RAIL YARD NOISE MEASUREMENT DATA
APPENDIX B TO BACKGROUND DOCUMENT FOR PROPOSED
REVISION TO RAIL CARRIER NOISE EMISSION REGULATION
U. S. ENVIRONMENTAL PROTECTION AGENCY
OFFICE OF NOISE ABATEMENT AND CONTROL
WASHINGTON, D.C. 20460
-------
The rail yard noise data presented in this appendix are
derived from three sources. They are:
(1) Measurements performed for EPA by contractors pg. B-l
(2) Measurements performed by EPA regional repre-
sentatives* pg. .B-43
(3) Measurements performed for the AAR and provided
to the EPA pg. B-319
*Noise measurements of performed by EPA regions as part of an
earlier study.are contained in a separate volume (Ref.
Preliminary Report Interstate Rail Carrier Monitoring by
EPA Regions II, IV, VI, and VII). The yard measurement
data used from that study include: Denver, Burlington,
Centennial, E. Dallas, Tilford and Inman.
-------
Rail Yard Noise Measurements
In order to document the noise exposure in the vicinity of
a variety of rail yards, noise measurements were obtained at each
of the yards listed in. Table 1. The measurements were conducted
over a period of one to two days at each of three locations at
each yard. . . . .
Measurement locations were selected so that the noise of
rail yard activities would dominate the noise environment at one
or more of the locations for each yard. The remaining locations
were selected where the noise of mainline operations, and/or the
noise of other noise sources within the community combines with
the noise of rail yard activities; the noise measurements at
these locations provide information on the difficulty of segre-
gating the noise of rail yard activities from other noise sources
at a community measurement location.
Wherever possible, measurement locations were selected to
lie on property lines surrounding the rail yards. Site specific
conditions, however, often required the location of measurement
positions within the property line; such conditions include
shielding of major noise sources at the property line, the
presence of major non-rail sources at the property line, or
local terrain, access, or safety conditions which restrict
property line measurements.
All measurements were performed with an automatic monitoring
unit, and simultaneously a continuous tracing of the noise level
with time was obtained on a graphic level recorder. The instru-
mentation is illustrated schematically in Figure 1. The signal
measured with the monitoring unit was A-weighted and automati-
cally processed to provide the equivalent level and various
B-l
-------
percentile levels over hourly periods. Each major noise event
occurring at a particular location was identified and noted on
the level record by an attendant who continuously monitored the
recordings.
The measurement results are provided in an attachment to
this appendix. For each yard, a general description of the major
activities at the yard is provided, as well as a description of
the measurement locations selected. A map of the yard indicating
the measurement locations is also provided. For each measurement
location, the measured noise levels are listed on one or more
noise data tabulation forms (one form for each day of measure-
ments). On each form for each hour is listed the equivalent
level, the maximum level, and the following percentile levels:
Ll' L10' L50' L90» and Lgg- Also listed are the daytime,
nighttime, and day-night sound levels computed from the equi-
valent levels measured during the appropriate hours of the day
(Reference B-2).
B-2
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TABLE 1
RAIL YARDS INCLUDED IN STUDY
Site No.
Yard
RR
Location
31
32
33
41
42
43
51
52
34
35
36
37
38
53
54
55
56
57
58 .
59
Roseville
Richmond
Barstow
Brosnan
Mays
Settegast
Dillard
Johnston
Eureka
Morman
Balmer
Enola
Allentown
Argentine
Cumberland
Western Ave •
Frontier
Blue Island
Boyles ... . .
Crest
SP
ATSF
ATSF
AR
ICG "
MP
SR
ICG
MKT
ATSF
BN
Con rail
Conrail
ATSF
CHESSIE
MILW
Conrail
RI
LN ,
MP
Roseville, CA
Richmond, CA
Barstow, CA
Macon, GA
Harahan, LA
Houston, TX
Savannah, GA
Memphis, TN
Houston, TX
Stockton, CA
Seattle, WA
Enola, PA
Allentown, PA
Argentine,KA
Cumberland, MD
Chicago, IL
Buffalo, NY
Blue Isl, IL
Tarrant City, AL
N. Little Rock, AR
B-3
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CALIBRATOR
GR 1567
WINDSCREEN
*
\
' MICROPHONE
GR 1962
PREAMP
GR 1972-9600
NOISE MONITOR
BBN 61*4 or
BBN
SOUND LEVEL METER
B 6 K 2203
GRAPHIC LEVEL RECORDER
B£ K 2306
FIGURE 1 Schematic of Instrumentation for Rail Yard
Noise Monitoring.
B-4
-------
Attachment
Rail Yard Information and Noise Data
-------
Roseville Yard
Southern Pacific transportation Company
Roseville, California
(Site No. 31)
GENERAL DESCRIPTION
The Roseville Yard is composed of a receiving yard, a hump
.classification yard and a departure yard, plus locomotive ser-
vicing/test areas and repair facilities. A separate Pacific
Fruit Express Company Yard is located adjacent to the Roseville
Yard, and mainline tracks skirt the north boundaries of the two
yards. . '
Eastbound and westbound trains arrive at the Roseville Yard
via the mainline tracks and are switched to the eastward or west-
ward receiving yard. Noise sources in this area are limited
to trains moving at slow speed (maximum yard speed is 8mph),
either entering or leaving. Much of the time there is little
activity with rail cars being stored until ready for classification.
Rail cars are transferred to the classification yard using
locomotives to push them over the hump. Approximately 2000 cars/
day are currently being humped in each direction (i.e. 4000 cars
total). Cars are pushed by locomotives moving at approximately
2mph. At this rate roughly 4 cars/min. can be transferred to
the classification yard. The speed of these cars may be controlled
first by either of two master retarders, and then by a series of
group retarders. All of these retarders are pneumatically activated
and manually controlled by yard personnel in the various towers
around the hump area. Cars then roll into the bowl area,.and are
directed to the appropriate tracks via manually activated
switches. Cars are assembled into blocks in the bowl area, with
a maximum coupling speed of 4 mph. Inert retarders are located
B-5
-------
at the outbound end of the classification yard. These retarders
are always operational and serve to keep cars from leaving this
part of the yard without being pulled or pushed by locomotives.
Major noise sources in the classification yard include retarders,
rail car impacts, and some locomotives.
Blocks of rail cars are transferred to the eastward or west-
ward departure yard where they are assembled into trains and re-
turned to the mainline. Some flat switching does occur in this"
area. Major noise sources include locomotives, train movement
and some car impacts. Much of the time, however, rail cars are
idle, being stored until ready for departure.
Yard service and repair facilities include a locomotive
servicing area and a rip-track repair facility. Major noise
sources in these areas include locomotives under idling, moving
or loadtest conditions, bells and various shop noises. Diesel
operated refrigeration cars are additional noise sources in various
areas of the Pacific Fruit Express and Roseville Yards.
Mainline operations include 2 Amtrak through trains per day
plus 6-8 freight trains which bypass the yard. These freight trains
do stop at the yard, however.
B-6
-------
MEASUREMENT LOCATIONS
Site 31-1
This 48-hour measurement site was located on the yard boundary
near the, inert retarders. The site was in an open dirt and grass
field with direct line-of-sight to the inert retarders and classi-
fication yard. The site was shielded from the departure yard
and county road by the terrain. Major noise sources at this site .
included retarders, car impacts and moving cars and locomotives.
Site 31-2
This 24-hour measurement site was located along the Church
Street Yard boundary line, at Ash Street. Rail yard noise sources
near this site included mainline through trains, idling and moving
locomotives, locomotives under load or search tests and various
shop noises (i.e. bells, cranes, air exhaust, grinding, hammering.,
air compressors, and steam venting). In the absence of these noise
events, however, Church Street traffic dominated the noise environ-
ment at this location.. In addition, trains stopped along "the
mainline tracks sometimes shielded this position from yard operations
Site 31-3
This 24-hour measurement site was located on the boundary
between the Sbuthern Pacific and Pacific Fruit Express Yards,
within view of the hump. Noise sources at this location included
moving cars and locomotives, manual retarders, car impacts and
refrigeration cars. Rail cars were parked behind the measurement
site for periods of time, shielding the site from Pacific Fruit
Express Yard noise.
B-7
-------
Of
T1 ••> -- •
-------
3/-/
/
B-9 .
-------
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VERNON
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B-10
-------
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NOISE DATA
PAGE 1/4
YARD:
Rosevilie
LOCATION:
31-1
0)
I
HOUR
OF
DAY
00-01
01 -02
02-03
03 -
04-05
05-06
06-07
07-08
08-09
09-10
10-1V
11-12
12-13
-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
DATE:
1 February 1978
NOISE LEVEL in dBA
Leq
R? 8
K^ n
R7 fi
R8 f,
^3 P
55 1
5^ 1
^8 7
55.4
54.1
4b.6
52.9
50.3
40 .d
54.7
max
78 8
71 3
88 8
Q! 3
7? ^
78 8
77 ^
05 n
70.0
75.0
«n.b
67.5
66.3
67.5
77.5
LI
fin i
RQ n
fiQ 9
70 Q
h3 ft
^4 5
fiR n
^3 3
63.6
64.1
71.9
62.1
58.4
55.1
67.2
L,0
RR q
^3 5
Rfi Q
R8 8
RR 3
57 4
^7 4
^7 fi
59;3
55.9
59.5
56.6
53.1
51.8
55.8
L50
Rn fi
4° 1
RH ii
R! 8
Rn ^
50 7
R! 8
R! a
52'. "3
50.8
52.7
49.3
48.3
47.2
46.9
L90
48 n
47 n
47 R
iiQ n
47 8
47 1
48 -1
48 Q
49.0
48.1
48.0
46.6
^5.7
44.R
43.8
L99
4fi R
4R 7
4R 8
47 3
4fi 3
i|R 3
45 «
47i2
46.7
46.6
46.3
45.2
44.2
42.8
41.7
NOTE: Levels measured with FAST meter dynamics.
2 February 1978
NOISE LEVEL in dBA
Leq
53.6
R^i. T
RO . 1
^7 . ^
4fi 8
RR 7
^3 3
K3 1
R4 n
/
max
75.0
8^.8
67. R
78 8
67 R '
81 3
7? R
fifi 3
7R n
L,
62 .4
fin. 4
RQ .8
7?. 6
RR ,^
fifi q
ftp 3
fil ?
^3 ?
L10
56.1
R4 .q
R3 .?
RR ?
4Q .?
R8 1
Rfi n
RR 8
Rfi q
L50
51.1
4q .n
47.8
4R.4
44_7
Rn R
_50 ._5_
R! R
51.5
L90
4b .1
44.4
42 .9
42 .0
41 .q
44 4
47 fi
4q n
48 4
L99
42,. 9
41.3
40.4
40 .0
4 n . i.
4? ?
4R R
47 R
46 7
dn
53.7 dB
55.5
60.4
-------
NOISE DATA
PAGE 2/4
YARD:
Rosevi1le
LOCATION:
31-1
DATE:
to
i
H1
U)
HOUR
OF
DAY
00-01
01-02
02-03
03- 0^
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
. 18-19
19-20
20-21
21 -22
22-23
23-24
2 February 1978
NOISE LEVEL in dBA
Leq
58.1
59.7
59.8
57.5
55.4
5? 0
s4 .9
S7.fi
54.2
•51.1
56.1
54.5
51.7
55.0
51.3
max
90.0
78.8
81.8
81.8
76.1
79 8
81 1
81.8
71.1
76.1
91.8
76.1
73.8
76.1
73.8
L1
65.0
71.1
73.0
68.1
64.6
64 9
65 .0
69.1
65.7
66.5
64.9
65.2
62.7
64. S
59.4
L10 -
58.1
60.7
60.4
59.8
58.6
55 1
56 5
57.6
56.1
55.3
57 .9
57.1
56.1
57.4
53.5
L50
51.1
51.4
52.6
52.4
52.0
47 8
49 .1
50.5
50.1
49.6
50.8
49.7
51.1
51.4
49.3
L90
47.7
48.1
47.7
48.8
46.4
44 ?
45.2
45.9
46.8
45.7
46.4
46.1
48.1
47.9
46.6
L99
46.1
45.0
45.7
46.5
42.5
4? n
4? .9
41.4
45.1
41.2
44.2
44.2
46.4
46.1
45.1
DATE: .3 February 1978
* These data not included in L, calculation.
NOTE: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
w
51.8
53.8
51.1
54 .4
57.1
55. b
58.1
57.2
57.8
59.9
54.7
55.8
/
max
^7.5
l~75". 3
81. 3
72.5
H5 .0
75.0
78.8
71.8
80.0
81.8
75.0
80.0
L,
60.5
61.3
57.8
t>4 .1
fc>2 .4
64.2
67.1
62.4
67.0
72.1
64.2
66.2
L10
53.6
56.3
53.3
57.0
5^.8
58.4
59.1
59.1
60.0
60.2
57.5
57.9
L50
49 .2
51.5
4b.«
51.4
51 .y
52.9
55.9
56.1
55.5
53.6
51.7
51.0
L90
45 .a
48.0
45 .8
4H .2
4y .u
49.6
52.9
54.4
52.0
49.8
47.1
47.6
L99
44 .2
45.8
43.9
46 .4
47.2
47-6
51.4
51.1
^0.3
46.3
45.1
45.4
Ld-
Ldn:
54.9 dB
56.8
61.6
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NOISE DATA
PAGE 3/4
YARD: RosevilTe
LOCATION:
31-2
DATE: i February 1978
DATE: 2 February 1978
1
H-
*>
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
NOISE LEVEL in dBA
Leq
63.1
64.3
66.2
67.8
70.9
64.t
63.6
71.4
63.8
62.1
69.1
63.2
max
83.8
8§.8
LOO.O
81.3
86.3
85.0
87.5
L06.3
85.0
80.0
88.8
87.5
L1
7-6.6
74.3
79.1
74.7
79.8
73.6
72.2
82.8
74.0
JO. 4
81.5
73.2
L10
64.3
65.4
67.6
71.9
74.5
68.7
66.0
70.8
66.3
65.2
70.2
64.7
L50
55.6
57.4
60.8
64.4
68.2
59.1
59.9
58.1
59.8
5S.6
58.5
58.4
L90
52.0
53.1
56.6
57.2
57.1
54.1
57.6
54.6
57.7
_5_6.8
54.5
54.1
L99
50.8
51.4
54.6
54.2
54.2
52.5
56.3
52.9
56.3
53.9
52.7
51.4
NOISE LEVEL in dBA
Leq
63,9
72.2
68.0
70.5
65.0
61.1
61.2
63.3
61.8
62.9
61.9
69.1
,
max
85.0
97.5
91.3
91.3
96.3
81.3
80.0
85.0
83.8
87.5
83.8
98.8
LI
78.2
83.1
82.8
83.0
78.9
73.5
70.7
73.5
71.3
72.7
71.0
80.5
L10
63.7
75.9
61.6
73.4
59.3
62.6
63.7
66.6
64.9
65.6
64.8
67.0
L50
57.1
55.9
54.2
53.8
51.8
52.9
58.0
58.4
57 .5
58.7
58.8
60.1
L90
51.4
51.5
50.0
51.0
50.0
48.9
55.5
53.6
53.4
55.1
56 .5
56.9
L99
50.1
48.8
47.7
49.7
47.7
47.5
52.7
52.5
51.5
53.0
55.2
55.4
* These data not included in Ldn calculation.
NOTE: Levels measured with FAST meter dynamics.
dn
67.7 dB
66.4
73.9
-------
NOISE DATA
PAGE 4/4
YARD:
Rosevi11e
LOCATION:
31-3
DATE: 2 February 1978
DATE: 3 February 1978
1
f-J
Ul
HOUR
OF
DAY
00-01
01-02
02-03
03-0't
0*4-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13- 14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
NOISE LEVEL in dBA
Leq
74.6
60.7
79.4
79.2
72.9
75.8
75.7
69.2
67.3
76.4
75.7
max
100.0
103.8
108.8
108.8
102.5
105.0
102.5
102.5
92.5
L06.3
103.8
LI
88.1
79.0
92.6
91.0
•81.8
89.0
89.1
75.3
79.8
«8.§
89.5
L10
73.4
64.0
73.2
74.5
63.0
69.6
73.0
65.8
68.1
•72.1
70.6
L50
58.4
55.5
54.3
60.2
55.3
56.7
62.1
53.5
59.5
59.4
55.7
L90
54.1
51.0
49.5
48.6
49.3
50.2
48.7
48.3
53.0
50.8
50.5
L99
51.8
47.5
47.6
45.4
46.7
45.9
46.8
50.3
49.0
48.9
46.7
NOTE: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
75.0
78.0
75.7
74.4
69.8
79.1
73.9
74.7
79.4
66.2
68.9
61.6
65.1
/
max
102.5
106.3
103.8..
102.5
100.0
103.8
102.5
102.5
101.3
96.3
.96.3
92.5
98.8
L1
89.1
91.8
89.2
86.1
79.4
93.6
87.9
88.0
93.6
77.2
80.9
73.9
7.4.6
L10
65.8
76.5
64.5
73.2
69.6
73.5
70.0
69.2
73.7
64.5
68.6
59.2
62.7
L50
56.0
61.4
57.8
61.1
58.5
56.9
57.6
58.9
60.1
55.5
57.3
51.9
52.7
L90
50.2
56.4
53.1
54.5
51.6
51.6
52.6
55.1
54.2
50.3
51.1
46.3
48.2
L99
47.4
53.8
49.9
50.9
4^.8
49.0
50.2
53.6
51.5
48.5
47.5
44.1
44.9
dn
76.0 dB
74.8
82.2
-------
Richmond Yard
Atchison, Topeka and Sante Fe Railway Co.
Richmond, California
(Site No. 32)
GENERAL DESCRIPTION
The Richmond Yard assembles trains by flat switching; there
are no mainline through trains. In addition to the east and west
end switching areas, the yard also includes a diesel locomotive
servicing area and mechanical repair shops. A Southern Pacific
switch yard and a Standard Oil refinery are adjacent to the
Roseville Yard, along the north boundary. Finally, the Yard also
includes separate TOPC and rail barge facilities, located 1-2
miles from the yard proper.
The major noise sources in the yard area proper are associated
with the flat switching activities. During these operations, loco-
motives accelerate, pushing a line of cars. The locomotive then
decelerates as the end car is manually uncoupled, thus "kicking"
the car into an appropriate classification track, determined by
manual switching. Thus, noise sources include moving locomotives
and rail cars, as well as car impacts.
Mechanical department operations include diesel locomotive
servicing and repair shop activities, located north of the switch
area. Major noise sources from these areas include moving and
idling locomotives, diesel operated refrigeration cars and miscel-
laneous shop noise.
Activities at the TOPC facility consist of the loading and
unloading of trailers and containers on or off of flat cars. Major
noise sources are the various mechanical equipment and vehicles
associated with the operation. These include 43 street tractors
plus additional outside carriers (most are dispatched in the early
morning), 7 yard nestling tractors, 2 Drott travel lift cranes
B-16
-------
and 1 Hyster fork lift. The travel lift cranes are diesel oper-
ated and are particularly noisy.
Activities at the barge facility consist of the loading and
unloading of rail car barges. The major noise sources at this
location are the movement of locomotives and cars; the tug which
moves the barge is not very noisy. Current operations at this
.facility are minimal and infrequent.
B-17
-------
MEASUREMENT LOCATIONS
Site 32-1
This 48-hour measurement site was located along the Garrard
Boulevard property line boundary, approximately 130 feet northeast
of Barret Avenue and 15 feet from the edge of Garrard. Major
rail yard noise sources at this location were associated with flat
switching (i.e. moving cars, locomotives and car impacts). Traffic
noise from Garrard Boulevard was a significant contaminant to
noise measurements at this location.
Site 32-2
This 24-hour measurement site was located along the Santa
Fe Channel at the TOPC facility, approximately 30 feet from the
nearest track and 30 feet north of the northernmost switch on that
track. Major noise sources at this location include trucks, travel
lift cranes and locomotives.
Site 32-3
This 24-hour measurement site was located on the property
line boundary separating the Richmond Yard from the Standard Oil
facility, approximately 230 feet from the northwest corner of the
locomotive roundhouse. Rail yard noise sources at this location
included idling and moving locomotives, plus maintenance crew
operations. Switching-related noise from the nearby Southern
Pacific facility could also be heard at times. Noise measurements
were contaminated for certain periods by various refinery noise
sources from the Standard Oil facility.
B-18
-------
CLSfll' ' fi' » 'I ? AVE :r i ' _-' '' ~ ~ '
• --.-.irs-rr^'-vivrvis- ~ .T^ (r^FrTg : :
C!lr'i'''-V -
^~' x
,,
! ' ' ^i«gK^
bsS?&
-
^r^^'^LLw-qiJ^gv: ;.fe-C-s,/ '
-------
^^'^v^v;^: -j^^X' - VX.--;:.'./,.-;-v.'X v-.
•^j'^r;;. :-.-->c\v,.-:-
V \ - '«.••. v>
:--;v;-.^NKv-:
-------
yCTf " * — ~ ' /
~~'~~ .. •>' ^
., -Q ~f\. •
NO.ZO -> •
Q
Ci
•;,;•; ':, :/WA/e«,; ,<-...>:. H^^SpR .-,; .....•..^-v->;;:..V.^!.v:
-•' y
V. '
-------
•v- *J±~ 't^-^^^r^—:—™-* -^—-~-'r^^,~^-^"\^ •'
^l^^^-^^^rr^'^^^^--^^-^ • • •'"—•- sm-ir&Wr--- .<-»* " ,;•::., • • •
^g£_'j* . • i «i>i *• 7- . ^. V.4v^H'.< • -** -. • • •' i ~—•—• '. _ L u , r ; Cf* , ;
''fcr •' —' '.'^"~"''. '• '] •!- •. •'-.'. •v«.>'«":."-'1'1"».8'i0pl"? f ••.'.* ' -
-------
NOISE DATA
Page 1 of 4
YARD:
RICHMOND
LOCATION:
32-1
HOUR
OF
DAY
00-01
01-02
02-03
03 -
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE:
8 February 1978
NOISE LEVEL in dBA
Leq
71.4
70.7
73.1
72.8
73.4
74. 5
73.1
72.0
70.7
69.9
70.8
68.8
69.2
max
•91.3
90.0
92.5
91.3
95 0
90.0
93.8
102.5
98.8
92 .5
90.0
86.3
92.5
LI
82.6
83.0
84.3
83 6
83 3
83.2
82.9
82.7
81.2
80.8
81.4
79. -6
80.1
L10 .
74.7
73.4
75.9
76.0
76.5
77.3
76.1
74.7
73.7
7 2. -8
74.5
72.7
73.1
L50
65.7
64.0
67.9
67 -7
70 3
72.7
70.3
66.7
64.0
64.7
64.3
62.2
60.4
L90
57.2
55.7
61.8
59.2
60 3
66.0
63.4
57.9
54.8
58.3
56.2
55.6
54.0
L99
53.8
52.6
57.6
54.1
54.4
61.0
60.1
53.5
51.8
55.1
53.9
53.6
52.5
NOTE: Levels measured with FAST meter dynamics.
DATE: 9 February 1978
NOISE LEVEL in dBA
Leq
67. 3J
68.4
67.5
68.0
66.7
69.9
71.9
72.0
69.6
69.9
/
max
92.5
9378"
103.8
91.3
87.5
90.0
92.5
92.5
88.8
100.0
L,
78.3
79.6
79.1
79.8
78.3
79.8
82.0
83.0
81.2
81.9
LIO
70.8
71.1
68.9
71.3
70.6
73.3
74.6
75.6
72.5
72.5
L50
60.7
58.3
55.9
57.0
56.5
64.8
69.2
65.9
62.2
61.5
L90
55.7
54.5
53. «
53.4
53.4
56.0
60.6
57.7
55.2
55.0
L99
52.8
51.6
52.1
50.0
51.4
54.0
56.6
54.7
52.8
52.9
dn
67.8 dB
72.0
75.1
-------
NOISE DATA
Page 2 of 4
YARD:
RICHMOND
LOCATION:
32-1
td
I
HOUR
OF
DAY
00-01
01-02
02-03
03-0*1
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11 -12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE: g February 1978
NOISE LEVEL in dBA
Leq
71 7
7? i
70 5
70.5
72.8
73.1
68.9
72.6
70.4
70.1
71.3
68.9
max
i on o
q? 5
88 8
96.0
92.5
103.8
93.8
93.8
93.8
. 91.3
93.8
88.8
L1
8? 8
83 fi
8? 1
8] 6
82.1
82.5
78.2
84 .9
80.8
79.7
83. -3
80.3
L10
7^ 4
7^1 0
73 3
73.5
75.9
75.5
72.2
75.1
74.1
7^.3
73.o
72.0
L50
63 ?
67 5
64 ^
65 6
70.1
68.5
64.2
65.5
64.0
64.4
62.0
61.2
L90
53.4
56 3
55.2
^R •£
61.8
60.4
59.1
56.8
57.8
57.0
55.9
55.3
L99
50 0
52 5
5? ij
5° 1
54 ."ff
55.0
55.1
54 .-7
55.7
55.1
54.1
53.8
NOTE: Levels measured with FAST meter dynamics.
DATE: 10 February 1978
NOISE LEVEL in dBA
Leq
68 5
69.5
63.8
67.6
6q .1
65.7
68.8
71 , 3
73 7
72. q
fiq 8
,
max
qo,o
90.0
85.0
91.3
91 .3
86.3
1 00 ,0
q? ,5
q8 8
q3.8
qfi 3
h
7^-7
80.8
76.6
78.3
80.2
77-6
78.7
80. q
85.7
84.4
8? .1
L10
J2.3
72. q
63.8
71.5
71.1
69 .1
71 .q
73.8
76 6
76.3
71 3
L50
60.8
60.6
56.1
56.7
65.5
58.0
61.8
68.0
67 5
64.3
5q 6
L90
54. q
55.5
53.8
53.0
53.4
54 .0
55.4
58.8
59 .1
56.1
54.3
L99
53.1
53.0
52.5 '
4q.6
51.8
52 .5
53 .2
55.3
55 .8
53. q
52 .7
Ln: 68.6 dB
dn
71.4
75.5
-------
NOISE DATA
Page 3 of 4
YARD: RICHMOND
LOCATION: 32-2
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
04-05
05-06
06-07
07-08
08-03
09-10
10-11
11-12
12-13
13-
14-15
15-16
16-17
17- 18
18-19
19-20
20-21
21 -22
22-23
23-24
DATE: 8 February 1978
NOISE LEVEL in dBA
Leq
67.5
70.3
5«.l
69.7
67-3
65.4
60.5
66.0
70.5
62.6
62.0
max
92.
b6.
75.
79.
79.
79.
bo.
79.
78.
bl.
84.
'h
bi.
7b.
66.
77.
77 ,
77.
- - --
65.
76.
77.
69.
73.
L10
67.
76.
59.
74.
69.
63.
63.
69.
75.
65.
60.
L50
5b.
62.
56.
64.
61.
56.
L90
54.
54.
53.
59.
58.
48.
I
39.
60.
63.
60 .
Sit
49.
57.
57.
55.
47
L99
53.
52.
52.
57.
57.
40.
—
35.
56.
55-
4b .
iis
* These data not included in L calculation.
NOTE: Levels measured with SLOW meter dynamics.
DATE: 9 February 1978
NOISE LEVEL in dBA
Leq
61.5
64.5
62.6
70.1
si .0
S6 8
s8 8
61 s
69.9
69.3
63.1
57.7
60.9
,
max
78.
88.
78.
?q.
62.
70.
8?
83
79.
78.
84.
b3.
83.
L1
74.
77.
74.
78.
^7-
6V
66
fiq
78.
77.
73.
69.
72.
L10
63.
63.
64.
76.
SV
60.
6n
6^i
75.
75.
66.
5b.
63.
L50
57.
56.
56.
6V
i»q.
S4.
SJ4
SQ
61.
60.
52.
49.
50.
L90
4b.
53.
53.
54.
48.
50 .
Si
sit
5».
55.
37.
39.
39.
L99
4o.
51.
4Q.
48. '
U7 . •
48.
so .
ST
57.
52.
35.
35.
35.
Ln: 63.7 dB
'dn'
66.8
70.7
-------
NOISE DATA
Page 4 of 4
YARD:
RICHMOND
LOCATION:
32-3
to
I
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-2
23-:
DATE: 9 February 1978
NOISE LEVEL in dBA
Leq
66 .3
66.1
61.3
60.9-
64.8
63.9
61.8
69 .0
61 .6
63.5
max
03.
85.
85.
72.
88.
yo.
81.
87.
8Y.
86.
LI
77.
76.
66.
67.
75.
YO.
73.
82.
67.-
68.
L10
68.
70.
57.
64.
65.
63.
61.
71.
62.
67.
L50
61.
58.
55.
59.
59.
58.
58.
59.
57.
57
L90
58.
55.
54.
54.
57.
57.
56.
56.
55-
*6
L99
57.
54.
53.
54.
56.
56.
55.
55.
54.
ss
NOTE: Levels measured with SLOW meter dynamics.
DATE: 10 February 1978
NOISE LEVEL in dBA
Leq
60.3
63.5
62 .4
61.1
57.3
61.1
61.3
61.5
66 .3
70.1
69.3
69.3
78.7
67.5
,
max
83.
87.
76.
87.
72.
72.
91.
85.
92.
90.
87.
79.
111.
83.
LI
68.
71..
67.
66 .
64.
69.
64.
70.
76.
81.
78.
76.
79.
76.
LIO
59.
65.
56.
60.
58.
65.
59.
62.
66.
71.
72.
72.
71.
71.
L50
57.
59.
58.
58.
56.
56.
56.
58.
60.
65.
65.
67.
67.
63.
L90
56.
57.
56.
57.
54.
54.
55.
56.
57.
60.
57.
58.
56.
58.
L99~
55.
56.
55.
56.
54.
54.
54.
55.
_£6-
58.
54.
54. ,
54.
56.
Ld:
61.7dB
69.7
70.5
-------
Barstow Yard
Atchison, Topeka and Sante Fe Railway Co.
Barstow, California
(Site No. 33)
GENERAL DESCRIPTION
The Barstow Yard consists of a 10 track receiving yard, a
48 track classification yard, a 9 track departure yard, a 3 track
inspection yard, plus a diesel locomotive servicing area and
machanical repair area. There is also a diesel locomotive shop,
located offsite. Two mainline through tracks skirt the north
boundary of the yard.
Trains enter the receiving tracks from the mainline, and
locomotives are used to push the cars over the hump. The loco-
motives used for this purpose are often connected to a low rec-
tangular car used for extra weight (called a "cow and calf" ar-
rangement). Cars are weighed before crossing the hump, and this
information plus speed measurements from track mounted radar
units are fed into a computer system. The computer system is
used to activate retarders and switches for proper speed control
and classification. Thus the system is entirely automated, al-
though there are manual overrides.
Rail cars moving at 9-l^mph are first slowed by the master
retarder. They then pass through the group retarders at roughly
7-9mph and finally pass through the tangent point retarders at
approximately 4mph. Once in the bowl area, the cars couple by
impact and are thus assembled into blocks. The far end of the
classification yard includes retarders which may be either full
open or full closed; these are kept open when blocks of cars are
being pulled through to the departure yard and otherwise remain
closed to prevent cars from inadvertently rolling out of the
bowl area. All retarders are hydraulically or pneumatically
operated.
B-27
-------
Approximately 1500 cars per day are currently classified, with
a through-put of 4000 cars per day. There are also bypass tracks
and a "mini-hump" located south of the hump.
The locomotive service area does not contain a load cell;
checking is performed only up to the throttle 4 position. The
off-site locomotive shop contains 2 load cells; one is manually
operated and one is computer controlled.
B-28
-------
MEASUREMENT LOCATIONS
Site 33-1
This 48-hour measurement site was located near the group
retarders, approximately 70 feet inside of the south yard property
line. The site was in an open dirt and grass field with direct
line-of-site to the group retarders, tangent point retarders, hump
arid bowl area. The master retarder, however, was shielded from
this location. Major noise sources at this site included retarders,
car impacts, rolling cars and locomotives;
Site 33-2
.This 24-hour measurement site was located near the hump
area, a few hundred feet inside of the north yard boundary and
approximately 45 feet north of the nearest mainline track. The
microphone was located on top of an earth berm, at a height of
approximately 20 feet about the adjacent service road. Major
noise sources at this site included retarders, locomotives, refrig-
eration cars and mainline through trains. Some contamination by
road traffic noise was also experienced.
Site 33-3
This 24-hour measurement site was located near the engine
service area, a few hundred feet inside of the north yard bound-
ary and approximately 55 feet north of the nearest mainline track.
The microphone was located on top of an earth berm, at a height.
of approximately 15 feet about the adjacent service road. Major
noise sources at this site included idling and moving locomotives
and through trains. Some contamination by road traffic noise was
also experienced.
B-29
-------
MAP OF BOSTON YARD
-------
0A1R VALVE
0-FLOOD LIGHT "354
-------
33 -
i4 N.MAIM'
3 TRACK THRU TRAIN INSPECTION YARD
—• fOCrBKR. •'•"•• ' '• "-—-bj3^50 KVA TRANSFORMERS'"'••'•'• ^ •''-***
9 TRACK DEPARTURE YARD
RUNNING TPACK
"347
.PANEL
' „ '" "310- 2. 10000 GAL. FUEL OIL TANK.
----- --- "310-3 10000 GAL DIRTY LUBE OIL TANKN A
'
SUMP
3A.
=#
MP HOUSE' '•''
)™ nnBff f5==-
P342 M.TC.
!—?
J'X700 »3I3L
.)' > TO'j"3i4r
t*
.LLR
•1 -6
•SHF; • .1 "314-3
t^E^EEirr
•3wji£^ZIilSlLl=§?J
/ 7 TRACK-REPAIR. CLASSIi-Y. PRE-TRIP
'51
6;"
B-32
-------
M.P 7494 1999.57
jOPP E.S. 39O46 4.14.^4
M21LUL
'//'/77/77777T7
-------
NOISE DATA
Page 1 of 4
YARD:
BARSTOH
LOCATION:
HOUR
OF
DAY
00-01
01-021
02-03
03 -OT
W-05
05-06
06-07
07-08
08-09
09-10
10-11
11 -12
12-13
13-1A
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE:
16 February .1978
NOISE LEVEL in dBA
Leq
55.4
62.2
64.2
57.2
52.2
60.1
58.6
62 .2
66.9
60.9
65.9
max
81.3
90.0
88.8
75.0
72.5
88.8
85.0
91.3
92.5
87.5
100.0
LI
65.5
75.3
77.0
66.7
62.1
71.7
68.5
72.3
80.9
71.6
74.2
ho
57.3
59.8
63.6
61.1
55.4
59.7
58.8
59.8
63.8
62.9
63.2
L50
50.1
51.1
53.9
52.9
48.3
51.4
52.4
55.0
54.0
55.3
54.3
L90
46.8
46.4
48.0
47.6
44.9
46.8
49.2
50.4
50.8
51.1
51.0
L99
45.1
44.3
45.1
45.3
43.4
43.9
47.1
48.4
49.0
48.8
49.2
NOTE: Levels measured with FAST meter dynamics.
DATE:
February 1978
NOISE LEVEL in dBA
Leq
66.3
62.9
62 .9
63 .0
63.1
67.9
68.1
70.0
66.4
69.1
57.4
62.6
,
max
92.5
88.8
88 .8
91.3
90.0
95.0
95.0
_98.8
95.0
96.3
82.5
90.0
«-,
80.4
76.0
77.2
75.8
75.1
81.7
81.5
82.6
80.5
82.7
68.7
74.8
L10
62.9
60.7
58.4
58.9
64 .3
62.2
66.7
67.4
62.1
64.9
58.8
60.6
L50
54.7
52.2
50.5
54 .8
54.1
55.5
60.3
60.4
53.4
51.7
49.7
50.1
L90
50.1
47.5
46.6
50.6
49 .4
52.4
54.4
57.4
50.1
46.9
46.6
46.6
L99
46.1
45.3
45.0
47.0
47.6
50.1
52.1
54.1
47.6
45.1
45.1
44.8
dn
65.2 dB
64.1
71.5
-------
NOISE DATA
Page 2 of 4
YARD:
BARSTOW
LOCATION:
33-1
w
I
HOUR
OF
DAY
00-01
01-02
02-03
03-0*1
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-1?
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE: 17 February 1978
NOISE LEVEL in dBA
Leq
T27F"
61. «
60 .2
61.1
64.7
66. «.
61.9
63.4
63.1
71.2
67.3
57 .0
max
WTO™
86.3
66.3
88.8
87.5
91.3
87.5
91.3
90..0
96.3
91.3
73.8
L1
V4.9
76.2
73.2
72.4
78.6
80.0
75.2
Y5.3
75.6
85.5
»0.%
6H .1
L10
"5TTT"
60.8
59.5
61.7
63.2
63.5
59.6
62.2
61.8
66.1
65.8
59.2
L50
TO
47.8
51.3
52.8
51.1
51.9
53,1
55.1
55.8
51,3
55.5
53.7
L90
"¥678"
44.0
46.7
46.8
45.4
47,3
48.3
49.4
49.7
47.7
51,0
50.6
L99
T4T8"
42.5
44.0
44.2
42.9
45.1
45.5
46.0
46.5
45.6
48.2
48.8
NOTE: Levels measured with FAST-meter dynamics.
DATE:
18 February 1978
Leq
66.0
67.8
69.5
71.3
67.1
58.7
70.8
60.2
60,8
60.3
56.1
59.4
t
max
95.0
_9_5.0
95.0
100.0
_93.8 .
88.8
95.0
95.0
83.8
86.3
JLL.5.
.15.0
JOISE
L1
78.5
8l.O
83.6
83.5
81.3
70.6
84.9
70.3
72.5
73.1
66.1
.6J^5_
LEVEL
L10
61.0
61.2
65.1
61.4
^61.1
54.8
67.2
60,8
61.6
r60.4
55,5
61.6
in dBA
L50
56.0
53.2
52.9
51.0
52.0
49.9
_5_5_,1
53.4
31-6
50.4
50.2
.55 .,2
L90
52.1
49.5
49.7
48.0
48.1
47.4
50.5
50.4
48.6
47.0
45.5
_53.,J,_.
L99
49.9
46.8
47.7
46.5
46.4
46.3
48.8
48.4
46. J
45.1
41. 9_
£LJL~
Ln: 68.0 dB
dn
63.9
74.0
-------
NOISE DATA
Page 3 of 4
YARD:
BARSTOW
LOCATION:
33-2
td
i •
HOUR
OF
DAY
00-01
01-02
02-03
03-0**
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
14- 15
15-16
16-1
17-1
18-19
19-20
20-21
21-22
22-23
23-2^
DATE: 16 February 1978
NOISE LEVEL in dBA
Leq
67.1
67.3
61.6
60.9
64.5
65.6
71.8
fab. 5
66.0
68.6
62.6
6b.2
max
Q2.
89.
RS .
81.-
86.
87.
98.
84 .
96.
88.
81.
91.
1-1
7^
81.
7^
74.
80.
77.
85.
7«.
74.
82.
76.-
80.
L10
fin
68.
6R
61.
55.
62.
63.
68.
67.
67.
63.
60.
L50
RO
48.
47
46.
45.
50.
56.
62.
57.
58.
54.
51*.
L90
4^
4S.
42
41.
42.
47.
50.
58.
55.
54.
52.
52.
L99
44
m.
39.
41.
40.
45.
49.
55.
52.
51.
51.
51.
NOTE: Levels measured with'SLOW meter dynamics.
DATE: 17 February 1978
NOISE LEVEL in dBA
Leq
72.9
6b.4
72.7
66.3
63.1
61.5
69.5
63.9
67.5
64.3
65.2
54.7
max
98.
89.
94.
93.
83.
81.
90.
88.
89.
87.
90.
77.
LI
82.
82.
86.
68.
71.
67.
84.
74.
81.
76.
71.
67.
LlO
72.
67.
65.
59.
64.
62.
67.
64.
62.
63.
S7.
53.
L50
56.
63.
54.
49.
61.
60.
60.
60.
54.
51.
4S.
46.
L90
53.
55.
50.
46.
59.
59.
53.
S6.
52.
47.
41 .
43.
L99
52.
55.
47.
45.
55.
58.
51-
SI.
51.
46.
40.
41.
Ln: 68.9 dB
Ld:
Ldn:
66.4
75.0
-------
NOISE DATA
Page 4 of 4
YARD:
BARSTOW
LOCATION:
33-3
03
I
HOUR
OF
DAY
00-01
01 -02
02-03
04-05
05-06
06-07
07-08
08-03
09-10
10-11
11-12
12-13
13-
14- 15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE: 17 February 197«
NOISE LEVEL in dBA
Leq
57.3
68.8
75.7
69.3
60. 5
73.5
70.3
73.3
60.7
60.7
64 .6
69.7
max
78.
88.
96.
96.
84.
96.
89.
94.
79.
78.
84.
88.
h
69.
82.
90
82.
69.
86.
81.
34.
68.
69.
72.-
83.
L10
56.
70.
68
61.
61 ,
68.
71.
71.
62.
62.
66.
65.
L50
50.
52 .
54
5^ .
R6
61.
54.
59.
57.
57.
61.
61.
L90
47-
48
4R
48
52.
57.
51.
56.
54.
53.
59.
39.
L99
45
46
4R
4R
51 ,
5V
49.
54,
5V
52.
58.
57.
NOTE: Levels measured with SLOW meter dynamics.
DATE: 18 February 1978
NOISE LEVEL in dBA
eq
76.6
74.2
70.8
66.0
70.6
64.8
73.1
60.9
73.3
72.7
,
max
97.
93.
93.
96.
94.
83.
96.
84.
96.
L1
88.
88.
84.
68.
81 ,
76.
87.
70.
86.
L10
77.
70.
6V
60.
66 ,
65.
70.
62.
70.
L50
62.
56.
58.
57 .
57
60.
57,
57.
57.
L90
57.
53.
55 .
56
54
55.
52.
52.
50.
Lgg
54.
52.
5?.
5^!
RP
51.
51.
51.
49.
Ld'
71.8 dB
70.1
: 78.0
-------
Brosnan Yard
Southern Railway System
Macon, Ge'orgia'
(Site No. 41)
GENERAL DESCRIPTION
The Brosnan Yard is large yard on the southern outskirts of
Macon, Georgia. The yard is built in the middle of a swamp and
must be continually pumped dry. The surrounding area is tree-
covered swamp and is unpopulated. The nearest industrial site is
a paper mill several miles south of the yard.
Switching operations at the Brosnan Yard are as follows.
Incoming trains arrive on the mainlines at the east and west bound-
ries of the yard and are stored in the receiving area. The cars
are hump-switched into the large classification yards. The cars
are brought over the crest of the hump at about 4mph. The master
and group retarders are computer controlled. Cuts of cars are
assembled into trains in the forwarding area. Completed trains
then leave the yard on the main lines. There are no through trains.
A very small TOPC operation is carried out at the extreme
north end of the yard.
No diesel repairs are made at this yard. A large fueling
station is located on the southeast side of the yard. Light re-
pairs are made to freight cars on the service track. Approximately
20 hopper car and 50 box cars are washed at the cleaning station.
Here the hopper cars are emptied by use of a vibrator. The inside
of the car is washed by a water spray tower.
B-38
-------
MEASUREMENT LOCATIONS
Site 41-1
This 48-hour s,ite was located near the yard boundary east of
the main retarder. Prime noise sources at this location were
the main and group retarders, switching impacts, train movements
in the forwarding area, and braking squeals.
Site 41-2
This 24-hour site was located on the east yard boundary
across from the diesel fueling track. Prime noise sources for
this location were idling diesels, diesel movements, and train
movements in the forwarding area.
Site 41-3
This 24-hour site was located at the east vard boundary
toward the north end of the yard. Prime noise sources for this
location were train movements in the forwarding area, brake squeals,
the inert retarders, and switching impacts.
B-39
-------
^
' .,.' •' ., '• : :, • ' /./ (',;/' i%fT/"§ . AS »'"? • i- A ''-\\'v
V •, .(.ai-very /. ; ,. / / •&.... '/%'f»j&f&t6 ' 'Jf ,'*)•<•"••. • ^V:
• -<..'/«^^'^ I\#«SferV> ^
^^^^
__ ., .__, \v
')//•• X;''"i'M "'' ' r7*oT ^
WcrrScf. /_!.,-^
' "
'• /". .;'. .-^ '?\>- /
..;—"-;•";;•• i (_4
v ,..,,'. •' ./Elizabeth
:\llousl.on Hnij;hts ;Ch
BM
R86
„
r'X<-y . ,1 \ '•'•>< >.'-SN
•\~- ~"""i- '-£*ipe' r* i "' V i-''(a v\\"~"?':l ;) ''"o 'i V • -^"r*^^^ •
\X% • -• — • •.X--/-J -^-U^a^-4^w.J£t>'>o":iASKa .^\ '.*'/> i \ \
feiSi v:n/^ •^^•.-.^^T- Vf^> '
feffl4, f ;-i^l5i.;/ \f.,ir^
- \^- \')J , . ,'i- ' i"',X\ u s'NAVAL RESEU'VATION i- •'.;/ !plf
;i "' " *Bl ; |i UKIINANfR IM.ANT i| •'/'••/\ " "'" ?'!,'
B-40
-------
{Jj 1 -5_J • „•>'"'* '* "i~f
-------
B-42
-------
NOISE DATA
Page 1 of 4
YARD:
BROSNAN
LOCATION:
41-1
HOUR
OF
DAY
00-01
01-02
02-03
03 ^
04-05
05-06
06-07
07-08
08-09
11-12
12-13
13-14
fc
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-2
23
111
^2T
DATE: 2; February 1978
NOISE. LEVEL in dBA =
Leq
60.9
58.2
59.5
60.7
64.7
64.0
62.5
62.4
62.0
63.9
60.7
63.0
61.3
62.0
max
80.0
83.8
87.5
83.8
91.3
92.5
85.0
85.0
90.0
91.3
87.5
90.0
82.5
86.3
L1
70.8
66.5
68.8
69.4
77.7
75.6
75.4
74.5
72.2
75.3
66.7
73.5
68.6
72.3
L10
62.7
59.4
61.3
63.3
62.0
63.9
62.9
64.3
64.3
63.1
61.4
64.2
62.9
63.0
L50
56.0
56.1
56.0
57.7
57.3
Sfi.S
55 .0
56.8
57.4
58.0
58.1
60.1
59.9
59.3
L90
55.8
54r4
52.2
53.9
55.0
51 2
SI 3
52.7
54.2
54.6
54.8
57.5
56.6
54.8
L9g
54.5
•S^i.fi
50.4
51.8
53.8
4Q 6
48 8
50. "S
SI .Q
51.7
52.6
55.5
53.9
52.6
NOTE: Levels measured with 'FAST meter dynamics.
DATE: 3 February 1978
NOISE LEVEL in dBA
eq
61 .0
61. q
58.4
56.0
53.0
52.8
54.1
S4 8
max
QT 3
8S.O
87.5
75.0
81. 3
73.8
75.0
• 77 ^
Ll
71 7
70.8
66.7
66.2
S8.8
57.4
6? .q
64 ?
L10
fi? 1
6S.2
60.5
SS.^i
S4.7
S4 8
ss ,q
RS 6
L50
Sfi q
SQ.?
55.4
S3. 2
ST .fi
S2 0
s? .n
ST s
L90
S3 q
S4.7
Si .8
so .q
4q.fi
sn n
sn n
iiq n
L99
s? 4
S?.8
SO .1
4q .^
48.fi
US ^i
ija _a
117 fi
Ld-
Ldn:
59.2 dB
61.4
66.0
-------
NOISE DATA
Page 2 of 4
YARD:
BROSNAN
LOCATION:
w
I
HOUR
OF
DAY
00-01
01-02
02-03
03 -0*
04-05
05-06
06-0?
07-08
08-09
09-10
10-11
11-12
12-13
13-
14- 15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-2
23
123
r2T
DATE: 3 pebruary 1978
NOISE LEVEL in dBA
Leq
52.5
53.9
64.4
56.5
55.1
62.5
60.0
60.4
59.1
60.2
56.Q
61.8
56.5
59.2
max
67.5
77.5
92 .5
83 .8
80.0
85.0
88.8
83.8
82.5
86.3
81.3
85.0
81.3
85.0
L1
57.1
62.7
72.9
65-7
63.8
77.1
68.2
71.1
69.9
69.6
64.7
75.2
66. Q
72.4
L10
54.5
55.1
62.0
57.5
55.8
60.9
59.7
60.1
58.7
60.8
58.7
60.0
58.6
57.1
L50
51.8
51.4
52.6
53.1
52.8
54.1
55.1
58.1
56.4
57.0
54.2
55.2
53.4
51.9
L90
49.9
49.0
48.9
50.4
50.5
51.3
51.5
55.5
55.1
55.4
51.6
51.4
49.2
49.3
Lgg
48.8
47.5
47.1
48.9
49.0
49.2
50.1
54.1
54.0
54.4
50.1
49.7
47.2
47.8
* These data not included In Ldn calculation.
NOTE: Levels measured with FAST meter dynamics.
DATE:
February 1978
eq
57.0
58.7
58.6
56 .6
60.1
50.9
53.0
52.3
55.3
51.3
51.7
/
I
max
87.5
83.8
82.5
83.8
98.8
75.0
80.0
70.0
78.8
75.0
' 73.8
JOISE
L1
64.5
68.0
67-3
65.3
66.8
60.6
61.9
62.8
67.2
61.5
62.0
LEVEL
ho
56.4
59.8
60.6
58.1
58.7
52.1
54.7
54.1
55.0
52.2
52.2
in dBA
L50
52.0
55.3
55.2
52.1
53.7
48.0
49.8
49.3
49.4
48.7
47.9
L90
4b .9
52.5
51.3
48.8
50.5
44.7
47.0
47.0
46.9
46.0
45.1
L99
46 .3
50.7
48.0
46.8
48.9
43.0
45.3
45.9
45.5
44.8
43.8
dn
57.5 dB
59.1
64.2
-------
NOISE .DATA
Page 3 of 4
YARD' BROSNAN
LOCATION:
41-2
DATE: 2 February 1978
DATE:
3 February 19?S
W
1
£>
Ul
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-.13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq
49.3
48.1
60.9
52.8
51.9
50.0
52.5
57.9
51.0
55.6
56 .0
52. «
51.0
max
68.
Pv -
84.
72.
69.
68.
73-
7».
71.
76.
76.
72.
71.
h
60.
59.
72.
65.
63.
62.
65.
70.
t>0 .
66.
66.
63.
b"l.
L10
51.
49.
52.
54.
53.
52.
52.
57.
51.
57.
57.
54.
52.
L50
45.
44.
45.
45.
46.
44.
45.
48.
48 .
50.
49.
49.
47.
L90
40.
41.
42.
43.
42.
41.
38.
45.
45.
48.
45.
47.
43.
L99
39.
3Q .
41.
41.
41.
39.
36.
43.
44 .
46.
43.
45.
42.
NOTE: Levels measured with SLOW meter dynamics.
NOISE LEVEL in dBA
Leq
5t.l
52.6
59.6
48.3
47.8
44.4
50.0
48.9
53.2
50.6
49.6
i max
74.
69.
86.
67.
70.
65.
76.
69.
71.
67.
69.
L,
65.
61.
67.
59.
56.
54.
58.
58.
66.
61.
61.
L10
54.
56.
60.
43.
49.
45.
51.
50.
52.
52.
49.
L50
49.
49.
48.
44.
42.
41.
47.
44.
46.
46.
45.
L90
46.
45.
44.
42.
40.
38.
39.
42.
44.
44.
4'^.
L99
44.
43.
42.
41.
38.
37.
38.
40.
JO-
43.
42.
Ln:
Ld:
Ldn:
53.3
54.3
59.9
-------
NOISE DATA
Page 4 of 4
YARD:
BROSNAN
LOCATION:
41-3
ts
I
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-1 1
11-12
12-13
13-14
IK
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
DATE: 3 February 1978
NOISE LEVEL in dBA
Leq
71.0
6b .3
66.7
68.0
67.1
72.1
65.2
67.1
66.9
67.8
69.9
67.1
67. 8
max
86.
03.
90.
90.
83.
91.
85.
88.
87.
90.
96.
87.
90.
L1
79.
79.
78.
81.
79.
84.
76.
78.
79.
78.
81.
78.^
81.
L10
75.
67.
69.
69.
70.
73.
67.
68.
70.
69.
51.
71.
67.
L50
61.
54.
56.
58.
60.
62.
57.
59. -
57.
59.
57.
56.
56.
L90
50.
46.
49.
48.
49.
52.
45.
51.
46.
50.
49.
49.
46.
L99
46.
44 .
46.
45.
47.
43.
41.
47.
44.
48.
44.
42.
44.
* These data not included in L, calculation.
NOTE: Levels measured with SLOW meter dynamics.
DATE: 4 February 1978
Leq
70.1
6T._5j
66.5
66.7
73.1
69 .0
63.7
66.5
66.7
65.2
61.3
63.0
f
max
90.
88.
89.
84.
92.
91.
85.
94.
90.
82.
81.
78.
WISE
•-1
84.
77.
77.
77.
85.
83.
77.
76.
74.
80.
71.
73.
LEVEL
L10
68.
69.
68.
69.
75.
64.
62.
68.
70.
64.
65.
66.
in dBA
L50
57.
59.
59.
60.
60.
52.
52.
59.
60.
51.
56.
56.
L90
50.
51.
45.
48.
49.
44 .
46.
50.
52.
42.
45.
45.
L99
47.
43.
42.
42.
42.
39.
43.
48.
48.
39.
39.
42.
Ln: 68.7 dB
Ld:
Ldn:
67.4
74.9
-------
Mays Yard
Illinois Central Gulf Railroad
Harahan, Louisiana
(Site No. 42)
GENREAL DESCRIPTION
The Mays Yard is a medium-sized flat yard located west of
New Orleans. Highways are located at the west and south boundaries
of the yard. The land surrounding the yard is tree-covered and
used for light commercial and industrial purposes. Several resi-
dences are located within about 200 feet of the tracks.
Switching operations at the Mays Yard are as follows. In-
coming trains arrive on the mainlines at the north side of the
yard and are stored on the north side of the switchyard. The
main switching operation is performed from the west side of the
yard using two switch engines. Additional switching is performed
on the east•side of the yard. Switching is accomplished at a
.nominal speed of 4mph. Outgoing trains are assembled and exit
the yard at either the east or west end of the yard. No freight
trains pass through the yard without stopping. Two Amtrak passen-
ger trains pass through the yard per day. These trains travel
at high speed along the main lines. Some small cuts of freight
cars are delivered to local industrial plants by use of the track
leaving the yard to the south.
No TOFC/COPC operations are performed at this yard. (The
designation of the map is obsoleted).
Repair operations are carried out at two locations. Locomotives
are serviced and repaired at the diesel shop on the south side
of the yard. Full throttle load tests are carried out south of
the diesel shop. The fueling track is also south of the terminal.
Light car repairs are made along a service track at the south side
of the yard, east of the diesel terminal.
B-47
-------
MEASUREMENT LOCATIONS
Site 42-1
This 48-hour site was located about 180 feet north of the
main switching activities at the west end of the yard. Prime
noise sources for this location were switching impacts, brake
squeals, incoming and outgoing freight trains, traffic on the two-
lane road north of the yard, and the through passenger trains.
The boundary of railroad property is located about 1500-1800
feet north of site 42-1.
Site 42-2
This 24-hour site was located about 500 feet south of the
diesel repair shop, near the tracks that lead to the repair shop,
the oil storage tank, the engine laundry and the sand tower.
Major noise sources at this site are operations at the sand tower
and engine laundry and locomotive and rail car traffic.
Site 42-3
This 24-hour site was located north of yard and toward the '
eastern boundary of the yard. Private property was located within
about 200 feet of the mainlines at this site. Primary noise sources
at this site were incoming/outgoing trains, some switching impacts
from the east end of the yard, traffic on the road north of the
yard, and the through passenger trains.
B-48
-------
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-&r?yr\\\\\&\^Wv\aU\\\\\;\ WA v>l ";'X'
;// V A \ \ & '& \ :i ),,,U. H?.£.M,-1r,VA-l' - ' ": '• " V?.\ \ ^ '• i .- ,A \
// // M \ s v\ A\ '^t.•- -«j,;. 1.1x:" * v\ \ \ \ ?v •• -. \,
^V/A\\V^^UV\\\V' ""VU\A\IV\\V^
^-- ' *//\\ \ \ v^.,..' \ fe .1 ;.li;a^-4 ?. .^^' vf.\-\ v. x \ v.-\,
\ * »l i V S *. A '. V '. ', *,r> -^ \ i -i'v !. • •• . "' « I ", '> i • 5 i! a ,i
v\ lia^Uih, ' '•. \ 4:v-.\\ •&•• i • .AX \ \l\\\ 'T\\''\>
•--•^•;;.;.r:.:\* \-\\\\?V.V-.\\\\HIJ.\ -IIH-K
SAVT^-'S •
V •' '•-, ' \i t S !'• -;i ^ ^'^-^
V \> U3 • /•*••;;
•/• I W--:--*his-?ite;v\\*\\< '^- . .. '•••'-.. J **V Vx'--
v ^^'-^-MV^r. \x A^v^,-i^ *.
U .. If HARAHAN" ^ " \A> • /A -**•• -VvA- ''
"v^ "•:/>.. >:-:^'=:Vi:;..^^>^^.y
-------
o.Ur
u
I
^uj
X
V.
J
>
LJ :
(/> ,
r> .
OH3HOO.S -
X
^ •••• —
"*fc" «»»,,
-------
^
-------
*7,.;:4^
W.'-V
^WWv'
- "-f
-r-
\
\
T
V
\
*-••• >
---! ^
7
«
i;
p s
^
• • "*** ; .- • ' ' '• • . ..-""•
\ •".••- . . • • *,/.* ' . . •
• • A-- - • •--• t • •>.-••-•-••' p-.-.----.-".
—" •-*-*•"
o, -o--,v "
j .. , ..-^ A
•
-------
NOISE DATA .
Page 1 of 4
YARD: MAYS
LOCATION:
42-1
DATE: 8 February 1978
DATE: 9 February 1978
03
cn
UJ
HOUR
OF
. DAY
00-01
01-02
02-03
03-0**
04-05
05-06
06-0?
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
NOISE LEVEL in dBA
Leq
66.4
65.5
56.1
61.6
61.0
68.7
59.3
62.5
55.7
55.4
56.0
max
92.5
92.5
76.3
86.3
80.0
100.0
87.3
86.3
75.0
76.3
80.0
h
78.7
74.0
66.5
72.1
72.7
73.2
69.8
J14.4
67.5
66.9
67.3
LIO
65.5
63.3
56.9
63.5
63.0
67.3
62.2
60.4
57.5
57.0
58.4
L50
57.3
56.6
53.5
57.7
56.5
'62.6
54.8
53.2
50.8
50.8
48.8
L90
53.0
52.6
51.4
54.8
53.0
54.5
51.6
50.2
48.0
46.8
45.9
L99
51.2
50.3
50.1
52.9
51.4
51.4
50.1
48.0
45.6
45.1
44.5
NOTE: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
LeQ
62.6
61.0
65.5
59.7
56.6
64.4
62.3
61.1
63.7
61.6
68.9
max
80.0
86.3
91.3
81.3
92.5
96.3
93.8
91.3
103.8
87. s
95.0
L1
73.7
71.9
73.3
72.6
65.7
71.8
72 6
72.2
72.4
71 6
80.3
L10
66.5
61.3
65.8
59.8
57.1
62.2
6^.6
62.6
62.7
64 0
65.0
L50
55.6
53.3
57.3
51.5
52.1
54 .9
S7 0
56.2
57 .2
S8 0
S7 .1
Lgo
48.7
49.5
50.4
49.6
50.2
50. Q
53 4
53.6
54.1
s^ 7
53 .1
L99
46.6
47.9
48.9
48.6
48.9
49.5
si 6
Si .8
S2.6
si s
51 .6
Ld'
Ldn:
61.1 dB
63.8
68.0
-------
NOISE DATA
Page 2 of 4
YARD:
MAYS
LOCATION:
42-1
DATE: 9 February 1978
DATE: 10 February 1978
ro
i
en
£•
HOUR
OF
DAY
00-01
01-02
02-03
03 -OA
0*t-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-T*
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq
6S. 1
_64.6
S7.S
62.3
62.8
"60.4
65.2
69.3
71.7
63. 4
max
q7.S
q3 .8
86. ^
87.3
83.8
92.5
95.0
97.5
.03.8
92.5
h
7? 7
74 q
68.4
73.6
72.7
71.0
75.0
84.1
80.1
74.5
L10
64 q
63 2
S7 s
64.1
65.9
61.9
64.6
64.2
65.2
63.1
L50
fin s
s4 q
s? 8
56.1
58.7
55.8
56.9
56.5
52.3
51-9
L90
SS Q
SI S
sn ?
52.0
53.9
52.3
52.5
51.6
49.9
49.1
L99
^4 1
so n
aa R
SO.l
51.9
50.4
50.4
49.6
48.2
47.6
NOTE: Levels measured with FAST meter dynamics.
Leq
S7 o
73-7
S8.8
sq.7
63.6
6? S
6S.6
60.4
62.6
sq 4
71.6
r
max
77 ^
qs .0
78.8
8Q-0
q2 s
78 8
8s n
q6 3
88.8
87.5
8S 0
98.8
10ISE
L1
67 i
80.0
6q.7
6q.6
71.8.
68.3
7s n
y^ fi
71.0
73.8
fiq fi
71 .6
-EVEL
L10
fin fi
66 fi
61 .1
62. q
S7 .0
61 ,q
fi4 7
61 .8
62.1
64.2
fi? i
64.?
in dBA
L50
s? ?
ss q
ss s
s6 3
4q q
ss.?
sfi 6
sfi.s
s6.i
ss .7
ss 8
ss.4
L90
48 8
48 3
46 7
48.7
47 ?
si 7
S3 n
S3 ,n
S3 .0
S2 .4
si fi
SI .fi
L99
itfi 7
4fi i
4S 3
46.8
4S q
40 it
s] n
si 3
SI 3
sn 4
4Q ?
4q n
dn
67.2dB
64.8
73.4
-------
NOISE DATA
Page 3 of 4
YARD:
MAYS
LOCATION:
42-2
DATE: 8 February 1978
DATE: 9 February 1978
W
1
Ul
Ul
HOUR
OF
DAY
00-01
01-02
02-03
03-0*1
04-05
05-06
06-07
07-08
08-09
09-10
10-1.1
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq
67.8
67 .«
69.9
66.0
66.1
66.9
72.0
62.8
71.2
62.6
69.0
67.3
67.8
max
84.
tf&.
81.
89.
87.
89.
100.
81.
97.
81.
95.
84.
87.
L1 •
78.
ao.
76.-
76.
75.
80.
82.
70.
92.
74.
•78.
79.-
76.
L10
71.
6a.
72.
67.
67.
•65.
68.
64.
80.
62.
68.
68.
71.
L50
61.
61.
68.
62.
61.
59.
65.
61.
68.
58.
60.
61.
64.
L90
60.
60.
60.
60. -
59.
57.
64.
58.
66.
54.
54.
60.
63.
L99
59.
59.
60.
59.
-58.
57.
66.
53.
59.
63.
* These data not included in L, calculation. ,
NOTE: Levels measured with SLOW meter dynamics.
NOISE LEVEL in dBA
eq
66 .7
67.6
66.9
60.5
63.3
68.8
65.0
67.6
70.1
67.1
67.8
65.8
max
85..
90.
87.
80.
85.
89.
82.
86,
89.
87.
84.
88.
L,
78.
77.
78.
71.
75.
79.
75. •
78.
81.
73.
80.
75.
L10
68 .
70,
69.
60.
59.
70.
65.
69.
73.
69.
70.
67.
L50
61.
63.
61.
58.
58.
63.
62.
63.
62.
66.
61.
63.
L90
60.
59.
61.
57.
57.
61.
62.
60.
58.
62. -
58.
58.
L99
50.
58.
57. .
57.
57. -
61.-
62...
58.
57.
60,
57.
58.
Ld'
66.6 dB
68.2
Ldn: 73'2
-------
NOISE DATA
Page 4 of 4
YARD:
MAYS
LOCATION:
42-3
w
en
en
HOUR
OF
DAY
00-01
01-02
02-03
03-Ofr
-OS
05-06
06-07
07-08
08-09
09-10
10-11
11 -12
12-13
13-1^
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-2
23-:
DATE: 9 February 1978
NOISE LEVEL in dBA
Leq
57.3
58.5
59.0
57.7
63.3
56.4
52.8
52.5
54.0
54.0
63.0
68.3
max
77.
79.
81 .
81.
90.
82.
79.
81.
76.
81.
79.
96.
1-1
70.
73.
70
70.
69.
68.
62.
56.
65.
59,
77.-
80.
ho
56.
54.
56
55.
56.
55.
51.
52.
54.
51.
52.
62.
L50
51
5f> .
^1
49
50.
50.
48.
49.
48.
48.
47.
49.
L90
48
47
4R
47
48.
47.
46.
47.
46.
45.
45.
45.
L99
47
46
47
iifi
46.
46.
45.
46.
45.
43.
44.
42.
NOTE: Levels measured with SLOW meter dynamics.
DATE:
10 February 1978
NOISE LEVEL in dBA
Leq
47.2!
53.8
52.5
45.7
62 .6
53.6
54.9
53.3
57.3
60.7
54.0
54.7
max
75.
74.
ai.
70.
90.
78.
78.
77.
79.
96.
77.
80.
"-1
54.
68.
62.
52.
65.
65.
65.
66.
70.
66.
64.
67.
L10
46.
50.
49.
47.
47.
54.
53.
55.
54.
55.
55.
52.
L50
43.
42.
43-
43.
43.
48.
50.
52.
51.
50.
48.
47.
L90
41.
40.
40.
40.
41.
43.
47.
49.
49.
47.
46.
44.
L99
40.
39.
39.
39.
40.
41.
45.
48.
48.
45.
44.
42.
Ld-
61.4 dB
57.6
Ldn: 67'4
-------
Settegast Yard
Missouri-Pacific Railroad
Houston Texas
(Site No. 43)
GENERAL DESCRIPTION
The Settegast Yard is a medium-sized flat yard located just
north of the 1-610 loop in Houston, Texas. The land surrounding
the yard is essentially a treeless plain which is used for light
commercial and residential purposes. The city of Houston has
no zoning regulations.
Switching operations at the Settegast Yard are as follows.
Incoming trains arrive on the Y-shaped mainlines located between
the switchyard proper and 1-610. The arriving trains are pulled
into the receiving area at the extreme east side of the yard.
The yard is broken into three switching areas labeled Yards A
through C. Six switch engines (one at each end of each subyard)
are used to reassemble the "cuts". Switching is accomplished at
a nominal speed of 4mph. Trains are assembled in the forwarding
area at the extreme west side of the yard. Outgoing trains .are
again pulled onto to Y-shaped mainlines south of theyard. These
trains round the curve at very low speed.
A significant percentage of the cars switched at the Settegast
Yard are trailers on-flat-cars or containers-on-flat-cars. . The
TOFC/COFC loading area is located on the southwest side of the
yard. An electric and a diesel crane are available for COFC
loading. Loading ramps are used for trailers. A large parking
area for the trailers and a warehouse/dock building complete the
facilities.
Repair operations are carried out at two locations. Loco-
motives are serviced and repaired at the large diesel terminal
on the northeast edge of the yard. Full throttle load tests
B-57
-------
of the locomotives are carried just west of the terminal. A
fueling track is located just west of the terminal. Car repairs
are made on a service track and in a repair building south of "Yard
B". Only light repairs, sandblasting, and painting are performed
in this area.
B-58
-------
MEASUREMENT LOCATIONS
Site 43-1
•This 48-hour site was located on railroad property at
the south end of the yard. Primary noise sources at this site
included switching impacts from all three subyards plus the TOFC/
COFC area, pass-by traffic on Kirkpatrick Boulevard (two lane road),
plus truck noise from the TOFC/COFC parking area. Essentially,
all tractor-trailers arriving and departing the TOFC/COFC passed
by the site along Kirkpatrick Boulevard.
Site 43-2
This 24-hour site was located just inside railroad property
across from the diesel terminal. Primary noise sources at this
location were idling and moving locomotives on the diesel service
track and traffic on Kirkpatrick B.ouldevard.
Site 43-3 . • •
This 24-hour site was located just west of the TOFC/COFC
area across Kirkpatrick Boulevard. Primary noise sources-at this
site were truck traffic to and from the truck terminal, truck
movements within the parking area, and switching impacts.
B-59
-------
' « x* v ''j» \ U E I ;l !•
r» -I" :\V: I II ;! L.^c
»;
-------
HARM 5
AND WILSON SUR
-------
v
/ - .XM f i
J ^: i "ft 1.1-
^>i|:te^;'' ",.•:' " '•'•'""-, ">^.. ^i-Trf/__|_J«S".5«»J*-'t»*-*
a'^^inp'^JJUiictj.'^ _J_. -t ^ * *- "" .Mn -tj.~^_^_A^o^_
''SEIir^^b^fi^igfe^^egmglg^Ps^gS
^BS~
-------
I S
A N D
WltS 0N
o I « 0 • '
B-63
-------
NOISE DATA
Page 1 of 4
YARD:
SETTEGAST
LOCATION:
.43-1
DATE: 15 February 1978
DATE: 16 February 1978
03
CTv
£>
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-'0
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq
62.8
159. &
62.2
59.0
59.4
5d.7
max
75.0
77.5
82.5
80.0
«2.5
76.3
"-I
71.0
bb.3
73.0
68.6
67.5
67.7
L10
L50
L|0
66.1
62.5
64.7
61.7
61.2
60.6
60.2
57.3
58.3
56.1
57.3
57.1
56.6
54.1
53.9
52.7
54.3
54.6
L99
54.4
52.5
51.6
50.9
52.6
52.8
NOISE LEVEL in dBA
Leq
58.8
59.4
60 . 'i
60.0
60.0
60.8
63.1
65.1
64.5
63.7
63.8
max
76.3
77.5
n .5
77.5
75.0
75.0
88.8
85.0
85.0
81.3
85.0
h
68.3
67 .6
69 .6
60.9
67.4
68.2
69.4
74.9
73.5
72.2
72.2
L10
60.9
61.3
b3.2
63.1
62.3
63.0
64.0
67. 5
67 .5
66.6
67.2
L50
56.4
57.9
JJ7.4
57.3
58.7
59.5
60 .9
62.0
62.1
61.5
61 .1
L90
53.5
55.2
5-.o
55.0
56. ^
57.7
53.8
59.6
59.0
53.2
57.1
Lgg
51.7
53.3
52.9
53.5
54.^
56 4
55.6
5S.O
57.6
56.4
^5.7
NOTE: Levels measured with FAST meter dynamics.
Ln: 60.2 dB
L: 60.4
'dn'
66.6
-------
NOISE DATA
Page 2 of 4
YARD:
SETTEGAST
LOCATION:
43-1
DATE: 16 February 1978
DATE:
ro
i
cr>
Ul
HOUR
OF
DAY
00-01
01 -02
02-03
03 - 04
04-05
05-06
06-07
07-08
08 T 09
09-10
10-11
11-12-
12-13
13-Ti
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq
62.0
max
51.3
Ll
-
70.5
L10
63.9
L50
,
59.8
L90
57.3
L99 .
55.4
February 1978
NOTE: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
6?_8
63.7
60.0
58.7
60.3
60.6
62.0
62.8
66.9
63.4
64.3
65.0
64.7
64.3
62.9
62.3
max
80.0
78.8
76.3
76.3
73.8
76.3
77.5
78.8
97.5
86.3
88.8
86.3
85.0
83.8
80.0
82.5
L1
71.5
70.0
66.1
67.0
68.1
67.5
65.0
71.0
76.2
71.5
72.5
J7_4.2
74.3
74.1
70.8
71.1
ho
64.9
66.3
62.5
61.1
62.4
63.2
64.3
65.3
,68_._p_
6~6TO
66.9
68.0
67.4
67.1
66.0
65.5
L50
61.0
61.7
59.0
56.9
58.9
59.1
60.8
60.9
62.1
61.0
62.2
62.1
61.5
60.9
60.8
59.6
L90
58.2
58.2
56.3-
54.4
56.6
57.1
58.3
58.7
58.6
57.8
58.9
58.2
57.7
57.4
57.3
56.0
L99
56.5
56.0
54.5
52.6
54.9
56.3
56.7
57.1
56.4
56.3
56.5
55.7
55.4
55.4
54.7
53.9
Ld-
Ldn:
61.0 dB
62.1
67.6
-------
NOISE DATA
Page 3 of 4
YARD:
SETTEGAST
LOCATION:
43-2
o>
i
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-1*1
14-15
15-16
16-1
17-1
18-19
19-20
20-21
21-22
22-2
23
--Q
^27
DATE: 15 February 1978
NOISE LEVEL in dBA
Leq
66.7
66 n
65.0
64.8
68.2
69.0
66.9
67.3
66.9
66.0
66.3
66.0
max
88.
6f
n t
D .
81.
81.
83.
81.
8Q..
8q.
81.
79.
.83.
«-1
78.
76-
76.
76.
75.
75.
74.
74
72.
72.
72.-
72.
L10
72.
Z"1 -
70.
71.
71.
72.
69.
68
67.
66.
67.
67.
L50
67-
66
65.
65.
65.
66.
65.
65
65.
65.
65.
65.
L90
66
6S
64.
63.
62.
63.
64.
M
64.
63.
6?.
63.
L99
65
65
64.
63.
60.
63.
63.
64
63.
63.
63.
63.
* These data not included in L, calculation.
NOTE: Levels measured with SLOW meter dynamics.
DATE: 16 February 1978
NOISE LEVEL in dBA
Leq
64.6
64 .5
64.5
65 8
63.9
61.5
65.4
65.7
64.5
65.8
66.7
67.1
67 -3,
,
max
75.
(5 .
81
87.
77.
75.
81.
89.
87.
85.
83.
82.
84
L,
70.
69 .
67,
73.
70.
70.
73.
75.
73.
73.
74.
72.
73
L10
66.
65.
6/t
64.
65.
62.
69.
70.
67.
66.
67.
67.
6R
L50
63.
b4 .
64
63.
62.
59.
61.
62.
60.
63.
64.
66.
66
L90
62.
6j.
63
63.
61.
57.
59.
"59.
57.
62.
63.
6«5.
6R
L99
61.
63.
63
62.
61.
57.
57.
58
55.
62.
62.
65.
64
Ld:
64.9 dB
66.7
71.6
-------
NOISE DATA
Page 4 of 4
YARD:
SETTEGAST
LOCATION:
43-3
tB
I
Ol
HOUR
OF
DAY
00-01
01-02
02-03
03-04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
-14
-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-21*
DATE: i6"pebruary 1978
NOISE LEVEL :in dBA
.Leq
61.6
62.8
63.7
63.9
61.1
60.1
58.8
58.3
58.8
58.3
.max
79.
76.
78.
.78.
78.
77.
74.
75.
.75.
73.
t-1
71.
71..
71.
72.
71.
69.
67.
71.
71.-
69.
L10
6'6.
66.
67.
67.
64.
64.
62.
67.
65.
65.
L50
55.
58. .
60.
60.
55.
55.
54.
61.
60.
59.
L90
49. .
51.
52.
54.
52.
52.
51.
58.
57-
55.
L99
47.
48. ,
50.
51.
50.
51.
49.
57.
57.
55.
NOTE: Levels measured with SLOW meter dynamics.
DATE:
17 February 1978
NOISE LEVEL in dBA
Leq
59.41
59.6
57.1
55.5
54.9
58.5
63.9
64.8
63.5
63.7
62.4
67.6
61.6
max
81.
78.
70.
78.
69. '
77. :
77.
81.
77.
81.
78.
97. •••
78.
L1
67.
68.
65.
63.
61.
68.
71.
73.
71.
72.
72.
74.
71.
L10
63.
61.
58.
56.
55.
61.
67.
68.
66.
65.
65.
68.
66.
L50
56.
57.
55.
53.
54.
56.
61.
62.
60.
61.
58.
62.
54.
L90
54.
53.
50.
51.
54.
57.
58.
57.
58.
55.
54.
51.
L99
53.
52.
48.
51.
52.
56.
57.
57.
57.
53.
52.
49.
dn
59.2 dB
62.8
66.4
-------
Dillard Yard
Southern Railway System
Savannah, Georgia
(Site No. 51)
GENERAL DESCRIPTION
The Dillard yard is a busy flat yard with 37 classification
tracks. These are divided into two units consisting of 16 south
class tracks and 21 north class tracks. Switching takes place
from either end of both sets of tracks. The yard has facilities
for only minor car and engine work. The locomotive repair is
just south of the fuel rack (on the v.'est end of the yard) . Car
repair work is performed in a rip shed on the south side of the
class tracks. There are 3 storage tracks on both the northern
and southern sides of the facility. There are no through trains
here. The schedule calls for 3 trains terminating and 3 originat-
ing at this yard in addition to 3 inbound interchanges. A con-
tainerized trailer facility exists just south of the locomotive
repair area and trailers are brought into this piggyback facility
near the paved road paralleling the southern part of the yard.
There are no discernable continuous community noise making processes
in the yard vicinity with the exception of the traffic acitivity
(State 80) which crosses the mainline tracks to the east of the
yard. Aircraft flying to or from the Savannah airport do contri-
bute to the noise environment at the yard however, and sounds
from a (distant) artillary range are also heard occasionally.
Railroad mainline tracks parallel the yard contours to the north
and south but are well shielded from the yard proper.
The vai'd is completely surrounded by dense vegetation which
oclend:; a minimum of 300 yards away from the service roads par-allel-
i.nr; cnid close to the track contours. This Is true except at the
i'ast c.-nd, i:ons:i derably distnnt from yard track net Ivity, where
-------
the nearest residences are located. The presence of this vegetation
precluded noise measurements from being made at the property line,
and also precluded propagation measurements from being conducted.
The predominant noise making activities at the Dillard yard
include:
• switch engine noise, which is the rev-shore-push cycle.
• rail car impact noise - which occurs as part of switching.
• idling engine noise - which occurs mainly at or near
the fuel rack and includes standby locomotive engines.
• piggyback operation noise, which includes operation of the
container crane and trailer truck noise.
• rip shed operations, which include operation of a fork
truck, some pneumatic equipment, and hand hammering acti-
vities. •
• loudspeaders, which are scattered throughout the yard.
The last two activities are minor in comparison to the first
four. There have been no community noise complaints from yard
operations as far as yard personnel are aware. The yard handles
no more than 3 refrigeration cars per month as a rule. Switching
leads are made of continuous welded rail; the rest of the tracks
are jointed. All engines are diesel-electric.
B-69
-------
MEASUREMENT LOCATIONS
Site 51-1
This 48 hour site was selected near the yard office. This
site receives noise mainly from the switching operations on the
west end of the class tracks and from crane operations in the
piggyback yard. In addition, there is some noise from idling
locomotives near the fuel rack.
Site 51-1 is located 25' west of the catenary line on the
west side of the yard office and 45" from the nearest track (the
spur feeding the piggyback yard).
Site 51-2
Site 51-2 was positioned on the southern shoulder of the
paved road, south of the eastern terminous of the fuel rack. The
site was 10 feet west of the catenary line just east of the fuel
rack. Noise here is dominated by diesel engine operations -
principally the diesel for the piggyback crane and secondarily
the engines on locomotives idling at the fuel rack and switch
engines serving the western switching levels.
Site 51-3
The third site was selected at the eastern end of the yard,
where there was a mixture of noise due to switch engine movement
(switchers serving the east ends of the class tracks) and distant
traffic noise from State 80. Site 51-3 was positioned on the
northern shoulder of the dirt service road, 22 feet from the
centerline of the closest track and 210 feet east of the first
switch to the class tracks.
B-70
-------
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-------
" 'C^- ^
-------
NOISE DATA
YARD: DILLARD
LOCATION:
51-1
to
i
HOUR
OF
DAY
00-01
01-02
02-03
03- 0**
0*1-05
05-06
06-0?
07-08
08-09
09-10
10-11
11-12
12-1
13
3*
14-15
15-16
16-1?
17-18'
18-19
19-20
20-21
21-22
22-23
23-24
DATE:
February 1978
NOISE LEVEL in dBA
Leq
69.9
71.4
71.2
63.9
64.5
67.6
70.1
62.2
max
80.
80.
94.
78.
80.
79.
89.
70.
L1
78.
79.
84.
71.
72.
77.
80-.
63.
L10
73.
75.
69.
68.
68.
71.
73.
62.
L50
67.
68.
62.
60.
60.
63.
62.
61.
Lgo
60.
64.
60.
59.
59.
60.
59.
60.
L99
59.
62.
60.
58.
59.
59.
58.
60.
NOTE: Levels measured with SLOW meter dynamics.
DATE:
February 1978
NOISE LEVEL in dBA
Leq
70.5
66 .3
66 .1
67 8
S8 1
60 , 0
R4 7
fin n
64.6
69.9
69 .5
69.3
65.0
65.8
max
85.
83.
80.
81
72
74 ,
fin
8n
77.
80.
83.
86.
78.
77.
L,
81.
77.
77.
80
67-
fiq.
^7
fiq
73.
77.
77.
79.
74.
74.
L10
73.
68.
68.
70
fin
64
RR
fil
68.
73.
73.
72.
68.
69.
L50
63.
60.
60.
R8
S^ .
«S4.
R4
Rfi
60.
66.
67.
62.
60.
59.
L90
56.
57.
57.
RR
*U
-------
-------
NOISE DATA
PAGE 1/2
YARD: DILLARD
LOCATION: 51-2
HOUR
OF
DAY
00-01
01-02
02-03
-04
-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-1
17-1
18-19
19-20
20-21
21 -22
22-23
23-24
DATE: 2 February 1978
NOISE LEVEL in dBA
Leq
6V7
60 .0
61.8
63.9
62.8
60.3
59.2
60.3
59.2
58.6
65.4
60.7
58.6
58.3
max
77.
79 . .
84.
81.
87.
83.
78.
72.
80.
81.
89.
85.
80.
79.
h
71.
70.
71.
71.
72.
70.
69.
69.
69.
£8.
76.
70.
69.-
67.
L10
67.
62.
63.
66.
64.
61.
61.
63.
57.
60.
62.
60.
60.
60.
L50
61 .
S4.
58.
60.
56.
55.
55.
55.
53.
54.
54.
53.
53.
55.
L90
s8.
49.
48.
57.
S2.
51.
52.
52.
51.
51.
53.
51.
51.
52.
L99
SI .
48.
47.
55.
SO.
SO.
50.
52.
51.
SO.
52.
51.
49.
49.
* These data not included in L, calculation.
dn
NOTE: Levels measured with SLOW meter dynamics.
DATE: 3 February 1978
NOISE LEVEL in dBA
Leq
56.61
56 :*J
60.0
59.8
58.6
59.2
S6.8
60 .S
67.3
66.9
64 1
,
max
75.
68.
77-
78.
73.
75.
69.
8l .
86.
82.
78.
L1
65.
64.
69.
70.
67.
67.
6S.
69.
75.
75.
72.
L10
58.
57.
62.
62.
62.
61.
S8.
62.
70.
68.
66.
L50
54.
54.
56.
55.
55.
56.
S4.
S7.
64.
65.
62.
L90
52.
52.
53.
53.
53.
53.
53.
54.
59.
61.
S7.
L99
52.
52.
52.
52.
52.
53.
53.
53.
58.
58.
S4.
Ln: 58.4 dB
Ld:
63.0
65.9
-------
NOISE DATA
. PAGE 2/2
YARD:
DILLARD
LOCATION: 51-3
0).
I
HOUR
OF
DAY
00-01
01-02
02-03
03-
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-1
3*
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE: 3 February 1978
NOISE LEVEL" in dBA
V
67.1
66.9
70.8
69.9-
64.6
66.3
62.0
65.0
64.1
75.3
75.9
max
84.
85.
101.
87.
94. .
91. ..
82.
d7.
81.
L01.
98.
h
80;
79.
78
82.
65.
•77. .
74.
77.
75.
85.
-.
88.
-L10
70.
69.
67-
-72-. •
54.
70.
65.
62.
67.
70.
71.
"•so
54.
53.
S4.
57.
50.
54.
•56.
51.
53.
54.
52.
L90
4
49.
48.
49.
42.
47.
46.
46.
47.
44.
44:
46..
L99
46.
47.
^7.
4R,
4S
4S.
•44.
45.'
42.
42. •
44.
NOTE: Levels measured with SLOW meter dynamics.
DATE:. 4 Februray 1978
NOISE LEVEL in dBA
Leq
57.7
b7.5
72.7
70 .8
72.7
65 ;. 8
61.1
63.1
64.6
69.9
max
82.
87.
90..
B9.
90.
86.
78.
87.
80.
LOO..
: Li
71-
81.
.85.
83.
85.
79.
74.
72.
77.
81.
L10
53.
66.
75.
73.
74.
65.
61.
62.
68.
67.
L50
47.
52.
61.
54.
59.
50.
49.
49.
52.
55.
L90
45.
47.
51.
51.
50.
48.
48.
46.
47.
47.
L99
44.
45.
50.
50.
48.
45.
46.
45.
~4~5~.
45.
Ln: 70.4 dB
dn
68.1
76.5
-------
Johnston Yard
Illinois Central Gulf Railroad
Memphis, Tennessee
(Site No. 52)
GENERAL DESCRIPTION
This is an established, busy flat yard with complete facilities
for maintaining or repairing locomotives and rail cars. The
yard is physically subdivided into 5 operating units: 3 sets
of classification tracks, a TOFC facility, and a maintenance
facility. The easternmost set of 32 classification tracks form
the "A" yard and switching and northbound train building takes
place on the 4 leads at the ends of the "A" yard. The western
side of Johnston yard is divided into the "C" yard and the "short
C". Switching and southbound train building takes place on the
32 tracks fed by the 4 leads at the ends of the "C" yard. The
"short C" is mainly used to make up locals and to switch shop cuts,
but only the 2 western leads of the "short C" are used, and then
only during first and third shifts. All other switching leads
are in use 24 hours per day. All together, some 1500 to 1600
cars are switched per day throughout the yard.
The maintenance facilities in the yard consist of the fol-
lowing:
a round house, which operates continuously and which services
locomotives;
a truck 'shop, which repairs locomotive wheel carriages and
operates during the first 2 shifts;
a car repair shop, which only operates during the first shift
and outputs some 115-130 cars per day;
a load cell and search area, which operates mainly during the
first shift and sometimes during the second. An average 98
locomotives are processed on the load cell per
B-76
-------
month and'some 56 locomotives are put through.the search
process,per month;
a wheel shop, which operates around the clock 'servicing
car wheels; \ • • .
a fueling station,which processes about 60 engines per
day. . .
The TOFC.facility operates from 5 AM to 9:30 PM during the
week and-from 7 AM to. 3 PM on weekends;. About 165- trailers per
day are processed at this . station. :•••._
The predominant noise making activities in and around the
Johnston Yard appear to involve locomotives, some 90 of which
are at the yard during any one day (including through trains).
Locomotive noise is concentrated at the centrally located fueling
area, which is in close proximity to the round house and search
and load test area. Locomotive noise is also distributed around
the facility (working switching locomotives). All engines at the
yard are diesel-electirc. The only noise complaint yard management
was aware of involved now discontinued operations of the load
cell during the graveyard shift.
The second most significant noise source appears to involve
sounds from the TOPC yard, which includes operation of the diesel
driven cranes along the length of the 4 tracks serving the TOFC
yard, as well as idling trucks in the yard, and moving trucks
along the service road feeding the TOFC yard.
Other noises which can be heard at property lines (but which
appear to be less consequential) include:
• rail car noise, which includes movement of individual cars
during switching and movement of trains into or out of or
through the complex. However, the continuously welded yard
tracks are class 1 and therefore train movement in the yard
is.slow and noise output due to train movement low.
• rail car impact noise during switching.
• car repair shed noise. Noise output here consists mainly of
continuous furnace noise, with occasional sounds from a small
forging hammer, forklift truck movements or hand hammering
operations.
B-77
-------
Such noises escape mainly from the easternmost open end
of the shed (the side of the shed where the work is actually
performed).
Sounds of operations within the wheel trueing shop and the
truck shop are contained within those fully enclosed facilities.
Work done on the locomotives inside the roundhouse also remains
inside or is masked by outside locomotive noise emissions. No
sounds could be associated with the powerhouse. Although the
yard does normally process refrigerator cars, none were observed
during our visit.
B-78
-------
MEASUREMENT LOCATIONS
Site 52-1
The northern side property line along the length of the
Johnston yard passes through a floodplain and thus is below grade
across the length of the yard. One measurement location was selec-
ted on the northern side of the yard, on grade level and near
the center of the yard, however, in order to pick up the yard sound
associated with switching activities and TOPC associated noises.
This measurement site is closer to the yard activities than the
property line and is only impacted by yard sounds; nearest public
roads and industrial operators are at considerable distances to
the north and are both distant and well shielded to the south.
The microphone at this site was set up 50 feet from (and at
the same elevation as) the centerline of the closest yard track
(track 32) and 26 feet from the centerline of the spur from "A"
yard feeding the TOFC facility. The microphone was thus on the
southern shoulder of the service road paralleling the northern
side of "A" yard.
Because this site is so close to the north side switching lead
of "A" track and to the service road, the noise measurements here
are dominated by. the noise of switching engines, trailer tr.uck
passby noise and noise of on-track moving stock. Whistle noise
also contributes to the noise environment here, as there is a.grade
crossing nearby for the TOPC spur; there is also occasional loud-
speaker noise from the public address speaker located 135' away.
Noise from other activities is considerably attenuated by
distance and/or shielding effects. In particular, the only vis-
able parts of the maintenance area, the car shed are the tops
of storage tanks; the rest of the facility was always well shielded
by parked rail cars or the terrain. The classification tracks
and switching loads of "C" yard are distant from and depressed in
elevation from the microphone position.
Site 52-3
A second site was also used along the northern side of the
yard. Site 52-3 at the eastern end of "A" yard was chosen because
B-79
-------
it represents a position impacted by community noise (Highway
6l and the interstate north of Nonconnah creek) as well as yard
noise. Here the only yard noise was that associated with switching
activity. The site was located 95' from the northernmost switching
lead of "A" yard. The microphone was attached 16 ' up a 20' high
boom and tied to a corner of a scale shed. The boom was necessary
because a train is usually parked along the sidetrack in front
of the scale shed, and along most of the length of track where
switch engines operate.
Site b2-2
The southern side property line roughly parallels the yard
and borders residential property and light industrial property
along all but the eastern end. At the eastern end of the yard
the property line passes through a depressed floodplain. No
suitable measurement sites were found along the southern side;
dense trees and land contours shielded those potential sites '
near yard noise sources and traffic noise predominated at potential
sites where the yard was visible from the property line.
The third measurement location, was therefore made closer-in
to the yard tracks, at a location near the roundhouse, search and
load test area, and fuel depot. The site was on the shoulder of
the service road serving the central part of the yard, 31 feet
from the centerline of the track leading to the car servicing
area and 110 feet from the centerline of the track leading to.
the truck shop.
Noise at this site was predominantly idling or tested loco-
motives and vehicular traffic passing by the microphone.
B-80
-------
-------
-------
-------
NOISE DATA
YARD: .ifiHNSTriN
LOCATION:
DATE: 16 February 1978
DATE: 17 February 1978
03
CD
^
0)
HOUR
OF
DAY
roo-oi
01 -02
02-03
03-011
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15^
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-24
NOISE LEVEL in dBA
Leq
72.3
80.1
74.8
72.it
74.6
76.1
86.6
74.6
73.3
73.8
82.6
77.6
max
88.
98.
88.
89.
88.
L10.
91.
90.
88.
L04.
91.
L1
84.
82.
84.
85.
86.
98.
85.
83.
85.
95r
89.
L10
76'.
77.
75.
77.
80.
81.
77.
76.
78.
82.
80.
L50
63.
68.
•64.
68.
70.
72.
67.-
64. .
57.
70. '
72.
L90
56.
60.
58
59.
^8-
°|2.
76-
55.
54.
58
60.
L99
55.
•54.
57 .
57.
56.
57.
54.
54.
54.
57-
56.
* These data not included In L, calculation.
dn
NOTE: Levels measured with SLOW meter dynamics.
NOISE LEVEL in dBA
eq
77.. 4
76.9
73.8
75.1
74.6
71.0
75.0
74.2
75.3
76.5
76. ^i
75.9
69.0
/
max
92.'
92.
89.
91.
90.
89.
90.
9^.
87.
93.
93.
89.
86.
h
87.
88.
85.
86.
85.
83.
87.
87.
85.
86.
87-
87.
81.
L10
8l .
80.
75.
78.
78.
73.
78.
75 .
79.
80.
79 .
78.
71.
L50
71 .
65.
69.
67.
64.
59.
68.
60
68.
71.
67
71.
58.
Lgo
65.
55.
55.
62.
57.
56.
60.
55
58.
61 .
fio
63.
56.
L99
61 .
53.
55.
57.
55.
56.
56
55
.5£
56.
57
62.
55.
Ln: 77.2
Ld: 78.0
Ldn: 83'7
-------
-------
NOISE DATA
Page 1 of 2
YARD:
JOHNSTON
LOCATION:
52-2
oo
Ul
HOUR
OF
DAY
00-01
01-02
02-03
0*»-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
Ht-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23 -2k
DATE:
February 1978
NOISE LEVEL in dBA
Leq
71.2
69.0
69.7
67.8
70.3
80.0
7^.0
75.5
84 .3
69.3
70.1
72.9
67.3
max
85.
si.
88.
92.
92.
L02.
87.
L03.
Lll. •
86.
88.
90.
75.
h
79.
75.
77.
75.
80.
83.
84. .
81.
96.
76.
78.
83.
71.
L10
75.
69.
70.
69.
70.
82.
78.
72.
77.
69.
73.
74.
6?.
L50
68.
68.
67.
6R.
67.
80. •
68.
67.
68.
67.
67.
67.
66.
L90
67.
67. .
65.
6H.
6
-------
NOISE DATA
Page 2 Of 2
YARD:
JOHNSTON
LOCATION:
52-3
00
I
00
HOUR
OF
DAY
00-01
01-02
02-03
03 -04
04-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-14
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
DATE: 17 .February 1978
NOISE LEVEL in dBA
Leq
68.8
69.9
69.9
62.0
65.0
62.4
70.3
66,1
67.1
66.9
62.8
68.4
69.5
max
90.
93.
93.
82.
85.
78.
98.
89.
86.
81.
79.
75.
88.
L1
79.
81.
82.
70.
75.
70.
80.
78.
77.
78.
71.
71.
76.
L10
70.
69.
69.
63.
66.
64.
70.
66.
69.
69.
67.
68.
69.
L50
62.
61.
61.
59.
61.
60.
61.
59.
61.
62.
58.
68.
67.
L90
59.
57.
58.
57.
59.
58.
58.
56.
55.
56.
55.
67.
67.
L99
56.
56.
56.
56.
57.
57.
57.
54.
53.
53.
52.
67.
62.
NOTE: Levels measured with SLOW meter dynamics.
DATE: 18 February 1978
NOISE LEVEL in dBA
Leq
75.7
65.4
62.8
63.5
53.0
66.9
53.4
69.1
66.7
65.4
,
max
84.
86.
87.
|_ 88 .
64.
92.
71.
95.
83.
86.
h
83.
77.
75.
75.
61.
80.
60.
80.
78.
76.
ho
8l.
65.
63.
63.
55.
64.
55.
66.
70.
67.
L50
69.
68.
53.
53.
50.
55.
51.
58.
58.
57.
L90
63.
58.
48.
47.
48.
49.
49.
52.
53.
52.
L99
58.
51.
47.
44 .
47.
47.
47.
49.
51.
50.
Ln: 68.6 dB
Ld:
Ldn:
67.1
74.9
-------
Eureka Rail Yard
Missouri, Kansas, Texas Railroad
Houston, Texas
(Site No. 34)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Eureka Rail Yard is a flat industrial/classification
yard. .The following activities were observed to occur at
the yard:
1. Flat,, switching: the several tracks on each side
of the mainline are used for flat switching,
in which incoming trains are dissassembled,
.the various rail cars are sorted, and then re-
assembled to form outgoing trains. Major
noise sources from the switching activity include
the ..die.se 1 noise from the switch engine moving
back and forth, the impact noise which occurs
when individual rail cars are kicked from a
. train during decoupling, and then again when
» these cars collide with stationary rail cars.
Also present is the wheel/rail noise as partial
trains are moving back and forth along the
switch tracks.
2. Loading and unloading of stone: The Eureka
.Rail Yard serves the Texas Stone Crushing Cor-
poration, located within the yard (the exact
delineation of the railroad property as distinct
from the stone crushing property could not be
determined from visual observation). Incoming
shipments of stone are transported in hopper
cars to a small bridge. Trucks from the Texas
Stone Crushing Corporation drive into individual
B-87
-------
bays underneath the bridge, whereupon the
bottom of the hopper car Is opened and the
stones fall through an opening in the bridge
into the waiting trucks which then transport
it to the crushing facilities. After the stone
has been crushed and processed appropriately,
it is loaded on outgoing rail cars with a
conveyer belt. The major noise sources from
this activity include the emptying of the rail
hopper cars, and the noise of the trucks
transporting uncrushed and crushed stone to and
from the loading facilities. It should be
noted that some of these noise generating
acitivities are not under the control of the
raiIroad.
3- Piggy-back operations: the south portion of
the yard contains a trailer-on-flat-car (TOPC),
or piggy-back, facility. Here, trailers are
loaded on a string of 5 or more flat cars on
one or more of the TOFC tracks. Major noise
sources include the diesel noise of tractors
loading and unloading the trailers on the flat
cars, the wheel/rail noise of flat cars moving
to and from the TOFC tracks, and various
banging noises which occur during the process
of loading and securing the trailers onto
the flat cars.
B-88
-------
In addition to these activities, we were told that a diesel
repair facility is located somewhere in the center of the
yard. Major noise sources from such a facility would include
the noise of idling diesel locomotives in the vicinity of
the facility, as well as the noise of the repair work being
done on the locomotives. During our survey, we did not
observe this facility, nor did we observe the noise exposure
that one might -expect from such a facility. . It is also un-
known whether or not diesel repair would be performed in
an enclosed or an open repair shop.
We were told by community residents that activities occur
24 hours a day, throughout the year. There is apparently
no seasonal variation that has been observed to date.
We did.not observe any activities occurring at the rail
yard which we believe could be related to the production
or transportation of products relating to the energy
production industry.
1.2 Land Use Surrounding Yard
North of the yard is residential community of Timbergrove
Manor, with closest residences about 600 to 700 feet from
the northernmost yard tracks (see attached map).
Residents of this community have complained in the past
about the noise from yard activities. Separating the back-
yards of the southernmost residences from the yard is
about 300 feet of fairly dense vegetation, which provides
complete visual shielding of the yard. Just west of this
community is an area devoted to light industry.
B-89
-------
South of the yard is a mixed area consisting of residences
and light industry interspersed with some commercial
activity as well. The closest residences in this area
are 30 to 35 feet from the southernmost piggyback track,
and on the east end of the area are 20 to 25 feet from
the southernmost switch track.
1.3 Noise Control Through Source Relocation
As noted above, along the length of the. yard there are
residences on both the north and south side. Some relief
to the residents on the south might be accomplished by
relocating the piggyback operations further north, since '
this area is several hundred feet away from the residences
on the north. However, there are currently no TOPC
tracks in this area so that such relocation would involve
construction of new tracks. It is also unknown whether the
space is available for this relocation, since the Texas
Stone Crushing Corporation conducts its operations in this
general area as well.
Relocation of the piggyback operations to the north of
the switch tracks would increase the exposure in the
community areas north of the yard. Although current noise
levels in this area are not very high (see next section),
the residents here currently complain about the yard noise.
B-90
-------
2. SITE DATA
2.1 Site Characteristics
Three locations (3^-1, 2 and 3) were chosen as sites for
2^-hour monitoring (see attached map). The sites were
chosen on the basis of proximity to different noise sources,
as well as,, being representative .of other residences in the
area with similar exposures. In addition, at the selected
sites the noise exposure due to rail yard sources was the
clearly dominant exposure, for at least major portions
of the day.
South of the yard, sites 3^-1 and 3^-3 were located on the
property line separating the rail yard from the adjoining
residences. Site 3^-1, in the backyard of 5620 Kansas
Street', was directly exposed to the noise of the piggyback
operations. Site 3^-3, in the backyard of 5316 Egbert
Street, was exposed to the noise of flat switching at
the eastern end of the yard.
Most of the homes located just south of the rail yard are
single-family wood-frame homes, many with window air-
conditioners. These homes are on the order of 40 to 50
years old, and many are in a state of disrepair. (However,
the home at 5316 Egbert' Street where site 3^-3 was located
is conspicuous in this neighborhood in that it was built
approximately 10 years ago and is considerably better
constructed and maintained.)
B-91
-------
North of the yard, site 34-2 located in the backyard of
6107 Queenswood Lane, was chosen as being representative
of the exposure of all of the homes that are located at
the south side of Queenswood Lane. These homes are exposed
to the noise of flat switching, as well as the noise of
the loading and unloading operations associated with the
Texas Stone Crushing Corporation (including the noise of
diesel trucks). These homes are one-sto:iy single-family
homes of frame construction, with central air-conditioning
in most.
2.2 Site Noise Environment
/
Site 24-1
For residents along Kansas Street, the noise environment
is a combination of the noise from the rail yard and the
noise of activities performed at small industrial plants
which are interspersed with the residences. For the most
part, the industrial noise occurs only during daytime
hours. At site 3^-l> located in the backyard of the resi-
dence close to the tracks and away from industrial sources,
the noise environment even during daytime hours is dominated
by activities from the rail yard. This is probably true
of many of the areas, even though the front portions of
residences along Kansas Street receive significant
exposure during the daytime from the industrial operations.
The major source of noise from rail yard operations results
from the piggyback operations immediately adjacent to the
measurement site (the closest piggyback track was 33 feet
from the measurement microphone). The major noise components
B-92
-------
of the piggyback .operations .were the noise of tr'actors
loading and unloading trailers onto flat cars, the noise
of flat cars.moving to and from the piggyback tracks, and
the banging noise resulting from a variety of manual
activities related to the loading and unloading of trailers
(including the raising and lowering of .guard flaps which
secure the trailers onto the flat cars, and occasional
hammering). These banging noises intrude on the rest'of
the noise environment-, by virture of their impact charac-
teristics.
In addition, the noise of idling and moving switch engines
(diesel noise and whistle blowing), rail cars (especially
the.release of air from the air brakes) and trucks were
important contributors to the noise environment.
Measurements at site 3^-1 were obtained over a 1% day
period. During the last complete 24 hours rail yard noise
occured during eyery hour; piggyback operations occured
during six hours while the noise of trucks and switch
engines moving about the yard was evident during every
hour of the day.
Site 24-2
There are 4 components to the noise environment in the
residential community north of the rail yard:
1. The noise of the light industry west of the
Timbergrove Community. This consists of the
noise from heavy diesel trucks, electric power
saws, banging operatipns, etc.
B-93
-------
2. The noise of construction activities associated
with building the bridge for T. C. Jester Blvd.
southward. Currently this includes the noise
of tractors, pile drivers, and drills.
3. The noise of occasional aircraft overflights
from Houston Intercontinental Airport.
4. The noise- from the Eureka Rail Yard.
Prom approximately 7:30 in the morning til 5:30 in the
evening, the light industry noise and the construction noise
are major contributors to the noise environment in the
community. The light industry noise dominates the noise
environment during daytime hours for those residences
towards the west of the community, while the construction
noise dominates the environment during the daytime hours
for those residences on the east side of the community.
Aircraft overflights, while observable,-do not represent
a significant contributor to the noise environment.
During evening and nighttime hours, the noise exposure from
the rail yard activities dominates the noise environment
when rail yard activities are underway. When rail yard
activities are not in operation, the community is a relative-
ly quiet one.
At measurement site 3^-2, the noise from the construction
activities is often the dominant source during the daytime
hours; the noise of light industry is not detectable at this
location.
B-94
-------
The major rail noise sources "observed at site 3^-2 are
the noise of heavy diesel trucks transporting stone to
and from loading docks', .and the noise of switching operations
These activities can occur any time of the day on an inter-
mittent basis.
The major source of annoyance and complaints is the impulsive
type of noise'associated with rail cars colliding with one
another during switching operations. Against a relatively
quiet background at night, this car coupling noise is
observed to be very intrusive, sometimes causing sleep
disruption. Every 2 to 3 days, we were told, cars will
be coupled at an excessive speed causing an extremely loud
impact noise which startles the entire community. When
this occurs, some residents have indicated that they are
awakened, and their houses rattle. The,switching operations
occur at a distance of•600 feet or more from the closest
residences which are located on the south side of Queenswood
Lane. • .. . .;
Measurements at site 3^-2 were obtained for a 48-hour period.
Site 34-3
There are 3 major noise sources in the vicinity of site 3^-3:
the noise of construction activities associated with the
extension of T. C. Jester Blvd. northward along Leroy
Street between Kansas and Egbert, the noise of heavy trucks
making deliveries to some of the industrial firms that are
B-95
-------
intermixed with the residences in this area, and the noise of rail
yard activities. At measurement Site 3*1-3, located on the property
line between the rail yard and the residence, the noise of industrial
activities at the facility next door was important only during
occasional portions of the day when rail activities at that location
were minimal. The noise of flat switching operations at the east
end of the yard dominate the noise environment at this site. Specific
sources include the noise of switch engine? moving back and forth
along the tracks, as well as the noise of rail cars coupling.
Although the noise of these activities generally go unnoticed by the
local residents, they do report that these activities frequently
cause their houses, to rattle and shake. In addition, the car coupling
noise results in impacts which are intrusive on the background
environment.
During the one day of measurements at this site, the noise of switch
engines idling-and moving back and forth occured every hour. (The
measurement microphone was located 18 feet from the nearest switch
track.) Coupling activities were observed for two thirds of the
day, with rail car noise (wheel/rail), whistles, and car impacts
contributing to the noise environment.
Additional Measurements Sites
Short samples of the noise exposure were obtained for two locations
(3^-^ and 5) in the community north of the rail yard in order to
examine any variation in the noise exposure throughout the community.
The locations of these measurements are shown on the attached map.
The measurements were obtained on 10 August during periods when car
B-96
-------
coupling, activities, with the associated loud impacts that were
the source of complaints, were occuring at the yard. Results of
the measurements are as follows:
Site
34-4
34.5
Time
1750
1920
Leq
53.6
54.5
L
max
69-3
66.5
Ll
60.0
60.0
.Lio
58.
57.
0
0
L50
51.
53.
0
0
L90
47'.
51.
0
0
L99 (dB)
46.0
50.0
2.3 Subjective Impressions
The subjective response of residents north of the rail yard is
distinctly different from the residents south of the yard. North
of the yard where ambient levels at night are low and the rail
noise exposure is moderate, the residents are more apt to be annoyed
and. .to indicate sleep disruptions than south of the yard where
nighttime noise exposure is much higher.
Several"similarities were noted, however. Many residents both north
and south indicated that they have become accustomed to the noise
from the rail yard, and that they rarely noticed it except when
leve.ls were particularly intrusive (such as when unusually loud car
impact noise would occur), or when they would be visited by guests
from out of the neighborhood who would bring the noise from the
rail yard to their attention. In addition, even though rail
activities can occur over any period of the day, residents are
more aware of and are bothered by rail noise exposure during evening
and nighttime periods. This is not surprising, since in both areas
there are other sources of noise which can frequently exceed the
rail noise levels during daytime hours.
North of the yard, only the west end area is exposed to a continuing
non-rail noise source, namely the industry west of the community.
Much of the community east of this area experiences the noise of
B-97
-------
construction but this is a relatively recent occurance and is
expected to be temporary. When asked about other problems in the
neighborhood, the only item cited was the dust problem caused by
the stone crushing operation. Except for construction at T. C.
Jester Blvd. and additional construction of apartment houses just'
east of there, this is a relatively stable neighborhood. South
of the yard, however, over the past few years, the residential
neighborhood has decayed as many of the residential lots have been
converted to commercial or industrial land use. This is the major
cause of concern for many of the inhabitants, particularly those
who have lived in the neighborhood for a considerable time.
Residents north of the yard have been known to complain about the
noise of yard activity, while none of the residents south of the
yard who were contacted had any complaints. Rather, the thought
of complaining was totally foreign to them, and in their opinions,
futile. In this regard, they were pleasantly surprised to learn
about the measurement survey and EPA's regulatory activities
concerning rail yards.
B-98
-------
ii )| II II ii ii II II ii ii ii II ii ^'/rsBwippfsr^:
I fl fl U & & . c*iii«t ,/„, S
CONTOUR INTERVAL 5 FtET
DATUM ,S MEAN StA LEVCL
-------
YARD:
EUREKA
NOISE DATA
LOCATION:
03
I
O
O
HOUR
OF
DAY
00-01
01 -02
02-03
03-
0*1-05
05-06
06-07
J)7^ 08'
08-09
09-10
10-11
11 -12
12-13
13-14
14-15
15-16
18-19
19-20
20-21
21 -22
22-23
23-2*4
DATE: 08 AUG 1978
NOISE LEVEL in dBA
Leq
49.4
50.6
•max
62.5
73.8
L1
56.8
56.8
L1P
50.6
51.8
L50
18.5
50.1
L90
47.5
46,9
Lgg
46.4
45.9
Note: Levels measured with FAST meter dynamics.
DATE:
09 AUG 1978
NOISE LEVEL in dBA
eq
53.1
53.9
50.4
•51.8
48.9
50.0
52.9
54.3
55.1
max
66.3
80.0
66.3
85.0
78.8
68.8
82.5
71.3
78.8
••I
58.5
62.4
55.0
60.0
56.1
58.8
58.6
63.9
63.0
L10
54.5
54.8
51.6
50.9
49.6
50.9
53.1
54.9
57.1
L50
52.4
52.3
49.9
48.6
47.1
48.3
51.4
52.5
53.1
L90
51.4
50.5
48.9
46.7
46.^!
46.8
50.1
51.4
51.4
L99
50.3
48.8
47.7
45.5
45.2
46.3
48.9
50.3
50.2
W24):-
Ln :-
Ld :-
Ldn:-
dB
51.5
-------
YARD:
EUREKA
NOISE DATA
LOCATION:
31-1
HOUR
. OF
DAY
00-01
01 -02
02-03
I 01-05
05-06
_03 -_10.
10-11
11-12
13-
16-17
17- 18
13-19
J9.-20
20-21
,22-23
23-21
DATE: 9 AUG 1978
NOISE LEVEL in dBA
Leq
fi] _ Q
59.0
53.5
51.1
57. 9
60. 1
60.6
67. U
70. 8
62.8
65.9
55.1
61.1
61.2
••max
h
L10
93. 8| 70. 9! 62.7
96.3
76.3
76.3
86. i
87.5
85.0
107-5
101.3
100 . 0
100.0
88.8
98.8
97.5
69.51 55.?
65.21 51.1
61.2! 53.9
69.5
70.2
70.6
58.3
58.7
58.5
66. 7| 58.5
83. 2j 67-3
70. Ij 62.1
70.6
62.1
6.1 . 5
67.8
56.8
51.8
52.1
52.1
L50
53.1
50.1
18.9
50.0
52.6
55.6
55.3
55.2
57.2
55-1
52.8
52.2
18.1
17.9
L90
19.5
17.1
16.1
17.2
19.9
53.1
53.0
52.8
51.1
52.6
51.3
51.1
16.6
15.8
L99
18.0
15.9
15.1
15.7
18.0
51.7
51.5
51.1
52.8
51.2
50.2
18.6
J»5.3
15.0
Note: Levels measured with FAST meter dynamics.
DATE:
10 AUG 1978
NOISE LEVEL in dBA
Leq
1fL2
5*1.0
18.1
19.8
53.7
5?. 5
56.0
59.8
61.1
max
78.8
78.8
75.0
72.5
77.5
78.8
80.0
97.5
88.8
Li
55.8
68.1
51.8
58.3
63.2
57.8
65,0
68.6
71.5
L10
18.9
50.0
18.7
50.8
51.5
51.7
55.6
57.7
60.0
L50
16.6
17.2
16.1
17.8
51.8
52.9
53.9
53.9
51.0
L90
15.1
15.8
15-1
15-5
17.2
51.5
52.6
52.7
52:.6
L99
13-9
15.0
13-9
11.6
16.3
50.5
51.6
51.5
51.1
lcq(24): 61.9 dB
L, : 56.1
Ldn'-
63-5
61.8
-------
YARD:
EUREKA
NOISE DATA
LOCATION:
o
to
HOUR
OF
DAY
00-01
01 -02
02-03
04-05
0>-06
06-07
07-08'
08-09
09-10
10-11
11 -12
12-13
13-14
15-16
16-17
17-18
18-19
19-20
20-21
21-22
DATE:
09 AUG 1978
NOISE LEVEL in dBA
V
53.7
51.5
52.1
51.3
48.7
50.3
51.1
50.6
51.8
51,9
49-9
49-6
49.1
• 49.6
48.9
-max
75.0
68.8
72.5
L1
63.3
59.7
63.4
L10
55.6
54.4
53.9
73.8 61. Oi 53.4
62.5
70.0
71.3
66.3
73.8
75.0
67.5
68.8
66.3
63.8
63.8
56.1
59.0
58.7
57.9
63.1
62.1
57.3
59.1
53.1
57.9
54.5
51.2
53.0
54.5
53.7
53.5
53.4
50.9
51.1
50.1
50.6
50.1
L50
50.8
49.2
48.2
48.1
47.1
47.8
48.5
48.9
47.2
49.1
46.9
47.5
48.6
48.5
48.3
L90
47.4
45.5
44.9
44.8
44.3
44.0
44. 3j
44.7
44.6
46.8
45.3
46,4
47.3
47.6
46.9
Lgg
45.7
43.1
42.8
42.9
42.7
41.6
42.3
42.3
43.8
45.5
44.5
45.2
46.3
46.4
46.3
Note: Levels measured with FAST meter dynamics.
DATE:
10 AUG 1978
NOISE LEVEL in dBA
Le,
47.7
48.0
50.0
49.6
50.1
50.5
52.7
53.8
52.4
max
65.0
61.3
65.0
67.5
66.3
62.5
70.0
70.0
68.8
L,
52.6
53.4
52.9
54.0
56.2
52.7
57.4
60.0
57.8
ho
48.7
48.7
51.0
50.7
51.1
51.5
54.8
55.0
54.8
L50
47.2
47.6
49.7
49.3
49.5
50.4
51.9
53.2
51.4
L90
46.3
46.5
48.8
48.0
48.2
49.2
50.5
51.2
49.4
Lgg
45.2
46.3
46.8
47.5
47.6
48.8
49.4
50.1
48.2
W24):-
Ln :-
LdrT-
49.9
51.4
56.6
SO.Q dB
-------
YARD:
EUREKA
NOISE DATA
LOCATION:
34-2
DO
h
HOUR
OF
DAY
00-01
01 -02
02-03
04-05
,05-06
06-07
_Q7-OS'
08-09
09-10
10-11
11-12
- 1 3
13-lit
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23 -2k
DATE:
10 AUG 1978
NOISE LEVEL in dBA
-Leq
.50-7
52. 4
50.9
52.7
52.6
50.5
50.2
49.4
50.6
••max
h
1
71.3
56.1
66.31 58.2
73.81 60.5
63.8
75-0
72.5
71.3
70.0
• 72.5
49.9 67-5
52.8
49.8
49.4
47.9
47.1
• 68.8
66.3
71.3
67.5
58.8
59.8
61.5
L1Q
53.5
55.2
53.3
5o.l
55.8
58.71 53:4
58.3
57-3
61.7
58.1
60.1
57.6
58.3
53.9
52.2
51.8
52.4
52.6
52.2
55.7
52.3
50.8
49.3
48.1
L50
49.3
51.3
L90
46.9
^48.1
47.9 44.9
50.5
49-7
47-9
48.2
TJ7.2
46.9
48.1
51.2
4JZ.8
47.4
47.1
46.7
45.8
45.4
44.9
45.4
44.5
44.9
45.5
48.1
45.6
46.1
45.8
45.4
L9.9
45.7
46.4
43.8
43-3
43.1
42.8
43.9
43.3
43.8
44.2
46.5
45.0
45.1
45.1
45.0
Note: Levels measured with FAST meter dynamics.
DATE: 11 AUG 1978
NOISE LEVEL in 'dBA
Leq
48.5
47.5
48.1
•48.2
48.5
50.0
50.9
54.3
53-1
max
66.3
65.0
67.5
58.8
61.3
65.0
66.3
71.3
76.3
h
57.9
53.3
53.3
51.7
52.0
52.4
56.5
62.4
60.5
ho
48.7
48.5
49.2
49-5
50.2
51.1
52.1
54.9
53.4
L50
47.2
47.0
47.4
48.0
48.2
49.9
50.4
53.0
50.9
L90
46.1
45.8
46. 3
46.6
46.8
48.5
49.1
51.4
49.0
L99
45-1
«5.1
45.1
45.6
46. 3
47.6
48.8
50.1
47.6
V24):-
Ln •:
Ldn!-
50.7
48.7
.51-5
55.6
-------
YARD:
EUREKA
NOISE DATA
LOCATION:
oo
.1
'o
en
HOUR
OF
DAY
00-01
0! -02
02-03
.03^-01
01-05
,05-06
_06-07
_07-08'
_08-09
09-10
10-1 1
11 -12
12-13
..13-
..
11-15
15-16
16-17
17-18
13-19
19-20
20-21
21 -22
22-23
23 -2k
DATE:
10 AUG 1978
NOISE LEVEL in dBA :
Leq
•73.1
69.8
66.0
'••max
101.3
•93.8
97.5
67.91 95. '0
68.8
65. 1
68.0
69.9
68.6
69.1
65.2
67.6
69-6
95.0
-93.8
95.0
90.0
101.3
98.8
92.5
96.3
92.5
68.5} 105-0
&6.3 93. B
L1
82.5
79.7
77-6
81.1
81.6
L1P
71.8
72.6
67.7
67.3
70.9
78.2 66.1
81.61 69.1
81. Sj 71.0
80.51 70. if
81.7
76.6
80.1
82.ii
78.1
78.J
69.3
68.6
69.0
72.7
68. 1
66.7
L50
69.6
61.1
60.2
60.9
58.6
55.1
57.1
58.0
56 . 0
55.6
56.7
57-9
56.0
56.0
59-3
L.g0
57-5
53.0
51.0
53-3
52.5
51.8
53.8
52.5
50.5
51.9
53.5
53.8
51.8
51.6
52.2
L99
51.6
50.2
50.6
• 50.5
50.0
19.7
51.7
50.2
19.0
50.3
51.6
52.0
50.5
50.2
50.6
Note: Levels measured with FAST meter dynamics.
DATE:
11 AUG.1978
NOISE LEVEL in dBA
Leq
61.9
70.7
60.3
68.0
66.7
67.9
65.3
68.9
70.8
max
92.5
97-5
82.5
95.0
93.8
88.8
97.5
95.0'
100.0
h
77.3
82.1
72.1
79.1
L10
66.6
71.9.
62.1
71.6
78.7 70.1
78.5 72. 1
77. 1j 66.1
81.3 71.9
80.3
75.1
L50
56.0
57.8
53-8
-51.2.
53.2
59.7
57.1
58.9
60.8
L90
18.2
16.9
16.6
50.5
51.0
52.2
52.7
55.0
55.8
Lgg
16.5
13.8
15.0
19.1
50.1
50.1
51.1
53.8
53-0
W24):-
Ln :-
68.5dB
67.2
69.1
udrT-
-------
Mormon Rail Yard
Atchison, Topeka and Santa Fe Railway Company
Stockton, California
(Site No. 35)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
Morman Yard operations are interdependent upon local rail
links with Western Pacific and the Southern Pacific railroad
operations. Here, an average of 15 to 17 trains are involved in
setting out, picking up, or interchanging .about 1,000 cars per
day. Also, two scheduled AMTRAK trains utilize the main through
line near the northern yard boundary.
This flat yard stretches roughly east and west with switch-
ing operations originating from both ends onto the classification
tracks located south of the main line. Here incoming trains are
disassembled and various rail cars sorted, then reassembled to
form outgoing trains. Major noise sources from the switching
activities include the diesel engines moving back and forth, the
impact noise that occurs when individual rail cars are kicked
from a train during decoupling, and then again when these cars
collide with stationary rail cars. Also present is wheel/rail
and brake noise as partial trains are moving back and forth along
the switch tracks.
Refrigerator cars are interspersed among incoming and out-
going trains which are positioned on the classification tracks.
These refrigerator units operate, often for hours, at all times
during the day.
The south central portion of the yard contains an engine
maintenance facility, for several diesel locomotives. Here
engines idle continuously. A piggyback loading facility (TOPC)
is located in the southwestern corner of the' yard. Here truck
trailers are loaded on strings of flat cars on one of the TOFC
B-106 .
-------
tracks. Major noise sources would include diesel noise of
tractors unloading and loading the trailers 'on the flatcars,
the wheel/rail noise of flat cars moving to and from the TOPC
tracks, and various banging noises which occur during the process
of loading and securing the trailers onto the flat cars. None of
these operations was observed during our sound level measurement
program here.
We were told by ATSF railroad personnel and by community
residents that yard activities occur 24 hours a day throughout
the year. There is apparently little seasonal variation that
has been observed to date.
We did not observe any activities occurring at the rail yard
which we believe could-be related'to the production .or transpor-
tation of products relating to the energy production industry.
1-2 Land Use Surrounding the Yard
The land uses surrounding the yard include residential mixed
with light industry and .ATSF company offices along the northern
boundary and, west to east, residential, vacant land, and
industrial processing (primarily Diamond Walnut) along the
southern boundary. The yard is elevated approximately 4 to 6
feet above the surrounding areas along the northern boundary and
slopes to about ground level on the southern boundary. The res-
idential property lines along the northern boundary are approxi-
mately 27 feet- from the main railroad line and have clear line
of site to most yard operations. Also, the Southern Pacific
through railroad line is several blocks north of these residences.
Residential property lines at the southwest corner are as close
as 30 feet -from the nearest spur on which refrigerator cars are
sometimes left idling.
-------
1.3 Noise Control through Source Relocation
As noted above, there are residences along both the north
and southwest yard boundaries. Some reduction in noise might
be accomplished by concentrating switching operations and
location of operating refrigerator cars in the southern portion
of the yard. Noise level reductions would be achieved due to
the increased distances as well as shielding provided by inter-
vening strings of railroad cars.
Also noise levels from piggyback operations would be reduced
if the location were moved further east.
2. SITE DATA
2.1 Site Characteristics
Site 35-1 was chosen for 48-hour monitoring and Site 35-2
and 3 for 24-hour monitoring (see attached map). These sites
were chosen to represent other residences in nearby areas with
similar noise exposures. These positions were also located
according to existing noise contour information provided by the
San Joaquin Valley planning office which indicated that these
sites were dominated by rail yard noise.
Sites 35-1 at 1027 Filbert Street and 3 at 2420 Worth Street
were located at property lines along the northern boundary,
approximately 27 feet from the main line. Both sites have clear
line of site to rail yard switching operations as well as through
train activities. Site 35-2 on E. Worth Street had direct line
of site to switching and through train operations at the western
end of the yard.
The residential structures surrounding the yard are wood
B-108
-------
frame construction with either exterior stucco or wood siding.
The newer constructions probably include insulation in the ex-
terior wall airspace while others may not. Most houses include
air conditioning, some central and some individual through-the-
wall units. However, in most cases residents still keep certain
windows open at night when temperatures cool considerably. Gen-
erally windows are either poorly fitted double-hung wood units,
or aluminum sliding-glass units in newer homes.
2.2 Site Noise Environment
Site 35-1
This position has clear line of sight to switching operations
originating at the eastern end of the yard. Diesel engines move
back and forth, and idle while awaiting clearance for switching.
.Also,, refrigerator cars are 'often positioned nearby and idle for
hours.
Flat switching occurred almost continuously during our two
days of measurements. In addition, a string of idling refri-
gerator cars was parked very near the microphone for several
nighttime hours on 16 August.
Site 35-2
Site 35-2 has clear line of sight to through yard operations
and switching originating at the western part of the yard. Major
noise exposure is from coupling cars and refrigeration units.
Additional sources include through trains, and probably TOFC
activities although we did not observe any.
B-109
-------
Site 35-3
This position has a noise expsoure similar to that at 35-1
although it is farther west and away from most engine noise as-
sociated with the switching operations. Here loud impulses
associated with car coupling are evident. The residence at this
site is about ten years old, which is much newer than most in the
neighborhood. The exterior construction is stucco and windows
are sliding aluminum units. Contributions from through trains
were separated from our data for this site as well as the con-
current measurement at Site 35-1 to exclude the contribution of
through train noise.
2.3 Subjective Impressions
We talked to five residents in the vicinity of the rail yard.
Of these, four were very annoyed by rail noise, and by car coupling
noise in particular. They indicated that the coupling noise oc-
curred all year, and that it interruped TV watching and their
sleep. They are annoyed by its impulsive nature, and because
it occurs without warning.
One resident had complained once, but about a refrigerator
car parked close to his home. The car was quickly moved else-
where.
The one resident who did not express annoyance had previously
been employed by Western Pacific for 20 years. He indicated that
he had been exposed to worse noise exposure conditions while
working for the railroad than he now experiences in his neighbor-
hood.
B-110
-------
AUTQHiTK SiX* • IxrEOUXXIHC AT STOCK-TON
STOCKTON
u f> i,ti 4.
. CPOf c&wtPSiOfi r
STOCKTON TOWER
V P II tO. 7
C-* f
MORMON
UP I'lO.O
1-'
I
H
\
MORMON RAIL YARD
-------
M(JRMON\YARD
VIOINITY^
-------
YARD:
MORMON
NOISE DATA
LOCATION:
35-1
HOUR
OF
DAY
00-01
01 -02
02-03
0^-05
_05-06
06-07
07-08'
08-09
- 10
10-1 1
11-12
V2 - 1 3
13-14
IM- 15
15-16
16-17
18-19
19-20
20-21
21 -22
22-23
23-2*4
DATE: 15 August 1978
NOISE LEVEL in dBA
Leq
61 .0
51 .1
61 .9
71 .7
64.0
•max
80.0
75.0
87.5
97.5
98.8
L1
73.5
64.0
74.3
85.7
73.4
L1P
64.0
49.4
62.9
68.7
63.5
L50
50.6
46.5
48.5
54.4
60.9
L90
45.1
44.0
46:6
48.9
52.6
L99
43.0
42.7
45.3
47.6
48.8
Note: Levels measured with FAST meter dynamics.
DATE: 16 August 1978
NOISE LEVEL in dBA
le<,
71 .?
74.4
74.1
75.1
74.0
73.7
63.8
63.6
64.2
69.1
63.6
65.1
61 .8
62.5
66.8
66.0
max
88.8
83.8
77.5
97.5
81 .3
101 .3
93.8
92.5
96.3
92.3
95.0
91 .3
.81 .3
87.5
87.5
97.5
Li
77.6
76.8
75.0
76.2
75.0
83.3
74.9
76.2
73.3
84.6
75.3
79.4
• 72.9
75.5
•79.2
75.5
L10
74.8
74.9
74.8
74.8
74.8
74.5
67.8
63.2
56.1
50.9
65.2
61 .2
~~6lT.T
•65.1
70.1
66.5
L50
58.9
74.3
74.2
74.0
74.0
50.4
52.5
50.8
49.9
47.4
48.5
48.5
50.7
49.4
56.0
40.7
L90
51 .7
73.4
73.0
72.8
72.8
46.7
49.2
48.8
45.9
45.2
45.4
45.1
45.6
43.9
'48.9
46.5
Lgg
46.6
72.6
72.5
72.5
72.5
45.3
47.5
47.6
43.0
43.7
44.0
43.7
44 .0
41 .9
46.0
44.8
69.4 dB
72.7
64.5
78.5
Ldn'
-------
CO
I
YARD:
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
0*4-05
05-06
06-07
,07-08'
08-09
09-10
10-11
11-12
V2-13
13-JA
14-15
16-17
17-18
18-19
13-20
20-21
21 -22
22-23
23-2*4
MORMON
DATE: 16 August 1978
NOISE DATA
LOCATION:
NOISE LEVEL in dBA
Leq
55.3
51 .3
62.7
63.9
52.4
•max
90.0
72.5
96.3
87.5
71 .3
L1
67.7
59.4
72.5
75.0
62.7
L10
54.4
52.5
60.5
62.7
53.7
L50
49.1
49.3
50.6
52.5
50.2
L90
47.1
47.7
48.3
50.0
47.9
Lgg
45.9
46.5
46.8
48.8
46.4
Note: Levels measured with FAST meter dynamics.
35-1
DATE: 17 August 1978
NOISE LEVEL in dBA
Le,
66.6
62.7
65.6
47.5
65.1
67.0
62.7
69.6
51 .3
64.9
61 .5
59.6
62.1
6b. 1
62.4
max
98.8
82.5
95.0
67.5
87.5
91 .3
96.3
96.3
80.0
91 .3
88.8
93.8
93.8
9b.(J
88.8
h
76.9
76.4
77.1
54.1
77.0
80.6
73.7
82.6
58.3
77.0
76.1
69.7
•74.3
7/.0
75.6
L10
64.7
62.5
67.9
49.4
68.5
65.4
61 .8
68.2
50.4
68.1
53. /
61 .6
56.6
6b. 6
62.8
"
L50
49.6
51 .1
.55.3
46.4
54.3
51 .3
52.0
53.8
47.4
60.0
46.0
47.4
45.8
56. 2
48.3
L90
46.8
47.8
47.4
44.4
47.5
46.5
48.0
47.8
45.7
45.0
44.0
44.4
43.3
48. 7
45.2
L99
45.1
46.3
45.3
43.5
45.3
44.7
46.4
46.4
45.0
43.8
42. /
43.1
42.2
44 . 1
43.8-
1
LeQ(24):
eq
Ln :
Ld :
1 :
63.7 dB
64.0
63.3
70.3
-------
YARD:
MORMON
NOISE DATA
LOCATION:
35-2
HOUR
OF
DAY
00-01
01 -02
02-03
03-0^
0^-05
_05-06
06-07
,07-08'
_08-09
09-10
10-11
-12
12-13
13-
- 15
15-16
16-17
17-18
18-19
J9-20
20-21
21 -22
,22-23
23-2^
DATE: 15 August 1978
NOISE LEVEL in dBA
Leq
60.8
58.6
61 .4
67.4
64.3
63.5
•max
80.0
88.8
83.8
92.5
81 .3
85.0
L,
72.6
69.8
72.7
79.9
76.4
74.8
L10
62.4
58.3
65.3
66.4
68.8
66.8
L50
•49.5
51 .1
51 .3
49.4
50.6
55.0
LgO
47.0
47.7
47.1
46.8
46.7
47.8
L99
45.6
46.3
45.3
45.4
45. 1
46.0
Note: Levels measured with FAST meter dynamics.
DATE:
16 August 1978
• NOISE LEVEL in dBA
Leq
63.8
59.2
63.1
66.7
62.7
59.2
69.1
61 .9
63.3
fi4. ^
63.4
62.4
57.8
63.0
62.6
64.9
60.0
59.6
max
90.0
81 .3
90.0
85.0
82.5
86.3
91 .3
91 .3
82.5
QT R
97.5
86.3
80.0
88.8
91 .3
87.5
82.5
90.0
L1
78.1
71 :5
75.2
78.0
75.6
71 .3
79.6
74.1
74.9
7^,4
74.0 .
74.4
•69.6
73.6
75.6
78.6
73.2
71 .5
L10
64.9
61 .5
67.1
70.8
66.2
53.6
71 .5
63.9
66.4
fi7 J
64.8
65.5
60.9
64.1
62.5
64.2
57.5
61 .7
L50
50.1
49.0
49.6
55.7
49.9
47.8
65.8
51 .4
54.0
«,q
53.4
52.1
51 .4
L90
46.5
46.3
45.6
47.1
45.7
45.8
48. 8
48.9
50.5
4Q.4
48.0
48.0
L99
45.1
45.1
44.1
45.1
43.9
44.5 •
46. '9- •
4 7. -6
48.9
47, fi:
46.4
46.4
48.0 145.9
51.9 48.0 45.7
52.2 48.6
51.3 ! 48.7
5'2.6
49.7
52.2' 49.1
46.7
47.5
47.6
46.8
V24)
Ln
63.5dB
udn--
64.5
62.8
70.7
-------
YARD:
MORMON
NOISE DATA
LOCATION:
35-3
dd
HOUR
OF
DAY
00-01
01 -02
02-03
03-0^
0*1-05
05-06
06-07
08-09
09-10
10-11
11 -12
12-13
13-1**
15-16
16-17
17- 18
18-19
19-20
20-21
21 -22
22-23
23-
DATE: 16 August 1978
NOISE LEVEL in dBA
Leq
•max
52.3 72.5
62.5i 92.5
59.3, 95. C
L1
62.9
75.1
66.1
50. 6] 73.8| 60.4
L10
55.4
59.2
56.4
52.1
L50
47.5
49.2
50.7
48.4
L90
45.1
46.1
47.9
45.9
L99
43.9
44.5
46.3
45.0
Note: Levels measured with FAST meter dynamics.
DATE:
17 August 1978
'•" ' : NOISE LEVEL in dBA
Leq
64.0
60.5
57.6
48.4
66.1
59.9
62.7
67.4
52.5
63.6
61 .6
56.4
63.2
55.0
53.5
56.3
55.9
63.1
58.9
57.9
max
97.5
93.8
82.5
77.5
102.5
87.5
91 .3
95.0
81 .3
96.3
90.0
LJ35.0
93.8
82.5
88.8
86.3
80.0
90.0
83.8
96.3
h
75.4
65.3
70.2
55. f
72.9
73.3
73.7
82.0
58.0
76.9
75.9
67.8
•71 .4
68.0
62.6
69. 9_,
68.0
76.0
72.4
64.5
L10
56.9
56.6
59.0
49.6
6o.O
58.3
61 .3
62.3
50.5
61 .5
53.7
59.2
53.6
50.0
52.5
54.1
54.4
62.7
55.9
56.3
L50
47.2
50.5
48.7
47.1
49.2
46.8
49.9
52.0
47.9
48.7
45.8
47.1
45.3
45.9
47.4
47.8
46.5
49.3
47.0
48.4
L90
44.9
45.9
45.9
45.5
46.0
44.0
45.6
48.3
46.3
44.3
44.0
44.5
43.0
44.2
45.1
45.5
44.3
45.7
44.7
L99
43.3
44.2 •
44.5
44.2
45.0
42.6
44.1
46.7
45.1
43.2
42.7
43.1
41 .6
43.0
43.8
44.0
43.2
43.9
43.8
45.9 44.2
W24):-
Ln ••-
61 . 1 <
61 .2
60.9
67.6
-------
Balmer Rail Yard (Interbay)
Burlington Northern Railroad
Seattle, Washington
(Site No. 36)
1.0 GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
Major noise generating activities .at the Balmer Yard include
humping and classification of freight trains and engine maintenance,
The car humping and classification process, which is located at
the southern end pf the yard, generates retarder screech, and car
impacts which prevade the hillside residential areas west of'the
yard boundary. At the northern end of the yard idling and
accelerating diesel engines in the vicinity of the maintenance
facilities produce noise levels clearly audible in the hillside
residential area to'the west.
Other noise sources associated with Balmer yard operations
include moving and idling locomotives and refrigerator cars.
Moving trains and locomotives generate noise in the receiving
yard areas and on various receiving and departure tracks.
Refrigerator cars are interspersed throughout the receiving
and classification areas and are noticeable only when idling
close to tye yard boundary.
- - The'Balmer yard operates on a 24-hour per day, 7-day per
week basis. No activities associated with energy production or,
transportation were observed.
1.2 Land Use Surrounding Yard
.In general,,the land to the north and east of Balmer yard
is used for recreational and industrial activities. Surrounding
the southern portion of the yard is a military reservation, with
some light industry (including several warehouses) as well-
Residential areas are located west of the yard.
B-117
-------
The residential areas are elevated above the railroad yard and
those east of Thorndike Avenue have clear line of sight to
operations below. Residential areas north of Dravus Street have
direct line of sight to certain operations but are separated from
the railroad yard by Oilman Avenue, which is a busy local street.
Most residential units in this area are single family units,
approxumately 20-40 years old. Residential units south of Dravus
Street include detached units as well as many new 4-5 story
apartment or condominium units.
1.3 Noise Control Through Source Relocation
The only feasible noise source relocation would be to locate
idling engines and refrigerator cars behind buildings or strings
of cars to increase their distance from neighboring residential
areas as well as add shielding attenuation.
2.0 SITE DATA
2.1 Site Characteristics and Noise Environment
The noise monitoring locations are shown on the attached map
and are described below. At all locations the noise of rail
activities dominated the noise environment.
Site 36-1
.Site 36-1 was chosen as a 48-hour monitoring position.
This position receives exposure from retarder and car impact
noise, moving and idling switch engines, and refrigerator cars.
The nearest track is almost 250 feet away.
During humping, retarder screech dominates the noise
environment in this area. The master retarder is almost 800 feet
from this site.
B-118
-------
Homes in this area are generally well maintained, wood
frame structures, but. most are .not air conditioned,
Site;. 36-2 : * .
. Site 36-2 was chosen as a 24-hour monitoring position to
represent noise exposure from the engine and car maintenance
facilities. The monitoring unit was located on railroad
property, shielded from Gilmore Avenue traffic noise. At this
location the railroad yard elevation is approximately 20 feet
below that of Gilmore Avenue. Here diesel engines are operating
continuously and during periods of major activity, engines are
operating at all throttle seetings and perform accelerating
and braking. The site is about 350 feet from the diesel service
facility.
Most detached residences in this area are wood frame units
approxumately 20-40 years old and are well maintained.
Site 36-3
Site 36-3 was chosen as a 24-hour monitoring position to
represent the detached homes and 4-5 story high-rise apartment":
and condominium units which have clear line of sight to retarder
operations about 750 feet away. Measurements at this site, as
well as Site 36-2, were made on the weekend due to inclement
weather during the week. This time period allowed for separation
of railroad yard sources from weekday industrial sources.
2.2 Subjective Impressions
The noise of retarder squeals were identified by all of the
residents that we talked with as the primary source of rail noise
annoyance. Some residents also mentioned the noise of car impacts
as being annoying. These sound are most annoying during nighttime
B-119
-------
hours. However, no residents have complained, including
apartment renters who said they know what they were getting
into before moving here. Many residents indicated that they
had adjusted to the rail noise. One resident also mentioned
"wild" drivers on Thorndike Avenue as a pro-blem.
B-120
-------
-------
YARD:
BALMER
NOISE DATA
LOCATION:
36-1
oo
i
N)
ro
HOUR
OF
DAY
00-01
01 -02
02-03
03 -Ok
0^-05
05-06
06-0?
07-08.
08-09
03-10
10-11
11-12
12-13
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-2
23-:
DATE: 25 AUGUST 1978
NOISE LEVEL In -dBA
Leq
60.1
61.9
53.1
55.1
53.8
53.7
55.2
54.7
-max
80.1
98.8
73.8
77.5
76.3
77.5
82.5
75.0
Ll
70.7
69.2
63.6
68.3
63.6
63.4
60.4
61.7
L1P
61 .3
60.2
54.6
54.5
55.3
55.0
55.9
55.8
L50
57.2
53.6
49.4
50.3
51.2
50.9
53.4
53.5
L90
55.1
48.6
46.7
48.1
49.1
48.8
50. 9
51.9
L99
53.4
46.8
45.2
46.8
47.8
47.6
47. 0
51.3
Note: Levels measured with FAST meter dynamics.
DATE: 26 AUGUST 1978
NOISE LEVEL in dBA
Leq
54.5
58.6
59.3
59.8
59.6
58.6
59.7
57.5
56.8
53.2
56.7
57.7
55.9
53.2
55.7
max
80.0
78.8
78.8
78.8
80.0
78.8
85.0
76.3
78.8
73.8
81 .3
78.8
81 .3
72.5
81 .3
Li
61 .8
64.2
67.7
64.7
67.0
64.7
68.8
66.7
68.1
64.2
65.7
70.4
68.9
65.8
63.2
L10
55.4
59.4
59.6
60.4
60.1
58,7
60.2
58.6
57.3
55.3
57.1
57.8
55.5
54.6
56.9
L5Q
52.9
57.3
57.7
59.2
58.3
57.4
58.0
55.7
53.6
48.5
51 .2
52.7
50.4
47.9
54.8
L90
51 .4
55.7
56.5
57.6
56.5
56.4
55.4
54,3
51 .4
45.7
47.5
50.3
45. 0
44.3
51 .9
Lgg
50.2
51.0
55.4
56.3
55.4
55.2
54.0
53.7
50.1
44.6
44.5
49.0
43.7
42.8
50.1
Lcq(24): 57.5 dB
Ln : 58.2
L. : 56.9
-------
YARD: BALMER
NOISE DATA
LOCATION: 36'1
w
i
HOUR
OF
DAY
00-01
01-02
02-03
0*1-05
_05-06
08-09
09-10
10-11
11-12
12-13
lit- 15
15-16
16-1?
-18
-19
19-20
20-21
21-22
22-23
23 -2k
DATE: 26 AUGUST 1978
NOISE LEVEL in dBA
Leq
Rfi 1
55.2
56.7
59.5
52.5
54.6
58.4
57.7
56.6
••max
an n
75.0
81.3
87.5
70.0
73.8
75.0
80.0
73.8
L1
57 d
63.7
65.8
71.6
58.9
61,9
68.9
68.0
63.7
L10
58 4
56.0
55.1
.55.5
53.6
56.3
59.1
57.3
58.2
L50
54 ft
53.3
52,1
52.2
51.7
53.4
56.6
54.9
55.5
L90
5? 8
51 .4
50.4
50.4
50.2
51.1
54.4
53.8
54.0
Lgg
51 5
50.1
49.5-
49.1
49.0
50.0
52.7
52.6
52.9
Note: Levels measured with FAST meter dynamics.
DATE: 27 AUGUST 1978
NOISE LEVEL in dBA
Leq
57.1
55.5
58.5
57.9
58.3
59.. 1
fil .3
57.9
51.8
54.3
56.3
53.8
5^.9
55.0
max
75.0
70.0
80.0
78.8
82.5
8ft. fl
7R.8
78.8
71.3
75.0
78.8
75.0
78.8
75.0
L1
67.3
62.7
66.5
65.5
63.7
64.6
67.9
64.9
63.8
64.3
68.4
63V5
67. 2
63.5
L10
58.0
56.2
59.2
59.0
59.1
60.0
63.2
60.3
53.5
57.2
58.3
54.6
57.0
56,1
L50
54.7
54.7
57.5
56.2
57.5
58.3
59.7
57.2
45.9
50.6
51.4
51 .3
51 .4
53.5
L9Q
53.8
53.8
54.3
54.3
54.2
54.7
58.2
42.8
43.1
43.6
49.4
48.9
47.8
52.0
Lgg
52.7
52.7
53.8
53.8
53.7
53.7
57.6
39.6
41 .1
41 .8
46.3 ;
44.6
45.7
51 .3
Lcq(24): 57.2 dB
L : 57.8
I • 64.0
Ldn'
-------
YARD: BALMER
NOISE DATA
LOCATION: 36"2
ro
i
HOUR
OF
DAY
00-01
01-02
02-03
03 -OT
04-05
05 - 06
08-09
09 - 10
10-11
11-12
12-13
-1*1
15-16
16-17
17-18
18-19
19-20
20-21
21-22
"-23
23-21)
DATE: 25 AUGUST 1978
NOISE LEVEL in dBA
Leq
65.6
64.9
68.6
67.7
63.1
64.8
65.9
62.4
65.9
61 .7
60.6
61.1
59.6
62.0
69.8
57.9
•max
87.5
85.0
92.5
88.8
81 .3
88.8
85.0
86.3
96.3
82.5
72.5
86.3
76.3
86.3
98.8
76.3
L,
76.7
74.1
79.9
79.2
73.8
75.4
79.0
72.0
75.8
72.6
70.4
70.1
67.9
69.7
82.1
66.6
L1P
68.4
66.9
71.1
70.4
65.0
66.4
66.7
63.4
68.4
63.5
62.6
62.9
62.0
64.1
72.2
59.1
L50
61.1
62.9
63.7
62.8
59.6
61.4
58.4
58.9
61.8
58.2
58.2
57.3
57.7
59.4
58.2
56.5
LgO
57.0
59.3
58.6
57.1
56.7
56.7
55.8
56.1
57.2
54.9
56.4
55.2
55.0
55.5
55.0
54.5
L99
55.2
56.6
54.1
54.3
55.2
54.7
55.0
54.1
54.0
51 .6
55.2
54.0
53.1
53.1
53.8
53.0
Note: Levels measured with FAST meter dynamics.
DATE: 26 AUGUST 1978
NOISE LEVEL in dBA
Leq
60.9
61.8
61.2
60.5
60.2
60.7
57.5
60.9
max
81 .3
83.8
80.0
82.5
83.8
83.8
83.8
77.5
h
71.1
71.9
72.3
68,6
72.1
71 .4
66.2
71.6
ho
64.9
64.2
63.4
63.5
60.8
63.1
59.8
63.8
L5Q
54.2
58.3
58.1
58.2
56.8
56.9
54.1
57.0
1
4o
51.1
54.0
52.9
56.5
50.7
51.9
52.2
52.7
Lg9
50.0
52.0
51 .5
55.2
47.6
48.0
51 .3
51 .3
V24):-
Ln :-
64.0dB
63.0
Ldn'-
64.5
69.7
-------
NOISE DATA
YARD: BALMER
LOCATION:
36-3
ro
i
HOUR
OF '
DAY
00-01
01-02
02-03
03-0')
_OS-06
06-0
07-08'
08-09
09 - 10
10-11
11-12
12-13
13 - 1 k
114-15
15-16
16-1?
17-18
18-19
J9-20
20-21
21-22
22-23
23-21)
. DATE: 26 AUGUST 1978
NOISE LEVEL 1n dBA
Leq
5fi.3
64.1
53.6
59.0
56.0
59.4
59.7
56.4
51 .9
58.9.
60.4
55.1
55.7
••max
i ,
76.3
96.3
86.3
83.8
80.0
77.5
92.5
77.5
70.0
92.5
93.8
82.5
78.8
L1
67.2
76.4
61.5
70.6
65.3
71.2
67.3
69.6
61 .0
66.1
67.5
65.9
66.4
L1Q
59.3
61.1
55.5
60.8
57.3
62.4
57.4^
56.4
53,6
56.9
59.9
56.1
57.7
L50,
50.3
5-1 . 0
50.4
54.6
54.5
52.8
52.2 .
50.9
50.2
51.8
52.7
51.1
51.7
L90
46.9
47.6
47.1
52.1
52.5
50.2
50.0
48.5
48.3
49.5
49.9
49.2
49.5
Lgg
45.2
45.7
44.7
48.1
50.2
48.9
48.8
47.5
47.1
48.1
48.1
48.0
48.1
Note: Levels measured with FAST meter dynamics.
DATE: 27 AUGUST 1978
NOISE LEVEL in dBA
Leq
57.2
53.5
53.7
52.1
48.2
54.1
53.4
56.6
54.8
55.3
max
81 .3
72.5
78.8
80.0
65.0
81 .3
78.8
75.0
71 .3
77.5
LI
68.5
65.6
64.5
63.6
56. <1
67.2
63.6
66.7
65.8
66.9
ho
59.1
55.5
55.5
52.1
50.7
53-. 5
55.9
61 ,1
58.0
58.2
L50
50.6
47.7
46.8
47.5
46.4
44.6
49.8
50.7
50.2
49.5
L90
45.8
43.8
43.0
45.4
43.9
42.5
46.3
46.7
4.4.4
46.5
Lgg
44.5
41.7
41.4
44.0
41 .6
41.3
43.2
45.2
42.2
44.3
V24):-
Ln :-
Ld :-
Ldn:-
57.3 dB
54.2
58.4
61.6
-------
Enola Rail Yard
Consolidated Rail Corporation
Enola, Pennsylvania
(Site No. 37)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Enola Yard is a major classification facility for the
Conrail system. It extends nearly two miles in length and in-
cludes two humps for classification of (east bound and west
bound) freight. There is also a major engine maintenance facility
for diesel as well as electric engines, as this is the western
terminus for overhead electric power in this region.
Retarder noise is the most outstanding noise source from
this yard. Both humps are located in the central area, and each
classifies up to ten cars per minute during busy times. The
noise levels are dependent upon the type and weight of car being
classified.
At the engine maintenance facility many diesel engines and
five or six electric engines idle continuously. The diesel
engines are characterized by low frequency rumble while the
electric locomotives are dominated by higher frequency fans which
cool the engine transformers.
This yard operates on a 24-hour, 7-day-per-week basis.
Operatons during our measurement period averaged about 1600 cars
per day per hump. The above numbers are representative for this
time of year but are below the yearly average of 4000 operations
per day. Also, weekend operations are usually heavier than
weekday and the west hump is usually busier than the east.
Other noise sources associated with yard operations include
moving trains and locomotives, idling locomotives, and idling
B-126
-------
refrigerator cars. Moving trains and locomotives generate
noise in the classification yards, on the.various.receiving and
. . . • i ' ' •>
departure tracks and along the mainline tracks. Idling re-
frigerator cars are located at various points along the storage
tracks of each receiving yard, and are not noticeable outside
the yard boundary.
1.2 Land Use Surrounding Yard
In general, the eastern boundary of the yard is separated
from the Susquehanna River by a narrow strip of land except at
the southeast corner, where the community of West Fairview is
situated (see attached maps). The western boundary of the yard
is. separated from residential, commercial, wholesale, and public
land use areas by U. S. Highway 11/15, a major truck route which
serves local areas and connects with Interstate 81 near the
northern boundary of Enola Yard.
The borough of West Fairview is exposed primarily to through
train activities and receives little exposure from retarder or
idling engine operations. Also many of the residents here are
either past or present railroad employees and seem well adjusted
to this noise environment. Most structures here are wood frame
with wood exterior siding, and many have.direct line of sight
to railroad operations.
However, residential areas in Enola are directly located
opposite retarder operations and receive noise from the railroad
yard as well as from heavy trucks — many accelerating on the
inclined sections of Highway 11/15. Homes here are also primarily
wood frame. Some have storm \>rindows and are air conditioned.
B-127
-------
1.3 Noise Control Through Source Relocation
Given the existing location and network of classification
tracks in this yard, there appears to be no practical way of
relocating the retarders to reduce noise exposure. The other
noise sources do not control the noise environment outside of
the railroad yard.
2. SITE DATA
2.1 Site Characteristics and Noise Environment
The noise measurement locations are shown on the attached
map and are described below.
Due to Highway 11/15, there were no residential property
line positions available for continuous monitoring which would
allow-the separation of noise exposure due to yard activities
from that due to the highway. Thus the monitor sites chosen
were all located on railroad property, where there was shielding
of roadway sources.
Because of inclement weather during the measurement period,
noise levels were monitored at only two sites. Short term
samples of the noise exposure were obtained at two additional
sites.
Site 37-1
This site was chosen as a 48-hour monitoring position to
represent noise exposure from a variety of yard operations.
B-128
-------
other than retarder or engine maintenance facility sources.
This site is exposed to diesel engines, moving cars, refri-
gerator car noise and wheel/rail noise in the eastbound receiving
yard, but is shielded from retarder and repair noise by the rail
cars in this yard: The site is shielded from Highway 11/15 and
is on railroad property, approximately 65 feet west of the
nearest track and 8 feet above it.
Site 37-2
This site was chosen as a 24-hour monitoring site, located
to document exposure due to the engine maintenance facility. Like
Site 37-1, it is located on the bank at the western yard boundary
and is shielded from Highway 11/15 truck noise. Because both
diesel and electric locomotives were idling continuously at
this site, there was little change in level over-the 24-hour
period. The site is about 35 feet from the nearest receiving
yard track, but is about 300 feet from the main noise sources
here, i.e. the maintenance facility and associated tracks.
Site 37-3 ,
This site was chosen to document retarder noise from the
western hump. It was on railroad property at a distance of
45 ft. from the nearest track. Within this area there are
several distinct retarder operations. Noise levels measured
during heavy classification operations are:
Leq Lmax Ll L10 L50 L90 L99
79.0 99.6 91 79 65 58 56 dB
B-129
-------
Site 37-4
This site, on Dauphin Street about 50 ft. west of Highway
11/15 is exposed to the noise of highway traffic (especially
trucks) and retarders at the eastbound classification yard.
Noise levels measured during classification operations are:
L
eq
71.3
L
max
87.1
Ll
82
L10
74
L50
67
L90
64
L99
62
2.2 Subjective Impressions
Most of the residents who live near the Enola Yard have
become accustomed to the noise from yard activities, and are
unaware of it until a visitor from out of the area brings it
to their attention.
In West Fairview, many of the residents are former railroad
employees who are completely unaware of the railroad noise.
In Enola, most residents are annoyed by the truck traffic
on Highway 11/15. For those residents who are annoyed by rail
activities, retarder noise is cited as the primary rail source.
However, the retarder noise is viewed as less annoying .than the
truck noise on the highway. Many residents also expressed fear
of possible accidents from the highway trucks.
The people we talked with had never complained about the
rail noise, nor were they awakened by it. However, we were told
that there had been complaints about retarder noise and the noise
of the P.A. system in the past, but these have not occurred for
years.
B-130
-------
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wr- im
Resii { vU«
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-------
LEGEND
RESIDENTIAL
COMMERCIAL
WHOLESALE
SERVICE
INDUSTRIAL
TRANSPORTATION
PUBLIC
VACANT
LAND USE MAP OF
ENOLA YARD VICINITY
-------
•^^^^^^•^^fSS^m^^X^J^si^
gtem^pv ^^$immm^
immmm / < ^ : -mmm^^
^^ferw^Sg^ I1,,'. \-.a^^:5;vft*S<<:^
_"'"' SJr^X'''j^jiv.ftV' £:a^S^v;®:'!^>@
5§^M^ls^im ^i^?^p^a
•.•I--1-1...'" rv IT
'LEGEND
GO
I
RESIDENTIAL
COMMERCIAL
WHOLESALE
SERVICE
INDUSTRIAL
TRANSPORTATION
PUBLIC
VACANT
SCA
1000 0 1000 2000 40
J..IM. • 1 • , , | j • [
LES
00 6000
1 ' 1
1 1 ! 1 '
i i/a o>
1
1
1 '
-------
NOISE DATA
YARD:
ENOLA
LOCATION:
37-1
CD
i
HOUR
OF
DAY
00-01
Cl -02
02-03
_o'i-os
_09-10
10- 1 1
11-12
V2-13
J 3 -
'.'•-IS
15-16
16-1?
J7-18
18-19
19-20
20-21
21 -22
22-23
23-2T
DATE: 29 August 1978
NOISE LEVEL in dBA
Leq
70.1
66. .6
62.6
64.8
57.4
56.8
53.2
max
88.8
91.3
87.5
93.8
85.0
76.3
66.3
Li
83.7
79.9
75.7
78.4
68.3
67.4
58.9
L10
71 .7
67.5
60.6
65.9
59.1
58.3
54.7
L50
59.7
58.2
54.8
56.5
53.6
53.8
52.4
L90
52.5
51 .3
51 .5
52.6
51 .8
51 .8
51.2
Lgg
48.9
48.6
50.2
51 .4
51 .3
50.6
49.9
Note: Levels measured with FAST meter dynamics.
DATE: 30 August 1978
NOISE LEVEL in dBA
Leq
(51 .5
61 .5
58.2
59.5
59.6
64.3
60.2
58.8
70.5
66.5
61 .6
60.3
57.3
70.0
b9.3
57. 1
55.2
max
7fi,3
90.0
78.8
78.8
80.0
83.8
77.5
78.8
95.0
88.8
85.0
76.3
7fi.3
q?.s
81 3
R7_ R
78.8
L!
70.3
74.7
69.0
69.1
70.6
74.7
72.8
70.8
82.9
79.3
72.0
70.5
by . f.
83. y
69 .8
65.3
66.8
L10
64.7
59.9
60.8
63.3
63.4
67.9
62. 1
59.9
72.3
69.4
65.1
63.6
bU . Z
71 .2
62.5
54.5
57.1
L50
58.0
53.4
53.7
55.3
53.7
56.2
56.0
54.8
64.9
54.9
56.2
55.6
51 .8
61 .8
54.1
49.6
50.7
Lgo
53.0
51 .5
51 .6
52.7
52.1
5 .3
51 .9
51 .8
52. 7
48. 4
52.9
51 .9
4b . /
47.8
49.1
46.7
47.8
L99
51 .5_
50.1
50.3
51 .4
51 .3
47.9
50.3
50.3
49.0
45.2
50.3
47.0
43. a
44.5
46.4
45.0
46.0
i
1
W24):-
Ln :-
64.1 d8
60.3
65.3
-------
ro
i
OJ
Ul
YARD:
HOUR
OF
DAY
00-01
01 -02
02-03
03-0^
0^-05
05-06
06-0?
07-08"
08-09
.03-10
10-11
11-12
12 - 1 3
13-
Ji-li
15-16
16-17
17-18
18-ig
19-20
20-21
21-22
22-23
23-2^
ENQLA
DATE: 30 August 1978
NOISE DATA
LOCATION:
NOISE LEVEL in dBA
Leq
66.3
52.2
58.2
56.6
63.9
53.5
53.9
max
90.0
67.5
72.5
86.3
96.3
76.3
75.0
L1
80.1
60.4
68.9
68.0
75.7
64.0
66.0
L10
659
55.4
61 .7
59. 2
65.8
54.6
55.6
L50
5?.fi
49 .8
52.9
50.9
52.3
50.5
48.7
Lgo
47 R
46.0
48.2
48. Z
48.9
47.9
45:9
L99
455.
43.8
4fi-. 1
4fi .8
46.8
46.4
44,4
Note: Levels measured with FAST meter dynamics.
37-1
DATE: 31 August 1978
NOISE LEVEL in dBA
Leq
53.7
57.8
64.4
59.2
55.2
60.1
56.4
59.6
55.7
63.7
70.5
5y . b
b/ . 7
b8.4
b4 . b
62.1
max
73.8
81 .3
85.0
82.5
82.5
82.5
75.0
82.5
75.0
86.3
97.5
81 .3
90.0
95.0
90.0
77.5
LI
64. 3
69.3
/b .0
70.7
63.0
67.7
65.2
72,4
63.5
77.4
85.3
70.4
81 .1
81 .7
76.4
68.5
L10
57 n
60.8
67.4
62.0
56.8
62.8
59.6-
59.1
58.7
63.4
67.9
61 .8
69.3
69.3
66.2
64.4
L50
48.9
51 .6
59.0
52.0
51 .1
58.2
53.5
52.8
53.6
54.3
59.6
57 .1
60.5
58.8
61 .0
60.7
W
L90
45.8
46.5
48.8
45.8
46.8
54.6
49 .8
50.1
51 .3
51 .6
53.6
55.6
51 .7
50.2
52.1
59.0
L99
44.2
44.3
45.2
44.0
44.9
50.8
47.7
47.1
50.1
50.2
51 .3
55.1
49.0
48.0
48. 4
57.8
24): 63.3 d3
v bb-'
L, : 64.7
-------
YARD:
ENOLA
NOISE DATA
LOCATION:
37-2
00
01
HOUR
OF
DAY
00-01
01 -02
02-03
Qii-05
,,05-06
06-07
07-08'
08-09
.09-10
10-1 1
11-12
12 - 1 3
13 -
15-16
16-17
17- 18
18-19
19-20
20-21
21 -22
22-23
DATE: 29 August 1978
NOISE LEVEL in dBA
Leq
71 .9
69.8
72.6
72.8
71 .4
71 .5
71 n
••max
88.8
92.5
92. 5
96.3
80.0
81.3
81.3
LI
83.4
76.1
82. 1
81.5
74.4
73.6
73.5
L10
72.7
71.4
75.2
74.2
72.7
72.4
72.2
L50
69.7
68.8
70.4
71 .7
71.4
71 .4
70.9
L90
66.8
66.8
67.9
»- Q O
65. 2
65.4
66. 4
68.1 to. 3
70.1
70.2
69.9
61.5
69.4
68.8
Note: Levels measured with FAST meter dynamics.
DATE: 30 August 1978
NOISE LEVEL in dBA
Le,
69.7
67.9
66.5
69.0
70.1
72.2
68.8
70.8
70.6
71 .2
72.5
71 .6
73.3
70.9
71 .4
68.0
68.8
max
77.5
bZ . b
85.0
81 .3
86.3
98.8
91 .3
86.3
91 .3
87.5
93.8
91.3
90.0
91 .3
90.0.
90.0
82.5
"-1
73.4
78.7
75.2
72.7
76.7
82.2
77.7
78.4
75.6
80.3
80.4
78.2
tii . \
80.7
82.9
74.3
74.6
ho
72.0
68.7
68.4
71 .5
72.9
74.6
70.5
72.3
73.1
73.7
74.7
73.2
/b . y
72.8
73.0
69.6
71 .4
L50
69.9
66.2
64.7.
68.6
fi8 6
69 . 1
67 6
fit). 7
69.7
69.2
70.6
70.8
71 .4
68.5
68.1
67.9
67.8
L90
63.0
64.2
62.6
63 . 8
fifi.8
65.7
65.4
fifl. 1
67.1
65.8
69.0
68.7
68.1
65.9
65.9
66.6
63.9
L99
61.5
63.0
61.4
6?. 4
65.4
64.1
64. 1
fir, . Q
65.4
63.8
67.7
66.9
66.3
64.1
64.7
66.3
61 .5
Lcq(24): 70.9 dB
Ln : 70.0
L. : 71 .4
-------
Allentown Rail Yard
Consolidated Rail Corporation
Allentown, Pennsylvania
(Site No. 38)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Allentown Yard is a long hump classification yard,
stretching approximately 3 miles along the northern border of
the.Lehigh River between Allentown and Bethlehem, Pennsylvania.
Major facilities include two humps and classification tracks,
a car repair facility, and a round house.
Thus far in 1978, there has been an average of 1275 cars
classified per.day. The heaviest activity occurs on the west
hump and classification tracks. On 31 August, during our mea-
surements, the classification activity was slightly below
average with 724 cars classified through the west hump and 490
cars through the east hump.
The car repair facility north of the classification tracks
performs only light maintenance. Locomotive maintenance is
performed at the round house, located about 1 mile northeast of
the classification areas.
At the eastern end of the yard is a set of tracks on which
we observed no activities during our survey at this yard. Despite
the use of coal in many of the nearby industrial facilities, we
did not observe any coal cars passing through the Allentown yard.
None of the activities observed at the yard were related to the
energy transportation or production industry.
1.2 Land Use Surrounding Yard
Along the entire southern boundary of the yard is the
Lehigh Coal and Navigation Canal. This canal and the adjoining
B-137
-------
strip of land now function as a recreational area for boating
and bicycling enthusiasts. Immediately south of this area is
the Lehigh River.
The land at the western end of the yard is used for indus-
trial purposes. Along the northern boundary of the yard in
Allentown is an area of dense vegetation which slopes upward,
in some locations very abruptly, between 100 and 300 feet above
the yard level. The western end of this area is Keck Park, a
former quarry. Extending to the east, this land is primarily
undeveloped. This land forms a natural buffer between the
rail yard and the residential areas north of the yard, with
closest residences about 800 feet from the yard. The vegetation,
as well as the sloping terrain, helps to reduce rail noise
levels in the residential areas. Also located in this area is
the Allentown State Hospital.
Within Bethlehem, residences north of the yard are much
closer to the yard boundary, particularly in the area of the
round house. Further east, residences abutt the rail yard, but
in this area no yard activities were observed.to occur with the .
exception of arriving and departing trains.
1.3 Noise Control Through Source Relocation
Relocation of the round house and associated tracks on
which locomotives idle to an area further west would reduce the
noise exposure of nearby residences in Bethlehem. Although this
is reasonable from a noise control point of view, we suspect
that such a relocation would be quite costly.
B-138
-------
2. SITE DATA
2.1 Site Characteristics and Noise Environment
The residences in Allentown and Bethlehem, in the imme-
diate vicinity of the Allentown yard, are mostly older homes
constructed primarily of brick and occasionally wood frame.
Single and multi-family construction are mixed throughout the
area, except for some relatively new apartment complexes of
brick construction in west Bethlehem near the round house.
The noise of activities at the rail yard does not dominate
the noise environment for most of the residences in Allentown
because of the distance from the residences to the yard as well
as the terrain and vegetation features of the buffer zone be-
tween, the residences and the yard. In Bethlehem, only those
residences in the Immediate vicinity of the round house are
exposed to the noise of rail activities that has been judged
to be annoying. Even at these locations, the noise of rail
activities is probably not dominant.
Due to inclement weather during the measurement period,
and malfunctioning equipment, 24-hour noise monitoring was per-
formed at only one measurement site. Short samples of the
noise environment were obtained at three additional sites as
described in the following.
Site 38-1
This site was located on the Allentown State Hospital
property. The microphone was placed on the edge of the ridge
overlooking the yard, however visual observation of much of
the yard was blocked by the trees and vegetation.
B-139
-------
The sound sources at this site were car couplings,
retarders, and train movement from the yard below. The site
is located 700 feet from the east hump, and somewhat further
from the classification tracks. There were also some sounds
from the hospital steam plant, such as steam being vented for .
12 to 15 minutes every four hours. This venting was cycled one
minute on and one minute off. There was no local traffic near
the site. During times of yard activity, the rail sources
dominated the environment at this site; at other times, the
site was relatively quiet.
Site 28-2
This site was located at the western end of Calypso Avenue,
just west of the round house (approximately 400 feet away).
Major noise sources observed here were locomotives idling, air
releases and buzzers. Two samples were obtained at 19:28 hours
on 30 August and 16:^0 hours on 31 August. The noise levels
measured are listed below for these two periods respectively:
Leq
59-1
56.3
max
61.5
74.3
Ll
60.
66.
L10
60.
56.
L50
59-
53.
L90
58.
52.
L99
57.
52.
dB
Site 38-3
This site was located just south of River Drive, approxi-
mately 1000 feet east of Carlisle Street. The site overlooks
the west hump and classification tracks. Major noise sources
from yard, activities here are cars coupling and retarders.
Some local traffic was observed as well. Following are the
noise levels measured at 11:52 on 1 September:
B-140
-------
Leq Lmax Ll L10 L50 L90 L99
56.5- 78.2 67. 56. 50. 48. 47. dB
Site 38-4
This site was located at the eastern end of Keck Park at
the west end of River Drive. This site also looks down on the
rail yard, and is exposed to the noise of cars coupling and
retarders at the west classification area, as well as the noise
of locomotives idling. Noise levels measured at 19:03 at
30 August are as follows:
L L
eq max
Ll
L10
L50
L90
L99
59.3 79.1 72. 56. 53- 50. 48. dB
2.2 Subjective Impressions
None of the residents of Allentown that we talked to
indicated that they were bothered by the noise of rail yard
activities, although the noises of cars coupling were cited
as a source of annoyance. None had ever been awakened by rail
noise, nor had anyone ever complained. Local truck traffic was
cited as another noise source creating annoyance.
In western Bethlehem, near the round house, residents
cited idling locomotives and the "growl" from the turntable
as a source of annoyance. None had complained, although the
turntable noise had on occasion kept people awake or had awa-
kened them. (Note that the noise of the turntable was not
observed during 'our survey at this yard.)
B-141
-------
-------
NOISE DATA
YARD: ALLENTOWN
LOCATION:
38-V
U)
HOUR
OF
DAY
00-01
01-02
02-03
03 -
0^-05
05^06
06-07
07-08
08-09
09-10
10-11
11 -12
12 - 13
13-U
15-16
16-17
18-19
19-20
20-21
21 -22
22-23
23-2*»
DATE: 31 August 1978
NOISE LEVEL 1n dBA
Leq
•
56.3
57.3
54.2
62.5
59.4
60.2
59.5
57.9
-max
71.3
72.5
70.0
76.3
67.5
66.3
65.0
61.3
L1
66.0
66.9
64.1
69.9
62.6
63.2
62.3
60.0
Lto
-
61.7
62.5
57.1
66.6
61.6
61.6
61.1
59.0
>50
48.8
50.5
51.6
57.6
59.1
60.0
59.3
57.9
L90
45.9
46.1
48.0
48.6
55.8
58 . 8
57.4
56.5
L99
.. .- -,
44.4
44.7
45.6
46.4
52.1
57.6
56.3
55.6
Note: Levels measured with FAST meter dynamics.
DATE: 1 September 1978
NOISE LEVEL 1-n dBA
V,
58.5
56.2
55;6
57.7
53.5
54.4
51 .3
52 . 6
58.3
53.5
59.8
- • - -
max
70.0
68.8
65.0
67.5
73.8
71.3
68.8
75.0
90.0
77.5
87.5
> •_ . . .;
Li
60.8
59.5
59.3
64.8
57.7
63.3
56.1
60.9
60.1
60.3
69.5
ho
58:4
57.5
57.0
62.9
54.9
57.0
53.6
53.7
54.0
54.7
63.3
L50
57.2
55.8
55.4
54.7
53.0
52.1
50.2
50.6
50.0
50.1
49.6
;•/
..
L90
57-»2
54.3'
54.0
53.0
51.6
50.4
48.9
48.9
47.9
45,9
46.6
L99
56.3
53.8
52.9
51.9
50.3
49.1
47.7
47.7
46J4
44 .3
44.1
"n
56.7
58.4
Lcq(24): 57.8 dB
-dn'-
63.4
-------
Argentine Freight Yard
Athchison, Topeka and Santa Fe Railroad
Kansas City, Kansas
(Site No. 53),
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The most noticeable noise generating activity at the
Argentine Yard is the rail car humping process, resulting in
retarder screech, and car impacts which pervade the surrounding
community. This activity is concentrated in the eastbound and
westbound classification yards. During active periods, roughly
two to three cars per minute are pushed over the hump, with
only occasional noticeable car impacts. Retarders are. the
major source of noise during the classification process, with
approximately seven screeches per minute during continuous
operation. Observations, however, indicated that car humping
occured only about 25 percent of the time during the measure-
ment period.
Other noise sources associated with yard operations include
moving trains and locomotives, idling locomotives and idling
refrigerator cars. Moving trains and locomotives generate noise
in the classification yards, on the various receiving and
departure tracks, and along the mainline tracks. Observations
suggest that these events occur only about 25 percent of the
time. Noise from idling locomotives is centered near the diesel
repair facility, but is not very noticeable outside the yard
boundaries. Idling refrigerator cars are located at various
points along the storage tracks and are noticeable outside
only when idling close to the yard boundary.
The Argentine Yard operates on a 24-hr, 7 day per week basis.
Past data indicate that the yard has a throughput of approximately
100,000 freight cars per month. However, observations during the
B-144
-------
monitoring period suggest a much lower activity- level, perhaps
about 25 percent of the above number. Furthermore, no particular
activities related to energy production or transport were observed
during the monitoring period.
1.2 Land Use Surrounding Yard
In general, the land use to the north of the Argentine Yard
is zoned industrial, while that to the south is zoned residential,
(see attached map).
Noise sensitive community land use areas are located south
of the yard boundary. To the far west end of the yard is the
Turner residential area, consisting of fairly well-maintained, .
wood-frame houses. Another area of similar homes is located to
the east of the Turner area. These homes are closest to the east
hump yard, and a major rail yard noise complainant resides in this
vicinity. To the far east end of the yard is the Argentine area,
consisting of poorly maintained, old wood-frame houses, many of
which are occupied by railroad employees. Several old churches
and schools, as well as a park and a high-rise retirement apart-
ment building are located in the Argentine area.
Finally, note that tracks from the Argentine Yard serve
'some of the industrial concerns in the Turner industrial area
to the north of the yard.
1.3 Noise Control Through Source Relocation
The only feasible noise source relocation scheme would be
to avoid the placement of idling locomotives and refrigerator
cars-near the Argentine residential area yard boundary. However,
since these items are not the dominant yard noise sources, this
action'would likely have little effect on noise exposure in the
areas surrounding the Argentine Yard.
B-145
-------
2. SITE DATA
2.1 Site Characteristics
The noise monitoring site locations are shown on the attached
map, and are described below.
Site 53-1
Site 53-1 was chosen as a 24-hr monitoring site. The monitor-
ing unit was located in the backyard of the residence at 1021
48th Terrace. This site is exposed to retarder and car impact
noise from the east hump yard. During humping, retarder screech
dominates the noise environment in the area which is elevated
and not well shielded with respect to the yard. Homes in this
area are generally well-maintained, wood structures and most are
air-conditioned.
Site 53-2
Site 53-2 was chosen as a 48-hr monitoring site due to
its close promimity to the east hump. The monitoring unit was
located in the backyard of the residence at 5100 Clark Street.
This site is exposed to master and group retarder noise from the
east hump area although there is some terrain shielding between
this neighborhood and the yard. Homes in this area are reasonably
well-maintained and many are air-conditioned.
Site 53-3
Site 53-3 was chosen as a 24-hr monitoring site due to its
close proximity (200 ft) to the yard boundary. A 10 minute noise
sample was also taken at this location, in the backyard of the
B-146
-------
residence at 1106 So. 36th Street. This site is exposed to
retarder noise from the west hump yard, as well as noise from
mainline traffic and idling refrigerator cars. Homes in this
area are poorly-maintained and few are air-conditioned.
Site 53-4
Site 53-4 was chosen for a 10-min. noise monitor sample
during the continuous humping operating in the east yard. The
sample was recorded in the backyard of the residence at ^930
August Lane. The resident at this address is a major complainant
regarding retarder noise from the yard. This site has the same
general characteristics as described for Site 53-1-
2.2 Site Noise Environment
Site 53-1
Rail noise exposure at Site 53-1 was dominated by retarder
screech. Occasional car impacts were also noticed at this
location. Non-rail noise exposure included local road traffic,
particularly truck traffic on Swactz Road, plus occasional
aircraft noise and noise from neighborhood backyard activities.
Rail noise is dominant in the area during humping operations
at the eastbound classification yard.
Observations during the measurement period suggest that
humping operations occured only about 25 percent of the time.
Approximately seven retarder screeches per minute were noted,.
v/ith each event lasting several seconds. A pure tone screech
of varying intensity characterized the retarder noise, which
dominated the noise from the rail yard. Noise from occasional
B-147
-------
car Impacts was n'oted to be of an impulsive nature, but not as
loud as the retarder events. Measurement Site 53-1 was located
about 1500 feet from the group retarders in the eastbound hump
yard.
Site 53-2
Rail noise exposure at Site 53-2 was dominated by retarder
screech. Some locomotive noise from the hump engine was also
noted at this location. Non-rail noise exposure included local
road traffic, particularly truck traffic in and out of the nearby
truck terminal, as well as noise from aircraft and local neighbor-
hood activity. Rail noise is dominant in the area during humping
operations at the eastbound classification yard.
The operational characteristics of humping and the observed
characteristics of retarder noise are the same as described for
Site 53-1- In addition, locomotive noise from the hump engine
was noticeable as the engine approached the hump. This noise
was low frequency in character, and of low. intensity. Measurement
Site 53-2 was located about 1000 ft from the hump and master
retarder, and about 1500 ft from the group retarders. Some
terrain shielding was interposed between this site and the yard
noise sources.
Site 53-3
Rail noise exposure at Site 53-3 included retarder noise
from the west hump yard, locomotive and train movement in the
adjacent yard areas and idling refrigerator cars. Railroad
sources not strictly part of yard operations, such as mainline
through-trains and switcher noise on the nearby spur of the
B-148
-------
General American Transportation Company (GATX), also contributed
to the noise environment at Site 53-3- Non-railroad sources
included light road traffic, a nearby cabinet shop and local
resident activity. The rail noise was generally dominant during
close train or locomotive passages and during humping operations
at the west hump yard.
Railroad activity levels were observed to be fairly low
near this site, since the nearby yard area was .utilized primarily
for car storage.' 'Retarder screech could be heard during humping
periods at the west hump yard, occuring roughly 25 percent of the
time.- The active retarders at this yard are located about 1500
ft from Site 53-3, but were sheilded during the measurements by
several lines of.stationary rail cars. Some of these cars were
idling refrigerator cars which could be just barely heard at the
measurement site. The highest noise levels at Site 53-3 are-
\
generated by switcher movements on the GATX spur, located 80 ft
from the site and by through-train traffic on the mainline,
located 200 ft from the site. These activities each occur
approximately twice per day and result in high train and whistle
noise, arid ground vibration.
A noise sample at Site 53—3 of approximately 10 min. dura-
tion, including GATX locomotive and whistle noise plus retarder
noise, yielded the following results:
eq - max i i o s_o 90 99
58.8 76:0 69.0 60.0 55-0 5^-0 51*.0
B-149
-------
Site 53-4
A noise sample was taken- at Site 53-^ for a period of
approximately 10 min. during which retarders, located at roughly
1500 ft dominated the noise environment. The results are as
follows:
Leq
514.6
max
8l.o
Li
75-0
L,o
67.0
L50
59-0
Lao
58.0
L99
58. (
2.3 Subjective Impressions
The sources of annoyance or complaints from rail yard noise
include retarder screech, car impacts, and moving trains. In terms
of sleep disruption, some residents indicated that car impact
noise or through-train noise and vibration occasionally wake them
up, while one resident indicated that retarder noise sometimes
makes it difficult to fall asleep.
In general, it was found that railroad noise is viewed to
be of relatively minor importance in the residential communities
surrounding the Argentine Railroad Yard.. Only one resident out
of 11 questioned found yard noise highly annoying, while a few
others found it only mildly annoying. Most of the people ;
questioned said that they are used to the railroad noise and
don't notice it anymore. The fact that many people in the area
are associated with the railroad in some way may have something
to do with this tolerance. However, conversations with many
residents also indicated that they did not find the character-
istics of railraod noise as annoying as other community noise
sources such as motorcycles and aircraft.
B-150
-------
'•T\*£'Y.'--\*££&•>> ;\^
A^>p3.^fe
.. /• -^^ ?.&&'< :£'<.•.Z>-^ i 'N-v7\ \ fr7- '' "i.
1 - MI* :i-- . * i • :; Artrentir)e-| Par.k • ^.-^nS*^/ / C^v1'. ^-v A f I* \ ^ ,-v :,
k^toL^^
fe^w&IIS^S^
I ,' • -^^Sni'- \
T—.";f&W:L
U-d^!&-
/^A^^^^Vf^^^
' l;.' 7 '"•" -.•:••• :;r.l ^3
-TS" A i ?r"A .-^ r?
.\ '• V; ..•• " I v. 'v ;-,; ••' I ...i/~i- r\'d I f. ^
rxw--
Xl^L.^Ui4ij^y^^
'^S^L i^J^i^fh^- ^p^$:
-------
NOISE DATA
YARD:
03
i
Ul
to
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
04-05
,05-06
06-07
07-08'
03-09
_09-1Q.
10-11
11-12
12-13
13-14
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-
23-;
ARGENTINE
LOCATION:
DATE:
09 AUG 1978
NOISE LEVEL in dBA
Leq
57.0
52.1
51,2
51.4
59.3
55.7
53.9
57.0
55.2
56.9
54.9
56.1
max
83.8
81.3
70.0
67.5
87.5
85-0
80.0
81.?
80.0
75.0
67.5
73.8
h
69.7
62.1
58.7
60.3
70.0
66.6
63.9
66.7
61.8
65.6
58.9
63.5
L10
—
58.5
52.6
53.1
53.5
57.6
54.8
54.5
58.5
55.7
58.2
56.5
57.3
L50
47.4
46.6
49.5
49.4
50.6
50.4
50.8
53.0
52.1
55.3
54.5
54.7
L90
44.2
43.9
46.2
47.0
48.1
48.2
48.5
.49.7
50.1
53.8
53-0
53.1
L99
42.6
42.0
44.7
45.4
46.5
46.7
47.0
48.2
48.9
52.6
52.5
52.5
Note: Levels measured with FAST meter dynamics.
53-1
DATE:
10 AUG 1978
NOISE LEVEL in dBA
Leq
55.4
59.1
.55.4
55.3
58.9
57.0
57.4
55.9
54.9
56.1
52.1
55.1
max
72.5
82.5
81.3
75.0
80.0
76.3
77.5
78.8
75.0
81.3
72.5
80.0
L,
63.3
71.7
66.7
64.2
70.2
66.7
68.5
64.6
64.6
68.4
6-1.3
65. 6
L10
56.8
59.1
55.7
56.1
59.4
58.1
58.3
57.1
56.8
57.9
53.7
55.7
L50
54.3
53.2
51.4
53.6
55.0
54.8
53.6
54.2
52.4
49.4
49.8
51.5
L90
52.9
49.2
47.7
52.1
53.4
53.4
52.4
52.6
49.8
46.1
47.6
49.1
L99
52.5
47.6
45.5
51.3
52. £
52.6
51.4
51.4
48.1
43.9
46.3
47.1
Lcq(24): 56.1 dB
L, : 55.5
-------
YARD: ARGENTINE
NOISE DATA
LOCATION:
53-2
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
,05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-JA
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2*)
DATE: 9 AUG 1978
NOISE LEVEL in dBA . .
Leq
19.0
47.2
52.0
60. if
58.9
53.1
66 . 5
57. >t
54.7
63.6
•max
66.3
65.0
78.8
88.8
90.0
75.0
98.8
86.^!
75.0
92.5
L,
59.0
57.2
64.0
73.0
71.3
64.2
78.4
65.0
58.6
75.5
L1Q
52.2
49.8
53-1
57.0
55.9
56.1
64.1
54.6
55.3
51.9
L50
46.0
44.2
47.1
48.2
48.0
48.1
51.9
49.5
54.3
54.1
L90
43.0
41.9
43-9
45.4
45.1
45-7
46.9
47.5
53.5
52.7
L99
41.5
40.8
42.0
43.4
42.9
44.1
45.3
46.4
52. -6
51.5
Note: Levels measured with FAST meter dynamics.
DATE:
10 AUG 1978
NOISE LEVEL in dBA
Leq
57.9
60.0
58.6
64.7
62.9
65.5
60.9
61.5
58.9
60,1
52.7
63.6
61.6
max
83-8
93.8
85.0
96.3
92.5
88.8
90.0
90.0
85.0
87.5
78.8
91.3
87.5
L,
69-7
70.8
70.7
76.9
74.7
79.1
73.2
74.3
71.4
72.7
6^i.6
75.3
74.3
L10
56.5
57.0
57.3
59.5
60.8
64.1
60.2
57.1
58.6
57.6
54.2
58.5
60.8
L50
53.6
53.4
51.4
52.6
52.9
51.8
51.0
51.4
50.9
48.9
48.2
49.7
48.8
L90
51.8
48.3
47.9
50.6
51.1
49.6
49.1
49.2
47.4
45.3
45.5
46.9
45.2
L99
51.3
46.8
46.4
50.0
50.1
4'8.8
48. C
47.9
46.3
4?. 4
44.1
45.3
T»3.0
Leq(24):_
Ln :-
6l.O dB
62.1
60.2
-------
YARD:
HOUR
OF
DAY
00-01
01 -02
02-03
03-04
04-05
05-06
08-09
09-10
10-11
11-12
12 -1 3"
13-14,
14-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
ARGENTINE
NOISE DATA
LOCATION:
DATE:
10 AUG 19.78
NOISE LEVEL in dBA
Lep
49.7
65.3
58.1
59.6
60.6
62.9
63-5
55.9
64. 4
max
70.0
93.8
81.3
92.5
97.5
92.5
86.3
70.0
91.3
L,
59.5
75.9
69.2
70.7
69.8
74.8
76.0
61.2
77.0
L10
51.4
66.3
59.9
56.6
59.1
60.7
65.4
58.4
63. C
L50
46.5
60.5
53.3
50.3
50.8
53.1
55.9
54.7
54.1
L90
44.3
53.8
49.8
48.2
48.4
50.0
54.1
53.0
52.4
L99
43.0
49.9
47.7
46.7
46.5
48.6
52.9
52. -2
51.4
Note: Levels measured with FAST meter dynamics.
53-2
DATE:
11 AUG 1978
NOISE LEVEL in dBA
Leq
64.3
63.2
57.8
56.1
52.5
49.2
53.0
62.2
60.0
61.1
57.1
74.9
63.1
max
87.5
87.5
83.8
82.5
80.0
66.3
70.0
90.0
85.0
83.8
78.8
95.0
90.0
h
77.8
76.2
70.3
66.6
59.0
54.3
62.1
75.2
73.0
73.6
67.9
88.6
7b.S)
L10
64.2
62.9
56.7
56.6
52.4
51.0
54.4
57.3
59.2
62.1
62.1
76.5
59.3
L50
54.2
52.3
52.1
52.2
50.3
48.6
51.1
50.6
50.3
51.8
49.5
55.7
51.6
L90
51.8
50.1
50.1
50.5
48.5
46.9
49.4
48.4
47.7
48.3
45.7
49.3
47.7
Lgg
51-3
48.9
48.9
49.9
47.6
4'6.3
47.8
47.3
46.4
45.7
43.8
46.6
46.3
Lcq(24):
60.2
- 7
dB
-------
YARD:
ARGENTINE
NOISE DATA
.LOCATION:
53-3
to
i
HOUR
OF
DAY
00-01
01-02
02-03
03-0*1
0*1-05
05-06
06-07
07-03"
08 - 09
.09 - 10
10-11
11-12
12-13
1 3 - 1 A
15-16
16 -1 7
17-18
18-19
19-20
20-21
21-22
22-23
23-2V
DATE:
10 AUG 1978
NOISE LEVEL in dBA
Leq
6l.ii
55.5
56.9
64.5
70.6
61.4
57,4
65.0
67.4
68.1
• 69.4
67.5
max
86. 1
80,0
81.3
93.8
105.0
88.8
78.8
90.0
95.0
93.8
97.5
101.3
L,
72.9
64. q
67.1
74.9
77-2
70.4
66.5
75.4
75.8
76.2
• 78.1
76.3
L1Q
65.5
56.5
60.3
65-8
69.6
64.8
59.9
68.8
71.1
70.1
70.8
67.1
L50
58.6
53.1
53.2
57.8
66.4
55.9
55.7
59.4
61.5
. 66.1
65.4
59.5
L90
54.1
50.7
50.6
51.7
. 63.1
52.4
50.2
53.2
54.4
62.4
60.1
55.4
Lgg
50.?
50.0
49. 3
49.4
61.8
49.2
47.6
50. 4
50.0
58.8
58.5
52.6
Note: Levels measured with FAST meter dynamics.
DATE:
11 AUG 1978
NOISE LEVEL in dBA
Leq
62.4
61.0
58.0
59.7
56.4
51.7
56.^!
52.8
57.4
59.5
max
80.0
77.5
77.5
73.8
71.3
80.0
78.8
67.5
82.5
82.5
LI
70.5
69.5
6?. 9
69.9
62.3
56.2
66.8
59.6
68.2
69.6
L10
65.9
64.0
60.7
62.8
59.6
54.1
57.1
54.1
57.7
62.2
L50
60.0
59.1
55.6
56.6
54.8
49.2
52.2
52.2
53.2
54.1
L90
55.8
54.3
51.7
52.9
51.7
47.0
49.4
49.6
51.2
52.2
Lgg
52.6
52.6
50.2
51.4
49.4
46.3
48.0
47.9
50.3
51.3
W24):-
Ln :-
64.1dB
63.5
-------
Cumberland Rail Yard
Chessie Rail System
Cumberland, Maryland
(Site No. 54)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Cumberland Railroad Yard is operated by the Chessie System
which includes the Baltimore & Ohio, Chesapeake & Ohio, and"Western
Maryland Railroads. This railroad yard consists basically of east-
bound and westbound receiving yards, humps, classification yards,
and a locomotive repair shop. The following activities were observed
to occur at the yard during the noise measurements on 15 to 18
August 1978.
(a) Rail car classification: the mainline tracks arriving at the
yard from both the east and west are connected to receiving yards of
about 8 tracks each that are sized to contain as many as 1600 forty
foot rail cars. The rail cars are pushed over the humps and coast
down through the main retarders and then are switched to the various
tracks of the classification yards. Secondary retarders slow the
cars down to a speed somewhat over 4 mph to ensure coupling. The
main retarder automotically slows the cars to 18 mph whether empty
or full while the secondary retarders are manually controlled.
Major noise sources from the humping activity include the engine
noise from the switching locomotive moving back and forth, the
retarder noise from the rail cars after passing over the humps, air
release noise and the impact noise that occurs when the moving
rail cars hit stationary cars in the classification yards. Also,
some wheel squeal is noticeable from the rail cars -turning from the
humps onto the various class tracks.
B-156
-------
(b) Locomotive Repair Shop: A diesel repair facility is located
in the southwest corner of the railroad yard. The large overhead
garage type doors of the main shop building were alv/ays open;
however, no audible noise appeared to propagate from inside. The
major noise sources from this repair facility include the noise from
full-power testing of locomotives to ensure that they can attain arid
hold a full-power status, and whistles that are used to clear the
track prior to locomotive acceleration testing..
In addition to these activities, a public address system is utilized
to announce the arrival and departure of trains and any change of
job assignments. Also, the noise of train crossing bells occurred
almost continuously at one community location.
An Arntrak train passes by the yard approximately 3 to ^ times a
week either around 7 am.or 11 pm. This train while passing -the
yard continuously blows its whistle.
This railroad yard operates 24 hours a day, seven days a week
without any seasonal variation. On the average, about 1100 rail
cars per day are humped in each direction with Monday and Tuesday
being somewhat lower (approximately 900 each direction) and the
rest of the week being between 1100-and 1300 each direction.
Locomotive testing at the repair facility occurs continuously with
at least one locomotive running at full pox^er at most times.
The only observed activity at the yard related to energy transporta-
tion was the coal cars which were stopped in areas waiting to be
made into trains. These cars are brought into the yard in a string
and then arc connected to outbound trains. We were told that fewer
coal cars presently go through this yard than did a few years ago.
B-157
-------
1.2 Land Use Surrounding the Yard
The land uses surrounding the Cumberland Railroad Yard in South
Cumberland are generally residential and business to the north and
southwest and conservation to the southeast (see attached map).
o
Brief explanations of the land uses follows:
(a) The land located at the east-northeast boundary of the rail-
yard has been zoned for highway business; however, there are many
residential dwellings in this area that were constructed before the
new zoning laws were passed in 197^. These homes are 'well-maintained3
ond and two-story frame buildings, many of which have additional
structures for storage and garage space.
(b) Outside of the city limits to the east, high upon a hill
overlooking the railyard, are fairly modern one-story frame houses.
These houses are mentioned because they are impacted by railyard
noise; however negotiations will begin in June 1979 for the purchase
of these homes for construction of a new highway.
(c) The land to the north of the railyard is zoned low-density
urban residential. The residences in this area are predominantly
two-story frame homes, fairly well maintained, and house many of
the railroad employees.
(d) To the west and southwest, the land is zoned medium density
urban residential, or local business with one small area adjacent
to the main line tracks being zoned general industrial. Most of
this area is covered with fairly maintained one and two-story
frame homes, where a majority of present or retired railroad
employees live.
B-158
-------
(e) Located to the south and southeast of the railyard is the
City of Cumberland Sewage Treatment Plant, and a state reservation
along the Chesapeake and Ohio Canal. These sections are zoned
conservation. •
1.3 Noise Control Through Source Relocation
Several possibilities appear to exist at the Cumberland Railroad
Yard for noise control through noise source relocation.
(a) Idling locomotives parked just south of Industrial Boulevard
in the area of-Day Street to Pennsylvania Avenue are a dominant
noise source at the houses between Virginia and Seymour Avenues.
Some reduction in noise could be achieved at these homes if the
idling locomotives were located in the area east of Vancouver Avenue
along the business zoned section where a shopping center is located.
These locomotives were not being used to pump up a train since no
rail cars were attached.
(b) At the end of Vine Street near the east end of the yard, there
is a crossing bell which rang almost continuously while we were at
this location. This bell seemed to ring if trains were anywhere
near this crossing. Since this crossing is used only as access to
the railyard, it seems that some other arrangement besides this bell
could be utilized. In fact; people ignored this bell because it
seldom meant that a train was coming and they always stopped, looked
and usually continued on.
(c) The only trains that did not stop at this railroad yard were
Amtrak trains passing through on the main lines. However, these
Amtrak trains would blow their whistles continuously as they passed
through the yard. The necessity for blowing these whistles for such
a long amount of time should be investigated.
B-159
-------
(d) The residential area along East Offutt Street southwest of
the yard is subjected to noise from the stationary locomotives being
tested at full power. Some reduction in community noise could be
achJeved if the locomotives were tested to the east of the main
shop building Instead of at the west end. The east end of the shop
is located somewhat further from the homes and some smaller rail-
road buildings would act as partial barriers between the locomotives
and the homes. About five to six years ago, a petition.was signed
by the neighbors and the railroad moved this testing operation to the
east end of the main shop building but after a two to three week
period, testing was resumed at the west end without explanation to
the neighbors.
2. SITE DATA
2.1 Site Characteristics
The noise monitoring sloe locations are shown on the attached map
and are described below. '
Site 54-1
Site 5*1-1 was chosen as the ^8-hour monitoring site (actual measure-
ments extended over nearly 3 days). The monitoring unit was located
near the railroad property line across the road from 30^ Industrial
Boulevard. This site was exposed to retarder and car impact noise
from the eastbound hump yard, idling locomotive noise on the closer
westbound tracks, crossing bell noise, P. A. noise, work train noise,
and noise from locomotive acceleration testing on the tracks near
the main shop building. The homes in this area are fairly well
maintained two-story frame houses without air conditioning. The
foundations of these houses are located about 20 feet higher in
elevation than the railroad yard.
B-160
-------
Site 54-2
Site 5^-2 was chosen as a 2'4-hour site at the- closest home to the
west end of the main locomotive shop building. This location was
in the..yard to the west side of the house at 4 3 East Offutt Street
and was at about 245 feet from the nearest locomotive being run at
*
full power. The dominant noise at this site was locomotive noise
with a .small amount, of no.ise from very light local traffic. Homes
in this .area -are fairly maintained houses of .one and two-story frame
construction. A 1'ew of the homes had window air conditioners but
most did not. ,
Site 54-3
Site 5^-3. was chosen as a 2^-hour monitoring site due to its close
proiiiixity to the westbound hump which is located near the east end
.of the yard. (Actual measurements extended over, nearly 2 da.ys.)
The monitoring unit was located near the rear property line of One
Oldtown Road. This location was approximately 150 feet north of
the hump with the hump being about 50 feet higher in elevation
than the monitor. -The dominant noises at this site were locomotive
noise as it traveled over the :hump, the'railroad public address
system, retarder squeals and rail car impacts. The four homes in
this area look up to the hump. These homes are well maintained,
one and two-story frame or stucco buildings without air conditioning.
2.2 Site .Noise Environment
Site 54-1
Rail noise exposure1at this site was dominated by idling locomotives
and the crossing bell at the end of Vine Street. Other rail noises
were retarder squels from the eastbound hump, the railroad P.A.
system, impacts, locomotive noise during acceleration testing, the
work train and train noise from ra'ilroad cars being assembled into
westbound trains.
B-161
-------
Also, the Amtrak Train's whistle when passing by the yard was an
annoying sound since it occurred either around 7 a.m. or 11 p.m.
One time during the measurements that it appeared to have passed
was between 11 p.m. and midnight on Thursday, 17 August when the
maximum sound level at the monitoring unit was 11^ dB.
•
Nonrail sources of noise at this location were traffic along
Industrial Boulevard, insect noise and small propeller aircraft.
Rail noises v/cre dominant at this site at all observed times. Rail-
road yard activities were sufficiently continuous so that the longest
periods of time without audible noise were around two to three minutes
Site 54-2 .
Rail noise at this site was dominated by locomotives being tested at
full power outside the west end of the main repair shop building.
Other rail noise sources were whistles and moving locomotives.
Nonrail sources of noise at this location were local traffic,
children playing, birds, and dogs barking. The local traffic on
East- Offutt Street was very minimal.
»• .
The noise of full power testing of locomotives was audible at this
site at all times except when a car or truck was passing directly
by the measurement location. This noise was low frequency with
most of the energy in the 63 and 124 Hz octave bands. These two
octave bands controlled the A-weighted sound level. No ground
vibrations were observed but neighbors mentioned their windows
rattling. •
B-162
-------
Site 54-3
Rail noise at this location was dominated by locomotive noise while
pulling or pushing cars over the westbound hump, the railroad P.A.
system, retarder squeals, whistles, rail car impacts, air release
noise,and idling locomotives.
Nonrail sources of noise are local traffic, birds, insects, and
small propeller aircraft.
Rail noise at this site occurs 2^ hours per day; however, there
are periods of.about a half hour when no humping occurs and the
area is pretty quiet (residual sound levels are about 1JO to ^5 dBA).
When a locomotive goes over the hump, the sound level at the
monitoring site is increased to about 70 to 75 dBA. Retarder squeals
and rail car impacts are somewhat higher in sound level than the
locomotive noise.
2.3 Subjective Impressions
The subjective impressions of the neighbors of the Cumberland Railroad
Yard are summarized below for each of the three measurement sites.
Site 54-1
At this site, only three out of the six neighbors that were talked
to were annoyed about the railroad yard noise. Two were very annoyed
and one was only sometimes annoyed (basically due to the Amtr.ak
train's whistle). Only two of the six neighbors claimed to be
awakened by railroad yard noise. The others said that they were
used to the noise. None of the neighbors had ever complained about
the noise. The main sources of annoyance seemed to be car impacts,
whistles, the crossing bell, and the low frequency locomotive noise.
B-163
-------
Other problems In this neighborhood that were mentioned .are
speeding cars and bad drainage during and after heavy rains.
Site 54-2
Two neighbors at this site said that they were very annoyed;
three were slightly annoyed, and two claimed to be immune to the
noise. Only two neighbors presently claimed to be awakened by the
noise. Only one of the neighbors had complained and when he did i
the railroad stopped full power locomotive testing from 11 p.m. to
7 a.m. for a few nights and then resumed.as usual. Some of these
neighbors had worked for the railroad and seemed to be hard of
hearing. The main source of annoyance is the low frequency noise
caused by the full-power locomotive testing. One neighbor claims to
have had to re-plaster his house after the railroad switched from
steam engines to diesel-electric about 20 years ago. Approximately
5 to 6 years ago, the neighbors signed a petition to have the
railroad test locomotives at the east end of the main shop building.
The railroad made this change for a shor't period of time and then
resumed testing at the west end as before.
Other problems in this neighborhood that were mentioned are speeding
cars and motorcycles, smoke and odor from the diesel locomotives,
barking dogs, and mosquitoes from the old Chesapeake and Ohio Canal.
Sile 54-3
All four of the neighbors in this area are annoyed about the railroad
yard noise: three are very annoyed, and one is slightly annoyed and
claims to be used to the noise. All of these neighbors are awakened •
by the noise. Two of these neighbors had complained but the railroad
did not do anything. This hump was built about 20 years ago and the
B-164
-------
land was bought from these people. The main sources of annoyance
are locomotives, retarder squeals,impacts, whistles, and the railroad
yard P.A. system.
Other problems in this neighborhood that were mentioned are^ speeding
cars and trucks and water drainage.
B-165
-------
CUMBERLAND YARD
AND VICINITY
-------
YARD:
Cumberland
• NOISE DATA
LOCATION: 54-1
DATE: 15 August 1978
DATE: 16 August 1978
to
i
06
"^7
_°z
^s
• " — •
10
1 1
12
I07J
^0.8 ,
- 0°
~0~~
- 1 1
-12
-13
13- Tt
','.-15
15
16
17
13
-16
-17
-18
-19
19 -20
20
21
• 22
23
-21
-22
-23
-24
NOISE LEVEL in dBA
Leq
••max
L1
L1P
I
i
I
i
! i
65.2
70.5
69.5
74.2
67.5
68.6
69.1
70.3
70.8
90.
93.
92.
99.
81 .
92.
91 .
91 .
101 .
76.
82.
L50
1
68.
68.
81. i 69.
80.
72.
71 .
68.
73. 1 69.
73.
78.
72.
69.
71 .
65.
57.
61 .
60.
59.
67.
67.
68.
69.
57.
L90
54.
55.
54.
55.
58.
66.
67.
61 .
53.
L39
53.
53.
53.
53.
55.
66.
67.
57..
51 .
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
65.4
67,9
70.7
60.5
64.3
70.1
72.7
70.6
65.6
72.7
59.3
61 .8
65.4
63.5
63.7
max
90.
93.
93.
82.
86.
87.
99.
95.
85.
Ill .
62.
78.
95.
86.
86.
h
74.
ho
68.
79. I 68.
80.
71 .
75.
84.
82.
80.
74.
81 .
61 .
73.
73.
74.
72.
70.
62.
64.
72.
73.
71.
68.
71 .
60.
65.
66.
66.
66.
L5Q
60.
56.
61 .
56.
56.
58.
64.
65.
63.
61 .
59.
55.
56.
L90
54.
52.
53.
52.
Lgg
52.
51 .
51 .
49.
51 . j 50.
52.
60.
61 .
56.
58.
58.
51 .
52.
58. I 53.
57.
53.
• 5.0.
55.
59.
54.
57.
57.
49.
49.
51 .
51 .
Lcq(24): 69.0 d6
Ln ••'69-3
L, : 68.8
i • 75.7
Ldn'
-------
NOISE DATA
YARD: Cumberland
LOCATION: 54-1
03
I
HOUR
OF
DAY
00-01
01 -02
02-.03
I 0^-05
10-11
11-12
12 -13
13 - 1V
-15
,15-16
16-17
17-18
16-19
19-20
20-21
21-22
22-23
23 -2V
DATE: 16 August 1978
NOISE LEVEL in dBA
Leq
70.0
71.5
70. 1
70.3
64. 5
^max
99.
99.
91 .
1 00.
86.
57.8 91 .
71 .3
75.9
66. 7
94.
105.
86.
LI
77.
83.
84.
77.
L1Q
L50
L90
!
t
I
I
67.
66.
66.
70.
75. 1 67.
78.
83.
73.
79.
65.
72.
66.
66.
55.
60.
60.
56.
58.
55.
60.
60.
62.
52.
54.
•55.
53. •
Lgg
50.
51-.
51 .
51 .
54. L53.
54.
55.
54.
53.
52.
53.
53.
52.
Note: Levels measured with FAST meter dynamics.
DATE: 17 August 1978
NOISE LEVEL in dBA
eq
64.8
67.3
72.7
67.. 1
68.6
66.0
74.4
71 .6
66.5
65.6
70.8
66.9
69.1
69.7
66.9
_
max
85.
87.
102.
87.
92.
87.
102.
93.
88.
88.
90.
97.
93.
90.
88.
LI
70.
81 .
76.
78.
79.
75.
80.
81 .
77.
74.
83.
LIO
67.
68.
70.
68.
70.
70.
71 .
72.
70.
66.
71 .
75. ! 69.
78.
83.
78.
70.
67.
70.
L5Q
62.
57.
62.
61 .
63.
55.
69.
69.
59.
62.
61 .
59.
62.
60.
58.
L90
54.
54.
55.
59.
53.
50.
57.
58.
53.
57.
58.
52.
50.
50.
53.
Lgg
52.
53.
52.
58.
52.
49.
53.
54.
51 .
55.
56.
49.
47.
48.
52.
1
!
Lcq(24): 70.1 d3
L. : 71 .1
Ldn'-
69.4
77.3
-------
NOISE DATA
YARD: Cumberland
LOCATION:
54-1
HOUR
OF
DAY
00-01
02
02-03
0<<-C5
,05-06
06-07
_07-08 !
^"05-09
__09 - 10
10- 11
15-16
16-17
17- 18
18-19
19-20
20-21
21-22
22-23
23-2^
DATE: 17 August 1978
NOISE LEVEL in dBA
Leq
!
••max
1-1
66. S! 88.
72.9
74.9
63.9
(Sfi 1
fin. 7
76.3
67.8
65.2
80.0
90.
95.
85.
87.
85.
102.
.. 89.
86.
114.
78.
81 .
88.
74.
76
72.
83.
77.
.75.
74.
L1Q
70.
72.
73.
67.
66.
60.
72.
70.
68.
69.
L50
L90
|
1
58.
71 .
64.
57.
55.
54.
58.
62.
58.
60.
53.
70.
57.
50.
51 . '
51 .
54.
56.
54.
54.
L99
52.
70.
53.
48.
49.
50.
52.
55.
54. •
53.
Note: Levels measured with FAST meter dynamics.
DATE: 18 August 1978
Leq(24):.
NOISE LEVEL in dBA
Leq
70.3
66.5
65.4
58.5
63.5
69.7
68.3
70.7
71.4
max
100.
89.
90.
86.
90.
90.
99.
103.
89.
h
76.
76.
78.
67.
70.
L10
68.
69.
66.
61 .
66.
81 . ! 72.
L50
55.
59.
55.
54.
59.
64.
75. i 69. 64.
75. I 67.
86.
69.
1
1
i
1
59.
52.
L90
53.
53.
51 .
51,
54.
56.
62.
52.
59.
Lgg
52.
50.
49.
49.
52.
51 .
52.
50.
53.
dB
Ln --ZJLL
L. :71.4
a
Ldn'-
-------
NOISE DATA
YARD:
Cumberland Yard
LOCATION:
54r2
oo
i
HOUR
OF
DAY
00-01
01 .-02
02-03
I-
Q5-;
06-07
OS-09
10- 1 1
-12
13 - 1 3
13-
i-15
15-16
16-17
17- 18
18-19
1-20
20 - 21
•21-22
22-23
23-:
DATE:- 15 August 1978
- NOISE LEVEL in dBA
Leq
61 .1
••max
76.
61.1! 86.
58.8! 77.
59". 6
58.6
60.1
58.6
84.
82.
h
69.
69.
66.
' 65.
66.
78. 68.
80.
57.51 70.
57.9! 73.
65.
62.
64.
L10 L50
j
L90
i !
63.
59.
64. 1 58.
61 .
60.
59..
63.
60.
59.
59.
57.
57.
56.
57.
57.
56.
56.
57.
54.
54.
54.
54.
54.
56.
55.
55.
L99
55.
52.
51 .
53.
5.3.
53.
55.
54.
54.
Note: Levels measured with FAST meter dynamics.
DATE: 16 August 1978
NOISE LEVEL in dBA
L 1 L
eq ] max
57.7
59.8
63.3
59.0
58.8
59.8
59.6
61 .1
59.2
60.5
60.0
58.5
60.0
58.6
68.?
75.
77.
70.
67.
75.
79.
74.
79.
80.
79.
81 .
75.
81 .
80.
102.
L1
65.
66.
69.
62.
66.
69.
65.
72 .
69.
71 .
70.
66.
71 .
69.
70.
L10
58.
61.
68.
60.
60.
60.
61 .
62.
60.
61 .
61 .
60.
61 .
60.
66.
L50
56.
58.
59.
58.
58.
58.
58.
58.
55.
57.
L90
55.
57.
56.
57.
56.
56.
57.
55.
53.
54.
Lgg
54.
56.
55.
56.
55.
55.
56.
54.
52. i
53.
56. 54. 53.
55.
56.
54.
56.
54.
54.
51 .
52.
52.
53.
49.
49.
Lcq(24): 60.7 dB
: 61 .2
-------
YARD- Cumberland Yard
NOISE DATA
LOCATION:
54-3
DATE: 16 August 1978
DATE: 17 August 1978
Cd
i
HOUR
OF
DAY
CO-01
Oi -02
02-03
03-04
i 0^-05
05-06
i 06-07
pp7-.0i
i 03-05
i 09-10
NOISE LEVEL In dBA
Leq
63.9
56.6
58.5
54. 9
58.6
64. 5
60.0
56.2
••max
L,
L10
i i
1 '•
L50
L90
|
]
1 i
!
84. 1 77. ! 65.
79. 1 66.
81 .
80.
79.
82.
85.
' 74.
59.
64.
69.
75.
69.
67.
57.
62.
55.
61.
68.
60.
58.
5T.
52.
43.
48.
53.
53.
53.
52.
L99
45. ! 43.
•45.
43.-
43.
50.
51 .
51 .
51 .
41 .
41 .
41 .
48.
51 .
51 .
50.
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
57.7
65.0
59.8
54.7
54.7
60.7
66.0
67. 1
60.5
57.9
61 .1
60.0
58.1
55.1
64.1
63.1
max
79.
94.
75.
76.
73.
84.
89.
89.
83.
75.
83.
85.
81 .
69.
90.
84.
h
67.
69.
68.
62.
66.
70.
76.
81 .
71 .
69.
73.
72.
69.
65.
73.
74.
ho
58.
60.
63.
56.
56.
65.
65.
64.
62.
61 .
63.
61 .
60.
57.
65.
64.
L50
52.
51 .
55.
52.
49.
54.
• 56.
54.
54.
53.
54.
53.
51 .
51 .
55.
50.
L'90
50.
50.
52.
50.
48.
49.
49.
48.
48.
47.
49.
46.
45.
46.
L99. .
49; '
49.'
50.
49.
47.
47.
48.
46.
47.
45.
46.
43.
41 .
43.
48. i 45.
46.
._.
44.
Lcq(24): 61.5 dB
Ln : 61'2
L : 61.7
i . 67.7
Ldn'
-------
YARD:
! 0*1-05
_P5-06
06-07
I 07-08'
I 03-09
09 - 16'
10- 11
11-12
13-
1*1-15
15-16
16-17
17-18
18-19
19-20
20-21.
21--22
22-23
23-21*
Cumberland Yard
DATE: 17 August 1978
NOISE DATA
LOCATION:
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
max
I
63.1
59.0
59.0
57.1
84.
78.
76.
82.
5 7 . 9 i 78.
66. 5
59.2
57.7
59.8
86.
80.
78.
87.
Li
L10
1
74.
71 .
68.
67.
68.
79.
68.
67.
69.
64.
60.
62.
58.
60.
59.
62.
60.
60.
L50
L90
i
50.
50.
46.
45.
55. 1 46.
51 .
52.
53.
54.
52.
51.
46.
46.
48.
51,
49.
49.
L99
44.
43.
44. j
43.
43.
46.
49.
48.
43.
DATE: 18 August 1978
NOISE LEVEL 'in dBA~
Leq
59.0
55.6
52.1
60.9
59.4
63.3
58.5
58.1
54.9
max
82.
75.
75.
77.
80.
84.
82.
86.
75.
h .
68.
67.
60.
74.
70.
77.
69.
6lf.
67.
ho
62.
57.
52.
61 .
60.
64.
60.
57.
56.
L50
54.
48.
49.
50.
51 .
49.
L90
48.
45.
46.
43.
45.
46.
49. i 47.
48.
49.
|
i
45.
45.
Lgg
46.
45.
45.
42.
43.
44.
45.
44.
43.
- 1
dB
59.4
60.9
Ldn'-
-------
Western Avenue Yard
Chicago, Milwaukee, St. Paul and Pacific Railroad
Chicago, Illinois
(Site No. 55)
1.0 GENERAL DESCRIPTION OF Y/VRD ACTIVITIES AND IMPACT
1 .1 Major Noise Generating Activities
The Western Ave. yard is a large flat yard with extensive repair
and service facilities for locomotives and passenger coaches.
All freight switching operations at the yard have been curtailed.
One-half of the yard is now used for storage of bad order freight
cars. The remaining active portion of the yard handles' only
commuter and Amtrak passenger trains.
The yard is located between W. Grand and W. Kinzie Avenues in
central Chicago. The diesel repair facilities are located at
2933 W... Chicago.
The yard handles a fairly high level of commuter train traffic.
Commuter.trains pass through the yard approximately four times
per hour, on the average, during the business day. Eight Amtrak
Turboliner through-trains pass the yard per day. The yard is
approximately 8 minutes from Union Station which is the main
passenger terminal in Chicago.
Commuter and Amtrak trains are assembled in the yard. Approximately
30 diesels are regularly serviced and repaired at the yard.
Stationary load tests are performed. The activity level decreases
drastically after 10 p:m. when all but two diesels leave the yard
for the outskirts of the suburbs in preparation for the first
Inbound runs of the day. Thus, two diesels idle all night at. the
yard.. The loudspeaker system at the yard is not used at night.
One or two trains are washed at night.
B-173
-------
Because no freight is handled at the yard, the yard impacts energy
production/transport only in so far as mass transit reduces the
demand for energy relative to personal transportation.
1. 2 Land Use Surrounding Yard
The yard is surrounded by light to medium industrial and commercial
installations. The yard abuts a railyard to the south owned by
the Chicago and Northwestern RR. Some residences are located
several blocks to the north of the yard.' Because of the industrial
location, there is a large volume of heavy truck traffic on all
streets surrounding the yard. The traffic noise generally masks
all noise from the yard, and thus there are no community hot spots
caused by the yard. The yard presumably serviced, the adjoining
industry before freight operations were curtailed.
1.3 Noise Control Through Source Relocation
Possible actions to reduce radiated noise are limited at the
Western Ave. Yard. The diesel service area could be moved toward
the southern section of the yard, however, the effect of the move
would be minimal because of the dominance of traffic noise in the
area.
2.0 SITE DATA
2.1 Site Characteristics
See the enclosed site map showing the two sites selected for
monitoring. One noise monitor was placed at Site 55-1 for ^8 hours
to measure noise from the diesel service area and the diesel
repair shed. The microphone was located 19 ft. from the nearest
diesel wash rack.
B-174
-------
A second monitor was.,placed at Site 55-2 for 24 hours to. measure
the noise from through-trainsj switching operations, and air
conditioners on the parked cars. The microphone was located 50 ft.
from the nearest track.
These two sites were just within the railroad property line. Other
sites could not guarantee the safety of the equipment nor offer
improved acoustical conditions. The buildings near these sites
are industrial/commercial consisting of brick with mov.eable and
fixed windows. Their.state of repair ranges from good to poor..
Additional. short.-term recordings were obtained at selected sites
where it was not possible to station a permanent monitor. However,
since the noise exposure in all cases was dominated by traffic on
nearby streets, the measured levels are not reported herein. .
2. 2 Noise Exposure Components
The noise in the area surrounding the Western Ave. Yard consists
of two main components: (1) The dominant source is traffic on
the .surrounding streets. The vehicles consist of heavy to light
trucks with some passenger cars. Traffic lights in the area
require heavily laden trucks to accelerate from rest. (2) Noise
sources from the railyard consisted largely of idling diesels,
horns, and bells. The rail noise was audible only during rare lulls
in the street traffic or when through Amtrak trains blew their horns.
The characteristics of the rail sources are as follows:
(1) . Idling diesels and stationary load tests. The diesels
Idle on several service tracks east of the diesel service
house. Load tests are performed on the south side of the
service house and thus are largely blocked from the
B-175
-------
community. Five to ten diesels idle continuously during
the daylight hours. Two diesels idle through the night.
Load tests are performed during the day.
(2) Incoming, outgoing, and through-trains produce noise by
blowing whistles, ringing bells and causing some wheel
squeal. These sources are intermittent and do not occur
at night.
(3) Air conditioning compressors on the'parked commuter cars
run continuously during the summer. This noise is fairly
broadband and was not audible off of the yard property.
It is notable that no impact noise was observed for the
duration of our visit. No disturbing ground vibrations
were detected. Switching, when it does occur, is accomplished
at"a nominal speed of 3-^ mph. The light, sealed passenger
cars seem to radiate less noise than freight cars under the
same conditions.
B-176
-------
-------
YARD:
Western Avenue
NOISE DATA
LOCATION: 55-1
ro
i
HOUR
OF
DAY
00-01
0! -02
02-03
OA-05
05-06
06-07
07-08'
08-09
09-10
10-11
11 -12
12-13
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2^
DATE: 16 August 1978
NOISE LEVEL in dBA
Leq
73.5
73.6
73.9
73.4
71 .4
70.2
68.5
69.1
69.0
69.3
69.1
max
95.0
92.5
95.0
98.8
88.8
88.8
90.0
91 .3
97.5
92.5
90.0
h
83.2
83.0
82.8
83.4
80.0
78.9
76.4
78.1
75.8
75.8
76.8
L1P
75.4
75.7
76.1
75.8
74.0
72.5
71 .0
71.1
70.6
71 .2
70.9
L50
70.7
71.3
71.4
69.9
69.4
67.6
66.5
66.3
66.7
68.1
67.2
L90
67.7
69.1
68.8
65.7
66.1
65.4
64.2
64.2
65.3
66.5
65.6
L99
66.3
67.8
67.3
62.3
65.0
64; 2
6 3. -4
63.8
64.4
65.2
65.0
Note: Levels measured with FAST meter dynamics.
DATE:
August 1978
NOISE LEVEL in dBA
Leq
72.1
70.5
70.1
67.4
67.6
69.4
72.4
75.2
77.5
76.7
79.0
74.8
74.5
,
max
101 .3
86.3
97.5
82.5
83.8
90.0
91 .3
105.0
107.5
107.5
110.0
97.5
98.8
• .
h
81 .5
77.0
76.4
74.1
74.8
77.9
82.1
84.2
87.2
84.1
85.8
83.3
83.3
L10
72.1
72.4
71 .2
68.2
68.6
71 .3
74.3
76.3
77.9
77.8
77.1
76.6
75.9
L50
67.3
69.8
68.9
66.7
66. 7
67.2
69.7
71 .2
72.4
72.7
72.4
7 2. .3
72. 1
L90
65.7
66.6
66.8
65.4
65.4
65.8
•66.9
68.0
69.2
70.4
70.4
70.5
70.3
Lgg
65.1
65.4
65.4
65.0
65.0
65.1
66.3
66.6
67.6
69.0
69.2
69.6
69.1
Lcq(24): 73.2 dB
Ln ''70-]
I, : 74.4
, . 77.4
Ldn'
-------
YARD:
Western Avenue
NOISE DATA
LOCATION:
55-1
CD
I
HOUR
OF
DAY
00-01
01 -02
02-03
03-OV
0^-05
05-06
_06-07
07-08"
03-09
Q9 - 10
10- 1 1
11-12
\2 - I 3
13-
1T-15
15-16
16-17
17-18
19-20
20-21
21 -22
22-23
23-2V
DATE: 17 August 1978
NOISE LEVEL in dBA
Leq
7b. 1
73.9
73.4
73.2
73.1
71 .4
69.8
75.4 •
69.0
70.1
68.7
••max
101.3
97.5
93.8
96.3
91 .3
96.3
97. 5
110:0
96.3
95.0
92.5
h
84. 2
82.9
82.9
82.7
82.1
80.3
77.8
78.2
75.8
77.3
76.9
L10
76.0
L76.1
75.8
75.4
75.9
72.9
72.2
71 .0
70.7
71 .5
70.2
L50
71 .2
71 .4
71 .1
70.9
70.5
68.3
67.5
66.2
67.1
68.3
67.2
L90
69.3
69.2
67.9
67.7
67.6
65.5
64.9
64.3
64.7
66.7
65.8
Lgg
68.8
68.5
66.4
65.7
66.3
64.3
63.8
63.8
63.6
65-. 8
65.1
Note: Levels measured with FAST meter dynamics.
DATE: 18 August 1978
NOISE LEVEL in dBA
*Leq
68.2
72.4
68.3
67.9
68.4
69, 4
73.7
77.1
78.1
73.8
77. 1
75.6
max
85.0
92.5
85.0
83.8
88.8
85.0
101 .3
110.0
110.0
91 .3
91 .3
93.8
h
75.9
84.0
75.8
74.0
74.1
75.7
80.7
85.6
85.5
82.4
84.5
83.7
ho
69.8
72.4
69.6
68.8
69.2
71 .5
74.3
77.2
79.8
75.9
79.8
78.3
L50
67.0
68.4
67.3
67.1
67.2
68.3
70.2
71 . 7
72.0
71 .8
75.3
73.6
L90
65.5
66.3
66.3
66.1
66.3
66.7
67.8
68.3
68.3
70.1
71 .5
71 .2
Lgg
65.0
65. 1
65'. 2
65.1
65.'2'
65.8'
66.7
66.6
66.7
68.9
70.1
70.1
lcq(24): 73.4 dB
L : 70.2
n
>-d : 74'7
i . 77.6
-------
YARD: Western Avenue
NOISE DATA
LOCATION: 55-2
to
i
00
o
HOUR
OF
DAY
_PO-01_
01 -02
02-03
03-0^
05-06
06-07
07-08
03-09
_09 -10
10-1
11-12
n -13
..13-Ti
4- 15
15- 16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-
DATE: 17 August 1978
NOISE LEVEL in dBA
Leq
62.2
64. 1
64.6
63.9
61 .2
61 .8
71.0
65.6
64.1
66.8
64.9
58.8
60.1
57. 1
•max
91 .3
81 .3
86.3
90.0
80.0
83.8
88.8
83.8
82.5
86.3
95.0
83.8
81 .3
83.8
L!
71 .7
74.2
7-6.0
74. 9
73.6
72.9
82.4
78.3
76.8
78.0
75.7
70.9
73.3
67. 1
L1Q
62.8
67.3
66.2
64.9
61 .6
62.7
72.5
67.5
65.9
68.7
61 .7
58.1
58.8
58.4
L50
58.9
59.7
60.6
60.0
57.6
58.8
68.2
57.3
57.0
57.3
54.6
54.0
54.0
53.2
L90
56.9
57.9
58.5
57.8
55.6
56.3
56.5
52.5
52.6
52.6
51 .7
51 .7
51 .7
50.7
Lgg
55.6
5.6.8
57.1
56.5
54.6
55.1
53.3
50.3
50.7
50.5
50.3
50.4
50/4
50.0
Note: Levels measured with FAST meter dynamics.
DATE: 18 August 1978
NOISE LEVEL in dBA
Leq
60.2
55.7
55.8
55.4
55.2
56.1
62.2
65.1
65.7
63.9
max
83.8
75.0
76.3
75.0
81 .3
83.8
81.3
82.5
93.8
96.3
1-1
71 .9
64.8
66.1
65.6
64.9
66.4
74.3
76.7
76.1
73.4
ho
62.4
58.6
58.0
57.8
56.4
57.5
63.8
67.4
69.0
64.6
L50'
53. 9
52. 7
51 .9
52.1
51 .4
52.5
57.1
59.7
61 .2
58.2
L90
51.3
.50.4
50. 1
50.2
49.8
50.7
53.1
55.4
57.5
55.8
L99
5.0.1
49.3
48. '9
49.0
48.8
49.4
51 .4
53.8
54.3
54.5
1CQ(24): 63.6
dB
58.3
n
-------
Frontier Rail Yard
Conrail
Buffalo/Cheetowago, New York
(Site No. 56)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
Th'c Frontier railroad yard consists of north and south receiving
and departure yards, one hump at the east end of the yard,'one
classification yard, a car repair shed, and a small locomotive
repair facility. The following activities were observed to occur
at the yard during the noise measurements on 23 to 25 August 1978,
(a) Rail car classification: The mainline tracks arrive from
the north and south into this railyard which is situated on an
east/west axis. The mainline tracks are connected to receiving
and departure yards at the south and north sides. Approximately
2100 rail cars per day are pushed over the one hump and are then
switched to one of the 63 tracks in the classification yard.
One master retarder and seven group retarders slow the rail cars
prior to their reaching the classification yard. Major noise
sources from the humping activity include the locomotives moving
back and forth, the retarders, the air releases, and the impacts
when moving rail cars hit stationary cars in the classification
yard.
(b) Making up trains: Strings of rail cars are pulled out of
the classification yard and are parked in the south and north
departure yards. In the departure yards, these rail cars are
coupled together, the air hoses are connected, cabooses and •
locomotives are added, and the trains ai^e pumped up. Then these
trains are switched onto the mainline tracks and proceed to their
next destination. Major sources of noise associated with these
activities are idldng and moving locomotives, moving trains, air
releases, and whistles. Also, some wheel squeal is noticeable
from the rail cars turning at curves and switches.
B-181
-------
(c) Locomotive and car repair shop: Locomotive and car repair
shops are located near the center of the railyard. The repair
work that is conducted at this yard appears to be minor. The
buildings housing the locomotive shop and the car repair shop
are only large enough for two locomotives and seven rail cars.
A fueling station is located adjacent to the locomotive shbp.
The major source of noise associated with these activities is idling
locomotives. ' No full-power testing of locomotives was observed.
Noise from these activities was identifiable only near site 56-3
and only during otherwise quiet periods.
In addition to these above activities, a public address system
was utilized and was audible at the industrial property line near
the hump (Site 56-1) and along the north railyard boundary near
Site 56-3. -
The Frontier Yard operates on a 2*J-hour, seven-day-a-week basis
without any seasonal variation. On the average, about 2,100
rail cars per day are humped with each of the three shifts being
about equal. On 23 August, 2106 cars were humped. Six hundred
fifty-five cars were humped during during first shift (6 a.m. to
2 p.m.); 730 during second shift (2 to 10 p.m.); and 721 during
third shift (10 p.m. to 6 a.m.). Two thousand two hundred ninety-
seven cars were received at the yard on 23 August and 1,831 departed.
We were told that the work crew was typical during the measurement
period.
No particular activities related to energy production or transport
were observed during the measurement period.
B-182.
-------
1.2 Land Use Surrounding the Yard
The land uses surrounding the Frontier Railroad; Yard are residential,
business, and light industrial as explained below.
•
(a) The land located between the north boundary of the yard to
within about 100 feet of Walden Avenue is zoned light industrial
and is presently not utilized except for a baseball field owned
by the City of B ffalo. • . .
(b) At the northwest corner of the yard is an area 'zoned and
utilized for single family housing. These homes are well-maintained
one and two-story frame houses, with additional structures for
garage space.
(c) West of the yard .the land is zoned and utilized for .multi-
family dwellings. At the southwest corner of the yard, the ]and
east of Bailey Avenue is used as a warehouse.
(d) South of the railyard .is Broadway Road which parallels the
mainline. The traffic is heavy along/this road. South of Broadway
Road are areas zoned for residential and business use in both the
City of Buffalo and the Town of Cheektowaga. The Village of Sloan
is also south of Broadway and is mostly zoned for residential and
business use with one lot for light industry. Most of the
building along Broadway are two-story frame buildings.
(e) At the east end of the yard there are two industrial
buildings at the west side of Harlem Road. One the east side
of the Harlem Road overpass is a large shopping center.
B-183
-------
1.3 Noise Control Through Source Relocation
Two alternate possibilities for noise control through noise
source relocation appear to exist at the Frontier Yard.
(a) An area of the north receiving and departure yard along
West Shore Avenue from about Summer Avenue to Wex Street is used
for making up outbound trains. Idling and moving locomotives are
a significant noise source in the adjacent residential area. It
might be possible to conduct this operation in the area east of the
railroad bridge overpass. This move would increase the distance
between the closest locomotives and the houses to about 600 feet
instead of about 50 feet.
(b) If the above relocation of the making up train operation
cannot be moved, some noise control could be achieved by first
utilizing the tracks that are furthest away from the houses since
all the eight tracks in this area may not be used. The eighth
track from the yard boundary is roughly 100 feet further from the
homes than the first track. Also, some amount of reduction was
noticed at site 5G~1 when a line of box cars was parked on the
first track. Our railroad contact mentioned that it might be
possible to position a row of cars on this track to provide a
barrier and hopefully arrange to not move these cars during the
nighttime.
2. SITE DATA
2.1 Site Characteristics
The noise monitoring site locations are shown on the attached map
and are described below. The approximate railroad property line
is also shown on the map. No monitoring sites were chosen along
B-184
-------
the south side of the railyard since the noise in this area was
controlled by traffic on Broadway Road. However, retarder squeals
and rail car impacts were audible in the business and residential
areas south o'f Broadway Road.
Site 56-1 ' '
Site 56-1 was chosen as the 48-hour monitoring site. The monitor-
ing unit was located at the railroad property line near the corner
of West Shore Avenue and Wex Street. This site was exposed to noise
from idling and moving locomotives, moving trains, air releases,
wheel squeals, whistles, and car impacts when strings of cars were
moved forward and backward. During the periods of time when no
outbound trains were being made up,distant retarder squeals and
rail car impacts could be heard from the humping operation about
4,000 fe'et to the east. The homes in the area are well-maintained
one and two-story frame houses with additional stz^uctures for
garages. Some of these homes have window air conditioners but
most do not.
Site 56-2
Site 56-2 was chosen as a 24-hour site at the industrial property
line to the rear of the Hubbs and Howe buildings. The monitoring
unit was located at about 175 feet from the hump. The dominant
noises at this site were locomotive noise, retarder squeal, rail
car impacts, whistles, and air releases. During the morning of
23.August,' a grader and a crew of men were working on the tracks
for a short period of time. The two industrial type buildings
in this area appear to be used as warehouses and are of brick
construction.
B-185
-------
Site 56-3
Site 56-3 was chosen as a 2^-hour monitoring site at the north
property line along the undeveloped area zoned for light industry.
It appeared that this land might have previously been owned by
the railroad. The monitoring unit was located near an access road
to the railyard approximately 2000 feet east of Site 56-1. The
railroad noise sources at this location were rail car .impacts,
wheel squeal, trucks on railroad property, air releases, retarder
squeals, moving Drains, whistles, and locomotives idling- at the
locomotive shop and refueling station.
2.2 Site Noise Environment
Site 56-1
Rail noise exposure at this site was dominated by idling and moving
locomotives. Other observed railroad noise sources were moving
tra.ins, whistles, wheel squeals, air releases, rail car impacts,
and distant retarder squeals and impacts form the humping operation,
Nonrail sources of noise at this location were jet aircraft taking
off'from the Greater Buffalo International Airport, very minimal
local traffic, dogs barking, birds, insects, the breeze in trees,
and children playing. The maximum sound levels of jet aircraft
flyovers were usually 60 to 69 dBA. Sometimes an aircraft would
appear to be turning to the northwest and would fly nearly over.
the monitor. In these cases, which occurred only a few times per
day, the maximum flyover sound levels were 80 to 88 dBA.
Rail.noises with the exception of the audible distant retarder
squeals and rail car impacts from the humping operation occurred
intermittently at this site. Two to three hours might pass without
B-186
-------
any nearby' activity and then the activity would be fairly heavy
for the next couple of hours. Sometimes idling locomotives
continuously controlled the noise at the homes. Some neighbors
mentioned that they had problems with vibrations that were strong
enough to break their windows.
•
Site 56-2
Rail noise at this site was dominated by the humping activity.
Moving locomotives, retarder squeal, and rail car impacts,
controlled the noise environment/ Other railroad noise sources
were the grader and men at work for a short period of time on
Wednesday morning, idling locomotives, whistles, the railroad
P.A. System and air releases.
Nonrail sources of noise at this location were jet aircraft from
the Buffalo Airport, insects, traffic on the railroad yard access
road, 'and the breeze in the trees on the Hubbs and Howe property.
The railroad humping noise of this site was virtually continuous
with the.exception of some short periods during breaks and shift
changes. Retarder squeals as high as 100 dBA were measured at
this location. The maximum hourly sound levels were generally
higher than 88 dBA with the residual levels being 50 to 5.5 dBA.
Site 56-3
Rail noise at this location was dominated by moving trains, •
rail car impacts in the classification yard, and trucks on rail-
road property. Other sources of railroad noise were wheel squeals,
air releases, whistles, locomotives idling at the locomotive shop
and refueling station, a tractor on railroad property and the
railyard P.A. system.
B-187
-------
Nonrail sources of noise at this site were jet aircraft, the
breeze in trees, and insects.
Rail noise at this location was intermittent with the exception
of the locomotive noise.from the shop and refueling station.
This idling locomotive noise was only audible during quiet*periods.
2.3 Subjective Impressions
The only residential neighbors of the Frontier Railroad Yard which
are subjected to dominant railroad noise are located to the north-
west of the yard near our Site 56-1.
In this area, we spoke with six families. All si-x of these families
found the noise very annoying, especially during the nighttime.
All six claimed to be awakened by railroad noise. Most said that
they were often awakened. Two of these neighbors had complained
in the past. No beneficial results came of these complaints and one
family was told that the railroad was located there first. Others
mentioned that they did not complain since they felt that people
would lose their jobs.
The main sources of annoyance mentioned were loud banging of rail
cars (both from impacts and moving cars swaying and hitting
stationary cars on the next track), derailments, idling locomotives,
the railroad P. A. system, and men yelling. Also, people mentioned
the fact that windows rattle and sometimes break, plaster cracks,
and dishes shake off the countertops and table.
Other neighborhood problems mentioned were speeding cars and
trucks, tall brush along the side of the road that the city does
B-188
-------
not cut, smoke from the locomotives, water from the ditch at the
edge of the road floods basements, mosquitoes, no fence between
the road and railyard, and rats which live in the area because
they feed on grain that drops from railcars.
B-189
-------
-------
YARD: FRONTIER
NOISE DATA
LOCATION: 56-1
DATE:
tn
i
03-W
0^-05
05-06
06-07
07-08"
08-09
_03-10
10-1 1
11-12
12 - 1 3
1 '
|-15
15-16
16-17
17-18
13-19
J-j-20
•21
22-23
! 23-2^
23 AUGUST 1978
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
57.1
54.7
64.3
65.3
6?. 4
61 .5
58.8
60.0
64.3
63. 1
61 .1
58.8
57.1
53.8
•max
L1
ho
i
j
78.
87.
89.
91 .
69.
58.
58.
52.
75. | 64.
79.
86. ! 74 .
88.
78.
74.
70.
68.
67.
6?.
61 .
81 . 71 . i 63.
86. 73. L69.
99. , 72.
80.
76.
79.
75.
75.
71 .
66.
64.
58.
60.
54.
59. j 53.
L50
47.
46.
48.
48.
. 47 .
48.
51 .
48.
55.
51 .
52.
53.
51 .
52.
L90
43.
43.
44.
43.
4?
l_45.
47.
45.
45.
45.
50.
51 .
50.
L99
42.
42.
42.
41 .
41
44.
45.
43.
43.
43.
50.
50..
50.
51. 50.
DATE: 24 AUGUST 1978
Leq
68.6
65.0
68.2
54.7
66.3
60.5
52.5
61 .1
59.0
62.6
i>
max
96.
84.
95.
fifi.
96.
89.
71 .
87.
97.
88.
JOISE I
LI
82.
77.
80.
61.
80.
71 .
57.
69.
63.
76.
.•EVEL
ho
61 .
67.
70.
•55 .
55.
61 .
53.
55.
55.
58.
n dBA
L50
52.
53.
nl .
5?.
53.
55.
51 .
50.
51 .
51 .
L90
51 '.
51 .
50.
51 .
51 .
52.
50.
49.
49.
49.
I
Log
50.
50.
aq_
5 0 -
50.
52.
£9 .
48. |
48.
47.
lcq(24): 62.8 dB.
Ln ;6*-T
-------
NOISE DATA
YARD:
FRONTIER
LOCATION:
56-1
DATE: 24 AUGUST 1978
DATE: 25 AUGUST 1978
w .
1
M
VD
NJ
HOUR
OF
DAY
00-01
01 r02
02-03
03-0^
O't-05
05-06
06-07
07-08
08-09
OS - 1 0
10- i 1
11-12
12-13
13-H
14-15
15-16
16-17
17-lS
IS- 15
15-20 !
20 - 2 1
•21 -22
22-23
23-24
Note: Levels measured with FAST.meter dynamics.
Leq
60.7
62.8
67.5
54.3
55.6
52.3
59.6
61 .1
57/5
59.2
64. 1
55.3
55.6
55.3
NC
•max
85.
96.
108.
84.
75.
73.
90.
90.
91 .
80.
87.
72.
80.
75.
)ISE L
h
71.
73.
75.
64.
68.
62.
68.
69.
66.
69.
76.
62.
65.
60.
•VEL ir
ho
60.
60.
63.
55.
57.
54.
61 .
62.
60.
61 .
65.
57.
57.
57.
i dBA
L50
52.
53.
51.
50.
48.
48.
50.
50.
49.
56.
57.
53.
51 .
54.
L90
49.
49.
47.
46.
45.
44.
• 45.
46.
46.
54.
55.
50.
50.
51.
L99
48.
47.
45.
45.
43.
42.
43.
44.
45.
54.
54.
49.
49.
49.
Le,
56.0
58.8
55.3
67.3
58.6
67.3
66. 0
53.0
52.1
55.1
l\
.max
68.
79.
66.
94.
79.
98.
97.
80.
86.
88.
OISE 1
h
60.
69.
59.
79.
69.
79.
79.
58.
57.
63.
.E'VEL
ho
58.
62.
57.
67.
61 .
63.
54.
55.
51 .
54.
n dBA
L50
55.
53.
54.
56.
53.
54.
53.
51 .
49.
49.
L90 j
52. |
52. |
53. !
53.
52.
53.
50.
49.
48.
48.
L99
51 .
51 .
52.
51 .
52.
52.
48.
47.
47.
47.
Lcq(24): 61.6 dB
Ln ULLJL-
L, : 60.5
i • 69.1
-dn1
-------
NOISE DATA
YARD: FRONTIER
LOCATION:
56-2
DATE: 23 AUGUST 1978
DATE: 24 AUGUST 1978
U>
i 0
10- 1 !
VI - 13
_13 - 1
15 * 16
16-17
17- 18
18-19
•20-21
21 -22
22-23
23-Zii
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
'Leq
•max
L,
1
1
71 .2
66.0
71.6
68.2
70.5
70.3
70.8
69.5
69'. 1
71 .0
70.3
70.8
i 63.7
65.8
99.
88.
91 .
94.
92.
92.
98.
94.
94.
95.
92.
100.
88.
95.
L10 L50
L90
i
82. 73.
77.
83.
81 .
81 .
83.
84.
82.
' 81 .
82.
68.
65.
60.
73. 62.
67. 58.
74.
70.
69.
63.
58.
59.
LS9
1
57.
53.
55. 54.
55.
53.
52.
54.
55 .
L_69. 50. 54.
69.
68.
83. 70.
82. i 69.
73. 65.
71 .
65.
62.
58.
63.
59.
59.
61 .
56.
54.
56.
57.
57.
58.
54.
50.
50.
53.
53.
53.
53.
53.
54.
55.
56.
58.
eq
69.3
70.3
69.7
71 .2
64.1
62.2
63. 9
69.7
65.0
69.9
!>
max
97.
98.
97.
96.
82.
88.
91 .
91 .
87.
99.
OISE
h
78.
80.
81 .
84.
74.
70.
72.
81 .
77.
80.
.EVEL
ho
71 .
68.
68.
68.
68.
65.
66-.
72.
65.
69.
in dBA
L50
60.
58.
59.
59.
58.
58.
59.
60.
59.
61 .
L90
56.
55.
56.
56.
56.
55.
57.
57.
56.
57.
LS9
54 .
54.
55.
55.
54.
54.
56.
55. 1
55.
56.
L (24): 69.2 dB
L : 67.8
n
L. : 69.9
-------
YARD:
FRONTIER
NOISE DATA
LOCATION: 56"3
DATE: 24 AUGUST 1978
DATE: 25 AUGUST 1978
ra
i
HOUR
OF
DAY
CO-01
01-02
02-03
03-04
Ok-QS
05-06
06-07
07-08
03-09
eg - 1 o
10-11
11-12
12 - 1 3
1 3 - T»
1.^-15
1 15-16
16-17
17-18
18-15
19-20
20-21
21-22
22-23
23-2*«
NOISE LEVEL in dBA
Leq
' ' L
"max j 1
i •-)
i
j
t
64.6 38. 76.
61. 3i 78.! 72.
63.7
53.8
60.9
60.9
57.3
55. 3
54.3
55.8
62.6
61 .3
55.5
54.3
91.
81 .
85.
85.
79.
8?.
77.
72.
82.
101 .
76.
96.
75.
69.
73.
73.
65.
66.
67.
66.
73.
63.
64.
57.
L10
L50
L90
i
1
1
66. 57.
63.
61 .
59.
58.
61 .
61 .
57.
50.
60.
64.
56.
56.
54.
57.
56.
55.
54.
50.
51 ;
48.
44.
49.
55.
54.
53.
52.
Lgg
i
55.
54.
54.
53.
49.
47.
45.
45.
41 .
45.
52.
• 53.
52.
51.
53.
52.
52.
52.
48.
45.
44.
A3.
40.
43.
50.
52.
51 .
50.
Note: Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
eq
54.9
57.9
54.5
57.2
59.4
53.6
Lmax j Li
68.
81 .
68.
96.
74.
63.
L10
L50
L90
L99
61 . i 56. 52. 50. i 50.
69. j 58.
58.
62.
67. 1
56.
55.
55.
57.
54.
54. 53.
53^J
53.
52.
53.
52.
51 .
51 .
53. 52. j 51 .
53. 52. i 51 .
1
1
I
1
Ldn'-
60.8
63.8
Lcq(24): 59.6 dB
Ln :_5JLJL_
-------
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-------
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-------
•;:;.: is
I
M
-J
-------
Blue Island Rail Yard
Chicago, Rock Island and Pacific Railroad
Blue Island, Illinois
(Site No. 57)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Blue Island Rail Yard is a flat classification yard which also
serves 3 commuter lines in suburban Chicago. Only relatively
moderate repair work is performed at the rail yard.
Plat switching is performed from both the north and south ends
of the yard. Typically, between 600 and 800 cars pass through
the yard daily (including 15 to 25 refrigerator cars). Noise
sources associated with the switching activity include the moving
and idling diesel switch engines, moving rail cars, and the coupling
and uncoupling of rail cars which create impact noises. In addition
during switching activities at the south end of the yard, there is
frequent whistle blowing as the switch engines repeatedly cross
Vermont Street. Switching operations occur all day and part of the
night. •
Located at the south end of the yard is the commuter depot which
serves three suburban lines as follows:
1. Illinois Central Gulf operates electric commuter trains which
originate at the Blue Island Yard (Vermont Street Station) and
travel northeast towards Chicago. Twelve of these trains
operate each day between 5 am and midnight.
2. Rock Island operates a local commuter line which originates at
Blue Island (Vermont Street Station), and travels north along
the west boundary of the yard towards Chicago. Twenty trains per
day operate on this line in each direction, between 5 am and
midnight. Each train stops at the Prairie Street and 123rd
Street Stations on their way to or from Chicago; both of these
B-198
-------
stations are located along the west boundary of the yard.
There is considerable whistle-blowing at each.station with
each arriving and departing train.
3. Rock Island operates express service between .Joliet and
Chicago with a stop at Blue Island (Vermont Street Station).
There, are approximately ten trains per day in each .direction.
The rail line between Blue Island and Chicago borders the yard
along the eastern boundary. .
No activities related to energy production or transportation were
observed during the noise survey at this .yard.
1.2 Land Use Surrounding Yard
South of Burr Oak/127th Street, the predominant land use surrounding
the yard is residential. Interspersed are occasional commercial
and industrial activities, and the Saint Francis Hospital near the
southwest corner of the yard. (Note that cooling towers on the
Hospital grounds contribute to the noise environment in this area.)
North of Burr Oak, the area surrounding the yard is predominantly
industrial and vacant, with an occasional apartment house.
1.3 Noise Control Through Source Relocation
Relocation of idling trains from the southwest corner of the yard
to an area further north would provide some benefit to residents
of that area. The major noise source, however, will continue to
be whistle blowing for that area.
B-199
-------
2. SITE DATA
2.1 Site Characteristics
Three locations were selected for noise monitoring in residential
areas around the southern portion of the yard (see attached map).
Residential structures here are almost entirely of brick construc-
tion. No air conditioning units were observed.
At each monitor location, the noise from rail activities dominated
the noise environment.
2.2 Site Noise Environment
Site 57-1
The noise monitor at this 48-^hour site was located approximately
270 feet southeast of the commuter depot at the south end of the
yard. The monitor was placed in the backyard of a two story brick
building that offered a clear field of view from the microphone
to the depot area.
The sound sources in the area consisted of commuter trains arriving
and departing the depot, switch locomotives shunting cars, an
occasional track service car, and three trains.
Everytime a switch locomotive crossed Vermont Street, the operator
would sound the whistle two or three times. There is also a
crossing gate that would close; when this occured, the bell on the
gate would ring all the time the gate was in the lowered position.
The intersection of the switching tracks and Vermont Street is
about 450 feet from this site.
B-200
-------
In addition, commuters would park their autos helter-skelter all
around the area, so when rush hour came (4:00 to 6:00 pm), the
vehicle traffic was very heavy.
Site 57-2
This 24-hour monitor was located on the west side of the yard at
the end of Prairie Street. The monitor was placed behind the
last home on the south side of the street.
The sound sources in this location were mostly commuter trains
stopping and starting at the Prairie commuter station on the north
side of the street, about 250 feet away. Whistle blowing accompanied
each arrival and departure. The closest tracks were about 70 feet
away.
There was a work crew repairing the tracks near the entrance to
the yard when the monitor was installed but the repairs were
completed soon afterwards. Occasional car coupling noise from
the switching operations in the yard was also observed.
Site 57-3
This site was located on the east side of the yard at the west
end of York Street. The monitor was placed in the rear yard of
the last 'home on the north side of the street, approximately 10 feet
from the property line fence, 20 feet from Illinois Central
Celectric) tracks.
The sound sources that were observed in this area were the switching
locomotives, commuter trains approaching and departing the depot,
and the electric commuter train. During the slow hours, the
B-201
-------
commuter trains would park on the west side of the yard opposite
this site and sit at a high idle rate to maintain hotel power
in the commuter cars. There was very little auto influence at
this site.
2.3 Subjective Impressions
The primary source of annoyance mentioned by nearby residents was
whistle blowing, both by commuter trains at the commuter stations
and by the switching locomotives crossing Vermont Street. In
addition, the crossing gate at Vermont Street would often be lowered
for 15 minutes at a time; bells ringing continuously during this
period was also an annoyance.
Although these sources sometimes woke people up and startled them,
no one had ever complained. Most people indicated that they had
become accustomed to the rail-related noises.
B-202
-------
fr i
of Blue Island Rail
Yard and Vicinity
f „ 8700
'ffi il
-------
YARD:
co
i
to
o
>e»
HOUR
OF
DAY
00-01
01 -02
02-03
03-01*
0*1-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-1*1
1*1-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2*1
BLUE ISLAND
DATE: 22 AUGUST 1978
NOISE DATA
LOCATION:
57-1
NOISE LEVEL in dBA
Le,
65.1
66.5
62.2
64.2
63.0
•max
92.5
96.3
86.3
85.0
88.8
"•I
75.8
73.0
70.5
69.7
69.6
L1Q
64.2
68.2
.65.3
67.1
64.9
L50
55.6
54.8
57.8
62.7
61 .6
L90
51.6
52.2
53.0
58.5
57.0
L99
49.6
50.6
51 .5
55.8
54.4
Note: Levels measured with FAST meter dynamics.
DATE: 23 AUGUST 1978
NOISE' LEVEL in dBA
Leq
64.3
70.7
65.9
67.8
65.1
67.6
71 .2
69.7
69.0
65.0
63.1
60.6
63.7
61 .1
62.7
63.9
65.9
71.8
68.6
max
95.0
87.5
77.5
78.8
92.5
96.3
95.0
98.8
100.0
93.8
95.0
91 .3
92.5
90.0
93.8
88.8
100.0
98.8
97.5
L1
71 .7
75.0
73.6
73.7
73.0
75.6
80.0
76.8
78.6
75.7
73.1
68.3
72.9
69 .'0
69.3
69.5
76.3
82.3
78.4
ho
64.9
74.2
71.7
72.5
70.0
70.2
71 .2
71 .9
68.3
63.8
59.7
61 .4
64.2
52.5
64.5
65.8
62.1
67.7
68.1
L50
60.9
69.3
58.8
65.1
56.2
64.5
67.5
61 .8
59.0
59.6
54.2
54.8
54.0
56.8
58.4
62.5
52.6
55.8
57.7
L9Q
56.4
59.1
53.0
53.1
52.8
58.3
56.4
54.2
54.5
54.3
51.2
52.2
50.2
52.9
54.3
56.4
49.5
50.9
51.9
Lgg
54.
50.
50.;
49.
51.;
55.'
54.
52.1
52. (
52.;
49.:
50.
48.
50.!
51 .<
53.!
47.]
49. (
49. !
Lcq(24): 66.9 dB
Ln : 67.5
LJ : 66.5
^-An '
-------
YARD: BLUE ISLAND
DATE: 23 AUGUST 1978
NOISE DATA
LOCATION: 57-1
B
1
NJ
O
Ul
HOUR
OF
DAY
00-01
01 -02
02-03
03-0^
Oif-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-Tt
T(-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23 -2k
NOISE LEVEL in dBA
Le<,
63.3
64.6
61 .4
64. 2
63.1
•max
91 .3
91 .3
90.0
88.8
91 .3
L1
73.2
71 .6
68.7
76.7
69.1
L1Q
64.9
65.3
• 63.1
63.1
64.7
L50
55.9
58.5
57.8
59.8
60.8
L90
51 .6
54.6
54.2
56.0
56.3
L99
49.6
52.8
52.5
54.3
51.2
Note: • Levels measured with FAST meter dynamics.
DATE. 24 AUGUST 1978
NOISE" LEVEL in dBA
L*1
60.0
60.9
62.3
62.2
67.3
67.3
68.3
74.5
68.9
67.2
67.2
60.9
58.6
62.3
66.3
65.0
65.9
70.0
70.3
max
80.0
86.3
91 .3
72.5
81 .3
90.0
95.0
108.8
95.0
93.8
97.5
87.5
75.0
93.8
95.0
96.3
96.3
95.0
95.0
L1
67.1
67.3
67.6
69.9
72.4
75.8
76.9
83.8
74.2
75.9
76.5
70.0
66.0
71 .9
73.7
71 .9
75.9
80.6
83.0
L10
63.8
63.4
64.7
64.'8
71 .0
69.7
69.9
74.4
68.1
67.3
62.5
61 .8
63.6
63.0
68.5
64.0
64.8
69.4
69.7
L50
57.4
59.1
60.9
60.7
65.8
65.3
66.7
65.2
64.4
59.3
57.4
56.1
55.3
57.6
59.6
57,7
54.5
54.7
59.1
V
L90
52.7
53.7
56.4
55.7
54.6
58.1
52.8
59.6
57.5
55.1
54.8
54.0
52.6
54.4
54.9
53.6
51 .4
50.5
51.8
L99
50.3
49.3
53.9
50.7
51 .1
55.0
50.2
55.8
55.3
53.0
53.0
52.7
51 .3
52.6
51 .9
51 .6
50.1
48.8
50.2
24): 66-8 dB
Ln :64.9
Ld ; 67.7
, .71.8
Lrln *
-------
NOISE DATA
YARD: BLUE ISLAND
LOCATION:
57-3
Cd
ro
o
CTl
HOUR
OF
DAY
00-01
01-02
02-03
03-01)
Qit-05
05-06
06-07
07-08'
08-09
09 -1 Q_
10-11
11-12
12-13
13-
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2A
DATE: 24 AUGUST 1978
NOISE LEVEL in dBA
Leq
58.7
63.4
62.9
63.2
66.6
69.0
68.8
63.3
61 .1
58.5
59.8
60.1
-max
82.5
86.3
91.3
91.3
100.0
96.3
101.3
92.5
82.5
81.3
87.5
81.3
L1
67.3
74.4
75. 1
72.9
74.7
81.1
75.6
73.5
74.8
64.8
66.1
69.0
L1Q
58.5
64.1
63.7
64.3
61 .1
65.1
63.9
64.9
60.5
' 59.5
57.4
61.3
L50
56.2
60.5
56.8
58.1
56.3
55.6
.57.5
58.8
55.9
56.5
55.3
56.9
L90
54.7
57.6
54.5
55.7
54.4
52.8
54.3
54.6
54.2
54.6
54.0
54.3
L99
53.8
55.1
53.1
54.2
53.2
51 .3
53.0
52.8
53.3
53.3
52.9
53.1
Note: Levels measured with FAST meter dynamics.
DATE: 25 AUGUST 1978
NOISE' LEVEL in dBA
Leq
66.2
58.7
63.8
69.3
68.2
63.7
70.5
77.6
66.0
66.4
64.0
max
85.0
81.3
90.0
102.5
100.0
87.5
97.. 5
108.8
96.3
87.5
88.8
h
75.0
65.0
77.0
79.8
81 .9
78.4
82.7
87.5
80.2
79.4
74.0
ho
71 .8
60.8
58.7
68.9
64.0
59.5
64.0
63.1
60.5
65.8
66.8
L5Q
62.7
56.3
56.6
55.0
56.0
53.8
58.6
53.7
53.6
61 .6
61 .1
L90
56.4
54.3
54.6
52.9
52.7
51 .7
54.0
51 .5
51 .6
52.8
55.3
L99
54.4
53.7
52.9
51.8
51 .4
50.7
51.4
50.1
50.7
51 .3
52.9
Lcq(24): 67.8dB
Ln : 66.3
Ld : 68.5
73.1
fin'
-------
NOISE DATA
YARD: BLUE ISLAND
LOCATION: 57-2
DATE: 23 AUGUST 1978
DATE: 24 AUGUST 1978
Cd
i
fO
o
-j
HOUR
OF
DAY
00-01
01 -02
02-03
03 -0^1
0^-05
i 05-06
^06-0?
07-08
08-09
09-10
10-11
11-12
12-13
U-l1*
1^-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23 -2k
NOISE LEVEL in dBA
Leq
66.4
69.3
66.0
64.6
69.7
65.1
71.0
73.2
71 .1
71.4
68.1
72.3
71 .0
65.9
-max
100.0
97.5
92.5
96.3
101.3
98.8
102.5
102.5
102.5
101 .3
90.0
102.5
101 .3
88.3
L1
74.7
82.5
75.4
73.8
82.7
74.6
83.2
86.5
82.4
75.4
84.1
83.8
85.0
74.3
L1Q
68.9
62.9
62.3
63.9
60.0
60.4
60.2
72.0
65.4
62.6
62.2
' 61.7
62.2
61 .2
L50
62.1
57.2
55.5
58.9
53.9
55.7
53.3
55.2
58.8
59.8
60.0
60.0
60.0
59.2
L90
54.4
53.0
51 .0
53.6
50.6
51 .2
49.9
50.6
52.7
57.9
58.6
58.3
58.4
57.4
L99
52.8
50.8
48.9
50.7
48.9
48.8
48.0
4'8.2
49.7
56.4
56.5
57.5
57.5
56.4
Note: Levels measured with FAST meter dynamics.
NOISE" LEVEL in dBA
Le,
59.0
63.9
62.5
62.6
62.1
63.0
69.6
69.5
max
75.0
97.5
71.3
71.3
72.5
91 .3
102.5
100.0
>-1
70.5
73.9
67.3
67.2
66.2
77.7
78.3
79.9
L10
59. S
60. S
65. £
65.7
65.5
58. £
65.2
63.1
L50
57.1
58.3
60.8
61.5
. 60.8
54.5
56.3
56.1
v
L90
55.5
56.3
57.5
57.8
56.7
52.7
54.1
54.4
L99
55.
55.
55.
55.
54.
50.
51 .
52.
24): 68.6 dE
Ln : 65.3
L. : 69.8
Ldn: 72'7
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Boyles Rail Yard
Louisville and Nashville Railroad . '
Tarrant City, Alabama
(Site No. 58)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The Boyles Railroad Yard consists of two areas which are connected
by nine tracks. The north area consists of one hump, one classifica-
tion yard, receiving and departure yards-, and a car repair shop.
The south area consists of a locomotive repair area with a round house,
a locomotive refueling area, a piggyback facility, rail cars, and some
classification tracks where a small amount of flat switching occurrs.
The following activities were observed to occur at the yard during
the noise measurements on 28 to 31 August 1978.
(a) Rail Car Classification: The mainline tracks arriving from
the north and south are connected to receiving and departure yards
located at the north and south ends of the north yard section. Approxi-
mately 2100 rail cars per day are pushed over the one hump and 'are
then switched to one of the tracks in the classification yard.
One master retarder and five group retarders are used to slow the
rail cars prior to their reaching the classification yard. Major
noise sources from the humping activity include the locomotives moving
back and forth, the retarders. the air releases, and the impacts that
occur when moving rail cars hit stationary cars in the classification
yard.
(b) Maklng-up trains: The Bowl Office is located at the north end
of the classification yard. Between this office and the very north
end of the yard trains are made-up. Strings of rail cars are pulled out
of the classification yard and are parked on about eight of the ten
tracks in this area. They are then coupled together, air hoses
attached, cabooses and locomotives are added, and the trains
B-216
-------
are pumped up. These trains then proceed on to the mainline tracks
and then to their next destination. Major sources of noise associated
with these activities are idling and moving locomotives, moving
trains, air releases, impacts between rail cars, and wheel squeal
at curves and switches.
(c) Locomotive repair shop: A locomotive repair shop is located
at the north end of the south yard section. The repair shop consists
of a round house with abo'ut eleven stalls. There did not appear to
be much activity going on during our measurements although about
three locomotives were in the round house. A refueling station is
located directly west of the round house. The major noise source
associated with these activities is idling and moving locomotives.
No full-power testing of locomotives was observed.
(d) Car repair shop: No observations were made about the' activity
level at this repair shop. It is located in the center of the south
end of the north yard section and any noise from its operation was
masked by .noise from the nearby humping activity.
(e) . Piggback facility: South of the locomotive round house is an
area used for the loading of trailers onto flat cars. This operation
is undertaken utilizing ramps on which the trailers are backed onto
the rail cars. Noise sources associated with this activity are the
on-road trucks delivering and picking up trailers, the yard trucks
loading and unloading the rail cars, and the locomotives which move
the rail cars into position. Approximately 50 trailers are loaded
per day at this facility. Rail car impacts, air releases, bells,
and whistles are also heard.
B-217
-------
(f) Automobile loading facility: South of the piggyback facility
is an area used for the loading of automobiles onto rail cars. Observa-
tions of the activities in this area were not made since this facility
is adjacent to a railroad office building and industry.
In addition to these above activities, P. A. systems were utilized and
one was audible along the property line at the piggyback area and one
was audible at the humping operation.
»
The Boyles Yard operates on a 24-hour, seven-day-a-week basis without
any seasonal variation. On the average, about 2100 rail cars per day
are humped with each of the three shifts being about equal.
The only observed activity at the yard related to energy transportation
was the coal cars which were stopped in areas waiting to be made
into trains and those which were moving into and out of the yard.
No coal cars appeared to be humped. They are just connected to out-
bound trains in a string of cars.
1.2 Land Use Surrounding the Yard
The land uses surrounding the Boyles Yard are mostly industrial around
the south yard section and either residential or undeveloped around the
north yard section. Bri.ef explanation of these land uses follows:
(a) The land located to the east of the locomotive shop, piggy-
back facility and automobile loading facilities is utilised for
industrial uses mixed with poorly maintained one-story frame homes.
(b) Along the southeast side of the north yard section from the
hump up to the north end of the departure yard, the land use consists
of an abandoned quarry and a steep hill rising from the yard.
B-218
-------
(c) At the southeast side of the departure yard along Black
Creek Road located at the ve.ry north of the yard, is an area
of homes. These houses are one-story concrete block.or frame houses
which are located from 70 to 500 feet from the nearest track.
(d) There is also a housing development of 37 new homes presently
under construction just south of the intersection of Black Creek Road
and the road that parallels the classificalton yard. These homes are
shielded from most of the'railroad noise by a high hill. Some
locomotive noise was audible during the evening hours at this location.
* '
(e) Northeast of the classification yard, there is a large
development of homes built around 20 years ago. These well-maintained
homes are of one-story brick veneer or frame construction.
1.3 Noise Control Through Source Relocation
The only possibility for noise control through source relocation at
the Boyles Yard that appears to exist is as follows. At the very
north end of the departure yard, idling locomotives sometimes are
parked directly behind the homes in this area. These locomotives
are used to pump-up outbound .trains and continuously idle for up to
two to three hours. Since these tracks are only 70 feet from the
nearest houses, a significant amount of noise reduction could be
achieved by locating these locomotives a few hundred feet further
south along the tracks.
2. SITE DATA
2.1 Site Characteristics
The noise monitoring site locations are described and shown on the
attached map.
B-219
-------
Site 58-1
Site 58-1 was chosen as the JJS-hour monitoring site. The monitoring
unit was located at the railroad property line approximately 250 feet
south of the intersection of Main Street and Center Avenue. This site
was located in the piggyback yard approximately 100 feet from the
nearest parked trailer and about 250 feet from the nearest loading
ramp. The round house was about 250 feet away and the refueling
area was about 300 feet away.
This site was exposed to noise from idling and moving locomotives,
moving trains, air releases, whistles, rail car impacts and bells.
The homes in this area are poorly-maintained one-story frame houses
located in an area of mixed residential and industrial use.
Site 58-2
.Site 58-2 was chosen as a 24-hour site on the railroad property just
south of the homes located on Black Creek Road. The monitoring unit
was about 70 feet from the nearest track. This distance corresponds
to the location of the closest house in this area. This site was
exposed to the noises associated with making-up trains. These
noises were idling locomotives, moving trains, air releases, and
whistles. Some distant retarder squeals and impacts from the humping
operation were also audible at this site.
Site 58-3
Site 58-3 was chosen as a 2^-hour monitoring site at the railroad
property line to the north of the classification yard. The monitoring
unit was located in the backyard of 509 Park Lane. This location was
about 175 feet from the nearest track and was about 1500 feet away
from the hump. The dominant railroad noises at this site were
retarder squeals and rail car impacts. Other railroad noises were
B-220
-------
moving trains, whistles, bells, air releases, and idling locomotives.
The homes in this area are well-maintained one-story houses of
brick veneer or frame construction. Most of these houses have
central or window air conditioners.
2.2 Site Noise Environment
Site 58-1
•
Rail noise exposure at this site was dominated by idling and moving
locomotives and moving trains. Other observed railroad noise sources
were air releases, whistles, rail car impacts, bells, the railroad
yard P. A. system, and truck noises from the piggyback operation.
Non-rail sources of noise at this location were small propeller and
jet aircraft, and cranes moving scrap iron at an industry directly
east of the piggyback backyard.
The residual-sound levels were controlled by the noise of idling
locomotives at the refueling area. These residual levels were
generally 55 to 58 dBA. The noise of idling locomotives was
continuous at this site and the other railroad .noises were inter-
mittent but occurred at all hours of. the day or night.
Site 58-2 .
Rail noise exposure at this site was dominated during periods of
the day and night by idling locomotives pumping-up outbound trains
and by these trains moving out of the yard. Other observed railroad
noise sources were air releases and whistles. Also audible were
distant retarder squeals, rail car impacts, and the P. A. system from
the humping operation.
B-221
-------
Non-rail sources of noise were insects, distant traffic and jet
aircraft.
Rail noises with the exception of the audible distant retarder squeals
and rail car impacts from the humping operation occurred intermittently
at this site. Two to four hours might pass without any nearby activity
and then nearby activity might be heavy for the next one to three
hours. Idling locomotives sometimes controlled the noise at these
homes.
Site S8-3
Rail noise at this site was dominated by the retarder squeals and rail
car impacts of the humping operation. Other railroad noise sources
were moving trains, whistles, bells, air releases, and idling
locomotives.
Non-rail sources of noise were insects, light aircraft, jet aircraft
and a gas lawnmower at about 150 feet for a short amount of time
around 18:^0 on 30 August.
The railroad humping noise at this site was virtually continuous with
the exception of some short periods during breaks and shift changes;
The background sound levels controlled by insect noise were generally
in the range of 40 to 55 dBA. Retarder squeals ranged from about
65 to 70 dBA with rail car impacts ranging generally from 65 to
70 dBA.
2.3 Subjective Impressions
The subjective impressions of the neighbors of the Boyles Railroad
Yard are summarized for Sites 58-2 and 3- No discussions were held
with residents in the community area adjacent to Site 58-1.
B-222
-------
Site 58-2 .
At this site, only one of the four neighbors that;we talked to said
that she was annoyed with the railroad noise. Of the other three
neighbors, two had worked for the railroad, one retired after lJ.3
years, and one had lived there 15 years and said that he was used
to the noise. Only the woman that was annoyed said that she was
awakened. The main source of annoyance 'was idling locomotives.
It should be noted that the woman who was awakened lives in the
closest house to the tracks. None of the neighbors had ever complained
about the railroad noise.
Only one other neighborhood problem was mentioned. It was the trucks
that use Black Creek Road as a shortcut between Highways 31 and 79-
Two neighbors have had a total of 15 mailboxes knocked down in 3 years.
Site 58-3
In this neighborhood, we talked with nine families. Eight cf these
families lived on Park Lane and one lived on Central Avenue which is
about 300 feet further away from the railroad yard than Park Lane.
Only one of the neighbors was very annoyed with the noise. Two
were only annoyed when their babies were awakened. The other
neighbors claimed to be used to the noise. It should be noted that
these people use air conditioners to mask the noise, in fact, some
mentioned that the air conditioners were used even during the spring
and fall when the weather is cool. Some people have added storm
windows to help keep the noise out.
Only one of the neighbors had complained and this was due to some
blasting that occurred during the daytime. Most of the other neighbors
are not home during the daytime. One neighbor claimed to have almost
B-223
-------
written the EPA to complain since she though that nothing would be
done locally. The main sources of annoyance were the retarder squeals
and rail car impacts.
Other neighborhood problems mentioned were mosquitoes and that
ceiling lights vibrated.
B-224
-------
i\ I 11
a \; s «;
i. ... ;.i>
S - '• r, ' *i 8||V FULTONDALE
n«= E'*i« i P?T>\^// B j °* g
R*d figures indicate
ou*e numbering system
'.'".n_'!rr°..= ••":/.. .^^J-y' v\^/''-V'i*:;, ^ **
^ ';..-.-„ /•'- ^X\ —r"'-- 9, .y"-tu tl
BOYLES YARD
VICINITY
-------
YARD:
BOYLES
NOISE DATA
LOCATION:
DATE: 28 August 1978
DATE: 29 August 1978
CO
i
to
N)
HOUR
OF
DAY
00-01
01 -02
02-03
03-0'i
0^-05
05-06
06-07
07-08
08-09
_09- 10
10- 1 1
11-12
12-13
13- I'*
}k- 15
' 15- 16
16-17
17- 18
18-19
19-20
20-21
21 -22
22-23
23-2^
-
NOISE LEVEL in dBA
Leq
62.2
63.7
59.4
57.5
•max
73.
83.
77.
75.
L1
64.
70.
68.
61 .
L1Q
62.
66.
61.
57.
L50
61 .
60.
57.
56.
L90
60.
59.
55.
55.
Lgg
59.
57.
53.
53.
Note: Levels measured with FAST meter" dynamics.
NOISE LEVEL in dBA
Leq
58.1
62.4
61 .8
62.2
62.0
65.6
65.4
66.1
62.2
63.5
64.6
59.4
60. 1
62.8
62.2
64.1
62.8
63.9
58.3
59.6
max
73.
83.
86.
86.
85.
92.
90.
94.
81 .
97.
82.
83.
82.
85.
89.
81 .
91 .
85.
76.
74.
LI
61 .
70.
70.
69.
70.
73.
72.
78.
71 .
69.
74.
68.
70.
74.
72.
73.
70.
73.
65.
65.
L10
59.
66.
63.
62.
62.
67.
66.
66.
63.
64.
68.
60.
62.
63.
64.
68.
63.
68.
59.
60.
L50
57.
59.
59.
60.
60.
61 .
60.
60.
60.
59.
60.
57.
57.
57.
58.
58.
58.
58.
57.
58.
L90
56.
56.
58.
59.
60.
59.
59.
59.
58.
57.
56.
55.
55.
54.
55.
54.
56.
55.
55.
57.
Lgg
54.
55.
58.
59.
59.
58.
59.
58.
57.
57.
55.
54.
54.
53.
54.
53.
54.
54.
54.
56.
Lcq(24): 62.7 dB
Ln =62.4
L ; 62.8
I . 68.9
L,i.r
-------
YARD: BOYLES
NOISE DATA
LOCATION:
00
I
N)
to
~J
HOUR
OF
DAY
00-01
01 -02
0^-05
07-08
08-09
_Q9.- 10,
10- 11
11-12
12-13
_\ 3 - 1 4
Ik- 15
15-16
16-17
17- 18
.18-19
J9-20
20-21
23-
DATE: 29 AUGUST 1978
NOISE LEVEL in dBA
Leq
63.0
66.5
59.2
58.5
•max
78.
87.
79.
79.
h
72.
74.
67.
62.
L10
65.
69.
60.
59.
L50
60.
64.
57.
57.
L90
59.
57.
56.
56.
L99
57.
56.
55.
55.
Note: Levels measured with FAST meter dynamics.
DATE: 30 AUGUST 1978
NOISE LEVEL in dBA
Leq
58.3
60.3
68.2
59.6
63.9
max
75.
86.
93.
79.
92.
L!
66.
64.
80.
66.
71 .
L,0
69.
60.
64.
61 .
61 .
L50
57.
58.
58.
58.
60.
L90
55.
57.
57.
56.
58.
Lgg
54.
55.
55.
55.
56.
W24):-
Ln ••-
dB
62.8
udn'-
-------
NOISE DATA
YARD:
BOYLES
LOCATION:
58-1
03
NJ
CO
.07-08,,
08-09
HOUR
OF
DAY
00-01
01 -02
02-03
0*1-05,
11-12
12-13
15-16
16-17
17-18
18-19
19-20,
20-21
21-22
22-23
23-2^
DATE: 30 AUGUST 1978
NOISE LEVEL in dBA
Leq
fifi. fi
fiR.?
64 . T,
fig. 7
60.9
68.8
63.9
63.0
63.0
63.7
61 .3
61 .3
max
87.
Qfi.
87 .
99.
82.
97.
85.
84.
82.
85.
76.
81.
L1
76. .
77.
7 1.
79.
70.
75.
72.
71 .
69.
72.
67.
63.
L10
69.
65.
64.
64.
61.
63.
67.
65.
65.
67.
62.
62.
L50
62.
60.
61 .
60.
58.
5y.
60.
58.
61 .
60.
60.
61 .
L90
59.
58.
59.
58.
57.
57.
57.
58.
59.
58.
58.
59.
Lgg
58.
57.
57.
57.
57.
55.
55.
56.
58.
57.
57.
57.
Note: Levels measured with FAST meter, dynamics.
DATE: 31 AUGUST 1978
NOISE LEVEL in dBA
Leq
60.9
60.9
60.7
66.1
60.9
64,1
63.5
62.6
62.8
62.0
62.4
63.1
max
77.
71 .
83.
89.
83.
81 .
84.
83.
79.
82.
84.
89.
h
64.
63.
67.
77.
65.
73.
73.
71 .
72.
71 .
69.
70.
L10
61 .
61 .
60.
68.
61 .
67.
64.
63.
64.
63.
64.
63.
L50
60.
60.
59.
59.
60.
60.
60.
60.
60.
60.
60.
60.
L90
59.
59.
58.
56.
59.
59.
59.
59.
59.
59.
59.
58.
Lgg
58.
58.
56.
55.
58.
58.
58.
58.
58.
58.
58.
57.
Lc (24): 64.4 dB
L =62.6
Ldn!-
65.2
69.5
-------
YARD: BOYLES
NOISE DATA
LOCATION:
58-2
ta
i
to
to
HOUR
OF
DAY
00-01
01 -02
02-03
03 -Ol
O't-OS,
05-06
11-12
12-13
13-
-15
15-16
16-1?
17- 18
18-19
19-20
20-21
21 -22
22-23
23-2^4
DATE: 28 AUGUST 1978
NOISE LEVE.L in dBA
Leq
61 .fi
59.2
58.3
59.2
•max
74.
75.
66.
80.
L,
.
71 .
64.
60.
68.
L10
64.
60.
59.
60.
L50
60.
58.
58.
57.
L90
57.
57.
56.
54.
L99
56.
56.
55.
54.
Note: Levels measured with FAST meter dynamics.
DATE: 29 AUGUST 1978
NOISE LEVEL in dBA
Leq
56.2
56.4
65.6
54.9
49.1
59.2
52.1
58.6
55.8
61 .8
60. 1
63.0
57.0
60.9
57.9
56.6
57.9
50.0
51.0
61 .1
max
81.
85.
90.
74.
63.
82.
71 .
79.
72.
84.
73.
85.
72.
80.
80^
80.
81 .
66.
66.
81 .
L1
60.
63.
77.
66.
53.
74.
61 .
72.
66.
67.
67.
73.
63.
75.
66.
64.
70.
58.
58.
75.
ho
56.
56.
68.
53.
50.
58.
55.
59.
59.
62.
62.
63.
59.
61 .
59.
58.
60.
53.
53.
60.
L50
55.
54.
55.
48.
48.
50.
49.
50.
50.
59.
59.
58.
56.
51 .
55.
53.
46.
47.
48.
54.
L90
54.
53.
53.
47.
47.
48.
47.
48.
49.
55.
55.
55.
52.
42.
50.
48.
42.
42.
46.
50.
Lgg
54.
52.
53.
46.
47.
47.
46.
47.
48.
52.
53.
52.
48.
40. •
44.
44.
40.
40.
44.
47 .
L (24): 59.3 dB
L : 59.1
Ldn:_6JLJL
-------
YARD: BOYLES
NOISE DATA
LOCATION: 58-3
W
NJ
HOUR
OF
DAY
01 -02
0^-05
05-06'
06-07
~03~09~
.. 09 - 10
10- 11
11-12
12-13
13-
) - 15
15-16
16-1?
17-18
18-19
19-20
20-21
21 -22
22-23
DATE: 29 AUGUST 1978
NOISE LEVEL in dBA
Leq
61 .1
57.9
59.0
max
90.
79.
80.
L1
71 .
67.
70.
L1Q
60.
57.
59.
L50
56.
55.
54.
Lgo
55.
54.
53.
L99
54.
53.
52.
Note: Levels measured with FAST metec dynamics.
DATE: 30 AUGUST 1978
Leq
57 . ] '
56.8
55.5
55.8
bb . 0
56.2
53.6
56.0
57.5
57.7
59.6
60.9
60.9
57.9
60.0
60.0
56.6
56.9
57.3
60.1
59.0
1^
max
81 .
80.
78.
76.
78.
75.
76.
76.
80.
83.
82.
93.
80.
80.
87.
86.
77.
82.
78.
80.
79.
OISE I
h
67.
66.
62.
67.
63.
64.
60.
67.
68.
67.
72.
70.
74.
69.
69.
70.
68.
68.
69.
71 .
70.
.EVEL
L10
56.
56'.
55.
55.
57.
57.
54.
56.
57.
56.
60.
59.
60.
59.
56.
58.
56.
57.
56.
61 .
59.
n dBA
L50
54.
54.
53.
52.
54.
54.
51 .
51 .
52.
52.
52.
52.
51 .
52.
51 .
53.
52.
52.
51 .
55.
55.
L90
53.
53.
52.
51 .
52.
52.
48.
49.
51 .
50.
48.
48.
49.
50.
49.
49.
49.
49.
49.
53.
54.
L99
52.
52.
51 .
51 .
51 .
50.
47.
48.
49.
49.
47.
46.
46.
48.
48.
48.
48.
48.
47.
51 .
53.
Lcq(24): 58.3 dB
Ln =_5JLZ_
-------
-'YARD: BOYLES
' NOISE DATA
LOCATION: 58'3
GO
I
to
OJ
HOUR
OF
DAY
CO-01
01 -02
02- 03
0*1-05
_05.-06.
10-1 1
11-12
12-13
13-
15-16
16-17
17- 18
18-19
19-20
20-21
21-22
22-23
23-2V
DATE: 30 AUGUST 1978
Leq
59. 0
57.7
58.3
54.7
NC
max
79.
80.
79.
74.
HSE LE
1-1
70.
69.
70.
64.
:VEL ir
L1P
59.
56.
58.
53.
i dBA
L50
55.
54.
54.
52.
L90
54.
53.
52.
52.
L99
53.
52.
52.
51 .
Note: Levels measured with FAST meter, dynamics.
DATE: 31 AUGUST 1978
NOISE LEVEL in dSA
Leq
JSJ^JL
54.7
57.1
55.5
56.6
53-2
52.6
51 .9
54.9
52.3
53.4
54.0
max
_JBL2^_
81 .
80.
84.
81 .
76.
74.
72.
76.
74.
76.
75.
LI
65.
63.
69.
67.
69.
65.
63.
62.
66.
63.
63.
64.
L10
54.
52.
58.
53.
54.
53.
54.
54.
56.
53.
55.
56.
L50
52.
51 .
51 .
49.
48.
48.
48.
48.
47.
47.
48.
50.
L90
51 .
50.
49.
47.
47.
47.
46.
46.
44.
44.
44.
47.
Lgg
51 .
49.
47.
46.
46.
46.
45.
45.
42.
43.
43.
44.
W24):-
Ln :-
dB
55.7
Ldn'-
-------
North Little Rock Rail Yard (Crest)
Missouri Pacific Railroad
North Little Rock, Arkansas
(Site No. 59)
1. GENERAL DESCRIPTION OF YARD ACTIVITIES AND IMPACT
1.1 Major Noise Generating Activities
The North Little Rock Yard is a large, very busy hump yard with
repair and service facilities for locomotives and freight cars.
Plat switching is performed into the city yard for local deliveries.
A piggyback ramp is located at the extreme eastern end of the yard.
The yard is located within an area roughly outlined by Highways
1-30, 1-40, and Broadway Street in North Little Rock, Arkansas.
The yard is reportedly operating at well above its design capacity.
Twenty-four-hundred cars are humped per day. Operations are split
nearly evenly at 800/shift (3 shifts/day). Car speed at the crest
of the hump is 4 mph or less.
Eighteeen trains per day stop at the yard to change crews without
switching cars. Many trains arrive between midnight and 2 a.m.
from Chicago. No trains pull through the yard without stopping.
Each day 6200 cars are "handled." A car is ."handled" when it is
broken off of an incoming train, attached to an outgoing train, or
merely passes through the yard. Thus, the number of cars handled
roughly equals twice the number of throughput cars. Business is
reportedly down somewhat from the January-May 1978 volume of .
6700 cars/day.
One hundred engines per day are serviced at the diesel facilities.
Another 50 engines per day bypass the service area on trains that
only change crews at the yard. Ten to twelve switch engines operate
in the yard simultaneously.
B-232
-------
Three-hundred-fifty local industries are serviced by deliveries
from the city yard. The piggyback operation loads about 30 semi-
trailers per day and unloads about an equal number.
One coal unit train passes through the yard per day. (Most
utilities in the area burn natural gas.) Main products hauled
through the yard include lumber and wood chips, paper, cotton, rice,
and chemicals.
1.2 Land Use Surrounding Yard
The yard is approximately 1.5 miles long running east to west, and
the surrounding land has a variety of useti. Highway 1-30 crosses
the yard at the extreme western end. Single-story wood frame and
brick houses are also located in this area. Small factories and
two-story apartments are built up to the railroad property line to
the southwest of the yard. To the south of the yard are cultivated
fields with some additional single-story homes at a distance of
about 1000 feet from the hump. North of the yard are grain elevators,
light industry, and open fields. Commercial and light industrial
properties border the yard on the southeast end.
1.3 Noise Control through Source Relocation and Modifications
This extremely busy yard has apparently expanded to fill all the
available land in a narrow strip between two industrial/community
areas. Possibilities for relocating sources appear to be slim.
Much depends on the eventual uses of the undeveloped land bordering
the yard. For example, the flat switching operations into the city
yard could be very objectionable if nearby property is developed.
Some minimal improvements could be made by erecting barriers
around the main and group retarders. Very large barriers might be
required because of the elevated position of the community 1000 feet
south of the hump. The windows of the two-story apartments south
B-233
-------
of the receiving yard look out onto the yard. Very large and long
barriers would again be needed to reduce the annoyance. The track
over the hump and main retarder seems to have very uneven joints.
Some reduction in noise radiated from the cars might be attained
by improving this track. The diesel shop is enclosed by a metal
building. The fueling track is semi-enclosed by a metal building
with partial walls. Thus, little reduction of noise from idling
diesels appears possible. Annoyance in the community might be
reduced slightly by relying on 2-way radios rather than the present
P.A./talkback communication system.
«
2. SITE DATA
2.1 Site Characteristics and Noise Environment
See the attached map for measurement locations. Because the yard
is very long, four measurement locations were used, with noise
levels monitored for one day at each location. The sites are
described In numerical order below.
Site 59-1
This site is located south of the master and group retarders on
railroad property (approximately 210 feet from the master regarder).
The property line Is approximately 300 feet•further south of this
measurement site, so that property-line levels would be roughly
7 to 8 dB lower than the measured levels at this site.
The noise sources at this location (in approximate order of im-
portance) are:
1. Master retarder - intermittent squeals and chatter.
2. Group retarders - intermittent squeals.
B-234
-------
3. Idling dies-els south of the hump control tower -
continuous rumble.
1*. Flat switching operations into the city yard - impact,
impulse, wheel squeal.
5. Impacts of cars in classification yard - impact
noise.
6. Traffic in parking lot at control tower - intermittent
and infrequent.
No significant background noise from non-railroad sources was
present at this site.
Site 59-2
This site is located south of the center of the classification
yard, west of the city yard, approximately 150 'feet within the
yard. The nearest residences are approximately 825 feet south of
this location, so that noise' levels would be roughly 10-15 dB lower
than those measured at this site.
The noise sources at this location (in approximate order of im-
portance) are:
1. Flat switching into the city yard - impact, impulse,
wheel squeal, brake squeal,
2. Impacts of cars in classification yard - impact
noise.
B-235
-------
3. Noise from main line - diesels, whistles, wheel noise.
4. Compressors in parked refrigeration cars - continuous
noise.
5. Carmen and P.A. system.
No significant noise from non-railroad sources was present at this
site.
Si'te 59-3
This site is located 75 feet south of the receiving yard, just west
of the diesel repair shops, in a residential community. The homes
in this area are two-story frame/brick apartments.
The ranked noise sources at this location are:
1. Train movements in the receiving yard - impulse, im-
pact, squeals.
2. Idling diesels at the diesel shop - continuous noise.
3. Compressors on parked refrigerator cars - continuous
noise.
. M. Traffic and noise in the community - this source was
not very significant.
Site 59-4
This site is located about 1000 feet south of the hump, on land
with an elevation about equal to that of the hump. Homes in this
B-236
-------
area are single-story frame buildings without air conditioning.
The ranked noise sources at this location are:
1. Humping operations - intermittent squeals.
2. Incoming and outbound trains - squeals, impulse,
impact noise.
3. Impacts in classification yard.
» lJ. Traffic and noise in community - not very significant
5. P.A. speakers in yard.
2.2 Subjective Data
Some community residents at the south edge of the yard registered
discontent with noise radiated from the receiving yard. No com-
plaints were voiced in the community 1000 feet south of the hump
although humping operations were clearly audible and visible.
B-237
-------
FNortfi
-ii I Liu'B'-o iJw** • -' wtX ^
^fifc^] ^72114 „
'.' ^-:-''''-'.''^ *'*.'-'•''•..'•*"•'
••] ;..••. •ijP&^j ••:•• •>•
J -;•{ V'
"•a^«--.- •' \ SAfES ISLAM ,
North Little Rock Yard
and Vicinity
-------
YARD:
NORTH LITTLE ROCK
NOISE DATA
LOCATION: 59-1
i
N)
HOUR
OF
DAY
00-01
01 -02
02-03
- 05
05-06
06-07
J37- 08'
08-09
_09- 10
10-11
11-12
12-13
J 3 - i J
15-16
16-17
17-18
18-19
J9-20
20-21
21 -22
22-23
23-2*4
DATE: 30 August 1978
. NOISE LEVEL in dBA
Leq
75.3
82.1
78.0
73.3
81 .7
72.7
71 .4
83.0
80.4
72.0
82.3
82.6
81 .5
81.0
82.1
84.1
•max
104.
107.
103.
97.
107.
101 .
95.
109.
105.
97.
105.
106.
107.
105.
110.
107.
L1
84.
95.
86.
81 .
94.
84.
80.
96.
94.
83.
96.
96.
95.
93.
92.
98.
L1Q
74.
76.
75,
74.
76.
72.
73.
75.
75.
71 .
76.
75.
73.
73.
73.
75.
L50
65.
66.
68.
66.
67.
63.
66.
65.
66.
60.
65.
65.
65.
64.
66.
67.
L90
60.
61 .
63.
62.
61 .
60.
60.
60.
59.
59.
60.
61 .
62.
62.
63.
63.
L99
59.
60.
61 .
61 .
59.
59.
60.
58.
57.
58.
59.
60.
59.
61 .
62.
62.
Note: Levels measured with SLT3W meter dynamics.
DATE: 31 August 1978
NOISE LEVEL in dBA
Leq
70.6
74.8
85.1
85.3
85.5
76.1
68.2
77.2
max
94.
102.
107.
109.
112.
102.
95.
102.
Li
81 .
84.
99.
99.
97.
84.
75.
89.
L10
73.
72.
77.
75.
72.
73.
67.
72.
L50
64.
65.
65.
66.
64.
67.
63.
65.
L90
62.
62.
62.
63.
62.
62.
62.
61 .
Lgg
61 .
61 .
61 .
62.
62.
62.
61 .
59.
Lcq(24): 80.9 dB
L : 82.3
n
L, : 79.9
-dn'-
88.4
-------
YARD: NORTH LITTLE ROCK
NOISE DATA
LOCATION: 59-2
DATE: 30 AUGUST 1978
DATE: 31 AUGUST 1978
CO
i
to
£>
O
HOUR
OF
DAY
00-01
01 -02
02-03
03-0*1
0*i-05
05-06
06-07
_07-08
08-09
09-10
10-11
11-12
12-13
13- T*
1*1-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-2*1
NOISE LEVEL in dBA
Leq
74.4
66.1
69.7
69.0
70.5
69.7
70.3
72.7
70.3
73.1
70.6
69.9
65.6
67.6
72.4
71 .4
•max
93.
84.
97.
91 .
94.
92.
91 .
99.
90.
89.
92.
90.
87.
95.
90.
98.
L1
85.
79.
79.
80.
81 .
82.
83.
84.
83.
85.
83.
82.
75.
77.
83.
82.
L10
76.
66.
69.
69.
72.
70.
72.
72.
69.
75.
71 .
71 .
65.
67.
75.
72.
L50
68.
59.
64.
63.
58.
61.
62.
62.
61.
61.
61 .
60.
60.
62.
64.
60.
L90
fi?.
57.
62.
57.
55.
L56.
58.
59.
59.
59.
59.
59.
58.
60.
59.
56.
L99
fin.
55.
61 .
55.
54.
54.
55.
57.
58.
56.
56.
58.
58.
59.
56.
55.
Note: Levels measured with SLOWmeter dynamics.
NOISE LEVEL in dBA
Leq
75.1
65.6
73.3
65.4
67.5
69.3
73.3
72.5
.max
93.
91 .
96.
85.
90.
98.
103.
91 .
LI
87.
77.
84.
78.
77.
80.
81 .
84.
L10
78.
66.
75.
64.
66.
68.
67.
75.
L5Q
67.
59.
63.
58.
60.
58.
56.
58.
L9Q
58.
56.
58.
56.
57.
55.
54.
55.
Lgg
54.
54.
56.
55.
56.
53.
53.
b4.
lcq(24): 71.1 dB
L : 71.5
n —•
L. : 70.8
-------
YARD: NORTH LITTLE ROCK
NOISE DATA
LOCATION: 59-3
DATE: 31 AUGUST 1978
DATE: 1 SEPTEMBER 1978
ro
to
*»
M
HOUR
OF
DAY
00-01
Oi -02
02-03
03-0*1
0*t-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-1*4
1*4-15
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-2*4
NOISE LEVEL in dBA
Leq
6?.?
65. n
fi3.3
68.?
69.1
66.9
63.5
69.1
66.1
71.2
65.6
71.2
63.9
70.6
66.7
58.5
•max
7Q.
87.
?q.
88.
87.
84.
80.
87.
87.
89.
87.
96.
86.
94.
90.
82.
L1
73.
75.
7?.
79.
78.
75.
74.
81 .
78.
87.
75.
80.
75.
83.
80.
63.
L10
61 .
64.
65.
68.
71 .
69.
66.
71.
67.
67.
65.
68.
62.
66.
63.
58.
L50
60.
61 .
60.
63.
66.
64.
. 57.
62.
61.
60.
58.
64.
56.
56.
56.
54.
L90
58.
60.
58.
58.
61 .
59.
55.
57.
56.
56.
54.
56.
55.
55.
54.
52.
L99
57.
58.
57.
56.
57.
56.
53.
56.
52.
54.
53.
54.
54.
54.
52.
52.
Note: Levels measured with slow meter dynamics.
NOISE LEVEL in dBA
Leq
61 .3
58.8
67.8
64.1
- 67.1
69.7
63.0
56.4
max
79.
80.
94.
88.
90.
92.
86.
67.
L1
72.
69.
76.
74.
78.
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63.
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-------
YARD: NORTH LITTLE ROCK
NOISE DATA
LOCATION: 59'4
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Extracts from Activity Log
8/8-8/9
Time Activity
11-12 am incoming piggy back train (loco^85dBA)
12-1 am incoming train 55 cars - 2 locomotives
(.
1-2 am light piggy back activity
2-3 am heavy loading & unloading - impacts &
hydraulic run ups
3-4 am incoming train 53 cars - warning devices
to 93dBA and higher locomotive'v83-88dBA
4-5 am two locomotive - 63 car train; levels to
95dBA on warning devices
5-6 am light piggy back activity - loading &
unloading - tractor noise - incoming
train warning devices & locomotive to 93dBA
6-7 am Heavy activity - piggy back loading &
unloading - train movement to 95dBA.on
warning devices - idling tractors &
diesel runups
7-8 am No data - system problem with WANG
8-9 am Little piggy back actitivy - idling
1ocomotives ,^>60dBA
9-10 am One through train, idling locomotives
/^60dBA for approximately 1/4 of the hour
10-11 am Idling locomotives, train forming &
train movements - warning devices &
locomotives to mid 90's
11-12 pm Very little activity
12-1 pm Little RR activity - some aircraft
B-246
-------
Activity
incoming piggy back train - horns 93dBA,
locomotive 85dBA, traincars 71-73 dBA,
some piggy back activity (1:40 pm) Some
aircraft activity during hour as well
2-3 pm One through train - little piggy back
actions
3-4 pm Through train using warning devices
heavily (3 locomotives) warning devices
to 97dBA
4-5 pm Piggy back operations during first 1/2 of
hour - little activity from 4:30 - 5:00
5-6 pm Little activity
6-7 pm No RR activity to note - tractor
"rev up" 61-65 dBA early in hour -
Aircraft noise a dominant source
Incoming train - horns to 95dBA, car
passby f^~s 71dBA; second train passby to
96dBA with horn - Car impacts to 75dBA
in piggy back operations, Diesel run up
to 76dBA when picking up trailer
8-9 pm Virtually no RR activity - mostly
dominated by aircraft noise
9-10 pm Light piggy back activity - incoming
trains to 91dBA horn, 85dBA locomotive,
car noise 68-70dBA
10-11 pm Piggyback train moving out - warning
device 91dBA, locomotives 84dBA; Police
helicopter flyovers 67-73dBA
B-247
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QUADRANGLE LOCATION .
MAP ACCURACY STANDARDS
'F,Y. WASHINGTON. O. C. 20242
' SYMBOLS IS AVAILABLE ON REQU£ST
ROAD CLASSIFICATION
Heavy-duty-. -. Light-duty
Medium-duty . .__«_ Unimproved dirt .
Interstate Route Q u- S. Route Q State Route
PORT LAUDERDALE SOUTH, FLA.
N2600—W8007.S/7.5
1962
PHOTOREVISED 1969
»MS 4356 II SW -SERIES V847
B-258
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•"&'.>. UNITED STATES
'* DEPARTMENT OF THE INTERIOR
i ^ GEOLOGICAL SURVEY
•}*' *
80
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: Coontyi.-—•,; f~—I
i j?-:j^tt-t5i-—
s—4—i^H
26'00' ^~
Mapped by the U.S. Coast and Geodetic Survey
Edited and published by the Geological Survey
Control by USGS, USC&GS, and Florida Geodetic Survey
Planimetry by phatogrammetric methods from aerial photographs
taken 1942. Topography by planetable surveys 1945
Revised by the Geological Survey from aerial photographs taken 1961
Field checked 1962
Selected hydrographic data compiled from USC&GS Chart 546 (1963)
This information is not intended for navigational purposes
Polycomc projection. 192? North American datum
lO.OOO-'ool grid based on Florida coordinate system, east rone
1000-meter Universal Transverse Mercator grid ticks,
zone 17, shown in blue
Red tint indicates areas in which only landmark buildings are shown
Dotted land lines established by State of Florida
10 R " £•
f 5 Ml. TO INTERSTATE 93
I MIAMI tU.S. */> 17 Ml.
SCALE I
1000 TOCO X>
Revisions shown in purple compiled by the Geological
Survey in cooperation with State of Florida
agencies from aerial photographs taken 1969.
This information not field checked.
Purple tint indicates extension of, urban areas
CONTOUR INT
'DATUM is ME
SOUNDINGS IN FEET—DA'
THIS MAP COMPLIES WITH NATlC
FOR SALE BY U.S. GEOLOGICAL
A FOLDER DESCRIBING TOPOGRAPHIC MAPS
B-260
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STD L L L L L L L-L
MONTH DATE TIME DEV EQ 99 90 50 10 01 .1 00
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG.
XAUG.
AUG.
AUG.
AUG.
AUG.
AUG.
AUG .
AUG.
AUG.
/AUG.
15
15
15
15
15
15
15
15
15
15
15
15
15
16
16
16
16
16
16
16
16
1110
1200
1300
1400
1500
1600
1700
1800 "
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
3.55
3.82
5.13
4.30
4.73
4.42
4.75
4.90
4.55
4.71
3.12
3.61
3.44
4.29
3.59
2.04
3.34
1.31
3.27
4.28
7.60
67.3
65.7
67.0
65.6
66.4
64.8
62.7
64.3
65.5
64.4
61.1
59.7
60.7
64.8
60.8
56.3
5 9 -.4
54.5
55.4
56.9
55.4
58
58
56
55
56
56
53
54
56
56
56
53
54
56
55
53
54
51
41
40
40
60
60
57
58
58
57
54
56
58
56
57
54
56
57
56
54
54
53
50
50
40
62
62
61
62
62
60
58
59
60
57
58.
56
57
61
57
55
55
55
54
55
54
69
69
70
69
70
68
66
, 68
69
66
64
63
64
68
64
56
61
55
58
59
59
75
76
78
75
76
76
73
73
75
76
70 .
69
70
74
70
66
71
56
62
64
64
90
80
83
79
80
79
78
78
81
82
74
76
72
80
76
70
76
56
70
70
70
95
84
66
84
83
80
79
89
84
84
76
79
74
81
77
72
76
58
71
78
80
B-263
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STD
MONTH DATE TIME DEV
AUG. 16 0800 8.81
AUG. 16 0900 4.85
AUG. 16 1000 3.62
AUG. 16 1100 4.00
AUG. 16 1221 2.58
AUG. 16 1300 2.76
AUG. 16 1400 2.08
AUG. 16 1500 2.09
AUG. 16 1600 2.52
AUG. 16 1700 4.4.1
7
L
EQ
60.8
63.3
64.9
64.6
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56.5 .
58.0
55.7
56.9
59.4
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63
67
67
68
58
58
58
57
59
64
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73
74
74
74
65
68
63
64
69
74
L
.1
77
76
78
81
71
76
67
73
79
90
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79
78
84
82
76
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68
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91
B-265
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Forrest Yard - Memphis
567 Goodwyn Cove
8/29/78 - 8/31/78
Activity Log
Time • Activity
10:00 - 11:00 am Significant Switching Activities
Little or no RR Activity
2:00 - 3:00 pm Some Aircraft
3:00 - 4:00 pm Some Aircraft
5:00 - 6:00 pm Aircraft & Fire truck sirens
6:00 - 7:00 pm no RR Activity
7:00 - 8:00 pm no RR Activity
8:00 - 9:00 pm Trains entering yard from east
9:.00 - 10:00 pm Heavy Switching
10:00 - 11:00 pm Heavy Switching
11:00 - 12:00 am Heavy Switching
12:00 - 1:00 am No Switching
2:00 - 3:00 am No Aircraft
4:00 - 5:00 am Little Traffic
7:00 - 8:00 am Begin morning traffic/Southern & Goodwyn
8:00 - 9:00 am Switching Activities
9:00 - 10:00 am Aircraft dominated
B-269
-------
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B-271
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B-276
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
DATE: September 18, 1978
SUBJECT: Railroad yard noise measurements made at Potomac railyard In
Alexandria, Virginia
PROM:
TO:
Alan J. Hicks, Engineer
Region I Noise Program
William Roper, Chief
Surface Transportation Branch
Office of Noise Abatement & Control (AW-471)
A series of noise measurements were made near the Potomac Railyard in
Arlington, Virginia by the writer and Mr.James Orban of Region 4. In
general, the area of the yard is heavily impacted by noise from highways
such as U. S. Route 1 and, to a lesser degree by Washington National
Airport. A residential/educational site was located, however, that was
sufficiently? far from major roadways and air traffic to be dominated
by railyard noise during part of the day.
Yard Description and Measurement Location
The Potomac yards extend from the area of National Airport in Arlington,
Virginia southward into Alexandria, Va. as shown on the US6S map excerpt
in Figure 1.
Although the yard contains a hump and retarders, very little noise im-
pact was noticed at that area of the yard due to high existing background
levels.
The site selected for 24-hour measurement was the yard of the George Wash-
ington High School in Alexandria. The site is adjacent to and representa-
tive of a group of multifamily residences. Major railyard sources noted
in a preliminary investigation were switching locomotives, moving rail-
cars and coupling Impacts. Aircraft and occasional automobile passbys
constituted the major non-rail sources. A rough sketch of site relation-
ships is included in Figure 2.
Measurement Procedure
Preliminary measurements were made on August 24, 1978
06:00 with a Metrosonics dB-602 Noise Level Analyzer.
are recorded in Figure 3.
from 01:00 to
These measurements
Detailed measurements were made for the period from 14:00 on August 24,
1978 to 14:00 on August 25, 1978. Again, a dB-602 unit was used. Statis-
tical descriptors were read from the unit during the last minute of each
hour. These measurements are recorded in Figure 4. Samples were taken
sixteen times per second. Noise events were noted and recorded in the
log (Appendix A).
Results
The computed Ldn for this yard is 68 dB. Corrections were made to hourly
EPA Form 1320-6 (Rev. 3-76)
B-277
-------
2.
Leq's to eliminate effects of through trains and other sources. These non-
railyard sources, however, did not contribute substantively to the hourly Leq
values.
The most annoying aspects of the noise from this yard were not reflected In the
Leq or Ldn values. Neither the coupling impacts nor the low-frequency rumble are
picked up In the hourly Leq.
Noise Abatement Measures
Subjective noise impacts could be substantially reduced at this yard by restrict-
ing activities to areas where distance and masking from other sources exist. Alter-
natively, restrictions on yard operations (at least at the southernmost end of
the yard) to daytime hours would minimize the sleep disturbance caused by high-
level coupling impacts.
B-278
-------
B-279
-------
#_
SITE LOCATION,, (jeoirae
START
STOP TIME; O(, IQQ g/
METER TYPE: c/A-fe£>Z SERIAL NO. //2.A MIC <££- )>72. SERIAL
OBSERVERS : A.
CALIBRATIOIJ ;
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Start !
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HOUR 1
L10 L90
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72-
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SITE LOCATION
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B-289.
-------
MEMORANDUM
DATE: August 23, 1978
FROM: G.A. Russell
Noise Consultant
TO: A. Hicks
Noise Representative
EPA Region I
SUBJECT: West Springfield, Massachusetts Railroad yard noise
measurement. . .
INTRODUCTION
This memo describes the results of a series of noise measurements
carried out at several locations adjacent to the railroad yard
facility in West Springfield, Massachusetts. The measurements
were made by the writer, the addressee, and Mr, Tom O'Hare (U.S.
EPA Region II Noise Representative) on August 15 and 16, 1978.
The purpose of the measurement program was to determine repre-
sentative railroad yard noise emission data to be used by EPA-ONAC
in setting a railroad yard noise regulation.
YARD DESCRIPTION AND MEASUREMENT LOCATIONS
The location of the West Springfield yard is shown on the USGS
map of Figure 1. Land usage around the railyard and the three
measurement locations are indicated on Figure 2. The railyard is
a flat (classification) yard handling essentially only freight
cars and has no locomotive test stands or major repair facilities.
In particular, there are no retarders in this yard. Major yard
noise sources are summarized in Table 1:
B-290
-------
- 2 -
TABLE 1 MAJOR IDENTIFIABLE YARD NOISE SOURCES
SOURCE DESCRIPTION
Car impacts Coupling of cars, particularly "coasting"
couplings. As loud as 98 dBA at about 200 ^
ft, significant startle effect.
Switcher locos 80 to 85 dBA at about 150 ft on driveby,
less when idling.
Wheel Squeal 75-80 dBA at about 200 ft. Mostly at switches.
Reefer car About 60 dBA at 150 ft, easily attenuated by
blocking cars.
Three measurement locations were employed. Two of these were
located at the Cashman residence on Lowell Avenue, property which j
,-ibutted the railyard, and the third was located approximately at j
'the intersection of Cold Spring Avenue and Windsor Street. j
Sketches of these locations are shown on Figures 3 and 4. The j
i,,icrophone location in the side yard of the Cashman residence !
(Location 1) was used for continuous monitoring while the remaining j
two locations (mobile sites) were monitored intermittently. Lo- \
cation 1 provided an ideal measurement site in that it gave an |
unobstructed view of a large portion of the railyard and was con- ;
trolled almost exclusively by railyard noise. Location 2 (mobile I
site on Lowell Avenue in front of the Cashman residence) was |
dominated at times by automobile traffic. Location 3 (Cold Spring
Avenue) was adjacent to a relatively inactive portion of the rail-
yard and not particularly noisy.
MEASUREMENT PROCEDURE
After an initial survey of the railyard, Location 1 was selected
as the site to be continuously monitored for 24 hours. A Metro-
sonics 602 Noise Analyzer was set up and calibrated and data
logging initiated at 11:00 a.m. of 15 August 1978. Results were
recorded every hour and an inhibit switch (manually activated)
was used to exclude unwanted noise events from the record. Serial
number and calibration information for this 24 hour run are given
on the attached data sheet. In addition to recording the output
B-291
-------
- 3 -
of the Metrosonics at 60 minute intervals, a comment log was also
maintained (attached) to document the various railyard activities.
Locations 2 and 3 were monitored at various times during the 24
hour period beginning at 78:08:15:11:00. These intermittent
measurements were of short duration (usually 15 minutes) and made
with a second Metrosonics 602 instrument. Strip chart recordings
of the A-weighted SPL were also taken at Locations 2 and 3 during
several of these short duration measurement periods.
Weather conditions during the 24 hour monitoring period were
seasonal, if somewhat hot and humid. No major difficulties with
the equipment or the measurement procedures used were encountered
during the survey.
RESULTS
Hourly results from the 24 hour duration measurement at Location 1
are tabulated on the attached data sheet and plotted on Figure 5.
Note that the graphical representation of Figure 5 does not follow
the usual diurnal variation of residential area noise climates.
That is, the noise climate at this site is dominated by railyard
ortivities, a conclusion which is substantiated by the comment log
»,•:-.intained during the measurement period. Composite noise levels
l-;'Sed on the 24 hourly read-outs are summarized in Table 2 below:
TABLE 2 LOCATION 1 COMPOSITE NOISE LEVELS
INDICATOR dBA LEVEL
LEQ(24) 64.5
LDN ' 69.1
Peak hour L10 68
Results from the intermittent measurements taken at Location 2 are
summarized in Table 3 below:
B-292
-------
- 4 -
TABLE 3 LOCATION 2 NOISE LEVELS
NOISE LEVEL INDICATOR. dBA
SAMPLE TIME
8:15:11:05 -
8:15:13:00 -
8:15:15:50 -
8:16:09:08 -
11:20
13:12
16:20
09:23
LMAX
77
86
76
83
LI
73
76
65
70
L10
65
70
57
63
L90
50
50
51
51
LEQ
63
67
56
61
Results from the intermittent measurements taken at Location 3 are
given in Table 4.
TABLE 4 LOCATION 3 NOISE LEVELS
NOISE LEVEL INDICATOR, dBA
SAMPLE TIME
8:15:21:00 -
8: 16; 03: 30 -
21:15
04:00
LMAX
59
73
LI
57
65
L10
54
53
L90
52
51
LEQ
54
56
In general, the LEQ values measured at Location 2 agree relatively
closely with the hourly LEQ values recorded at Location 1. The
LEQ values measured at Location 3 appear to be somewhat lower al-
though the limited number of readings taken makes any interpretation
questionable.
Actually the LEQ levels, whether hourly 24 hour composite, do not
adequately indicate either the nature or the extent of the noise
impact at these locations. The very loud "bangs" and "crashes"
due to the car couplings (at any. and all hours of the day and night)
can be startling and annoying. But because of the very brief
B-293
-------
- 5 -
duration of these loud impact noises (of the order of milli-
seconds), they increase the LEQ values only slightly.
The above remarks together with the attached sketches, data sheets,
and graphs should constitute an adequate record of the noise
measurements which were made. If additional information or com-
mentary is needed, please contact me at 413-545-0949.
G.A. Russell
GAR:njp
Attached:
Figures 1-5
Location 1 data sheet
Location 1 comment log
cc: Tom O'Hare, Region II
Donna Williamson, ONAC
Byron Keene, Region I
B-294
-------
USGS map of West Springfield railyard
-•^"'\'^^M^\>^ «/;!1; 3Ss
-------
^T'Jf -JirrSj Light Industrial
Measurement Location 3,
intersection of Cold Spring Ave.
and Windsor Street
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locations and land uses indicated
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/ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
* t .9
DATE: s.eptmeber 6, 1978
SUBJECT: Railroad yard noise measurements at Readville yard, Hyde Park (Boston) Ma.
FROM:
TO:
Alan J. Hicks, Engineer
Region I Noise Program
William Roper, Chief
Surface Transportation Branch
Office of Noise Abatement & Control, U. S. E.P.A.
Washington, D. C.
A series of noise measurements were made near the Readvllle Railyard by the
writer with the assistance of Mr. David Nathans, A Senior Environmental
Employee assigned to the Region I Noise Program. These measurements were
made in support of forthcoming proposed EPA railyard noise regulations. The
Readville yard was selected, in part, because of recent complaints made to
this office about noise caused by a loading operation.
Inquiries made of residents on West Milton Street near the loading area in-
dicated that a noise problem was caused by the loading of concrete railroad
ties from trucks onto flat cars. The ties were to be used by Amtrak to make
repairs on its Northeast Corridor. Residents queried on August 9, 1978 indicated
that the activity had ceased on the previous day and that loading operations
were, according to yard personnel, being transferred to another location.
Subsequent observations by the writer have confirmed this. Measurements
were made, however, on flat classification activities in the vicinity of
the railyard.
Yard Description and Measurement Locations
The location of the Readville yard is shown on the US6S map excerpt of Figure
1, taken from the Norwood, Massachusetts Quadrangle (7.5 minute series).
Measurement locations were as follows:
A - Residence at 25 West Milton Street, Hyde Park, Ma. on property line of
railyard adjacent to loading area. An automated digital data tape was made
unattended at this site from 21:00 h on August 9, 1978 to 09:00 h on
August 10, 1978. No loading activities occurred during this time. Results
of this measurement are given in Figure 2.
BT Residence at south end of Prescott Street, Hyde Park, Ma. This site is
280 feet from the nearest of ten tracks used for rail car classification.
The railyard property line is 62 feet from the residence across Prescott
Street. A 24-hour noise survey was made at this site. The results are given
in Figure 3. One major noise source near this site was a Stop and Shop
supermarket warehouse with trucks (cryogenic, without powered refrigeration
units) and stationary compressors and fan. Although other sites existed
EPA Form 1320-6 (Rev. 3-76)
B-307
-------
2.
along Prescott Street which had less Impact from non-rail sources, a strict in-
terpretation of the measurement site requirements eliminated those sites from
consideration.
*
C - Residence at end of Lakeside Road, Hyde Park, Ma. This site is located across
Sprague Pond from the railyard at a distance of approximately 400 feet from the
nearest rails. Three short series of measurements were made at this site. Re-
sults are given in Figure 4.
Measurement Procedure
Preliminary measurements at Location A were made with an unattended Digital Acoustics
DA-603A noise data acquisition unit which samples noise levels and records them on
a digital tape cassette which may subsequently be processed by a DA604A playback
unit and programmable calculator. Samples were taken every 1/2 second. All readings
were "A"-weighted.
The DA-603A unit was also used at Location B where samples were taken every 1/4
second. At this location, a log was kept of noise events. This log is given in
Appendix A. A flag was manually recorded on the digital tape unit for each 1/2
minute data block which contained non-yard data such as through freight and passen-
ger operations for future automatic analysis. Since the soft-ware necessary to
separate this data is under development, these events have been manually deleted
from the "corrected" Leq values given in Figure 5.
Measurements at Location C were made with a Metrosonics dB-602 Sound Level Analyzer
sampling every l/16th second. The dB-602 was operated for three varying periods
during times of railyard activity.
B-308
-------
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Results
Data taken at this yard indicates that the yard would not severely impact
the areas of locations A and B, based on the Ldn. Inquiries made of resi-
dents, however, indicate that coupling impacts and vibration from switching
locomotives cause annoyance and, occasionally, sleep interference. The
coupling impacts are of such a duration as to not noticeably affect the Ldn.
The vibration is apparently of a low-frequency nature and does not con-
tribute significantly to the A-weighted level.
Noise impacts could be reduced by limiting coupling activities during late-
night hours. Relocation of operations within the yard, however, would most
likely impact other residences.
B-313
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MEMORANDUM
FROM: G.A. Russell DATE: 9/14/78
Noise Consultant
TO: A. Hichs
Region I Noise Representative
SUBJECT: 24 hour noise survey, East Deer field, Massachusetts
Railyard.
INTRODUCTION
This memo describes the procedures used and results obtained during
a 24 hour noise survey of the railroad switchyard in East Deerfield,
Massachusetts. The measurements reported here were taken by the
writer and addressee on 31 August and 1 September, 1978. This sur-x
vey was carried out as part of a larger study of railyard noise
emissions^conducted by ONAC-EPA.
i.o YARD"DESCRIPTION AND MEASUREMENT LOCATIONS
{• ' .
The railyard is situated just west of the Connecticut River in the
community of East Deerfield, Massachusetts. East Deerfield is lo-
cated to the southeast of Greenfield in the western portion of the
state. The location of the yard is shown on the USGS map of Figure.
1, and land useage in areas adjacent to the yard is shown on
Figure 2.
The yard is located at the confluence of four Boston' and Maine lines
and is a classification yard. An informal conversation with a local
resident (and employee at the yard) indicated that the yard was a
humping, facility. We could not see any humping inclines or re-
tarders, however, from a visual inspection of the yard, nor was any
retarder noise audible. The yard does have a locomotive repair
facility which vas not audible. As many as 20 locomotives were
counted in the yard at one time. Major noise sources and approxi-
mate levels are summarized in Table 1 be!o\v:
B-319
-------
Page 2
TABLES 1 NOISE SOURCES AND APPROXIMATE LEVELS
SOURCE
Coupling cars
Idling locomotives
Moving locos pulling
a string of cars
L:-EVEL
Impulsive noise, Deaks of 85 to 95 dBA at
200 to 400 ft.
About 60 dBA at 1,000 ft.
'••»
50 to 60 dBA at a distance of 500 ft.
Loco bells, PA system Short duration, 50 to 60 dBA.
Two measurement locations were used. Location 1, sketched on Figure
3, was in the backyard of 179 River Road and was used for continuous
monitoring. The additional measurement, location was used for short
duration, intermittent noise samples during the 24 hour period. A
sketch of this mobile measurement site is shown on Figure 4. Both
locations are indicated on the USGS map of Figure 2.
2.0 MEASUREMENT PROCEDURE
>,.
After an initial survey of the railyard area, Location 1 was selected
as the site to be continuously monitored for 24 hours. A Digital
Acoustics DA603A data logger and microphone were set up and cali-
brated at 09:00 on 31 August but a light rainfall prevented initiation
of data collection. At 20:00 hours the rain ended and we were able
to set up the DA603A again and initiate the 24 hour survey. An
inhibit switch (manually activated) was used to flag any major noises
not from legitimate railyard activites so that these noises could
be excluded from the data reduction process. The inhibit switch was
used so seldom however, that no modification to the normal data ro-
duction procedure was necessary. That is, the recorded data was
essentially "clean" as recorded. Serial number and calibration data
for this 24 hour run are given on the attached data sheet.
To supplement the DA603A data, a comment log was also maintained to
document the various railyard activities. A copy of this comment
log is attached.
B-320
-------
Page 3
Location 2 was monitored ar various times during the 24 hour .period
beginning at 78:08:31:20:00. These intermittent measurements were
of short duration and were taken with a Metrosonics 602 Noise
Analyzer instrument.
*
Weather conditions during the 24 hour monitoring period were seasonal,
if somewhat humid due to the passing rain shower. No major dif-
ficulties with the equipment or the measurement procedures used were
encountered during the survey.
3.0 RESULTS
The field data recorded by the DA603A was subsequently processed
using a Digital Acoustics DA604 noise data retrieval unit and Wang
600-14TP programmable calculator. Hourly results from this data
redaction procedure are listed in Table- 2 and plotted on Figure 5.
Note that the graphical representation of Figure 5 does not follow
the normal diurnal variation pf residential area noise climates.
That is, the noise climate at this site is dominated by railyard
activities, a conclusion which is substantiated by the comment log
maintained during the measurement period. Composite noise levels
based on the 24 hour levels recorded at this location are summarized
in Table 3 below:
TABLE 3 LOCATION 1 COMPOSITE NOISE LEVELS
(dBA)
INDICATOR dBA LEVEL
LEQ (DAY) 57.5
LEQ (NIGHT) 53.8
LEQ (24) 56.4
LDN 61.0
Peak Hour Leq 61
Peal; Hour L10 61
B-321
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Page 4
Results from the intermittent measurements taken at Location 2 are
summarized in Table 4 below:
TABLE
4
SAMPLE
22:25
00:10
09 : 34
to
to
to
LOCATION 2 NOISE LEVELS (dBA)
TIME
22:31
01:10
09:44
LEQ
50
59
62
L01
61
69
69
LlO
51
61
64
L90
43
44
46
LMAX
67
77
73
In general, the noise levels recorded at Location 2 agree with those
measured at Location 1. The limited number of samples taken at
Location 2 however, does not allow the composite noise levels at
this measurement site to be estimated with any accuracy.
Actually, the LEQ levels, whether hourly or 24 hour composite, do
not adequately indicate either the nature or the extent of the noise
impact at either location. The very loud "bangs" and "crashes" due
to the car couplings are both startling and annoying. Because of
their short duration, the'se impact noises do not influence the hourly
LEQ to any significant degree.
The above remarks together with the attached data and Figures should
constitute an adequate record of the noise measurements which were
made. If additional information or commentary is needed, please con-
tact me at 413-545-0949.
G. A. Russell
GAR:njp
Attached: Figures 1-5, Data Sheet, Comment Log
cc: Donna Williamson, ONAC
Byron Keene, Region I
B-322
-------
TABLE 2 HOURLY NOISE LEVEL INDICATORS, LOCATION 1, 179 RIVER
ROAD (dBA)
START TIME
LEQ L01 L10
L90
LMAX
20:00
21:00
22:00
23:00
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11:00
12:00
13:00
14:00
15:00
16:00
17:00
18:00
19:00
56
54
54
54
56
53
54
51
52
53
55
55
56
57
61
58
60
60
57
56
57
56
56
57
65
64
61
63
66
59
62
-57
61
62
64
63
67
65
66
66
68
67
64
65
64
66
65
63
53
57
54
55
56
53
55
51
53
53
•57
57
57
59
59
59
60
61
57
59
57
5S
57
5S
46
48
49
50
51
50
50
49
49
49
46
47
47
47
50
47
47
46
48
47
47
47
48
50
85
78
81
84
86
76
77
68
69
73
83
79
76
84
96
88
91
89
b4
80
87
87
80
84
B-323
-------
•' , TJJJ':; I. \ I /•••-•./* •[/ • - -v
?..?•'{%*£&.• y^^fefe^g'
h^^'.&&&$& ^LM'-JL
>^—~^/'-^/-^\ -^i*'i '"-'.V.H / M
A^^^'-==rVrfii^^»^S.V-: .:
.-i v- ,
^a^^'^t^/-<-'-\\ v\ \\ "•'•)i!v\"' :- " ^- * v-
»'- • M ''
FIGURE 1 USGS Map of East Dcerfield
-------
A/O\_ (-Ml," ..WeinyWlCciti.VJ. Ji~f •*.**'{{•• /
J. •• T_J\IU\—\^"/:''^~'"" •~-v>s if -I'1 '
'"^^Wm^ik
;&t$*?%:.?*> v^W^~=5«^- ^w^r^^gT^i^
di®Wv^4^^iiim\il}
\%mf^^^:^-^^-^s^^:»3m: -*^tM
;V'.|;>.' Location 2, mobile
Is? •* site, McClellan Farm P.d
^/fe^Nj
^ y ..1 \X>/rJ A \ I
'"Jfffi^-^t^miM.
M-W^-V Snnlrfv"' ~ :S3^ P -^ LOCat1°" ^ Pen«nent ^>
M|fc^;lP?^y ,,.„.... r,J^2^-.\ site, 179 River Rd ^.
/MUS l!)lS\.:!ISi:y" Residential ^V\V '_f I If^vU s^
i-i ,^^' i^'TT, UJ^?
-\\^;SA='/K.qee^
• FIGURE 2 USGS map of railyard area
1
measurement locations
uses indicated
-------
SKETOA OP
. (ZA vvoue
'1
B-326
-------
4-
NAEAsSOeEf-VrKir
:H~Ml I I I I II 1
I 1 I 1 1 I I 1 I I I
B-327
-------
o
6
-4Q i i . i. L~L_
"v* • . .1-1
EJLGURE 5
j i GRAPH OF HOURLY NoVsE LEVEL INDICATORS j | i ;
-^LOCATION 1. 179 RIVER: ROAD ~H-.-.-
NIGHT TIME HOURS
"FOR: LD N CALCULATION
LJ?_J?1
TIME OF DAY
7
-------
. FIELD RECORDING DATA S^iEET
JOB:
LOCATION:
OBSERVERS:
DATE:
DATA LOGGER:
MICROPHONE:
CALIBRATION:
WEATHER:
COMMENTS:
East Deerfield, Massachusetts RR yard
#1, 179 River Road, 24 hour continuous monitoring
site (backyard of residence)
v
GAR § AH
78-08-31 and 78-09-01 (24 hour survey)
Digital Acoustics DA603A, Mudel 201 s/n 2357 (A
weighting, 0.5 sec/sample)
GR-1972, s/n 4144 (windscreen, tripod, 100 ft cable)
114 dB, GR 1562 A calibrator
Moderate rain before starting, 63 degrees F, no wind,
cloudy, 941 relative humidity, 757 mm H.g
About 35 dBA background at road, 180 ft. from micro-
phone, away from yard.
B-329
-------
LOCATION 1, PERMANENT SITE, 179 RIVER ROAD COMMENT LOG
TIME COMMENTS
78:08:31:20:00 Start up DA for 24 hour survey. We have re-
turned after being rained out after 09:00 start.
20:00 to 20:00 Making up (some loud couplings) on a nearby
track. Ambient level of about 45 dBA*
20:20 to 20:30 Sporadic couplings; .moving loco noise of 55 tD
65 dBA. Distant yard activity.
20:30 Weather conditions: 63 degrees F, no wind,
cloudy, 94% relative humidity, 757 mm Hg.
20:30 to 21:00 Occasional couplings.
21:00 to 21:03 Quiet, 45-50 dBA, no audible RR noise.
21:03 to 22:00 Switcher making up a string: coupling, some
squeal noise. Moderate activity.
22:45 Return from location 2 (bridge location).
23:00 to 00:00 Occasional coupling noise, idling and moving
locos.
78:09:01:00:00 Midnight of August 31, September 1.
01:30 Return from location 2.
•01:30 to 06:30 Occasional coupling noise, moderate activity in
yard. Shift change, or coffee break at 06:00,
quiet.
06:30 to 08:00 Sporadic activity continues*
08:45 Weather: 67 degrees F, no wind, cloudy, 841
relative humidity, 759 mm Hg,
08:45 Visited by resident of 179 River Road.
11:00 Return from Location 2 and lunch. Sun is trying
to break through. Still the same level of
activity in railyard.
'11:00 to 13:00 Coupling bangs at varying distances from micro-
phone. General activity in yard.
B-330
-------
Comment Log (Continued)
TIME COMMENTS
13:30 Weather conditions: 76 degrees F, no wind,
sunny, 62% relative humidity, 754 mm Hg.
•
13:50 Two very loud couplings, about 100 dBA. No-
ticeable vibration at edge of River Road,
about one second after impact.
14:00 to 16:00 Coupling bangs, several close to microphone.
Sounds like one string coupling with another
string. Ten minute traffic count on River
Road: 5 autos, 3 pickups, 0 trucks.
16:00 to 18:00 Yard activity continuing. Coupling impacts
are still major source. Can definitely feel
ground shake after big bangs.
19:00 Weather - conditions: 70 degrees F, no wind,
partly cloudy, 68% relative humidity, 758 mm
Hg.
19:00 to 20:00 Coupling activity continuing. Terminate at
20:00.
B-331
-------
RESEARCH AND TEST DEPARTMENT • AMERICAN RAILROADS BUILDING
1920 L STREET. N.W.. WASHINGTON. D.C. 20036 • AREA CODE 202 • 29J-5035
March 27, J.978
Dr. William E. Roper
Chief
Surface Transportation Noise
Regulation Group
Environmental Protection Agency
Crystal Mall, Building 2
1921 Jefferson Davis Highway
Arlington, Virginia 20460
Dear Bill:
Enclosed is a copy of Wyle Laboratories' report on noise
measurements at the ATSF's Barstow, California classification yards,
and a copy of a comparison between Wyie's measurement apparatus and
BB&N's equipment. I hope this data will be of use to you.
Please let me know when you have the data summaries with
measurement location maps of the remaining seven sites. Thank you.
Enclosure
Sincerely,
Peter C. L. Conlon
Environmental Specialist
B-332
-------
ACOUSTIC MEASUREMENT PROGRAM
FEBRUARY 16-18, 1978
A.T. & S.F. BARSTOW YARDS
BARSTOW, CALIFORNIA
Introduction
In order to broaden the data base that will be available for assessing EPA's
proposed regulatory standards for railroad noise, the Association of American Railroads
contracted with Wyle Laboratories to undertake a series of acoustic measurements at
selected railroad facilities. As part of this program, measurements were carried out
between February 16 and February 18, 1978, at the Atchison, Topeka, and Santa Fe
Barstow Yards in Barstow, California.
During this time period acoustic measurements were also being done at these
yards by the firm of Bolt, Beranek and Newman, Inc., which was under contract to the
EPA. Wyle's measurement sites were planned so that one site would correspond to the
principle measurement site of the BBN team while the other sites would be independent
of their test program. This procedure would allow measurements of the two firms to be
compared, while at the same time adding significant new information to the overall
data base.
Procedure
Seven fixed measurement sites were chosen on the boundaries and within both
the newly built A.T. & S.F. Barstow Classification Yard and the older A.T. & S.F.
Barstow Diesel Repair Facility. At these sites continuous samples of the A-weighted,
fast response, sound'pressure level were digitally recorded for periods ranging from approx-
imately 1 hour to 48 hours. From these digital recordings equivalent sound levels and
percent!le-exceeded sound levels were computed. In addition, at 2 of the sites, where
the measurement period exceeded 24 hours, daily equivalent sound levels and day-night
sound levels were also calculated. At one site a strip chart was made of the A-weighted
sound pressure level over a continuous period of 48 hours.
B-333
-------
In addition to these measurements, analog tape recordings were made at standard
distances from selected individual noise sources on the railroad property. These recordings
were used to determine estimates of the mean valus and range of the instantaneous
A-weighted sound pressure levels from these sources.
Table 1 identifies the 7 fixed measurement locations while Figure 1 shows their
location relative to the yard facilities. Figure 2 identifies the acoustic instrumentation
that was used at each of the measurement sites as well as the equipment that was used to
. i
record the sound pressure at standard distances from individual noise sources.
Site 1 was chosen, in agreement with the BBN measurement team, as the prin-
ciple measurement site. At this location the major noise sources are the group retarders
in the A.T. & S.F. Hump Yard, which are approximately 800 feet distant, and vehicular
traffic on a local service road, about 130 feet from the microphone position. The micro-
phone was located approximately 20 feet above the level of the retarders and approx-
imately 4 feet above the level of the nearby roadway. Although this measurement site
did not lie on the actual boundary line of the yard, both Wyle and BBN measurement-
teams felt that it was representative of where the boundary would have been at a more
typical railroad yard. At the actual south boundary line of the Barstow Yard, which
wds located behind a ridge about 60 feet from Site 1, little railroad noise could be
heard. No railroad facilities were located between Site 1 and the actual boundary
line.
At Site 1, digital tape recordings were made of the A-weighted, fast response,
sound pressure level for a period of 48 hours. These recordings were later processed to
provide hourly and daily L values, daily L. values, and hourly values of the percent!le-
exceeded sound levels 1., LQ, \,-QI Loo/ and LQ0. A strip chart was also made of the
A-weighted sound level at this site during the entire 48-hour period. A second instru-
mentation system at this site provided real-time measurements of the hourly L , L.,
eq I
L~0, and L_Q. These two systems, along with the BBN measurement system that was also
located at this site, provided 3 independent measurements of the hourly L , L., 1™,
and L noise levels.
B-334
-------
Table 1
Acoustic Measurement Sites
A.T. & S.F. Barstow Yards
Bars tow, California
SITE 1 - At simulated boundary of Classification Yard, 130 feet south
of H Street access road south of the group retarders.
• SITE 2 - Near boundary line of diesel repair area at A.T. & S.F.
signal building, Hutchison and Sixth Streets.
SITE 3 - Near Diesel Repair Building, approximately 200 feet south
of load test cell.
SITE. 4 - In Classification Yard 100 feet north of group retarder No. 1.
SITE 5 - At northern boundary of Classification Yard, 50 feet from
mainline tracks north of M.T.C. building No. 12.
SITE 6 - Approximately 300 feet north of engine servicing facilities
in Classification Yard just south of mainline tracks.
SITE 7 - Approximately 300 feet south of mini-hump area in Classification
Yard.
B-335
-------
Site 1
•^:^s^^
.•aj^Jiii-^^"^
er--"~-
Site 7
"' ^/
/ Site 2 -
U Signal &ldg.
Site 3 -
D;*><:P| RppnJr
Area
Figure 1. Acoustic Measurement Sites, A.T. & S.F. Barstow Yards,
Barstow, California
B-336
-------
Site 1
B&K 4149 £-inch
Condenser Microphone
B&K 4230 Sound
Level Calibrator
B&K 2619
Preamplifier
B&K ,181 .Digital
Data Recorder
B&K 2204 Sound
Level Meter
B&K 23.06 Graphic
Level Recorder
B&K 4133 £-inch
Condenser Microphone
B&K 2619
Preamplifier
Metrosonics dB 602
Sound Level Analyzer
B&K 4149 £-inch
Condenser Microphone
B&K 2619
Preamplifier
B&K 181 Digital
Data Recorder
B&K 4230 Sound
Level Calibrator
Sites 3-7
B&K 4131 1-inch
Condenser Microphone
B&K 4230 Sound
Level Calibrator
B&K 2619
Preamplifier
B&K 181 Digital
Data Recorder
i
B&K 2203 Sound
Level Meter
Individual Noise Source Recordings
B&K 4149 i-inch
• Condenser Microphone
Kudelsld
Preamplifier
Nagra IV SJ
Analog Tape Recorder
B&K 4230 Sound
Level Calibrator
Figure 2. Acoustic Instrumentation
B-337
-------
At Site 2, near the A.T. & S.F. Signal Building at Hutchison and Sixth Streets,
the major sources of noise are diesel locomotives entering and leaving the nearby Diesel
Repair Building, diesel locomotives being load tested at one of the 2 outdoor load cells
near this site, and vehicular traffic on the local roads. At this site, digital recordings
were made of the A-weigh red, fast response, sound pressure level for a period in excess
of 30 hours. These recordings were processed to provide hourly values of L , L., L__,
and L-^, and the 24-hour L and L , .
90 eq dn
Site 3 was located several hundred feet to the east of Site 2 near the Diesel
Engine Repair Building. It lies about 220 feet south of an outdoor engine load test cell.
The microphone position was on a ridge about 15 feet above the track level. At this site,
digital tape recordings of the A-weighted, fast response, sound pressure level were made
fora period of 95 minutes during which a 3600hp. EMD SD 45-2 diesel locomotive was
being load tested. Other noise sources during this period were movement of strings of
locomotives into and out of the repair building and .around the yard area.
At Site 4, which was 100 feet north of group retarder No. 1 in the classification
yard, the major noise source was the humping operation. A digital recording of the
A-weighted, fast response, sound pressure level was made fora 68-minute period during
which 85 cars were classified. The primary noise source during this period at this site
was wheel squeal in the master, group, and tangent retarders.
At Site 5, located on a 12-foot-high dike at the northern boundary line of the
Classification Yard, the principle noise sources were vehicular traffic on the nearby
railroad access road and train movements both on the nearby mainline tracks and within
the yard area. Digital recordings of the A-weighted, fast response, sound pressure level
were made at thistfite for 58 minutes. In addition, the sound level was continuously
monitored and the peak levels and durations of individual noise events were noted.
Site 6 was located approximately 300 feet north of the engine servicing facilities
in the western portion of the Classification Yard. It was located at the edge of a gravel
road 25 feet south of the mainline tracks, which at this point lie on top of a 20-foot
embankment. The major noise sources were engines idling at the service facility, local
locomotive movements, car impacts, and through-train movements. Digital recordings
B-338
-------
were mode at this site during 3 separate periods,of duration 47 minutes, 59 minutes, and
59 minutes. During 2 of these periods peak levels and durations of individual noise events
were noted. . .:
Site 7 was located at the east end of the Classification Yard about 300 feet south
of the mini-hump area. At this location car impacts and wheel squeal at the main and
mini-hump retarders were the principle sources of noise. A 57-minute digital recording
of the A-weighted, fast response, sound pressure level was made at this site and peak
levels and duration of individual noise events were noted.
In addition to the measurements described above, analog tape recordings were
made of the acoustic signal 100 feet away from each side of a 3600hp. EMD SP 45-2
diesel locomotive undergoing load tests and 100 feet away from retarder No. 3 during
humping operations in the Classification Yard. The first of these recordings was analyzed
in.the laboratory to determine A-weighted sound pressure levels for each of the 8 loco-
motive throttle positions during the load test. The second recording was used to deter-
mine the peak levels of wheel squeal noises in the retarders.
Results
Table 2 shows the hourly equivalent sound level, L , and the percent!le-exceeded
sound levels, L, L./y L,-n, L0rj/ and L_p as measured at Site 1 using the output tape
from the B&K 181 Digital Data Recorder located at that site. Also indicated are the daytime
equivalent sound levels, L,; the nighttime equivalent sound levels, L ; the 24-hour equiv-
alent sound levels, L ; and the day-night sound levels, L, , for the 2 periods 1300 on
eq . an
February 16 to 1200 on February 17 and 1200 on February 17 to 1200 on February 18.
In Table 30s the output of the Metrosonics Sound Level Analyzer located at Site 1.
As in the previous table, hourly values of L , L, L^Q, and LQQ are indicated. Also
shown are the daytime, nighttime, and 24-hour equivalent sound levels and the day-night
sound levels for the 2 periods 1200 on February 16 to 1200 on February 17 and 1200 on
February 17 to 1200 on February 18.
One pf the purposes of using both the B&K and the Metrosonics instrumentation
systems at Site 1 .is to compare the output of the. 2 devices.for the type of acoustic signal
B-339
-------
Table 2
•c
Analysis of Output Tape
From B&K Digital Data Recorder at Site 1
Dole
16 Fcb 78
17 rtb 73
Time
1300
1400
l.r>00
16CO
1700
11)00
1900
2000
2100
7200
2300
0
01 n
0.7C/J
K(:j
O'.i.O
u.v.o
n '.-•'.". D
o;. ' :•
' * * • .' '. i
i *•
.lo Pel. 7K
V
('•"•i1
. 11 (X!
I'/CO
l.??i:'i
KJO
1500
16'.:'.)
1700
1CGO
IVfiO
2'J.JO
21 '«.':)
2;)
o/o; i
OL«<.'-:>
0?on
10;Vi
1100
1.
cq
62.7
62.9
56.6
5?. 8
60.1
5U.6
61.3
50.4
66.9
60.9
65.7
67.3
64.2
63.8
6'r.7
65.6
67.9
69 . 4
Ll
74
75
66
62
71
69
72
66
ei
72
74
31
77
7 a
78
77
1-2
f'2
L,o
59
63
60
56
59*
59
60
61
64
63
63
64
62
, 59
60
63
L50
51
53
53
50
53
53
55
55
54
56
56
56
53
5?
L90
47
4fl
48
47
49
51
51
53
51
52
52
51
4V
43
L99
45
46
47
46
47
'<'/
50
51
50
50
51
48
n
•'.{>
,55 ''. :^ >'»
60 : «.2 51 i
• o ! ^ ! S ;•; lLd =64-2
i — - - - - •
6?.5 ! M
/ ' ' * • O
dv co : :.:•• i :: Ln = 65.9
/ *} .~ ' ' /* ** * *^ i
°'^' ','.' l/ ; *".' "^ ' '''' • Leo = 64.9
. V. i., ' -wl
57.6 (.'.' 59 50 : /.' 46 1 j_ = 72 _1
6 '..7
63.7
62.;.'
60.5
6?. 6
66.fi
67.1
6^. 1
v-5 . 0
70.7
74.1
70.0
62. G
67.6
70.4
72.2
72. a
6B.9
61.6
73.7
59.6
62.4
59.9
55.7
60.1
7o
76
76
74
73
CO
C3
'//'
73
79
r?
U4
71
HI
84
j/,
f; •')
(.O
72
;;|J
?0
/v
7't
65
68
61
59
61
60
62
65
64
64
65
t-4
ii\
69
66
6s
64
63
6-i
6<
.r;0 47
50 40
••19
52
53
54
5'J
'• '^
57
59.
r. .;
5V
59
53
56
56
55
!ij
SS | 52
. /O
61
61
60
.56
62
5/
55
,52
50
51
56
46
4H
48
f\l
4?
•w 1
53
^)'*
50
54
54
55
53
53
M
50
4V
5:;
51
4V
47
47
54
/t
4 A
45
/>(•>
46
4A
47
•'
-------
Table 3
Output of Metrosonics Sound Level Analyzer at Site 1
Dale
,16 Fob n
* * s
17 Fcb./C-
* - *
IB ivir/d
Tinu?
lino*-
n?00*
1300
1400
1500
1600 '•
1700
U'OO
1900
70"0
2100 -
22 CD
2300
0
01 CO
0?.':0
O.'K.J
0 ••'•'• •'
r •• '•'
J.;-\'
(.',;,.• 1
°' -'-'. .
• 0-/.':5
1 fVi')
• no;)-
1200
i ;-iOO
1 100
15CO
K'i.0
1700
1COO
r/oo
7000
?100
7,?o:i
2300
0
0100
P." CO
0300
Oif-0
0500
0600
0/(v)
oowi
0900
1000
1100
L
61
54
59
63
55
'.51
; 59
5C
• 60 '
56
66
60 '
64
66
63
63
L',
63
• r\
< >
i •
'.. '.'
57
63
61
5V
61
65
68
62
63
n5
72
6C
57
66
6r/
70
77.
6!l
60
72
5P)
59
55
59
L,
71
63
70
74
63
•60
70
66
69
63
• 78
70
72
79
74
76
/ 5
74
*•• i
. i
"7 *'
'
'.9
n
67
74
73
'74
71
70
7o
GO
75
74
75
85
81
67 •
77
01
C.?
|:.'i
HI
70
85
6V
70
71
1 63
66
L50
49
47
48
51
49'
45
'50
50
53
52
52
53
52
53
'"0
4?
;?
- ">
_
-' •
-'-•'
','• .
•• ~ '/?.
'\'.'
50 .
51
4r/
5-1
57
50
/o
51
- L90
45 .
44
43
45
44
42
45
47
49
50
4?'
4?
49
41 '
I C
o
.. .
- '
• ->
4',
4-'
44
41
44
45
43
4 A
47
43
4?
47
5:.'
49
51 :
43
•':/ '
47
47
46
50
4V
4/
45
51
'
f
1 i ' L1*) L
L
-------
present at this site. The 2 systems use radically different methods to determine L and
the percent!le-exceeded sound levels. Thus one might expect considerable differences
between the outputs of the 2 systems when impulsive noises, such as the wheel squeal from
the retarder system, are measured. Comparing Tables 2 and 3, however, one finds that
the agreement is generally quite good. The hourly L levels differ on the average by
1.5 dB with the Metrosonics data being consistently lower than the B&K data. The day-
night levels differ by 1.1 dB for the first time period and by 1.5 dB for the second time
period.
The analysis of the output tape from the B&K Digital Data Recorder at Site 2 is
shown in Table 4. Also shown are the daytime, nighttime, and 24-hour equivalent sound
levels and the day-night sound level for the 24-hour period from 1200 on February 16 to
1200 on February 17.
In Table 5 are shown the equivalent sound level and the percent!le-exceeded
sound levels for the (approximately) hourly measurements made at Sites 3 through 7.
Table 6 shows the duration and peak levels of the individual noise events that occurred .
at these sites during their respective measurement periods. These peak levels can be
compared with the corresponding LQ~ levels in the previous table, which represent the
residual noise level at each site, to estimate the intrusiveness of the individual noise
events.
In Table 7 are listed the average noise levels at each throttle setting of a 3600 hp.
EMD SP 45-2 diesel locomotive for 3 separate load tests. In runups *1 and ^2, the loco-
motive was connected to an external load cell, in runup "o the locomotive was self-loaded.
Figure 3 is a histogram showing the number of noise events versus peak sound level
from wheel squeal'in Group Retarder No. 3 as measured 100 feet from the track centerline.
During the 70-minute measurement period, 85 cars were humped, and 15 individual wheel
squeals occurred in Retarder No. 3.
B-342
-------
Table 4
Analysis of Output Tape
From B&K Digital Data Recorder at Site 2
Dale
16 f-cb 70
.
1 ! (
1
, • - \
r/Peb7C;
THRC
0700 •
1000
1100
1200
1300
1100
' 150'J
1600
1700
1COO
1900
L
Cf|
57.3
59.3
58.6
61.1
61.7
66.9
65.4
58.3
69.0
59.5
i"O '"'•
L--2.<>
20:;:.) " ' 56,5
2 ICO
7.2,::) •
2GC-J
o
0100
o;:oo
O:;CP
0400
0.'.")
06<:.)
0700
080')
070')
1000
1100
"I2CV)
loO'l)
110!)
15CO
1600"*
63.9
65,1
61-. 0
61. G'
6i.3
62.4
61.3
63.6
63.1
68.5
60, B
62.7
57.5
59.5
56.2
6'i.5
67.6
66.7
63.7
61.6
h ! y
.69
70
67
. 57
70
74
78
68
81 .
72
62
67
70
77
74
69
67
71
65
74
72
75
74
77
67
71
68
75
77
76
HO
66
59
62
63
65
6']
70
63
59
59
63
5-1
no
J^>
65
65
64
63
62
6?
62
63
63
65
63
63
59
62
6(8
70
71
6v>
62
61
L90
10 .
17
17 '
50
^2
55
50
17
L99
17
16
16
y .
'! v'
50
"52
.19
1f>
17 j 17 !
1
47
19
. 19
50
60
60
60
60
60
60
60
61
61
51
19
19
48
47 .
18
62
6?
60
60
16
,,-
/. ; ,
13
19
6U
60
60
59
60
59
60
60
60
19
17
17
16
17
47
61
61
52
59
Ld = 62.8
Ln = 64.1
1 ^ O ri
LAO "^ Oh3 » O
•-ecj ww • w
Ldn = 70.4
VtliU.T. foi il is li.TJl I.COL'J Oil ifl'J Id1..! 10 UliMi.'IcS Ollly.
t*
Values for lliii hour Lasc-cJ on iib Tiist 15 mir.uics only.
B-343
-------
Table 5
Analysis of Output Tape
From B&K Digital Data Recorder at Sites 3-7
Silo *
3
/,
3
6
7
6
6
Uaie
2/16/70
2/i6//o
2/1 7/7;?
2/17/70
?/17/.T>
2/17/7-J
?/^/;;;
Time-
M15 *o 1550
1635lo 17O
100J lo li 03
lll:i to 1202
ICuO to 13i>7
I/GJ so 17:.?
070J !o G?o/'
0'»
71.3
81.7
6<.'1
67 . 5
59.7
70. 0
71.6
L,
81
92
66
77
73
c-;
05
L10
76
64
54
70
/;?•
v'vJ
67
7?
150
65
50
/5
63
50
60
6>:
L90
62
56
43
61
A 6
/.o
o/.
63
L99
60
55
•',2
:'<~i
J7
' /
•i-i
61
62
B-344
-------
Tabled
Duration.and Peak Level of
Individual Noise Events at Sites 5-7
Site
.' V-..
.
6
7
Date
; 2/1 7/78
2/17/78
2/17/78
Time
1005 to
1103
11 15 to
1202
1300 to
1357
Source
Train Movement
Through Train
Locomotive Horn
Motor Vehicle
Locomotive Idling
Locomotive Moving
Through Train
Locomotive Horn
Car Impacts
Train Movement
Car Impacts
Duration
(Sec.)
1
29
1
1
... 2 !'
3
4
6
7
4
85 ,
120
1
2
4
47
51
52 :
140
1
1
204
1
Peak Levels (dBA)
61, 73
90
67, 67
65, 67, 67, 70
65, 66, 67, 67, 68,
68, 69, 72, 73
62, 65, 70, 72, 74,
74, 74
71, 78
67, 67
72
67
70
66
66
66
67
72 , '
80
81
83
>90, >90
67, 72, 74, 78
72
61, 62, 63, 65, 65,
65, 66, 66, 67, 67,
68, 68, 69, 74, 75,
76, 77, 77, >80
B-335
-------
Table 6 (Cont'd)
Site
7
cont'd
6
Date
2/17/78
cont'd
2/18/78
•
Time
1300 to
1357
cont'd
0900 to
0959
.
.
Source
Retarder
(Main Hump)
Retarder
(Mini Hump)
Locomotive Idling
Locomotive Moving
Train Moving
Air Release
Locomotive Horn
Duration
(Sec.)
1
1
3
10
15
175
5
25
30
40
50
70
80
120
1
2
1
Peak Levels (dBA)
62, 62, 64, 64, 65,
65, 65, 65, 66, 67,
68, 68, 69, 70, 70,
72, 73
69, 70, 70, 71, 72,
79, i80,, >80, >80
70
67
68
70
68
69
76
72
>90
88
87
84
66, 66, 66, 66, 67,
67, 67, 68, 68, 68,
68, 68, 69, 70, 71
66, 66, 67, 67, 67,
67, 68, 69, 70, 70,
74
70, 71, >80, >80,
>80, >80
B-346
-------
Table 7
Noise Measurement's of Locomotive No. 5683
During Load Test - February 17, 1978
Tliroll !•;
Posit irri
1
2
3
A
5
6
7
r>
£?
r;v\5
l\Ui|!Jp
*3
71
72. J
75.5
79
uo . J
C5
u •*
-------
85 90 95 100 105 110
Peak Sound Level at 100 Feet
(A-Weighted, Fast Response)
Figure 3. Histogram of Peak Noise Levels From Group Retarder No. 3
1635 to 1745 on February 16, 1978
B-348
-------
WYLE LABOnAKJRlJES - Wyle Research - Washington, D. C.
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-------
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46 1513
-------
ASSOCIATION OF
RESEARCH AND TEST DEPARTMENT • AMERICAN RAILROADS BUILDING
1S20 L STREET, N.W.. WASHINGTON, D.C. 20036 • AREA CODE 202 - 293- 5035
May 23, 1978
Dr. William E. Roper
Chief .
Surface Transportation Noise
Environmental Protection Agency
Crystal Mall, Building 2
1921 Jesfferson Davis Highway
Arlington, Virginia 20460
Dear Bill:
With this letter I transmit one copy each of Wyle/AAR noise
studies of Burlington Northern's Cicero, Illinois hump classification
yard and the Chessie System's Barr flat yard located in Riverdale,
Illinois. In addition to the hourly equivalent sound levels, hourly
percentile-exceeded sound levels, and day, night, 24-hour, and day-
night sound levels at each site, an analysis of the contribution to
the total acoustic energy at each site for selected time periods is
included. This shows that at the Barr Yard, locomotive and moving
train noise accounted for the majority of the acoustic energy measured
at all sites. At Cicero, background noise was the predominant con-
tribution at Site 1, while train and locomotive noise at sites 2, 3
and 4 was the major contributor.
Should you require further information, please feel free to
contact me.
Sincerely,
Peter C. L. Conlon
Environmental Specialist
Enclosures
B-357
-------
May 17, 1978
ACOUSTIC MEASUREMENT PROGRAM
APRIL 29 - MAY 1, 1978
CHESSIE SYSTEM BARR YARD
RIVERDALE, ILLINOIS
Introduction
In order to broaden the data base that will be available for assessing EPA's
proposed regulatory standards for railroad noise, the Association of American Railroads
contracted with Wyte Laboratories to undertake a series of acoustic measurements at
selected railroad facilities. As part of this program, measurements were carried out
between April 29 and May 1, 1978, at the Chessie System's Barr Yard in Riverdale,
Illinois. This yard is a flat classification yard located in a suburb of Chicago adjacent
to generally residential neighborhoods.
Procedure and Results
Three fixed measurement sites were chosen near the boundary lines of the Barr
Yard property. The location of each of these sites is shown in Figures 1 to 3. In each
case the site was chosen sufficiently far from adjacent highways so that traffic noise
would not predominate.
At each site digital tape recordings were made of the A-weighted, fast response
sound level for periods of up to 48 hours using B&K 181 Digital Data Recorders. These
recordings were later analyzed in the laboratory to provide hourly values of the equiv-
alent sound level and of selected percent!Ie-exceeded sound levels. These data were,
in turn, energy-averaged to obtain day, night, 24-hour, and day-night sound levels at
each of the sites.
Site 1 was located 200 feet west of the Trainmaster's Office at the southern fence
line of the railroad property. This site was intended to monitor movement of cars and
locomotives within the classification area as well as car impacts. At this site the pre-
dominant noise sources were the movement of trains and locomotives. Car impacts
accounted for very little of the total acoustic energy.
-------
ifr CLA'^-airiCATlOM YAUD
25B-77
r BQUNJ'O CLAe>5t'FTCATiOM~vAP,D.
"- "-" _ or -77
-— Ot. I I
Figure 1. Location of Site 1,
B-359
-------
TRACK CAPACITY- 45 FO
Yd.
Ya.
R4pa\r Yd.
BOUND MAIM
Car Repair Building .
Enjr + Sup* Office
ELAS.T &OUKID MAIN
Figure 2. Location of Site 2.
B-360
-------
XvV.EiOUMP CLAS'SIFIC./VnoM YARD s-i'n;
--• 8L77
FigureS. Location of
1
B-361
-------
Site 2 was located 130 feet east of the Superintendent's Office and 40 feet north
of the southern fence line of the property. This location minimized noise from occasional
traffic on 136th Street. This site was chosen so as to monitor the activity of locomotives
as they pushed cars into the classification tracks from the east side of the yard. The pre-
dominant noise sources were found to be the movement of locomotives and trains.
Site 3 was located adjacent to the Car Department Building near the south boundary
line of the property at the west end of the yard. It was chosen to monitor the movement
of locomotives as they pushed cars into the classification tracks from the west side of the
yard. As expected, the predominant noise sources at this site were the movement of loco-
motives and trains.
Tables 1 to 3 show the hourly values of the equivalent sound level and of selected
percent!le-exceeded sound levels for each of the three sites. Table 4 shows the day,
night, 24-hour, and day-night sound levels for each of the sites.
Analysis of Source Contributions
In addition to the data described above, measurements were made at representative
times at each site of the peak levels and durations of individual noise events occurring
during; periods of time up to one hour. The duration of each event was defined as the
amount of time the sound level from the event was above the background level'. The back-
ground level was that sound level measured when no specific source could be identified.
To approximate the acoustic energy in each noise event, the following model was
used:
E. a 10 - 10 t? for t. > 10 sees
a
L/10
10 ' —
.
L/10
10 ' -
H/10~
1 0
.
L/10"
10 b
t.
i
*i
2
• I
-=- for t. < 10 sees
where L. is the A-weighted, fast response peak level of the i'th noise event;
t. is the duration of the event; and
L, is the background level.
B-362
-------
Table l(a)
Hourly Sound Levels at Site 1
April 29-30, 1978
(All Times Are Local Standard Time)
Dote
4/29/78
j
i •
k
4/30/78
Start Time
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
• 2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
Leq
54.6
58.9
64.2
61.5
62.4
59.3
66.0
66.3
68,8
67 J
65.2
68.2
66.8
61.4
63.4
62.2
64.5
60.8
67.1
61.6
66.3
64.4
67.1
63.9
L99
48
52
53
52
56
53
57
52
54
53
55
63
58
57
51
50
50
51
53
52
51
52
52
53
L90
51
54
54
53
57
54
61
55
57
55
57
64
62
58
53
52
53
53
56
53
53
55
55
57
L50
54
57
57
56
61
57
63
58
62
59
65
65
64
60
58
55
57
58
60
56
59
61
62
62
LIO
57
62
68
63
64
62
68
64
71
68
68
67
68
63
64
64
67
64
65
65
68
67
71
66
Li
60
66
74
72
70
67
76
74
81
79
72
70
78
70
71
72
75
71
74
72
77
74
76
73
Lmax
63
78
84
83
83
80
87
96
89
96
79
97
84
77
95
87
89
79
94
80
93
86
88
81
B-363
-------
Table l(b)
Hourly Sound Levels at Site 1
April 30-May 1, 1978
(All Times Are Local Daylight Savings Time)
Date
4/30/78
5/1/78
Start Time
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
Le,
61.0
64.3
65.5
63.9
63.8
62.5
67.0
70.7
66.6
59.5
66.9
69.8
64.0
62.4
62.9
67.2
62.3
66.9
63.6
62.8
62.3
62.1
65.7
L99
53
54
53
51
52
51
55
63
55
55
59
59
51
50
50
51
51
54
55
52
53
53
55
L90
55
56
55
54
55
53
59
64
56
56
60
61
53
51
51
56
54
55
56
55
54
55
57
LSO
58
65
60
58
60
57
64
68
62
57
65
64
59
56
58
62
58
58
62
59
58
58
62
LIO
63
67
68
66
66
67
70
74
71
61
70
70
67
65
66
72
65
63
66
66
63
64
68
L!
68
69
77
75
74
73
76
78
74
69
74
80
74
73
73
74
72
79
72
73
73
72
75
Tnax
85
79
86
87
83
78
83
92
85
77
81
93
85
86
86
81
83
90
80
80
89
82
85
B-364
-------
Table 2(a)
Hourly Sound Levels at Site 2
' •- April 29-30, 1978
(All Times Are Local Standard Time)
Date
4/29/78
•
4/30/78
{
i
•• .
*
• .
Start Time
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
1200
^q
68.7
60.2
64.0
69.6
71.5
68.8
70.2
69.1
66.1
68.3
67.8
66.7
66.9
66.7
69.8
72.1
69.7
69.7
69.1
68.6
70.9
67.2
67.5
68.9
L99
59
58
58
61
59
59
63
63
59
59
58
62
58
58
61
64
65
65
59
62
64
64
61
58
L90
59
59
60
64
60
60
64
64
60
60
60
63
60
60
63
65
66
66
60
64.
65
65
63
61
L50
62
60
62
67
67
64
67
67
64
62
64
65
63
63
67
66
67
68
63
67
67
66
66
67
Mo
68
61
66
72
73
72
73
72
68
70
72
69
69
70
72
71
71
71
70
70
71
69
70
72
L!
79
65
73
78
84
79
79
77
77
74
76
73
75
76
79
79
76
75
81
75
81
73
74
77
'•max
91
71
84
87
91
84
86
87
81
100
86
88
93
87
89
99
96
93
92
92
93
82
84
84
B-365
-------
Table 2(b)
Hourly Sound Levels at Site 2
April 30-May 1, 1978
(All Times Are Local Daylight Savings Time)
Date
4/30/78
5/1/78
Start Time
1300
1400
1500
1600
1.700
1800
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
^
66.0
64.2
67.7
67.5
66.2
67.1
67.6
68.1
67.3
67.5
67.9
67.4
67.0
67.8
63.9
68.2
65.4
67.4
66.9
64.7
65.1
68.0
66.4
L99
57
57
60
59
57
57
57
59
59
62
59
60
57
58
59
61
58
59
59
58
59
62
58
L90
58
58
61
60
58
58
59
60
60
64
61
62
59
61
60
63
59
61
60
59
60
63
60
1-50
60
61
64
63
63
61
63
65
65
67
64
64
63
63
62
66
63
63
63
64
62
67
65
LIO
70
67
70
71
70
69
71
72
70
69
71
68
69
69
66
71
68
68
70
67
66
71
69
L!
76
74
77
77
76
79
77
77
76
73
77
78
75
79
72
77
74
78
77
71
71
75
74
TTIOX
87
84
90
85
83
85
87
83
87
85
82
89
96
91
77
87
86
87
88
82
91
86
79
B-366
-------
Table3
Hourly Sound Levels at Site 3
Apr!I 30-May 1, 1978
(All Times Are Local Daylight Savings Time)
Date
4/30/78
•
5/1/78
Start Time
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
OOO'O
0100
0200
0300
0400
0500
0600.
0700
0800
0900
1000
1100
l,q
66.9
72.6
64.5
68.5
67.8
68.9
67.4
70.1
66.6
67.0
60.9
65.7
67.2
71.2
68.7
71.3
71.8
69.6
67.7
65.6
68.0
69.8
70.2
67.6
L99
58
57
57
58
57
57
58
59
59
57
57
57
56
56
56
56
57
58
59
61
59
59
59
60 ,
L90
59
59
58
60
58
59
59
60
60
59
58
59
58
59
59
58
59
60
60
62
60
60
61
61
1-50
64
64
61
65
62
63
63
65
63
63
60
61
62
66
65
63
64
64
63
64
63
64
65
65
Mo
70
72
67
70
70
71
70
73
70
70
63
68
71
75
72
72
75
72
70
68
69
73
73
70
•-I
78
82
75
75
80
80
78
80
75
77
67
77
78
8.2
79
82
85
81
78
74
82
82
81
76
"max
80
105
79
95
86
89
85
88
87
84
73
86
84
90
86
97
90
88
86
83
86
87
88
87
B-367
-------
Table 4
Day, Night, 24-Hour, and
Day-Night Sound Levels at Sites 1 to 3
Site
Date
I-d
Ln
Leq(24)
«-dn
1
4/29-30/78
65.0
64.8
64.9
71.2
1
4/30-5/1/78
65.2
65.7
65.4 ,
72.0
2
4/29-30/78
68.7
69.0
68.8
75.4
2
4/30-5/1/78
66.8
67.1
66.9
73.5
3
4/30-5/1/78
68.6
69.2
68.8
75.5
B-368 - a
-------
This model essentially assumes a rectangular time history for the sound energy of events
longer than 10 sees and a triangular time history for the sound energy of events shorter
than 10 sees.
The acoustic energy corresponding to the background for which no single source
was identifiable is modeled by:
L./10
Eb a 10 T
where L, is the A-weighted, fast response background level; and
T is the total duration of the measurement period.
The percentage contribution P to the total acoustic energy during the measurement
period of noise events of the same type is given by:
p = ! x 10Q%
where Sum 1 represents events of the same type; and
Sum 2 represents all events.
The resulting percentages for each site are shown in Tables 5 to 7. At all sites
railroad noise sources contribute the majority of the acoustic energy to the site. This is
to be expected since the sites were chosen away from heavily trafficked roads so that
railroad noise would predominate.
B-368
-------
Table 5
Source Contributions at Site 1
Date
4/30/78
,
, '
Time
1030-1130
•
Source
Locomotive Moving
Train Moving
Locomotive Idling
Background
Car Impact
Air Release
Wheel Squeal
Refrigerator Car
Motor Vehicle
Percent of
Acoustic Energy
44
31
20
4
<1
<1
<1
<1
<1
Table 6
Source Contributions at Site 2
Date
4/30/78
Time
1400-1500
Source
Locomotive Moving
Train Moving
Background
Locomotive Idling
Car Impact
Locomotive Horn
Air Release
Wheel Squeal
Mptor Vehicle
Percent of ;
Acoustic Energy
39
32
21
5
2
<1
<1
<1
<1
B-369
-------
Table 7
Source Contributions at Site 3
Date
4/30/78
5/1/78
Time
1520-1620
•
0900-1000
•
Source
Train Moving
Locomotive Moving
Background
Locomotive Horn/Bell
Motor Vehicles
Car Impact
Air Release
Wheel Squeal
Loudspeakers
Locomotive Moving
Train Moving
Background
Locomotive Idling
Car Impact
Locomotive Horn
Loudspeakers
Motor Vehicles
Percent of
Acoustic Energy
62
26
9
1
1
<1
<1
<1
<1
91
5
3
<1
<1
-------
Toble 8
Source Contributions at Site 3
Date
Time
Source
Percentof
Acoustic Energy
4/27/78
1415-1515
Through Passenger Trains
Train Moving
Background
Locomotive Moving
Car Impact
Adjacent Industrial Noise
87
9
2'
1
Table 9
Source Contributions at Site 4
Date
Time
Source
Percentof
Acoustic Energy
4/28/78
1430-1530
Locomotive Idling
Locomotive Moving
Loudspeakers
Locomotive Horn/Bell
Motor Vehicles
98
1
B-371
-------
HEM'AHCH AND TEST DEPARTMENT • AMERICAN RAILROADS UUILDING
1920 I. STREET, N.W., WASHINGTON. D.C. 20036 • AHEA CODE 202 • 293- 5035
May 23, 1978
Dr. William E. Roper, Chief
Surface Transportation Noise
Environmental Protection Agency
Crystal Mall, Building 2
1921 Jefferson Davis Highway
Arlington, Virginia 20460
Dear Bill: '•.
Enclosed are noise data from^Northtown hump classification yard,
Fridley, Minnesota, as measured by Burlington Northern, Inc. personnel \
during the period April 27 to May 8, 1978. Included herein is 1) noise
survey sheets detailing atmospheric conditions, measurement locations i
and instrumentation information, 2) Noise Analysis Data sheets for the !
three test sites measured, 3) a color photograph of the yard showing j
the positions of monitoring locations 1 and 3, 4) black S white photo-
graphs showing the location of all monitoring locations, 5) a scale !
drawing of the yard showing the locations of all monitoring locations, ;
and 6) summaries of operational data for the measurement period. j
The instrumentation was such that either 8, 16, or 24-hour L or ' ]
L(jn could be measured but not both, so L(jn was selected. The L<3n values 1
as measured 900 feet from the master retarder and 600 feet from the •
nearest group retarder on April 28, 29 and 30 in the shadow of the
noise barriers, were 74, 73, and 73 dB(A), respectively. The microphone ;
was located such that it was below the top of the berm paralleling the j
yard on the near side of the yard. Other L^n values measured at •
Northtown ranged from 65 to 68 dB(A). 1
j
I have copies of the raw operational data should you need them.
If you have any questions about any of the information contained in 1
this package, please contact me. '•
i
Sincerely,
Peter C. L. Conlon
Environmental Specialist
Attachments
B-372
-------
•["FROM THE'DESK OF"]
PETER CONLON
B-373
-------
NOISL Su'RVbY
Location Fricllp.y and Minneapolis,,!^. (Burlington Northern Morthtown Yard)
Date .Sgril 28. 1978 thru May 8, 1978
Time Continuous ?4 hr. mom'tn'-ino
Atmospheric Conditions
Temperature low 36°F.. high 55 ° F.
Wind Speed 2-10
Relative Humidity
Barometric Pressure
MPH Easterly
X
Inches
Direction
Measurement locations
Address Sites I. 2 and 3 on_ £j)st sids of YsrH, arijarpnt to
residential areas at property linp Inratinns, SP? attarhpH plan-
for gxact microphone locatinns. '
Time of survey start i?:no nnnn April ?R ig7fi_
Time Of Survey finish l?:0n nonn May R, 1Q7R
Instrumentation
General Radio rlQ-^R rnrrniunit.y Nniso An^ly/or, Ser-j-^1 ffo. 142
Rariin ^19S?, ^ inrh El.Ttrpt Tondpn^pr nirropfiopp, _ ^rial I4?14
R?rlin ^PfiO-Pd?, Prp-smpl-ifinr, S
Radio ^1945-96-lfl, Iflp-.t.hfrprnnf finn1o<:urg
Radio r!56?-A. Sr>und loygl calibrator
Comments SattPry condition checked at st?rt and gopdlusion of tests at each
.sitejocatjjn,.... Calibration, checks Tnade at start and conclusion of tests at each
C. F.
InvestibHor
5-10-7S.
B-374
-------
!LP.iLn_i!; A'.YSTS DATA
General Radio - 19'i5 Coir.nuiity Hoise Analyzer
1. Location Test Site #1. 50 ft. west. Mf property lino fence at 41st Ave. N.E.
Fridley, Minnesota, Northtown Railroad Yard. Microphone located below,
top of berm, shielded from adjacent residence area sounds. _ __
2. Calibration at start of test period: OK - 114 dB P 1000 Mr
3'. Calibration at end of test period: QK . ]ifl riR ft 1000 H?
4. Battery check at start of test period: OK
5. Battery check at end of test period: _OK
DATA
DATA
L MAX
L 0.1
L 1
L 10
L 50
L 90
L 99
L Hin.
f. 5/2't
1 1/24
Huu /
A 8/24
(^5/8
L 2
L 5
L 20
. L dn
Tirst Rur.
Date 4/28/78
12:00 noon
Time Completed
12:00 noon -1/29/78
95
32
73
70
67
64
59
56
72 •
71
68
70
7?
7T
69
74
Second Run
Date 4/29/78
Time Started
12:00 noon
Time Comoletcd
12:00 noon, 4/30/78
97 '
82
73
69
67
64
63
60
71
70
68
70
71
70
69
73
Third Run
Date 4/30/78
Time Started
12:00 noon
Time Completed
12:00 noon, 5/1/78
• 100
81
72
69
66
62
60
57
71
70
67
70
71
70
68
73
Comments: Meter on Fast Response, A weighted, Each run for a 24 hour uninterrupted period.
. Wind 2 - 5 MPH, N.E. - Cigar,'bright sunlight days , .
Temperatures 40 - 55 F., No precipitation
C. F. MnoTder
BURLINGTON NORTHERN
B-375
Invest ifea
V
May 10. 1978
Date
-------
riOISE AH/> LYSIS DATA
General Radio.- 19"4;> Community Noise Analyzer
1. Location _Tpst.Sitp Nn. ?, at extreme wpst end of 43rd Ave. N.E.. approximately
400 ft. frnm m.psel Lnromntivn Shop. _ Microphone placed at property line
inside the fence of Aiax Mfg. Co.. Fridley. MH.
2. Calibration at start of test period:
3. Calibration at end of test period:
OK - 114 dB (? 1000 Hz
OK - 114 dB @ 1000 Hz
<*. Battery check at start of test period: OK
5. Battery check at end of test period: OK
DATA
DATA
L MAX
L 0.1
L 1
I 10
L 50
L 90
L 99
L Hin.
f. 5/21
\ 1/24
H U U S
| 8/2H
(^.5/8
L 2
L 5
L 20
L dn
First Run
Date 5/7/78
7:00 AM
Time Completed
7:00 AM. 5/3/78
94
82
72
65
60
55
52
50
70 -
68
62
67
70
68
64
67
Second Run
Date 5/3/78
Time Started
7:00 AM
Time Completed
7:00 AM, 5/4/78
91
81
74
69
59
56
54
52
72
69
61 '
67
72
68
62
68
Third Run
Date 5/4/78
Time Started
7:00 AM
Time Completed
7:00 AM. 5/5/7S
'. .".". .'. .93 .•
86
75
65
60 '
54
52
50
71
68
61
67
71
67
63
67
i
Comment S : Mptpr nn fact rpcpnngp fl wpjjht
Wind N _ F , 5 ~ fi ^^ rlp/ir hrinhf <^|[n1 inhf* H^c
parh run fn»' a ?fl hrviy iin inf nr-i-npt-nH pnv-nr<
r. F
r>T*>r
*
BURUNGTON NORTHERN
nvest igcSitor
Mi 10 TQ7fl
Date
-------
NOISE ANALYSIS DATA
General Radio -. 1945 Community Noise Analyzer
1. Location Test Site No. 3, 100 ft. wgst of property line fence at Main Street. Approxi-
mately 1100 ft. south of 37th Ave. N.E., Minneapolis, MN, overlooking the
One-Spot car repair facility at Northtown Railroad Yard. Microphone located
at too of berm. overlooking railroad yard and adjacent residential area.
2. Calibration at start of test period: OK, 114 rlR & IQflO H?
3. Calibration at end of test period: OK. 114 dB P 1000 Hz
*4. flattery check at start of test period; QK
5. Battery check at end of test period: OK
DATA
DATA
L MAX
L 0.1
L 1
L 10
L 50
L 90
L 99
L Min.
t.5/2U
1/24
it UU J
| 8/24
(.5/8
L 2
L 5
L 20
L dn
First Run
Date May 5, 1978
Tirae Starred
12:00 noon
Time Completed
12:00 noon. 5/6/78
86
76
69
62
57
53
51
49
66 •
64
58
63
67
64
60
65
Second Run
Date 5/6/78 "
Time Started
12:00 noon
Time Completed
12:00 noon, 5/7/78
87
76
70
64
57
53
51
49
68
65
59
64
68
65
61
65
Third Run
Date 5/8/73
Time Started
12:00 noon
rime Completed
12:00 noon. 5/8/73
88
83
80
70
58
52
48
46
78
76
60
73
n
75
64
68
Comment s : Microohong
car repair facilit an.d South pnd nf Yarr! -
'aroximatel 300 ft. frnm Tar Shn nn thp
Prnprt linp
100 ft. east of microphone location. Hgtgr on fa«;t
A wpinht.prL Farh
for a 24
uninterrupted period. Skv partly cloudy to rloi/a. Chanin y/ffath°r
conditions. Cloudy with light rain on May 7th & 8th
JL
. Wind.N W.
»\.\i
6-10 mph, temperature 38-55"
er
BURLINGTON NORTHERN
B-377
Invest if
5-10-78
Date
-------
DATA SUMMARY - NORTHTOWN
LOCOMOTIVES SERVICED
5/1/78
5/2/78
5/3/78
5/4/78
5/5/78
68 UNITS SERVICED, 1 LOAD TEST
73 UNITS SERVICED, 2 LOAD TESTS
65 UNITS SERVICED, 1 LOAD TEST
54 UNITS SERVICED, 1 LOAD TEST
66 UNITS SERVICED, 0 LOAD TEST
B-378
-------
DATE
DATA SUMMARY - NORTIITOWN
CARS HUMPED
1ST SHIFT
2ND SHIFT
3RD SHIFT
TOTAL
4/27/78
4/28/78
4/29/78
4/30/78
5/01/78
5/02/78
5/03/78
5/04/78
'•\ 5/05/78
5/06/78
5/07/78
792
613
584
758
619
487
656
508
809
729
111
823
. 814
902
785 '
797
605
718 '
743
802
792
746
808
774 =
671
819
878
860
886
746
644
679
721
2,423
2,201
2,157
2,362
2,234
1,952
2,260
1,997
2,255
2,200
2 , 244
AVERAGE
666
775
771
2,207
-B-379
-------
•f
Set time of day
Read answers
on digital display
Press selected
buttons at the
conclusion of
the measurement
/or immediate
readout of the
computed and
stored answers
,J HI (Ml SUM CIOC« ^
^ , — CLOCK IUIITS SI! IIW[ HUH BEttKl
x-
-------
cxcoedance distribution curve. For our example, Lgp is 48
dB. The 1945 automatically forms the histogram, the cxcced-
ance distribution, and, from that, the commonly used
exceedance levels that are selected on the front panel.
Determination of a set of exceedance levels provides a
great deal of information about the levels of noise and their
variation in ;j measurement interval or "run." A set of 3
(most commonly Lgg, LSQ, LIQ) IS considerably more
informative than a singl.e measurement, even one so care-
fully derived as Leq, described below.
4.1.4 Equivalent Energy Levels L(.q and Ld,v
Although a set of exceedance levels are often required
to describe a noise environment, there is a need for a meas-
ure that summarizes all information about absolute level
and variation in a single number. The equivalent energy
A n ,„,
20%
2O%
~~~ 1 5*
40 SO 60 70 80 dS
EounJlml
ion
?
2 70
1 '
R
i
.*- known point
• NN-' f
4_
1 ! o . .
40 60 60 70
Sound L«n<
Figure 4-2. Simplified illustration of how cxceedanco levels are
obtained from a set of mcasurnmnnts.
A. Histogram of data. All samples are grouped in sound-level
segments.
B. Excecd;mco distribution curve. Each known point is at a
boundary botwvun segments. Although the exceedance function
(curve) could bo anywhere within stair-like bounds as shown par-
tially, a smooth curve through the known points is the best
approximation.
C. Excocd.mce-lcvel readout. At each desired percentage
excoodonco (vortical scale) we cintormine frpm snid curve
the oxcocvlance level (horizontal scale). The 1945 pushbuttons
»eloct certain percentages. However, the excnedance level of
any percentage can be obtained from the distribution curve.
(You can approximate the curve using data from the available
display! or guneratu it with precision using the serial data output.)
level, Leq, is regarded as the most objective single-number
description. L^q is the sound-level of the equivalent con-
stant sound that (acting for the duration of the measurement
run) would generate the same total energy as does the
measured (varying) sound. Leq is defined mathematically as:
= 10 Iog10
'2 P2(t)
dt
where p(t) is the time-varying sound pressure and po is the
reference pressure, 20 uPa. When the data for a run consists
of N samples of the sound level, the equivalent definition is:
= 10log10
i/10
where Lj is the sound level (in decibels) of the sample
numbered "i".
The day-night level Ldr> 's closely related to the equiva-
lent energy level, but is defined with a recognition that
noise is more disturbing during the night than during the
day (at least for the majority of people). Ldn is a 24-hour
equivalent energy calculation with a 10-dB penalty added
to every sample taken during the nine "night" hours of
10:00 P.M. to 7:00 A.M., thu;:
10 log
10
D
D + N
10
10
i= 1
D
LjJ-JCT
-, 10"
where Lj is the sound-level in dB of each daytime sample
(07:00 through 22:00), Lj is the sound-level in dB of each
nighttime sample (22:00 through 07:00), D = 15 k, and
N = 9 k, where k is the sampling rate, in samples per hr. •
4.2 BLOCK DIAGRAM EXPLANATION. Figure 4-3.
The input signal (from MIC or AUX source) is fed to
the Analog Weighting and Detector Circuit where the signal
is weighted according to the selected characteristic and
processed by the mean-square detector. The resultant dc
signal is then digitized in 1-dB steps by the A/D Converter
and fed to the Control Logic section.
The digitized information is converted by Control Logic
to a time-delayed pulse where the time delay, with respect
to a master reset, is proportional to that digital number and
hence to the sound-level. In DISPLAY LEVEL mode.the
time-delayed pulse is routed by Control Logic to the Display
Logic section, converted to digital sound-level information,
and transferred to the LED Display.
Federal Register. Vol 39, No. 121, pages 22297...22299. Juno 21. 1974.
B-381
THEORY 43
-------
If measurement runs art in progress, the Control Logic
routes the; time-delayed pulse via the serial Adder into the
Memory Jocntion associated with the particular run and
sound-level value and into the optional Leq Processor.
The Memory block contains 3 memories (1 for each run);
all are cleared prior to runs.
Each memory consists of a 204b-bit dynamic shift
register whose bit clock is 16 times faster .than the A/D
converter clock. This allows the memory to be divided into
128 16-bit words, each being assigned a 1-dB window or
bin. Since the memory address is synchronous with the
A/D Converter, the time-delayed pulse can add a data bit
representing the occurance of only one discrete sound-level
measurement to only one 16-bit word per complete memory
cycle. Each memory cycle begins at the master reset (GRST
in Figure 2-9) and accommodates one new sound-level
sample. These samples occur approximately every 0.22
seconds.
The Control Logic, programmed in part by the RUN
LENGTH switches, count; the number of samples, while a
histogram is created in Memory, for each run. The run
lengths are internally programmed by fixing the number
of samples to be taken and by allotting all or some propor-
tion of the available incoming data samples to be actually
used in the histogram. When the number of samples taken
is altered, the numerical value assigned to each sample is
altered in order to maintain the same full-scale histogram
value. Listed in Table 4-1 are the number of samples
counted and the proportion of the available ones used for
each run length.
Table 4-1
SAMPLE USAGE IN HISTOGRAM
Run Length
Samples Counted
Samples Uiod
Woight
1/2 hour
1
2
3
4
6
8
12
24
213-1
214-2
215-4
215-4
216— 8
2l6-8
216-8
216-8
216-S
(8,191)
(16,332)
(32,764)
(32.764)
(65,528)
(65,528)
(65,528)
(65,528)
(65,528)
All
All
All
2 of 3
All
2 of 3
1 of 2
1 of 3
1 of 6
8
4
2
2
1
1
1
1
1 .
At the conclusion of each run and prior to the beginning
of the next, the Control Logic programs the Adder to sum
each 16-bit word in Memory to the sum of all previous words
for one complete cycle. This computation serves to integrate
the histogram, yielding a cumulative distribution. Figure 4-4
illustrates, with the same simplified sst of data used in
Figure 4-2. The circuitry in th'i analyzer obtains fine resolu-
tion, with a bin (segment) size only 1 dB wide along the
sound-level scale and with 65,528 samples representing 100%
(for runs of 4 hr or longer). The number stored in ROM for
L50 is then 32,764, for example.
The display section employs a 3-decade BCD counter with
an output storage register which drives the LED display. The
counter is cleared once per cycle and driven at the A/D-con-
verter clock rale (1/16 the memory clock rate). In DISPLAY
LEVEL mode, the time-delayed pulse from the Control
4-4 THEORY
Figuro 4-3. Block diagram of tho analyzor.
B-382
-------
n
to
40
X
F^
— ;:.
?™~
— -. .1. .
B
A
^T:-
40 4i> so 55 ea ?o 75
SoMfld Lvnl (txc*«d»n«« L«v«<)
-L
-L
60
-L
90
— L MIN
dB
.3
!?
processor, a third source of delayed transfer pulse is gen-
erated for l^q (or Lfjn) only.
M
UJ >
Figure 4-4. Simplified illustration of how data is combined to form
a cumulative distribution.
A. Hir.tocram of s-implas measured in sound-level segments (sea
also Figure 4-2).
JB. Cumulative distribution, which is obtained by succnssivo
additions. In this example,'1.20 •'* 60 dB.
additions. In this cx-imple, L2Q is CO dB.
Logic is used to transfer the contents of the counter to the
output storage register, thus producing the apparently con-
tinuous input-level display. For any excecdance-level display,
the time-delayed transfer pulse is generated by comparing
the selected memory contends with the contents of a read-
only memory thai contains the complement of the percen-
tage full scale of the cumulative distribution for that exceed-
ance level. (Refer to the figure.) If you have the optional Leq
The real time clock is comprised of 4 parallel-loaded BCD
counters and controls only the time at which the first run
begins. When the power switch is.in the SET TIME CLOCK
STARTS position, the clock is loaded from the TEST SCHE-
DULE thumbwheel switches but does not start until the
power switch has been advanced to the START CLOCK/
SET TIME RUN BEGINS position. Finally, with the power
switch in the ENABLE RUN position, the run will begin
when the clock data equals the thumbwheel-sxvitch setting.
Since the analug circuitry requires some settling time,
after the application of dc power at the beginning of the
first run to the preamp and analog circuitry, the Control
Logic, provides a delay of approx 25 seconds before enabling
the measurement to begin.
Unregulated battery voltage is reduced to 5 volts by a
switching regulator, which supplies power at 5 V to the
display logic. The switching regulator also feeds an inverter
power supply, which produces +9 volts fcr digital-logic
and analog power, —9 volts for analog power and +18
volts for the external preamplifier.
For schematic diagrams and more details, refer to the
1945 Service Manual (see Tabl? 1-3).
B-383
THEORY 4-5
-------
MEMORANDUM
TO: Peter Conloo/AAR DATE: May 11, 1978
FROM: Eric Stusnick ?> 1-
SUBJECT: Preliminary Analysis of Acoustic Data From B.N. Cicero Yard and Chessie Barr Yard
This memorandum documents the day sound levels, night sound levels, 24-hour,
and day-night sound levels that were measured near the boundary line of the B.N. Cicero
Yard from April 26 to April 28, 1978, and near the boundary line of the Chessie Barr Yard
from April 29 to May 1, 1978. Table 1 shows the values of these acoustic metrics meas-
ured at the three sites chosen at each of these two yards.
I am currently preparing a more detailed description of the measurement program
which includes hourly values of Leq, \~rr]ax, LJ , LJQ, L$Q, LQQ, and [.99 at each of the
sites along with analyses of the major noise sources contributing to the boundary line noise
exposure during selected periods.
Table 1
Day, Night, 24-Hour, and Day-Night Sound Levels
at B.N. Cicero Yard and at Chessie Barr vard
ld
L
n
L«q(24)
ldn
B.N. Cjcero Yard, Chicago, III.
Site 1*
4/26-
27/78
—
—
—
79
Site 2
4/26-
27/78
76.7
73.9
75.8
80.8
Site 2
4/27-
28/78
72.8
71.5
72.4
78.1
Site 3
4/26-
27/78
76.6
68.7
75.0
77.5
Site 4
4/27-
28/78
72.3
72.9
72.5
79.2
Chessie Barr Yard, Riverdale, III.
Site 1
4/29-
30/78
65.0
64.8
64.9
71.2
Site 1
4/30-
5/1/78
65.2
65.7
65.4
72.0
Site 2
4/29-
30/78
68.7
69.0
68.8
75.4
Site 3
4/30-
5/1/78
68.6
69,2
68.8
75.5
* Measured by C. Muelder, Burlington Northern.
ES/agb
B-384
-------
^M'- '.;:]
"vS>
The Atchi»on,Topska and Santa Fs Railway Company
/» {,gnla Fo Industries Company
Motive Power Building, BI£S^t:3KfJga., Topeka, Kansas 66616, 913/235-0041
1001 N.E. Atchison Street
May 22, 1978
File: 12-36.063
V
'
Mr. Peter C. L. Conlon
Environmental Specialist
Research and Test Department
American Railroads Building
1920 L Street, H.W.
Washington, D.C. 20036
Dear Sir: _
LDN community noise measurements were made at one Emporia Yard
Location for the 24-hour period ending at 3 p.m., May 12. The community
noise analyzer was on the A-scale and at fast response.
The location of the microphone was app-rox. 700 feet east of Mile
Post 114, 50 ft south of the No. 3 main line, 73 ft north of the nearest
yard track and 5.5 ft above ground level.
Microphone wind noise interference was considerable and no doubt
contributed to produce a higher LDN factor by at least several decibels.
Wind noise interference became apparent on the graphic sound-level recorder,
and on the community analyzer sound-level readout, at about 9 a.m., with
variable winds estimated at 10 to 20 mph, which produced short duration
indications of up to 60 dB(A). Wind noise interference increased gradually
in height and duration until, during the last half-hour of measurement,.
had reached peaks of 70 to 80 dB(A) covering more than 50 percent of the
time scale, produced by variable wind velocities estimated up to 50 mph.
Othex" than the wind and some thunder, noise sources were almost
exclusively from yard switching operations and main line train passby's;
there was no street or other outside noise and only an occasional company
car on the nearby service road.
At the end of the 24-hour period, the community analyzer readings
were as follows:
LDN - 78 dB(A)fast
Lmax = 102; LO.l = 93, LI = 85; L2 = 80; L5 = 73; L10 = 68; L20 = 63; L50 - 54;
L90 = 46; L99 = 42; Lmin « 37.
Yours very truly,
cc - Mr. D. G. Ruegg (File 18529-17)
C. R. Kaolin, Director
Technical Research and
Development
-------
Topeka, May 9, 1978
File: 12-36.021
Mr. D. G. Ruegg:
Please refer to property line noise measurements at Corwlth Yard
requested by B. J. Rust from your staff.
Representatives from this Department were at Corwtth Yard May 3
to 5 to make property line measurements with a community noise analyzer over
a 48-hour period. The location of the microphone, selected by your representa
tive, was 95-fcet south of the TOFC Terminal Building, 2 feet Inside the
property line fence and 5-1/2 feet above ground level. The analyzer was
A-welghted and at fast-meter response.
During the first 24-hour period, A-welghted LEQ, L10 and L90 were
measured at hourly Intervals, except where readings were not available due
to Instrument malfunction, as shown below:
"May 3 _ LEq L10 LjjO. May 4 _ LEQ L10 L90
2 To 3 PM 6S 67 50 12 To 1 AM 62 62 52
3 To '. 4 66 66 52 1 To 2 ' 66 70 55
4 To 5 65 69 51 2 To 3 73 76 51
5 To 6 68 71 57 3 To 4 67 69 52 .
6 To 7 70 72 56 4 To 5 67 72 52
7 To 8 66 72 59 5 To 6 73 77 52
8 To 9 67 70 55 6 To 7 71 73 58
9 To 10 72 77 56 7 To 8 67 NA 56
10 To 11 66 72 58 8 To 9 70 73 59
11 To 12 68 ' 69 53 9 To 10 . 66 69 57
10 To 11 66 NA NA
NA: Reading not available due 11 To 12 69 71 62
to Instrument malfunction. 12 To 1 PM 70 NA 66
1 To 2 72 NA 61
The LDN was measured for the 24-hour period from 2:09 PM, May 4
to 2:09 PM, May 5, on the A-scale and at fast-meter response, with the follow-
ing results:
LDN = 74 dB(A);
Lmax = 94; LO.l = 89; LI = 83; L2 = 78; L5 = 74; L10 - 71; L20 = 67; L50 » 62;
L90 = 57; L99 = 54; Lraln = 49.
The reading of a sound level meter was recorded continuously on a
strip chart for the entire 48-hour period of measurements. The sources of the
t
B-386
VICE PR£S. OPRS
MAY 15 1978
-------
Mr. D. G. Ruegg - 2 - May 9, 1978
File: 12-36.021
noises contributing to the Community Analyzer factors were almost exclusively
from the TOFC activities, such as truck movements, travelift crane operation,
and a very small amount of car switching impacts. The nearest approach to
the microphone by trucks was 25 feet, and by cranes was 35 feet. There was no
noticeable participation by street traffic noises from outside the fence, by
hump yard retarder noise, nor by train operating noise.
C. R. Kaelin
B-387
-------
May 17, 1978
ACOUSTIC MEASUREMENT PROGRAM
APRIL 26-28, 1978
B.N. CICERO YARD
CICERO, ILLINOIS
Introduction
In order to broaden the data base that will be available for assessing EPA's
proposed regulatory standards for railroad noise, the Association of American Railroads
contracted with Wylc Laboratories to undertake a series of acoustic measurements at
selected railroad facilities. As part of this program, measurements were carried out
between April 26 and April 28, 1978, at the Burlington Northern Classification Yard
in Cicero, Illinois. This is a crowded hump yard located in a suburb of Chicago, which
abuts on industrial, commercial, and residential neighborhoods.
Procedure and Results
Four fixed measurement sites were chosen near the boundary lines of the B.N.
Cicero Classification Yard. This yard is bounded primarily by the heavily travelled
thoroughfares of Ogden Avenue, West 31st Street, and West 26th Street. In order to
minimize the contribution of traffic noise to the measured acoustic signal, the sites were
generally chosen a short distance inside the property line. Figure 1 shows the general
location of the four sites relative to the yard as a whole; while Figures 2 to 5 show, in
scale, the actual location of each microphone position.
Site 1 was located on the roof of a shed about 175 feet south of the T.O.F.C.
loading/unloading facility and about 150 feet inside the property line from Ogden Avenue.
At this site a GenRad 1945 Community Noise Analyzer, belonging to Burlington Northern
Railroad, was used to obtain 24-hour percent!le-exceeded sound levels and the day-night
sound level for the period 0915 on April 26, 1978, to 0915 on April 27, 1978. The
resultant levels are shown in Table 1.
At this site the predominant noise source is the movement of tractor-trailers to
and from the loading/unloading facility. Since the majority of these vehicles are privately
owned it is not clear whether or not their noise emission would be covered by the proposed
standards.
B-388
-------
CICERO YARI
•-«•.«-•* !.*»«• ••-«*?w*tj»r>^
Figure 1. Acoustic Measurement Sites
-------
YA R D
I /
•*• I
O C 3 - .? --
Cars f Guffer
.1 ' i —.... 11... ..-i ..i I. I, . , - '• /. i. " 1 ..i ... .' . —-* i — - •'*(*•: - '-••i * '.i -1^'-.. —* I,, i < .1 . *T. .''... " i- i '--.•__-.'. -—-—. ,—*-
CD .^^--'•--\--^^~-^--l'-~-----^ ..:•" .^';"\ -'"±•v~^V^^fr-"~rrg—ifr—-\.I '•^r^-'"/^
— ^—_ -^ j i :/; . -—.% .. -f-—• — /•• -y>.:.:—fr.Tr~.r-.-Vr::•-—-_-=r~-rrr--•T^-;;-----~-->---^.-•;••'»•—-- r~ •X"'"'-"'""-'-/'!^~
. . *-^' •*' i ••.•*••*•- • ' ' • ..-*-4 ••^ i-'i !.!•••. . , ,, fc, —.I, — .1 ... -&... ..'— •.— .^jnr^h |_^. .—.-. •. r . t i ... .. . r\ m. .. _ ... * | _ -\ .i---—. ,
-------
Fiaure 3. LocnUon of Measurement Site 2.
-------
Figure 4. Location of Measurement Site 3.
-------
:^EE3^S^HEEZ^
':/"pjvMif!f ~Jv j _ .7u:>;—~~i^r-<"7r-—-V----^rr-^
r.;.. ...-.-:'•; p -rj_\ --:-- |i'^fr**—^ • • = —--'-•
Location of Measurement
-------
Table 1
Sound Levels at Site 1
0915, April 26, 1978 - 0915, April 27, 1978
Noise
Metric
Ldn
max
L0.1
L2
L5
ho
L20
L50
L90
L99
L .
mm
Level
dB
79
116
89
80
78
76
74
70
66
64
61
B-394
WV1
-------
Site 2 was located at the cast end of the roof of the eastbound yard office, about
400 feet south of the group retarders and about 100 feet inside the property line from
Ogden Avenue. At this site digital tape recordings were made of the A-weighted, fast
response sound level for a period of 48 hours using a B&K 181 Digital Data Recorder.
This tape was later replayed in the laboratory to produce the hourly equivalent sound
levels and percentile-exceeded sound levels which are shown in Table 2. The day, night,
24-hour, and day-night sound levels for these two 24-hour periods are shown in Table 5.
At Site 2 the predominant sources of noise were the movement of locomotives and
of trains. Wheel squeal in the retarders, air release, and car impacts all contributed
little to the total acoustic energy.
Site 3 was located at the B.N. property line about 300 feet north of the inert
retarders and about 600 feet west of the Cicero Depot. The site was about 50 feet from
the mainline tracks on which commuter trains regularly operated. Digital tape recordings
were made of the A-weighted, fast response sound level for 24 hours. The resulting hourly
percentile-exceeded sound levels and equivalent sound levels are shown in Table 3 while
the corresponding day, night, 24-hour, and day-night sound levels are shown in Table 5.
At this site the predominant contributor to the noise emission was the movement
of through passenger trains. Car impacts and wheel squeal were negligible contributors
to the overall noise dose.
Site 4 was located about 300 feet west of the diesel repair shop and about 100 feet
Inside the property line from West 31st Street. Digital recordings were made of the A-
weighted, fast response sound level at this site for a period of 24 hours. The resultant
hourly levels are presented in Table 4; the day, night, 24-hour, and day-night levels
are shown in Table 5.
At Site 4 the major contributor to the noise emission was idling locomotives. Also
contributing to the noise dose were load tests that were performed on several locomotives.
Analysis of Source Contributions
In addition to the digital tape recordings described above, measurements were
made at representative times at each site'of the peak levels and durations of individual
B-395
-------
Table 2(a)
Hourly Sound Levels at Site 2
April 26-27, 1978
Date
4/26/78
4/27/78
Start Time
1800
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
^q
81.0
76.6
77.2
77.5
74.6
75.7
75.6
78.3
71.2
67.2
68.5
71.0
70.8
68.3
71.9
78.3
72.9
72.4
74.5
77.6
80.4
77.9
73.7
73.3
L99
59
62
61
59
59
61
59
56
59
60
61
60
61
62
59
63
61
59
61
58
61
62
64
63
L90
64
64
63
63
63
63
63
60
60
61
62
62
63
64
62
67
65
62
63
61
65
65
66
65
L50
72
70
65
71
69
66
68
67
65
63
64
67
66
66
67
73
70
67
71
69
73
72
70
70
LIO
83
79
75
79
77
75
77
77
73
70
71
74
73
71
74
80
76
75
76
79
82
80
76
76
L!
94
88
91
88
85
88
85
92
83
76
78
81
80
77
81
90
83
84
83
90
93
90
82
83
Tnax
99
98
97
99
100
98
105
99
95
88
91
89
91
84
95
97
94
96
101
96
97
99
98
93
B-396
-------
Table 2(b)
Hourly Sound Levels at Site 2
April 27-28, 1978
Date
4/27/78
4/28/78
Start Time
1900
2000
2100
22CO
2300
0000
0100
0200
0300
0400
0500
0600
0700
i
0800
0900
1000
1100
1200
1300
1400
1500
J600
1700
1800
V
71.9
71.1
72.4
73.1
71.1
69.9
73.1
69.1
71.2
72.1
71.3
71.0
72.4
72.8
74.2
71.8
72.8
72.7
73.7
72.7
73.6
71.5
72.8
74.1
L99
66
66
66
63
60
60
59
61
60
58
59
60
61
63
64
62
60
64
62
63
64
64
63
63
L90
67
67
67
64
63
62
60
63
61
61
61
63
63
65
66
65
64
65
64
65
66
66
65
65
1-50
69
68
69
69
67
65
67
65
65
67
67
67
67
68
70
68
69
69
69
69
70
69
69
70
Mo
75
74
76
76
74
73
74
71
75
75
75
75
75
75
77
74
76
75
77
76
76
73
76
77
L!
83
80
81
83
81
80
83
80
82
83
82
80
84
84
80
81
83
83
85
83
83
80
82
85
'•max
88
88
87
94
86
88
100
88
87
93
89
85
97
92
95
93
91
93
94
89
97
94
93
92
B-397
-------
Table 3
Hourly Sound Levels at Site 3
April 26-27, 1978
Date
A/26/78
4/27/78
Start Time
1800
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
i
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
Leq
76.4
70.4
70.3
72.1
71.1
72.9
61.5
70.8
63.1
58.6
60.5
66.4
71.0
83.1
75.7
62.8
72.4
71.3
71.8
70.6
72.5
74.7
81.1
80.8
1-99
54
54
53
51
51
53
52
52
53
52
53
54
54
54
54
57
59
53
53
57
f 58
54
57
57
L90
55
55
55
52
52
54
53
53
55
53
54
55
56
56
57
58
61
56
55
58
59
57
59
59
L50
58
57
57
55
55
57
57
58
60
55
56
57
59
60
59
59
65
63
59
60
60
60
63
63
LIO
67
67
64
65
63
65
64
65
66
59
64
66
67
71
67
65
68
70
67
65
67
67
78
72
L!
92
79
75
82
77
86
71
75
72
67
69
75
82
97
90
73
82
78
85
76
80
85
96
96
TTiax
99
97
98
102
102
99
79
100
86
83
86
90
96
105
98
86
99
100
100
97
101
100
103
103
B-398
-------
Table 4
Hourly Sound Levels at Site 4
April 27-28, 1978
Date
4/27/78
4/28/78
!
Start Time
1900
2000
2100
2200
2300
0000
0100
0200
0300 .
0400
0500
0600
0700
i
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
S
74.8
74.7
72.8
74.7
72.3
71.9
72.5
73.1
73.9
72.6
72.3
72.1
71.2
71.6
70.2
72.0
71.8
69.6
69.7
69.5
69.4
72.3
74.5
73.7
L99
73
70
70
71
71
70
69
71
71
71
71
71
69
69
67
68
67
67
66
66
67
68
70
71
L90
73
73
70
72
71
70
69
71
71
72
71
71
70
70
68
69 :
68
68
67
67
67
69
71
72
L50
74
74
71
73
72
72
72
72
72
72
72
72
71
71
70
71
69 i
69
69
69
69 j
71
73
73
>io
76
75
73
75
73
73
73
74
74
73
73
73
72
73
71
74
71
70
71
71
70
73
75
75
Ll
80
77
79
78
76
76
76
77
84
74
75
75
77
77
75
77
82
74
76
76
76
77
79
78
^max
90
99
95
98
87
85
95
96
94
76
78
80
85
84
83
92
90
93
87
84
88
96
99
94
B-399
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Toble 5
Day, Night, 24-Hour, and
Day-Night Sound Levels at Sites 1-4
Site
Date
Ld
L
n
Leq(24)
Ldn
1
4/26-27/78
__
~
79
2
4/26-27/78
76.7
73.9
75.8
80.8
2
4/27-28/78
72.8
71.5
72.4
78.1
3
4/26-27/78
76.6
68.7
75.0
77.5
4
4/27-28/78
72.3
72.9
72.5
79.2
B-400
-------
noise events occurring during periods of time up to one hour. The duration of each event
was defined as the amount of time the sound level from the event was above the background
level. The background level was that sound level measured when no specific source could
be identified.
To approximate the acoustic energy in each noise event, the following model was
used:
L/10 L/10
E. a 10 ' - 10
t. for r. £ 10 sees
a
L/10 L/
10 - 10 °
10
t
2
for t. < 10 sees
where L. is the A-weighted, fast response peak level of the i'th noise event;
t. is the duration of the event; and
L, is the background level.
b •
This model essentially assumes a rectangular time history for the sound energy of events
longer than 10 sees and a triangular time history for the sound energy of events shorter
than 10 sees.
•
The acoustic energy corresponding to the background for which no single source
was identifiable is modeled by:
10
h/
Eb a 10^ T
where L, is the A-weighted, fast response background level; and
T is the total duration of the measurement period.
The percentage contribution P to the total acoustic energy during the measurement
period of noise events of the same type is given by:
'• x 100%
B-401
-------
where Sum 1 represents events of the same type; and
Sum 2 represents all events.
The resulting percentages for each of the sites are shown in Tables 6 to 9. At
almost all sites the railroad noise sources contribute, by far, the majority of the acoustic
energy to the site. This is not surprising when one considers that the sites were chosen
away from heavily travelled roods so that railroad noise would predominate.
A series of measurements were attempted at the actual boundary line of the Cicero
Yard adjacent to Ogden Avenue just south of Site 1 from 2340 to 2350 on April 27, 1978.
At this location noise from traffic on Ogden Avenue predominated. When it was operating,
the noise from the crane at the T.O.F.C. facility 325 feet away was barely discernible
above the background from the road. The background level was 62 dB; while the total
level with the crane operating was 65-66 dB. This indicates that the level of the crane
noise at that site was approximately equal to the level from the traffic noise.
B-402
-------
Table 6
Source Contributions at Site 1
Date
4/27/78
•
4/27/78
4/28/78
Time
2115-2145
-
2305-2335
1540-1640
-
Source
Locomotive Bell
Background
Locomotive Moving
B.N. Truck
Crane Engine
Car Impact
Wheel Squeal
Background
Idling Crane Engine
Crane Engine
Air Release
Crane Hoist
Background
Trucks
Crane Engine
Locomotive Moving
Locomotive Idling
Crane Hoist
Air Release
Percent of
Acoustic Energy
55
23
10
9
2
<1
<}
60
28
9
2
<'
40
30
20
7
2
<1
<]
B-403
-------
Table 7
Source Contributions at Site 2
Date
4/27/78
4/27/78
4/28/78
Time
1615-1715
f
2200-2300
•
1235-1335
Source
Train Moving
Locomotive Moving
Background
Locomotive Idling
Ref . Trucks on Flat Cars
Car Impact
Wheel Squeal
Locomotive Horn
Motor Vehicles on Street
Train Moving
Locomotive Moving
Refrigerator Car
Background
Locomotive Bell
Car Impact
Group Retarder
Air Release
Wheel Squeal
Maintenance Vehicles
Train Moving
Locomotive Moving
Locomotive Idling
Background
Car Impact
Air Release
Group Retarder
Wheel Squeal
Loudspeakers/Locomotive Horn
Percent of
Acoustic Energy
43
31
12
5
4
3
<1
<1
<1
49
41
6
2
1
<1
<1
<1
<1
44
34
13
4
2
1
1
<1
<1
<1
B-404
-------
Table 8
Source Contributions at Site 3
Date
Time
Source
Percent of
Acoustic Energy
4/27/78
1415-1515
Through Passenger Trains
Train Moving
Background
Locomotive Moving
Car Impact
Adjacent Industrial Noise
87
9
2
1
Table 9
Source Contributions at Site 4
Date
Time
Source
Percent of
Acoustic Energy
4/28/78
1430-1530
Locomotive Idling
Locomotive Moving
Loudspeakers
Locomotive Horn/Bell
Motor Vehicles
98
1
B-405
GPO 93B-S83
-------
References
B-l Preliminary Report, Interstate Rail Carrier Monitoring
by EPA Regions II, IV, VI and VII
B-2 Rail Yard Sound Levels
------- |