Memo. Summary of Vibration Study and Findings

Size: px
Start display at page:

Download "Memo. Summary of Vibration Study and Findings"

Transcription

1 Memo Date: Tuesday, November 17, 2015 Project: To: From: Subject: Lindley Avenue to Balboa Boulevard Vibration Study LA Metro Elliott Dick and Tim Casey Vibration Measurement Results Summary of Vibration Study and Findings HDR completed a vibration study with the goal of collecting ground-borne vibration measurements at ten locations to characterize existing vibration levels during train pass-by events. The Federal Transit Administration (FTA) Noise and Vibration Assessment Manual (2006) provided the guidance for performing this study and this memorandum presents the findings. The Federal Railroad Administration also uses FTA s methods to assess train noise and vibration. Following FTA s guidance, key terms used in the vibration study include: GBV, Ground Borne Vibration, includes perceptible movement of building floors, interference with vibration sensitive instruments, rattling of windows, etc. GBN, Ground Borne Noise, typically perceived as a low frequency rumbling sound. VdB, vibration decibels. The FTA differentiates vibration-sensitive land uses into three categories. Category 2 includes residences and buildings where people normally sleep. Based upon the frequency of train traffic in this corridor, the limits for Occasional Events and Category 2 land-uses are 75 VdB. The background vibration level in typical residential areas is usually 50 VdB or lower, well below the threshold perception for humans, which is around 65 VdB. Existing vibration levels in the project area were gathered at ten receptor properties; nine of the properties were adjacent to the rail corridor at distances ranging from 65 feet to 275 feet from the existing track. The vibration measurements were taken at multiple locations on each property for different train events (Amtrak, Metrolink, and freight). The measured vibration at the primary residence on each property ranged from VdB. While there is a lot of variation due to differing speeds and soil types, most of the vibration measurements decrease with distance from the train tracks. The highest measured vibration was often due to freight trains. A regression line was developed using measurement data at each residence. This line was used to estimate ground-borne vibration levels at a distance that is representative of the distance to the proposed double track. At those distances vibration levels are projected to change approximately 1-2 VdB due to vibration energy naturally dissipating in the soils. HDR also measured train-induced ground-borne vibration at a location in Glendale, CA. (outside of the study area). The goal of these measurements was to quantify ground-borne vibration levels when two trains passed each other. Two trains did not pass each other while HDR 1

2 performed those measurements; therefore that data are not included in this memo. Those measurements lasted approximately six (6) hours. The results of the vibration measurements indicate that at many of the adjacent land-uses, the existing conditions already exceed the FTA Category 2 impact levels at the residence on each property. Because existing vibration already exceeds the limits, the allowable increase-overexisting vibration level is no more than 3 VdB. The projected increase in ground-borne vibration due to the proposed double track varies from no increase to 2 VdB, and therefore it is not considered a vibration impact according to FTA. Introduction As requested by the Los Angeles County Metropolitan Transportation Authority (LA Metro), HDR measured vibration levels along an existing rail line in the Northridge neighborhood of Los Angeles, California. The rail line is shared by Metrolink, Amtrak passenger trains, and Union Pacific Railroad (UPRR) freight trains. LA Metro is proposing to convert the rail line from single track to double track. Ground-borne vibration measurements were performed at ten residences to characterize vibration levels during train pass-by events. At each residence, HDR measured ground-borne vibration levels at several locations (different distances from the rail line); these measurements provided insight on existing and future ground-borne vibration levels if the proposed double-track is constructed. Project Description In brief, the proposed project would add a second mainline track to one side of the existing single mainline track. Both the existing and new mainline tracks would be used for passenger and freight rail. The proposed second mainline track would be located to the south of the existing mainline between just west of De Soto Avenue and approximately 1360 west of Louise Avenue. The proposed track then transitions north of the existing track until approximately 340 east of Louise Avenue where the second mainline track will remain to the north of the existing track through Woodley Avenue. Ground Borne Vibration Vibration consists of rapidly fluctuating motions. However, human response to vibration is a function of the average motion over a period of time, such as one second. The root mean square (RMS) amplitude of a motion over a one-second period is commonly used to predict human response to vibration. For convenience, decibel notation is used to describe vibration relative to a reference quantity. The Federal Transit Administration (FTA) has adopted the notation VdB (for vibration decibels), which is decibels relative to a reference quantity of one microinch per second (10-6 in/s). Ground-borne vibration (GBV) can cause annoyance to building occupants or residents, or cause disruption at facilities that are vibration-sensitive, such as laboratories or recording studios. The effects of ground-borne vibration include perceptible movement of building floors, interference with vibration sensitive instruments, rattling of windows, and the shaking of items on shelves or wall hangings. Additionally GBV can cause the vibration of room surfaces 2

3 resulting in ground-borne noise (GBN). Ground-borne noise is typically perceived as a low frequency rumbling sound. In contrast to airborne noise, ground-borne vibration is not an everyday experience for most people. The background vibration level in residential areas is usually 50 VdB or lower well below the threshold of perception for humans, which is around 65 VdB. Levels at which vibration interferes with sensitive instrumentation can be much lower than the threshold of human perception, such as for medical imaging equipment or extremely high-precision manufacturing. Most perceptible indoor vibration is caused by sources within a building such as the operation of mechanical equipment, movement of people, or slamming of doors. Typical outdoor sources of perceptible ground-borne vibration are construction equipment, steel-wheeled trains, and traffic on rough roads, though in most soils GBV dissipates very rapidly. Vibration Evaluation Criteria This study only characterizes the existing vibration conditions. However the existing vibration levels are compared to some vibration criteria in order to provide a reference to how the measured existing levels could potentially be perceived. The FTA sets limits for ground borne vibration, as shown in Table 1 below. The FTA vibration impact criteria are used to predict future vibration impacts from transit operations. FTA identifies separate criteria for both ground-borne vibration (GBV) and groundborne noise (GBN). Ground-borne noise is often masked by airborne-noise; therefore, groundborne noise criteria are primarily applied to subway operations in which airborne noise is negligible. The FTA differentiates vibration-sensitive land uses into three distinct categories (similar but not identical to the noise-sensitive land-use categories). These categories are one factor for setting the vibration impact threshold. Category 1: Buildings where vibration normally imperceptible to humans would interfere with interior equipment or operations. Typically includes vibration-sensitive research and manufacturing facilities, vibration-sensitive research operations, and some vibrationsensitive areas of hospitals. Category 2: Residences and buildings where people normally sleep. Non-residential land-uses in this category include hotels and hospitals. Category 3: Institutional land uses with primarily daytime use. Typically includes schools, churches, other institutions, and quiet offices that do not have vibration-sensitive equipment, but still have the potential for activity interference. The basis for evaluating FTA vibration impact thresholds is the highest expected root mean square (RMS) vibration levels for repeated vibration events from the same source. The thresholds vary for different types of vibration sensitive land uses and the frequency of the events. 3

4 Land Use Category Table 1. FTA s General Assessment Criteria for Ground Borne Vibration and Ground Borne Noise Frequent Events a GBV Impact Levels Occasional Events b Infrequent Events c Frequent Events a GBN Impact Levels Occasional Events b Infrequent Events c Category 1 65 VdB 65 VdB 65 VdB N/A d N/A d N/A d Category 2 72 VdB 75 VdB 80 VdB 35 dba 38 dba 43 dba Category 3 75 VdB 78 VdB 83 VdB 40 dba 43 dba 48 dba Source: FTA, Transit Noise and Vibration Impact Assessment, 2006 a Frequent Events: More than 70 vibration events per day. Most rapid transit projects fall into this category. b Occasional Events: Between 30 and 70 vibration events of the same source per day. Most commuter trunk lines have this many operations. c Infrequent Events: Fewer than 30 vibration events per day. This category includes most commuter rail branch lines. d Vibration-sensitive equipment is generally not sensitive to ground-borne noise. There are currently 34 daily train events on the existing single track that will continue to use the proposed double track. Therefore, for discussion purposes, vibration measurements shown below can be compared with the Category 2 limits for Occasional Events (75 VdB) shown above. Existing Vibration Levels FTA provides specific guidance for evaluating future impacts where vibration is present due to an existing active rail corridor. The train traffic associated with this project will be moved from the existing track to a second parallel track, consistent with the Moving Existing Tracks scenario described in the FTA manual. This scenario has several considerations when determining impact. Predicted future vibration levels lower than existing vibration levels represents a project benefit, and so is not an adverse effect. If the existing vibration does not currently exceed the thresholds identified above, then predicted future project vibration levels are compared to the thresholds above to determine impact. If existing vibration already exceeds the thresholds identified above, then vibration is not assessed as an impact unless the predicted future project vibration levels create more than a 3 VdB increase over existing vibration levels. Approach This section describes the equipment used to gather the data and the measurement locations. Equipment The vibration measurement equipment consisted of accelerometers (sensors) connected to a digital data acquisition unit. The accelerometer was a piezoelectric transducer with a ground 4

5 spike to effectively couple the sensor to the ground, maximizing its ability to measure groundborne vibration. The data acquisition unit provided power and signal conditioning and was connected to a laptop to record the dynamic vibration acceleration signal from each sensor. The vibration acceleration signals were analyzed in HDR s office in the computation software, MATLAB. HDR set up MATLAB to integrate the raw acceleration signal into dynamic vibration velocity, and also filter the vibration signal in one-third octave bands from 0.8 Hz through 315 Hz using a slow meter setting (exponential average with a time constant of 1,000 ms). The maximum vibration levels are reported for each train pass-by event. Locations Ground-borne vibration has potential to induce vibration within a building structure which may be noticeable to the building occupants or interfere with particularly sensitive equipment, such as high-powered microscopes, medical imaging machines, or nanoscale manufacturing. The structures which may be affected by vibration due to this project are primarily residential structures, which do not generally house sensitive equipment. Human reactions to vibration indoors are generally in response to an event which produces vibration levels that are noticeably higher than usual background levels. Residents are most sensitive to vibration events during sleeping hours. HDR measured vibration at 10 residences whose owners agreed to allow measurements on their property. These measurement locations are listed in Table 2 and shown in Figure 1, below. Table 2. Measurement Location Summary Measurement Location ID ML1 ML2 ML3 ML4 ML5 ML6 ML7 ML8 ML9 ML10 Distance to the Existing Track a 114 ft. 128 ft. 108 ft ft. 115 ft. 65 ft. 275 ft. 75 ft. 65 ft. 220 ft. a Approximate distance from existing track centerline to nearest residential structure on property. 5

6 Figure 1. Vibration Map hdrinc.com 801 S. Grand Avenue, Suite 500, Los Angeles, CA

7 The measurements reported in this study occurred outdoors in the ground, as representative vibration before it travels into the building structure. These measurements can be compared to the overall FTA s General Assessment criteria shown in Table 1. Data Analysis The vibration acceleration signals were analyzed in HDR s office in the computation software, MATLAB. HDR set up MATLAB to integrate the raw acceleration signal into dynamic vibration velocity, and also filter the vibration signal in one-third octave bands from 0.8 Hz through 315 Hz using a slow meter setting (exponential average with a time constant of 1,000 ms). The maximum vibration levels are reported for each train pass-by event. As the vibration travels through the ground, the levels dissipate with distance from the train tracks. HDR used the maximum vibration levels from the train pass-by events and the distances of the sensors to find the rate of dissipation through the soil at each measurement location. The rate of dissipation is the slope from a simple linear regression of the vibration versus distance data. Then HDR used the regression slope to determine the vibration at the foundation from the proposed set of train tracks in the corridor. Results This section presents results at each measurement location. Vibration Measurements at ML1 The discussion below presents the vibration measurements which were gathered at Measurement Location No. 1. The proposed second track is located 20 feet farther away from this receiver than the existing track. Figure 2 shows measurement results at this location and a regression line. Figure 2. Train Pass-by Measurements vs. Distance at ML1 Source: HDR Engineering, Inc. Many of the homes in this area are very close to the rail line right-of way line. However, due to the construction type of these homes, they are unlikely to have any significant foundations, 7

8 which will reduce the vibration coupling into the residence structure. Table 3 shows the vibration level measured at the home, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above. Train Description Table 3. Overall Train Vibration at ML1 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Amtrak Metrolink a Based upon regression line shown above. Vibration Measurements at ML2 The discussion below presents the vibration measurements which were gathered at Measurement Location No. 2. This is a single-family residence adjacent to the rail line right-ofway. The proposed second track is located 19 feet farther away from this receiver than the existing track. Figure 3 shows measurement results at this location and a regression line. Figure 3. Train Pass-by Measurements vs. Distance at ML2 Source: HDR Engineering, Inc. For many of the measured train pass-by events, the vibration levels are greatest at the residential structure, and a little lower at the rail-line right-of-way. There could be many different reasons for this, including differences in topsoil, unseen differences in the soil strata under the ground, or unseen underground boulders. For this property, the different vibration levels are very likely caused by the presence of retaining walls and concrete fences. The foundations of the fences or retaining walls could be shielding the sensors from the direct effects of the train vibration. In contrast, the larger foundation of the residential structure will catch more of this effect. Table 4 shows the vibration level measured at the home, and the level at a location that 8

9 is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 3). Train Description Table 4. Overall Train Vibration at ML2 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Amtrak Metrolink Freight Metrolink a Based upon regression line shown above. Vibration Measurements at ML3 The vibration measurements performed at Measurement Location No. 3 are provided below. This is a single-family residence adjacent to the rail line right-of-way. The proposed second track is located 19 feet closer to this receiver than the existing track. Figure 4 shows measurement results at this location and a regression line. Figure 4. Train Pass-by Measurements vs. Distance at ML3 Source: HDR Engineering, Inc. As is typically expected, the vibration levels are generally higher nearest to the tracks, and reduce with increasing distance from the tracks. Table 5 shows the vibration level measured at the residence, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 4). 9

10 Train Description Table 5. Overall Train Vibration at ML3 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Metrolink Metrolink Metrolink Amtrak a Based upon regression line shown above. Vibration Measurements at ML4 The vibration measurements performed at Measurement Location No. 4 are provided below. This residential structure is located nearly 1,500 feet from the tracks. The proposed second track is located 19 feet farther away from this receiver than the existing track. Ground-borne vibration levels are quite low at this location. Figure 5 shows measurement results at this location. Figure 5. Time-Trace for ML4 Source: HDR Engineering, Inc. The vibration peaks shown in the time-trace above were all associated with vehicles driving past the residence. It was not possible to discern a train pass-by event from these data. This is not 10

11 unexpected, as it would be extremely unusual to experience ground-borne train vibration almost 1,500 feet from the rail line. Vibration Measurements at ML5 The vibration measurements performed at Measurement Location No. 5 are provided below. This is a single-family residence adjacent to the rail right-of-way. The proposed second track is located 19 feet closer to this receiver than the existing track. Figure 6 shows measurement results at this location and a regression line. Figure 6. Train Pass-by Measurements vs. Distance at ML5 Source: HDR Engineering, Inc. As is typically expected, the levels are generally higher nearest to the tracks, and reduce with increasing distance from the tracks. Table 6 shows the vibration level measured at the residence, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 6). Train Description Table 6. Overall Train Vibration at ML4 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Metrolink Amtrak Metrolink Amtrak a Based upon regression line shown above. 11

12 Vibration Measurements at ML6 The vibration measurements performed at Measurement Location No. 6 are provided below. This is a single-family residence adjacent to the rail line right-of-way. The proposed second track is located 19 feet closer to this receiver than the existing track. Figure 7 shows measurement results at this location and a regression line. Figure 7. Train Pass-by Measurements vs. Distance at ML6 As is typically expected, the levels are generally higher nearest to the tracks, and reduce with increasing distance from the tracks. Table 7 shows the vibration level measured at the residence, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 7). Train Description Table 7. Overall Train Vibration at ML6 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Metrolink Amtrak Metrolink (decelerating) Amtrak Metrolink a Based upon regression line shown above. There was one Metrolink train which stopped on the tracks just beyond the measurement location, so it was decelerating as it passed the measurement location. Therefore measured vibration velocities were low during this event. 12

13 Vibration Measurements at ML7 The vibration measurements performed at Measurement Location No. 7 are provided below. This is a single-family residence adjacent to the rail right-of-way. The proposed second track is located 19 feet farther away from this receiver than the existing track. Figure 8 shows measurement results at this location and a regression line. Figure 8. Train Pass-by Measurements vs. Distance at ML7 Source: HDR Engineering, Inc. As is typically expected, the levels are generally higher nearest to the tracks, and reduce with increasing distance from the tracks. Vibration from one of the Metrolink trains is nearly 20 VdB lower than the other Metrolink train as shown in the graph above (the data between 50 and 60 VdB on the bottom of the graph). This is most likely due to a slow travel speed as it passed, and influenced the slope of the regression line in Figure 8. Table 8 shows the vibration level measured at the home, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 8). Train Description Table 8. Overall Train Vibration at ML7 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Metrolink Metrolink Freight (1 locomotive, 3 cars, empty) a Based upon regression line shown above. 13

14 Vibration Measurements at ML8 The vibration measurements performed at Measurement Location No. 8 are provided below. This is a single-family residential property adjacent to the rail right-of-way. There are two residences on this property. The primary residence is almost 200 feet from the tracks. An additional freestanding residential rental unit is located towards the back of the property, less than 100 feet from the tracks. The proposed second track is located approximately 15 feet closer to this receiver than the existing track. Figure 9 shows measurement results at this location and a regression line. Figure 9. Train Pass-by Measurements vs. Distance at ML8 Source: HDR Engineering, Inc. The graph shows the same trend of decreasing vibration vs. distance that was found at most other measurement locations. Although not labeled on Figure 9, the highest levels shown are due to freight trains. Table 9 shows the vibration level measured at the residence, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 9). Train Description Table 9. Overall Train Vibration at ML8 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Amtrak Metrolink Amtrak Metrolink Freight (4 locomotives, 53 cars) Metrolink a Based upon regression line shown above. 14

15 Vibration Measurements at ML9 The vibration measurements performed at Measurement Location No. 9 are provided below. This is a single-family residential property adjacent to the rail right-of-way. The primary residence was over 200 feet from the tracks. An additional guest-residence building is sometimes occupied. This secondary residence is located at the back of the property within a couple feet of the property line, which puts it approximately 65 feet from the tracks. The proposed second track is located approximately 15 feet closer to this receiver than the existing track. Figure 10 shows measurement results at this location and a regression line. Figure 10. Train Pass-by Measurements vs. Distance at ML9 Source: HDR Engineering, Inc. Table 10 shows the vibration level measured at the home, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 10). Train Description Table 10. Overall Train Vibration at ML9 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Metrolink Freight (2 locomotives, 3 cars, empty) a Based upon regression line shown above. Vibration Measurements at ML10 The vibration measurements performed at Measurement Location No. 10 are provided below. This is a single-family residential property adjacent to the rail right-of-way, where the primary residence was over 200 feet from the tracks. The proposed second track is located approximately 15 feet closer to this receiver than the existing track. Figure 11 shows measurement results at this location and a regression line. 15

16 Figure 11. Train Pass-by Measurements vs. Distance at ML10 Source: HDR Engineering, Inc. Table 11 shows the vibration level measured at the home, and the level at a location that is representative of the distance to the proposed double track; this projected vibration level is based on the regression line shown above (Figure 11). Train Description Table 11. Overall Train Vibration at ML10 Vibration at Residence Foundation, VdB Measured From Existing Track Predicted From Proposed Track a Amtrak Metrolink a Based upon regression line shown above. Pass-by Measurements at Double-Track HDR also performed ground-borne vibration measurements of individual train pass-by events at the end of Allen Avenue on the north side of the tracks in Glendale, California; the measurement duration was approximately six (6) hours. This location has double tracks with Ventura County Line traffic (which is the line that travels through the project area) and Antelope Valley Line traffic. The purpose was to capture a vibration event from a train on each track simultaneously. This event did not occur at this location, which could be an indication of the frequency that a simultaneous two train pass-bye will occur in the study area. These data are not presented here because it did not achieve its goal, and because the location is far from the project area the measurements of single-train events are not representative of vibration in the project area. 16

17 Aggregate Results by Distance HDR measured vibration levels during 63 train pass-bye events across all 11 measurement locations (the 10 receptors near the project area plus the reference measurements at Allen Avenue). The concurrent measurements at different distances in all of the 63 events accumulated to a total of 274 vibration measurements. A summary of the number of events at each measurement location is provided below. ID Table 12. Summary of Measured Train Events Metrolink Trains Amtrak Trains Freight Trains ML1 1 1 ML ML3 3 1 ML4 1 ML5 2 2 ML6 4 2 ML7 2 1 ML ML9 2 1 ML PB Allen Ave Total All of the preceding paragraphs discussed the measurement data sorted on a per-location basis. The following page presents the measurement data sorted by train type (Metrolink, Amtrak, and freight). The figures below compares measured vibration levels vs. the distance from the train tracks. While there is a lot of variation due to differing speeds, differing soil types, and other factors, most of the data points generally follow a sloped line that indicated vibration levels decrease with distance from the source (i.e., trains). 17

18 Figure 12. All Train Pass-by Measurements Source: HDR Engineering 18

19 Discussion Train traffic on the existing rail line creates vibration levels that exceed FTA vibration criteria at homes in the study area, based on the measurement results shown above. FTA recognizes the potential for this in their discussion of existing vibration levels (FTA, 2006, 8.1.2). In circumstances where existing vibration levels exceed FTA vibration criteria, if a project shifts an existing track to add an additional track and the resulting vibration levels increase less than 3 VdB, FTA does not consider the project (addition of a second track) to cause a vibration impact. Measurement and analysis results in the tables above show that the proposed double track has potential to change ground-borne vibration levels by 1-2 VdB at each measurement location. In some locations analysis results indicate an increase; in other locations analysis results indicate a decrease. The projected increase in ground-borne vibration due to the proposed double track is less than 3 VdB, and therefore it is not considered a vibration impact according to FTA. Conclusion HDR measured ground-borne vibration at residences in the study area, during train pass-byes. Three types of trains operated on the existing rail line during these measurements: Metrolink, Amtrak, and Union Pacific Railroad freight trains. At each measurement location, HDR installed accelerometers (sensors) near the home, and at other locations on the property that were closer to and farther from the existing rail line. In this manner, HDR simultaneously measured traininduced ground-borne vibration at multiple distances from the rail line. In many cases, measurement results indicate that train-induced ground-borne vibration exceeds FTA criteria at distances from the rail line at which the residences exist. Measurement results at farther distances generally show lower vibration levels. Measurement results at closer distances generally show higher vibration levels. A regression line was developed using measurement data at each residence. This line was used to estimate ground-borne vibration levels at a distance that is representative of the distance to the proposed double track. At those distances vibration levels are projected to change approximately 1-2 VdB. Because existing vibration levels exceed FTA criteria at homes, and the projected change is less than 3 VdB, FTA does not consider the proposed double track to cause any vibration impacts. HDR also measured train-induced ground-borne vibration at a location in Glendale, CA (outside of the study area). The goal of these measurements was to quantify ground-borne vibration levels when two trains passed each other. Two trains did not pass each other while HDR performed those measurements; therefore those data are not included in this memo. References 2006 Transit Noise and Vibration Impact Assessment. Second Edition. (Federal Transit Administration Report Number FTA-VA ) 19

Impact Assessment Methodology for the. Somerville Public Library August 4, 2008 Jason Ross, P.E. Harris Miller Miller & Hanson Inc.

Impact Assessment Methodology for the. Somerville Public Library August 4, 2008 Jason Ross, P.E. Harris Miller Miller & Hanson Inc. Noise and Vibration Impact Assessment Methodology for the MBTA Green Line Extension P j t Project Presentation to the Advisory Group Meeting Meeting Somerville Public Library August 4, 2008 Jason Ross,

More information

7. BASIC GROUND-BORNE VIBRATION CONCEPTS

7. BASIC GROUND-BORNE VIBRATION CONCEPTS Chapter 7: Basic Ground-Borne Vibration Concepts 7-1 7. BASIC GROUND-BORNE VIBRATION CONCEPTS Ground-borne vibration can be a serious concern for nearby neighbors of a transit system route or maintenance

More information

TABLE 3-24 SUMMARY OF EXISTING AMBIENT NOISE MEASUREMENT RESULTS

TABLE 3-24 SUMMARY OF EXISTING AMBIENT NOISE MEASUREMENT RESULTS Site No. TABLE 3-24 SUMMARY OF EXISTING AMBIENT NOISE MEASUREMENT RESULTS Measurement Location Description Start of Measurement Meas. Time (hrs) Noise Exposure (dba) Date Time Ldn Leq LT-1 Cistercian Abbey

More information

CREATE. Noise and Vibration Assessment Methodology

CREATE. Noise and Vibration Assessment Methodology CREATE Noise and Assessment Methodology June 2014 TABLE OF CONTENTS 1. INTRODUCTION... 1 2. BACKGROUND... 1 3. OVERALL FTA IMPACT ASSESSMENT METHODOLOGY... 2 4. KEY ELEMENTS OF NOISE ASSESSMENT... 4 4.1

More information

NOISE IMPACT ANALYSIS 28-UNIT APARTMENT COMPLEX LA MIRADA, CALIFORNIA

NOISE IMPACT ANALYSIS 28-UNIT APARTMENT COMPLEX LA MIRADA, CALIFORNIA NOISE IMPACT ANALYSIS 28-UNIT APARTMENT COMPLEX LA MIRADA, CALIFORNIA Prepared by: Giroux & Associates 1800 E Garry St., #205 Santa Ana, CA 92705 Prepared for: Phil Martin & Associates Attn: Phil Martin

More information

COMPONENTS OF THE NOISE ELEMENT

COMPONENTS OF THE NOISE ELEMENT COMPONENTS OF THE NOISE ELEMENT Definitions Following is a list of commonly used terms and abbreviations that may be found within this element or when discussing the topic of noise. This is an abbreviated

More information

Appendix D Environmental Noise Assessment

Appendix D Environmental Noise Assessment Appendix D Environmental Noise Assessment AREAS 3 AND 4 SPECIFIC PLAN EIR NOISE AND VIBRATION ASSESSMENT NEWARK, CALIFORNIA January 30, 2009 Prepared for: Julie Mier David J. Powers and Associates, Inc.

More information

Attachment E2 Noise Technical Memorandum SR 520

Attachment E2 Noise Technical Memorandum SR 520 Attachment E2 Noise Technical Memorandum SR 520 Prepared for: Prepared by: Jodi Ketelsen Michael A. Minor Date: November 4, 2012 Subject: Project: Noise Modeling Results: NE 51st Street to NE 65th Street

More information

NORTH GILROY NEIGHBORHOOD DISTRICTS URBAN SERVICE AREA AMENDMENT EIR NOISE AND VIBRATION ASSESSMENT GILROY, CALIFORNIA

NORTH GILROY NEIGHBORHOOD DISTRICTS URBAN SERVICE AREA AMENDMENT EIR NOISE AND VIBRATION ASSESSMENT GILROY, CALIFORNIA NORTH GILROY NEIGHBORHOOD DISTRICTS URBAN SERVICE AREA AMENDMENT EIR NOISE AND VIBRATION ASSESSMENT GILROY, CALIFORNIA May 14, 2015 Prepared for: Richard James, AICP Principal Planner EMC Planning Group

More information

4.13 NOISE AND VIBRATION

4.13 NOISE AND VIBRATION 4.13 NOISE AND VIBRATION 4.13.1 INTRODUCTION This section describes and analyzes the current noise environment in the areas where project facilities will be located, and evaluates the potential impacts

More information

General Plan Update Workshop #6 Overview of the Kern County General Plan Noise and Safety Elements (Fiscal Impact: None) All S.D.s

General Plan Update Workshop #6 Overview of the Kern County General Plan Noise and Safety Elements (Fiscal Impact: None) All S.D.s Lorelei H. Oviatt, AICP, Director 2700 M Street, Suite 100 Bakersfield, CA 93301-2323 Phone: (661) 862-8600 Fax: (661) 862-8601 TTY Relay 1-800-735-2929 Email: planning@co.kern.ca.us Web Address: http://pcd.kerndsa.com/

More information

APPENDIX C NOISE STUDY TECHNICAL REPORT

APPENDIX C NOISE STUDY TECHNICAL REPORT APPENDIX C NOISE STUDY TECHNICAL REPORT Noise Study Technical Report Watertown South Connector US 81 to 29 th Street SE Watertown, South Dakota HDR Project No. 39319 Prepared by 6300 So. Old Village Place

More information

Environmental Assessment May 2007

Environmental Assessment May 2007 jurisdictional waters. It is assumed that, at a minimum, a USACE Section 404 Nationwide Permit would be necessary to construct these features. The impacts of the fill into the floodplain cannot be fully

More information

TABLE OF CONTENTS Chapter 12 Noise

TABLE OF CONTENTS Chapter 12 Noise TABLE OF CONTENTS Chapter 12 Noise 12.1 Introduction... 12-3 12.1.1 Purpose and Content... 12-3 12.1.2 Legal Requirements... 12-3 12.1.3 Definitions... 12-3 12.2 Existing Conditions... 12-5 12.2.1 Standards...

More information

LONE HILL TO WHITE DOUBLE TRACK STUDY Community Open Houses May 16 & 17

LONE HILL TO WHITE DOUBLE TRACK STUDY Community Open Houses May 16 & 17 LONE HILL TO WHITE DOUBLE TRACK STUDY Community Open Houses May 16 & 17 1 PROJECT TEAM & COLLABORATORS 2 OPEN HOUSE SERIES Tuesday, May 16, 2017 6-8:00 pm La Verne City Council Chambers 3660 D Street La

More information

9.0 Noise and Vibration

9.0 Noise and Vibration 9.0 Noise and Vibration 9.1 Introduction A noise and vibration assessment was conducted to identify the potential for impacts for the proposed alternatives of the Columbia Pike Transit Initiative proposed

More information

MBTA Green Line Extension Noise and Vibration Technical Report

MBTA Green Line Extension Noise and Vibration Technical Report MBTA Green Line Extension Noise and Vibration Technical Report Environmental Assessment HMMH Report No. 302580.000 January, 2011 Prepared for: Vanasse Hangen & Brustlin, Inc. 99 High Street Boston, MA

More information

BAY MEADOWS PHASE II SPAR 2 SAN MATEO, CALIFORNIA

BAY MEADOWS PHASE II SPAR 2 SAN MATEO, CALIFORNIA Charles M Salter Associates Inc BAY MEADOWS PHASE II SPAR 2 SAN MATEO, CALIFORNIA RESIDENTIAL INTERIOR NOISE ANALYSIS Prepared for: Kim Havens Wilson Meany Sullivan Four Embarcadero Center, Suite 3330

More information

Recommended Locations for Sound Barriers

Recommended Locations for Sound Barriers Page 80 Noise Barriers This is a common approach to reduce noise impacts from surface transportation sources. The primary requirements for an effective noise barrier are (1) the barrier must be high enough

More information

10. Noise and Vibration

10. Noise and Vibration 10. Noise and Vibration 10.1 Introduction The noise and vibration impact assessment considers the potential for the Phase 1 of the South Coast Rail (SCR) Project (the Project) to affect people within the

More information

Noise measurement and mitigation for urban building foundation excavation

Noise measurement and mitigation for urban building foundation excavation PROCEEDINGS of the 22 nd International Congress on Acoustics Challenges and Solutions in Acoustical Measurement and Design: Paper ICA2016-552 Noise measurement and mitigation for urban building foundation

More information

Chapter 4 Environmental Setting, Impacts, and Mitigation 4.6 NOISE Environmental Setting. Approach to Analysis

Chapter 4 Environmental Setting, Impacts, and Mitigation 4.6 NOISE Environmental Setting. Approach to Analysis 4.6 NOISE 4.6.1 Environmental Setting Approach to Analysis This section evaluates potential noise impacts associated with the construction and operation of the proposed LWRP upgrade and expansion within

More information

US 53 Noise Mitigation

US 53 Noise Mitigation US 53 Noise Mitigation 1 Meeting Agenda Introductions Brief Project Overview Terminology Agencies Involved Rules/Regulations Noise Characteristics Project Approach Mitigation Possible Noise Mitigation

More information

EFFECTS OF HIGH-SPEED RAIL SUBSTRUCTURE ON GROUND- BORNE VIBRATIONS

EFFECTS OF HIGH-SPEED RAIL SUBSTRUCTURE ON GROUND- BORNE VIBRATIONS EFFECTS OF HIGH-SPEED RAIL SUBSTRUCTURE ON GROUND- BORNE VIBRATIONS Mohammad Fesharaki Amirmasoud Hamedi ABSTRACT: Excessive vibration due to high-speed traffic, has always been a great concern for railroad

More information

III.I. NOISE AND VIBRATION

III.I. NOISE AND VIBRATION III.I. NOISE AND VIBRATION The following analysis of noise impacts is based on the MGA Campus Project Air Quality, Greenhouse Gas and Noise Impact Report prepared by Terry A. Hayes Associates Inc. (TAHA),

More information

APPENDIX C NOISE STUDY TECHNICAL REPORT

APPENDIX C NOISE STUDY TECHNICAL REPORT APPENDIX C NOISE STUDY TECHNICAL REPORT 1) 9/25/06 Noise Study Technical Report; revised 05/08 2) 9/4/09 Memo Regarding Option 3 Noise Impacts to Pelican Lake Game Production Area Noise Study Technical

More information

Peak noise levels during any time period can be characterized with statistical terms.

Peak noise levels during any time period can be characterized with statistical terms. 3.11 NOISE Introduction This Noise section provides a discussion of applicable noise policies and standards, the results of ambient noise measurements, an evaluation of the projects compatibility with

More information

4.10 NOISE INTRODUCTION ENVIRONMENTAL SETTING. Characteristics of Sound (Noise and Vibration) Noise

4.10 NOISE INTRODUCTION ENVIRONMENTAL SETTING. Characteristics of Sound (Noise and Vibration) Noise 4.10 NOISE INTRODUCTION This section addresses the existing noise conditions in the City, identifies the regulatory framework with respect to regulations that address noise, and evaluates the significance

More information

Evaluation of noise impacts associated with a proposed commercial retail project typically includes the following:

Evaluation of noise impacts associated with a proposed commercial retail project typically includes the following: CITY OF LONG BEACH J ANUARY 2014 ENVIRONMENTAL IMPACT REPORT 4.10 NOISE This section analyzes the potential noise impacts associated with construction and operation of the California State University Long

More information

San Joaquin Apartments and Precinct Improvements Project EIR Noise

San Joaquin Apartments and Precinct Improvements Project EIR Noise 5.7 NOISE This section evaluates the potential for the San Joaquin Apartments project to result in significant short- and long-term noise impacts. The evaluation includes an assessment of potential construction-related

More information

Community and Environmental Noise Measurement

Community and Environmental Noise Measurement Community and Environmental Noise Measurement How it differs from Occupation Noise Sampling Lee Hager, COHC, 3M PSD 1 Today s Instructor Lee Hager Past lhager@mmm.com 517-290-1907 Chair AIHA Noise Committee

More information

4.7 NOISE FUNDAMENTALS OF NOISE AND VIBRATION

4.7 NOISE FUNDAMENTALS OF NOISE AND VIBRATION 4.7 NOISE FUNDAMENTALS OF NOISE AND VIBRATION Sound is mechanical energy transmitted by pressure waves through a medium such as air. Noise can be defined as unwanted sound. Sound is characterized by various

More information

1. Introduction Noise Analysis Results Figures. List of Tables

1. Introduction Noise Analysis Results Figures. List of Tables Traffic Noise Technical Report FM 2218 Widening (From US 59 to SH 36) Fort Bend County Prepared by: Houston District Date: July 2017 CSJ: 2093-01-010 The environmental review, consultation, and other actions

More information

Constructing SoundPLAN Models for Noise Studies That Are Consistent With the HUD Noise Guidebook

Constructing SoundPLAN Models for Noise Studies That Are Consistent With the HUD Noise Guidebook Portland, Oregon NOISE-CON 2011 2011 July 25-27 Constructing SoundPLAN Models for Noise Studies That Are Consistent With the HUD Noise Guidebook Joshua D Leasure JEAcoustics 1705 W Koenig Lane Austin,

More information

ARTICLE VII - OFF-STREET PARKING AND LOADING Section 7-10

ARTICLE VII - OFF-STREET PARKING AND LOADING Section 7-10 ARTICLE VII - OFF-STREET PARKING AND LOADING Section 7-10 Section 7-10.1 Off Street Parking. Off-street parking spaces, with proper access from a street, alley or driveway shall be provided in all districts

More information

CROSSRAIL INFORMATION PAPER D10 GROUNDBORNE NOISE AND VIBRATION

CROSSRAIL INFORMATION PAPER D10 GROUNDBORNE NOISE AND VIBRATION CROSSRAIL INFORMATION PAPER GROUNDBORNE NOISE AND VIBRATION This paper explains the measures that will be put in place to control the effects of groundborne noise and vibration that might otherwise arise

More information

E. NOISE AND VIBRATION

E. NOISE AND VIBRATION NOVEMBER 2008 TRUCKEE RAILYARD DRAFT MASTER PLAN EIR This section describes existing noise conditions in the Truckee Railyard Master Plan Area, describes criteria for determining the significance of noise

More information

APPENDIX C. Environmental Noise Assessment

APPENDIX C. Environmental Noise Assessment APPENDIX C Environmental Noise Assessment This page intentionally left blank. Environmental Noise Assessment San Joaquin Valley Christian School Merced County, California BAC Job # 2015-085 Prepared For:

More information

SCRRA RIGHT-OF-WAY ENCROACHMENT PROCESS

SCRRA RIGHT-OF-WAY ENCROACHMENT PROCESS SCRRA RIGHT-OF-WAY ENCROACHMENT PROCESS MARCH 2017 SCRRA RIGHT-OF-WAY ENCROACHMENT PROCESS 1.0 General A. All work activities within the SCRRA operating corridor and right-of-way, or work activities that

More information

Northern Intermodal Transit Facility WHAT IS AN INTERMODAL TRANSIT FACILITY?

Northern Intermodal Transit Facility WHAT IS AN INTERMODAL TRANSIT FACILITY? WHAT IS AN INTERMODAL TRANSIT FACILITY? An intermodal transit facility gathers many modes of transportation together and is strategically located to increase destination alternatives. Intermodal facilities

More information

Sound, Noise and Vibration

Sound, Noise and Vibration Sound, Noise and Vibration An explanation Rupert Thornely-Taylor July 2014 P5 (1) HOC/10003/0002 Outline of Presentation What sound is - sources, and ways in which is it transmitted from source to receiver

More information

Chapter 21. Noise BACKGROUND

Chapter 21. Noise BACKGROUND Chapter 21. Noise BACKGROUND The major noise sources in the Planning Area are: roadway noise from traffic on Interstate 80, Highway 113 and arterial streets; railroad noise from the Union Pacific and California

More information

4.10 NOISE. Introduction. Setting

4.10 NOISE. Introduction. Setting 4.10 NOISE Introduction This section evaluates potential noise impacts on nearby sensitive receptors from both short-term sources, such as construction, and long-term sources, such as project operations.

More information

CROSSRAIL INFORMATION PAPER D26 SURFACE RAILWAY NOISE AND VIBRATION

CROSSRAIL INFORMATION PAPER D26 SURFACE RAILWAY NOISE AND VIBRATION CROSSRAIL INFORMATION PAPER SURFACE RAILWAY NOISE AND VIBRATION This paper provides a summary of both the assessment of surface railway noise associated with the operation of Crossrail, and the undertakings

More information

NORTHWEST CORRIDOR PROJECT. NOISE TECHNICAL REPORT 2015 Addendum Phase IV

NORTHWEST CORRIDOR PROJECT. NOISE TECHNICAL REPORT 2015 Addendum Phase IV Noise Technical Report 2015 Addendum NOISE TECHNICAL REPORT 2015 Addendum PREPARED FOR: Federal Highway Administration and Georgia Department of Transportation PREPARED BY: Parsons Brinckerhoff Project

More information

Association of Australian Acoustical Consultants Guideline for Commercial Building Acoustics. May 2011

Association of Australian Acoustical Consultants Guideline for Commercial Building Acoustics. May 2011 Association of Australian Acoustical Consultants Guideline for Commercial Building Acoustics TABLE OF CONTENTS 1.0 INTRODUCTION... 3 2.0 OBJECTIVES... 3 3.0 CRITERIA... 5 2 1.0 INTRODUCTION Members of

More information

12-1 INTRODUCTION 12-2 REGULATORY REQUIREMENTS

12-1 INTRODUCTION 12-2 REGULATORY REQUIREMENTS Chapter 12: Noise and Vibration 12-1 INTRODUCTION This chapter assesses the potential noise and vibration effects resulting from operation of the Tappan Zee Hudson River Crossing Project. The potential

More information

BRITISH COLUMBIA MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE POLICY FOR ASSESSING AND MITIGATING NOISE IMPACTS

BRITISH COLUMBIA MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE POLICY FOR ASSESSING AND MITIGATING NOISE IMPACTS BRITISH COLUMBIA MINISTRY OF TRANSPORTATION AND INFRASTRUCTURE POLICY FOR ASSESSING AND MITIGATING NOISE IMPACTS FROM NEW AND UPGRADED NUMBERED HIGHWAYS April, 2014 Prepared for; B.C. Ministry of Transportation

More information

SAFETY AND NOISE 9. Safety and Noise

SAFETY AND NOISE 9. Safety and Noise SAFETY AND NOISE 9 9 Safety and Noise Safety is a basic human need and is required for a community to thrive. The goals and policies in this element are designed to protect and enhance public health and

More information

4.11 Noise and Vibration

4.11 Noise and Vibration 4.11 Noise and Vibration Noise is generally defined as unwanted sound. The degree to which noise can affect the human environment ranges from levels that interfere with speech and sleep (annoyance and

More information

What is Noise? In daily life, noise means unwanted sound.

What is Noise? In daily life, noise means unwanted sound. NAME PIYUSH ZINZALA DHAVAL KARKAR JEEGAR VARIYA YASH BANKER CHINTAN BAROT ROLL NO. 14SA162 14SA122 14SA134 14SA180 14SA120 What is Noise? In daily life, noise means unwanted sound. As you have no doubt

More information

IMPACT ECHO TESTING OF IN-SITU PRECAST CONCRETE CYLINDER PIPE

IMPACT ECHO TESTING OF IN-SITU PRECAST CONCRETE CYLINDER PIPE IMPACT ECHO TESTING OF IN-SITU PRECAST CONCRETE CYLINDER PIPE Dennis A. Sack; Larry D. Olson, P.E. 1 Abstract This paper presents recent research and field work performed in the area of Nondestructive

More information

VIBSOLFRET: ground vibrations induced by freight traffic, from the track to the building

VIBSOLFRET: ground vibrations induced by freight traffic, from the track to the building VIBSOLFRET: ground vibrations induced by freight traffic, from the track to the building Titre de la présentation 28/10/2010 DEUFRAKO seminary, Munich the 27th october 2010 OUTLINE Context Measurement

More information

Stationary Noise Assessment. Orléans Gardens. Ottawa, Ontario

Stationary Noise Assessment. Orléans Gardens. Ottawa, Ontario Stationary Noise Assessment Orléans Gardens Ottawa, Ontario REPORT: GWE15-053 Stationary Noise Prepared For: Prepared By: Michael Lafortune, Environmental Technologist Joshua Foster, P.Eng., Associate

More information

6 Noise. Transient noise events may be described by their maximum A weighted noise level (dba) Hourly Leq values are called Hourly Noise Levels.

6 Noise. Transient noise events may be described by their maximum A weighted noise level (dba) Hourly Leq values are called Hourly Noise Levels. 6 Noise The purpose of the Noise Element is to identify the noise sources that exist within the city, and to establish guiding policies and implementing actions to mitigate their potential impacts through

More information

PRINCIPAL CONCLUSIONS

PRINCIPAL CONCLUSIONS Chapter 20: Noise A. INTRODUCTION This chapter assesses the potential noise effects of the Proposed Actions, and includes: (1) the noise effects of project-generated vehicular trips on existing and future

More information

4.11 NOISE SOUND FUNDAMENTALS SOUND AND THE HUMAN EAR SOUND PROPAGATION AND ATTENUATION

4.11 NOISE SOUND FUNDAMENTALS SOUND AND THE HUMAN EAR SOUND PROPAGATION AND ATTENUATION 4.11 NOISE This section includes a description of ambient noise conditions, a summary of applicable regulations related to noise and vibration, and an analysis of impacts resulting from implementation

More information

NOISE AND VIBRATION FEASIBILITY STUDY 316 BLOOR STREET WEST CITY OF TORONTO, ONTARIO

NOISE AND VIBRATION FEASIBILITY STUDY 316 BLOOR STREET WEST CITY OF TORONTO, ONTARIO NOISE AND VIBRATION FEASIBILITY STUDY 316 BLOOR STREET WEST CITY OF TORONTO, ONTARIO Prepared for: State Building Group Attn.: John Guanti 27 Dufferin Street, Unit 34 Toronto, Ontario M6B 4J3 Prepared

More information

Notice of Preparation For Link Union Station (Link US) Project. Joint Environmental Impact Statement and Environmental Impact Report

Notice of Preparation For Link Union Station (Link US) Project. Joint Environmental Impact Statement and Environmental Impact Report Notice of Preparation For Link Union Station (Link US) Project Joint Environmental Impact Statement and Environmental Impact Report Date: May 27, 2016 To: Subject: Project Title: From: All Interested Agencies,

More information

4. Environmental Analysis of the Proposed Project

4. Environmental Analysis of the Proposed Project 4.2.10 Noise This section evaluates the impacts of the proposed (WVLCSP) project related to noise and vibration. The technical information within this section is based on the Noise Impact Analysis, West

More information

4.10 Noise Setting. a. Overview of Noise and Vibration Measurement

4.10 Noise Setting. a. Overview of Noise and Vibration Measurement Environmental Impact Analysis Noise 4.10 Noise This section evaluates the impacts of noise generated by future development under the proposed Specific Plan on nearby noise-sensitive land uses, as well

More information

3.6 GROUND TRANSPORTATION

3.6 GROUND TRANSPORTATION 3.6.1 Environmental Setting 3.6.1.1 Area of Influence The area of influence for ground transportation consists of the streets and intersections that could be affected by automobile or truck traffic to

More information

HUDSON TUNNEL PROJECT

HUDSON TUNNEL PROJECT HUDSON TUNNEL PROJECT NORTH BERGEN COMMUNITY MEETING Lido Restaurant 2600 Tonnelle Avenue North Bergen, NJ January 30, 2018 6:00-8:00 PM Agenda Project Overview Construction Activities in North Bergen

More information

Kamperman & James Nine-page summary edition Page 1 of 9

Kamperman & James Nine-page summary edition Page 1 of 9 Kamperman & James Nine-page summary 11-2-08 edition Page 1 of 9 Why Noise Criteria Are Necessary for Proper Siting of Wind Turbines Date: November 02, 2008 By: George W. Kamperman, INCE Bd. Cert. Emeritus

More information

Noise Assessments for Construction Noise Impacts

Noise Assessments for Construction Noise Impacts Noise Assessments for Construction Noise Impacts Weixiong Wu a AKRF, Inc., 440 Park Avenue, 7th floor, New York, NY, 10016, USA. ABSTRACT Construction noise is one of the most disruptive noise sources

More information

4.3 NOISE Environmental Setting. Fundamentals of Sound and Environmental Noise

4.3 NOISE Environmental Setting. Fundamentals of Sound and Environmental Noise SECTION 4.3 Noise 4.3 NOISE This section evaluates the impacts of the proposed project associated with noise and vibration within the City of El Segundo. It describes the existing noise environment within

More information

Final Quiet Zone Work Plan

Final Quiet Zone Work Plan Executive Summary Recognizing the impacts of commuter train horns on the communities they serve, RTD will assist and facilitate the local jurisdictions Quiet Zone applications along the Gold Line, Northwest

More information

4.10 NOISE. A. Fundamental Concepts of Environmental Acoustics

4.10 NOISE. A. Fundamental Concepts of Environmental Acoustics 4.10 This section evaluates the noise impacts upon existing and future noise sensitive receivers in and around the project area. The chapter includes background information on acoustics, a summary of the

More information

Policy for the Assessment and Mitigation of Traffic Noise on County Roads

Policy for the Assessment and Mitigation of Traffic Noise on County Roads Lanark County Policy for the Assessment and Mitigation of Traffic Noise on County Roads d r a f t f o r d i s c u s s i o n Prepared by: AECOM Canada Ltd. 302 1150 Morrison Drive, Ottawa, ON, Canada K2H

More information

Why does MnDOT build noise barriers? What is a Type I project? What is an impacted location?

Why does MnDOT build noise barriers? What is a Type I project? What is an impacted location? Why does MnDOT build noise barriers? Noise barriers generally prove to be quite effective in providing noise reduction at receptors near transportation facilities. In 1972, the U.S. Congress passed legislation

More information

4.6 NOISE ENVIRONMENTAL SETTING SOUND FUNDAMENTALS

4.6 NOISE ENVIRONMENTAL SETTING SOUND FUNDAMENTALS Draft EIR July 21, 2010 Chapter 4. Environmental Setting, Impacts, and Mitigation 4.6 Noise 4.6 NOISE This section describes ambient noise and vibration conditions in the vicinity of the existing and proposed

More information

3. STATION SPACING AND SITING GUIDELINES

3. STATION SPACING AND SITING GUIDELINES 3. STATION SPACING AND SITING GUIDELINES The station spacing and siting guidelines are summarized in Table 3-1. Table 3-1 also includes benchmark information for local transit service and express bus as

More information

Noise Impact Study. Sand & Gravel Mining and Accessory Uses Empire Township, Dakota County, MN. January Prepared by

Noise Impact Study. Sand & Gravel Mining and Accessory Uses Empire Township, Dakota County, MN. January Prepared by Noise Impact Study Sand & Gravel Mining and Accessory Uses Empire Township, Dakota County, MN January 2005 Prepared by 700 Third Street South, Suite 600 Minneapolis, MN 55415-1199 TABLE OF CONTENTS 1.0

More information

Traffic Noise Presentation

Traffic Noise Presentation Traffic Noise Presentation 1.- Basic Noise Concepts 2.- The Nature and Measurement of Traffic Noise 3.- Measurement Definition and Noise Units 4.- Acceptable Noise Levels 5.- Variables that Contribute

More information

PALO VERDE MESA SOLAR PROJECT

PALO VERDE MESA SOLAR PROJECT Appendix H Noise May 2013 PALO VERDE MESA SOLAR PROJECT Noise Study PROJECT NUMBER: 124278 PROJECT CONTACT: CHRIS KNOPP chris.knopp@powereng.com (858) 810-5381 PALO VERDE MESA SOLAR PROJECT NOISE STUDY

More information

APPENDIX E NOISE STUDY

APPENDIX E NOISE STUDY APPENDIX E NOISE STUDY Rancho Malibu Resort Project October 2012 October 19, 2012 Project No. 11-98710 J.J. O Brien GREEN ACRES, LLC c/o: Bruce McBride a California Limited Liability Company P.O. Box

More information

Exposition Corridor Transit Neighborhood Plan Draft EIR 4.9 NOISE

Exposition Corridor Transit Neighborhood Plan Draft EIR 4.9 NOISE 4.9 NOISE This section provides an overview of noise and vibration and evaluates impacts associated with the Proposed Project. Supporting data and calculations are included in Appendix E of this. Topics

More information

Use of ISO measurement uncertainty guidelines to determine uncertainties in noise & vibration predictions and design risks

Use of ISO measurement uncertainty guidelines to determine uncertainties in noise & vibration predictions and design risks Use of ISO measurement uncertainty guidelines to determine uncertainties in noise & vibration predictions and design risks P. Karantonis, C. Weber Renzo Tonin & Associates, Surry Hills, NSW, Australia

More information

Draft Dulles Toll Road Highway Noise Policy

Draft Dulles Toll Road Highway Noise Policy Draft Dulles Toll Road Highway Noise Policy 1. Purpose The Metropolitan Washington Airports Authority (the Authority) strives to be a good neighbor to adjacent communities and endeavors to address traffic

More information

William W. Hay Railroad Engineering Seminar. #2 Capacity Allocation in Vertically Integrated Railway Systems: A Sequential Bargaining Game Approach

William W. Hay Railroad Engineering Seminar. #2 Capacity Allocation in Vertically Integrated Railway Systems: A Sequential Bargaining Game Approach William W. Hay Railroad Engineering Seminar Speaker #1 Shared-use Passenger Corridors in California: HSR and the Peninsula Corridor Sam Levy - Massachusetts Institute of Technology #2 Capacity Allocation

More information

APPENDIX 3.11-A NOISE ANALYSIS DATA

APPENDIX 3.11-A NOISE ANALYSIS DATA APPENDIX 3.11-A NOISE ANALYSIS DATA N O I S E & G R O U N D B O R N E V I B R A T I O N I M P A C T A S S E S S M E N T F OR T H E P R O P O S E D R I N C O N D E L R IO N E V A D A C O U N T Y, CA AUGUST

More information

Traffic Noise Introduction to Traffic Noise Analysis and Abatement

Traffic Noise Introduction to Traffic Noise Analysis and Abatement Traffic Noise Introduction to Traffic Noise Analysis and Abatement NW Bethany Blvd Improvement Project Michael Minor, President Michael Minor & Associates Inc. Introduction to Acoustics What is Noise?

More information

FIGURE N-1 LAND USE COMPATIBILITY FOR NEW DEVELOPMENT NEAR TRANSPORTATION NOISE SOURCES

FIGURE N-1 LAND USE COMPATIBILITY FOR NEW DEVELOPMENT NEAR TRANSPORTATION NOISE SOURCES NOISE ELEMENT OBJECTIVES AND POLICIES Noise Standards N1. To protect the citizens of Arroyo Grande from the harmful and annoying effects of exposure to excessive noise. Policy N1-1 The noise standards

More information

Stockton Freight & Passenger Rail Mobility Enhancement

Stockton Freight & Passenger Rail Mobility Enhancement Stockton Freight & Passenger Rail Mobility Enhancement 2017 $10.34 million in 2017 FASTLANE Grant funding to complete engineering design, permitting, and construction of the Stockton Track Extension and

More information

Appendix H. Millennium Hollywood Project Trip Cap and Mitigation Triggers

Appendix H. Millennium Hollywood Project Trip Cap and Mitigation Triggers Appendix H Millennium Hollywood Project Trip Cap and Mitigation Triggers MILLENNIUM HOLLYWOOD PROJECT TRIP CAP AND MITIGATION TRIGGERS Crain and Associates Introduction The Millennium Hollywood Project

More information

Guide to evaluation of human exposure to vibration in buildings

Guide to evaluation of human exposure to vibration in buildings BRITISH STANDARD Guide to evaluation of human exposure to vibration in buildings Part 1: Vibration sources other than blasting ICS 13.160 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT

More information

MnDOT GREATER MN STAND ALONE NOISE BARRIER PROGRAM

MnDOT GREATER MN STAND ALONE NOISE BARRIER PROGRAM MnDOT GREATER MN STAND ALONE NOISE BARRIER PROGRAM 7 November 2017 MINNESOTA S EXPERIENCE WITH HIGHWAY NOISE MITIGATION The Minnesota Department of Transportation (MnDOT) has been constructing noise walls

More information

3.12 NOISE AND VIBRATION ENVIRONMENTAL SETTING ACOUSTIC FUNDAMENTALS

3.12 NOISE AND VIBRATION ENVIRONMENTAL SETTING ACOUSTIC FUNDAMENTALS 3.12 NOISE AND VIBRATION This section includes a description of ambient noise conditions, a summary of applicable regulations related to noise and vibration, and an analysis of the potential impacts resulting

More information

Metro Purple Line Extension

Metro Purple Line Extension metro.net/works Metro Purple Line Extension Construction Fact Sheet summer 2013 building the stations Construction at each station is estimated to take five to seven years. The station is a large box,

More information

Noise Impact Study for UMore Park Sand and Gravel Resources

Noise Impact Study for UMore Park Sand and Gravel Resources Noise Impact Study for UMore Park Sand and Gravel Resources University of Minnesota Rosemount and Empire Township, Minnesota SEH No. UOFMN 103496 October 2010 Table of Contents Title Page Table of Contents

More information

Vibration effects in healthcare facilities

Vibration effects in healthcare facilities Vibration effects in healthcare facilities A. Nash Charles M. Salter Associates, 130 Sutter, 5th Floor, San Francisco, CA 94104, USA anthony.nash@cmsalter.com 1633 In the USA, the principal rating system

More information

Vibrations caused by train traffic and the effect of its mitigation on the quality of living

Vibrations caused by train traffic and the effect of its mitigation on the quality of living Vibrations caused by train traffic and the effect of its mitigation on the quality of living T. Auvinen 1 Aalto University, Espoo, Finland ABSTRACT Railway traffic induced vibrations in dwellings often

More information

LAFAYETTE RAILROAD RELOCATION, NORFOLK SOUTHERN CORRIDOR

LAFAYETTE RAILROAD RELOCATION, NORFOLK SOUTHERN CORRIDOR LAFAYETTE RAILROAD RELOCATION, NORFOLK SOUTHERN CORRIDOR July 12, 2002 A Paper Submitted for the AREMA Annual Conference by: Paul B. Satterly, P.E. HNTB CORPORATION 111 Monument Circle, Suite 1200 Indianapolis,

More information

ENVIRONMENTAL IMPACTS OF TRANSPORTATION TO THE POTENTIAL REPOSITORY AT YUCCA MOUNTAIN

ENVIRONMENTAL IMPACTS OF TRANSPORTATION TO THE POTENTIAL REPOSITORY AT YUCCA MOUNTAIN ENVIRONMENTAL IMPACTS OF TRANSPORTATION TO THE POTENTIAL REPOSITORY AT YUCCA MOUNTAIN R.L. Sweeney, USDOE Yucca Mountain Project; R. Best, Jason and Associates; P. Bolton, P. Adams, Booz-Allen & Hamilton

More information

GARAGE STRUCTURE VIBRATION TRANSMISSION TO HUMAN OCCUPIED SPACES

GARAGE STRUCTURE VIBRATION TRANSMISSION TO HUMAN OCCUPIED SPACES GARAGE STRUCTURE VIBRATION TRANSMISSION TO HUMAN OCCUPIED SPACES Jack B. Evans* 1 1 JEAcoustics / Engineered Vibration Acoustic & Noise Solutions 175 West Koenig Lane, Austin, Texas 78756, USA Evans(at)JEAcoustics.com

More information

Impact of Operational Practices on Rail Line Capacity: A Simulation Analysis

Impact of Operational Practices on Rail Line Capacity: A Simulation Analysis Impact of Operational Practices on Rail Line Capacity: A Simulation Analysis Mark Dingler 1*, Yung-Cheng (Rex) Lai 2, Christopher P.L. Barkan 1 1 Railroad Engineering Program, Department of Civil and Environmental

More information

Vibration and noise from heavy weapons and explosions

Vibration and noise from heavy weapons and explosions Vibration and noise from heavy weapons and explosions European Conference of the Defence and the Environment Timo Markula / Akukon Ltd Tapio Lahti / TL Acoustics 22nd May 2013 Helsinki Background FDF has

More information

Jim Alexander Director of Design and Engineering, Southwest Light Rail Transit Project

Jim Alexander Director of Design and Engineering, Southwest Light Rail Transit Project Memorandum Date: January 15, 2014 To: CC: From: Subject: Jim Alexander Director of Design and Engineering, Southwest Light Rail Transit Project Paul Danielson, P.E. Project Manager, Southwest Light Rail

More information

Dulles Toll Road Highway Traffic Noise Policy. February 2, 2011

Dulles Toll Road Highway Traffic Noise Policy. February 2, 2011 Dulles Toll Road Highway Traffic Noise Policy February 2, 2011 as revised February 1, 2012 Table of Contents 1. Purpose... 1 2. Definitions... 1 3. Applicability... 5 4. Sound Fundamentals... 6 5. Highway

More information

TTM & Residential Development Noise Impact Study City of San Jacinto, CA

TTM & Residential Development Noise Impact Study City of San Jacinto, CA Prepared for: WMR Residential Investments, Inc. 27127 Calle Arroyo, Suite 1910 San Juan Capistrano, CA 92675 Prepared by: MD Acoustics Mike Dickerson, INCE 1197 Los Angeles Ave, Ste C-256 Simi Valley,

More information