distances l rom the near edge of the roadway: O ft, 140 ft 200 ft and WO lt. s Draw cluster bounndarides along all other roadways that have state or county numbering at 0 ft and I 00 ft from the near edge of the roadway_
• For all major Industrial sources of r aise, di aw cluster boundaries that encii de the sour €e at the following distances from the near property line of the sou cc 0 it I0O ft., 200 it. and 400 ft -

3. Bounslarides based on changes in project layout of operations — Further subdivision is needed to account for changes In prajexo poise where proposed project layout or ioperating conditions change considerably along the corridor. Draw a cluster boundary perpedndicular to the corridor extending straight outward to both sides at the fallowing locations:
• Where parallel tracks previously separated by more than approximately 100 ft are moved closer together
• Approximately where speed and/or ttwrottie are rued when approaching stations and where steady service speed is reached after departing stations • Approximately 200 ft up and down the line from grade crossing bells • At transitions from jointed to welded rail
• At transitions from one type of crass section to anther including ore structure_ on rill, at grade. and in cut
• At transitions from open terrain to heavily wooded terrain • At transitions between areas free of locomotive horn noise and area subject to this noise source
• Any other pos dons along the line where protect noise la expected to change considerably. such as up and down the line from tight curves where wheels nay squeal 4_ Selection of a representative receiver from each cluster - D,tkrinim a I entatioe receiver for each cluster boundary drawn to the steps above. ▪ Residential clusters
Sele€t a representative receiver within the duster at the house cic:sestto the proposed project.

If this receiver is not the dear choice select the receiver furthest from major sources of ambient noise.
• Outdoor noise -sensitive ciusters (e g., urban park or amphitheater) sEC+ERn1 YRAMSIT AI3MINisTRATION Z22
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Select a repraen atkwe receiver within the cluster at the closest pint of active noise -sensitive use. FF this receiver is not the dear t haioe. select the receiver farther from major sources of ambient incise.

Note that some dusters may fall between areas with rc-celvers of Interest- Thls could occur when operational changes or track I iilayOULS tatrge In an open, undeveloped area_ Retain thi e clusters. Do rot merge them with adjacent ,dusters. Deg rot select a representative receiver of interest from them, Example D -I Clustering Receivers
Receivers of interest and Clustering Receivers
In this hypothetical situation, a new raj transit riot. labeled "new rail fine" in Figure D -I, is proposed along a anajor urban street wall commercial land use .A residential Vert is located adjacent to the eommerdal strip_ located approximately one-hallblock from the proposed transit alignment A major arterial labeled "highway." crosses the alignment
Clutter Receivers Along the Prlinarry Protect Source
Printery P ct Serer
The primary project source in this example is the new rail fine. Boundaries are first drawn at &stances of O ft fnom the right -of- way line (edge of the street in this example), SO ft. I Ooh ft. 200 it 400 ft and euo ft, (Figure D- I ).

Distances are labeled at the tag of the figure
This is proposed to be a constant speed section of track. so there are no changes in boundaries due to changes in Operadans along the tot rldor. Moreover, no other protect sources ale shown lime but if tiler& had been a station with a parking krt. CUSS would have been drawn enveloping the station site at thI3 sperilted distances from the property line
Rows arlbuNdlargs Pored to die Tro!a it Corridor
This maniple includes rows of buildings parallel to the transit corridor. The first set ad boundary lines satisfies the requIremene that duster boundaries fall berveen rove I anti 2. and between r4*w%2 siid 3, brat there Is no line between rows 4 and S. Consequendy. a duster boundary labeled "R" at the tap of the {Ore has been drawn between the 4th and Sth row of buildings.

Cluster Receivers Along the Primary Project Sou nee
The roadway arterial (labeled 'highway') is the only major source of ambient noise shown.

Cluster boundaries are drawn at 4 1t I04 ft 200 k and SO0 ft gram the near edge aI the roadway on bath sides, These litres are shown with distances labeled at the side of the figure Select a Representative Receiver ',warn Each Cluster
R,epresentasive receivers are shown as faked circles in Figure L . L Nate drat the receivers labeled with "REC" art primarily for use in Appendix E.

Locate receiver, "REC 3", Note that this duster is located at the outer edge of influence from the major source ("highway") where lisett street nark k the dominant rranrto far arnblrnt tipne f In practice, this would be verified by measurementy
"REC 3" is chosen to represent this. cluster because it is among the houses closest to the proposed project source III di duster and it. Is Iii thk rnIddle or the black Aniseed by ti't giDrro1{7L IPcal SLI eeL Anibleare noise levels JL one end of the cluster may be influenced more by the highway and the other end may be affected more by the cross rrLreet, but the majority or the duster would bar represented by receiver site 'REC 3." (FEDERAL TRAM IT A13MINISTFATuoN ;; 3
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Figure D -I Example of Receiver Map Showing Cluster Boundaries 'FEDERAL TRAM IT AI3MpNs5714ATIQl 1
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Appendix E: Determining Existing Noise
Different options of determining a eating noise, Indudhrg full measurement, computation from partial measures-nent , and tabular look -up. are dead ibed in Section 45, Step S. This appendix provides additional detds associated with each method arrd Wimples of when each method corid be used.

AddltJalwl details on the methods for estirriatieg existing noises are provided below:

Option I: Liar} measurement (non -residential) —Full one -hour meacurernents are recommended to determine existing noise for non-residential receivers of interest. These rnerasurements are preferred aver all other options and will accurately represent the Leone. The following procedures apply to these full -duration measurements:
• Measure Leae. at the receiver of Interest during a typical hoes al use on two non-succeseive days. Choose the hour in which maximum project activity will occur. The Leg IN s will be accurately represented using this method, Typically, measuring between noon Monday and noon Friday is recommended, but weekend days may be more appropriate for places of worship. ■ Position the measurement microphone for all sites as shown In Figure 4-I9, considering relative orientation of project and ambient soirees. Position the microphone .In a location that is somewhat shielded from the ambient source to measure the amlxderrt noise at these locations at the quietest area on the property.
• Conduct all measure:merits in accoardance with good engineering practice, Option Zt La, measurement (residential) — FuII 24 -hour measurements are recommended to determine ambient noise for residential receivers of interest. These measurements are preferred over all other options and will accurately represent the Ld,,. The following procedures apply to these full - duration measurements:
• Measure a full 34 -hour Le, at the receiver of interest for a single weekday (generally between rtocar. Monday and boors Friday)_
• Position the measurement microphone for all sites as drown in Figure 4.19 considering relative orientation of project and ambient sources. Position the microphone in a location that is somewhat shielded From the ambient source to measure the ambient noise alt these loimtiarrs at the quietest area on the property.
• Conduct all measurements h accordance with good engineering practice.

Option 3x La computation of L, from 3 partial Lepel measurements (residential) — An alternative way to determine L,s, rs to reo sere Lee* for ter ae typical hours of the day. then compute the 4, from these t9ree LI I r.i measurements. This method is less precise than its full -duration measurement. The following procedures apply to this partial -duration measurement met wud for Ld,,:
• Measure the Liana during each of the following time periods:

During peak -hour roadway traffic
Midday, between the marring g and afternoon reradway-traffic peak hours m During late night between reldnlglt arid S a.m.
■ Position the measurement microphone for all sites as shown in Figure 4-I9 considering relative orientation of project and ambient sources. Position the microphone in a location that is somewhat shielded from the ambient source to measure the amheent noise at these locations at the q Ietest area on the property.
s Conduct all measureneres h accordance with good engineering practice. • Compute the lee using the ..equation below
'FEDERAL. TRAMT ADMINISTRATION 25
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Ira rvuktinur--Y Lnq.mrdiav— n4 rarrn:gJkr+6 Eq. E -I
�+dn 1O1egf3 x iC ICI + 12 if 117 rn + 9 x to in )— l3,fr The resuking 1 will he slightly urrderestlmateddue to the adjustment to the measured levels in these egtetiorts. This urxlerstireation is intended to compensate f at the reduced precision of the computed L. If using this method, a minimum time duration of one hour should be used kw each measurement period in computing an Ldn,
Option 4: Computation of Lin from 1 partial L.gt,n,.> measurement (rmidenttal) — Ls. can also be determined by measuring L err, for one hour of the day, and then computing Lm from the L.gri,rr, This method is less precise than connputiing Ld„ from 3 LA. krl me surerr lets, This method may be useful for projects with are marry sites assessed by the General Noise Assersmmt. Theis method may also be appnoprlate when determining if a particular receiver of interest represents a cluster Ina Detailed tstoise Analysis. The following procedures a ,ly to this partial -duration rneasaa errrfnt option for La:
• McMute the kw the loudest hour of project -relates activity during hours of raise sensitivity If this hour is not selected, other hours may be used with the wing that the estimate 6s less precise,
• Position the rmrfasurernent microphone for all sites as shown Iry Figure 4-19, considering relative orienta<ti€rn of project and ambient sources. Position the microphone a in a location that is somewhat shielded from the ambient source to measure the ambient Hasse at these locations at the quietest area on the property.
w Conduct all measurements In accordance with good engineering practice, • Convert the measured hourly L„rinrr to L., with the appropriateequation below.

For measurements between 7 a.m. arwl 7 p.m.

Lr„xby-2
Far cneasuremetics between 7 pmt and IO pat:

Lao x L +3
For measurements between I [F pan_ and?' an -i1
Ldr, L,c +8
Eq, E-2
Eq. E-3
Eq, E-4
The resulting L, will be moderately underestimated due to the use of the adlrestrnent constants in these equations- This underestimation is intended to compensate for the reduced precision of the computed L. II using this method, a minlmvrn time duration of one hour should be used for each rraeasuria1ient period in computing an Lin.

Option 5: Computation of or L.drr, from 1.,.g1Kr) or L,., of a comparable site (aIIland uses) - Computing Line.,, or Lr, Irani the I egret.; or Ly, cola comparable site whxa a the ambient noise i5 dominated by the sane source that is comparable u, precision to 'Option 4. This method can be used to characterize noise in several neighborhoods by using a single representative receiver. Ft is critical that the measurement site has a similar noise environment to all areas represented. If measurements made by ethers are available and the sites are equivalent, the existing measurements can be used to reduce the amount of project noise rnonitoring. The following procedures apply to this rnethod of determining of ambient noise:
■ Choose another receiver that is comparable to the receiver (CompRec) of interest with the following:

The same source of dominant ambient noise
sEC7ERAI. TRANSIT A13MINt57RATr6N a: i
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• The ambient level of the comparable receiver was measured according to Option I or Option 2 above
• The ambient measurement at the comparable receiver was made in direct view of the major source of ambient name, unshielded by noise banners. terrain. rows of buildings. or dense tree zones
Determine the foLltrwirtg froma plan or aerial photograph:
• Ti v ice (Ck ffi} from the cornpasable receiver to the near edge of the ambient source
• The distance (Dk.) from rfi receiver o+f Interest to the rear edge of the ambient source • Determine the number of rows of buildings (Nlj that intervene between the receiver of interest aid the ambient source,
• Compute the arnbiexit level at the receiver of interest (Res) with the appropriate equation below
If roadway sources dominate:
�ieec
freer 151crg� ) 3N
D rnpRmr
If other svurcei dominate.

Liar. z Lcrim¢igrr:' — Z51ag( 1? • 1ar ) 3/1f
pi nrrepf er
Eq. E -S
Eq. E -a
The resulting Lei, wilt be moderately underestimated, This underestimation is intended to compensate for the reduced precision of the computed L. -
Opting 6: Estimation of Lar, by table look -up (all land uses) — The least precise way to determine the ambient noise is tv estimate the lvel using a zrbie. A tabular look -up can be used tr3 establish baseline GOnditivrrs for a General Noise Assessment if a noise measurement cannot be made- This method should not be used for a Detailed Noise Analysis. The lollowinig instruction applies to this method of determining of ambient noise:

Estimate either the IFO Pr the La using Table 4-17 based on distance from major roadways, rail lines, ar upon population densities. In general, these tabulated values are substantially underestimated.

The underestimation is intended to compensate for the reduced precision of the estimated ambients.

Examples —. Examples of when each method of determining existing noise may be appropriate are provided below using the example from Appendix D. Existing noise at the receivers labeled "REC" In Figure D. i could be estimated as follows:
• Option I: L..nrr. measurement — busting noise at REC I is due to the highway at the side of this church_ I grr i can be measured during a typiml church hour.. • Option 2: L. measurement - Existing noise at the residence REC 2 Is due to a combination of the highway and local streets. Ld can be measured for a frill 24 -Hours. • Option 3, Lae computation of Lars from 3 partial L..glin,y measurements - Existing noise at the residence REC 3 is due to the street in front of this residence, Ldn can be computed from three L,,,eho measurements.
sEciERAL. TRANSIT otl3NpNt5TFATION :?7
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■
Option 4: Computation of Ld„ from I partial LOAF.) measurement - E>distirkg nodes at the residence REC 4 is due to the highway. Because the highway has a predictable diurnal pattern, Lfi can be computed from one Ito measurement.

Option 5: Computation of Len from Le. of a comparable site - Existing noise at the residence REC S is due to Kee Street. REC 3 is also affected by local street traffic and is a comparable distance {rain the highway. L,,, for REC 5 can be conoputed based on the L®, at REC-3.
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Appendix F: Computing Source Levels from
Measurements
This appendix contains the procedures for computing source reference levels (SELee) from source measurements in cases where the source reference tables in Section 4.S, Step 2 indicate measurements are preferred, data are not available for the source of interest or more precise data are required than available in the table.

Close -by source measurements for vehicle passbys may capture either the vehicles sound exposure level (SEL) or maximum noise level (Lees). Both metrics can be measured directly by commonly available sound Ievl meters_ While the Lees metric is not used far transit noise impact assessments, it can be used to compute SEL source reference levels. L r measurements are often arailable from transit - equipment manufacturers and same transit system equipment specifications may limit close -by L„ , levels.

Close -by source measurements for stationary sources ,mature the source's SF_ aver acre source event. where the event duration may be chosen based on measurement conve iiencm* The duration will factor out of the computation when the measured value is converted to reference operating conditions.

This manual does net specry elaborate methods for undertaking the dose -by source measurements, but rather, provides general processes. k is nequtred that all measurements conform to good engineering prctice. guided by the stardards of the American National Standards Institute and other such organizations (27, 213. 29).

This appendix pri=ents rnforrnatmon according to noise source as follows:
• Appendix F.!: Highway and rail vehicle pesssbys for vehicles of the same type • Appendix F.2: Stationary source
• ,Appendix F,3: Lm,. for single train passbys ((or trams of mixed consists) F. 1Highway and Ravi Vehicle Nassbys
This soctlan provides I rtforn tion on appropriate conditions for vehicle fireby measurements; Instructions on converting measurements made under non -reference coiditlons to source refererree levels, and examples of these computations,
The following cortiditians are requited for vehicle passbys, in addition to good engineering practice:
s Measured vehicles must be represeratative of project vehicles in aJI aspects, including repreentatiee acceleration and speed can+#tfons for buses. • Track must be relatively free of corruptions arid train wheels relatively free of flats, unless these conditions are typical of die proposed project.
• Road surfaces must !ae smooth and dry, unless these conditions are typical of the proposed project..
• Perpendicular distance between the measurement position and the sources centerline must be 100 Ft or less_
• Vehicle speed roust be 3tl mph or greater, unless typical project speeds are less than that • No ricese barriers, terrain, buildings, or dense tree zones may brixtk the Imes -of -sight between the source and the measurement position.
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When close -by source measurements are made ruder non -reference conditions, use the instructions below and the equations in Table F- I to convert the measured values to source reference levels; For rail vehicles, tneasurefsonvert a group of Ioconratives or a group of cars separately. This computation requirin that aiI measured vehicles be of the same type. Far trains of mixed pen& < F.3.

SEL measured for a highway-vdik#e passby, or a passby of a group of identical rail 'vehicles ■ Collect the fdlr wing input information:
„ SEL,„,,,, the measured SEL for the vehlele frosty
o N. the consist of the measured group or rail cars or group of fcrccmotives o T. the average throttle setting of the measured dl el -powered locomotive(s) • S, a„ the measured passby speed, in miles per hour
• the closest distance between the measurement position and the source, in f�xt ■ Compute the Sou ors R er+fr€e Level SEL„r, Laing Eq. F- I. measured for a passby of a group of identid rail vebitles ■ Collect the following input Information:
o rcux, measured for the group passby
a ltl, the consist of the measured group of rail cars or group of locomotives • T, the average throttle setting df the measured diesel -powered Iocomotive(s). • S.WA„ the meas+red passby speed, in miles per hour
• D„,„„ the closest distance between the measurement position and the source, in feet o Leah, the total length of the measured group of locomotives or grcnft of rail cars. In feet ■ Compute the 5aut ce Reference Level SEL,d. using either Eq. F-2 or Eq. F-3. as appropriate, for locomotives or rail cars.
measured for a highway -vehicle pass by
■ Collect the following input information:
o Lr,., measured for the hrghwayvehicle passby
• the vehicle speed. in miles per hour
o t�,a the closest distance between the measurement position and the source, In feet ■ Cornpute the Source Reference Level, SELref. using Eq. F-4. niDERAI. TRANSIT AI3MINISMATrr
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Table l" -I Conversion to Source Reference Level's at SU ft — Highway and Rail Sources Mp_astred
Somme
Egitratirin
5EL
Vehicle
passb
s,,,,, 0,,,,,o,
S,EL,." SEL, + l llna( + tlhosf + Cr,„,„+ Crmrrriort.r
Eq. F -I
. ,,, 54) o n
L.
(mil-vehid®
pasah'y
locomotives
t riI y
!_.„,oa. 0.„„,„, ce) +e,
SEt = Lmnmr+ llllc+y( + IOlbg( ) 1171[
Eq. F-2
r,C ir4 ) ,(Z ,isr
Tr.mx.N,o»n + 3,3
Radl-we- ide
pu bY•
rar341>fy
Li,. tlir
SEL,a,I -1.A -i` 10Ing{ + Ifflog(-5O ) - Ming L2 x+ sin (2 a)j Eq, F-3
50 J
+ra.uua+c-,,,,,, ..+33
Highway -
vehicle
passby
5leL„r = (.dinar+ZOltrg(
Eq. F-4
�')+Ceinrmoatt+3
Smr„ =
I1,„,„ =
C.,„,,irt =0
C695614011 =
Emcar =
Lmr„ =
CC =arcran
speed of measured vehiele(s), mph
closest distance between measurement position and source_ k for buses and automobiles
—14itkg0 ,.,r,) far locomotives and rail cars
where N is the number of locomotives or rail ears In the measured group O for T < fr for locomotives
.2(-.5) for T26
where T is average throttle setting oI measured diesel — electric Iecomotiveis) Sra.nr for
log(
—3O rail cars
50)
—25 lug( h°
J) for buses
O
iiivii
—30,11Dg(-spa) I-.- automobiles
evert duration of (immurement, sec
tool length al measured group of 4oeoruotives or rail cars. It . rtt
_ei�,,n.,Ila).ra
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Example l -1 Calculate. SEL„I— Locomotives
Computation of SEL .ffrorn 5EL Measurement of Fixed -guideway Source SEL was measured for a perilyy of two dlese1-powered locomotives with the following conditions = 90 d6A
= 2
Ncirrit
T z&
5,„„ =S5mists
D,, = 65 ft
Compute the source reference level using Eq. F -l.
= 51e'1.,. _ + 10logl3 ''''''')+ Illfe;q{5-`""")+ f'r. ,,,,, + r",,,,,..„... =90+ltllag(}U)+10lag(50)-1111o0f21+e,—'2(6—Gk)
86,5 dfiA
Example F-2 Calculate SEA — Rail Cars
Cmru urtatlon of SEI, ., from L „. Measurement of Fired-Guddeway Source L,,. was measured for a passby of a 4,car consist of 70 -ft long rail cars with the rsnd;tions:

L .. = 90 d6A
= 4
5 =70mph
= 65 it
=2M30ft
I.I4
Compute the auurce refs eons Navel using Eq. V3..
`EL .F
LATH. + 1011,OSl3 ) # 1Ubg( JG ) — Mpg 12 x +slr02 + En.arsr + E:m.re an. + 33 65 70
=�?O+101eg[50 50)+1Q 1li —111ion1211.14)+sln(21.t.11Il,1-1Alog(flI-3f14rAC5t1+33 = 6&.7 MA
IrECJI;RAL TRAMT A13MIN151 ATION 73'7
O4-28

Ritz -Carlton Rancho Mirage MND
November 2024
3279
11942
RTC -1450

Responses to Comments
Example F.3 Calculate Bus
Computation o[ smL, tronn L. a Maasurerneent of Highway %f Mire SenPrca was measured for a boss with die toitowing conditions:
4A. = 78 dBA
�7 64 it
5Ae =40 mph
Compotes the iouree refs+ nce fell u■mg
tiEl,,,,t
= L 1+2Ulragltd '1 CVTIIIMOVAITZ "
tZtS RO
= 7U+xolog(su:)—xsluitts©+a.3
= 87.'E d8A
F.2 Stationary Sources
This section provides information on appropriate co Lions for stationary source measurements.

Instructions can converting measurements made under non -reference conditions to source reference levels, and an example of rills type of corniputatian.

The following conditions are required for stationary sources, in addition to good engineering practice:
▪ Measured source aerations must be representative of project operations in all aspects. ✓ The following ratio must be 2 or less, and the d twice to the closest source component roust be 240 ft or less,
nrstleaerw to trU (ari'hast serarrre I.tFMpJn MTrt
Distance to the ttvsest-sourt:e component
If both 4041(1163m cannot simultaneously be met, staparate. close -by measurements of individual components of this source must be made; for which these distance conditions cari be met. • The following ratio must be 2 or less:

Literal rmslria or rii a source area
iJIsrrrn rf to 111,6 cJorect Ertl ItlFrY' rennpanfirt
The lateral length of the source area is measured perpenccular to the general line -of -sight between source and rneas ement positions.

If this condition cannot be met, then make separate close -by measurements of Indrvidual components of this source, for which this condition can be ranee_ • No noise barriers, terrain, buildups. or dense tree ZO11. may break. the lines -of -sight between the source and the minium-en-bent position.

When close -by source measurements are made under non -reference conditions, use the instructions below, and the equation in Table F- 2 to concert the measured values to source reference levels. ifEDEnnt. TRANSIT A.13MBNd5TRATION 2.33
04-23
Cc nt.