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

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     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.

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                 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> L50f L90' and  L99-  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
Conrail
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 611» or
                                    BBN 704
                       SOUND LEVEL METER
                           B £ K  2203
GRAPHIC  LEVEL RECORDER
      B & K 2306
FIGURE  1     Schematic  of Instrumentation  for Rail  Yard
             Noise Monitoring.
                              B-4

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             Attachment
Rail Yard Information and Noise Data

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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
^roup 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-b freight trains which bypass the yard.  These freight trains
do stop at the yard, however.
                              B-6

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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 Southern 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

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of
         I  i«« 	 17'3O" '<*   -_'''•• "'.'v ' ' ''"	
         Tf^^^K^-
         i /Nxv'^-wv/yWf  rv
         «^<:iJ^#idffl*liLl '

-------
                  S/-/
         /
B-9

-------
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           -i
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           U)

-------
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-------
                                                    NOISE   DATA
                                                                                                  PAGE 1/4
       YARD:
                Roseville
                                         LOCATION:
31-1
(0
I
       HOUR
        OF
       DAY
      00-01
      01-02
      02-03
      03-1
      Oi»-<
      05-06
      06-07
      07-08
08-09
      09-10
       10-11
       11-12
       12-13
        -1*1
        -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









RP fi
51 0
^7 fi
R,R fi
"*3 '
55 1
55 1
.,ft 7
ss:ii
51.1
Sd.6
52.9
50.3
4o.o
-51. L
max









78 ft
71 3
Hrt ft
Ql 3
7? R
7ft ft
77 5
OR n
70.0
75.0
tfl.tf
67.5
66.3
67. b
77.5
LI









fin i
50 n
fio 9
70 Q
fi3 fi
fill 5
fiR n
"3 3
6l".6
61.1
71.9
62.1
58. 1
ib.i
67.2
L10









RR Q
53 5
Rfi Q
RR a
^ 3
57 4
57 **
57 fi
59.?
b5.9
59.5
56.6
53.1
bl.8
55.8
L50









c;n fi
IJQ i
c;n ii
51 R
^n 3
50 7
51 R
51 Q
52.3
50.8
52.7
49.3
13.3
17.2
46.9
L90









aft n
117 Q
47 ^
a a n
117 fi
47 1
1)8 i
lift q
49.0
4d.l
48.0
46.6
15.7
44.5
43.8
L99









llfi q
45 7
a^ R
"7 3
Ufi 3
U5 3
45 8
17.2
46.7
46.6
46.3
45.2
44.2
42.6
41.7
     NOTE:  Levels measured with FAST meter dynamics.
                                                                DATE:
                                                                        2 February  1978

LeQ
53.6
^3-1
RO 3
57 ^
Ufi ft
=;t; 7
53 3
^3 1
R4 n







/







1
max
L 75.0
ft? R
67.5
78 R
67 5
Ri 3
72 5
fifi 3
75 n















40ISE
L,
62.4
fin 4
RQ ri
7? fi
RS 3
fifi Q
fi? 3
fil •)
fi3 p















LEVEL
L10
56.1
54. Q
53 ?
c;":; ?
UQ ?
=;8 i
Rfi n
c;^ R
=;fi Q















in dBA
L50
51.1
4Q n
47 ft
4S 4
44 7
Rn R
_50. 5_
51 5
51.5
















L90
16 .1
44 4
42.9
4? 0
41 Q
144 4
47 fi
IIQ n
4R 4
















L99
M2.y
n 3
in i
in o
un i
ii? ?
UR R
47 R
4fi_7















                                                                                              Ld'
                                                                                              Ldn:
                                                                                            53.7 dB
                                                                                            55.5
                                                                                            60.4

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                                              NOISE   DATA
                                                                                               PAGE  <>/4
  YARD:
           Roseville
LOCATION:
31-1
03
t->
u
HOUR
OF
DAY
00-01
01-02
02-03
03 -Oil
0*1-05
05-06
06-07
07-08
08-09
09-10
JO- 11
11-12
12-13
13-Ti
H-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2li
              DATE:   2 February  1978
                      DATE:   3  February 1978
NOISE LEVEL in dBA
Leq









58.1
59.7
S9.8
57. 5
55.1
S? Q
51 Q
57 6
51.2
51.1
56 1
•54. "5
bl.7
"55.0
51.1
max









qo.o
78.8
81.8
81. 1
76.1
73 8
81 1
81.8
71.1
76.1
Ql 8
76.1
73.8
76. T
71.8
L,









65.0
71.1
7-5.0
68.1
61.6
61 9
6R 0
69.1
65.7
66.5
64 Q
65.2
62.7
61 /S
59.1
L10









58.1
60.7
60.4
59.8
58.6
55 1
56 5
57.6
56.1
55.1
57 .Q
57.1
56.1
57.1
53.5
L50









51.1
51.1
52.6
52.1
52.0
17 8
19 1
50.5
50.1
19.6
50.8
19.7
51.1
51.1
19.3
L90









17.7
18.1
17.7
48.8
16.1
11 ?
15.2
15.9
16.8
15.7
16.1
16.1
18.1
17.9
16.6
L99









16.1
15.0
15.7
16.5
12.5
1?.0
12.9
11.1
15.1
11.2
11.2
11.2
16.1
16.1
15.1
*  These data  not included in  L.   calculation.
NOTE:  Levels measured with  FAST meter dynamics.
NOISE LEVEL in dBA
Leq
51.8
53.8
51.1
t>4 .1
57.1
55.6
58.1
57.2
57.8
59.9

51.7
55.8











max
^77. 5
^.3
81. 3
72.5
65 .0
75.0
78.8
71.8
80.0
81.8

75.0
80.0











"•I
60.5
61.3
57.8
61. 1
b2.4
61.2
67.1
62.1
67.0
72.1

61.2
66.2











L.o
53.6
56.3
53.3
57.0
5/.8
58.1
59.1
59.1
60.0
60.2

57.5
57.9











L50
19.2
51.5
18.8
51.1
si.y
52.9
55.9
56.1
55.5
53.6

51.7
51.0











L90
15.8
18.0
15.8
18.2
1y .u
19.6
52.9
51.1
52.0
19.8

17.1
17.6











L99
44 .2
15.8
13.9
46 .4
17.2
17.6
51.1
51.1
_5J.3_
16.3

15.1
15.1











                                             dn
                                                 54.9 dB
                                                 56.8
                                                 61.6

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                                                  NOISE   DATA
                                                                                                     PAGE 3/4
     YARD:
        Roseville
LOCATION:
CD
I
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
     03-(
     0'i-(
     05-06
     06-07
     07-08
1-09
     09-10
     10-11
     11-12
     12-1
     13-
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21-22
     22-23
                  DATE:   i  February 1978
NOISE LEVEL in dBA
Leq











o3.1
64.3
od.2
67.8
70.9
64.4

63.6
71.1
6^.8
62.1
69.1
63.2
max











83.8
88.8
loo.o
81.3
86.3
85.0

87.5
L06.3
85.0
80.0
88.8
87.5
LI











76.6
74.3
79.1
74.7
79.8
73.6

72.2
82.8
74.0
70.4
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
5§.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
    *  These  data not included  in L.  calculation.

     NOTE:  Levels measured with  FAST meter dynamics.
                                                              DATE:  2 February 1978
NOISE LEVEL in dBA
Leq
63.9
72.2
68.0
70.5
65.0
6l.l
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
8b.O
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
4d.9
55.5
53.6
53.4
55.1
DO. 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












                                                                                      dn
                                                                                           67.7 dB

                                                                                           66.4

                                                                                           73.9

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                                              NOISE   DATA
                                                                                                       PAGE 4/4
  YARD:
           Roseville
                                               LOCATION:
31-3
I
t-'
Ul
  HOUR
   OF
  DAY
 00-01
 01-02
 02-03
 03-
 04-05
 05-06
 06-0
 07-0
 08-09
 09-10
 10-11
 11-12
 "-13
 13-14
 14-
 15-16
 16-1
 17-1
 18-19
 19-20
 20-21
 21-22
 22-23
 23-21T
              DATE:   2 February 1978
NOISE LEVEL In dBA
Leq













74.6
6B.7
79.1
79.2
72.9
75.8
75.7
69.2
67.3
76.1
75.7
max













100.0
103.8
10d.8
108.8
102.5
105.0
102.5
102.5
92.5
106.3
103.8
L1













88.1
79.0
92.6
91.0
81.8
89.0
89.1
75.3
79.8
88.5
89.5
L,o













73.4
64.0
73.2
7". 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
JO. 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.
                                                                     DATE:   3 February 1978
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











LI
89.1
91.8
B9.2
86.1
79.4
93.6
87.9
88.0
93.6
77.2
80.9
73.9
74.6











ho
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
59.9
50.9
47.8
49.0
50.2
53.6
51.5
48.5
47.5
44.1
44.9











                                                                                       Ld'
                                                                                       Ldn:
                                                                                                76.0 dB
                                                                                                74.8
                                                                                                82.2

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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 TOFC 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 TOFC 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 hostling 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 3^-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

-------
                    RICHMU*T> CITY BUY"'

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              ^ jtfSr.-.-S   /a

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-------
                        io-,.»o-J—_i£	„	«!•«*
                            -•: ^'^^v'^v^'C^-w.--^--.^.'''-/'^^;.;;;:': ,;, ^ :  : • \^

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                                                      «•.*.•.->-»'•

-------

-------
                                      NOISE  DATA
                                                                                         Page  1  of 4
 YARD:
           RICHMOND
                                                LOCATION:
                                                       32-1
03


Ul
 HOUR
  OF
 DAY
00-01
01-02
02-03
03-0*1
Ofr-05
05-06
06-0
07-0'
  >-09
09-10
 10-11
 11-12
 12-13
 13-14
       13-14
       14-15
15-16
 16-1
 17-1
 18-19
19-20
20-21
21-22
22-2
23-:
              DATE:   8 February  1978
NOISE LEVEL in dBA
Leq











71. 4
70.7
73.1
72.8
71 4
74.5
73.1
72.0
70.7
6q.q
70.8
68.8
69.2
max











91.3
90.0
q2.5
qi .3
q5 0
qo.0
•53.8
102.5
Q8.8
q2.5
90.0
86.3
92.5
L,











82.6
83.0
84.3
83.6
83 3
83.2
82. q
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
72.8
74.5
72.7
73.1
L50











65.7
64.0
67. q
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
5q.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
6l.O
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
67.3
68.4
67.5
68.0

66.7
69.9
71. Q
72.0
69.6
6q .q





,







max
92.5
93.8
103. a
91.3

87.5
90.0
q2.5
92.5
88.8
100.0













LI
78.3
79.6
79.1
79.8

78.3
79.8
82.0
83.0
81.2
81. q













L10
70.8
71.1
68.9
71.3

70.6
73.3
74.6
75.6
72.5
72. "5













L50
60.7
5«.3
55.9
57.0

56.5
64.8
69.2
65.9
62.2
61.5













L90
55.7
54.5
53.8
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













                                                                                       Ln:   67.8 dB
                                                                                        Ld'

                                                                                        Ldn:
                                                                                                   72.0

                                                                                                   75.1

-------
                                              NOISE DATA
                                                                          Page  2  of 4
     YARD:
RICHMOND
LOCATION:
                                                           32-1
0)
I
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
       -OS
     05-06
     06-0
     07-0
     08-09
     09-10
     10-11
     11-12
     12-13
     13-
     H-:
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21 -22
     22-23
     23-21*
                  DATE:   9 February 1978
NOISE LEVEL In dBA
Leq












71 7
73 i
70 5
70. 5
72.8
73.1
6B.9
72.6
70.4
70.1
71.3
68.9
max












inn n
q? R
88 8
QS.O
92.5
103.8
93.8
93.8
93.8
91.3
93.8
88.8
h












8?. 8
83 6
8? 1
81 6
82.1
82.5
78.2
84.9
80.8
79.7
83. -3
80.3
L10












7^ 4
75 n
73 3
73.5
75.9
75.5
72.2
75.1
yl.l
74.3
73.o
72.0
L50












63 ?
67 5
64 R
6R 6
70.1
68.5
64.2
65.5
64.0
64.4
62.0
61.2
L90












53 4
56 3
55.2
5R 6
61. 8
60.4
59.1
56.8
57.8
57.0
55.9
55.3
L99












5n n
5? 5
5? 4
52 i
54.8-
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!
6Q.5
63.8
67.6
6q.l
65 7
68 8
71 3
73 7
72 Q
fiq 8





,







max
qn n
QO.O
85.0
qi.3
qi .3
86.3
TOO 0
q? 5
q8 8
q3 8
qfi 3













L,
7q 7
80.8
76.6
78.3
80.2
77 -6
78.7
8n q
85 .7
84.4
8? 1













L10
72.3
72. q
63.8
71.5
71.1
6q.i
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. d
53. q
52 7













                                                                                           Ld'
                                                                                           Ldn:
                                                                                  68.6 dB

                                                                                  71.4

                                                                                  75.5

-------
                                         NOISE  DATA
                                        Page 3 of 4
 YARD: 	RICHMOND
LOCATION:    32-2
              DATE:   8  February 1978
                      DATE:   9  February 1978

CO
N)
in
HOUR
OF
DAY
00-01
01 -02
02-03
03-0*1
0*1-05
05-06
06-07
07-08
08-03
09-10
10-11
11-12
12-13
IS-l't
H-l^
15-16
16-17
17-18
18-19
19-20
20-21
21 -22
22-23
23-21,
NOISE LEVEL In dBA
Leq










67.5
70.3
1)0.1
69.7
67.3
05.4



60.5
66.0
70.5
62.6
62.0
max










92.
(56.
75.
79.
79.
79.



00.
79.
70.
81.
d1.
"-I










81.
78.
66.
77.
77.
77.
-

65.
76.
77.
69.
73.
L10










67.
76.
59.
71.
69.
63.
	

63.
69.
75.
65.
60.
L50










58.
62.
56.
6*4.
61.
56.
L90










51.
51.
53.
59.
58.
18.
i

39.
60.
63.
60.
51
19.
57.
57.
55.
117
Lgg










53.
52.
52.
57.
57.
10.
—

35.
56.
55.
18.
ij5
NOISE LEVEL in dBA
Leq
61.5
61.5
62.6
70.1
51 .0
56 8
58 8
M *
69.9
69.3

63.1
57.7
60.9


,







max
78.
88.
78.
7Q.
6?
70.
8?
&3
79.
78.

81.
83.
83.










LI
71.
77.
71.
78.
57.
63
66
69
78.
77.

73.
69.
72.










L,0
63.
63.
61.
76.
53.
6n
6n
63
75.
75.

66.
58.
63.










L50
57.
5t>.
56.
63.
1q
51
51
c;q
61.
60.

52.
19.
50.










Lgo
10.
53.
53.
51.
fco.
*0.
51
5 «
56.
55.

37.
39.
39.










L99
to .
pi.
1Q.
13.
17.
U8.
RH
51
57.
52.

35.
35.
35.










*  These data  not  included in Ldn calculation.
 NOTE:   Levels measured with SLOW meter dynamics.
                                            Ln:   63.7 dB
                                            Ld:   66.8
                                            Ldn:  70'7

-------
                                                 NOISE  DATA
                                                                           Page  4 of 4
      YARD:
RICHMOND
LOCATION:
                                                             32-3
0)
I
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
     03-W
     04-05
     05-06
     06-07
     07-08
      1-09
     09-10
     10-11
     11-12
     12-1
     13
     14-15
     15-16
     16-1
     17-1
     18-19
     19-20
     20-21
     21-22
     22-23
     23-24
                  DATE:   9  February 1978
NOISE LEVEL in dBA
Leq














66.3
66.1
61.3
60.9
6i. a
63. 9
61.0
69.0
bl.6
61.5
max














03.
85.
85.
72.
88.
90.
81.
87.
87.
86.
h














77.
76.
66.
67.
75.
70.
73.
82.
67. ~
68.
ho














68.
70.
57.
61.
65.
63.
61.
71.
62.
67.
L50














61.
58.
55.
59.
59.
58.
58.
59.
57.
57 .
L90














58.
55.
51.
51.
57.
57.
56.
56.
55.
R6
L99














57.
51.
53.
51.
56.
56.
55.
55.
51.
=;=;
    NOTE:   Levels measured with SLOW meter dynamics.
                                                      DATE:   10 February  1978
NOISE LEVEL in dBA
Leq
60.3
63.5
62.1
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.
61.
69.
64.
70.
Z6-
81.
78.
76.
79.
76.










L10
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.
51.
51.
55.
56.
57.
60.
57.
58.
56.
58.










L99
55.
56.
55.
56.
51.
51.
51.
55.
_&6-
58.
51.
51.
51.
56.










                                                                                           Ln:   61.7dB
                                                                                            dn
                                                                                                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
and 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

-------
&C SW. TYPE SM-5

-------
                                                                            3-
                         n.'C-'iMMr' •*.-
                                                          T.'. .-•"."• Vj.r.-N. „•  --•;.':T-_ .'•.
                           N  MAIN
                                AIM 3
                             MAN
                           3 TRACK THRU  TRAIN  INSPECTION  YARD
                 •PCKT BKR
                                                i-50 WA TRANSFORMERS
                           9 TRACK DEPARTURE YARD
                           CUNNING
CCETIVER "347
     'ULLERTO-8
                                                  °3io-a 10000 GAL FUEL OIL TANK.
                                       -"S'O-3 10000 GAL  DIRTY LUBE OIL TANK^  A
                                       __ «34O-58 MTC SUMP O3 X I5'3J ••!

                                                                                          MP H
                                                                                         ,j oofl
                                                                                      I UP342 MTC
       SHEAVE "30-7^
                                                                   J$»3IO" MTtf
I X 700
> x TO; "
I KR
•• -f>
                     SHF.  ._
' n »JM-5'	'ROLLER
                                                                       t	^-~'..
                     / /   7 TRACK -REPAIR. CLA>5l.L Y.  PRE-TRIP

                                              •• • 111 • > l<^r	


                                               B-32
                                                                                                  :i

-------
                                    7777777
     CKT BKR  oTRANSCLOSURE "370
     *                    b
                                                                               PIPE "H" 74' X36 ' '
/7777:

-------
                                            NOISE  DATA
                                                                               Page  1  of 4
 YARD:
BARSTOH
LOCATION:
HOUR
  OF
 DAY
00-01
01-021
02-03
03 ^OT
05-06
06-07
07-08
  -09
09-10
JO-11
11-12
12-13
13-
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
             DATE:   16 February 1978
NOISE LEVEL in dBA
Leq












55. t
62.2
64.2
57.2
52.2
60.1
58.6
62.2

66.9
60.9
65.9
max












01.3
90.0
88.8
75.0
72.5
88.8
85.0
91.3

92.5
87.5
100.0
L1












65.5
75.3
77.0
66.7
62.1
71.7
68.5
72.3

80. 9
71.6
7^.2
L10












57.3
59.8
63.6
61.1
55.1
59.7
5S.8
59.8

63.8
62.9
63.2
L50












50.1
51.1
53.9
52.9
MB. 3
51.4
52.4
55.0

5H.O
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
Lgg












15.1
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:   17 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












L,
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












Lgg
46.1
45.3
45.0
47.0
47.6
50.1
52.1
54.1
47.6
"55. 1
45.1
44.8












                                                                                 dn
                                                                           65.2dB

                                                                           64.1

                                                                           71.5

-------
                                                NOISE DATA
                                            Page 2 of 4
     YARD:
              BARSTOW
LOCATION:
33-1
CD
I
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
     03-04
     05-06
       -09
     09-10
     10-11
     16-1
     17-1
     18-19
     19-20
     20-21
     21-22
     22-23
     23-24
                  DATE:   17  February  1978
NOISE LEVEL in dBA
Leq












T>2.3
61.8
60.2
61.1
64. 7
6b.8
61.9
63.1
63.1
71.2
67.3
57.0
max












W."0~
86.3
66.3
86.8
87.5
91.3
87.5
91.3
90.0
96.3
91.3
73. a
h












7*179"
76.2
73.2
72. 4
78.6
dO.O
75.2
75.3
75.6
85.5
80.7-
68.1
L10












"5TTr
60.8
59.5
61.7
63.2
63.5
59.6
62.2
61.8
66.1
65.8
59.2
L50











TgisT
'17.8
51.3
52.8
51.1
51.9
53,1
55 . 1
55 .8
51.3
55.5
53.7
L90











T&TB"
44.0
46.7
46.8
45.4
JL7.3
T8T3
49.4
49.7
47.7
51.0
50.6
Lgg











T478 '
42.5
44.0
44.2
42.9
45_J-
l~4"5.5
46.0
T6~.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
17.1
IB..?
70. r
60.2
60.8
60.3
J56JL.
59.4











f
max
95.0
95.0
95.0
LOO.O
93. 8
88.8
51.0
95.0
83-8
.86 ..3
— L .1- • 3 —
..85. o_











WISE
LI
7&.5
8l.O
83.6
83.5
81.3
70.6
84.9'
JflJ..
72.5
JL3..1
J>JL3-











LEVEL
L10
61.0
61.2
65- 1-
61,4
61.4
54.8
67.2
60.8
61. .6
60.4
A!T











in dBA
L50
56.0
53.2
52.9
51.0
52.0
49.9
55.1
53.4
.51.6 .
50.4













Lgo
52.1
49.5
49.7
48.0
48.1
47.4
50.5
50.4
48.6
47.0
jsiui:












L99
49.9
46.8
47.7
46.5
46.4
46. 3_
48^8
48.4
£j C. Q
45,1
^l O Q
isjuL











                                           68.0  dB

                                           63.9
                                                                                    Ldn: 74'°

-------
                                               NOISE DATA
                                                                                               Page 3 of 4
 YARD:
               BARSTOW
LOCATION:
33-2
I
UJ

-------
                                              NOISE DATA
                                                                                  Page 4 of 4
 YARD:
BARSTOW
LOCATION:
33-3
              DATE:   17 February 1978
                                                      DATE:    18  February 1978
00
UJ
-J
HOUR
OF
DAY
00-01
01-02
02-03
03-0«i
0*1-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13- 1*
11-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-21
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












7b.
88.
96.
96.
81
96.
89.
91.
79.
78.
81.
88.
LI












69.
82.
90
82
69
86.
81.
31.
68.
69.
72. ~
83.
L10












56.
70.
68
61
fil
68.
71.
71.
62.
62.
66.
65.
L50












50.
52.
51
53
5fi
61 .
51.
59.
57.
57.
61.
61.
L90












17.
18
18
it ft
52.
57
51.
56.
51.
51.
59.
39.
L99












15
16
15
aR
51
53
19.
51
53.
52.
58.
57.
NOISE LEVEL in dBA
Leq
76.6
71.2
70.8
66.0
70.6
61.8
73.1
60.9
73.3
72.7






,







max
97.
93.
93.
96.
91
83.
96.
81.
96.















LI
88.
88.
81
68.
81
76.
87.
70.
86.















L10
77.
70.
63
fin
fifi
65.
70.
62.
70.















L50
62.
56.
58
57.
57
60.
57.
57.
57.















L90
57.
53.
55
56
51
55.
52.
52.
50.















Lgg
51.
52.
5?
5V
R?
51.
51.
51.
J^.















NOTE: Levels  measured with SLOW meter dynamics.
                                                                                  Ld:
                                                                           71.8 dB
                                                                           70.1
                                                                                  Ldn: 78'°

-------
Brosnan Yard
Southern Railway System
Macon, Georgia
(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 TOFC 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 site 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

-------
 a
        •*mf  r
       Nt*al •  i
        Sch-'  i-> /  _=    ^x^-
 	rv'      i   /      ^r X1 --r
 .«-..,:   j      / ^^.Jtt^m^.MB''    .*  '!,


 fffzaff-^X'*-
Ai.--  ,' -	./
          /Elizabetli

                                 V
. Ulnuston H<
    Ch.
 A
                       V  |o   >->
                       \ , vl  •-  ' — '
       ':!'<•   l-l  •  U  "-
        i1-  -' i_- -
  -•;^A?>"
n
                                     Lrv-   -»
                                    .!,   \i    ;-p
                                    J '|*i^       |^
                      |  U S NAVAL RESERVATION  V ;/
                          i: UHllNANc'R I'l.ANT ;     I -/^+'
                                                            f£^,^^s#3S.N.'
                                                        J\^%
    •Vtoa^-v^
: >-^si
:-'   W'-fi^/g
       ^fc:

-------
=^tel~:c.-;.r.^n- •••-'<

-------
•s
                            B-42

-------
                                               NOISE DATA
                                                      Page  1  of 4
 YARD:
           BROSNAN
LOCATION:
 HOUR
  OF
  DAY
 00-01
 01-02
 02-03
 03-01)
  t-05
 05-06
 06-0
 07-0
   -09
 09-10
 10-11
 11-12
 12-1
 11-15
 15-16
 16-1;
 17-lt
 18-19
 19-20
 20-21
 21-22
 22-23
 23-21
              DATE:   2 February 1978
NOISE LEVEL In dBA
Leq









00.9
56.2
59.5
60.7
61.7
61.0
62.5
62.1
62.0
63.9
60.7

63.0
61.3
62.0
max









80.0
83.8
87.5
S3. «
91.3
92.5
85.0
85.0
90.0
91.3
87.5

90.0
82.5
86.3
LI









70. d
66.5
68.8
69.1
77.7
75.6
75.1
74.5
72.2
75.3
66.7

73.5
68.6
72.3
ho









62.7
59.1
61.3
63.3
62.0
63. Q
62.9
61. T
61.3
63.1
61.1

61.2
62.9
63.0
L50









5o.O
•56.1
56.0
57.7
57.3
56.5
55.0
56.8
57.1
58.0
58.1

60.1
59.9
59.3
L90









55.8
51.1
52.2
53.9
55.0
51 .2
51 .-*
52.7
51.2
51.6
51.8

57.5
56.6
51.8
L99









51.5
51 6
50.1
51 .8
53.8
iq 6
HR 8
50.5
51 .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
Leq
61 o
61.9
58.1
56.0
5^ 0
52.8
51.1
51 8
















max
qi 3
85.0
87.5
75.0
8l 7
73.8
75 0
77 "5
















LI
71 7
70.8
66.7
66.2
58 8
57.1
62 q
61 9
















L10
69 1
65.2
60.5
58. T
51 7
51 8
55 q
55 fi
















L50
5fi q
5q .3
55.1
5? 2
51 6
52 0
5? n
51 5
















Lgo
53 q
51 7
51 8
50 q
iq 6
50 1
5r> n
iio n
















L99
5P ll
5? fi
50 1
iq •*
ItR 6
18 3
lift ft
117 fi
















                                                                                 Ld-

                                                                                 Ldn:
                                             59.2 dB

                                             61.4

                                             66.0

-------
                                              NOISE DATA
                                                                                              Page 2 of  4
 YARD:
           BROSNAN
                                             LOCATION:
11-1
to
A
 HOUR
  OF
  DAY
 00-01
 01-02
 02-03
 03-01
 01-05
 05-06
 06-07
 07-08
   -09
 09-10
 10-11
 11-12
 "-'3
 13-11
 11-15
 15-16
 16-17
 17-18
 18-19
 19-20
 20-21
 21-22
 22-23
 23-21
              DATE:
                      3  February 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
J6.Q
61. b

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
h









57.1
62.7
72.9
65.7
63.8
77.1
68.2
71.1
69.9
69.6
64.7
75.2

66.0
72.4
L|0









51.5
55.1
62.0
57.5
55.8
60.9
59.7
60.7
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

53.1
51.9
L90









19.9
49.0
18.9
50.4
50.5
51.3
51.5
55.5
55.1
55.1
51.6
51.1

19.2
49.3
Lgg









18.8
17.5
17.1
1b.9
19.0
19.2
50.1
51.1
51.0
51.1
50.1
19.7

17.2
17.8
*  These data not included in  L.   calculation.
 NOTE:   Levels measured with FAST meter  dynamics.
                                                                   DATE:   11 February  1978
NOISE LEVEL in dBA
Leq
57.0
58.7
58.6
56.6
60.1
50.9
53.0
52.3
55.3
51.3
51.7





/







max
87.5
83.8
82.5
8: .8
98.8
75.0
80.0
70.0
78.8
75.0
73.8













LI
61.5
68.0
67.3
65.3
66.8
60.6
61.9
62.8
67.2
61.5
62.0













ho
56.1
59.8
60.6
58.1
58.7
52.1
51.7
51.1
55.0
52.2
52.2













L50
52.0
55.3
55.2
52.1
53.7
18.0
19.8
19.3
19.1
18.7
17.9













Lgo
48.9
52.5
51.3
18.8
50.5
11.7
17.0
17.0
16.9
16.0
15.1













L99
4b.3
50.7
48.0
46. b
48.9
43.0
45.3
15.9
15^5
44. b
43.3













                                                                                     d
                                                                                    Ldn:
                                57.5dB
                                59.1
                                64.2

-------
                                                NOISE  DATA
                                                Page 3 of  4
     YARD.      BROSNAN
LOCATION:
             11-2
09
     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
    13-1*1
    14-15
    15-16
    16-17
    17-lfr
    18-19
    19-20
    20-21
    21-22
    22-23
    23-24
                 DATE:    2 February  1978
NOISE LEVEL In dBA
Leq











49.3
48.1
60.9
52. 8
51.9
50.0
52.5
!>7.9
51.0
55. b
56.0
52.8
51.0
max











68.
fft-
81*.
72.
69.
68.
73.
78.
(I.
76.
76.
72.
71.
LI











60.
5Q.
72.
65.
63.
62.
65.
70.
60.
66.
66.
63.
61.
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.
^q.
41.
41.
41.
39.
36.
43.
44 .
46.
43.
45.
42.
   NOTE:  Levels measured with SLOW meter dynamics.
                      DATE:     3 February  197S
NOISE LEVEL in dBA
Leq
54.1
52.6
59.6
4B.3
47.8
44.4
50.0
48.9
53.2
50.6
49.6





,







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'V













L99
44.
43.
42.
41.
38.
37.
38.
40.
JL3-
43.
42.













                                       Ln:
                                       Ld:
53.3
54.3
                                                                                    Ldn:   59'9

-------
                                             NOISE DATA
                                                                                           Page  4  of 4
  YARD:
             BROSNAN
                                              LOCATION:
41-3
CD
I
 HOUR
  OF
  DAY
 00-01
 01-02
 02-03
 03-0*1
 Ok -OS
 05-06
 06-07
 07-08
   -09
 09-10
 10-11
 11-12
 12-13
 13-14
 14-15
 15-16
 16-1
       #
 18-19
 19-20
 20-21
 21-22
 22-23
 23-24
              DATE:    3  February 1978
NOISE LEVEL in dBA
Leq











71.0
fab .3
6b.7
68.0
67.1
72.1
b5.2
67.1
fafa.9
67. 8
69.9
67.1
67. a
max











86.
83.
90.
90.
83.
91.
85.
88.
87.
90.
96.
87.
90.
LI











79.
79.
78.
81.
79.
84.
76.
78.
79.
78.
81.
78.-
81.
L10











75.
b7.
69.
69.
70.
73.
67.
68.
70.
69.
51.
71-
67.
L50











61.
5^.
56.
58.
60.
62.
57.
59.
57.
59.
57.
56.
56.
L90











50.
46.
49.
48.
19.
52.
45.
51.
46.
50.
49.
49.
46.
L99











46.
Ml .
46.
45.
47.
13.
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
NOISE LEVEL in dBA
Leq
70.1
67.5
6~5~.5
66 .7
73.1
69 .0
63.7
66.5
66.7
65.2
61.3
63.0












max
90.
88.
89.
84 .
92.
91.
85.
94.
90.
82.
81.
78.












L,
84.
77.
77.
77.
85.
83.
77.
76.
74.
80.
71.
73.












L10
68.
69.
68.
69.
75.
64 .
62.
68.
70.
64.
65.
66.












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.
?9-
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/COFC 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

-------
   GARDEN
  OF MEMORIES
  \ (Omelecyl
ULF-S"\
'/" > x7 V ',^TrTT-^Ht^V^~££££*SH.'i- l,naranan:ijuncuoi
  >^/f AV7^tv\v "- "J ^^rj-^f^^r---^
^S^M^M,  °W^i

-------
L.PEPfees	j   Of   f
\ : ' :
V "

; STOREHOUSE
.... ,. - -— ... — -J





-------

-------
V

-------
                                                  NOISE  DATA
                                                                                         Page 1 of  4
      YARD:   MAYS
                                         LOCATION:
                                                            12-1
T
at
Ul
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
       -os
     05-06
     06-07
     07-08
08-09
09-10
      10-11
      11-12
      12-13
     11-15
     15-16
      16-17
      17-18
      18-19
     19-20
     20-21
     21-22
     22-23
     23-2i»
                  DATE:   8 February 1978
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

60.0
100.0
87.3
86.3
75.0
76.3
80.0
L|












78.7
74.0
66.5
72.1

72.7
73.2
69.8
71.1
67.5
66.0
67.3
L10












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,-p
51.6
50.2
48.0
16.8
45.9
Lgg












51.2
50.3
50.1
52. Q

51.4
51.4
50.1
48.0
45.6
15.1
11.5
    NOTE:  Levels measured with  FAST meter dynamics.
                                                               DATE:   9 February 1978
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 5
95.0












L,

73.7
71.9
73.3
72.6
65.7
71 .8
72 6
72.2
72.4
71 fi
80.3












L10

66.5
61.1
65.8
59.8
57.1
62.2
63 6
62.6
62.7
64 0
65.0












L50

55.6
53.3
57.3
51.5
52.1
54.9
57 .0
56.2
57.2
R8 0
57.1












L90

48.7
49.5
50.4
49.6
50.2
50.9
53 4
53.6
54.1
S3 7
53.1












L99

46.6
47.9
48.9
48.6
48.9
49.5
Si .6
-5JLJ3_
R? fi
SI S
SI .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
CD
1
Ul
A
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












65 1
64.6
57 5
62.3

62.8

bO.4
65.2
69.3
71.7
63.4
max












Q7 5
q3.8
Ufi 1
37.3

83.8

92.5
95.0
97.5
^03.8
92.5
L,












7? 7
74.9
68 14
73.6

72.7

71.0
z5-0
84.1
80.1
74.5
L10












fill Q
63.2
57 5
6k. I

65.9

61.9
64.6
64.2
65.2
63.1
L50












fin 5
54.9
5P R
56.1

58.7

55.8
56.9
56.5
52.3
51.9
L90












55 Q
51 5
50 y
52.0

53.9

52.3
52.5
51.6
49.9
49.1
L99












5ll 1
50 o
liR R
50.1

51.9

50.4
50.4
49.6
4d.2
47.6

Leq
57 n
7^-7
58.8
59.7
63.6
58. q
fi? 5
65 6
60.4
62.6
5Q 4
71.6












1
max
77 5
Q5.0
78.8
80.0
92.5
78 8
85 0
Q6 3
88.8
87.5
85 0
98.8












40ISE
L,
67 i
80 0
69.7
69.6
JJLJL.
hH 3
75 n
73 6
71 .0
73.8
6Q 6
71.6












LEVEL
L.o
fin fi
fifi fi
61 .1
62.9
57 0
fil Q
fill 7
fil 8
62.1
64.2
fi? 1
64.2












in dBA
L50
5? P
55 q
55 5
56 ?
4Q Q
55 ?
5fi fi
56 5
56.1
55.7
55 8
55 4













L90
UR a
US 3
46 7
48.7
47 ?
51 7
53 n
53 n
5^ 0
52.4
51 fi
51 fi













L99
ufi 7
Ufi 1
45 3
46 8
45 q
Uq 14
R] n
51 3
51 3
50 4
liq ?
140 n












NOTE:  Levels measured with FAST meter dynamics.
                                             V
                                             Ld:
                                             Ldn:
67.2 dB
64.8
73.4

-------
                                            NOISE  DATA
                                              Page 3 of 4
  YARD:
              MAYS
LOCATION:
                                                       42-2
              DATE:   8 February  1978
                      DATE:  9 February  1978
DO
1
Ul
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











67.8
67. »
69.9
66.0
66.1
66.9
72.0
62.6
71.2
62.6
69.0
67.3
67.8
max











81.
66.
til.
89.
87.
89.
100.
81.
97.
81.
95.
dl.
87.
L1











78.
80.
76.
76.
75.
80.
82.
70.
92.
71.
78.
79.-
76.
L10











71.
66.
72.
67.
67.
65.
68.
61.
tiO.
62.
68.
66.
71.
L50











61.
61.
68.
62.
61.
59.
65.
61.
6B.
58.
60.
61.
61.
L90











60.
60.
60.
60.
59.
57.
61.
58.
66.
51.
54.
60.
63.
L99











59.
59.
60.
•59.


58.
57.
66.

53.
59.
63.
*  These data not included in  Ldn calculation.
NOTE:  Levels measured with SLOW meter  dynamics.
NOISE LEVEL in dBA
Leq
66.7
67.6
66.9
60.5
63-2
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.
81.
88.












h
76.
77.
78.
71.
75.
79.
75.
73.
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.
RS.
58.












L99
56.
58.
57.
57.
57.
61.
62.
58.
57,
60-
S7.
58.












                                                                                      Ln:   66.6 dB
                                             Ld:
                                             Ldn:
68.2
73.2

-------
                                                  NOISE DATA
                                                                                                   Page 4 of 4
      YARD:
                 MAYS
LOCATION:
Ul
ffl
      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
     13-lfr
     14-15
     15-16
     16-1
     17-
     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
51.0
54. 0
63.0
68.8
max












77.
79.
fin
81.
90.
82.
79.
8l.
76.
81.
79.
96.
h












70.
73.
70
70
69.
68.
62.
56.
65.
59.
77.-
80.
L.o












56.
54
Rfi
55
56.
55.
51.
52.
54.
51.
52.
62.
L50












m
50
*l
19
50.
50.
48.
49.
48.
48.
47.
49.
L90












48
47
aft
47
48.
47.
46.
47.
46
45.
45.
45.
L99












"7
46
ay
46
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. b
53. b
54.9
53.3
57.3
bO.7
54.0
54.7












max
75.
74.
HI.
70.
90.
78.
78.
77.
79.
96.
77.
80.












LI
51.
66.
b2.
52.
65.
65.
65.
66.
70.
66.
64.
67.












L10
46.
50.
49.
47.
47.
54.
53.
55.
51.
55.
55.
52.












L50
13.
42.
43.
43.
43.
48.
50.
52.
51.
50.
48.
47.












Lgo
41.
40.
40.
40.
41.
43.
47.
19.
19.
17.
16.
11.












L99
10.
39.
39.
39.
10.
11.
45.
48.
48.
"?•
45.
42.












                                                  61.4 dB

                                                  57.6
                                                                                           Ld:
                                                                                           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
arc 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 TOPC/
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 Bouldevard.
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

-------
—^— -k0 — SET1
   *vr<^ I T %^% '^
   1 «  / \,fs. I I i, L- -\>>^  \*^v "

-------
 HARRIS    AND
WILSON   5 U
JL6"'
:-/
  JL—
                                B-61

-------
       J'»'.  -   -        • . ~-t. , • r •           ..*•'.
      '. i"    ii ^T'J.    •"    ' HCKM,. o-.n^i. . >.-.••.:•:

—   r'   ,   I  >Hrr:?gfe;>^ft?^g:-:!?^;:'^••.-;;

-------
                       »J<*
IS
I  N  0

                                           B-63

-------
                                             NOISF  DATA
                                             Page  1  of 4
  YARD:
            SETTEGAST
LOCATION:    43-1
               DATE:   15  February 1978
                      DATE:   16 February  1978
CD
O>
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
13-19
19-20
20-21
21 -22
22-23
23-24
NOISE LEVEL in dBA
Leg














max














i



62. a
b&.b
62.2
t>9.0
59. 4
3d. 7



75.0
77. 5
62.5
80.0
d2.5
76.3
Ll


















71.0
oo.3
73.0
68.6
67.5
67.7
L10
















L50















"-50















i
1

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
51.6
L99


















54.4
52.5
51.6
50.9
52.6
52.8
NOTE:  Levels measured with  FAST meter dynamics.
NOISE LEVEL in dBA
Leq
58.8
59.4
b(J .2
60.0
60.0
60.8
63.1
65.1
61. 5
61.7
63.8













max
76.3
77.5
(7 .5
77.5
75.0
75.0
88.8
85.0
85.0
81.1
85.0













L,
68.3
67 .6
t>9 .b
6e.9
67.1
68.2
69.4
74. g
73.5
72.2
72.2













L10
60.9
61.3
t>3.2
63.1
62.3
63.0
64.0
67. 5
67.5
66.6
67 ?













L50
56.4
57.9
5i .4
57.3
58.7
59.5
60. Q
62 .0
62.1
61.5
61 .1













L90
53.5
55.2
5-.o
55.0
56.3
57.7
58. S
so 6
5J.O
^3.2
=i7 1













L99
51.7
53-3
52.9
53.5
54.7
56.^
55 5
^s n
57.6
56 4
55 ^













                                                                                        n
                                                                                        dn
                                                  60.2 dB
                                                  60.4
                                                  66.6

-------
                                                NOISE DATA
                                                                                           Page  2  of 4
     YARD:
               SETTEGAST
                                       LOCATION:
                                                            13-1
CD
I
en
in
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
     03-W
     Ok-OS
     OS-06
     06-07
     07-08
-09
     09-10
     10-11
     11-12
     12-13
     13-1^
     lit-15
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21-22
     22-23
     23-21*
                  DATE:   16 February 1978
NOISE LEVEL In dBA
Leg























62.0
max























81.3
Li






















-
70.5
L10























b3.9
L50























59.8
L90























57.3
L99























55.1
   NOTE:   Levels measured with FAST meter dynamics.
                                                              DATE:
                                                                      17  February 1978
NOISE LEVEL in dBA
Leq
62 8
63.7
60.0
58.7
60.3
60.6
62.0
62.8



66.9
63.4
65.3
65.0
61.7
61.3
62.9
62.3





max
80.0
78.8
76.3
76.3
73.8
76.3
77.5
78.8



97.5
BK
88 Ji
86.3
85.0
83.8
80.0
82.5





h
71.5
70.0
66.1
67.0
68.1
67.5
69.0
71.0



76.2
71.5
72.5
71.2
71.3
71.1
70.8
71.1





L10
61.9
66.3
62.5
61.1
62.1
63.2
61.3
65.3



68.0
66.0
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
?£•?
51.1
56.6
57.1
58.3
58.7



58.6
57.8
58.9
58.2
57.7
57.1
57.3
56.0





L99
56.5
56.0
51.5
52.6
51.9
56.3
56.7
57.1



56.1
56.3
56.5
55.7
55.1
55.1
51.7
53.9





                                                                                            dn
                                                                                         61.0 dB

                                                                                         62.1
                                                                                         67.6

-------
                                               NOISE  DATA
                                                                                      Page  3  of 4
  YARD:
            SETTEGAST
                                         LOCATION:
43-2
  HOUR
   OF
   DAY
 00-01
  01-02
  02-03
°£
 ll(-
  0*1-05
  05-06
  06-07
  07-08
    -09
  09-10
  10-11
  11-12
  12-1
  is7^
  14-15
  15-16
  16-17
  17-18
  18-19
  19-20
  20-21
  21-22
  22-23
  23-24
               DATE:   15 February  1978
NOISE LEVEL in dBA
Leq












66.7
fifi n
fab.O
64.8
68.2
69.0
66.9
67.3
66.9
66.0
66. 1
66.0
max












88.
86
86.
81.
81.
83.
81.
8Q.
89.
81.
79.
83.
LI












78.
Zfi
76.
76.
75.
75.
74.
74
72.
72.
72.-
72.
L10












72
71
70.
71.
71.
72.
69.
fifl
67.
66.
67.
67.
L50












67
66
65.
65.
65.
66.
65.
fi=;
6'=;.
65.
65.
65.
L90












fi6
6=i
64.
63.
62.
63-
64.
fi/j
64.
61.
61.
63.
L99












fi5
65
64.
61.
60.
63.
63.
64
6V
61.
61.
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.^1
64.5
65 ft
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.
81.
82.
fill











L,
70.
69 .
67
73.
70.
70.
71.
75.
71.
71.
74.
72.
73











L10
66.
b^>.
64
64.
65.
62.
6Q.
70.
67.
66.
67.
67.
fifi











L50
63.
64 .
6U
61.
62.
59.
61.
62.
60.
61.
64.
66.
fifi











L90
62.
6j.
63
61.
61.
57.
59.
59.
57.
62.
61.
65.
fie;











L99
61.
63.
63
62.
6] .
57.
57.
58
55.
62
62
65.
fiil











                                                                                       Ln:   64.9 dB
                                                                                     Ld:
                                    66.7
                                                                                     Ldn:  71'6

-------
                                                   NOISE DATA
                                                                                       Page  4  of 4
     YARD:
                 SETTEGAST
                                         LOCATION:
                                                           43-3
7
     HOUR
      OF
      DAY
     00-01
     01-02
     02-03
*
     03-04
       -05
     05-06
     06-07
     07-08
       -09
     09-10
     10-11
     11-12
     "-'3
     13-14
     14-15
     15-16
     16-1
     17-1
     18-19
     19-20
     20-21
     21-22
     22-23
     23-24
                  DATE:   16 February 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.
h














71.
71.
71.
72.
71.
69.
67.
71.
71. >
69.
L10














66.
66.
67.
67-
64.
61.
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
59.4
59.6
57.1
55.5
54.9
58.5
63.9
6X8
63.5
63.7
62.4
67.6
61. b



,







max
81.
78.
70.
78.
69.
77.
77.
81.
77.
81.
78.
97.
78.











LI
67.
68.
65.
63.
61.
68.
71.
73.
71.
72.
72.
74.
71.











L,0
63.
61.
58.
56.
55.
6l.
67.
68.
66.
65.
65.
68.
66.











L50
56.
57.
55.
53.
54.
56.
61.
62.
60.
61.
58.
62.
54.











Lgo

54.
53.
50.
51.
54.
5I-
58.
5I-
58.
55.
54.
51.











L99

53.
52.
48.
51.
52.
56.
57.
_5J.
57.
53.
52.
49.











                                                                                            L :   59.2 dB
                                                                                             n
                                                                                            Ld:
                                                                                            Ldn:
                                                                                             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 bO) 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.
Ra.i Iroad mainline tracks  parallel  the yard  contours to the  north
.•UK! :-.oulh bul. are well shielded  from  the yard proper.
     The .yard is completely surrounded by dense vegetation  wh.ich
.•/vt.(MiiJ:i a minimum of JOO  yards away from the  service roads  para] lei -
iiir, and (; IOLH: l,o the track  contourr;.  This  is true  except al l.hu

-------
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 bl-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 bl-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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-------

-------
                                            NOISE  DATA
 YARD:   OILLARD
LOCATION:
51-1
 HOUR
  OF
  DAY
 00-01
 01-02
 02-03
 03 -
 0*1-05
 05-06
 06-0
 07-0
 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:
                      3  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.
91.


78.
80.
79.
d9.
70.
LI














78.
79.
84.


71.
72.
77.
80-.
63.
L10














73.
15.
69.


68.
68.
71.
73.
62.
L50














67.
68.
62.


60.
60.
63.
62.
61.
L90














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
bb.l
fi7 B
58 1
60 0
R4 7
fin n
64.6
69.9
69 5
69.3
65.0
65.8










max
85.
83.
80.
81
7?
74
fin
an
77.
80.
83
86.
78.
77.










LI
81.
77.
77.
fin
67
69
R7
fiq
73.
77.
77
79.
74.
74.










L10
73.
68.
68.
70
60
64
RR
fil
68.
73.
73.
72.
68.
69.










L50
63.
60.
60.
58
55
54
^4
Rfi
60.
66.
67.
62.
60.
59.










Lgo
56.
57 .
57.
RR
54
53
53
RR
56.
•38.
60.
57.
58.
56.










L99
54.
56.
56.
54
R3
RT
^3
R/l
54.
54.
57.

57.
56.










                                                                              Ld-
                                                                                   66.4

                                                                                   67.6
                                                                              Ldn:  73'°

-------

-------
                                          NOISE   DATA
                                                                                         PAGE  1/2
  YARD:    DILLARD
                                               LOCATION:    51-2
7
 HOUR
   OF
  DAY
 00-01
 01-02
 02-03
  ipw
  iii-os
 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
 23-24
              DATE:   2 February 1978
NOISE LEVEL In dBA
Leq










61 7
60.0
61.8
63.9
62.8
60.3
59.2
60.3
5$). 2
5d.6
65.1
60.7
58.6
58.3
max










77
7q-
6k.
81.
87.
d3.
76.
72.
dO.
81.
89.
8b.
80.
79.
h










71
70
71.
71.
72.
70.
69.
69.
69.
6d.
76.
70.
69.-
67.
L10










67.
$2-
63.
66.
64.
61.
61.
63.
57.
60.
62.
60.
60.
60.
L50










61 .
si.
58.
60.
56.
55.
55.
55.
53.
51.
51.
53.
53.
55.
L90










58.
iq.
18.
57.
52.
51.
52.
52.
51.
51.
53.
51.
51.
52.
L99










51 .
48.
17.
55.
50.
50.
50.
52.
51.
50.
52.
51.
19.
19.
*  These data not included  in  L,   calculation.

NOTE:  Levels measured with SLOW meter dynamics.
                                                                     DATE:   3 February  1978
NOISE LEVEL in dBA
Leq
56.6
56 .4
60.0
59.8
58.6
59.2
R6.8
60.5
67.3
66. Q
61 1





,







max
75.
68.
77
78.
73.
75.
6Q.
81 .
86.
82.
78













L|
65.
64 .
69.
70.
67.
67.
6s.
6Q.
75.
75.
72













L,0
58.
57.
62.
62.
62.
61.
58.
62.
70.
68.
66.













L50
51.
54.
56.
55.
55.
56.
S4.
57.
61.
65.
62-













Lgo
52.
52.
53.
53.
53.
53.
53.
51.
59.
61.
57.













L99
52.
52.
52.
52.
52.
53.
53.
S3.
58.
58.
S4_













                                                                                       Ln:   58.4  dB
                                                                                            Ld:

                                                                                            Ldn:
63.0
65.9

-------
                                           NOISE  DATA
                                                                                           PAGE 2/2
  YARD:
            DILLARD
LOCATION:    51-3
               DATE:   3 February  1978
                      DATE:   4 Februray  1978
03
1
-J
U1
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
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-24
NOISE LEVEL in dBA
Leq












67.1
66.9
70.8
69.9
61.6
66.3
62.0
65.0
64.1
75. J

75.9
max












84.
85.
L01.
87.
94.
91.
82.
d7.
31.
.01.

98.
LI












80.
79.
78
82.
65.
77.
74.
77.
75.
85.
*.
88.
L10












70.
69.
67.
72.
54.
70.
65.
62.
67.
70.

71.
L50












54.
53.
54.
57.
50.
54.
56.
51.
53.
54.

52.
L90












49.
48.
49.
42
47.
46.
46.
47.
44.
44.

46.
L99












46.
47.
47
4R
45.
4S.
44.
45.
4?.
42.

44.
NOTE:  Levels measured with SLOW meter dynamics.
NOISE LEVEL in dBA
Leq
57.7
h7.5
72.7
70.8
72.7

65.8
61.1
63.1
64.6
69.9













max
82.
87.
90.
89.
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.
"4T.
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 llb-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 TOFC 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 TOFC 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 truck
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 TOFC 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

-------
                                          ^-r-'^F7^^1F^:	' ~i ' '
                                          TGwr»!kB- ^.-"w^-i

                                          NR3s®&?fiES -' '&*?<
                                          I y^sr^S^&f^^^ *
-T- . / ''^ N""    /fj^lT

-------

-------

-------

-------
                                           NOISE DATA
  YARD:   ,innNSTflN
LOCATION:
              DATE:   16 February 1978
                     DATE:  17 February 1978
CD
CO
A
01
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
23-2l»
NOISE LEVEL in dBA
Leq












72.3
80.1
74.8
72.1
71.6
76.1
86.6
74.6
73.3
73.8
82.6
77.6
max












88.

98.
88.
8<3.
88.
L10.
91.
90.
88.
L04.
91.
h












81.

82.
84.
85.
86.
98.
85.
83.
85.
95:
89.
"•10












76.

77.
75.
77.
80.
81.
77.
76.
78.
82.
80.
L50












63.

68
61.
68.
70.
72.
67.
61.
57.
70. '
72.
L90












56.

fin
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.
                               an
NOTE:   Levels measured with SLOW meter dynamics.
NOISE LEVEL In dBA
Leq
77.4
76.9
73.8
75.1
71.6
71.0
75.0
71.2
75.3
76.5
76 3
75.9
69.0











max
92.
92.
89.
91.
90.
£9.
90.
Q3.
87.
93.
93.
89.
O D











L,
87.
88.
85.
86.
85.
83
87
87
85.
86.
87
87.
81.











ho
81
80.
75.
78.
78.
73.
78
75.
79.
80.
79
78.
71.











L50
71.
65.
69.
67.
61.
59.
68
fin
68.
71.
67
71.
58.











L90
65.
55.
55.
62.
57.
56.
60
55.
58.
61 .
fin
63.
56.











L99
6l .
53.
55.
57.
55.
56.
56
55
56.
5fi
^7
62.
55.











                                   Ln:  77.2
                                   Lrf:  78.0
                                   Ldn: 83'7

-------
                                             NOISE DATA
                                                      Page  1  of 2
 YARD:    JOHNSTON
LOCATION:
52-2
              DATE:
                          February 1978
                      DATE:
CD
1
03
U1
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











71.2
69.0
69.7
67.8
70.3
dO.O
7^.0
75.5
81.3
69.3
70.1
72.9
67.3
max











85.
81.
d8.
92.
92.
L02.
87.
L03.
.11.
86.
88.
90.
75.
LI











79.
75.
77.
75.
80.
83.
81.
81.
96.
70.
78.
83.
71.
L10











75.
69.
70.
6Q.
70.
82.
78.
72.
77.
69.
73.
71.
e-'.
L50











68.
68.
67.
65
67.
80.
63.
67.
68.
67.
67.
67.
66.
L90











67.
67.
65.
61.
65.
68.
67.
66.
66.
66.
66.
66.
66.
L99











66.
66.
61.
67
61
67.
66.
66.
66.
66.
66.
66.
66.
                                 February  1975
NOTE:  Levels measured with SLOW meter dynamics.
NOISE LEVEL in dBA
Leq
88.1
67.8
68.0
68.2
68.0
69.0
67.8
87.5
70.5
67 1
6Q 1





,







max
122.
87.
90.
88.
83.
90.
85.
122.
92
86
Q?













Ll
77.
72.
73.
75.
76.
77.
71.
7Q
79.
71
78













L10
67.
68.
68.
68.
68.
68.
68.
eg
71 .
67
6R













L50
66.
67.
60.
oc .
bo .
66.
65.
67
60 .
6 5
fin













L90
66.
66.
66.
66.
66.
66.
66.
66
fit).
fiJj
65













Lgg
66.
66.
65.
65.
65.
65.
65.
65
64.
fi/i
fill













                                             Ln:   79.0dB
                                                                                       dn
                                                                                            78.6
                                                                                            85.3

-------
                                            NOISE DATA
                                                  Page 2  Of  2
 YARD:
           JOHNSTON
LOCATION:
             52-3
             DATE:   17  February 1978
                      DATE:  18  February 1978
B>
CD
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











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.
94.
82.
85.
78.
98.
89.
66.
81.
79.
75.
88.
h











79.
81.
82.
70.
75.
70.
80.
78.
77.
78.
71.
71.
76.
LIO











70.
69.
69.
63.
66.
en.
70.
66.
69.
69.
67.
68.
69.
L50











62.
61.
61.
59.
61.
60.
61.
59.
61.
62.
58.
68.
67.
L90











59.
b7.
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.
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.













LI
83.
77.
75.
75.

61.
80.
60.
80.
78.
76.













LIO
81.
65.
63.
63.

55.
64.
55^
66 .
70.
67.













L50
69.
68.
53.
53.

50.
55.
51.
58.
58.
57.













Lgo
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 diesel 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
    acitivlties are not under the control of the
    railroad.

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 TOPC 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*1-1, 2 and 3) were chosen as sites  for
2*l-hour monitoring (see attached map).  The sites were
chosen1on 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*1-1 and 3*1-3 were located on  the
property line separating the rail yard from the adjoining
residences.   Site 3*1-1, in the backyard of 5620 Kansas
Street', was  directly exposed to the noise of the piggyback
operations.   Site 3*1-3» 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 *10 to 50
years old, and many are in a state of disrepair.  (However,
the home at  5316 Egbert Street where site 3*1-3 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  3*1-2  located  In  the backyard  of
 6107 Qucenswood 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-stoi-y 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 31*-!, 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 tractors
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 sfite 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 34-2
There are 4 components to the noise environment in the
residential community north of the rail yard:

        1.  The noise of the light industry \vest  of the
            Timbergrove Community.  This consists of the
            noise from heavy diesel trucks, electric power
            saws, banging operations,  etc.
                                  B-93

-------
        2.  The noise of construction activities associated
            with building the bridge Tor 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.

        Jj.  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*1-2, 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*J-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*1-2 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^-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

-------
Time
1750
1920
Leq
53.6
54.5
L
max
69-3
66.5
Ll
60.0
60.0
L10
58.0
57.0
L50
51.0
53.0
L90
47.0
51.0
L99 (*B)
46.0
50.0
 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
 34.5

 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

-------
           ^-w^-^M
           ȴ-T V / v^-^yVy
           \ C Vw:"^    ^f*
            1.  r whJ     J
CONTOUR INTERVAL 5 FEET
 DATUM IS MEAN SCA lEVtl

-------
YARD:
            EUREKA
   NOISE DATA

LOCATION:
31-1
HOUR
 OF
 DAY
00-01
01-02
02-03
0*1-05
05-06
OS-09
09-10
10-11
11-12
12-13
 4- 15
15-16
16-19
19-20
20-21
21 -22
22-23
23-21*
             DATE:  08  AUG  1978
NOISE LEVEL In dBA
Leq









.












19. 1
50.6
max






















62.5
73.8
L1






















56.8
56.8
L1Q






















50.6
51.8
L50






















18.5
50.1
L90






















17.5
16.9
L99






















16.1
15.9
Note:  Levels measured with FAST meter dynamics.
                       DATE:
                     09 AUG  1978
NOISE LEVEL in dBA
L=<,
53.1
53.9
50.1
51.8
18.9
50.0
52.9
51.3
55.1















max
66.3
80.0
66.3
85.0
78.8
68.8
82.5
71-2
78.8















LI
58.5
62.1
55.0
60.0
56.1
58.8
58.6
63.9
63.0















L10
51.5
5^.8
51.6
50.9
19.6
50.9
53.1
51.9
57.1















L50
52.1
52.3
19.9
18.6
17.1
H8.3
51.1
52.5
53.1















L90
51.1
50.5
H8.9
16.7
16.1
46.8
50.1
51.1
51.1















Lgg
50.3
18.8
47.7
15.5
15.2
U6.3
18.9
50.3
50.2















                                              W24):-
                                                  Ln:-
                                                  Ld :-
                                                  Ldn:-
                                            dB
                                                                                                 51.5

-------
     YARD:
EUREKA
   NOISE DATA



LOCATION:
31-1
B)
I
     HOUR

      OF
     DAY
     00-01
     01 -02
     02-03
     03-0^
   I  0*1-05
     05-06
     05 -10
     10-11
     13 -1 ti
     15-16
     •,6-17
     17-18
     13-19
     19-20
     20-21
     2i -22
     22-23
     23^2?
                  DATE:  9  AUG 1978
NOISE LEVEL in dBA
Leq









61 0
59.0
5?. "5
5?.l
57. Q
60.?
60.6
67."
70. S
62.8
65.9

55.1
61.1
61.2
max









9?. 8
96.?
76.?
76. ?
86.?
87.5
55.0
107.5
101.3
DOO.O
100.0

86.8
^8.8
97.5
"•I







L10







i

70.9

62.7
69.51 55.?
65.21 54.4
64.2
69.5
70.2
70.6
5?. 9
58.?
58.7
58.5
66.71 58.5
83.2
70.1
70.6

62.1
6M.5
67.8
67-3
62.1
56.8

51.8
52.1
52. 4
L50









5?.l
50.1
48.9
50.0
52.6
55.6
55.?
55.2
57.2
55. 1
52.8

52.2
18.1
47. 9
LgO









19.5
47.4
16.1
17.2
19.9
5?. 4
53.0
52.8
51.1
52.6
51.?

51.1
1)6.6
15.8
Lgg









18.0
45.9
45.1
45.7
48.0
51.7
51.5
51.1
52.8
51.2
50.2

48.6
45.3
45.0
     Note:   Levels measured with  FAST meter dynamics.
                                                    DATE:
                                 10 AUG  1978
NOISE LEVEL in dBA
L*q
49.2
51.0
48.4
49.8
53.7
5?. 5
56.0
5Q.8
61.1















max
78.8
78.8
75.0
72.5
77.5
78.8
JJOjJL
Q7.5
88.8















L!
55. 8
68. 1
54.8
58.3
63.2
57.8
65.0
68.6
71.5















LIO
48.9
50.0
48.7
50.8
54.5
54.7
55.6
57.7
60.0















L50
46.6
47.2
46. 4
47.8
51.8
52.9
5?. 9
5?.Q
54.0















Lgo
45.1
45.8
45-1
45-5
47.2
51.5
52.6
52.7
52.6















Lgg
43-9
15.0
43.9
44.6
46. 3
50.5
51.6
51.5
51.4















                                                                            Lcq(24);  61.9  dB

-------
     YARD:
                EUREKA
                    NOISE DATA



                 LOCATION:
31-2
o
N)
     HOUR
      OF

     DAY
    00-01
    01-02
    02-03
     03^01
     01-05
     05-06
     08-09
     09-10
     10-11
     11 -12
     12-13
    J3-JA
      ) -15
     iS-16
     16-1?
    TFT8
     18-19
     19-20
     20-21
     21-22
                  DATE:
09 AUG  1978
NOISE LEVEL in dBA
Leq









5.1.7
51.5
52.1
51.1
18.7
50.1
51.1
50.6
51.8
51.9
49-9
19.6
19.1
19.6
18.9
max









75.0
68.8
72.5
71. £
62.5
70.0
71.3
66.3
73-8
75.0
67.5
68. 8
66.3
63.8
63.8
L1









63.3
59.7
61.1
L10









55.6
51. 1
51.9
6.1. Oi 51.1
56.1
59.0
58.7
57.9
63.1
62.1
57-:
59.1
53-1
57-9
51.5
51.2
51.0
51.5
53.7
53-5
53.'
50.9
51.1
bO.l
bO.6
50.1
L50









50.8
19.2
18.2
18.1
17.1
17. £
18.5
18.9
17.2
19.1
16.9
17.5
18.6
18.5
IB.:
L90









17-1
15.5
11.3
11.8
14.3
11.0
11.3
11.7
11.6
16.8
15.3
16,1
17-3
17.6
1*6.9
Lgg









15.7
13.1
12.8
12.9
12.7
11.6
12.1
12.3
13.8
15.5
11.5
15.2
16.3
16.1
16.:
     Note:  Levels measured with FAST meter dynamics.
     DATE:
10 AUG  1978
                             Lcq(24);
NOISE LEVEL in dBA
L*,
17.7
18.0
50.0
19.6
50.1
50.5
52.7
53.8
52.1















max
65.0
61.1
65.0
67.5
66.3
62.5
70.0
70.0
68.8















Ll
52.6
51.1
52.9
51.0
56.2
52.7
57-1
60.0
57.8















L10
18.7
18.7
51.0
50.7
51.1
51.5
51.8
55.0
51.8















L50
17.2
17.6
19.7
19.3
19.5
50.1
51.9
53.2
51.1















L90
16.3
16.5
18.8
18.0
18.2
19.2
50.5
51.2
19.1















L99
15-2
16.1
16.8
17.5
17.6
18.8
19.1
50.1
18.2















                                                                                                Ldn:-
                                                                                                      19.9

                                                                                                      51.1

                                                                                                      56.6
                                                                               dB

-------
                                                                                                                 ri
     YARD:
                EUREKA
                                             NOISE DATA

                                         LOCATljON:
31-2
00
£
o
     HOUR
      OF
      DAY
     00-01
     01 -02
     02-03
     04-05
     05-06
     Qo-07
     07-05'
08-09
     05-10
     10-11
     11-12
     •'2-13
     13-14
     16-1?
     17-18
     18-19
     19-20
     20-21
     21 -22
     22-23
     23-24
                  DATE:
                        10 AUG  1978
NOISE LEVEL in dBA
-L.q









.50.7
52.1)
50. 9
52.7
52.6
50.5
50.2
49.4
max









71-3
66.3
L!









56.1
58.2
73.81 60.5
68.8
75-0
72.5
71-3
70.0
50.6 72.5
19-9! 67-5
52.8
19.8
49.li
47.9
47.1
68.8
66.3
71.3
67.5
58. ti
59-b
6]. 5
58-7
58.3
57.3
61.7
58.1
60.]
57.6
58.3
53. ?
52.2
L10









53-5
55.2
53-3
5o.l
55-8
53.4
51.8
52.4
52.6
52.2
55-7
52.3
50.8
49.3
48.1
L50









19.3
51.3
47.9
50.5
49-7
47.9
48.2
47.2
46.9
48.1
51.2
47.8
47-4
47.1
46.7
Lgo









46.9
48.1
44.9
45.8
45.4
44.9
45.4
44.5
44.9
45.5
48.1
45.6
46.1
45.8
45.4
L99









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. b
61.3
65.0
66.3
71-3
76.3















LI
57.9
53-3
53-3
51.7
52.0
52.4
56.5
62.4
60.5















LIO
48.7
48.5
49.2
49.5
50.2
51.1
52.1
54.9
53.4















L50
47.2
17.0
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















Lgg
45.1
«5.1
45.1
45.6
46. 3
47.6
4d.b
50.1
47.6















                                                                                                 Ldn'-
                                                                                                 50.7 d3
                                                                                                 48.7
                                                                                                 51.5
                                                                                                 55.6

-------
                                                  NOISE DATA
     YARD:
               EUREKA
                LOCATION:
O)
o
in
     HOUR
      OF
      DAY
     00-01
     01 -02
     02-03
     03-04
     04-05
     05-06
     06-07
     07-08
     05-09
     05-10
     10-11
     11-12
     12-13
     1J-U
     14-15
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21-22
     "-23
     23-24
                  DATE:
10 AUG 1978
NOISE LEVEL in dBA
Leq









•73.1
60. 6
66.0
67.9
max









101.3
93.8
97.5
95.0
68.81 95.0
65.11 93-8
68.0
69.9
68.6
69.4
6S.2
67.6
69.fi
66.5
66.3
95.0
90.0
101.3
98.8
92.5
96.;
92.5
105-0
LI









82.5
79.7
77.6
L10









71.8
72.5
67-7
81. l| 67-3
81.6| 70.9
78.21 66.1
81.61 69.1
81. 5j 71.0
80 . 51 70 . 1
81.7
76.5
80.1
82."
!_ 78.1
93. B| 7H.j
69-3
68.6
69.0
72.7
68.1
bb.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
L90



t





57.5
53.0
Lgg









51.6
50.2
51.0 50.6
53-3
52.5
51. b
53.8
52.5
50.5
51.9
53.5
53.8
51.8
51. b
52.2
50.5
50.0
19.7
51.7
50.2
19.0
50.3
51.6
52.0
50.5
50.2
50. b
     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















LI
LIO
77. 3i 66.6
82.1 71.9
72.1
79.1
62.1
71.6
78.7 70.1
78.5 72.1
77.1| 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















Lgo
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















                                                               Leq("):.
                                  68.5dB
                                  67.2
                                  69.1
                                                                                                 Ldn;-

-------
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 (TOFC)
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 TOFC
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 ATSP railroad personnel and by community
residents that yard activities occur 2*4 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 ^ 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 ^8-hour monitoring and Site 35-2
 and 3 for 2*J-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 2*J20 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.

     Plat 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

-------
.*?•••
. C/>OP COHVfPStO*
             MJTOH1TK SLOCK • i*TE!HOO(IH<;*T STOCXTON
                  STOCKTON
                  U P till 4.
                                        STOCKTON TOWER
                                           X * IliO T

                                             C" \
                                                         MORMON
                                                            UP liZOO
                                                              a-r
                                         ife
                                                                       • ? <
                                         MORMON  RAIL YARD

-------

-------
      YARD:
           MORMON
   NOISE DATA


LOCATION:
35-1
tr
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
     03-0*1
     0*4-05
      05-06
06-07
07-08'
      08-09
      09-10
      10-11
      11-1?
      13-
      lH-15
      15-16
      16-17
      17-18
      18-19
      19-20
      20-21
      21-22
      22-23
      23-2T
                   DATE:   15 August 1978
NOISE LEVEL in dBA
Le,



















61 .0
51.1
61 .9
71 .7
64.0
max



















80.0
75.0
87.5
97.5
98.8
h



















73.5
64.0
74.3
85.7
73.4
L10



















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
Lgg



















43.0
42.7
45.3
47.6
48.8
      Note:  Levels measured  with FAST meter dynamics.
                                                                DATE:   16 August  1978

Le,
71 .?
74.4
74.1
75.1
74.0
73.7
63-5
63.6
64.2
69.1
63.6
65.1
61 .8



62.5
66.8
66.0





l\
max
88.8
83.8
77.5
97.5
81 .3
L01 .3
93.8
92.5
96.3
92.3
95.0
91.3
81 .3



87.5
87.5
97.5





OISE I
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





.EVEL
ho
74.8
74.9
74.8
74.8
71.8
74.5
67.8
63.2
56.1
50.9
65.2
61 .2
65.7"



65.1
70.1
66.5





in dBA
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'-

-------
      YARD:
                  MORMON
                                            NOISE DATA


                                         LOCATION:
35-1
»
I
      HOUR
       OF
      DAY
     00-01
      01 -02
     02-03
      03-0*1
      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*i
                   DATE: 16  August 1978
NOISE LEVEL in dBA
Le9



















55.3
51 .3
62.7
63.9
52.4
max



















90.0
72.5
96.3
87.5
71.3
"-1



















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
50.5
52.5
50.2
Lgo



















47.1
47.7
48.3
50.0
47.9
L99



















45.9
46.5
46.8
48.8
46.4
      Note:  Levels measured with FAST meter dynamics.
                                                                DATE:   17 August 1978
NOISE LEVEL in dBA
Leq
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




bb. 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




95.0
88.8





L,
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




77 .0
75.6





ho
64.7
62.5
67.9
49.4
68.5
65.4
61 .8
68.2
50.4
68.1
53.7
61 .6
56.6




68. 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
d6.8
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





Lgg
45.1
46.3
45.3
43.5
45.3
44.7
46.4
46.4
45.0
43.8
42.7
43.1
42.2




44.1
43.8





                                                                                          ,(2«):.
                                                                                            L.  :
                                        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*1-05
05-06
06-07
07-08'
08-09
09 - 10
10-11
11-12
12-13
13-1')
1*1-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-21*
             DATE:   15 August 1978
NOISE LEVEL in dBA
Leq


















60.8
58.6
61.4
67. a
64.3
63.5
max


















80.0
88.8
83.8
92.5
81 .3
85.0
L1


















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
L5o


















49.5
51.1
51.3
49.4
50.6
55.0
L90


















47.0
47.7
47.1
46.8
46.7
47.8
L99






•











45.6
46.3
*5.3
45.4
45.1
46.0
Note:  Levels measured with FAST meter  dynamics.
                       DATE:
       16  August 1978
NOISE LEVEL in dBA
L=,
63.8
59.2
63.1
66.7
62.7
59.2
69.1
61 .9
63.3
fid 1
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
Ql R
97.5
86.3
80.0
88.8
91 .3
87.5
82.5
90.0






h
78.1
71 .5
75.2
78.0
75.6
71 .3
79.6
74.1
74.9
7"; a
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 1
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
RS Q
53.4
52.1
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
51 .4 148.0
51 .9 !48.0
52.2
48.6
51 .3 148.7
52.6
49.7
52.2 149.1












L99
45.1
45.1
44.1
45.1
43.9
44.5
46.9
47.6
48.9
en fi
46.4
46.4
45.9
45.7
46.7
47.5
47.6
46.8






                                                                                            Ldn'-
                                                         63.5dB
                                                         64.5
                                                         62.8

                                                         70.7

-------
DO
I
       YARD:
       06-07
      _P-?JlPJL
       08-09
       HOUR
        OF
        DAY
       00-01
       01 -02
       02-03
       03 -
       0*1-05
       05-06
09-10
       10-11
       11-12
       n-i^
       15-16
       16-17
       17-18
       18-19
       19-20
       20-21
       21-22
       .22^23
       23-2l»
                MORMON
                    DATE:  is August  1978
   NOISE DATA


LOCATION:
NOISE LEVEL In dBA
L=<




















52.3
max




















72.5
62.5' 92.5
59.3, 95.0
50.61 73.8
L1




















62.9
75.1
66."
60.4
LIQ




















55.4
59.2
56.'
52.1
L50




















47.5
49.2
50.7
48.4
Lgo




















45.1
46.1
47.9
45.9
L9g




















43.9
44.5
46.3
45.0
       Note:   Levels measured with  FAST meter dynamics.
35-3
                                                                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
02.5
87.5
91.3
95.0
81 .3
96.3
90.0
85.0
93.8
82.5
88.8
86.3
80.0
90.0
83.8
96.3




h
75.4
65.3
70.2
55.1
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




ho
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


1

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
L99
43.3
44.2
44.5
44.2
45.0
42.6
44.1
45.7
45.1
43.2
42.7
43.1
43.0 141 .6
44.2
45.1
45.5
44.3
45.7
44.7
45.9




43.0
43.8
44.0
43.2
43.9
43.8
44 . 2




                                                                                                   Ldn'-
                                                                                                  61 .H

                                                                                                  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 of 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        j
Street include detached units as well as many new 4-5 story              I
apartment or condominium units.                                          j

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
approximately 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 problem.
                              B-120

-------
          Map of Balmer Yard and
          Vicinity
B-121

-------
      YARD:
                 BALMER
                                             NOISE DATA


                                         LOCATION:
                                                              36-1
CO
i
M
N>
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
     03-0*1
     Ql|-05
     05-06
     06-07
     07-08
     08-09
09-10
      10-11
      11-12
      12-13
      13-
      15-16
      16-1
      17-1
      18-19
      19-20
      20-21
      21-22
      22-23
      23-2*1
                   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
L1















70.7
69.2
63.6

68.3
63.6
63.4
60.4
61.7
L1Q
w














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
Lgo















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 1n dBA
Leq
54.5
58.6
59.3
59.8
RQ.fi
5R.fi
5Q.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. C
78.8
B5.0
76.3
78.8
73.8
81.3
78.8
si.:
72.5
fll 3









L1
61.8
64.2
67.7
64.7
67.0
64.7
6fi.fi
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
'5.7
'7.5
50.3
45.0
44.3
51 .9









L99
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
                                                                                                 58.2
                                                                                                  n
                                                                                                  Ldn'-
                                                                                                      56.9
                                                                                                      64.5

-------
     YARD:   BALMER
                                             NOISE DATA

                                         LOCATION:      36-1
CD
N>
U)
     HOUR
      OF
     DAY
    00-01
    01-02
    02-03
    03-Oil
    Qli-05
    05-06
    06-07
07-08
     08-09
09-10
     10-11
     11-12
     12-13
     13-'
     15-16
     16-1
     18-19
     19-20
     20-21
     21-22
     22-23
     23-2l|
                  DATE: 26 AUGUST  1978
NOISE LEVEL 1n dBA
Leq















s« •*
55.2
56.7
59.5
52.5
54.6
58.4
57.7
56.6
max















«n n
75.0
81.3
87.5
70.0
73.8
75.0
80.0
73.8
h















S7 4
63.7
65.8
71.6
58.9
61.9
68.9
68.0
63.7
L10















Rft A
56.0
55.1
55.9
53.6
56.3
59.1
57.3
58.2
L50















Sd ft
53.3
52.1
52.2
51.7
53.4
56.6
54.9
55.5
L90















<;? ft
51.4
50.4
50.4
50.2
51.1
54.4
53.8
54.0
Lgg















11 «;
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 3
61 .•?
57.9
51.8
54.3
56.3
53.8
55.9
55.0









max
75.0
70.0
80.0
78.8
82.5

88 8
78.8
78.8
71.3
75. Ci
78.8
75.0
78.8
75.0









h
67.3
62.7
66.5
65.5
63.7

64 6
67.9
64.9
63.8
64.3
68.4
63.5
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









L90
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









                                                                                                 L   -64.0
                                                                                                 Ldn'	
                                                                                        Lcq(24):  57.2  dB

                                                                                            Ln:_5LJ_

-------
YARD:    BALMER
   NOISE DATA


LOCATION:     36"2
HOUR
 OF
 DAY
00-01
01-02
02-03
03 -
0*1-05
05 - 06
08-09
09-10
10-11
11-12
12-1
13-lii
U-15
15-16
16-1
17-1
18-19
19-20
20-21
21-22
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. B
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
LIQ








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
55.11
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
















L!
71.1
71.9
72.3
68.6
72.1
71 .4
66.2
71 .6
















L10
64.9
64.2
63.4
63.5
60.8
63.1
59.8
63.8
















LSO
54.2
58.3
58.1
58.2
56.8
56.9
54.1
57.0
















L90
51.1
54.0
52.9
56.5
50.7
51.9
52.2
52.7
















Lgj
50.0
52.0
51 . 5
55.2
47.6
48.0
51.3
51.3
















                                                                                           LdrT-
                                                        64.0dB

                                                        63.0
                                                        64.5
                                                        69.7

-------
CO
to
Ul
      YARD:   BALMER
                   DATE:  26 AUGUST 1978
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
      Qli-05
      05-06
      08-09
09-10
      10-11
      11-12
      15-16
      16-17
      17-18
      18-19
      19-20
      20-21
      21-22
      22-23
      23-2*1
                                            NOISE DATA


                                         LOCATION:     36-3
NOISE LEVEL In dBA
Leq










56.3
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

A








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
L10










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
51.0
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
'7.
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














1-1
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
56.5
52.1
50.7
53.5
55.9
61.1
58.0
58.2














L50
50.6
47.7
46.8
'7.5
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
44.4
46.5














Lgg
44.5
41.7
41.4
44.0
41.6
41.3
43.2
45.2
42.2
44.3














                                                                                       W24):-
                                                                                          Ln:-
57.3 dB

54.2
                                                                                                Ldn'-
                                                                                                      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 iJOOO 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
 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 windows 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
^5 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:

    Leq   Lmax   Ll   L10    L50   L90   L99
    71.3   87.1   82    Ik    67    64     62  dB

 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  Pairview, 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

-------
                              'oA>- ' " --xVX
                              .&•
                              /  MAP OF ENOLA
                       ,-  /  S
                                 YARD AND VICINITY
 ; s^\ •$*••'.
 ir^ftiSISrWs^
 tr+eKfciP1   jtZ'

                                               v*    \ ^10" "^
                                               %   vv *
                                                  YJ    *\ ^^o.ni"
 E  A
«••  N  S  B^f.RS«'!
.5^  •-% x\\ \S&r*
—^..U,,—|v;- fe>
   ^       V VN>*\. -AX-;, (' ?
:\ SS x    -•
•    • \o \.    /•
I't{"">>•* '.\i (•-  /   vx.-'-i;':
^.s\  c   OW  /'
                           V
                              AN1

-------
                   lEGEND
RESIDENTIAL
COMMERCIAL
WHOLESALE
SERVICE
INDUSTRIAL
TRANSPORTATION
PUBLIC
VACANT
             LAND  USE  MAP  OF
             ENOLA YARD  VICINITY
                                           ;»"  Tu;::i:::~^r.:::ir::xK::$<5Kucitit---
                                           *   ^&H«^nif:^p3^»&f
                                        llp£M    ^W
                                        ^^f^,iJly

-------
            S^r^^-fr ^'•^uHwiV'1^'
            S^c^S^K"-^' %
    3 /-^
-------
YARD:
HOUR
 OF
 DAY
00-01
Cl -02
02-03
05-06
06-07
07-08'
08-09
09 -10
10-11
11-12
'2-13
'.'•-IS
15-16
16-17
17-18
 18-19
19-20
20-21
21-22
22-23
ENOLA
             DATE:   29  August 1978
   NOISE  DATA


LOCATION:
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
h

















83.7
79.9
75.7
78.4
68.3
67.4
58.9
ho

















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
L99

















48.9
48.6
50.2
51 .4
51.3
50.6
49.9
Note:  Levels measured with FAST meter dynamics.
                                          37-1
                                                DATE:   30 August  1978
NOISE LEVEL in dBA
Le,
61 .5
61 .5
58.2
59.5
59.6
64.3
60.2
58.8
70.5
66.5
61.6
60.3
b/.3
70.0
b9.3
b/ . 1
55.2







max
76.3
90.0
78.8
78.8
80.0
83.8
77. 5
78.8
95.0
88.8
85.0
76.3
7fi I
q? 5
fil 1
87 5
78.8







Ll
70.3
74.7
69.0
69.1
70.6
74.7
72.8
70.8
82.9
79.3
/2.0
70.5
bS .i
tsj .y
fiQ.8
fiS 3
66.8







L10
64.7
59.9
60.8
63.3
63.4
67.9
62.1
59.9
72.3
69.4
6b. 1
63.6
t>U. (.
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
5fi.2
55.6
51 .8
61 .8
54.1
49.6
50.7







L90
53.0
51.5
51.6
52.7
52.1
51 .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
4 J.tf
44.5
46.4
45.0
46.0







                                                                        V24):-
                                                                            Ln  :-
                                                       64.1  dB
                                                                                               60.3

                                                                                               65.3

-------
CO
tJ
Lfl
    YARD:
     HOUR
      OF
     DAY
    00-01
    01-02
    02-03
    03-0^
    0*4-05
    05-06
06-07.
07-08
    08-09
    0° -10
     10-11
     11-12
     12-13
     T.-15
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
    21-22
     22-2
    23-:
                    FNQLA
                  DATE:   30 August  1978
                                             NOISE DATA


                                         LOCATION:
NOISE LEVEL in dBA
Le,

















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
L,

















fin i
60. a
68.9
68.0
75.7
64.0
66.0
L10

















fi5 q
55.4
61 7
59.?
65.8
54.6
55.6
L50

















52 5
49.8
52.9
50.9
52.3
50.5
48.7
L90

















47 R
46.0
4R.2
48.2
48.9
47.9
45.9
L99

















4R <;
43.8
4fi 1
4fi.R
46.8
46.4
44.4
     Note:  Levels measured with FAST meter dynamics.
37-1
                                                                DATE:  31  August 1978
NOISE LEVEL in dBA
Ueq
53.7
57.8
64.4
59.2
55.2
60.1
56.4
59.6
55.7

63.7
70.5
b9 .8
b/. /
bU.4
b4.8
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







L1
64.3
69.3
76.0
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

LH : 64'7

-------
    YARD:
               ENOLA
   NOISE DATA


LOCATION:
37-2
CD
I
    HOUR
     OF
     DAY
    00-01
    01-02
    02-03
    0*1-05
    05-06
06-07
07-08'
    08-09
    09-10
    10-11
    11-12
    12-13
    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
L=,

















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
ho

















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
Lgo

















65.2
65.4
66.4
68. 1 ' '5.3
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
/3. 3
70.9
71 .4
68.0
68.8







max
77.5
tit . "3
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







«•!
73.4
78.7
75.2
72.7
76.7
82.2
77.7
78.4
75.6
80.3
80.4
78.2
BZ . I
80.7
82.9
74.3
74.6







LIO
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.9
72. 8
73.0
69.6
71.4







L50
69.9
66.2
64.7
68.6
fifi.fi
69.1
67 fi
fiQ 7
69.7
69.2
70.6
70.8
71 .4
68.5
68.1
67.9
67.8







Lgo
63.0
64.2
62.6
63.8
66.8
65.7
fiS 4
fifi 1
67.1
65.8
69.0
68.7
68.1
65.9
65.9
66.6
63.9







Lgg
61.5
63.0
61.1
6?. 4
55.4
64.1
fid. 1
fif, .9
65.4
63.8
fi7.7
66.9
66.3
64.1
64.7
66.3
61.5







                                                                                        L  (24):  70.9  dB


                                                                                           Ln :  70-°
                                                                                           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 190
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 38-2
     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 16:40 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
56.5
max
78.2
Ll
67.
L10
56.
L50
50.
L90
48.
L99
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:
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:
            38-1
             DATE: 31  August 1978
                      DATE:   1  September  1978

w
i
M
£>
W
HOUR
OF
DAY
00-01
01-02
02-03
03- 0*1
0^-05
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
22-23
23-24
NOISE LEVEL 1n dBA
Le<,
















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
L10
















61.7
62.5
57.1
66.6
61.6
61.6
61.1
59.0
L50
















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.
NOISE LEVEL 1n dBA
Leq
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












h
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












L9Q
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
46.4
44.3
44.1












                                                                                           Ld  ;  58.4
                                              Lcq(24):  57.8  dB
                                                                                           I   •  63.4
                                                                                           Ldn'	

-------
      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 2^-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 llOfa 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-^ 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 4930
 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,
with 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 noted 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, s^nce the nearby yard area was utilized primarily
for car storage.  Retarder screech could be heard during humping
periods at the west hump yard, occurlng 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,  and 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	9j	9 9
     58.8  76.0    69.0    60.0  55.0   5!».0   5^.0
                                     B-149

-------
 Site  52-4
      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:
L L
eq max
L,
LIO Lso L9o L99
     61i.6     8l.O   75.0    67-0    59-0   58.0     58.0

 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

-------
                                                                                             -J'-"t /f*-'1 '  (. "rtl.-**:
                                                                                             A:«|*ftSulw.r.yL( \ i
                                                                                             ;••••• !••' vt~i •.  MF.-  .
                                                                                             ^4'  1 :,>, :-•—V,
                                                                                             Tvs\s*>r:l.'5!j;*!:


                                                                                             S|^;
                                                                                             d-x-^s-—- c«.
'   / /^"10'-?'"1!?  '

     ''           '



-------
 YARD:
to
 HOUR
  OF
 DAY
00-01
 01 -02
 02-03
 05-06
 06-07
 07-08
 03-09
 09-10
 10-11
 11-12
 12-13
 13-14
 15-16
 16-17
 17-18
 18-19
 19-20
 20-21
 21-22
 "-23
 23 -24
ARGENTINE
   NOISE DATA

LOCATION:
              DATE:
                            09 AUG  1978
NOISE LEVEL in dBA
Leq












•57.0
•52.1
51.2
51.14
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
Ri.^
80.0
75.0
67.5
73.8
L1












69.7
62.1
58.7
60.3
70.0
66.6
63.9
66.7
64. f
65.6
ho












58.5
52.6
53.11
53.5
57.6
5^.8
514.5
58.5
55.7
58.2
58.91 56.5
63.51 57-3
L50












47.4
H6.6
149.5
149.4
50.6
50.4
50.8
53.0
52.1
55.2
54.5
51.7
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












LI
63.3
71.7
66.7
61.2
70.2
66.7
68.5
64.6
64.6
68.4
61.3
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












Lgo
52.9
49.2
47.7
52.1
53.4
53.4
52.4
52.6
49.8
46.1
47.6
49.1












Lgg
52.5
47.6
45.5
51.3
52.6
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
CD
I
   HOUR
    OF
    DAY
   00-01
   01-02
   02-03
   03-
   0*1-05
   05-06
06-07
   07-08
   08-09
   09-10
   10-11
   11-12
   12-13
   15-16
   16-1?
   17-lS
   18-19
   19-20
   20-21
   21-22
   22-2
   23-:
                DATE:    9 AUG 1978
NOISE LEVEL in dBA
Leo













19.0
17-2
52.0
60.1
58.9
53.1
66.5
57.1

51.7
63.6
max













66.3
65.0
78.8
88.8
90.0
75.0
98. 8
86. ^

75.0
92.5
LI













59-0
57.2
61.0
73.0
71.3
61.2
78.1
65.0

58.6
75.5
L10













52.2
19.8
53.1
57.0
55.9
56.1
61.1
5ll.fi

55.3
51.9
L50













16.0
11.2
17-1
18.2
18.0
18.1
51.9
19.5

51.3
51.1
L90













13.0
11.9
13.9
15.1
15.1
15.7
'46.9
17.5

53.5
52.7
L99













11.5
40.8
12.0
13.1
12.9
11.1
15.3
16.1

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
61.7
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
71.7
79.1
73.2
71.3
71. 1»
72.7
63.6
75.3
71.3











L10
56.5
57.0
57.3
59 .5
60 . 8
61.1
60.2
57.1
58.6
57.6
51.2
58.5
60.8











L50
53.6
53-1
51.1
52.6
52.9
51.8
51.0
51.1
50.9
18.9
18.2
19.7
18.8











L90
51.8
18.3
17.9
50.6
51.1
19.6
19.1
19.2
17.1
15.3
15.5
16.9
15.2











L99
51.3
16.8
16.1
50.0
50.1
18.8
18. C
17.9
16.3
n.i
11.1
15.3
in.o











                                                                                        Leq(24):.

                                                                                            Ln :-
                                                                                            L, :
                                      6l.O dB
                                      62.1
                                                                                                     60.2

-------
YARD:
ARGENTINE
   NOISE DATA


LOCATION:
53-2
HOUR
 OF
 DAY
00-01
01 -02
02-03
03 ^
05-06
08-09
09-10
10-11
11-12
12-13
13-
15-16
16-1
17-1
 18-19
 19-20
20-21
21-22
23-
             DATE:
             10 AUG 1978
NOISE LEVEL in dBA
Le,













19.7


65. "
58.1
59.6
60.6
62.9
63-5
55.9
61.1
max













70.0


93-B
8l.-
92.5
97.5
92.5
86.3
70.0
91.3
L1













59.5


75.9
69.2
70.7
69. 1
71. {
76.0
61.2
77.0
L10













51.1


66.3
59.9
56.6
59.1
60.7
65.1
58. 1
63.0
L50













16.5


60.5
53.3
50.3
50.8
53.1
55.9
51.7
51.1
L90













11.3


5,3-8
1)9.8
18.2
18.1
50.0
51.1
53.0
52.1
L99













13.0


19.9
17.7
16.7
16.5
18.6
52.9
52.2
51.1
 Note:  Levels measured with FAST meter dynamics.
                       DATE:    11  AUG 1978
NOISE LEVEL in dBA
Le<
61.3
63.2
57.8
56.1
52.5
19.2
53.0
62.2
60.0
61.1
57.1
71.9
&3.1











max
87.5
87.5
83.8
82.5
80.0
66.-?
70.0
90.0
85.0
83.8
78.8
95.0
90.0











"-1
77.8
76.2
70.3
66.6
59.0
51.3
62.1
75.2
73.0
73-6
67.9
88.6
75-9











ho
61.2
62.9
56.7
56.6
52.1
51.0
51.1
57.3
59.2
62.1
62.1
76.5
59.3











L50
51.2
52.3
52.1
52.2
50.3
18.6
51.1
50.6
50.3
51.8
19.5
55.7
51. b











L90
51.8
50.1
50.1
50.5
18.5
16.9
19.1
18.1
?7-7
18.3
15.7
19.3
47.7











Lgg
51.3
18.9
18.9
19.9
17.6
16. ?
17.8
17.?
16.1
15.7
13.8
16.6
16.3











                                               Lcq(24):

                                                   Ln  =

                                                   L   :
                                                                                           dB
                                                                                                 60.2

-------
    YARD:
ARGENTINE
   NOISE DATA


LOCATION:
53-3
CO
I
Ul
Ul
    HOUR
     OF
    DAY
   00-01
   01-02
   02-03
   03105
   0*1-05
   05-06
   08-09
   09-10
    10-11
    11-12
    12-13
    13-
    1*1-15
    15-16
    16-17
    17-18
    18-J9
    19-20
    20-21
    21-22
    22-23
    23-21
                DATE:
             10  AUG 1978
NOISE LEVEL In dBA
Leq












6?.1
55.5
56.9
61.5
70.6
61.1
57.1
65.0
67.1
68.1
69.1
67.5
max












86.?
80.0
81.3
93.8
105.0
88.8
78.8
90.0
95.0
93.8
97.5
101.'
Ll












72.9
61.9
67.1
71.9
77-2
70.1
66.5
75.1
75.8
76.2
78. £
76.3
L1Q












65.5
56.5
60.3
65.8
69.6
61.8
59.9
68. fi
71.1
70-1
70. £
67.1
L50












58.6
53.1
53.2
57.8
66.1
55.9
55.7
59.1
61.5
66.1
65.1
59.5
L90












51.1
50.7
50.6
51.7
63.1
52.1
50.2
53.2
51.1
62.1
60.1
55.1
L99












50.?
50.0
19.3
19.1
61.8
19.2
17.6
50.1
50.0
58.8
58.5
52.6
    Note:  Levels measured with FAST meter dynamics.
                      DATE:
                11 AUG 1978
NOISE LEVEL in dBA
L = q
62.1
61.0
58.fi
59.7
56.1
51.7
56.?
32,. 8
57.1
59.5














max
80.0
77.5
77.5
73.8
71.3
80.0
78.8
67.5
82.5
82.5














Ll
70.5
69.5
6?. 9
69-9
62.3
56.2
66.8
59.6
68.2
69.6














L10
65.9
61.0
60.7
62.8
59.6
51.1
57.1
51.1
57.7
62.2














L50
60.0
59.1
55.6
56.6
51.8
19.2
52.2
52.2
53.2
51.1














L90
55.8
51.3
51.7
52.9
51.7
17.0
19.1
19.6
51.2
52.2














Lgg
52.6
52.6
50.2
51.1
19.1
16.?
18.0
17.9
50.3
51.3














                                                                            V24):-
                                                                                Ln:-
                                                       61.idB
                                                       63.5
                                                                                                   61.1

-------
 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  Rai]roads.  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 rai] 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 ^ mph to ensure coupling.  The
main retarder automotical]y 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
rctardcr noise  from the rail cars after passing over the humps, air
release noise and the impact noise that occurs when the moving
ra.1.l 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 typo doors of the main shop building were always open;
 however, no audible noise appeared to propagate from inside.  The
 major noise sources from this repair facility include the noise from
 ful]-power testing of locomotives to ensure that they can attain and
 ho3d 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 Amtrak train passes by the yard approximately 3 to 4 times a
 week cither around 7 am or 11 pm.  This train while passing -the
 yard continuously blows its whistle.

 This railroad yard operates 2^ 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 power 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 Dancl uses  surroundIng the  Cumberland  Railroad  Yard  in  South
 Cumberland arc generally  residential  and  business  to  the north and
 southwest and  conservation to  the  southeast  (see attached  map).
 Brief  explanations  of the land uses follows:

 (a)     The land located at the east-northeast boundary  of  the rail-
 yard has been  /.oned for highway  business;  however, there  are many
 residential  dwelDings in  this  area that were constructed before  the
 new  zoning laws were passed in 1974.  These homes  are well-maintained,
 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
 over]coking  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  residenv.ial.   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
 CJty  of Cumberland Sewage Treatment Plant, and a state reservation
 aDong 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 trajn 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
 achieved  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 slue locations are shown  on the  attached map
 and  are described below.

 Site  54-1
 Site  5'J-l  was chosen as the  48-hour monitoring  site (actua]  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

-------
 S-ile  54-2
 Site  54-2 was chosen as a 24-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 43 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 noise from very light local  traffic.  Homes
 in  this area are fairly maintained houses  of one and two-slory frame
 construction.  A 1'ew of the homes had window air conditioners  but
 most  did not.

 Site  54-3
 Site  54-3 was chosen as a 24-hour monitoring site due  to  its close
 proiuixity to the westbound hump which is located near  the cast 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 Hoad.  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 exposure at  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,  tlio1 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 tJme 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 114 dB.
 Nonrail  sources  of noise  at  this  location were  traffic along
 Industrial  Boulevard,  insect noise and small propeller aircraft.

 Rail  noises were  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  S4-2
 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 no j ue 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 nojse 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 40 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 durinc and after  heavy  rains.

 Si ic  M-2
 Two neighbors at this site said that they were very annoyed;
 three were sDightly 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
 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
 hctve  had  to re-plaster his house after the railroad switched  from
 steam engines to dicsel-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 short 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.

 Siic  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 raJlroad
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
B)
      HOUR
       OF
      DAY
     00-01
    I O1-C2
    I C2-C3
    I 03-C!.

    I P.-05
    I  05-06
    !  r,L _ r. ~i
    i  05 - 10
    I  11-12
      12-13
      '.' -15
      15-16
      16-17
      17-18
      13-19
      19-2C
      20 - 21
      21 -22
      22-23
      23-2't
                   DATE:  15 August 1978
NOISE LEVEL in dBA
Leq






1








65.2
70.5
59.5
74.2
67.5
68.6
59.1
70.3
70.8
max

LI

LIQ

L50

1 , i
























•
90.
93.
92.
99.
81 .
92.
91.
91.
101.
76.
82.
81.
80.
72.
^_73.
73.
78.
72.












68.
68.
69.
71.
68.
69.
69.
71.
65.













57.
61.
60.
55.
67.
67.
68.
59.
57.
Lgo















54.
55.
54.
55.
58.
66.
67.
61 .
53.
Lgg















53.
53.
53.
53.
55.
66.
67.
57.
51 .
      Note:  Levels measured with  FAST meter  dynamics.
                       DATE:   16 August  1978
NOISE LEVEL in dBA
Leq
65.4
67.9
70.7
60.5
6A.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.









LI
74.
79.
80.
71.
75.
84.
82.
80.
74.
81.
61.
73.
73.
74.
72.









LIO
68.
68.
70.
62.
64.
72.
73.
71 .
68.
71.
60.
65.
66.
66.
66.









L50
60.
56.
61.
56.
56.
58.
64.
65.
63.
61.
59.
55.
56.
58.
57.









L90
54.
52.
53.
52.
51 .
52.
60.
61 .
55.
58.
53.
51 .
52.
53.
53.









Lgg
52.
51 .
51 .
49.
50.
50.
55.
59.
54.
57.
57.
49.
49.
51.
51 .









                                               Lcq(24):  69.0  dB

                                                   L. :  69.3
                                                                                                   drT
                                                                                                       68.8

                                                                                                       75.7

-------
                                                 NOISE  DATA
    YARD:    Cumberland
LOCATION:     54-1
oo
CTl
CO
    HOUR
     OF
     DAY
    00-Oi
    01-02
    02-03
    03-0*1
    QJ--05
     12-13
     13-
     15-16
     16-17
     17-18
     io-19
     19-20
     20-21
     21 -22
     "-2
                 DATE:  16 August 1978
NOISE LEVEL in dSA
Leq










max










i








70.01 99.
71 .5
70. 1
70.3
64.5
57.8
71.3
75.9
66.7
99.
91 .
100.
86.
91 .
94.
105.
86.
LI















77 .
83.
84.
77.
75.
78.
83.
73.
79.
LIO















67.
66.
66.
70.
67.
65.
72.
66.
66.
L50















55.
60.
60.
56.
58.
55.
60.
60.
62.
Lgo















52.
54.
55.
53.
54.
54.
55.
54.
53.
Lgg















50.
51 .
51.
51 .
53.
52.
53.
53.
52.
     Note:  Levels measured with FAST meter dynamics.
                       DATE:  17 August  1978
NOISE LEVEL in dBA
Leq
64.8
67.3
72.7
67.3
6ft. 6
66.0
74.4
71 .6
66.5
65.6
70 R
66.9
69.1
69.7
66.9









max
85.
87.
102.
R7.
92.
87.
102.
93.
88.
88.
<50
97.
93.
90.
88.









h
70.
81 .
76.
78.
79.
75.
80.
81.
77.
74.
RT
75.
78.
83.
78.









LIO
67.
68.
70.
68.
70.
70.
71.
72.
70.
66.
71 .
69.
70.
67.
70.









L50
62.
37.
62.
61 .
63.
55.
69.
69.
59.
62.
61 .
59.
62.
60.
58.









Lgo
54.
54.
55.
59.
53.
50.
57.
58.
53.
57.
58.
52.
50.
50.
53.









Lgg
52.
bJ.
52.
58.
52.
49.
53.
54.
51 .
55.
56.
49.
4/.
43.
52.









                                               Lcq(24): 70.1   d3

                                                   Ln : "-1
                                                   L(j : 69.4
                                                                                                 Ldn'-
                                                                                                     77.3

-------
     YARD:
Cumberland
   NOISE DATA


LOCATION:      54-1
CO
     HOUR
      OF
     DAY
    00 - 0!
    0', -02
    02-03
    ,03-01
     05-06
     10-11
     11 - '. 2
     V2 - 1 3
     II,--, 5
     15-1o
     16-17
     17-18
     18-19
    "J9-20
     20-21
     21-22
     22-23
     23-21)
                  DATE: 17 August  1978
NOISE LEVEL in dBA
Leq














max














66.5! 88.
72.9
74.9
63.9
Rfi 7
fin. 7
76.3
67.8
65.2
30.0
90.
95.
85.
R7
RS.
102.
89.
86.
114.
Li














78.
81.
88.
74.
76
72.
83.
77.
75.
74.
L,0














70.
72.
73.
67.
6&
60.
72.
70.
68.
69.
L50














58.
71 .
64.
57.
"IT.
54.
58.
62.
58.
60.
L90














53.
70.
57.
50.
51 .
51 .
54.
56.
54.
54.
Lgg














52.
70.
53.
48.
49.
50.
52.
55.
54.
53.
     Note:  Levels measured with FAST meter dynamics.
                                                       DATE: 18  August 1978
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.















Ll
L.o
76. ! 68.
76.
78.
67.
70.
81 .
69.
66.
61.
66.
72.
LSO
55.
59.
55.
54.
59.
64.
75. i 69. 64.
75. 1 67.
86.















69.















59.
62.















L90
Lgg
53. , 52.
53.
51.
51 .
54.
56.
62.
52.
59.















50.
49.
49.
52.
51 .
52.
50.
58.















                                                                               Leq(24)=	dB

                                                                                   Lp'ZJ-^—
                                                                                                 Ldn:-

-------
                                                  NOISC DATA
      YARD:
Cumberland   Yard
LOCATION:
54-2
DO
I
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
      03-0',
      0^-35
      05 - 05
    I  0~-:
-------
     YARD:   Cumberland Yard
                                                 NOISE DATA


                                              LOCATION:
54-3
     HOUR
      OF
     DAY
     CO-01
     01-02
     02-03
     03-0*4
     Qij-05
    _05 - Oo
    i 06-07
    fc7-08"
    i 08-05
CD
i-   i C5-:o
     10- n
     r, -12
     12-13
     13-
     16-17
     17-16
     18-19
     .5-20
     20-21
     21 -22
     22-23
     23-2^
                  DATE: 16 August 1978
     Note:   Levels measured with  FAST meter dynamics.
NOISE LEVEL in dBA
Leq
















63.9
56.6
58.5
5*. 9
58.6
64.5
60.0
56.2
max












LI









L10












i
1



84.
79.
81 .
80.
79.
82.
85.
74.

•
i

77.
66.
69.
64.
69.
75.
69.
67.

65.
57.
62.
55.
61.
68.
60.
58.
L50
















51 .
52.
43.
43.
53.
53.
53.
52.
L90
















45.
45.
43.
43.
50.
51.
51.
51.
Lgg
















43.
41 .
41 .
41 .
48.
51 .
51.
50.
                                                                     DATE:  17 August  1978
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.
71.
84.
89.
89.
33.
75.
83.
85.
81 .
69.
90.
84.








L1
67,
69.
68.
62.
66.
70.
76.
81 .
71 .
69.
73.
72.
69.
65.
73.
74.








ho
58.
60.
63.
56.
56.
65.
65.
61.
62.
61 .
63.
61.
60.
57.
65.
64.








L50
51^
51.
55.
52.
49.
54.
56.
5
-------
 YARD:
 00-O1.
 01-02
 C2-03
 05 - 06
 10- i l
 1! - ', 2
i  "-'.3
 -. 3 -1 k
 \k-\S
  0-16
  16-17
  17-18
  18-19
  iS-20
 20-21
 21-7.2
 22-23
Cumberland  Yard
              DATE:   17  August 1978
   NOISE DATA

LOCATION:     54-3
NOISE LEVEL in dBA
Leq















63.1
59.0
59.0
57.1
57.9
66.5
59.2
57.7
59.8
max















84.
78.
76.
82.
78.
86.
80.
78.
87.
h


L10















74.
71 .
68.
67.
68.
79.
68.
67.
69.












64.
60.
62.
58.
60.
59.
62.
60.
60.
L50















50.
50.
55.
51.
52.
53.
54.
52.
51.
L90















46.
45.
46.
46.
46.
48.
51 .
49.
49.
L99















44.
43.
44.
43.
43.
46.
49.
48.
43.
  Note:  Levels measured with FAST meter dynamics.
                                                     DATE:  18 August  1978
NOISE LEVEL in dBA
l.«
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.















L!
68.
67.
60.
74.
70.
77.
69.
6tf.
67.















ho
62.
57.
52.
61.
60.
64.
60.
57.
56.



L50
54.
48.
49.
50.
51 .
49.
LgO
48.
45.
46.
43.
45.
45.
49. ; 47.
43.
49.



1






















45.
45.















Lgg
46.
*5.
45.
42.
43.
44.
45.
44.
43.















                                                                                            dB
                                                                                             ud  '-
                                                                                             Ldn:-
                                                                                                  59.4
                                                                                                  60.9

-------
   Western Avenue Yard
   Chicago, Milwaukee, St. Paul and Pacific Railroad
   Chicago, Illinois
   (Site No. 55)
1.0   GENERAL DESCRIPTION OF YARD 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 dlesels 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 48 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 moveable 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
      af a nominal speed of 3-4  mph.   The light, sealed  passenger
      cars seem to radiate  less  noise  than  freight cars  under  the
      same conditions.
                               B-176

-------
m&SJ^rrff^TTfPl
                           ~i  .11) KJ
                           _^^.;^J;i,^T^
                      Map of Western Ave.  Yard  '.
                            and Vicinity

-------
                                                 NOISE  DATA
     YARD:
         Western  Avenue
LOCATION:
55-1
D)
-J
CD
     HOUR
      OF
     DAY
    00-01
     01-02
    02-03
     03-0^
     Ofr-05
     05-06
     06-07
     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
     22-23
     23-21*
                  DATE:  16 August  1978
NOISE LEVEL In dBA
Le<,













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
Ll













83.2
83.0
82.8
83. <
80.0
78.9
76.4
78.1
75.8
75.8
76.8
LIQ













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
65.1
65.4
64.2
64.2
65.3
66.5
65.6
Lgg













66.3
67.8
67.3
62.3
65.0
64.2
63. 4
63.8
64.4
65.2
65.0
     Note:  Levels measured with FAST meter dynamics.
                                                                DATE: 17  August 1978
NOISE LEVEL in dBA
Le,
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
72.3
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 :-2^L_
                                                                                           L, : 74.4
                                                                                                ,   .  77.4
                                                                                                Ldn'	

-------
      YARD:
                   Western  Avenue
                                            NOISE DATA

                                         LOCATION:
55-1
0>
VO
07-08
03-09
      HOUR
       OF
       DAY
      00-01
      01 -02
      02-03
      03-0^
      QI.-05
      C5-06
      08-07
      09-10
      10- 11
      11-12
      12-13
      H.-15
      15-16
      16-17
      17-18
      ;8-19
      19-20
      20-21
      21-22
      22-23
      23-2*4
                   DATE:  17  August 1978
NOISE LEVEL in d3A
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
"•I













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
76.1
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
L99













68.8
68.5
66.4
65.7
66.3
64.3
63.8
63.8
63.6
6 5-. 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












L,
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












                                                                                                  Ldn'-
                                                                                                      74.7
                                                                                                      77.6
                                                                                        Lcq[24): 73.4  dB

-------
     YARD:   Western  Avenue
                                            NOISE DATA

                                         LOCATION:   55-2
00
o
     HOUR
      OF
     DAY
     00~1
     01-02
    02-03
     03-0*1
     0^-05
     05-06
     06-07
     07-08
     05-09
     09-10
10-11
      1-12
     12-13
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21-22
     22-23
                  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
Ll










71.7
74.2
76.0
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
56.8
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














LI
71.9
64.8
66.1
65.6
64.9
66.4
74.3
76.7
76.1
73.4














L10
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
50.1
49.3
48.9
49.0
48.8
49.4
51 .a
53.8
54.3
54.5














                                                                                       Lcq(24): 63'6
                                                                                                 n
                                                                                               58.3

                                                                                               65.1
dB

-------
 Frontier Rail Yard
 Conrail
 Buffalo/Cheetowago, New York
 (Site No. 56)
 1.     GL'NEKAL DESCRIPTION OF YARD ACTIVITIES  AND  IMPACT

 1.1    Mdjor Noise Generating Activities

 The 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
 brick and forth, the retarders, the air releases,  and  the  Jmpacts
 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 are 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 idling and moving locomotives, moving  trains, air
releases, and  whir-tlcs.   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 shop.
 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 zonod 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 arc 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 dwellJngs.  At the southwest  corner of the yard, the 2 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 cast 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 56-1 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 residentjal
 areas south of Broadway Road.

 Site bG-1
 Site 56-1 was chosen as the ^8-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
 lj,000 feet to the east.   The homes in the area are well-maintained
 one and two-story frame houses with additional structures for
 garages.  Some of these homes have window air conditioners but
 most do not.

 Site 56-?.
 Site 56-2 was chosen as a 2^-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 2Jl-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 squca], trucks on railroad property, air releases, retarder
squeals, moving uraJns, whistles, and locomotives idling at the
locomotive shop and refueling station.

2.2   Site Noise Environment

S-lte 56-]
Rail noise exposure at this site was dominated by Idling and moving
locomotives.  Other observed railroad noise sources were moving
trains, 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 homo3.  Some neighbors
 mentioned that they had problems with vibrations that were strong
 enough to break their windows.

 Site  56-2
 Rai]  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 55 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 wore 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 compDain 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

-------
          i^^t^^^ ^iFlfiFf    J^^^rfr^^f iiHi
           ., j;'  Llr;^'::.; , ;  ifiVSMiW jLsst^^^wf?'.^ 'W*'t\m\\\
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                                       p#*/?£/,*<* ,?i  &s&/?so*s s*ta fe ^f/f^cf/<*'-c/&0i**f
-------
YARD:    FRONTIER
             DATE: 23 AUGUST 1978
HOUR
 OF
 DAY
CO-01
0'.-02
02-03
03 -
05-06
09- iQ
 o-r
 2-13
 5-16
 6-17
 17-18
 13-19
 ij-20
2C-21
   NOISE DATA

LOCATION:    56-1
Note:  Levels measured with  FAST meter dynamics.
NOISE LEVEL in dBA
eq










57.1
54.7
64.3
66.3
6?. 4
61 .5
58.8
60.0
64.3
63. 1
61 .1
58.8
57.1
53.8
Lmax



"•I



L10



i !






78.
87.
89.
91 .






69.
58.
75.
79.
86. ! 74.
88.
78.
74.
70.
81 . 71 .
85. 1 73.
99. . 72.
80. i 75.
76.
79.
75.
71.
66.






58.
52.
64.
68.
67.
62.
61 .
63.
69.
64.
58.
50.
54.
59. 53.
L50










47.
46.
48.
48.
47.
48.
51.
48.
55.
51 .
52.
53.
51 .
52.
L90










43.
43.
44.
43.
4V
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 ?
54 7
66.3
60.5
52.5
61 .1
59.0
62.6















max
96.
84.
95
fiR
96.
89.
71 .
87.
97.
88.














iOISE 1
Ll
82.
77.
80
fil
80.
71
57.
69.
63.
76.










I



.EVEL
L!0
61 .
67.
70
55
55.
61.
53.
55.
55.
58.














n dBA
L50
52.
53.
51
5?
53.
55.
51 .
50.
51 .
51 .















L90
51 .
51.
50
51
51 .
52.
50.
49.
49.
49.















L99
50.
50.
£Q.
5fj_ 1
50.
52.
£9.
48.
48.
47.











1


                                              Lcq(24): 62.8  dB
                                                  L   =64.1

-------
                                                  NOISE DATA
     YARD:     FRONTIER
                                          LOCATION:
56-1
                  DATE:   24  AUGUST  1978
                                                                DATE:   25  AUGUST  1978
to
i
VO

10
     03-
     O't-05
     05-06
     0&-07

          "
     07-08"
     03-05
05 -10
    I 10-11

     11-12
     12-13
     15-16
     16-17
     17-18

     lo-lS
     15-20
     20-21
     21-22
     22-23
     23-25
     Note:  Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Le,










GO. 7
62.8
67.5
54 3
55.6
max
L,
i









85.
S6.
103.
84.
75.
52. 3i 73.
59.6
61.1
57.5
59.2
64.1
55.3
55.6
55.3
90.
90.
91 .
80.
87.
72.
80.
75.

ho










71.
73.
75.
64.
68.
62.
68.
69.
66.
69.
76.
62.
65.
60.







60.
60.
63.
55.
57.
54.
61.
62.
60.
61 .
65.
57.
57.
57.
L50










52.
53.
51.
50.
48.
48.
50.
50.
49.
56.
57.
53.
51 .
54.
L90










49.
49.
47.
45.
45.
44.
45.
45.
46.
54.
55.
50.
50.
51.
Lgg










48.
47.
45.
45.
43.
42.
43.
44.
45.
54.
54.
49.
49.
49.

Le,
5J^_Q
158.8
55.3
67.3
58.6
67.3
66.0
53.0
52.1
55.1














iV
max
68.
79.
66.
94.
79.
98.
97.
80.
86.
88.














OISE I
Ll
60.
69.
59.
79.
69.
79.
79.
58.
57.
63.














.EVEL
L10
58.
62.
57.
67 .
61.
63.
54.
55.
51 .
54.














in dBA
L50
55.
53.
54.
56.
53.
54.
53.
51 .
49.
49.















L90
52.
52.
53. !
53.
52.
53.
50.
49.
48.
48.















Lgg
51 .
51.
52.
5T .
52.
52.
48.
47.
47.
47.














                                                                                         Lcq(24): 61.6  d8


                                                                                            Ln  :_62i!_


                                                                                            L.,  : 60.5

-------
                                            NOISE  DATA
YARD:     FRONTIER
LOCATION:
56-2
             DATE:  23 AUGUST  1978
                       DATE:  24 AUGUST 1978
CO
1
!-•
VO
LJ
HOUR
OF
DAY
00-01
;; -02
02-03
03-0^
0',-C5
05-06
C6-C7
C7-03
03-09
09 -'.0
10-i 1
r, - 1 2
'.2-13
13- lit
K-15
5 5 • '6
16-17
17-16
18-19
i?-20
20-21
21-22
:2-23
23-2^
•Note:   Levels measured with FAST meter aynamics.
NOISE LEVEL in dBA
Leq










71.2
66.0
71.6
6P..2
70.5
70.3
max






"•I










99.



82.
88. 77.
91 .
94.
92.
92.
70.8; 98.
69.5
69.1
71.0
70.3
9',.
94.
95.
92.
70. 81 100.
63.7! 88.
65.8
95.
83.
81 .
81 .
83.
84.
82.
81.
82.
83.
L10










73.
68.
73.
67.
74.
70.
69.
69.
69.
68.
70.
82. i 69.
L50
L90
i








LS9





I •
1 i



65.
60.
62.
58.
63.
58.
59.
50.
62.
58.
63.
59.
73. , 65. 59.
71 . | 65.
61 .



57.



53.
55. 54.
55.
53.
54.
50.
52. i 50.
54.
53.
55. i 53.
54.
56.
54.
56.
57.
57.
58.
53.
53.
53.
54.
55.
56.
58.

Leq
69.3
70.3
69.7
71 .2
64.1
62.2
63.9
69.7
65.0
69.9














h
max
97.
98.
97.
96.
82.
88.
91 .
91 .
87.
99.














OISE 1

78.
80.
81 .
8«.
74.
70.
72.
81.
77.
80.














.EVEL
L10
71.
68.
68.
68.
58.
65.
66 .
72.
65.
69.












1
1
n dBA
L50
60.
58.
59.
59.
58.
58.
5S.
60.
59.
61 .















L90
56.
55.
56.
56.
56.
55.
57.
57.
56.
57.















L99
5£ .
54.
55.
55.
54.
54.
56.
55.
55.
56.














                                              L  (24): 69.2   dB


                                                  L  : 67.8
                                                   n ———

                                                  L. : 69.9

-------
YARD:
                 FRONT!-.*
   KOISE DATA



LOCATION-     56-3
I
M
vo
HOUR
 OF
 DAY
     -i
CO-Oi  i
01 -02
02-03
03-
QJ.-05
05-06
Qo-07
07-OS'
03-03
C9-'Q
10-il
  - i 2
12-13
13-U
Hi-15
 16-17
17-18
 !8-15
 19-20
20-21
21-22
22-23
23 -
             DATE   24 AUGUST  1978
 Note:  Levels measured with FAST meter dynamics.
NOISE LEVEL in dBA
Leq
'-max j Ll


i






















64.6' 38. 76.
61.3: 78.1 72.
63.7
_JJ-8
60.9
60.9
57.3
55.: }
54.3
55.8
62.6
61.3
55.5
54.3
91.
81.
85.
85.
79.
82.
77.
72.
82.
101.
76.
96.
75.
69.
73.
73.
65.
66.
67.
66.
73.
63.
64.
57.
L10

L50
L90
1
|

















Lgg




i
!





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.

55.
54.
54.
53.
49.
47.
45.
45.
41.
45.
52.
53.
52.
51.





53.
52.
52.
52.
48.
45.
44.
43.
£0.
43.
50.
52.
51 .
50.
                                                                       DATE:   25 AUGUST  1978
NOISE LEVEL in dBA
Le,
54.9
57.9
54.5
57.2
59.4
53.6


















max
68.
81 .
Li
61 .
69.
68. 58.
96.
74.
63.


















62.
67.
56.


















L10
L50
56. ' 52.
58.
55.
55.
57.
54.




L90
L99
50. 50.
54. 53.
53. 52.
53.
53.
53. 52.
52.
51 .
51 .
51 .
53. ! 52. ! 51.









































!
























                                                                                                Lcq(24);  59.6 dB

                                                                                               -   L-  :  56.4
                                                                                             Ld  ;  60.8
                                                                                             I   .  63.8
                                                                                             Ldn' -

-------
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                                                                                                               \\        '  HI
DC

-------
 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.

Flat 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

-------
                               of Blue Island Rail

                             Yard and Vicinity
        **** 7 > *
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                                  ? i   '"»r /
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TtOyy I

-------
YARD:
CD
1
to
o
J*
HOUR
OF
DAY
00-01
01-02
02-03
03 -Qi*
Oi(-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
13-11*
1^-15^
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2l»
BLUE ISLAND
   NOISE DATA




LOCATION:
             DATE: 22 AUGUST  1978
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
h



















75.8
73.0
70.5
69.7
69.6
L10



















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
Le,
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





LI
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





W
LgO
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





L99
54.
50.
50.1
49.
51.;
55.
54.
52.
52.1
52.;
49.:
50.'
48.
50. i
51 .!
53.!
47.;
49. (
49. f





24): 66.9 dB
Ln : 67.5
Ld : 66.5
Ldn: 73'8


-------
YARD:  BLUE  ISLAND
             DATE: 23 AUGUST  1978
   NOISE DATA




LOCATION:    57-1
CO
M
0
in
HOUR
OF
DAY
00-01
01 -02
02-03
03 -0^
0*1-05
L 05-06
06-07
07-08
08-09
09-10
10-11
11-12
U-13
13-11!
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



















63.3
64.6
61 .4
64.2
63.1
max



















91.3
91.3
90.0
88.8
91.3
h



















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
Lgg



















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
Leq
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





Ll
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





ho
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





Lgg
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
L, ; 67.7
Lj _. 71.8



-------
      YARD:    BLUE ISLAND
                                                  NOISE DATA
                                         LOCATION:     57-3
                   DATE:  24  AUGUST 1978
                                                                DATE:  25 AUGUST 1978
OB
to
o
ffl
      HOUR
       OF
       DAY
      00-01
      01-02
      02-03
      03 -
      Ob-OS
      05-06
      08-09
      09-10
10-11
11-12
      12-13
      13-1*t
      Tt-15
      15-16
      16-17
      17-18
      18-19
      19-20
      20-21
      21-22
      22-23
NOISE LEVEL 1n dBA
Le,












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
L10












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
LgO












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.
NOISE' LEVEL in dBA
Le,
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













L10
71.8
60.8
58.7
68.9
64.0
59.5
64.0
63.1
60.5
65.8
66.8













L50
62.7
56.3
56.6
55.0
56.0
53.8
58.6
53.7
53.6
61.6
61 .1













w
L90
56.4
54.3
54.6
52.9
52.7
51 .7
54.0
51.5
51.6
52.8
55.3













Lgg
54.4
53.7
52.9
51.8
51.4
50.7
51.4
50.1
50.7
51 .3
52.9





1







24): 67.8dE
Ln : 66.3
Ld : 68.5
l • 73.1
rfn'
an

-------
YARD:    BLUE ISLAND
                                            NOISE DATA
LOCATION:     57-2
             DATE: 23 AUGUST  1978
                      DATE: 24  AUGUST 1978
a
to
o
-J
HOUR
OF
DAY
00-01
01-02
02-03
03 -Oil
0^-05
05-06
06-0?
07-08
08-09
09-10
10-11
11-12
12-13
13-U
I^-IS
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2*1
NOISE LEVEL in dBA
Le,










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
L10










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
48.2
49.7
56.4
56.5
57.5
57.5
56.4
Note:  Levels measured with FAST meter dynamics.

L«<
59.0
63.9
62.5
62.6
62.1
63.0


69.6
69.5



















1*
max
75.0
97.5
71.3
71.3
72.5
91 .3


102.5
100.0



















IOISE" I
«•!
70.5
73.9
67.3
67.2
66.2
77.7


78.3
79.9



















.EVEL
ho
59.5
60. «
65.'
65.7
65. J
58. £


65. •
63.1



















in dBA
L50
57.1
58.3
60.8
61.5
60. £
54. S


56.3
56.1














LCQ(
eq




L90
55.5
56.3
57.5
57.8
56.7
52.7


54.1
54.4














24): 68
Ln :-&
L. : 69
Ldn: 72
an

L99
55.
55.
55.
55.
54.
50.


51 .
52.














.6 dl
.3
.8
.7


-------
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 3 2 ROBBINS

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                X '  -   '  - 1 -\
             :  ''.-•'.      '•]*'"•    »\f **.. -'.

-------


-------
••>  '1 •:   •<•

-------
D3
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                                                                                                                                                      -                              ,'         -*.

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                                                                                                                                                      »    \ V                   , i,          "••


-------

-------
   CD
    I
'   to

-------
  Boyles Raj 1 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)     Making-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 about 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.  Brief 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 utilized 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 very 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 classificaiton 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 58-2
Site 58-1 was chosen as the ^8-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 2^-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 58-2
Site 58-3 was chosen as a 24-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 58-3
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 18:40 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 43
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 of 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

-------
                                      DO sis\yc'snj£j"•' **
 R*d figurci indicate

  numbering tytlem

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             \ I .' ~r>—v,-*jV 5" = »* n   /   -'
      }\«gr..  /'/i''P®S/S'^JM   xf -.' Si

     Js-Sl<7J^;   ;/  /i=rJ4
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..i>^^^      &rf.%iH-|'  -; i?
 c/r *"  *^*>£. \\\ v ^~ --iS tw..xiy-v ..i
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    •C^^VjBlggg


    I2,,SJVW
     ? l^^r; ^^i^T^ -^
     *|<^^^ii»w»^        :
               ". /
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                 X^'
             ^? I ^r
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 ',->  "«" »C. H.fo.!^  .^

 f"-T"*^.i_-r  - "'"  V •-[«•*

 S- - * =.»•= aci \ «»0 fy-A '
         e if1* ^ V^ V,1
  \f >,,
                  ''*•
    \\
                        2^Wir?N
                        - "   ^
                            ^,A ^.»> *	
  • «>m . ~ „„§„.  t. .^f.\
   i\"" **(«•! g   % Xief^

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  * TO *«,».. o «* » .' .JxC
    t .- -<• *»   • 5*^- --


     : T-x^
^r»>>
^ MAP OF BOYLES


   AND VICINITY



    B-225
                                     -«"t-..^* "•,
      i £1
'i-?.-r. .*iMi?t
   2^^^Xtt££&fe oTri^ri

-------
     YARD:
                BOYLES
   NOISE DATA




LOCATION:       58-]
                   DATE:  28 August  1978
                       DATE:  29 August  1978
CO


to
l\)
a\
HOUR
OF
DAY
00-01
01 -02
02-03
03 - O't
0^-05
05-06
06-07
OJ-OS"
08-09
09-10
10-11
11-12
12-13
1 3 - 1 'i
Ti-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2l«
-

NOISE LEVEL in dBA
Le<,




















62.2
63.7
59.4
57.5
max




















73.
83.
77.
75.
"•I












•







64.
70.
68.
61.
L10




















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
L*1
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.
SI .
91 .
85.
76.
74.




"•I
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


                                                    n '

                                                   Lw :  62.8
                                                                                                  i   .  68.9
                                                                                                  L,i.r	

-------
to
to
to
     YARD:   BOYLES
                  DATE:  29 AUGUST  1978
07^08
08-09
     HOUR
      OF
     DAY
    00-01
     01 -02
     0*1-05
     12-13
     13 - 1 ^
     1*1-15
     15-16
     16-1/
     17-18
     18-19
     19-20
     20-21
     21-22
     22-23
     23-21T
                                            NOISE DATA


                                         LOCATION:
NOISE LEVEL in dBA
Le<




















63.0
66.5
59.2
58.5
max




















78.
87.
79.
79.
Ll




















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
                                                                                       W24):-
                                                                                           Ln :-
                                                                                                Ldn'-
NOISE LEVEL in c!BA
Leq
58.3
60.3
68.2
59.6
63.9



















max
75.
86.
93.
79.
92.



















LI
66.
64.
80.
66.
71 .



















L,0
69.
60.
64.
61.
61 .



















L50
57.
58.
58.
58.
60.



















L90
55.
57.
57.
56.
58.



















L99
54.
55.
55.
55.
56.



















dB
                                                                                                      62.8

-------
    YARD:
                BOYLES
                                             NOISE DATA



                                          LOCATION:    58'1
                  DATE:  30  AUGUST 1978
                                                                 DATE:   31  AUGUST  1978
a

to
to
00
    HOUR

      OF
     DAY
    00-01
    01 -02

    02-03"
    O'i-05
05-06

06-07
     11-12
     12-13
     13 -1 fr
     1 't -15
     15-16
     16-17
     17-18
     18-19
     19-20
    20-21
    21-22
    "-23
    2}-2k
NOISE LEVEL in dBA
L=q












fifi .1
fiR. ?
fid. 1
6<3.7
60.9
68.8
63.9
63.0
63.0
63.7
61.3
61.3
max












B7.
qfi.
fl7_
99.
82.
97.
85.
84.
82.
85.
76.
81.
h












7fi.
77.
71.
79.
70.
75.
72.
71.
69.
72.
67.
63.
L10












fiq.
65.
64.
64.
61.
63.
67.
65.
65.
67.
62.
62.
L50












62.
60.
fil .
60.
58.
5y.
60.
58.
61.
60.
60.
61 .
L90












59.
58.
RQ.
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.
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.
8J_^
84.
83.
79.
82.
84.
89.












L1
64.
63.
67.
77.
65.
73.
73.
71 .
72.
71 .
69.
70.












L,0
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.












                                                                                         Lcq(24): 64.4   dB


                                                                                             Ln:62'6
                                                                                                 udn'-
                                                                                                    .  69.5

-------
     YARD:     BOYLES
                                              NOISE  DATA


                                           LOCATION:      58'2
CD

M
NJ
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
     03-0't
     O't-05
     05-06
 06-07
_°-7.L.Q{L
 03-09
 05 - I'O
      10- 11
      11-12
      12-13
      13 - 1 '<
      15-16
      16-17
      17-18
      18-19
      19-20
      20-21
     21-22
      22-23
                   DATE: 28 AUGUST  1S78
NOISE LEVEL in dBA
Leq




















61 .B
59.2
58.3
59.2
max




















74.
75.
66.
80.
>-1












.







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
5r^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.
7_2__
80.
80.
80.
81 .
66.
66.
81 .




L,
60.
63.
77.
66.
53.
74.
61.
72.
66.
67.
67.
73.
63.
75.
66.
64.
70.
58.
58.
75.




L10
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
                                                                                                  ud '-
                                                                                                        59.4
                                                                                                  Ldn'-****-

-------
      YARD:    BOYLES
                                             NOISE DATA

                                          LOCATION:     58-3
co

KJ
Ul
O
      HOUR
       OF
      DAY
     00-01
     01-02
     0'<-05
     05-06
     06-07
03 - 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
      23-21*
                   DATE: 29 AUGUST  1978
NOISE LEVEL in dBA
Le,





















61 .1
57.9
59.0
max





















90.
79.
80.
L1





















71.
67.
70.
L10





















60.
57.
59.
L50





















56.
55.
54.
L90





















55.
54.
53.
L99





















54.
53.
52.
      Note:  Levels measured with FAST metec dynamics.
                                                                DATE:  30 AUGUST 1978
NOISE LEVEL in dBA
Leq
.5_Z_.]_
56.8
55.5
55.8
bb. U
56.?
_5JL_6_
56.0
57.5
_57_J
59.6
60.9
60.9
57.9
60.0
60.0
56.6
56.9
57.3
60.1
59.0



max
8_L_
80.
78.
76.
78.
75.
76.
76.
80.
83.
82.
93.
80.
80.
87.
86.
77.
82.
78.
80.
79.



"-1
67.
66.
62.
67.
63.
64.
60.
67.
68.
67.
72.
70.
74.
69.
69.
70.
68.
68.
69.
71 .
70.



L10
56.
56.
55.
55.
57.
57.
54.
56.
57.
56.
60.
59.
60.
59.
56.
58.
56.
57.
56.
61 .
59.



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.



LS9
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 :_5JL7_
                                                                                            L  =59.1

-------
to
u>
     YARD:   BOYLES
                  DATE:  30 AUGUST  1978
     HOUR
      OF
      DAY
     00-01
     01 -02
     02-03
    _-_
     08 -d§
     03-10
     12-13
     15-16
     16-17
     17-18
     18-19
     19-20
     20-21
     21-22
     22-23
   NOISE DATA


LOCATION:     58-3
NOISE LEVEL in dBA
Leq




















59.0
57.7
58.3
54.7
max




















79.
BO.
79.
74.
LI




















70.
69.
70.
64.
LIQ




















59.
56.
58.
53.
L50




















55.
51.
54.
52.
L90




















54.
53.
52.
52.
Lgg




















53.
52.
52.
51.
     Note:  Levels measured with FAST meter.dynamics.
                       DATE:  31 AUGUST 1978
NOISE LEVEL in dBA
Leq
J5.5...8
54.7
57.1
55.5
56.6
53.2
52.6
51 .9
54.9
52.3
"iT.4
54.0












max
82.
81.
80.
84.
81 .
76.
74.
72.
76.
74.
76.
75.












Ll | L10
1
65.
63.
69.
67.
69.
65.
63.
62.
66.
63.
63.
64.












54.
52.
58.
53.
54.
53.
54.
54.
56.
53.
55.
55.












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.












                                                             dB
                                                                                                      55.7
                                                                                                Ldn'-

-------
  NorUi Little Rock Rail Yard (Crtdt)
  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.
Flat 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 aoove 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 uses.  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 diesels south of the hump control tower -
            continuous rumble.

        4.  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.  Plat 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.

        ft.  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.

        ft.  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.

        4.  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

-------
                          '
                 Little
i3«U5 Slj i8* "•. LCHJO'^O ,«^
PUCKETJ sr.    '«      ;
   IA'*
                                                      \    w
Sor ? ^TT^tTL-T'Hss'--«i 'in
                                             \ •'•' ARKANSAS
                                 North Little  Rock  Yard
                                      and  Vicinity

-------
      YARD:
NORTH LITTLE ROCK
   NOISE DATA

LOCATION:     59-1
UJ

10
Ul
VO
      HOUR
       OF
      DAY
      00-01
      01-02
      02-03
      0^-05
      05-06
      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
      23-21)
                   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.
L10








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.
Lgg








59.
60.
61.
61.
59.
59.
60.
58.
57.
58.
59.
60.
59.
61 .
62.
62.
      Note:  Levels measured with  SLOW meter dynamics.
                                                      DATE:  31 August 1978
NOISE LEVEL in dBA
Laq
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.
















h
81.
84.
99.
99.
97.
84.
75.
89.
















ho
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 .
















L99
61.
61 .
61 .
62.
62.
62.
61 .
59.
















                                                                              lcq(24):  80.9  dB
                                                                                  L  :  82.3
                                                                                   n 	
                                                                                  L, :  79.9

-------
YARD:  NORTH LITTLE ROCK
   NOISE DATA


LOCATION:    59"2
             DATE: 30 AUGUST 1978
                      DATE:   31 AUGUST 1978
to
NJ
*>.
O
HOUR
OF
DAY
00-01
01 -02
02-03
03-Oit
0^-05
05-06
06-07
07-08
08-09
09-10
10-11
11-12
12-13
IS-l^
1^-15
15-16
16-17
17-18
18-19
19-20
20-21
21-22
22-23
23-2A
NOISE LEVEL In dBA
Le,








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.
Ll








85.
79.
79.
80.
81.
82.
83.
84.
83.
85.
83.
82.
75.
77.
83.
82.
L1Q








76.
66.
69.
69.
72.
70.
72.
72.
69.
75.
71.
71.
65.
67.
75.
72.
L50








6R.
59.
64.
63.
58.
61.
62.
62.
61.
61.
61 .
60.
60.
62.
64.
60.
L90








fi?.
57.
62.
57.
55.
56.
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
Le,
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.
















Ll
87.
77.
84.
78.
77.
80.
81 .
84.
















L10
78.
66.
75.
64.
66.
68.
67.
75.
















L50
67.
59.
63.
58.
60.
58.
56.
58.
















L90
58.
56.
58.
56.
57.
55.
54.
55.
















L99
54.
54.
56.
55.
56.
53.
53.
b4.











•




                                              W24):-
                                                  Ln:-
                                                                                          Ldn'-
71.1 dB
                                                                                                71.5

                                                                                                70.8

                                                                                                77.8

-------
     YARD:   NORTH  LITTLE ROCK
   NOISE DATA

LOCATION:     59-3
DO

NJ
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
     03-0*1
     0^-05
     05-06
     08-09
     09 -10
      10-11
      11-12
      12-13
      15-16
      16-1?
      17-18
      18-19
      19-20
      20-21
      21-22
      22-23
                  DATE:  31 AUGUST  1978
NOISE LEVEL in dBA
Leq








6?.?
fis. n
fi3.3
fifl.?
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








79.
87.
79.
88.
87.
84.
80.
87.
87.
89.
87.
96.
86.
94.
90.
82.
Ll








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.
Lgo








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 slowmeter dynamics.
                      DATE:  1  SEPTEMBER 1978
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.









•






L,
72.
69.
76.
74.
78.
83.
74.
63.
















L10
63.
59.
58.
62.
66.
65.
59.
58.
















L50
55.
54.
54.
54.
55.
56.
57.
55.
















L90
53.
53.
51.
51.
52.
54.
55.
53.
















Lgg
52.
52.
50.
50.
50.
52.
54.
52.











•




Lcq(24):
                                                            dB
                                                                                                Ld :  S7.6
                                                                                                W-^l

-------
      YARD:   NORTH  LITTLE ROCK
   NOISE DATA

LOCATION:    59"4
03

to
      HOUR
       OF
      DAY
     00-01
     01-02
     02-03
      03-0't
      Ofr-OS
      05 - 06
      08-09
      09-10
      10-11
      11-12
      12-13
      13-1*1
      15-16
      16-17
      17-18
      18-19
      19-20
      20-21
      21-22
      22-23
      23-21*
                   DATE:  31  AUGUST  1978
NOISE LEVEL In dBA
le<












65. a
55.5
R5 T
56 4
57.7
59.0
60.5
60.1
58.3
63.9
59.2
59.6
max












92.
71.
74.
73.
76.
80.
80.
75.
75.
87.
70.
80.
h












71 .
63.
63.
65.
66.
68.
72.
72.
69.
72.
67.
69.
Lip












60.
57.
56.
58.
59.
61 .
60.
60.
59.
62.
63.
61.
L50












55.
53.
53.
53.
54.
54.
54.
56.
54.
55.
56.
56.
L90












54.
51.
52.
52.
53.
51 .
52.
53.
53.
53.
55.
55.
Lgg












53.
50.
50.
51.
52.
50.
51.
52.
52.
52.
53.
54.
      Note:  Levels measured with slow meter dynamics.
                       DATE:  1  SEPTEMBER  1978
NOISE LEVEL in dBA
Le,
59.2
57.5
61 .1
60.5
fiO.O
5Q. 6
60.0
5Q.4
.















max
75.
75.
75.
81 .
75.
72.
78.
ft2.
















LI
69.
68.
73.
69.
69.
67.
69.
67.
















LIO
61.
58.
60.
63.
62.
62.
60.
60.
















L50
55.
54.
55.
56.
57.
57.
57.
57.
















L90
52.
51.
53.
53.
55.
54.
55.
55.
















L99
50.
50.
52.
52.
54.
53.
54.
54.
















                                               Lcq(24):  60.0  dB

                                                  Ln ;  59'2
                                                                                                 Ldn:-£LJL

-------

                     OJU "ioorcas

RR.
                                 ro
                                    So
                                          -jo
                  0 )    10
            -trrvO  •yvuxA^o U*vxA-   TO  12_R.  -BrtJLfr^t.  -u-*>-fi —
                                  B-243                                            I1
                                               /                                      '

-------
             tl^VAsU
•320-33oLuJL fa*4: t&udt &^±_ <,
  ff
                B-244

-------
0
                    fi/rv«»y4*

          R.SL
                                                2-3
                                                 SO-//
                                                            'j/ fd*.*..
                                                                 62.0  -•
                                                                  6S.2.
'R R.
          fnrvO
                          O
                        (a.ciuuL R.IL  curs ) =
•It)  flL
                                                        »    I
       (o3
                      i   TraiL_r /A
          t
           2u£
                               B-245

-------
                           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 locomotivei^SS-SSdBA

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
                                         locomotives ^>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^v^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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                                                         =11  :^fcfeii
      • -T'"'>-Hosoiwr-^  l_ .  n
                                                                                             y.-^
           NDARDS

'F.V. WASHINGTON. D. C 20242
 SYMBOLS IS AVAILABLE ON REQUEST
                                                                                       ROAD CLASSIFICATION

                                                                             Heavy-duty.   	 Light-duty

                                                                             Medium-Duty  _____ Unimproved dirt.

                                                                                Interstate Route  Q U. S. Route  Q S"te Roul*
FORT LAUDERDALE SOUTH, FLA.
         N2600—W8007.S/7.5

               1962
         PHOTOREVISEO 1969
       AMS 4IM II SW -SERIES VM7
                                                     B-258

-------
*>             UNITED STATES

        DEPARTMENT OF THE INTERIOR

             GEOLOGICAL SURVEY
      80-15'
 26'07'30


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    BOM5
 .»>   Mapped by the US Coast and Geodetic Survey
-f>   Edited and published by the Geological Survey
      Control by USGS. USCSGS. and Florida Geodetic Survey
      Planimetry by photogrammelric methods from aerial photographs
      taken 194Z.  lopofraohy b» planetable survej-s 1945
      Reviled by |he Gtolotical Survey Irom >enal photographs taken 19
      Field checked 1962
      Selected hydroiraphic data compiled from USC&GS Chart 546 (1963)
      Thit information is net intended tor navigational purposes
      Polycon.c proiection.  1927 North American datum
      lO.OOO-foot gftd based on Florida coordinate system, east lone
      1000-meter Univeisal Transverse Mercator end ticks.
      lone 17. shown in blue
      Red tint indicates areas in which only landmark buildings are shown
      Clotted land l.nes established by State of Florida
       UTM OHIO AND 'W? MAGNETIC MOMIH
        DCCLINATION AT CENTER OF SHEET

Re*;S4Ons shown irt purple compile* by the Geological
Survey in cooperation with Stale of Florida
agencies from aenal priolographs taken 1969.
This information not field checked.
Purple tint indicates extension of urban areas
                                                                                         1MC MEAM BANGE Of TIDE
                                                                                   THIS MAP COMPLIES WITH MATIC
                                                                               FOR SALE  BY U. S. GEOLOGICAL
                                                                           A FOLDER DESCRIBING TOPOGRAPHIC MAPS
                             B-260

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DATE
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1200
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1 ^* I V * ••*- '
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STD
DEV
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
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L
EQ
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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
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56.3
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41
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90
60
60
57
58
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54
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40
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50
62
62
61
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54
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69
69
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76
78
75
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80
83
79
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81
82
74
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76
70
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56
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70
L
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95
84
86
84
83
80
79
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B-263








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                                      • B-264-

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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 4.41
7'
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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
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-------
                    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 from  01:00 to
06:00 with a Metrosonics dB-602 Noise Level Analyzer.  These measurements
are recorded in Figure 3.

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.
EPA Form 1370 6 (Rev 3 76)
                                          Corrections were made to hourly
                                    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

-------

Measurement Locati
                             B-279

-------
 SITE LOCATION  (geaira
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 METER TYPE:


  OBSERVERS:
 WEATHER:_


REMARKS:
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Start
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 Start '
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                    Ji
62.100
                        72-

            7
               64152)
                                                      i     !
                                 B-280

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                            B-281

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  SITE LOCATIOM (Cg
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                                                               ixi
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                      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

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                             - 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
..butted the railyard, and the third was located approximately at
t),t> intersection of Cold Spring Avenue and Windsor Street.
Sketches of these locations are shown on Figures  3 and 4.  The
microphone location in the side yard of the Cashman residence
(Location 1) was used for continuous monitoring while the remaining
two locations (mobile sites) were monitored intermittently.  Lo-
cation 1 provided an ideal measurement site in that it gave an
unobstructed view of ci large portion of the railyard and was con-
trolled almost exclusively by railyard noise.  Location 2 (mobile
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

-------
                                                                       I

                             -  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 somcvhat hot and humid.  No major difficulties wnth
the equipment or the measurement procedures used were encountered
during the survey.


RESULTS

Hourly results from the 24 hour duration measurement at Location 1
arc 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
:"~tivities, a conclusion which is substantiated by the comment log
   intained during the measurement period.  Composite noise levels
      on the 24 hourly read-outs are summarized in Table 2 below:
i.
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:
8:15:
8:15:
8:16:
11:05
13:00
15:50
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          LMAX      Ll^      L10      L90       LEQ

8:15:21:00 - 21:15       59       57      54       52        54

8:16:03:30 - 04:00       73       65      53       51        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

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H|eV                USGS maP of West Springfield railyard area
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                                                                     V
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           Measurement  Location 3t

           intersection of Cold Spring Ave,

           and Windsor  Street
                                                         Measurement  Locations 1 and 2,

                                                         Cashman residence, Lowell Ave.
          . Kx

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                  FIGURE 2    USGS map of railyard area with measurement

                             locations and land  uses indicated
                                                           Phelf»

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   ./*
/                   UNITED STATES ENVIRONMENTAL PROTECTION AGENCY

   DATE:   §eptineber  6,  1978

SUBJECT:   Railroad yard noise measurements  at Readville yard,  Hyde Park (Boston) Ma.


   FROM:   Alan J. Hicks,  Engineer
          Region I Noise  Program

     T0:   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  Readville 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 USGS 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 i'rom 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.  Thia log la 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 I/16th second.  The dB-602 was operated for three varying periods
during times of railyard activity.
                                   B-308

-------
   Location
   • II • •!!••

Residential
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                                   B-312

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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-welghted 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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      f
                        MEMORANDUM
FROM:     G.A. Russell                       DATE:  9/14/78
          Noise Consultant

TO:       A. Hichs
          Region I Noise Representative

SUBJECT:  24 hou?" noise survey, East Deerfield, Massachusetts
          Railyavd.
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-
vey was carried out as part of a larger study of railyard noise
emissions conducted by ONAC-EPA.

1.0  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 eirployee 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?ow:
                            B-319

-------
                            Page  2
TABLES  1   NOISE SOURCES AND APPROXIMATE LEVELS


      SOURCE                            L:£VEL

Coupling cars           Impulsive noise, Deaks of 85 to 95 dBA at
                        200 to 400 ft.

Idling  locomotives      About 60 dBA at 1,000 ft.
                                                                •*
Moving  locos pulling    50 to 60 dBA at a distance of 500 ft.
a string of cars

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 microphcne were set up and cali-
brated at 09:00 on 31 August but a light rainfall prevented initiation
of data collection.  At 2P: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 re-
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

             Peak 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  LOCATION 2 NOISE LEVELS  (dBA)
SAMPLE TIME
22:25
00:10
09:34
to
to
to
22:31
01:10
09:44
LEQ
50
59
62
L01
61
69
69
LlO L90
S] 43
61 44
64 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, Commont Log

cc:  Donna Williamson, ONAC
     Byron Keene, Region I
                            B-322

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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
6]
57
59
57
5S
57
58
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

-------
&••& r? u- iP&^&i
-'•;/:\ x \:'-">Vfe^<£
-f:V.:k*v^;\fe^
                    FIGURE!  USGS Map of East Deerfi eld  s
                           Railyard Area

-------

  Res1dent1a1

  Railroad loading
  facilities, not
(  property
Location 1, permanent  .^
site, 179 River Rd

              • FIGURE 2  USGS map of railyard area with
                         measurement locations and land  z

-------
             FIGURE
  \"79 E.\\;e.E. £0*0. ZA uoue CONST i^ooo^
              -b \TG .
I  I I I  I I I  I I  I I I  I I  I I I  I I  I I  I I
•HH-H-K
I I  I I I  I I  I I  I I I  . VARfc T2*CKS  I I I  I I I  I H-
                                      HH-
                   B-326

-------
               E.   4-
OF
            3,0— 40
     TREE'S
      15*20 FT
             M 1  1 I  M  I I  I I
             f
            I 1  1 i  I I I  I i
          B-327

-------
                          Hi!.   .-i:_:!.-.
                  ElflU&£J>  ! i GRAPH  OF HOURLY NOISE LEVEL INDICATORS i
-40:
    - - jlU LOCATION 1.  179  RIVER  ROAD ~ -  - -U
    i  i • • •  	: '     —.	r	:— : •   !  i
NIGHT TMME HOURS
                  FORi  UDN  CALCULATION
                                                              TJME  OF PAY
                                      f

-------
                   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)
   *
GAR § AH

78-08-31 and 78-09-01 (24 hour survey)

Digital Acoustics DA603A, Msdel 201 s/n 2357 (A
weighting, 0.5 sec/sample)

GR-1972, s/n 4144 (windscresn, tripod, 100 ft cable)

114 dB, GR 1562 A calibrator

Moderate rain before starting, 63 degrees F, no wind,
cloudy, 94% 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, r.ioving loco  noise of  55 tD
                      65 dBA.   Distant yard activity.
 20:30                 Weather conditions:   63  degrees  F, no wind,
                      cloudy,  94% relative  humidity, 757 nun 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 Cbridge 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 continuesk
 08:45                 Weather:  67 degrees  F,  no wind, cloudy,  84%
                      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 • 25J-5035
                                            March  27,^.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.
                                            Sincerelyi
                                            Peter C. L. Conlon
                                            Environmental Specialist
         Enclosure
                                        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
Bars tow 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 Finns  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 value 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
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 ret orders
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
was 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 L., L.Q/ L^Q,  LOQ, and LQO. 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.,
L-0, and LOQ.  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.,  L^Q,
and L   noise levels.
                                B-334

-------
                             Table 1
                    Acoustic Measurement Sites
                    A.T. & S.F. Barstow Yards
                        Barstow, 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
30 wv t -
                                                                  Site 2 -
                                                                   Signal B-ldg.
                                                                  Site 3 -
                                                                   Diesel Repair
                                                                   Area
     Figure 1.  Acoustic Measurement Sites, A.J. & S.F. Barstow Yards,
               Bars tow, California
                            B-336

-------
Site 1
       B&K 4149 £-i
       Condenser Microphone
           B&K 4230 Sound
           Level Calibrator
B&K 2619
Preamplifier
Site 2
B&K 181  Digital
Data Recorder
                       B&K 2204 Sound
                       Level Meter
                                                       B&K  2306 Graphic
                                                       Level Recorder
B&K 4133 £-inch
Condenser Microphone
B&K 2619
Preamplifier


Metrosonics dB 602
Sound Level Analyzer
B&K 4149 4-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 Calibrate'
B&K 2619
Preamplifier



B&K 181 Digital
Data Recorder
i
B&K 2203 Sound
Level Meter
Individual Noise jource Recordings
B&K 4149 £-inch
Condenser Microphone
Kudelski
Preamplifier


Nogra 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 ted, 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 LV», and the 24-hour L   and L . .
    ^0                   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
for a period of  95 minutes during which a 3600 hp. 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 for a 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 respot,:e, sound pressure level
were made at thislite 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-weigh ted 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
                                                       eq
sound levels, L., L.Q, L~0/ Lg~, and  !.« 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
February 16 to 1200 on February 17 and 1200 on February 17 to 1200 on February  18.
        In Table 3*1s the output of the Metrosonics Sound Level Analyzer  located at Site 1.
As in the previous table,  hourly values of L  ,  L., LC/%/ and Lg~ 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 of the purposes of using both the  B&K  and the Metrosonics instrumentation
                                       i
systems at Site 1 is to compare the output of the 2 devices for the type of acoustic signal
                                 B-339

-------
                            Table 2

                   Analysis of Output Tape
          From B&K Digital Data  Recorder at Site 1
Dale
16 Fcb 73










17 fc-lj 73























IB i'c L- 7V.











Time
1300
140J
l.r>00
16CO
1700
IIIOO
1900
20'n
?1UO
7?00
2300
0
OK 1
0?-..'J
Oil j
0'< 'j
(*••->
c: j
c/; '-
f'L •'.''•
. • .,
J' .J
1U\!
17CO
!.'"• i
14 J?
l.'if'O
16'..)
1701
IfcC'J
I".'.1.!
2'.!.iO
21 111.)
2.'tn
23:0
0
010''
OA'J
cc.o.i
o-u'T
(i .('i
U'-'i!'
o/o; '
Oof.)
(.i?(V>
10.1"!
1100
1.
cq
62.7
67.9
56.6
5?. 8
60.1
50.6
61.3
50.4
66.9
60.9
65.7
67.3
6-^.2
63. C
6'-. 7
65. /.
6 '.9
o'V
Ll
74
75
66
62
71
69
72
66
Gl
72
74
31
77
7li
/n
V'7
. ;
;'"5
1
i
6o.
6'. ./
63.7
62.:.'
60.5
6'. 6
66.R
67.1
(*',. \
i'-5 . 0
/0.7
7>!.l
70.0
62. C
67.6
70.4
'/2.7
/2.U
dti.V
61.6
/' ."» . -^
59.6
62.4
5t'.V
55.7
60.1
C>
7i,
76
76
/4
73
CO
1'3
/,'
73
>'9
r?
u4
/I
iil
C4
!.6
f. .
l;T
7?
J.IJ

•,'/'
7i
/:.
68
L.o
59
63
60
56
59°
59
60
61
64
63
o3
(,•',
(.:>
'•?
L50
51
53
53
50
53
53
55
3.1)
5-1
56
56
L90
47
/.P.
48
47
49
51
51
53
51
52
52
56 o i
M ':-

L99
45
46
4/
46
47
f,'i
50
51
50
50
51
'-.8
n
''•'
,'0 55 • •;/ : ••-.'
















60 ; cO ' .':: l\ ;
t? i n i •' :; Ld = 64.2
'.; :: :. .
c- j <: : : .: : Ln = 65.9
67 ' :" :: ''J! • Leq = 64.9
«. J .. ' •. , . ccl
J •
61
59
61
(0
u
6rj
64
64
65
(.4
^y
69
66
«
.'.^
•'•S
i'".
6'i
'jj1.
'.~
'.y /./
r -.
J\*
•9
5?
53
5X
5'J
.'..">
57
59
::

59
5.1
56
56
55
',5
12
/O i j/
61
61
i'-0
5'i
62
55
52
50
M
56
''C
'i.'i
/S
••1}
/•/
/°
ii
i'J
i"
50
5-;
Vr
55
5J
53
M
50
.;')
ij >
51
/V
47
'/
54
i o LJ,^ = 72 . 1
4i
4 A
45

46
4-:.
^ /
.;?
;.o
51










^5 i
Til
51
53
51
51





-.5
4'1
4 P.
'>"
4?
•"IS
•16
45
52



Ld = 66.6
Ln = 70.3

Leq = 68.4
Ldn = 76.3
*Vulucs for ll.is lioiT LOSC-CJ on liio fir\l 50 minuter o.ily.
                       B-340

-------
                          Table  3
 Output of Metrosonics  Sound Level Analyzer at Site 1
Dole
16 Ccb Xy











17 ra.;;














18 IJ., A.1 "







Time*
1100'
iAlO*
1300
1400
1 r>00
1 6('f>
|7('l
If'iT)
19UO
'/()'>')
210'J
?2CD
23UO
0
PIC'J
'• • " i
V.' i''J
f. ••' -
0/-T'
r '.i
('/ 1' .'
-
o ;-'j
no.)
1700
l.iO'.i
i *.').•)
'5f ii
K'O
1X00
luC'O
r/f-o
7000
7 KM
7.??.'!
2JOO
0
0100
P.'Cfi
OJL'i)
0:»-')
U.'.'j:»
d.'.Od
07CO
L
61
54
59
63
55
51
59
5C
60
56
6-'.
61'
64
«
61.
/-
r •
, -
n
'-
63
H
.^y
61
65
6t«
62
63
r>5
7?
Cu
5X
6',
6r/
xu
//
/.a
60
72
f.fi
5V
55
Ll
71
63
XO
X4
63
•60
XO
66
69
o3
xa
XO
X2
79
7-i
/ J
' i
/ /
> -i
n
67
74
X?.
74
71
XI)
71.
CO
71)
X4
75
(>5
I'.l
67 •
77
C!l
r7
f.'l
111
/o
(15
If}
XO
XI
66
L50
49
47
48
51
49
45
50
50
53
52
52
53
52
.--.
r 3
-'
L90
«
44
43
45
44
42
45
4X
49
50
4?
4?
49
';?
^'
' >
i
'• '
4iJ
46
4 I"*
•1?
SI
49
51
52
54
?•:
50
54
52
55
52
., '
50
51
4'/1
M
1.0
51
4-'
44
11
,",
4j
f'-i
4:'.
47
'i3
•'.?
4X
V
'19
51
4y
••;
/!;*
4X
46
.'.(i
S















Ld = 62.6
Ln = 64.8
Uq = 63.6
Ldn = 71.0


















Ld = 64.4
Ln = 68.8
Leq = 66.6
Ldn.= 74.8
         KI:" (or llirs? Iwo houis wos 1  SPS.  All ollmr licurs wcic  16 SI'S.



Values foi iliii liotii base-J on tdo  first 50 rr.inulcs only.

-------
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
                                                 eq
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 L_-  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 'l and *2, the loco-
motive was connected to an external load cell,  in runup "3 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 center!ine.
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
Daic
16l-cb/3

'












IX rd> /u















T'nr.e
0700'
1000
110'J
1200
1303
1400
150'J
160.)
1X00
moo
1P(\'>
L
<:<]
57.?,
5V. 0
5K.6
61.1
61.7
66.9
65.4
5W.3
6V. 0
6V. 5
m f*
:-2...
20:.') " ! :>6.-;
?1CO
;>;;.::)
23CJ
0
01 CO
o/:to
o:;c:>
04fo
o: • "i
06! 0
o/f.-:-
o: cv)
070')
1000
1100
"120.)
TJW
KIK)
15CO
1600"
63.9
I0j
64.0
61. r,
61.3
6?.1
61.0
63.6
63.1
6H.J
60.1 R
62.7
57.. 'i
S9..r»
56.2
6'i.i^
67.6
6/i.7
63. /
61.6
L,
69
70
67
^7
70
74
7y
6B
bi
7.7
62
67
70
7/
7'i
<:9
6/'
VI
6J
74
72
7.')
'/•'•
17
67
71
6S
7.r«
77
76
MO
66
L10
59
6?
63
65
6'i
70
63
:•?
5V
63
5'1
53
65
6.5
61
63
62
6?
C'.
6.'3
63
65
63
63
5?
62
60
70
71
6'J
63
63
4,o
51
53
52
rn
.;/
60
6?
60
/V
50
5 i
50
5i
5<
0?
61
61
6!
61
61
61
6'/.
(>:•:
55
55
5'i
5?
-1?
57
65
/ *\
(.»»'
62
61
L90
43
47
47
50
52
50
50
47
47
47
4V
49
50
60
60
6')
60
60
60
60
61
61
51
4V
41/
40
47
4fJ
62
6?
60
60
L9V
47
46
46
/ ' •
'.t*
50
52
49
4:,









47
46
'"..
4o
4V
6U
00
60
5?
60
5'?
60
60
6'J
4?
4/
47
46
47
47
61
61
52
59













Ld = 62.8
Ln = 64.1
Uq = 63.3
Ldn = 70.4




1
 * Valuer. U»i  il is li->-Ji  l.i^uJ on llm Itr-i 40 nn'ni.'1'j; only.
»*
  Values foi  lliii hotir  based on iiu Tiist  15 mir.uics only.
                              B-343

-------
               Table 5
        Analysis of Output Tape
From B&K Digital Data Recorder at Sites 3-7
Sile •'''
3
s.
5
6
7
6
6
Uuie
2/16/73
2/16/78
2/1///C'
2/1 //;c
?/17/.o
2/Y///J
?/i.v;i:
I
Timi
1/M5 to 15^0
1635io 17<3
HJJJio 11C3
111J to 1202
]** • r\ . 1 O T
^uo !o i JJ/
i?0j :o !?:?
0'/\'J :c G-V//1

CO
71.3
81.7
6
u«.
C3

L99
60
55
/•>
j?
.;•',
61
62

            B-344

-------
            Table 6
    Duration and Peak Level of
Individual Noise Events at Sites 5-7
Site
5


.




6










7
Date
2/17/78







2/17/78






i



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-3S5

-------
 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


.








r-

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, 80, >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 Measurements of Locomotive No. 5683
                 During Load Test - February 17, 1978
Tin Oil k
Poiitic'i
}
2
3
A
5
6
7
r>
•j
Avi:ir:rj,-; A-\v.-i(jlil»:tI Nui'-'j !.• vv. ! (<.iL/.)
V
73
Xi.i
7/
79
1-.2.5
l!3
_
^"'
Ku'iup
68
/4
CO
c;3
C.'J
i,j
C,'
r.;.s
Ku«p
71
72. J
75.^
/9
&J.5
n -
^:
V>
Runup *1 — Measurement 100 feet from locomotive right side with microphone
           approximately 10 feet above track level.  Locomotive connected
           to the load cell on the right side.

Runup "2 — Measurement 100 feet from locomotive left side with microphone
           approximately 4 feet above track level. Locomotive connected
           to the load cell on the right side.

Runup "o — Measurement 100 feet from locomotive right side with microphone
           approximately 4 feet above track level.. Locomotive self-loaded.
Digital recording was made at Site 3 (220 feet from the left side of the locomotive)
during these tests.  See Table 5.
                           B-347

-------
         1

         0
          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 Rerarder No. 3
          1635 to 1745 on February 16, 1978
                           B-348

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                                       B-349

-------
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-------
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-------
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-------
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-------
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-------
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 Jefferson 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 Wyle 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-weigh ted, 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! le-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.

-------
/{
^—""'
                                  Figure 1.  Location of Site 1.
                                          B-359

-------
                                         •   :-W&;
                                           --
            TRACK   CAPACITY-45FOO
                                             .••)•:£  . "'
                       S«.c4 io n            '- .vsTr k.'
                                               •I .
         A      U)*s4 booi7«l Reecivina  Vci.     - I A- <
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                                               ' 10 «i
                                               •.''- \L- (
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                                                • 2Q -
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EL      ELcx2>4

<3      ElootpnjatTT CbpdrVio^ioo Yd.
R      LiciV>4 Rapoir Yd.    J
                   BOUND MAIN
                         Tc»\y 6il S>o«-a««Tanks
                     Tvoek-a Enynwr
                       Car Repair Building .
                E.A&T BOUND  MAIN
Figure 2.  Location of Site 2.

        B-360
                                       .Vv'
                                       • •:•-

-------
                                          XW.BOUMP  CLASSIFICATION YARD ...Q 4 -
                                                                ~--	2L-106—
Figure 3.  Location of
                                 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:
                    r  L/IO       i^/ioi
                                          t.    for   t.  2 10 sees
                                           i           i
                                          t;
                                          -TT    for   t.  < 10 sees
                                          2           i
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.
  L/10       t,/
10'     -  10 b
10
            B-362

-------
            Table l(a)

   Hourly Sound Levels at Site  1
        April 29-30, 1978
(All Times Are Local Standard Time)
Date
4/29/78









J
«


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
^
54.6
58.9
64.2
61.5
62.4
59.3
66.0
66.3
68.8
67.7

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
L!
60
66
74
72
70
67
76
74
81
79

72
70
78
70
71
72
75
71
74
72
77
74
76
73
TTiax
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
Leq
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
L50
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
••max
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





•






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
^
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
LIO
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
Tnax
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











Starr 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
"i
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
1-99
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
L50
60
61
64
63
63
61
63
65
65
67
64
64
63
63
62
66
63
63
63
64
62
67
65
Mo
70
67
70
71
70
69
71
72
70
69
71
68
69
69
66
71
68
68
70
67
66
71
69
•-1
76
74
77
77
76
79
77
77
76
73
77
78
75
79
72
77
74
78
77
71
71
75
74
nrnax
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

-------
                Table 3

      Hourly Sound Levels at Site 3
         April 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
k,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 ,
LOQ
59
59
58
60
58
59
59
60
60
59
58
59
58
59
59
58
59
60
60
62
60
60
61
61
LSO
64
64
61
65
62
63
63
65
63
63
60
61
62
66
65
63
64
64
63
64
63
64
65
65
LIO
70
72
67
70
70
71
70
73
70
70
63
68
71
75
72
72
75
72
70
68
69
73
73
70
L!
78
82
75
75
80
80
78
80
75
77
67
77
78
82
79
82
85
81
78
74
82
82
81
76
TTiax
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)
Ldn
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
                               E,   a 10      T
                                b
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%
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
Motor 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
<1
<1
<1
        B-370

-------
                              Toble 8
                    Source Contributions at Site 3
  Date
  Time
         Source
   Percent of
Acoustic Energy
A/27/78
1415-1515
Through Passenger Trains
Train Moving
Background
Locomotive Moving
Cor 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-371

-------
HL-M AIICH AND TL ST OEPAHTMENT  AML'/UCAN HAILROADS UUILDING
1020 I STHUEI. N W. WASHINGTON. D C. 2003G  AHEA CODC 20? • 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. pex'sonnol
        during the  period April 27 to May 8,  1978.  Included herein  is 1)  noise
        survey sheets detailing atmospheric conditions, measurement  locations
        and instrumentation information, 2) Noise Analysis Data  sheets for the
        three test  sites measured,  3)  a color photograph of the  yard showing
        the positions of monitoring locations 1 and 3, 4) black  & 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 G) summaries of operational data  for the measurement period.

             The instrumentation  was such that either 8, 16, or  24-hour Leq or
        Ldn could be measured  but not both, so L^n was selected.  The L^n  values
        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
        noiso 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
        yard on the near side of the yard.  Other L^n values measured at
        Northtown ranged from 65 to 68 dB (A) .

             I have copies of the  raw operational data should you need them.
        If you have any  questions  about  any of the information contained in
        this package, please  contact me.

                                           Sincerely,
                                           Peter C. L. Conlon
                                           Environmental Specialist
        Attachments
                                      B-372

-------
PFROM THE "DESK OF~J
PETER CONLON
a
                          [X J_ 5
                    B-373

-------
                                   HOISL
Location   FridVy and Minnaanc'lis.  MN f Burl '"nto
Date  ,5-jril 28.  1978  thru  May  8.  1978 _
Time  Continuous  ?4 hr.
Atmospheric Conditions
       Temperature  low 36CF..  hi oh    55 ° F.
Wind Speed    2-10
                                        MPH    Easterly
       Relative Humidity
       Barometric Pressure
                                        Inches
                                                            Northtovn Yard!
                                                                Direction
Measurement Locations
       Address  Sites 1. 2 and 3 on Tist «=ido of
                                                                t.n
        residential  areas qt orn°rt  Imp Inrationc.   SPP
        for  exact tn1crochon° Inrations.
       Time of survey start
                                 l?.-nn nnnn Aril ?R
       Time Of Survey finish     1?-.nn nnnn May R,
Instrumentation
General  Radio jl?45 rnmm-imty
                                                      No. 1/1?
 Rpnpral
                        inrh Fl-'rtrpt
                                                             S^ri'il
         R?riin
                          Prp-r-ml ^firr  Serial
         Radio ^1 945-96-10  Wp.'.thprrnnf
 Gnnpral Radio -1'-6/>-A- cir>iind
                                    calibrator
.      .
Comments
 site location.
               Bsttprv condition >:heckgd a*,
               ^...,-1.
                                                t and condlusion  o*1  tests  at  each
                                                        "      s    -
                             chpcks made ?t start and  conclusion  of tests  at each
 site.
                                                         /
                                             C. F. KJeYder
                                              Investicdbor
                    B-374

-------
                                    -r_LN-M'YS IS  DA7A
                     General  RaJio  - 19T:f r0 r.nuni uy  Moisc  Analyzer



 1.  Location   Ter.t  Site ?1. 50 ft. w.'sl "of pi'or,"rtv lino Fnnrf it  list Ave. N.E..
                                        *


                Fridlcv. Minnesota.  Horthln«n Railroad Yj--d.  Micronhone located below



                top of  berni. shigldqd  fron atl.iacpnt  resulencp a>va sounds.	
 2.  Calibration at  start  of  test  period:     OK -  114 riB P 1000 H?



 3.  Calibration at  end of  test period:       OK -  11/1 riB q 1000 ".7



 1.  Battery  check at start of test  period:   n'<



 5.  Battery  checl. at end  of  test  period:
OK
                                         DATA



DATA


L MAX
L 0.3
L 1
L 10
L SO
L 90
L 09
L Kin.
/.5,2,
\ 1/24
Huu s
} 8/2M
(^5/8
L 2
L 5
L 20
L dn

First Hu-.
Date 4/28/78
T'lnc ^tar^cd
12:00 noon
lime Con-.loicd
12:00 noon -V29/78
i
	
95
32
73
70
67
64
59
56
1 72
71
68
70
7?
71
69
74
il
Second Run !
Date 4/29/73 |
Tine Started
12-00 noon
Tine Comolel-cii
12:00 noon, 4/30/73

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
Tine Comp3ct.ee
12:00 noon, 5/1/78

100
81
72
69
66
62
60
57
71
70
67
70
71
70
68
73
1
Comnonts:    Meter or. Fast  Response, A wnighted, Each run for  a 24 hour uninterrupted pgriod.  __



	Wind 2 - 5 MPH. N.E. - C1*ar.  bright sunlight days	.



	Temperatures 4Q - 55°f.,  No precipitation	    -
                                                  C. T. MiioTder
                                                          ,hi)r,-
                BURLINGTON NORTHERN
                          B-375
 Investigation



 Mav 10. 197H

 Urtte

-------
                                  f.'OiSr. ANALYSIS OATA

                    General Radio - 19**3  Community Noise Analy£er
1. Location
               Tnct SUP Ho. ?.  at (>xt.rprnfl wpst end of 43rd Ave. N.E.. approximately -
                                       ^


                   ft. from rhp«;pl I nronioMvo Shoo.  Viicrophong placed at oronertv line



                      th-? fcnco  of Aiax Hfg. Co.. Fndley. MM. -
2.  Calibration at start of test  period:



3.  Calibration at end  of test  period:
                                              OK - 1U  dB l» 1000 Hz
                                              OK - 114  dB £ 1000 Hz
M. 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 Kin.
/.5/2U
1/2U
tt ULJ ^
A 8/2U
.5/8
V.
L 2
L 5
L 20
L dn

First Run
Date 5/V/73

7:00 .AM
Time Completed
7:00 AM. 5/1/7R

94
82
72
65
60
55
52
50
70 •
68
62
67
70
68
64
67
4 i
i 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 r>/4/78
Time Started
7:00 AM
Tine Completed
7:00 AM. 5/5/79

93
86
75
65
60
54
52
50
71
68
61
67
71
67
63
67
i
Comments:
    Wind -N-
                          rpcnonco  A VP i nh t
                                     iau^b
                                                                 ir !iit^nt/*mmf-pft
                               hrinhfr
                                         liht1 Ha
    nrpr i ni t a f i nn .
                                                 r  F Mii.vfVfrr
                                                Invest i
               BURUMGTON NORTHERN
                                                Date

-------
                                   NOISi:  ANALYSIS DATA
                     General Radio -  1945 Conmur.ity  Noise  Analyzer

1.  Location   Test  Site No. 3,  100 ft.  wgst of property line  fence at Main Street.  Approxi-


                matplv 1100 ft. south of  37th AVP. N.E..  Minneapolis. MN. overlooking the

                One-Soot car repair facility at Northtown Railroad Yard.  Microphone  localPd

                at  too of berm. overlooking railroad yard and adjacent residential  area.	

2.  Calibration at  start  of test period:     OK,  114 rIB B IQilO Hz	

3.  Calibration at  end of test  period:       OK.  114 dB P 1000 Hz	
4. Battery  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
X. 90
L 99
L Min.
/. S/24
1/24
MUU <
8/24
.5/8
V.
L 2
L 5
L 20
L dn
First Ru-.
Date May 5, 1978
Tine Starred
12:00 noon
Tine CompltitcG
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
Tine 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
Time Completeo
12:00 noon. 5/9/73
-
88
83
80
70
58
52
48
46
78
76
60
73
78
75
64
63
Comments:
              Microohona ov°-1oo'
-------
                  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

-------
                  DATA SUMMARY - NOKTHTOWN

DATE
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

1ST SHIFT
792
613
584
758
619
487
656
508
809
729
777
CARS HUMPED
2ND SHIFT
823
814
902
785
797
605
718
743
802
792
746

3RD SHIFT
808
774
671
819
878
860
886
746
644
679
721

TOTAL
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

-------
    Set time o/ day
     Read answers
  on digital display
     Press selected
     buttons at the
     conclusion o/
 the measurement
    /or immediate
    readout of the
    computed and
    stored answers
                                                                                  rr^
                                                                                  Vf,y
                                                                                  A.Z Set time
                                                                                  meesurement
                                                                                  is to start
             Dial in
          measurement
          time/or
          up to three
          sequential
          periods
           ? Select
         /ast/slow
         flat. A, C,
         or optional
         D weighting
€nable [start] the
measurement cycle
iv
                                 The 1945 Community Noise Analyzer.
                                         B-380

-------
            distrilnitnin curve. For our exiimp'e. Lgrj is 48
 dB. Tliu 1945 automatically forms thr- histogram, ths exceed-
 ancc distribution, and. from that, the commonly used
 cxceedonce levels that arc selected on  the front panel.
    Determination of a set of exceedancc levels provides a
 great deal of mfoi motion about the levels of noise 2nd their
 variation in >i measurement interval or "run." A set of 3
 (most commonly Lgrj. LSQ. LIQ) is considerably more
 informative than a single measurement, even one so care-
 fully derived as Leg, described below.

 4.1.4 Equivalent Energy Levels L(.q and L<{n.
    Although a set of exceedar-ce levels are often required
 to describe' a noise environment, there is a need for a meas-
 ure that summarises all information about absolute level
 and variation in a single number. The equivalent energy
                         3CX of umplM
                              20%
                   60        60
                       tou-
-------
   If measurement runs arc in progrr.-is, the Control Logic
routes ihi! time-delayed puliy via the iciul Adder into the
Memoiy location associated with the pnrtici:lni run and
sound-level Vciluc and into the option.il Le(j Proressot.
The Memory block contains 3 memories (1  foi each run);
all are cleared prior to runs.
   Each memory consists of a 204l>-bit dynurnic shift
register whose hit 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 addreis is synchronous with the
A/D Converter, the time-delayed puKc c dn add a data bit
representing the orcurance of only one disci ete sound-level
measurement to only one 16-bit word per complete memory
cycle. Eacli mcnuiy cycle begins 21 the mnstsr reset (GRST
in Figure 2-9) and accommodates one new sound-level
sample, these samples occur appioximatcly every 0.22
seconds.
   The Control Logic, programmed  in part by the RUN
LENGTH switches, counts  the numbci of samples, while a
histogram is created in Memory, for each run. The run
lengths arc internally programmed by fixing the number
of samples to be taken and by allotting all or some propor-
tion of toe available incoming data samples to he actually
used in the histogidm. 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 mnr>bcr of samples
counted and the proportion of the available ones used for
each run length.
                       Tal-lo 4-1
             SAMPLE USAGE IN HISTOGRAM
Run Length
1/2 hour
1
2
3
4
6
8
12
24
Samplos
2I3-1
2l4-2
21S_4
2IS-4
2l6-8
216-8
2I6-8
216-a
216-8
Counted
(8.191)
(16.3'J2)
(32.764)
(32.764)
(65.528)
(65.528)
(65.528)
(65.5?8)
(65,528)
Samplos Uiod
All
All
All
2 of 3
All
2 of 3
1 of 2
1 of 3
1 of 6
Weight
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 \'--» 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 32,754, 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-
verier clock rale (1/16 the memory clock rate). In DISPLAY
LEVEL  mode, the time-delayed pulse from the Control
                                         Figuro 4-3. Block diagram of the analyzer.
                                                                 l>
                                                                 j
    THEORY
                                                    B-382

-------
                         —I—   B






r-rr— 1
40 41 4
teun)







0 &
LrrrflC,







5 0
[••1ii»»





/,
!
l> O
                                            -I MAX
                                            -L
                                                   I!
                                                   !{
                                                   i]
                                                   w r
                                             «0
                                             I WIN
Figure 4-4 Simplified illustration of how data is combined to form
a Cumulative, distribution.
   A. Hi'torjram of samples measured in sourid-lflvcl segments (see
also Figure 1-2)
   B. CumuIjtivB distribution, which is obtained Ly suci.iisivo
additions. In tins example, 1-20 IS "" '"'•
additions. In this ex imple, L2Q is GO dB.

Logic is used to transfer the contents of the counter to the
output storage rrgistcr, 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 conicn:s with the contents of a read-
only memory that contains the complement of the percen-
tage full scale of the cumulative distribution for that exceed-
ance level (Refai to the figure.) If you haw the optional LCq
processor, it third source of delayed transfer pulse is gen-
erated for Leg (or Lfjn) only.

   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 clo.l. data equals  the thumbwheel-switch setting.
Since  the nnjlug circuitry requires some settling time,
after the application of dc power at the beginning of the
first run to the preamp and  ana'og circuitry, th» Control
Logic, provides a delay of appiox 25 seconds before enabling
the measurement to begin
   Unregulated batteiy 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  fo; 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 Conlon/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 Lc_, l^ax* M' MO' ^-5Qr 1-90' an<* ^99 a* eac'1 °f  Tne
         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 vord

Ld
L
n
eq(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

-------
I   I
                 The Atchiaon, Topslca aaid Santa Fa Railway Compasiy
                    Molive JJower Building, U£jt:KSJ3§sil3*. Topcka. Kansas 66616. 913/235-0041

                             1001 N.E. Atchison Street
                                                            May 22, 1978
                                                            File:   12-36.063
                                                                      v<
                                                                     '
Mr. 1'cter C. L. Conlon
Environmental Specialist
Research and Test Department
American Railroads Building
1920 L Street, H.W.
Washington, D.C.   20036

Dear Sir:                                              ,,     .     / • „
                                                       f 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 nliort c'urataon
indications of up to 60 dl>(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
tirae scale, produced by variable wind velocities estimated up to 50 mph.

          Other 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 cs 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. Uucgg (File 18529-17)
                                                C. R. Kaolin, Director
                                                Technical Research and
                                                    Development
                                               VMOKseeasLi&sxx»ttnTia.Krj4»csx*yBv*iv-.

-------
                                                      Topeka,  May 9,  1978
                                                      File:   12-36.021
Mr. D. G. Ruegg:

          Please refer r.o property line noise measurements  at Corwlth Yard
requested by B. J. Rust from your staff.

          Representatives from this Department were at Corvith Yard  May 3
to 5  to nake property line neasurcments with a community noise analyzer over
a 48-hour period.  The location of the microphone,  selected by your  representa-
tive, was 95-foeI: 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-weighted and at fast-meter response.

          During the first 24-hour period, A-weighted LEQ,  LIO and  L90 were
measured at hourly Intervals, except where readings were not available due
to instrument malfunction, as shown below:

       'May 3	   LJSQ   LIO   L90.             May  4	   LEQ   LIO    L90

      2 To  3 PM    65    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
Lo 2:09 I'M, May 5, on the A-scale and at fast-meter response, with  the follow-
ing results:

          LUN » 74 dB(A);
Lmax = 94; LO.l = 89; LI - 83; L2 = 78; L5 = 74;  LIO = 71;  L20 = 67; L50 - 62;
L90 = 57; L99 - 54; Lmln = 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
                                   B-386
                                                                      VICE PKLS. OPRS

                                                                      MAY 1 5 1978
     ^»ra^

-------
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 wan 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 Wylo 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 Streer.  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 Gen Rod 1945 Community  Noise Analyzer, belonging to Burlington Northern
Pail road, 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

-------
                   " ~"           v     -£>..




                                                                  V.A =
                                                         CICERO  YAR(
                                                                ••£.;> VJ .?'•
Figure 1. Acoustic Measurement Sites

-------
                                      *.ny
                                      -iiL
                                      tin
                                      ^—i—i	^;-'J^-.
                                      •H  ,^l     CTT? i .i'; ' ...
                                                 t- 7t-4c,3!': -.

« ^y^rV-j —T^^P^-:f :v^:^4"r^rS^'^™jg.-^L-.-' ^' J': -^;' - -'"V^i; ^^r^r^^^^^Cl ^^r'/fe
w %;i-_-:'^_i.   --.-.;.'!,: j   '^./'i.  lj~r^^r_kj^'lX-^I^T^'^

-------

nHon or Meosurerrent

-------
Figure 4.  Location of Measyremenf Site 3.

-------
Figure 5.  Location of Measurement Site 4.

-------
                 Table 1
           Sound Levels at Site 1
0915, April 26, 1978 - 0915, April 27,  1978
Noise
Metric
Ldn
max
L0.1
L2
L5
L10
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 castbound 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 percen tile-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
percent!le-exceeded sound levels and equivalent sound levels are shown in Table  3 while
the corresponding day,  nighl, 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-
wcighted,  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
^
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
1-99
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
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
Leq
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
L50
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
Li
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
Dote
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
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
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
1-50
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
06
67
71
67
65
68
70
67
65
67
67
78
72
Li
92
79
75
82
77
86
71
75
72
67
69
75
82
97
90
73
82
78
85
76
80
85
96
96
'•max
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 of Site 4
       April 27-28, 1978
Dote
4/27/78



4/28/78





i
•

.
i
,
i
j

!


Start Time
1900
2000
2100
2200
2300
0000
0100
0200
0300
0400
0500
0600
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
Leq
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
1-50
74
74
71
73
72
72
72
72
72
72
LIO
76
75
73
75
73
73
73
74
74
73
72 j 73
72
71
71
70
71
69
69
69
69
69
71
73
73
73
72
73
71
74
71
70
71
71
70
73
75
75
Li
80
77
79
78
76
76
76
77
84
74
75
75
77
77
75
77
82
74
76
76
76
77
79
78
Lmax
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

    Doy, Night, 24-Hour, and
Day-Night Sound Levels at Sites 1-4
Site
Date
Ld
L
n
Lcq(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

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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:
              E.  a
                       L/10       L/10
                     10 '     -  10^
t.     for   t.  £  10 sees
                                           i           i
                       L/10       L/10] t.
                 a  |10      - 10 °      y    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.
         D
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
                                       U/
                               Eb a 101*     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

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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 roads 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

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          Table 6
Source Contributions at Site 1
Dote
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

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                              Toble 7
                    Source Contributions at Site 2
  Date
   Time
           Source
   Percent of
Acoustic Energy
4/27/78
1615-1715
Train Moving
Locomotive Moving
Background
Locomotive Idling
Ref. Trucks on Flat Cars
Car Impact
Wheel  Squeal
Locomotive Horn
Motor Vehicles on  Street
      43
      31
      12
       5
       4
       3
4/27/78
2200-2300
Train Moving
Locomotive Moving
Refrigerator Car
Background
Locomotive Bell
Car Impact
Group  Retarder
Air Release
Wheel  Squeal
      49
      41
       6
       2
       1
4/28/78
1235-1335
Maintenance Vehicles
Train Moving
Locomotive Moving
Locomotive Idling
Background
Car Impact
Air Release
Group  Retarder
Wheel  Squeal
Loudspeakers/Locomotive Horn
      44
      34
      13
       4
       2
       1
       1
                             B-404

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                              Table 8
                    Source Contributions at Site 3
  Date
  Time
         Source
   Percent of
Acoustic Energy
4/27/78
1415-1515
Through Possenger 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
                                                               CPO 938.055

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                          References
B-l  Preliminary Report, Interstate Rail Carrier Monitoring
     by EPA Regions II, IV, VI and VII

B-2  Rail Yard Sound Levels

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