20170938 Ver 1_Appendix N - Noise_Vibration_20170731

Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
APPENDIX N
NOISE AND VIBRATION ANALYSIS ASSESSMENT REPORTS

Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
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Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
NOISE ANALYSIS AND ASSESSMENT REPORT

Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
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Submitted to:
CSX Intermodal Terminals Inc. (CSXIT)
Carolina Connector Intermodal Rail
Terminal
Edgecombe County, NC
NOISE ANALYSIS and ASSESSMENT
REPORT
Submitted by:
�A� Gannett Fleming
Excellence Delivered As Promised

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Carolina Connector Intermodal Rail Terminal
Noise Assessment Report
Carolina Connector Intermodal Rail Terminal
Screening and General Noise Assessment
Gannett Fleming, Inc. (GF) conducted a Screening and General Noise Assessment for the proposed
Carolina Connector Intermodal Rail Terminal from Moore Farm Road (SR 15 10) to Cool Spring
Road (SR 1278) in Edgecombe County, North Carolina. The project consists of constructing a new
intermodal terminal and lead tracks, as well as, double tracking the existing mainline rail tracks
from Morning Star Church Road (SR 1412) to Moore Farm Road (SR 1510). The entire project
length is approximately 12.8 miles in length running north -south along the Nash/Edgecombe
county line. This Assessment includes a General Noise Assessment for railroad activity (Section
3.0).
1.0 Introduction
Noise is typically defined as unwanted or undesirable sound, where sound is characterized by small
air pressure fluctuations above and below the atmospheric pressure. The basic parameters of
environmental noise that affect human subjective response are: (1) intensity or level; (2) frequency
content; and (3) variation with time. Intensity or level is determined by how greatly the sound
pressure fluctuates above and below the atmospheric pressure, and is expressed on a compressed
scale in units of decibels. By using this scale, the range of normally encountered sound can be
expressed by values between 0 and 120 decibels. On a relative basis, a 3 -decibel change in sound
level generally represents a barely -noticeable change outside the laboratory, whereas a 10 -decibel
change in sound level would typically be perceived as a doubling (or halving) in the loudness of a
sound.
The frequency content of noise is related to the tone or pitch of the sound, and is expressed based
on the rate of the air pressure fluctuation in terms of cycles per second (called Hertz and
abbreviated as Hz). The human ear can detect a wide range of frequencies from about 20 Hz to
17,000 Hz. However, because the sensitivity of human hearing varies with frequency, the A -
weighting system is commonly used when measuring environmental noise to provide a single
number descriptor that correlates with human subjective response. Sound levels measured using
this weighting system are called "A -weighted" sound levels, and are expressed in decibel notation
as "dBA." The A -weighted sound level is widely accepted by acousticians as a proper unit for
describing environmental noise.
Because environmental noise fluctuates from moment to moment, it is common practice to
condense all of this information into a single number, called the "equivalent" sound level (Leq)•
Leq can be thought of as the steady sound level that represents the same sound energy as the varying
sound levels over a specified time period (typically 1 hour or 24 hours). Often the hourly Leq values
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over a 24-hour period are used to calculate cumulative noise exposure in terms of the Day -Night
Sound Level (Lan). La„ is the A -weighed Leq for a 24-hour period with an added 10 -decibel penalty
imposed on noise that occurs during the nighttime hours (between 10 PM and 7 AM). Many
surveys have shown that Lan is well correlated with human annoyance, and therefore this descriptor
is widely used for environmental noise impact assessments. Figure 1 provides examples of typical
noise environments and criteria in terms of Lan. While the extremes of Lan are shown to range from
50 dBA in a small residential environment to 80 dBA in noisy urban environments, Lan is generally
found to range between 55 dBA and 75 dBA in most communities.
Transit Sources
Ldn Background Noise
JD
Commuter Train with Horn at 40 mph
8D — Downtown City
Loco + 8 Cars --a
15 Day. S Night
Rail Transit at 40 mph
7D "Very Noisy" Urban Residential Area
6 -Car Trains
300 Day, 18 Night --.
Commuter Train at 40 mph
Loco + 8 Cars
"Quiet" Urban Residential Area
15 Day. 8 Night
Rail Transit at 20 mph
Suburban Residential Area
2 -Car Trains
300 Day, 18 Night
5{3 — Small Town Residential Area
40
All at 50 ft
Figure 1— Typical Transit and Background Ld,, Sound Levels
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
2.0 Methodology
FRA Noise Standards
Federal Transit Administration (FTA) transit noise and vibration impact assessment procedures
are relied on by Federal Railroad Administration (FRA) in evaluating improvements to
conventional passenger rail lines and stationary rail facilities and for assessments of horn noise.
Since there are no existing federal guidance documents or methods specifically applicable for the
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evaluation of freight train traffic noise a supplemental freight rail analysis guideline was developed
for the Chicago Rail Efficiency and Transportation Efficiency (CREATE) program using the FTA
procedures with certain modifications to allow for the evaluation of freight traffic.
The Screening and General Noise Assessment was completed in accordance with methodologies
contained in the FTA Noise and Vibration Impact Assessment, dated May 2006 and the
supplemental CREATE Noise and Vibration Assessment Methodology, dated August 2011. The
initial review of the project aerial maps determined noise sensitive areas and/or receivers of interest
were present within or adjacent to the proposed action.
FRA/FTA Noise Sensitive Land Uses and Noise Metrics
The noise criteria and descriptors used by the FRA to determine impacts depend on land use as
shown in Table 1. These criteria group noise sensitive land uses into the following three categories:
• Category 1: Tracks of land where quiet is an essential element in their intended purpose.
This category includes lands set aside for serenity and quiet as well as recording studios
and concert halls. National Historic landmarks with significant outdoor usage would
qualify under this category.
• Category 2: Residences and buildings where people normally sleep. This includes
residences, hospitals, and hotels where nighttime sensitivity is assumed to be of utmost
importance.
• Category 3: Institutional land uses with primarily daytime and evening use. This category
includes schools, libraries, theaters and churches where it is important to avoid interference
with such activities as speech, meditation and concentration on reading material. Other
qualifying uses are listed in Table 1.
For land use Categories 1 and 3, the Leq noise descriptor is used while land use Category 2
properties are assessed utilizing the Ldn descriptor. These criteria do not generally apply to
industrial or commercial areas since such areas are generally compatible with high noise levels.
For Categories 1 and 3 land uses involving only daytime activities (e.g. churches, schools, parks),
the impact is evaluated in terms of Leq(h), defined as the Leq for the noisiest hour of transit -related
activity during which human activities occur at the noise -sensitive location.
The noise analysis focused on residences near the Project Area were identified as Land Use
Category 2. The land use data were obtained from the Edgecombe and Nash Counties ArcGIS map
data. Since Category 2 consists of buildings where people normally sleep (e.g. residences,
hospitals), nighttime sensitivity to noise is important. The noise metric used for Category 2 land
uses is the previously -defined Ldn, the day -night sound level. The Ldn descriptor is commonly
used by federal agencies to determine the cumulative noise impact for residential land uses. Ldn
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is defined as the cumulative 24-hour noise exposure that accounts for the moment to moment
fluctuations in A -weighted levels from all sound sources during a 24-hour period.
The Ldn is the descriptor of choice because it correlates well with surveys measuring the public
attitude towards noise impacts, increases with the duration of transit events, and considers the
number of transit events over a full day. The Lan accounts for increased sensitivity to noise at night
by increasing nighttime noise (between 10:00 PM and 7:00 AM) by 10 decibels before totaling.
Table 1 — Land Use Categories and Metrics for Transit Noise Impact Criteria
1 Outdoor Leq(n)* Tracts of land where quiet is an essential element in their intended
purpose. This category includes lands set aside for serenity and quiet
and such land uses as outdoor theater and concert pavilions.
2 Outdoor Ldp Residences and buildings where people normally sleep. This category
includes homes, hospitals and hotels where a nighttime sensitivity to
noise is assumed to be of utmost importance.
3 Outdoor Leq(n)* Institutional land uses with primarily daytime and evening use. This
category includes schools, libraries, and churches where it is important to
avoid interference with such activities as speech, meditation and
concentration on reading material. Active parks. Buildings with interior
spaces where quiet is important, such as medical offices and conference
rooms, recording studios and concert halls, fall into this category. Places
of worship, meditation or study associated with cemeteries, monuments,
museums and certain historical sites are also included.
* Leq for the noisiest hour of transit -related activity during hours of noise sensitivity.
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
FRA Noise Impact Criteria
The FRA Noise Impact Criteria define the severity of impact for various noise exposure levels for
Category 2 land uses (Tables 2 and 3). The criteria are based on a comparison of existing and
future project related outdoor noise levels. They incorporate both absolute criteria (noise from the
proposed project alone), and relative criteria (annoyance as a result of project induced changes in
noise levels). Impacts are assessed based on a combination of the existing ambient noise exposure
and the additional noise exposure from the project, which have been determined to be noise levels
exceeding 65 dBA and an increase of 3 dBA above existing sound levels.
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Table 2 shows that the noise impact criteria are defined by two curves which allow increasing
project noise levels as existing noise increases up to a point, beyond which impact is determined
based on project noise alone. Project noise above the upper curve is considered to cause "Severe
Impact" since a significant percentage of people would be highly annoyed by the new noise.
Between the two curves the proposed project is judged to have "Moderate Impact", where the
change in the cumulative noise level is noticeable to most people, but may not be sufficient to
cause strong, adverse reactions from the community. In this transitional area, other project -specific
factors must be considered to determine the magnitude of the impact and the need for mitigation.
Such considerations include the existing noise levels, the predicted increase over existing noise
levels, and the types and numbers of noise -sensitive land uses affected, as described in Chapter 6
of the FRA Noise and Vibration Impact Assessment guidance manual. Table 3 presents this
information in a table format.
75
70
Table 2 — Noise Impact Criteria for Transit Projects
.p
L
a
60
55
50
45
40
40 45 50 55 60 65 70 75 so
Existing Noise Exposure (d BA)
85
75
70
65
M-1
55
50
45
U
Cil
0
L
0.
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
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Table 3 — Noise Levels Defining Impact for Transit Projects
Lxisting
PrqJecl Noise Im acl Exposure,,' L,,(li or L,,, (d13A)
Noise
Exposure
Category
I or 2 Sites
Category 3 Sites
Lry(h) or Lm,
dBA
No Impact
Moderate
Impact
Severe Impact
No Im ct
Mcderatc
Impact
Severe
Impact
<43
< Ambient+ 10
Ambient +
10 to 15
=•Ambient+ 15
<Ambienti 15
Am Inent +
151020
>Ambient+20
43
<52
52-58
>59
<57
57-63
>63
44
<52
52-58
>59
<57
5--63
>63
45
<52
52-58
>58
<57
57-63
>63
46
<53
53.59
>59
<58
58-64
>64
47
<:53
53-59
>59
'58
58.64
>64
48
<53
53-59
>59
54
58-64
>64
49
<54
5•{-59
>59
;59
59-64
>64
50
<54
54-59
>59
<59
59-64
>64
51
<:54
54-60
>60
<59
59-65
>65
52
<55
55-60
>60
<60
60-65
>65
53
<55
55-60
>60
<60
60-65
>65
54
<55
55-61
>61
<60
60-66
>66
55
<56
56-61
>61
<61
61-66
>66
6
056
56-62
>62
<61
61-67
>67
57
<57
57-62
>62
<62
62-67
>67
58
<57
57-62
>62
<62
62-67
>67
59
<58
+8-63
>63
<63
63-68
>69
60
<58
' 8-63
>63
<63
63-69
>69
61
<59
59-64
64
f64
64-69
>69
62
<59
59-64
>64
<64
64-69
>69
63
<60
60-65
>65
<65
65-70
>70
64
<61
61-65
>65 1
<66
66-70
>70
65
<61
61-66
>66
<66
66-71
>71
66
<62
62-67
>67
<67
67-72
>72
67
<63
63-67
>67
<68
68-72
>72
68
<63
63-68
6h
<68
68-73
>73
69
<64
64-69
>69
<69
69-74
>74
70
<65
65-69
>69
<70
70-7d
>74
71
<66
66-70
>70
<71
71-75
-5
72
<66
66-71
>71
<71
71-76
>76
73
<66
66-71
>71
<:71
71-76
>76
74
<66
66-72
>72
-1
71-77
-77
75
<66
66-73
>7"
-1
71-78
>78
76
<66 j
66-74
7-1
"1
1 71-79 1
>79
77
<66
66-74
=74
-1
71-79
>79
>77
<66
66-75
>75
<71
71-80
>30
L� is used for land use where nighttime sensithAty is a factor, Las during the hour of maximum transit noise exposure is used for land use
involving only daytime activities.
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
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3.0 Noise Measurement and Screening Distances
Sound levels of existing conditions were conducted alongside the CSX rail line near the northern
project limit. The field sound level measurement test area was conducted on NE Railroad Street
Extended north of Whitakers and approximately 1.2 miles south of the intersection of SR301 and
Moore Farm Road (SR 1510). The sound level measurements were in support of the study to
determine the impact of the proposed Carolina Connector Intermodal Rail Terminal and the
restoration of double mainline track between the project limits. The sound level measurements at
the site was used to estimate the FRA/FTA buffer impact distance from the rail and to construct
an estimated contour of influence around the track and the new terminal.
Rail sound level measurements were conducted near NE Railroad Street Extended between the
dates of April 4 and 6, 2017. Sound levels from passing rail operations was measured using two
Rion NA -28 Type I sound level meters placed at two distances from the rail, 50 and 100 feet.
Temperatures ranged from 54 to 82 degrees Fahrenheit during the measurement period. The
average wind speed during the measurement period was 10 miles per hour with some larger
daytime and nighttime gusts. The sound level measurement location was chosen given the
following considerations 1) access to the area 2) suitability of terrain and no shielding for proper
placement of sound level meter, and 3) proximity to existing mainline rail track for in-situ
measurements.
A total of twenty two separate train events were measured during the test period. The train pass -
by were combination of CSX freight trains (14) and Amtrak passenger trains (8). The monitored
freight train consists varied from two to three locomotives and 23 to 142 rail cars in length under
varying speeds and loads.
Two separate 'long-term' noise measurements tests were conducted on April 11 and 12, 2017 in
both Whitaker and Battleboro communities (as shown in Figure 2) to establish the existing number
of trains and the Ldn sound level which is a 24 hour measure of sound specified by the FRA/FTA
used to establish impact from rail sources. Figures 3 and 4 is a depiction of the 40 hour sound level
test results in Whitaker and Battleboro, respectively. Long term data from Battleboro and Whitaker
indicates that these communities have approximately on average 0.8 trains per hour traversing the
mainline. Temperatures ranged from 54 to 82 degrees Fahrenheit during the measurement period.
The average wind speed during the measurement period was 8 miles per hour with some larger
daytime and nighttime gusts.
With the data described in the previous paragraph, long-term measurement were used to determine
the existing sound level environment along the mainline. Long term data from Battleboro and
Whitaker indicates that these communities are experiencing an existing equivalent of day -night
sound level (Ldn) of approximately 80 dB(A) at 60 feet from the existing track centerline and have
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approximately an average of 20 to 22 trains per day. Figures 5 and 6 show the change in sound
level over a 24-hour period at Battleboro and Whitakers respectively. Both graphs show the same
patterns during trains pass -by and have a calculated existing sound level of 80 dB(A).
Figure 2. Long -Term Measurement Locations near Whitaker and Battleboro
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train passbys, long term .num Events>90 = 31
Whitaker, N.C. measurements
Figure 3. Long -Term (40 -hour) Measurement Location near Whitaker (60 feet from track)
train passbys, long term .num Events>90 = 32
.� �
Battiehoro , N - measurements
Figure 4. Long -Term (40 -hour) Measurement Location near Battleboro (60 feet from track)
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90
80
m 70
v
v 60
J
C
o 50
Ln
40
Carolina Connector Intermodal Rail Terminal
Noise Assessment Report
30
hh 4,�h hh �h hh hh hh 5�
ti. I. ltl. h.(6. A. lb. C5. y�. yti. �ti. ti. -. I).
Time of Day
Figure 5. Long -Term (24-hour) Measurement Location near Whitaker (60 feet from track)
6*191
80
Q 70
NO
v
60
J
C
7
0
50
40
30
,5'L
w• 0)do titi titi ti ti
Time of Day
Figure 6. Long -Term (24-hour) Measurement Location near Battleboro (60 feet from track)
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The FRA recommends applying a screening procedure to determine if there is a likelihood of noise
impact from a project, with areas defined by the screening distances sufficiently large to
encompass all potentially impacted locations. In accordance with FRA guidelines, screening
distances are determined based on train activity characteristics (e.g. trains per day, speed and
length of cars and number of locomotives/train).
Based on the field work and the existing train characteristics observed, the train activity is
considered high level due to the sounding of the horns at grade crossings. Therefore, the noise
screening distance used is 1,500 feet for unobstructed line of sight according to CREATE Noise
and Vibration Assessment Methodology. The screening distance was applied from the centerline
of existing track. Based on aerial photography and land use data obtained from the Edgecombe
and Nash Counties ArcGIS map data, several residential communities were identified within 1,500
feet from the track centerline.
4.0 General Noise Assessment
Existing noise levels were determined based on field work and noise measurements collected at
representative site near the project area. Based on field work observation, the following train
operation characteristics were noted:
• The train pass -by were combination of CSX freight trains (14) and Amtrak passenger trains
(g)•
• Based on field observations, train operating speeds were measured at a maximum speed of
40 mph during daytime and nighttime.
• It was assumed that the future service frequency will not increase and the maximum freight
train operating rated speed (60 mph) remains the same.
• Based on field observations, it was assumed a typical freight train consist varies from two
to three locomotives and 23 to 142 rail cars on average during daytime and nighttime.
Mainline Track
Currently, CSX Transportation, Inc. does not plan to increase the number of trains using the
mainline on a daily basis or change the maximum operating speed of the trains. The future
operating speed is the same as existing track rated speed of 60 mph. The future noise levels were
estimated following procedures presented in the FTA/FRA Noise and Vibration Assessment
Methodology. The procedure predicts vehicle noise emission and quantifies the attenuation of
sound as it travels from the vehicle to noise -sensitive receptor locations along the right of way.
The propagation assumptions generally are conservative and tend to result in an over -prediction
of noise exposure.
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Noise impact is assessed based on a combination of the existing ambient noise exposure and the
additional noise exposure that would be caused by the project. The existing ambient noise exposure
levels were measured as shown on Figures 5 and 6. Currently, CSX Transportation, Inc. does not
plan to increase the number of trains using the mainline on a daily basis or change the maximum
operating speed of the trains. However, as the economy improves and the need for freight
movement subsequently increases, the new track construction will allow CSXT to meet the needs
of economy and general public. The new trackage will allow the trains to move in a more fluid and
scheduled manner. Should the economy demands require the number of trains to increase, the
increased change has a regional benefit of reducing the number of semi -trucks off the interstate
and local highway system; thereby, providing environmental benefit by reduce traffic and
emissions in the area.
The noise measurements conducted at the site, were used to estimate the FRA/FTA frequent use
impact distance from the rail and to construct an estimated contour of influence around the track
and the new terminal. The noise data collected are specific to this project location. The data
collected represent the sound level data related to the type of freight trains operating on this track
in the project area. The data should not be used as a reference levels for other CSX projects.
In accordance with the FTA/FRA noise assessment methodology, there are no changes to the
frequency of train operations or change in the train operating speed. Therefore, it is not expected
to be any noise impacts due the train mainline operations. Additional noise assessment was
conducted near the town of Battleboro where the alignment will shift between 8 and 20 feet based
on information provided by the engineering consultant. It was determined that no additional
residences exist due to the shift in the aligmnent and the restoration of double mainline track.
Intermodal Rail Terminal
Intermodal freight trains arriving and departing the new intermodal terminal will use lead tracks
as access to the north and south of the terminal from the mainline. Based on information provided
by CSX, the new intermodal terminal is expected to operate a total of 16 trains equally split
between inbound and outbound trains. In addition, train movements in the yard are slower and
locomotives typically do not sound the horn.
A computer model was developed to determine potential sound levels increases by the intermodal
terminal and any potential impact to residential receivers that may occur. The intermodal terminal
includes multiple sound sources including: heavy trucks, yard jockeys, container handling
equipment, and train movements itself.
The modeled cranes are based on the electric rail -mounted gantry cranes. Figure 7 (for illustrative
purposes only) shows the various movements associated with the crane including its ability to
traverse rails as it moves over container trains. The crane has sounds associated with its movement,
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shown as 'left to right' and 'in and out' as shown in the figure, but the highest sound levels are
associated with the attaching and detaching operations to containers themselves. These sound
levels have been measured at an existing intermodal terminal (Winter Haven, FL) with similar
equipment and source levels have been created as shown in Table 4.
Table 4. Reference Sound Levels for Intermodal Operation Sources.
Source
50 ft.
100 ft.
Semi -Truck Ops
75
69
Crane movements
60
54
Crane picking up
container
62
56
Crane placing container
64
58
Yard jockey
77
71
Figure 7. Crane Movements (crane is shown to only illustrate movement)
The modeled operating conditions of the facility sources listed in Table 4 use a conservative
approach based on worst case assumptions. The computer model assumes 24-hour operating
conditions, two trains moving in the yard at the same time each hour, 25 lifts per hour per crane,
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and ten cranes modeled. Heavy truck operations are assumed to be 100 vehicles per hour (20 mph)
which is based on the planned 170,000 annual operations per year for future build year. Six yard
jockeys are in continuous operation on the internal roadways and cranes continuously move on
rails in-between picking up and placing containers. Table 5 shows maximum possible operations
that will most likely occur during normal operation.
Table 5. Operating Assumptions of Intermodal Facility model.
Source
Operation
Trains in facility
2/hour
Lifts per crane
25/hour
Heavy Truck operations
100 vehicle/hour
Yard Jockey
60 vehicle/hour
Crane Motion
Continuous all hours
Terminal operations
24 hour schedule
It should be clarified that the intermodal rail terminal is located parallel to the SR301 corridor in
the vicinity of institutional and commercial land uses. Figure 8 shows a graphic indicating the
proposed facility layout with line elements representing crane operations, railroad tracks, internal
roadways, parking/staging areas and buildings.
Figure 9 represents the computer model of the intermodal rail terminal modeled as point and line
elements along with institutional and residential receivers. Modeling elements include point and
line sources which were calibrated in the model against known similar intermodal terminal (Winter
Haven, FL) sound levels at specific distances. The model has the ability to map predicted sound
levels from the future facility under a variety of operating conditions.
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Figure 8. Intermodal Terminal Layout
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Figure 9. Computer model of Intermodal Terminal
The first scenario investigated is the case of crane operations only without any truck, jockey or rail
influence from the facility. As shown in Figure 10, the intermodal facility with ten cranes in
operation has a minor effect on its surroundings since the cranes themselves generally have low
source operating sound levels as compared to trucks and yard jockeys. Figure 10 and Table 6 show
that under these operating conditions that the boundary of the facility does not exceed an Ldn of
60 dB(A), which is considered a 'no impact' based on FRA/FTA guidance when compared to
existing sounds levels of 80dB(A) at 60 feet, near College Road grade crossings.
Table 6. Intermodal Terminals Property Limit Sound Levels (Crane Only).
Location
Ldn, dB(A)
North property line
38
East property line
53
South property line
39
West property line
52
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Figure 10. Intermodal Terminal predicted sound levels (crane operations only)
The next scenario shows the impact of trucks and yard jockeys on the facility without the presence
of crane operations. The total affected area has increased over the 'cranes only' case and the eastern
property boundary is in the range of a predicted Ldn of 65-70 dB(A) due to semi -trucks and yard
jockey movement in the yard. The western boundary is still an Ldn of 60 dB(A), when compared
to existing sounds levels of 80dB(A) at 60 feet, adjacent to College Road grade crossings, as shown
in Figure 11 and Table 7.
Table 7. Intermodal Terminals Property Limit Sound Levels (Truck and Yard Jockey Operation).
Location
Ldn, dB(A)
North property line
43
East property line
65
South property line
45
West property line
52
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I ] Gannett Fleming
Excellence Delivered As Promised Carolina Connector Intermodal Rail Terminal
Noise Assessment Report
Figure 11. Intermodal Terminal model with just yard jockey and heavy truck operations
The full model includes all ten cranes, all semi -truck and yard jockey operations, and all train rail
movements in the terminal. The affected area around the facility has increased in the full model
scenario but not greatly and not to the point of impact on any nearby residential receivers. Table 8
presents the future full model predicted sound levels at the terminal boundary. Figure 12 shows
that the 60 dB contour does not extend north, south or west of the project, the 60 dB(A) contour
extends to the east (at the widest area) approximately 500 feet.
Table 8. Intermodal Terminals Property Limit Sound Levels (Full Operation).
Location
Ldn, dB(A)
North property line
48
East property line
65
South property line
48
West property line
58
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I ] Gannett Fleming
Excellence Delivered As Promised Carolina Connector Intermodal Rail Terminal
Noise Assessment Report
Figure 12. Intermodal Terminal predicted sound levels (full model)
5.0 CONCLUSION
The study shows that there will not be significant impact from the mainline rail operation based
on the assumption that there is no change in train frequency and speed between the existing and
future scenarios. The intermodal rail terminal full operation predicted sound levels (Ldn) are 58
dB(A) at the western property limit adjacent to residential communities, which is below existing
sounds levels of 80dB(A) at 60 feet, adjacent to College Road grade crossings. Finally, it is
expected that the proposed construction of the Carolina Connector Intermodal Rail Terminal will
not cause a significant annoyance noise impact according to FRA/FTA criteria.
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Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
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Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
VIBRATION ANALYSIS AND ASSESSMENT REPORT

Appendix N
CSX CCX Intermodal Rail Terminal & Second Mainline
Edgecombe and Nash Counties, North Carolina
Project No. 643009004
THIS PAGE INTENTIONALLY LEFT BLANK

Submitted to:
CSX Intermodal Terminals Inc. (CSXIT)
Carolina Connector Intermodal Rail
Terminal
Edgecombe County, NC
VIBRATION ANALYSIS and ASSESSMENT
Submitted by:
REPORT
Gannett Fleming
Excellence Delivered As Promised

ii
,Gannett Fleming
� lfellOmre f3ei;we+ed At P Mdced
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
Carolina Connector Intermodal Rail Terminal
Screening and General Vibration Assessment
Gannett Fleming, Inc. (GF) conducted a Screening and General Vibration Assessment for the
proposed Carolina Connector Intermodal Rail Terminal from Moore Farm Road (SR 15 10) to Cool
Spring Road (SR 1278) in Edgecombe County, North Carolina. The project consists of
constructing a new intermodal terminal and lead tracks, as well as, double tracking the existing
mainline rail tracks from Morning Star Church Road (SR 1412) to Moore Farm Road (SR 1510).
The entire project length is approximately 12.8 miles in length running north -south along the
Nash/Edgecombe county line. This Assessment includes a General Vibration Assessment for
railroad activity (Section 3.0).
1.0 Introduction
Ground -borne vibration is the oscillatory motion of the ground about some equilibrium
position that can be described in terms of displacement, velocity, or acceleration. Because
sensitivity to vibration typically corresponds to the amplitude of vibration velocity within the low -
frequency range of most concern for environmental vibration (roughly 5-100 Hz), velocity is the
preferred measure for evaluating ground -borne vibration from rail projects.
Vibration consists of rapidly fluctuating motions with an average motion of zero. There are several
descriptors that can be used to quantify vibration amplitude. The most common measure used to
quantify vibration amplitude is the peak particle velocity (PPV), defined as the maximum
instantaneous peak of the vibratory motion. PPV is typically used in monitoring blasting and other
types of construction -generated vibration since it is related to the stresses experienced by structural
components. Although PPV is appropriate for evaluating building damage, it is less suitable for
evaluating human response, which is better related to the average vibration amplitude. In a sense,
the human body responds to average vibration amplitude. Because the net average of a vibration
signal is zero, the root mean square (rms) vibration velocity level, is used to describe the
"smoothed" vibration amplitude. Ground -borne vibration levels will be stated in units of vibration
decibels (VdB). The reference value for calculations of VdB is one micro -inch per second which
will correspond to 0 VdB. While this is not a universally accepted notation, it is used throughout
the Federal Railroad Administration (FRA) CREATE Noise and Vibration Assessment
Methodology to reduce the possibility of confusion with sound decibels. Figure 1 illustrates typical
ground -borne vibration levels for common sources, as well as criteria for human and structural
components.
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2.0 Methodology
Federal Transit Administration (FTA) transit noise and vibration impact assessment procedures
are relied on by Federal Railroad Administration (FRA) in evaluating improvements to
conventional passenger rail lines and stationary rail facilities. Since there are no existing federal
guidance documents or methods specifically applicable for the evaluation of freight train traffic
vibration a supplemental freight rail analysis guideline was developed for the Chicago Rail
Efficiency and Transportation Efficiency (CREATE) program using the FTA procedures with
certain modifications to allow for the evaluation of freight traffic.
The Screening and General Vibration Assessments were conducted in accordance with
methodologies contained in the Federal Railroad Administration (FRA) CREATE Noise and
Vibration Assessment Methodology, dated August 2011 and is endorsed by the FRA. The initial
review of the project aerial maps determined vibration sensitive areas and/or receivers of interest
were present within or adjacent to the proposed action.
Velocity Typical Sources
Human/Structural Response Level* {ti0 ft from source)
Threshold, minor cosmetic damage
fragile buildings
Difficulty with tasks such as
reading a VDT screen
Residential annoyance, infrequent
events (e.g. commuter rail)
Residential annoyance, frequent
events (e.g- rapid transit)
Limit for vibration sensitive —}
equipment. Approx. threshold for
human perception of cribration
Blasting from construction projects
Bulldozers and other heavy tracked
construction equipment
99
Commuter rail, upper range
Sd 1 # Rapid transit, upper range
Commuter rail, typical
Bus or truck over hump
76 – Rapid transit, typical
60
50
Bus or truck, typical
- Typical background vibration
' RMS Vibration Velocity Level in VdB relative to i0-6 inches/second
Figure 1— Typical Ground -Borne Vibration Levels
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
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The FRA/FTA ground -borne vibration impact criteria are based on land use and train frequency,
as shown in Table 1. Vibration sensitive receptors are classified in three categories. Category 1
receptors are those buildings where low ambient vibrations are essential for the operations
conducted within the building. An example of Category 1 receptor is a building in which research
using electron microscopes is conducted. Category 2 receptors consist of single family residences
as well as apartment or townhouse buildings. Category 3 receptors include churches, schools and
other commercial buildings that do not house vibration sensitive equipment. Industrial buildings
that are mainly used for manufacturing are not included in this category.
There are some buildings, such as concert halls, recording studios, and theaters, which can be very
sensitive to vibration, but do not fit into any of the three categories listed above. Due to the
sensitivity of these buildings, they usually warrant special attention during the environmental
assessment of a rail project and the vibration impact criteria is listed in Table 2.
Table l — Ground -Borne Vibration and Noise Impact Criteria
Notes:
1. An impact occurs if the GBV levels in the table are achieved or exceeded.
2. "Frequent Events" is defined as more than 70 vibration events per day. For a typical line -haul freight train where the rail car
vibration lasts for several minutes, the frequent events criterion should be applied to the rail car vibration.
3. `Occasional Events" is defined as between 30 and 70 vibration events of the same source per day. Generally this category not
applicable to freight rail cars but could apply to freight locomotives.
4. `Infrequent Events" is defined as fewer than 30 vibration events per day. Generally this category is not applicable to freight
rail cars but could apply to freight locomotives. The locomotive vibration only lasts for a short time, the infrequent -events
criteria are appropriate for fewer than 30 events per day.
5. This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical
microscopes. Vibration sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration
levels. Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors.
Source: CREATE Noise and Vibration Assessment Methodology, August 2011. The Table is
consistent with the discussion presented in Section 8.1.3 of the FTA Noise and Vibration Impact
Assessment.
July 2017 3 Page
Ground -Borne Vibration Impact Levels'
(VdB re 1 micro inch/sec)
Land Use Category
Frequent
Occasional
Infrequent
Events2
Events3
Events4
Category 1: Buildings where vibration would interfere with
s
s
5
65 VdB
65 VdB
65 VdB
interior operations.
Category 2: Residences and buildings where people normally
72 VdB
75 VdB
80 VdB
sleep.
Category 3: Institutional land uses with primarily daytime use.
75 VdB
78VdB
83 VdB
Notes:
1. An impact occurs if the GBV levels in the table are achieved or exceeded.
2. "Frequent Events" is defined as more than 70 vibration events per day. For a typical line -haul freight train where the rail car
vibration lasts for several minutes, the frequent events criterion should be applied to the rail car vibration.
3. `Occasional Events" is defined as between 30 and 70 vibration events of the same source per day. Generally this category not
applicable to freight rail cars but could apply to freight locomotives.
4. `Infrequent Events" is defined as fewer than 30 vibration events per day. Generally this category is not applicable to freight
rail cars but could apply to freight locomotives. The locomotive vibration only lasts for a short time, the infrequent -events
criteria are appropriate for fewer than 30 events per day.
5. This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical
microscopes. Vibration sensitive manufacturing or research will require detailed evaluation to define the acceptable vibration
levels. Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors.
Source: CREATE Noise and Vibration Assessment Methodology, August 2011. The Table is
consistent with the discussion presented in Section 8.1.3 of the FTA Noise and Vibration Impact
Assessment.
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Carolina Connector Intermodal Rail Terminal
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Table 2 - Ground -Borne Vibration and Noise Impact Criteria for Special Buildings
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
The FRA/FTA recommends the following screening procedure to determine if there is a likelihood
of vibration impact from a project. The "Vibration Screening Procedure" defined by the FRA/FTA
follows the flowchart shown in Figure 2.
start
no
Ground -Borne Vibration Impact Levels (VdB Re 1 Micro-
yes
Inch/Sec)
Type of Building or Room
Steei-Rail
Occasional or Infrequent
1
Frequent Events
2
Prciect?
Events
Concert Halls
65 VdB
65 VdB
TV Studios
65 VdB
65 VdB
Recording Studios
65 VdB
65 VdB
Auditoriums
72 VdB
80 VdB
Theaters
72 VdB
80 VdB
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
The FRA/FTA recommends the following screening procedure to determine if there is a likelihood
of vibration impact from a project. The "Vibration Screening Procedure" defined by the FRA/FTA
follows the flowchart shown in Figure 2.
start
no
Steel -Wheel
yes
Steei-Rail
Prciect?
Rubber Tire yes
Roadway
yes
Vehicles?
Irregularity?
no
no
Vib.
rr��
� )
Sensitive
yes
Determine Screening
Manufacturing or
Distances Based on
Research?
Project Type and
no
Land use Categories
Vehicles
yes
Operating in
Building?
no
[ A !
Sensitive
\/
no
Land Uses within
No Vibration
Impact Distances?
Impact Likely
yes
No Further
Vibration Analysis
Analysis Required
Required
Figure 2- Flow Chart of Vibration Screening Process
Source: Transit Noise and Vibration Impact Assessment, Federal Transit Administration, May 2006
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As per FRATTA guidelines, the screening distance referred to in Figure 2 is 200 feet for Category
2 receivers (residential). Based on aerial photography and field trips to the project site, it was
determined that there are residences within the screening distance of 200 feet. This includes
residential communities within the Town of Battleboro and Whitakers. Hence, the General
Vibration Assessment is required. Therefore, it was decided to conduct vibration measurements
field work before completing the vibration assessment.
3.0 General Vibration Assessment
Vibration levels of existing conditions were conducted alongside the CSX rail line near the
northern project limit. The field vibration measurement test area was conducted on NE Railroad
Street Extended north of Whitakers and approximately 1.2 miles south of the intersection of SR301
and Moore Farm Road (SR 1510). The vibration measurements were in support of the study to
determine the impact of a proposed Carolina Connector Intermodal Rail terminal and the
restoration of double mainline track between the project limits. The vibration measurements
conducted at the site, were used to estimate the FRA/FTA frequent use impact distance from the
rail and to construct an estimated contour of influence around the track and the new terminal. The
vibration data collected are specific to this project location. The data collected represent the
vibration data related to the type of freight trains operating on this track in the project area and are
correlated to the soil characteristics for this project location. The data should not be used as a
reference levels for other CSX projects.
Rail vibration measurements were conducted near NE Railroad Street Extended between the dates
of April 4 and 6, 2017. Ground borne vibration from passing rail operations was measured using
Dytran 5g accelerometers (Dytran 3100D24) and signal analyzers placed at several distances from
the rail up to 150 feet. The connection was achieved between the accelerometer and the ground
using magnetic mounts on the accelerometers that were attached to large steel mass coupled to
ground surface. Furthermore, the background vibration data measured were approximately 44
VdB. The vibration measurement location was chosen given the following considerations 1) access
to the area 2) suitability of terrain for proper placement of accelerometers 3) proximity to existing
mainline rail track for in-situ measurements.
A total of twenty two separate train events were measured during the test period. The train pass -
by were combination of CSX freight trains (14) and Amtrak passenger trains (8). The monitored
freight train consists varied from two to three locomotives and 23 to 142 rail cars in length under
varying speeds and loads.
Two separate 'long-term' noise measurements tests were conducted in both Whitaker and
Battleboro communities (as shown in Figure 3) to establish the existing number of trains. Figures
4 and 5 are a depiction of the 40 hour sound level test results in Whitaker and Battleboro,
respectively. Long term data from Battleboro and Whitaker and Battleboro indicates that these
communities have approximately on average 0.8 trains per hour traversing the mainline.
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f�YeffenrP F3CO,e+M At PMI.J Md
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
As indicated in the FRA assessment methodology, vibration measurements were conducted to
establish the fall-off rates of the vibration propagation away from the rail tracks. The fall-off rate
is the dissipation of vibration energy as distance from the rail increases. The observed mainline
speeds for freight operations in the study area are between 15 mph and 40 mph. The mainline rail
corridor is rated for speeds up to 60 mph. FRA/FTA guidance was utilized to calculate the existing
vibration level due to higher operating freight speeds while utilizing the measured fall off rate
(decrease of vibration with distance from the source) for the study area. Figure 6 provides a
graphical representation of the measured fall-off rate in the project area.
Figure 3. Long -Term Measurement Locations near Whitaker and Battleboro
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Gannett Fleming
Fx eC40nre VCO Iv IC4 A%Po IIs d
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
train passbys, long term .num Events>90 = 31
Whitaker, N.C. measurements
Figure 4. Long -Term (40 -hour) Measurement Location near Whitaker
train passbys, longterm ,num Events>90 = 32
Battleboro , N.G. measurements
Figure 5. Long -Term (40 -hour) Measurement Location near Battleboro
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80
75
74
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
Vibration Fall off Fate -- North Carolina
distance from rail, ft
Figure 6. Vibration Measurement Fall-off rate near Whitaker
60 mph train sped
■ VdB—mu—car
Linear
(VdB_mu_car)
Based on Figure 6, the fall-off rate was calculated for the total number of CSX freight trains that
were measured during the field work and were adjusted to the maximum allowed operating speed
of 60 mph. The FRA CREATE vibration assessment methodology states that 72 VdB is the impact
vibration level for residential receivers in the presence of frequent train events. As indicated in
Table 1, "Frequent Events" is defined as more than 70 vibration events per day. For a typical line -
haul freight train where the rail car vibration lasts for several minutes, the frequent events criterion
should be applied to the rail car vibration, in accordance with the FRA CREATE vibration
assessment methodology. Since the train operating speed will remain constant, it is assumed that
the vibration buffer zone will remain the same for existing and future rail. Figure 7 provides the
existing and future case vibration buffer zone (500 feet from rail tracks) for vibration criteria level
of 72 VdB. The figure indicates that inside the yellow buffer line the existing vibration levels are
72 VdB and higher while outside the buffer line (500 ft. from rail) the vibration levels are lower
than 72 VdB and decrease with distance from the track.
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t'ai
Gannett Fleming
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
'� If
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Legend N Project name:
Vibrations 72 VdB (Future & Existing) W+E Carolina Connector Intermodal
Rail
• /
CSX Intermodal Terminals, Inc.
Rail 1 •VibrationsBufferDistances
NMMMMI�Miles 500 ft (Future i
Figure 7. Existing and Future Vibration Levels Buffer Distances for the Project Rail Corridor
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Ig Gannetffleming
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At P Mdced
Mainline Track
Carolina Connector Intermodal Rail Terminal
Vibration Assessment Report
The future operating speed is the same as existing track rated speed of 60 mph. Currently, CSX
Transportation, Inc. does not plan to increase the number of trains using the mainline on a daily
basis or change the maximum operating speed of the trains. However, as the economy improves
and the need for freight movement subsequently increases, the new track construction will allow
CSXT to meet the needs of economy and general public. Should the economy demands require the
number of trains to increase, the increased change has a regional benefit of reducing the number
of semi -trucks off the interstate and local highway system; thereby, providing environmental
benefit by reduce traffic and emissions in the area.
Future vibration impacts are determined from 1) assessing source vibration levels; 2) adjusting
source levels for future speeds and conditions; and 3) estimating vibration levels using known fall-
off rates (i.e. decrease in vibration versus distance). Based on train vibration source levels
measured in the project area, curves of vibration level versus distance were established and
estimated impact distances are determined from these curves. Vibration buffer zones were created
for several speeds that represent the 72 VdB contour, this means that any residence inside this
contour has the potential of vibration levels greater than 72 VdB which the FRA regard as impacted
for frequently occurring train events. Large train consist are considered frequent vibration events
as indicated in Table 1.
Based on the FRA impact criteria of 72 VdB which corresponds to the threshold of annoyance for
residential receivers and frequently occurring train events, there are an estimated 190 residences
that falls within the 407 feet buffer zone (40 mph) that could experience the vibration levels above
the FRA criteria of 72 VdB. For the maximum operating speed of 60 mph, there are an estimated
236 residences along the 12.8 miles that falls within the 500 feet existing buffer zone that could
experience vibration levels above the FRA criteria of 72 VdB. Table 3 presents the estimated buffer
distance, for 72 VdB and higher, and the number of residences for each speed and buffer distance,
on both sides of the mainline. The land use data were obtained from the Edgecombe and Nash
Counties ArcGIS map data.
Table 3. Freight train speeds and FTA/FRA annoyance buffer distance
Train Speed, mph
Buffer distance (72 VdB)
No. of Residences
38-40
407
190
45
442
212
50
462
216
55
480
228
60
500
236
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Gann e t t Fleming Carolina Connector Intermodal Rail Terminal
free+rfnfCflfi:VN100At w Mdcea Vibration Assessment Report
It should be noted that the maximum rated operating speed for the existing and future case is 60
mph. Therefore, there number of impacted residences will not change between the existing and
future scenarios. Additional assessment of the buffer distance was calculated near the town of
Battleboro where the alignment will shift between 8 and 20 feet based on information provided
the engineering consultant. It was determined that no additional residences exist for the shift in the
alignment and the restoration of double mainline track. Figures 8 -10 include aerial graphics
depicting the future vibration buffer zone for 60 mph based on the 72 VdB buffer distance shown
in Table 3.
Figure 8. Existing and Future Vibration Buffer Distance near Whitaker
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Fx eC40nreUCO,,e,MA%fl'AmleCd Vibration Assessment Report
Figure 9. Existing and Future Vibration Buffer Distance near Battleboro
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Figure 10. Existing and Future Vibration Butter Distance near the intermodal terminal
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fiannettFleming Carolina Connector Intermodal Rail Terminal
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Intermodal Terminal
The future intermodal terminal vibration levels will be much lower than the mainline tracks
vibration levels due to much lower operating speeds in the facility. It is expected that cranes, semi -
truck operations, yard jockeys operation will not cause any significant vibration levels. Based on
the train slow speed operation, it is estimated that vibration buffer distance for the intermodal
terminal is 370 feet from the lead tracks and these distances will fall within the intermodal terminal
itself. Therefore, it is expected that there a no residential parcels that are impacted due to vibration
from the intermodal terminal operation. Figure 11 shows the vibration buffer at the facility due to
facility operations alone.
Figure 11. Vibration Buffer Distance within the Intermodal Terminal
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y+* Carolina Connector Intermodal Rail Terminal
1,2J Gannett Heming
f�Yfrm�[[bfr;yf/Pif AT PNjMd Vibration Assessment Report
4.0 CONCLUSION
The study shows that there will not be vibration impact from the mainline rail operation based on
the assumption that the speed (60 mph) will remain the same for both existing and future scenarios.
Furthermore, there are no vibration impacts due to the intermodal terminal operations, as it will
limited to 370 feet from the rail spurs in the terminal itself which does not include any residential
receivers. Finally, it is expected that the proposed construction of the Carolina Connector
Intermodal Rail Terminal will not cause a significant annoyance vibration impact according to
FRA/FTA criteria for frequent events.
July 2017 15 Page