DULLES AIRPORT ACCESS/TOLL ROAD CONNECTOR ROUTE 267, FROM ROUTE 123 TO I-66 NOISE ABATEMENT DESIGN STUDY. Noise Analysis Technical Report

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1 DULLES AIRPORT ACCESS/TOLL ROAD CONNECTOR ROUTE 267, FROM ROUTE 123 TO I-66 NOISE ABATEMENT DESIGN STUDY Noise Analysis Technical Report VDOT Project No , C501, P101 UPC HMMH Report No D May 2012 Prepared for: Virginia Department of Transportation 1401 East Broad Street Richmond, Virginia Prepared by: HARRIS MILLER MILLER & HANSON INC. 77 South Bedford Street Burlington, MA and 808 Moorefield Park Drive Richmond, VA 23236

2 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page iii EXECUTIVE SUMMARY This report documents the noise analysis prepared for the existing (2010) and future (2032) noise conditions in the residential areas adjacent to the Dulles Airport Access/Toll Road Connector (the Dulles Connector ). The project study area extends from Route 123 to I-66 and is two to three miles long. The residential community along Hallcrest Drive east of the Connector between Chain Bridge Road and Rt. 123 has not been included in this analysis, since this community was evaluated in 2009 and a noise barrier along the Dulles Connector was constructed in The physical changes to the project corridor between the existing and future years include the addition of the Dulles Corridor Metro rail line, an extension of the Washington Metropolitan Area Transit Authority s rail system. No roadway improvements are planned or are included in the noise model for this study. The Metro line is currently under construction and is located in the median of the Dulles Connector roadway system, between the eastbound and westbound lanes. This analysis incorporated information on projected rail noise emissions and traffic from the 2004 noise and vibration technical report prepared for the Dulles Corridor Metro rail Project. The existing wood walls along the corridor were included only in the analysis of the existing conditions; future 2032 conditions assume the wood walls are removed. The projected noise impact along the Dulles Connector was assessed in accordance with Federal Highway Administration (FHWA) procedures and criteria. A total of 7 residential dwelling units are exposed to noise impact under existing conditions. In the 2032 future case with the Dulles Metro rail line in operation, and the existing wood walls removed, 59 homes are predicted to be impacted. As required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is to construct sound walls (noise barriers) in conjunction with the rail mass transit construction project along the Dulles Airport Access/Toll Road Collector. Therefore, noise barriers were evaluated and are proposed along the entire length of the Dulles Connector to provide noise protection and eliminate the future noise impact that is predicted. The noise barriers evaluated would eliminate future noise impact at all homes behind the proposed barrier that are identified as impacted in the Future 2032 loudest hour. The barriers would range in height from 9 to14 feet, have a total length of 20,840 feet (3.95 miles) and area of 271,500 sq. ft, and cost a total of approximately $12 million at a unit cost of $45/sq. ft. The following table provides a summary of the proposed noise barriers as modeled in the noise analysis. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

3 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page iv Summary of Proposed Noise Barriers Barrier ID Fig. 3 Sheets Location Description Height Range (ft) Length (ft) Barrier Data Surface Area (sq ft) Cost at $45.00/sq ft EB-1 1 to 5 WB-1 1 to 5 EB-2 5 to 6 WB-2 5 to 6 Eastbound Side, Rt. 123 to Idylwood Rd. Westbound Side, Rt. 123 to Idylwood Rd. Eastbound Side, Idylwood Rd. to I-66 Westbound Side, Idylwood Rd. to I , ,441 $ 4,519,800 9 to 13 7,681 99,830 $ 4,492, ,408 31,307 $ 1,408, to 14 3,026 39,923 $ 1,796,500 Totals Rt. 123 to I-66 9 to 14 20, ,501 $ 12,217,545 VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

4 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page v TABLE OF CONTENTS 1 INTRODUCTION NOISE TERMINOLOGY AND CRITERIA Regulations and Guidelines Noise Abatement Criteria Noise Abatement Measures NOISE ANALYSIS METHODOLOGY Existing Noise Conditions Measurements of Existing Noise Levels Existing Wood Walls and Noise Barrier Highway Noise Computation Model Noise Model Validation Future Year Noise Modeling Metro Rail Noise Modeling Reflected Sound Traffic Data for Noise Computations Computation of Existing and Future Noise Levels NOISE ANALYSIS RESULTS AND BARRIER DESIGN Proposed Noise Barrier Design Concept Computed Existing and Future Noise Levels Noise Impact Summary Noise Barrier Design CONSTRUCTION NOISE CONSIDERATION APPENDIX A LIST OF PREPARERS... A-1 APPENDIX B TRAFFIC DATA USED FOR NOISE COMPUTATIONS... B-1 APPENDIX C NOISE MONITORING DATA... C-1 APPENDIX D PUBLIC INVOLVEMENT DETAILS... D-1 APPENDIX E TRAFFIC NOISE MODEL (TNM) INPUT AND OUTPUT...E-1 VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

5 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page vi LIST OF FIGURES Figure 1 Graph of Noise Levels at Long-Term Measurement Site LT1...9 Figure 2 Graph of Noise Levels at Long-Term Measurement Site LT Figure 3 Noise Receptors and Barriers Map...27 LIST OF TABLES Table 1 FHWA Noise Abatement Criteria...4 Table 2 Measured Noise Levels at Short-Term Sites...7 Table 3 Measured Noise Levels at Long-Term Sites...8 Table 4 Noise Model Validation Results...12 Table 5 Summary of Mainline Traffic Data used in Noise Analysis...16 Table 6 Computed Existing and Future Noise Levels...18 Table 7 Residential Noise Impact Summary...33 Table 8 Summary of Proposed Noise Barriers...34 Table 9 Barrier EB-1 Design Data and Sound Attenuation Line...36 Table 10 Barrier WB-1 Design Data and Sound Attenuation Line...39 Table 11 Barrier EB-2 Design Details and Sound Attenuation Line...42 Table 12 Barrier WB-2 Design Details and Sound Attenuation Line...43 Table 13 Complete Listing of Roadway Traffic Data Used in Noise Analysis...B-1 Table 14 Noise Monitor Output Calibration Record Short-Term Sites...C-1 Table 15 Noise Monitor Output Calibration Record Site LT1...C-1 Table 16 Noise Monitor Output Calibration Record Site LT2...C-1 VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

6 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 1 1 INTRODUCTION This report documents the noise barrier design analysis conducted by Harris Miller Miller & Hanson Inc. (HMMH) 1 for the existing (2010) and future (2032) noise conditions in the residential areas adjacent to the Dulles Airport Access/Toll Road Connector (the Dulles Connector ). The project study area extends from Route 123 (Dolley Madison Boulevard) to Interstate 66 and is approximately six miles long. The residential community along Hallcrest Drive northeast of the Connector between Chain Bridge Road and Rt. 123 has not been included in this analysis, since this community was evaluated in 2009 and a noise barrier along the Dulles Connector was constructed in This noise abatement final design study follows a preliminary noise analysis conducted in Many updates to the preliminary noise analysis were made in the design study noise modeling reported here, including incorporation of much more precise topography within 200 feet of project roadways and inclusion of reflected traffic noise from the noise barriers and structures such as retaining walls and bridge abutments being constructed for the rail line. The physical changes to the project corridor from the existing to future years include the addition of the Dulles Corridor Metro rail line, an extension of the Washington Metropolitan Area Transit Authority s rail system. No roadway improvements are planned or are included in the noise model for this study. The Metro line is currently under construction and is located in the median of the Dulles Connector roadway system, between the eastbound and westbound lanes. In this analysis, HMMH incorporated information on projected rail noise emissions and traffic from the 2004 noise and vibration technical report prepared for the Dulles Rapid Transit Project. 3 Trackside barriers along the rail line to reduce noise radiation from the train passbys have been included in the modeling. As required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is to construct sound walls (noise barriers) in conjunction with the rail mass transit construction project along the Dulles Airport Access/Toll Road Collector. This report presents a description of noise terminology, the applicable standards and criteria, a description of the measurements of existing noise levels, computations of existing and future traffic noise levels, a summary of existing and future noise impact, details of the noise barrier designs developed for the corridor, a discussion of construction noise considerations and an appendix that details the public involvement process. A graphical depiction of the entire study 1 Appendix A provides a list of preparers. 2 Dulles Airport Road Connector, Route 267 from I-495 to I-66, Noise Impact and Abatement Study, Noise Analysis Technical Report, HMMH Report No , March Noise and Vibration Technical Report, Dulles Corridor Rapid Transit Project, FTA, VDRPT, WMATA, November VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

7 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 2 area is included with this report as Figure 3, presented in Section 4. That graphic incorporates many project elements and references pertinent to this noise analysis. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

8 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 3 2 NOISE TERMINOLOGY AND CRITERIA 2.1 Regulations and Guidelines The noise impact of the existing and future Dulles Airport Access/Toll Road Connector was assessed for adjacent residential areas in accordance with Federal Highway Administration (FHWA) noise assessment regulations and guidelines. The FHWA regulations are set forth in 23 CFR Part On July 13, 2010, FHWA published revised noise regulations which became effective on July 13, FHWA has also published a guidance document to support the new regulations. 5 The study also incorporates noise from future rail traffic from the Dulles Corridor Metro rail Project, the rail line for which is now under construction along the connector roadway between I-66 and Route 123. Dulles Corridor Metro rail line noise for the loudest hour of the day was computed using the official procedures specified in the Federal Transit Administration s transit noise and vibration assessment guidance manual. 6 Metro rail noise mitigation in the form of noise barriers near the rail line are incorporated in the project s design and construction, and the trackside barriers as well as proposed retaining walls have been included in this analysis. 2.2 Noise Abatement Criteria To assess the degree of impact of highway traffic and noise on human activity, the FHWA established Noise Abatement Criteria (NAC) for different categories of land use activity (see Table 1). The NAC are given in terms of the hourly, A-weighted, equivalent sound level in decibels (dba). The A-weighted sound level is a single number measure of sound intensity with weighted frequency characteristics that corresponds to human subjective response to noise. Most environmental noise (and the A-weighted sound level) fluctuates from moment to moment, and it is common practice to characterize the fluctuating level by a single number called the equivalent sound level (L eq ). The L eq is the value or level of a steady, non-fluctuating sound that represents the same sound energy as the actual time-varying sound evaluated over the same time period. For 4 23 CFR Part 772, as amended 75 FR 39820, July 13, 2010; Effective date July 13, 2011 Procedures for Abatement of Highway Traffic Noise and Construction Noise, Federal Highway Administration, U.S. Department of Transportation. 5 Highway Traffic Noise: Analysis and Abatement Guidance, Federal Highway Administration, U.S. DOT, June 2010, revised January Transit Noise and Vibration Impact Assessment, prepared by Harris Miller Miller & Hanson Inc., Federal Transit Administration Report FTA-VA , May VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

9 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 4 Table 1 FHWA Noise Abatement Criteria Activity Category A L eq(h) 1 57 (Exterior) Description of Activity Category Lands on which serenity and quiet are of extraordinary significance and serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose B 2 67 (Exterior) Residential C 2 D E 67 (Exterior) 52 (Interior) 72 (Exterior) F E 2 1 Hourly Equivalent A-weighted Sound Level (dba) 2 Includes undeveloped lands permitted for this activity category Source: 23 CFR Part 772. Active sport areas, amphitheaters, auditoriums, campgrounds, cemeteries, day care centers, hospitals, libraries, medical facilities, parks, picnic areas, places of worship, playgrounds, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, recreation areas, Section 4(f) sites, schools, television studios, trails, and trail crossings Auditoriums, day care centers, hospitals, libraries, medical facilities, places of worship, public meeting rooms, public or nonprofit institutional structures, radio studios, recording studios, schools, and television studios Hotels, motels, offices, restaurants/bars, and other developed lands, properties or activities not included in A-D or F Agriculture, airports, bus yards, emergency services, industrial, logging, maintenance facilities, manufacturing, mining, rail yards, retail facilities, shipyards, utilities (water resources, water treatment, electrical), and warehousing Undeveloped lands that are not permitted (without building permits) traffic noise assessment, L eq is typically evaluated over a one-hour period, and may be denoted as L eq (h). Residential land uses potentially affected by this project are in Activity Category B. Per FHWA, noise impact is assumed to occur when predicted exterior noise levels due to the Project Build alternative in the design year approach or exceed 67 dba in terms of L eq (h) during the loudest hour of the day. For Activity Category B land uses, wherever noise impact is predicted for design-year Build alternative, traffic noise abatement measures are considered. Noise levels in the project study area were determined for the existing (2010) conditions, and the design-year (2032) Build conditions, which include the Metro construction and traffic, but no improvements to any roadways. All noise-sensitive land uses potentially affected by the project are near roads for which traffic data was developed as part of the environmental study. Therefore, all noise levels were computed VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

10 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 5 from the appropriate loudest-hour traffic data. The computation methods and computed noise levels appear in the following section. 2.3 Noise Abatement Measures FHWA has identified certain noise abatement measures that may be incorporated in projects to reduce traffic noise impact. In general, mitigation measures can include alternative measures (traffic management, the alteration of horizontal and vertical alignment, and low-noise pavement), in addition to the construction of noise barriers. However, as required by Chapter 874 Virginia Acts of Assembly 2010, the purpose of this project is to construct sound walls in conjunction with the rail mass transit construction project along the Dulles Access/Toll Road Collector (Dulles Connector Road). The language of the legislation is as follows: Pursuant to the provisions of the Memorandum of Agreement between the Commonwealth of Virginia Department of Transportation and the Metropolitan Washington Airports Authority, in conjunction with the construction of rail mass transit in the right of way of the Dulles Access/Toll Road Connector (DATRC), sound walls shall be constructed along residential properties from the beginning of the DATRC to Interstate Route 66 with funding from the Commonwealth Transportation Fund. As a result of this legislation, the only abatement measure investigated for the Dulles Connector Noise Abatement Design Study was the construction of noise barriers (sound walls). The feasibility of noise barriers was evaluated in locations where noise impact is predicted to occur in the Build condition. Where the construction of noise barriers was found to be physically practical, barriers were designed to eliminate the projected noise impact, and barrier noise reduction was estimated based on roadway, barrier, and receiver geometry as described below. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

11 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 6 3 NOISE ANALYSIS METHODOLOGY This section of the report discusses the noise analysis methods, including measurements, modeling, model validation, and traffic data used in the modeling. 3.1 Existing Noise Conditions Existing noise conditions within the project area were evaluated to assist in determining noise impacts and model validation. A noise measurement program was conducted, consistent with FHWA and VDOT recommended procedures, to document existing ambient noise levels in residential locations in the study corridor Measurements of Existing Noise Levels Existing noise levels were measured at a number of noise-sensitive receptors along the Dulles Connector. Both long-term (24-hour) and short-term (less than one hour) noise measurements were conducted in the study area. The measurement locations are shown in the Figure 3 study area graphic in Section 4; long-term site numbers are denoted with the prefix LT, and shortterm sites with the prefix ST. At two of the sites, both long-term and short-term measurements were conducted; they are designated with both LT and ST labels. All of the measurement sites were located near single-family homes in the study area. The measured noise levels are shown in tables and graphs below. Short-term noise monitoring is not a process to determine design year noise impacts or barrier locations. Short-term noise monitoring provides a level of consistency between what is present in real-world situations and how that is represented in the computer noise model. Short-term monitoring does not need to occur within every Common Noise Environment to validate the computer noise model. All noise measurements were conducted with HMMH-owned Larson-Davis 870 noise monitors, which are Type I precision instruments. HMMH s noise measurement instrumentation is field calibrated regularly during the measurement program. Also, all HMMH instruments are calibrated annually at a certification laboratory, with calibrations traceable to the National Institute of Standards and Technology. The noise measurements provided valuable information on current noise conditions and the effects of terrain and shielding on sound propagation from the roadway to the nearby residential land uses. However, because existing noise levels are not always measured during the loudest hour of the day, estimates of the loudest-hour existing noise levels were computed with an FHWA-approved noise prediction model using the appropriate traffic data as input. These predicted estimates of existing noise levels for the loudest hour of the day are then used as the baseline against which probable future noise levels are compared and potential noise impacts assessed. Additional information on the computation methods and computed levels used in this study are provided in Section 4. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

12 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 7 Short-Term Noise Measurements Short-term noise measurements of 20 to 30 minutes duration were obtained at a total of eight representative sites in the study area on two days, November 9 and 10, The short-term measurement locations are shown in the study area graphic, and numbered with the prefix ST. The measurement procedure involved the measurement of one-minute L eq s so that the minutes including noise events unrelated to traffic noise (such as aircraft over-flights) could later be excluded from consideration, if needed. Simultaneous traffic counts were performed during several short-term noise measurements. As shown in Table 2, the measured L eq noise levels along the Dulles Connector ranged from a low of 58 dba at 2042 Greenwich St. (Site ST2) and 2113 McKay Street (Site ST9) to a high of 68 dba at 7100 Penguin Place (Site ST3). At every site, highway traffic was the dominant noise source, and the Dulles Connector was the dominant highway source. However, it must be noted that noise from the construction of the WMATA Dulles metro line along the project corridor was audible during much of the measurement period, and likely contributed somewhat to the overall measured noise levels. While most of the general construction activity did not appear to dominate the overall noise levels during the measurements, many of the heavy trucks observed on the Dulles Connector during the simultaneous traffic counts were construction dump trucks. Those truck pass-bys dominated the measured noise levels from time to time. Table 2 Measured Noise Levels at Short-Term Sites Site No. Address/Location Time Start Duration, minutes Measured L eq, dba ST Norwalk Street, McLean 11: ST Greenwich Street, Falls Church 12: ST Penguin Place, Falls Church 14: ST Olney Road, Falls Church 14: ST La Salle Avenue, McLean 16: ST7 /LT Hunting Avenue, McLean 13: ST8 /LT Baldwin Drive, McLean 14: ST McKay Street, Falls Church 15: Long-Term Noise Measurements In addition to the short-term measurements, long-term measurements of approximately 45 hours duration were conducted at two sites in the project area to determine the daily cycle of fluctuations in noise levels. The measurement site locations, measurement period and loudesthour results are summarized in Table 3, below. Graphs of the hourly L eq noise levels as well as other descriptors are shown in Figures 1 and 2 below. The long-term measurement locations are VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

13 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 8 shown in the Figure 3 study area graphic (presented in Section 4), and numbered with the prefix LT. The long-term sites were adjacent to the Dulles Corridor where the noise environment was dominated by traffic. At long-term Site LT1/ST7 at 1602 Hunting Avenue in McLean, the highest hourly L eq noise level approached 67 dba for the hour starting at 7:00 a.m. on November 10, and the second-loudest hour approached 66 dba starting at 2:00 p.m. on November 9. At long-term Site LT2/ST8 located at 1802 Baldwin Drive in McLean, the highest hourly L eq noise level approached 66 dba during the hour starting at 8:00 a.m. on November 10. However, it is likely that hour was substantially affected by a noise source other than traffic, such as construction, since it was uncharacteristically high, at three decibels higher than the next highest hour, which was 63 dba during the preceding hour. The lowest nighttime L eq s were in the low to mid 50s dba at each of the two sites. Table 3 Measured Noise Levels at Long-Term Sites Measurement Period Loudest Hours Site No. Location Begin Date Begin Time End Date End Time L eq Starting LT1/ST Hunting Avenue, McLean Nov 8, :33 Nov 10, : :00, 11/10 14:00, 11/9 LT2/ST Baldwin Drive, McLean Nov 8, :16 Nov 10, : :00, 11/10 7:00, 11/10 Figures 1 and 2 provide graphs of the hourly L eq s and other descriptors at long-term measurement sites LT1 and LT2, respectively. The graphs depict the measured hourly noise levels using the following noise descriptors: L eq, L1, L33, and L90. The noise descriptors with numerical subscripts are statistical descriptors that represent the noise level within each hour that is exceeded a certain percentage of the time. These statistical descriptors provide useful additional information about the fluctuating sound level during the measurement hour. For example, L1 is the noise level exceeded for one percent of the measurement hour that is, the fluctuating sound level is louder than this L1 for only 36 seconds out of the hour. Therefore, the L1 is nearly the highest sound level that occurred during the hour. On the other hand, L90 is the sound level exceeded 90 percent of the time; the sound level is lower than this for only 6 minutes out of the hour. The L90 often represents the "background" sound level. The L33, the noise level exceeded 33 percent of the hour, is often approximately equal to the L eq at locations with fairly steadily varying sound levels, such as those dominated by traffic noise from a major highway. In areas where one or more relatively short-term events (such as loud aircraft over-flights) during the hour significantly exceed the average traffic noise level, L eq is notably higher than the L33 for that hour. As shown in Figures 1 and 2, the measured L33 was quite close to the measured L eq at all long-term sites an indication that prominent short-term events did not influence the L eq significantly. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

14 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 9 85 Dulles Connector Road (State Route 267) Noise Study Long Term Noise Measurement Site LT1: 1602 Hunting Avenue, McLean 80 Hourly A-weighted Sound Level (dba) Nov Nov Nov-2010 Date and Time of Day Hourly Leq L1 L33 L90 Figure 1 Graph of Noise Levels at Long-Term Measurement Site LT1 VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

15 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page Dulles Connector Road (State Route 267) Noise Study Long Term Noise Measurement Site LT2: 1802 Baldwin Drive, McLean 80 Hourly A-weighted Sound Level (dba) Nov Nov Nov-2010 Date and Time of Day Hourly Leq L1 L33 L90 Figure 2 Graph of Noise Levels at Long-Term Measurement Site LT Existing Wood Walls and Noise Barrier There are several existing wood walls along the Dulles Connector within the study area. VDOT conducted a field survey of the locations, ground elevation and heights of all of these barriers, so that they could be included in the noise modeling of the existing conditions. These wood walls are to be removed for reporting future conditions. The recently-constructed concrete noise barrier along Hallcrest Drive is also present and will not be removed. The height and location information on this noise barrier was available from VDOT and HMMH s files. The locations of all of the existing wood walls are shown in the study area graphic given as Figure 3 in the preliminary study report. 7 7 Dulles Airport Road Connector, Route 267 from I-495 to I-66, Noise Impact and Abatement Study, Noise Analysis Technical Report, HMMH Report No , March VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

16 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page Highway Noise Computation Model The FHWA Traffic Noise Model (FHWA TNM) 8 was first released by FHWA in April 1998 for use on Federal-aid highway noise projects. The model has had several releases since then, which incorporated various improvements. In the spring of 2004, an updated version of the program (FHWA TNM version 2.5) was made available, which incorporated some changes to the acoustical calculations. All traffic-noise computations for this study were conducted using the latest version. The TNM noise modeling accounted for such factors as propagation over different types of ground (soft and hard ground), elevated roadway sections, shielding from local terrain and structures, traffic speeds, and hourly traffic volumes including percentages of medium and heavy trucks. For this design study, the geometric model of the existing roadway and surrounding terrain within 200 ft. of roadways in the corridor was updated from the 5-ft contour intervals available for the modeling in the preliminary study conducted in early New survey and topographic contours at one-foot intervals were developed for this project, and incorporated into the TNM modeling. The effect was modest in most areas, but significant in a few, where rapidlychanging terrain and resulting noise shielding had been underestimated with the less-precise ground elevation information. Noise-sensitive residential land use in the study area (Activity Category B) including dwelling unit counts were identified from existing mapping. 3.3 Noise Model Validation During the noise measurement program, simultaneous traffic counts were conducted on the Dulles Connector. By entering this counted traffic into the noise model developed for the study area and locating the measurement site accurately, the accuracy of the noise model representation can be validated. However, there are many factors that influence the measured noise levels that may cause differences with computed noise levels of several decibels. Such factors include atmospheric conditions (upwind, neutral or downwind), shielding by structures that may be difficult to model, and the presence of louder vehicles passing during the measurement period. Factors in the model that may cause differences with the measured noise levels include level of detail in terrain modeling, and the degree of inclusion of smaller elements such as hard ground zones, tree zones, and sparse rows of buildings. The purpose of a validation exercise is to evaluate the success of the model in representing the important acoustical characteristics of the study area. This is determined by examining the overall trend of the differences between measured and computed values. The individual site to site differences may vary significantly, depending on the factors mentioned in the previous 8 Menge, Christopher W., Christopher F. Rossano, Grant S. Anderson, Christopher J. Bajdek, FHWA Traffic Noise Model, Version 1.0: Technical Manual, Report No. FHWA-PD and DOT-VNTSC-FHWA Cambridge, MA: U.S. Department of Transportation, Research and Special Programs Administration, John A. Volpe National Transportation Systems Center, Acoustics Facility, February VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

17 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 12 paragraph. The Federal Highway Administration does not allow the model to be calibrated or adjusted by a certain amount to make the measurements match the computed values. The reasons for this are 1) the TNM has been sufficiently validated through FHWA-funded research projects and it has been found to be highly accurate, and 2) the FHWA recognizes that many factors are present both in the measurement of noise and in developing an accurate model that can lead to variability. Table 4 presents a site-by-site comparison of the measured values with the values computed with the TNM model using traffic counted simultaneously with the measurements. With one exception, the differences at each site are all less than three decibels, indicating that the modeling and measurements are in good agreement. Averaged over the measurement sites, the difference between measured and computed noise levels is less than one decibel, indicating very good agreement. As mentioned above, the presence of noise from the construction of the Dulles Corridor Metro rail line along the project corridor was audible during much of the measurement period, and likely contributed to the overall measured noise levels. This noise could easily have raised average noise levels by one or two decibels at some of the sites without having appeared to be a dominant source. In addition, many of the heavy trucks observed on the Dulles Connector during the simultaneous traffic counts were construction dump trucks. To the extent that some of these trucks may have been louder than average heavy trucks in the TNM noise model, computed levels would be somewhat low, perhaps explaining some of the observed differences. Site No. Measured Table 4 Noise Model Validation Results A-weighted L eq (dba) Validation Computed Difference Comp Meas. ST Comment ST Construction noise contributions ST Construction noise contributions ST ST Construction noise contributions ST7 /LT Construction noise contributions ST8 /LT ST Future Year Noise Modeling The Dulles Corridor Metro rail project in the median of the Dulles Connector presents particular modeling challenges. Noise from the traffic on the rail lines must be accounted for, and the potential for reflections of Dulles Connector traffic noise from walls and structures being constructed as part of the rail line also exists. This section discusses how both aspects were accounted for in the noise prediction modeling for the project. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

18 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page Metro Rail Noise Modeling The noise model was developed to incorporate noise from future rail traffic from the Dulles Corridor Metro rail Project, a rail line that is now under construction along the connector roadway between I-66 and Route 123. As discussed above, TNM 2.5 was used for all roadway traffic noise computations. TNM does not include transit vehicle noise modeling capabilities directly, but it can be used to incorporate rail transit noise so that TNM s noise barrier design computations are performed correctly and comprehensively. The new Metro rail line location, elevation, and planned noise barrier information were provided by project engineers from the Dulles Corridor Metro rail Project in CAD and spreadsheet form. Dulles Corridor Metro rail line noise for the future 2032 loudest hour of the day was computed using the official procedures specified in the Federal Transit Administration s transit noise and vibration assessment guidance manual. To integrate the noise computations of the highway and rail line together, the rail line was modeled in TNM using automobiles (to best match the noise source height) on narrow roadways aligned with the locations of the rail lines. To ensure that loudest-hour noise levels from the rail line were incorporated accurately, the computed L eq noise levels from the rail line in TNM were matched to values computed using the FTA guidance manual procedures for several representative area geometries by adjusting the TNM vehicle volumes. Planned Metro rail noise mitigation in the form of noise barriers near the rail line are incorporated in the project s design and construction, and have been included in this analysis Reflected Sound The Metro rail noise barriers are expected to provide noise shielding to residents not only from noise generated by the rail traffic, but also from noise generated by traffic on the far direction lanes of the Dulles Connector roadway. However, in some cases these barriers, along with retaining walls and bridge abutments associated with the Metro rail project, also provide the opportunity for some noise from traffic on the near direction Dulles Connector lanes to be reflected back toward the residential areas. Therefore, an approach to account for the reflected sound was needed in the acoustical modeling for this detailed abatement design study. Currently, TNM cannot account for sound reflecting from such surfaces directly in its normal threedimensional calculations. Where reflections are potentially significant, an approach HMMH has used in many other similar situations involves the modeling of image roadways as representing reflected noise from the barrier or retaining wall. The sound reflections from the wall are analogous to light reflections from a mirror, hence the term image. Image roadways are placed in the TNM model the same distance away from the reflecting surface as the real source, but on the opposite side of the wall. In the TNM model with these image roadways, the reflecting wall is not included, so the modeled sound from the image roadways travels unimpeded over the same distance and at the same angle as the actual reflected sound travels. Of course, only receivers on the same side of the highway as the reflecting surface of the wall can be included in such TNM runs with these image roadways. Traffic used for the modeled image roadways was the same as used for the actual roadways. To incorporate the effects of reflected sound from the planned rail noise barriers along the entire project corridor, HMMH developed image roadway scenarios in three distinct but representative VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

19 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 14 areas along the corridor with different source-receptor geometry. One area was where the homes are elevated above the roadway, one was where the homes and roadway are about at the same elevation, and one was where the homes are somewhat lower than the roadway elevation. The image roadways representing reflections from the rail barrier were modeled in each of these areas and the resulting increased noise level associated with the reflected sound was computed for a set of approximately ten receptors in each area. The increases were computed separately for the cases without the proposed barrier and with the proposed barrier. The computations with TNM resulted in increased overall L eq sound levels at the receptors in the range of one to two decibels due to the reflections. The highest average sound level increase computed for the three areas with different geometry was 1.8 decibels without proposed noise barriers and 1.7 decibels with the proposed noise barriers in place. 9 Therefore it was decided that an upward adjustment of 1.8 and 1.7 decibels, the highest computed increases, would be added to the TNM-computed future 2032 noise levels along the entire Dulles Connector corridor wherever rail noise barriers, retaining walls, or bridge abutments for the rail line are planned. Only a few areas along the corridor are not opposite planned walls and therefore not expected to receive some reflected sound. 3.5 Traffic Data for Noise Computations Traffic data for traffic noise computations were supplied by VDOT for the 2010 Existing and 2032 Future case as hourly volume, vehicle classification and speed data for the Dulles Connector mainline and all intersecting roadways and their associated ramps. In addition, similar traffic was provided for major arterials in the study area, such as Chain Bridge Road and Great Falls Street. As required by FHWA, the noise analysis was performed for the loudest hour of the day. The traffic conditions for the loudest hour are dependent upon the combination of both relatively high (total) volumes and speeds, as well as the percentage of heavy trucks in the vehicle mix. The loudest hour for both existing and future conditions was determined using TNM to compute the overall traffic noise level at a reference distance on each side of the roadway, for each hour of the day. The loudest hour of the day along the Dulles Connector was found to be the hour from 6:00 a.m. to 7:00 a.m. for both the Existing 2010 and Future 2032 cases. Traffic data for the same hour was used in the model for intersecting roads, crossing arterials and ramps. The traffic data used for these roadways is provided in Appendix B. Traffic data for the Metro rail line was taken from the Noise and Vibration report developed for the Dulles Corridor Transit EIS. 10 Number of trains per hour, cars per train and speeds were used for the peak period, which occurs in the 6:00 a.m. to 7:00 a.m. hour. 9 Sound paths are slightly higher above the ground where they must travel over noise barriers, so the net effect of reflected sound is usually somewhat different with barriers in place. In this case, it was only very slightly different 10 Noise and Vibration Technical Report, Dulles Corridor Rapid Transit Project, FTA, VDRPT, WMATA, November VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

20 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 15 Table 5 presents a summary of the mainline Dulles Connector traffic used for the noise modeling, as well as the Metro rail traffic information. 3.6 Computation of Existing and Future Noise Levels As discussed above, TNM 2.5 was used for all traffic noise computations for the existing and 2032 future conditions. Noise levels from the Dulles Corridor Metro rail line in the future case were computed using official procedures specified in the Federal Transit Administration s transit noise and vibration assessment guidance manual. As described in more detail above, the noise computations of the highway and rail line were integrated in TNM to enable comprehensive and consistent noise prediction and barrier analysis. Metro rail noise mitigation in the form of noise VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

21 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 16 Table 5 Summary of Mainline Traffic Data used in Noise Analysis Year Section Roadway I-495 to VA 123 VA 123 to I-66 I-495 to VA 123 VA 123 to I-66 Loudest-Hour Volumes (VPH)* Autos MT HT Speed (mph)* Dulles Connector Road EB Dulles Connector Road WB Dulles Connector Road EB Dulles Connector Road WB Dulles Connector Road EB Dulles Connector Road WB Dulles Connector Road EB Dulles Connector Road WB Dulles Corridor Metro rail Future Year (2032) AM Peak Hour** Total Trains Cars per Train Speed (mph)** Inbound Outbound * Source: VDOT Environmental Traffic Data Analysis Report, Dulles Connector between I-495 and I-66, November 23, 2010 ** Source: Noise and Vibration Technical Report, Dulles Corridor Rapid Transit Project, FTA, VDRPT, WMATA, Nov barriers near the rail line are incorporated in the project s design and construction, and were included in this analysis. For computation in the noise computer model, over 260 receptor locations were added to the measurement sites to provide a comprehensive basis of comparison for the analysis of noise levels and impacts and to design noise barriers. Each receptor had appropriate dwelling units associated with it, and the receptors covered all residential neighborhoods within approximately 500 feet of the Dulles Connector. The full set of receptor locations are presented in tabular and graphical form in this report; Figure 3 shows the locations on the study area map. 4 NOISE ANALYSIS RESULTS AND BARRIER DESIGN This section of the report describes the computed noise levels and impact under existing and future conditions, and presents the results of the noise barrier design conducted along the Dulles Connector. The analysis of reflected sound described in the previous section increased predicted future noise levels in areas where noise barriers and other structures will be constructed adjacent to the new Metro rail corridor. The preliminary study had not accounted for such reflections. Further, the future noise predictions reported in this design study assume that the existing wood walls will be removed, whereas the March 2011 preliminary noise report had shown future noise levels with VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

22 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 17 the existing wood walls in place. Therefore, the predicted future 2032 noise levels in this report (without proposed noise barriers) are generally higher than those shown in the preliminary report due to these two changes. However, the predicted changes in sound levels vary considerably throughout the study area, because 1) the reflections only occur in areas where reflecting surfaces along the rail line are proposed, 2) increases due to removal of existing barriers only occur where such barriers exist, and 3) the more precise terrain incorporated in the revised model caused sound level changes without any pattern. 4.1 Proposed Noise Barrier Design Concept The noise barrier design for the Dulles Connector was developed to eliminate the expected noise impacts associated with the construction of the proposed Metro rail line and the removal of the existing wood walls. Through a series of analyses of many barrier design concepts using TNM, a barrier of near constant height of 13 feet along the length of the study corridor was found to eliminate the predicted noise impact and provide significant noise reduction. Prior to the incorporation of the reflections in the noise analysis, a barrier height of ten feet was under consideration for most of the corridor length, since predicted impacts would be eliminated with such a barrier. However, the increased noise levels associated with the modeled reflections suggested that a taller barrier was required to eliminate potential future noise impacts. The location of the proposed barrier is shown in red on Figure 3. The proposed Metro rail barriers are shown in green, and existing barriers to remain are shown in orange and blue dashed. 4.2 Computed Existing and Future Noise Levels Table 6 shows the computed loudest-hour noise levels at the representative residential receptors. All noise levels computed were the A-weighted equivalent sound level, or L eq, in dba (Section 2 provides a discussion of this descriptor). As described in the previous section, loudest-hour noise levels were computed with TNM for the 2010 Existing and 2032 Future conditions. The table provides site/receptor numbers that can be cross-referenced to the study area map in Figure 3. Measurement sites are noted with a different symbol and the measurement site number in the name. The sites are ordered from north to south, and are grouped separately for the west (W prefix) and east (E prefix) sides of the Dulles Connector. Noise levels are shown for the 2010 Existing conditions and 2032 Future conditions with and without the proposed noise barrier. Also, the computed insertion loss (noise reduction) of the proposed barrier is given in the last column. Noise impact occurs where projected noise levels equal or exceed 66 dba, L eq ; these noise levels are shown in red and bold. As mentioned above, sound levels were increased by almost 2 decibels for reflections from various planned walls along the rail line at most of the receptors. The receptors where reflections are not expected and increases were not applied are marked with an asterisk (*). Computed project noise levels vary considerably throughout the study area, primarily due to variations in distance between the noise-sensitive receptors and the roadway itself, but also due to noise shielding provided by barriers, terrain and buildings. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

23 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 18 Site ID Location/Address Row Table 6 Computed Existing and Future Noise Levels Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** ST Norwalk Street, McLean ST2 ST Greenwich Street, Falls Church 7100 Penguin Place, Falls Church ST Olney Road, Falls Church ST La Salle Avenue, McLean LT1/ST Hunting Avenue, McLean LT2/ST Baldwin Drive, McLean ST McKay Street, Falls Church W Colonial Hills Drive * 63* 6 W Colonial Hills Drive * 63* 4 W Colonial Hills Drive * 63* 3 W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Colonial Hills Drive W Seneca Avenue W La Salle Avenue W Colonial Hills Drive W La Salle Avenue W Colonial Hills Drive W Colonial Hills Drive W La Salle Avenue W La Salle Avenue VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

24 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 19 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** W La Salle Avenue W La Salle Avenue W La Salle Avenue W La Salle Avenue W La Salle Avenue W La Salle Avenue W La Salle Avenue W La Salle Avenue W Olney Road Front Yard W Olney Road Back Yard W Olney Road Front Yard W Olney Road Back Yard W Pimmit Drive W Olney Road Front Yard W Olney Road Back Yard W Olney Road Front Yard W Olney Road Back Yard W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Pimmit Drive W Olney Road VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

25 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 20 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Olney Road W Pice Place W Pice Place W Pice Place W Miracle Lane W Miracle Lane W Miracle Lane W Miracle Lane W Miracle Lane W Penguin Place W Miracle Lane W Penguin Place W Penguin Place W Penguin Place W Miracle Lane W Miracle Lane W Miracle Lane W Miracle Lane W Penguin Place W Miracle Lane VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

26 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 21 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** W Miracle Lane W Miracle Lane W Miracle Lane W Idylwood Road W Idylwood Road W Idylwood Road W Friendship Lane W Idylwood Road W Idylwood Road W Idylwood Road W Stephanie Marie Drive W Idylwood Road W Idylwood Road W Idylwood Road W Plainfield Street W Norwalk Street W Idylwood Road W Norwalk Street W Norwalk Street W Norwalk Street W Norwalk Street W Eastman Drive W Norwalk Street W Eastman Drive W McKay Street W Eastman Drive W Eastman Drive W McKay Street W McKay Street W McKay Street W McKay Street W McKay Street VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

27 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 22 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** W McKay Street W McKay Street W McKay Street * 52* 4 W McKay Street * 51* 4 W McKay Street * 51* 3 W McKay Street * 51* 2 W McKay Street * 51* 2 E Chain Bridge Road E A Chain Bridge Road E Hunting Avenue E Hunting Avenue E Chain Bridge Road E Hunting Avenue E Hunting Avenue E Hunting Avenue E Hunting Avenue E Hunting Avenue Back Yard E Hunting Avenue Front Yard E Hunting Avenue Back Yard E Hunting Avenue Front Yard E Hunting Avenue Back Yard E Hunting Avenue Front Yard E Hunting Avenue E Hunting Avenue Back Yard E Hunting Avenue Front Yard E Hunting Avenue E Great Falls Street E Hunting Avenue Back Yard E Hunting Avenue Front Yard E Hunting Avenue E Hunting Avenue Back Yard E Hunting Avenue Front Yard VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

28 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 23 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Great Falls Street E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Belton Court E Baldwin Drive E Baldwin Drive E Baldwin Drive E Sea Cliff Road E Baldwin Drive E Susquehannock Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Tyndale Street E Baldwin Drive VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

29 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 24 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Great Falls Street E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Baldwin Drive E Woodgate Lane E Baldwin Drive E Woodgate Lane E Baldwin Drive E Woodgate Lane E Great Falls Street * 51* 5 E Great Falls Street * 50* 6 E Great Falls Street * 51* 7 VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

30 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 25 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** E Great Falls Street * 51* 4 E Great Falls Street * 53* 7 E Great Falls Street * 52* 4 E Great Falls Street E Idylwood Road E Jenkins Lane E Jenkins Lane E Greenwich Street E Jenkins Lane E Jenkins Lane E Greenwich Street E Greenwich Street E Jenkins Lane E Greenwich Street E Greenwich Street E Grayson Place E Greenwich Street E Greenwich Street E Greenwich Street E Galway Place E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street E Greenwich Street VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

31 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 26 Site ID Location/Address Row Computed Loudest-hour L eq Noise Levels, dba 2010 Existing with Wood walls 2032 Future without Barriers** 2032 Future with Proposed Barriers*** Noise Reduction (IL) of Barriers (db)**** E Greenwich Street E Greenwich Street * 62* 1 E Greenwich Street * 55* 0 E Greenwich Street * 62* 1 E Greenwich Street * 61* 1 E Greenwich Street * 61* 1 E Greenwich Street * 62* 1 E Greenwich Street * 63* 2 E Greenwich Street * 58* 0 E Greenwich Street * 62* 2 E Greenwich Street * 63* 3 E Berkley Street * 55* 0 E Greenwich Street * 64* 4 E Greenwich Street * 59* 0 E Greenwich Street * 66* 0 Notes: * Sites where sound levels are not increased for reflections ** 1.8 decibels added for reflected sound to all receptors except those marked with * *** 1.7 decibels added for reflected sound to all receptors except those marked with * **** Some sound levels may appear to add incorrectly due to rounding of 10ths of decibels VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

32 Farm Credit Dr Eldorado St Eldorado Ct Great Falls St Mclean Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Aynsley Ln Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Montcalm Dr Legend UV123 Hunting Ave Site # #* Site # Noise Prediction Receptor Measurement Site Proposed Noise Barrier UV 123 UV267 Hallcrest Barrier Hallcrest Dr E Barrier WB-1 E E005 E003 E %, Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated UV Barrier EB Page 1 of 6 H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd Chain Bridge Rd Chain Bridge Rd Colonial Ln Colonial Ln Seneca Ave W008 W009 W010 Seneca Ridge Dr W W012 W013 W015 W016 W014 Colonial Hills Dr W018 W021 Seneca Ave W020 W017 W La Salle Ave W023 W026 Colonial Hills Dr W025 Buena Feet 66

33 Mclean Commons Ct Evers Dr Evers Dr H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd Falls St Mclean Corner Ln Hunting Ave Chain Bridge Rd Barrier WB-1 Colonial Ln E001 E W W009 W Seneca Ave Mclean Commons Ln E003 Colonial Ln E Barrier EB Seneca Ridge Dr Hunting Ave E006 E E007 LT1/ST Vistas Ln #* W012 W019 W011 W015 W016 W017 W013 W014 Colonial Hills Dr W W020 W021 Seneca Ave La Salle Ave W023 E008 E009 W #* 30 ST5 W Colonial Hills Dr E010 E011 W W024 E012 E La Salle Ave Buena Vista Ave E014 E W027 W029 E016 E UV267 UV267 W028 E017 E W030 E021 E020 E023 E W E024 E W032 Westwind Way Magarity Rd W033 W035 E026 W034 E W036 Davis Ct Great Falls St Barrier EB-1 Magarity Rd E028 E029 Westwind Way Barrier WB-1 W037 Olney Rd W038 E030 W039 W040 W Pimmit Dr Bayside Ct E W042 W043 E033 E032 W044 W045 W %, Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Legend Site # #* Site # 495 Noise Prediction Receptor Measurement Site Proposed Noise Barrier Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated Feet Page 2 of 6 66

34 Purdue Pl Warner Ave Evers Dr Susq Bayside Ct 10 E E Heights Ct E E E E038 E E Baldwin Dr E040 Great Falls St E E041 Belton Ct E E Sea Cliff Rd E046 E E E049 Barrier WB UV E051 E Susquehannock Dr E E050 E053 E E Xavier Ct E E058 LT2/ST8 #* E056 E Tyndale St E E E061 E064 E %, Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Legend Site # #* Site # Noise Prediction Receptor Measurement Site Proposed Noise Barrier Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd W044 W W047 W046 W048 #* W049 ST4 Olney Rd Pimmit Dr W W W055 Lisle Ave UV267 Barrier EB-1 W051 W053 W054 W056 W057 W058 W059 W060 W061 W062 W063 W065 W064 Knapp Ct W069 Sportsman Dr W067 W068 W071 W066 W070 Sonnet Ct Olney Rd W Feet Page 3 of 6 66

35 Susquehannock Dr yndale St! H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd Sonnet Ct E Olney Rd E W W073 W072 Pimmit Dr Purdue Pl E E Olney Park E E E E E071 UV Friden Dr E072 UV267 W074 E070 E073 Baldwin Dr E Barrier WB Pice Pl Barrier EB-1 W075 E076 W076 Taylor Rd E075 E077 E E W Woodgate Ln E079 E W078 W079 E083 Old House Rd E Miracle Ln Miracle Ln E082 W081 W E #* ST3 W082 W083 W087 Great Falls St Diplomat Ct W084 E Penguin Pl W085 W086 Penguin Pl Diplomat Ct W089 W W %, Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Legend Site # #* Site # 495 Noise Prediction Receptor Measurement Site Proposed Noise Barrier Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated Feet Page 4 of 6 66

36 97 98 Lemon Rd Great Falls St E090 E092 E093 Reynolds St 8 H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd W W W #* ST3 W080 W W082 Miracle Ln W Miracle Ln W W085 W W088 W W W090 Penguin Pl Barrier WB-1 94 Barrier EB-1 W092 W091 Diplomat Ct Penguin Pl Diplomat Ct E W093 E W094 E W E W UV 267 UV W W Friendship Ln E W E095 E E097 E Greenwich St Barrier WB-2 Barrier EB-2 E099 Jenkins Ln W100 W101 W102 W103 W104 W105 Stephanie Marie Dr W106 Jenkins Ln E100 E Norwalk St E Plainfield St W107 W108 Idylwood Rd E102 ST2 #* W109 W110 W111 E105 E107 E E106 #* ST1 W112 E W115 W114 Eastman Dr W %, Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Legend Site # #* Site # 495 Noise Prediction Receptor Measurement Site Proposed Noise Barrier Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated Feet Page 5 of 6 66

37 Jenkins Ln E105! H:\GIS\USA\VA\302700_Dulles\302700_Dulles_Barrier_Layout.mxd #* W114 ST1 ST2 #* W113 E Eastman Dr W115 W116 E102 W119 E104 W117 W118 E107 W120 W121 E108 #* Mckay St W123 E106 ST9 W127 E E109 E W W124 W Barrier EB-2 W126 W128 W129 E112 W130 W131 E113 E E E114 Barrier WB E117 E Grayson Pl 120 E119 E Romney St UV267 Greenwich St UV267 E E E E E124 E Redd Rd E E E E E E132 Berkley St E134 E133 E136 E135 Existing Barrier 66 Turner Ave %, Figure 3 Noise Receptors and Barriers Map Noise Abatement Design Study Dulles Airport Road Connector (Route 267) Route 123 to I-66 Cities of McLean and Falls Church, Virginia UPC No , VDOT Project No , C501, P101 Legend Site # #* Site # 495 Noise Prediction Receptor Measurement Site Proposed Noise Barrier Noise Barrier Segment Station Rail Noise Barrier Hallcrest Noise Barrier Existing Noise Barrier Project Baseline Rail Alignment at Grade Rail Alignment Elevated Feet Page 6 of 6 66

38 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page Noise Impact Summary The potential noise impact of the 2010 Existing and 2032 Future conditions was assessed in accordance with FHWA noise assessment guidelines, which are described in detail in Section 2. Residential noise impact in the study area would be greater in the future case than under existing conditions, mostly due to the removal of the existing wood walls and the construction of the new Dulles Corridor Metro rail line. In Table 7 and in the discussion, the noise impact addressed is associated with project noise levels that approach or exceed the Noise Abatement Criterion, which occurs where noise levels equal or exceed 66 dba, L eq during the loudest hour of the day. Section of Study Area Table 7 Residential Noise Impact Summary Number of Residential Dwelling Units Predicted to be Exposed to Noise Impact* 2010 Existing 2032 Future w/o wood walls 2032 Future with new barriers West/South of Dulles Connector East/North of Dulles Connector Total * Note: Several sites shown in Table 6 represent more than one dwelling unit. A total of seven homes are predicted to be impacted in the Existing case; Future case noise impact would be at 59 homes with the removal of the existing wood walls. All of these impacts are due to the projected sound levels approaching or exceeding the Noise Abatement Criterion. Sixteen of the receptors in the Future case are also projected to be exposed to substantial increases in existing noise levels. Six of the homes that are impacted under existing conditions and would also be impacted in the Future case are at the townhouses located along Colonial Hills Drive. Traffic on Chain Bridge Road, which was included in the model, contributes to this noise impact at six of these townhouses. Projected noise impacts in the Future case occur in different areas scattered along the length of the study corridor on both sides of the Connector. The impacts and increased noise levels in these various areas are due to a number of factors, usually in some combination. These factors include: Limited terrain shielding, where the homes have direct lines of sight to the roadways, Removal of the existing wood walls, Addition of the noise from rail traffic, particularly in areas where no rail noise barriers are proposed, and Reflections of highway noise from proposed rail noise barriers in the corridor median. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

39 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 34 A number of additional impacts are projected West/South of the Connector along La Salle Avenue and Olney Road with a smaller number East/North of the Connector in the same area along Great Falls Street. The one home that is shown as projected to be impacted in the Future case with the proposed noise barrier constructed (Receptor E136) is located at the extreme southern end of the study area near I-66, beyond the extent of the proposed Dulles Connector noise barrier. This receptor is behind an existing barrier along I-66, and will be exposed to slightly increased noise levels (2 db) from the existing conditions due to the new rail line and increased I-66 traffic. 4.4 Noise Barrier Design All noise barrier design analysis was performed using TNM 2.5 using the geometric information provided as described in the modeling section above. Table 8 provides a summary of the location, height, length, surface area and cost associated with the barriers proposed to eliminate noise impact in the Dulles Connector study area. Figure 3 shows the locations of these barriers as red lines. Table 8 Summary of Proposed Noise Barriers Barrier ID Fig. 3 Sheets Location Description Height Range (ft) Length (ft) Barrier Data Surface Area (sq ft) Cost at $45.00/sq ft EB-1 1 to 5 WB-1 1 to 5 EB-2 5 to 6 WB-2 5 to 6 Eastbound Side, Rt. 123 to Idylwood Rd. Westbound Side, Rt. 123 to Idylwood Rd. Eastbound Side, Idylwood Rd. to I-66 Westbound Side, Idylwood Rd. to I , ,441 $ 4,519,800 9 to 13 7,681 99,830 $ 4,492, ,408 31,307 $ 1,408, to 14 3,026 39,923 $ 1,796,500 Totals Rt. 123 to I-66 9 to 14 20, ,501 $ 12,217,545 The detailed location, coordinates, height and sound attenuation line for Barrier EB-1 are given in Table 9. Barrier EB-1 would be located on the eastbound side of the Dulles Connector starting at Station just west of the Chain Bridge Road underpass and ending at Station at Idylwood Road. The barrier would be a constant height of 13 feet above the ground, would be 7,726 feet long with a surface area of 100,441 square feet and cost approximately $4.5 million based on a unit cost of $45.00 per square ft. Barrier WB-1 design details and sound attenuation line are given in Table 10. Barrier WB-1 would be located on the westbound side of the Dulles Connector starting at a height of 9 feet at Station where it meets the existing Hallcrest Rd. barrier at the west end of the Chain Bridge Road bridge. The barrier rapidly transitions to a height of 13 feet on the bridge and VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

40 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 35 continues at that height to Station at Idylwood Rd. Barrier WB-1 would be 7,681 feet long with a surface area of 99,830 square feet and cost approximately $4.5 million at $45 per square ft. The details of the location and sound attenuation line for Barrier EB-2 are given in Table 11, below. Barrier EB-2 would be located on the eastbound side of the Dulles Connector starting just east of Idylwood Road at Station and end just west of I-66 near the Metro rail yard at Station The barrier would be a constant height of 13 feet, have a length of 2,408 feet and a surface area of 31,307 square feet. The approximate cost of Barrier EB-2 would be $1.4 million at $45 per square foot. Barrier WB-2 design details and sound attenuation line are given in Table 12, below. Barrier WB-2 would be located on the westbound side of the Dulles Connector starting just east of Idylwood Road at Station and end at Station , meeting an existing barrier along I- 66 westbound. The barrier would be a height of 13 feet, for most of its length, but increase to 14 feet high between Stations and The barrier would be 3,026 feet long, have a surface area of 39,923 square feet, and cost approximately $1.8 million based on $45 per square foot. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

41 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 36 Barrier EB-1 Station No. Table 9 Barrier EB-1 Design Data and Sound Attenuation Line Barrier Coordinates (feet) X (VA State Plane) Y Elevation (feet) Estimated Ground Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

42 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 37 Barrier EB-1 Station No. Barrier Coordinates (feet) X (VA State Plane) Y Elevation (feet) Estimated Ground Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

43 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 38 Barrier EB-1 Station No. Barrier Coordinates (feet) X (VA State Plane) Y Elevation (feet) Estimated Ground Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

44 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 39 Barrier WB-1 Station No. Table 10 Barrier WB-1 Design Data and Sound Attenuation Line Barrier Coordinates (feet) X (VA State Plane) Y Estimated Ground Elevation (feet) Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

45 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 40 Barrier WB-1 Station No. Barrier Coordinates (feet) X (VA State Plane) Y Estimated Ground Elevation (feet) Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

46 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 41 Barrier WB-1 Station No. Barrier Coordinates (feet) X (VA State Plane) Y Estimated Ground Elevation (feet) Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

47 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 42 Barrier EB-2 Station No. Table 11 Barrier EB-2 Design Details and Sound Attenuation Line Barrier Coordinates (feet) X (VA State Plane) Y Estimated Ground Elevation (feet) Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

48 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 43 Barrier WB-2 Station No. Table 12 Barrier WB-2 Design Details and Sound Attenuation Line Barrier Coordinates (feet) X (VA State Plane) Y Estimated Ground Elevation (feet) Top of Barrier Estimated Height Above Ground (feet) VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

49 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page 44 5 CONSTRUCTION NOISE CONSIDERATION Construction noise provisions are contained in Section (b)3 Noise of the 2007 VDOT Road and Bridge Specifications. The specifications have been reproduced below: The Contractor s operations shall be performed so that exterior noise levels measured during a noise-sensitive activity shall not exceed 80 decibels. Such noise level measurements shall be taken at a point on the perimeter of the construction limit that is closest to the adjoining property on which a noise-sensitive activity is occurring. A noisesensitive activity is any activity for which lowered noise levels are essential if the activity is to serve its intended purpose and not present an unreasonable public nuisance. Such activities include, but are not limited to, those associated with residences, hospitals, nursing homes, churches, schools, libraries, parks, and recreational areas. The Department may monitor construction-related noise. If construction noise levels exceed 80 decibels during noise sensitive activities, the Contractor shall take corrective action before proceeding with operations. The Contractor shall be responsible for costs associated with the abatement of construction noise and the delay of operations attributable to noncompliance with these requirements. The Department may prohibit or restrict to certain portions of the project any work that produces objectionable noise between 10 P.M. and 6 A.M. If other hours are established by local ordinance, the local ordinance shall govern. Equipment shall in no way be altered so as to result in noise levels that are greater than those produced by the original equipment. When feasible, the Contractor shall establish haul routes that direct his vehicles away from developed areas and ensure that noise from hauling operations is kept to a minimum. These requirements shall not be applicable if the noise produced by sources other than the Contractor s operation at the point of reception is greater than the noise from the Contractor s operation at the same point. VDOT PROJECT NO , C501, P101 UPC HARRIS MILLER MILLER & HANSON INC. REPORT NO D

50 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page A-1 APPENDIX A LIST OF PREPARERS This appendix lists the preparers of this noise study report. Preparers with Harris Miller Miller & Hanson Inc. are as follows: Christopher Menge, Project Manager James Ferguson III, noise measurements and analysis Robert Gibson, noise analysis Michael Hamilton, report graphics Kristine Collins, project support TNM Certification of HMMH s Project Manager, Christopher Menge, is on file in VDOT s offices. VDOT UPC 16595, PROJECT # , PE-101

51 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page B-1 APPENDIX B TRAFFIC DATA USED FOR NOISE COMPUTATIONS This appendix lists all of the roadway traffic data used in the noise analysis. Year Roadway Name Table 13 Complete Listing of Roadway Traffic Data Used in Noise Analysis Hourly Vehicle Volume (vph) Total Autos Med. Trucks Heavy Trucks 2010 Dulles Connector Road (I-66 to VA 123) Eastbound Dulles Connector Road (I-66 to VA 123) Westbound Dulles Connector (I-495 to VA 123) EB Dulles Connector (I-495 to VA 123) WB Dulles Access Road (I-495 to VA 123) Eastbound Dulles Access Road (I-495 to VA 123) Westbound Capital Beltway (VA ) Northbound Capital Beltway (VA ) Southbound Capital Beltway (267 - VA 193) Northbound Capital Beltway (267 - VA 193) Southbound VA 123 near Dulles Connector Road NB VA 123 near Dulles Connector Road SB VA 695 (Idylwood Road) near Dulles Connector Road EB VA 695 (Idylwood Road) near Dulles Connector Road WB VA 650 (Magarity Road) near Dulles Connector Road NB VA 650 (Magarity Road) near Dulles Connector Road SB Chain Bridge Road (Route 3547) near Dulles Connector Road EB Chain Bridge Road (Route 3547) near Dulles Connector Road WB Dulles Connector Road Eastbound Off-Ramp to I-495 Northbound Dulles Connector Road Eastbound Off-Ramp to VA 123 Southbound VA 123 Southbound to Dulles Connector Road Eastbound On-Ramp VA 123 Southbound to Dulles Connector Road/I-495 Westbound On-Ramp Dulles Connector Road Westbound to VA 123 Southbound Off-Ramp Speed (mph) VDOT UPC 16595, PROJECT # , PE-101

52 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page B-2 Year Roadway Name Dulles Connector Road Westbound to I-495 Northbound Off-Ramp Dulles Connector Road Westbound to VA 123 Northbound Off-Ramp Dulles Connector Road Eastbound to VA 123 Northbound Off-Ramp VA 123 Northbound to Dulles Connector Road Eastbound On-Ramp VA 694 (Great Falls Street) between VA 123 and VA 695 EB VA 694 (Great Falls Street) between VA 123 and VA 695 WB Hourly Vehicle Volume (vph) Total Autos Med. Trucks Heavy Trucks Speed (mph) I-66 East of Dulles EB I-66 East of Dulles WB I-66 West of Dulles EB I-66 West of Dulles WB Haycock Road NB Haycock Road SB Dulles Connector Road (I-66 to VA 123) Eastbound Dulles Connector Road (I-66 to VA 123) Westbound Dulles Connector (I-495 to VA 123) EB Dulles Connector (I-495 to VA 123) WB Dulles Access Road (I-495 to VA 123) Eastbound Dulles Access Road (I-495 to VA 123) Westbound Capital Beltway (VA ) Northbound Capital Beltway (VA ) Southbound Capital Beltway (267 - VA 193) Northbound Capital Beltway (267 - VA 193) Southbound Capital Beltway (VA ) Northbound HOT Capital Beltway (VA ) Southbound HOT Capital Beltway (267 - VA 193) Northbound HOT Capital Beltway (267 - VA 193) Southbound HOT VA 123 near Dulles Connector Road NB VA 123 near Dulles Connector Road SB VA 695 (Idylwood Road) near Dulles Connector Road EB VA 695 (Idylwood Road) near Dulles Connector Road WB VDOT UPC 16595, PROJECT # , PE-101

53 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page B-3 Year Roadway Name VA 650 (Magarity Road) near Dulles Connector Road NB VA 650 (Magarity Road) near Dulles Connector Road SB Chain Bridge Road (Route 3547) near Dulles Connector Road EB Chain Bridge Road (Route 3547) near Dulles Connector Road WB Dulles Connector Road Eastbound Off-Ramp to I-495 Northbound Dulles Connector Road Eastbound Off-Ramp to VA 123 Southbound VA 123 Southbound to Dulles Connector Road Eastbound On-Ramp VA 123 Southbound to Dulles Connector Road/I-495 Westbound On-Ramp Dulles Connector Road Westbound to VA 123 Southbound Off-Ramp Dulles Connector Road Westbound to I-495 Northbound Off-Ramp Dulles Connector Road Westbound to VA 123 Northbound Off-Ramp Dulles Connector Road Eastbound to VA 123 Northbound Off-Ramp VA 123 Northbound to Dulles Connector Road Eastbound On-Ramp VA 694 (Great Falls Street) between VA 123 and VA 695 EB VA 694 (Great Falls Street) between VA 123 and VA 695 WB Hourly Vehicle Volume (vph) Total Autos Med. Trucks Heavy Trucks Speed (mph) I-66 East of Dulles EB I-66 East of Dulles WB I-66 West of Dulles EB I-66 West of Dulles WB Haycock Road NB Haycock Road SB VDOT UPC 16595, PROJECT # , PE-101

54 Dulles Airport Access/Toll Road Connector, Route 123 to I-66 page C-1 APPENDIX C NOISE MONITORING DATA This appendix includes data acquired during the noise measurement program, including noise monitor output, site sketches, photographs, and field noise and traffic count data sheets. Table 14 Noise Monitor Output Calibration Record Short-Term Sites Date Time Level Mode 09-Nov :42: Manual 09-Nov :42: Manual 09-Nov :12: Manual 09-Nov :57: Manual 09-Nov :55: Manual 09-Nov :05: Manual 09-Nov :05: Manual 09-Nov :06: Manual 09-Nov :06: Manual 10-Nov :55: Manual 10-Nov :56: Manual 10-Nov :35: Manual 10-Nov :27: Manual 10-Nov :15: Manual 10-Nov :01: Manual Table 15 Noise Monitor Output Calibration Record Site LT1 Date Time Level Mode 08-Nov :28: Manual 10-Nov :59: Manual Table 16 Noise Monitor Output Calibration Record Site LT2 Date Time Level Mode 08-Nov :16: Manual 08-Nov :16: Manual 10-Nov :44: Manual VDOT UPC 16595, PROJECT # , PE-101

55 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: Location: Date: Start Time: Duration (min): ST Norwalk Street, McLean, VA :00 30 VALIDATION SOUND LEVEL Enter Y for Yes Minute No. Leq Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 60.9 Overall Leq: 60.9 VDOT UPC 98232, Project No , C501, P101

56 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: Location: Date: Start Time: Duration (min): ST Greenwich Street, Falls Church, VA :15 30 VALIDATION SOUND LEVEL Enter Y for Yes Minute No. Leq Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 58.4 Overall Leq: 58.4 VDOT UPC 98232, Project No , C501, P101

57 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: Location: Date: Start Time: Duration (min): ST Penguin Place, Falls Church, VA :00 30 VALIDATION SOUND LEVEL Enter Y for Yes Minute No. Leq Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 68.2 Overall Leq: 68.2 VDOT UPC 98232, Project No , C501, P101

58 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: Location: Date: Start Time: Duration (min): ST Olney Road, Falls Church, VA :58 30 VALIDATION SOUND LEVEL Enter Y for Yes Minute No. Leq Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 59.5 Overall Leq: 59.5 VDOT UPC 98232, Project No , C501, P101

59 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: Location: Date: Start Time: Duration (min): ST La Salle Avenue, McLean, VA :11 30 VALIDATION SOUND LEVEL Enter Y for Yes Minute No. Leq Non-Traffic Exclude Energy Traffic-only Overall Y Y Y Y Traffic-only Leq: 60.5 Overall Leq: 60.6 VDOT UPC 98232, Project No , C501, P101

60 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: ST07 (& LT1) Location: 1602 Hunting Avenue, McLean, VA Date: Start Time: 13:35 Duration (min): 20 VALIDATION SOUND LEVEL Leq Enter Y for Yes Minute No. Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 61.2 Overall Leq: 61.2 VDOT UPC 98232, Project No , C501, P101

61 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: ST08 (& LT2) Location: 1802 Baldwin Drive, McLean, VA Date: Start Time: 14:21 Duration (min): 20 VALIDATION SOUND LEVEL Leq Enter Y for Yes Minute No. Non-Traffic Exclude Energy Traffic-only Overall Traffic-only Leq: 60.3 Overall Leq: 60.3 VDOT UPC 98232, Project No , C501, P101

62 Dulles Airport Road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site No: ST09 Location: 2113 McKay Street, Falls Church, VA Date: Start Time: 15:05 Duration (min): 20 VALIDATION SOUND LEVEL Leq Enter Y for Yes Minute No. Non-TrafficExclude Energy Traffic-only Overall Traffic-only Leq: 57.7 Overall Leq: 57.7 VDOT UPC 98232, Project No , C501, P101

63 Dulles Airport road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site LT1 - Interval data Date Time Duration Leq L( 1) L(10) L(33) L(50) L(90) L(99) :33: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: VDOT UPC 98232, Project No , C501, P101

64 Dulles Airport road Connector Noise Abatement Design Study Final Report Noise Measurement Data Site LT2 - Interval data Date Time Duration Leq L( 1) L(10) L(33) L(50) L(90) L(99) :16: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: :00: VDOT UPC 98232, Project No , C501, P101

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