Noise Mitigation

Updates to the FRA High-Speed Ground Transportation Noise and Vibration Impact Assessment Guidance Manual Transportation Research Board 92nd Annual Meeting January 14, 2013

Presented by Jason C. Ross Carl E. Hanson David A. Towers

Cameron Stuart FRA Noise and Vibration Guidance Manual

. Provides procedures for assessing impact and defining mitigation for different stages of project development from early planning through preliminary engineering and final design. . Specifies how to measure, evaluate and predict noise and vibration levels from high- speed rail and maglev systems with speeds between 90 and 250 mph. . Original guidance manual and spreadsheet noise model, issued in 2005, have been updated based on an extensive literature review and analysis of current noise data. . The updated manual and spreadsheet noise model were released in September 2012 and are available on the FRA website. Overview of Updates

. Noise Model Inputs updated to reflect currently available data . Determining the Need for Noise Mitigation . Approach for sound insulation mitigation . Noise Source Mitigation Measures . Ground-borne Noise and Vibration Impact Criteria . Construction Noise and Vibration Impact Assessments . Mitigation Commitments in Environmental Documentation . GIS and Commercially-available Acoustic Models 2005 Guidance Manual Database

Initial Empirical Noise and Vibration Models Based on:

. 1995: European HSR Systems – Sweden: X2000 – France: TGV, Eurostar – Italy: Pendolino

. 1992 and 2002: Maglev – National Maglev Initiative (1992) – Maglev Deployment Program (2002) with microphone arrays

. 2000: Transportation Technology Center – Acela test program with microphone arrays – Gas-turbine locomotive 2012 Updated Guidance Manual Database

Current HSR noise emission data acquired from: . Manufacturers – Siemens – Bombardier . Railways – Spanish National Railway Network (RENFE) – Japan National Railways (JR East, JR Central) – Taiwan High Speed Rail Corporation . Research Institutes – Railway Technical Research Institute (RTRI) of Japan – Korean Railway Research Institute (KRRI) – National Institute of Environmental Research (Korea) . General measurement programs – Extensive measurement program to develop the EU Harmonoise rail model and define TSI noise limits (NOEMIE) Background on the FRA Noise Models

HSR Train Technologies Electric Locomotive Hauled Coaches Gas-Turbine Locomotive Hauled Coaches

Audio of Acela Test Runs at 165 mph recorded by Mike Allenovitch

Electric Multiple-Units (EMU) Maglev Background on the FRA Noise Models

. General Models provide overall noise results only . Detailed Models provide noise results by sub-source

. Propulsion . High-Speed (up to 150 mph) . Wheel/Rail . Very High-Speed (up to 250 mph) . Aerodynamic Background on the FRA Noise Models

Each sub-source has a characteristic Sound Exposure Level (SEL) based on the following reference parameters:

. Noise Level - SELref

. Length of Noise Source - Lenref

. Train Speed - Sref . Speed Coefficient -K Noise models predict noise conditions for actual operating conditions by:

 len   S  SEL  SEL   log10    K log  n ref n  len   S   ref n  ref n Electric-Locomotive Hauled Coaches Electric-Locomotive Hauled Coaches

European TSI noise limits

*Data do not include Shinkansen Trains Updated FRA Noise Models

Electric-Locomotive Models . High-Speed Model updated to be consistent with Very-High Speed Model . No changes to Very High-Speed Model EMU Models . Similar emissions to electric-locomotive model . Propulsion source height lowered and length extended over entire train Maglev Model . Train nose reference length removed . Train nose source height updated to 0 feet above the guideway Diesel-electric locomotives and diesel multiple-unit trains . Use FTA modeling procedures for high-speed ops (up to 150 mph) Conditions of the HSR systems have been specified (ballast and tie, wheel/rail roughness conditions, noise source mitigation) Noise Mitigation

. Guidance on when mitigation should be considered for impacts: . Severe impacts have the most compelling need for mitigation . Need to mitigate Moderate impacts depends on several factors: – Relative increase in noise – Number of affected receptors – Sensitivity of land uses – Effectiveness of mitigation – Community interest – Cost effectiveness – Design limitations

. Approach to sound insulation mitigation is included based on whether interior noise conditions would be above 45 dB (Ldn) . Typical noise barrier costs have been updated Noise Source Mitigation

Pantograph: Barriers on top of train Shrouds around the base Reducing number of pantographs Applying porous materials on surfaces

Aerodynamic: Nose shape Closing gaps between the cars Door handles flush with the train body

Wheels: Bogie skirts/side covers Absorptive materials on skirts and under Wheel/Rail roughness meet TSI limits

Ground-Borne Vibration Criteria

. “Occasional Events” category has been included in the general ground-borne vibration and ground-borne noise impact criteria . Additional guidance on applicability of criteria to existing rail corridors and to cases where existing tracks are moved

Land Use Category GBV Impact Levels GBN Impact Levels (VdB re 1 micro-inch /sec) (dB re 20 micro Pascals) Frequent Occasional Infrequent Frequent Occasional Infrequent Events1 Events2 Events3 Event1 Events2 Events3 Category 1: Buildings 65 VdB4 65 VdB4 65 VdB4 N/A4 N/A4 N/A4 where vibrations would interfere with interior operations. Category 2: Residences 72VdB 75VdB 80VdB 35dBA 38dBA 43dBA and buildings where people normally sleep. Category 3: Institutional 75VdB 78VdB 83VdB 40dBA 43dBA 48dBA land uses with primarily daytime use. Ground-Borne Vibration Criteria

Detailed criteria in terms of 1/3-octave band limits have been introduced consistent with FTA and ISO 2631: “Evaluation of Human Exposure to Whole-Body Vibration” Ground-Borne Noise and Vibration

Relationship between ground-borne vibration and ground- borne noise has been updated: . Ground-borne noise in sound-pressure level (dB) is equivalent to the vibration velocity level (VdB) referenced to 10-6 in/s minus 5 dB. Noise and Vibration During Construction

. Quantitative procedures for assessing . Construction noise . Construction vibration damage . Construction vibration annoyance . Reference noise and vibration source levels for construction equipment updated based on current FHWA and FTA guidance . Construction Vibration Damage Criteria . Guidance has been provided for the development of construction noise and vibration control plans for major projects Environmental Documentation

. Noise mitigation . General options can be presented during Draft EA or EIS . Firm decisions and commitments should be included in Final EA or EIS . Vibration mitigation . Impact may depend on more detailed geotechnical studies and track design considerations . Specific mitigation commitments may be deferred to final design after the NEPA process . Continue assessments . As a project advances design beyond the NEPA process there is the potential that noise and vibration impact and the need for mitigation may change, therefore noise and vibration should be continually analyzed throughout the engineering process. GIS and Acoustic Models

. Basic guidelines for using Geographical Information System (GIS) as a tool to model noise impact are presented . Commercially-available acoustic models may be used and, like other computation methods, should be confirmed to produce results consistent with the results obtained through this manual www.hmmh.com